2015 Research Impacts: Better--Faster--Cheaper ... and Monitoring for Flexible Pavements 41 ......

Research ImpactsBetter—Faster—Cheaper 2015

Research Impacts: Better-Faster-Cheaper 2

Sweet 16 project titles are noted in red text and are featured in the list immediately following the Introduction.

Introduction 7 List of Sweet Sixteen High Value Research Projects 7 Alabama Department of Transportation 8Evaluation of ALDOT Ditch Check Practices Using Large-Scale Testing Techniques 8

Arizona Department of Transportation 10Implementation of Research at the Arizona Department of Transportation 10

California Department of Transportation 12California Integrated Border Approach Study - Phase 1 12Deployment Support and Caltrans’ Implementation of the Sealzall Machine 13Transit Vehicle Assist and Automation 14One Stop Shop for Traveler Information 15

District of Columbia Department of Transportation 16Trip Generation Data Collection in Urban Areas 16

Florida Department of Transportation 17Economic Impact of Ecosystem Services Provided by Ecologically Sustainable Roadside Right of Way Vegetation Management Practices 17Comparative Testing of Radiographic Testing, Ultrasonic Testing and Phase Array Advanced Ultrasonic Testing 18Comprehensive Study to Reduce Pedestrian Crashes in Florida 19Evaluate the Contribution of the Mixture Components on the Longevity and Performance of FC-5 21

Georgia Department of Transportation 22Georgia Department of Transportation (GDOT) Leadership Academy 22Georgia Department of Transportation (GDOT) Landscape Mitigation Program Overview and Evaluation 23Dixie Highway Context Study 24Centerline Rumble Strips Safety and Maintenance Impacts 25Atlanta Northside Drive as a Multimodal Developmental Corridor: Transformation from Utilitarian Auto Route to Grand Transit Boulevard 26Integrating Intersection Traffic Signal Data into a Traffic Monitoring Program 28


Idaho Department of Transportation 29Lithologic Characterization of Active ITD Aggregate Sources to Assess Aggregate Quality 29Development of a System for Remote Detection of Avalanches in High Risk Locations to Enhance Traveler Safety and Mobility 31Methodology for Prioritizing Appropriate Mitigation to Reduce Big Game Animal - Vehicle Collisions on Idaho Highways 32Understanding Highway User Expectations for ITD Winter Maintenance Services 34Evaluation of IdaShield Sign Safety Benefits at Highway-Rail Crossing in Idaho 36

Illinois Department of Transportation 37Testing of Portland Cement (Current ASTM C 150) with Limestone & Process Addition (ASTM C 465) 37Impact of HPMS Sample Counting for 24 Hours Versus 48 Hours 39Mechanistic-Empirical Design, Implementation, and Monitoring for Flexible Pavements 41Development of a Traffic Incident Management Operational and Training Guide - Phase II 43

Indiana Department of Transportation 45Improving the Design of U-Beams for Indiana 45Reduction of Bridge Construction and Maintenance Costs through Coupled Geotechnical and Structural Design of Integral Abutment Bridges 47Hydraulic Fracture Test to Determine Aggregate Freeze-Thaw Durability 48Alternatives to Raised Pavement Markers (RPMs) 50Traffic Mobility System support Performance Measures 51Identifying Strategies to Improve Lane Use Management in Indiana 53A Systematic Approach of Identifying Safety Intervention Programs for Indiana 54Developing Statistical Limits for Using the Light Weight Deflectometer, LWD, in Construction Quality Assurance 56Developing Reliability-Based Bridge Inspection Practices for the State of Indiana 58Seal Coat Productivity 59Impact of HB-1481 on Indiana Highway Revenue Generation, Asset Degradation, Modal Distribution, and Economic Development and Competitiveness 60Truck Reporting Tool 62

Iowa Department of Transportation 63Rural Safety Mitigation Tool-Box (Synthesis of Iowa Research to Address Rural Safety) 63A Synthesis of Knowledge of Potential Durability of Concrete: Problems, Needs, Challenges and Recommended Action 65Quality Control and Quality Assurance Testing for Joint Density and Segregation of Asphalt Mixtures 67Track-a-Plow 70

Kansas Department of Transportation 72Kansas Department of Transportation 2014 Chip Seal Manual 72Enhancement of Welded Steel Bridge Girders Susceptible to Distortion-Induced Fatigue 73Wind Farm Turbulence Impacts on General Aviation Airports in Kansas 74Guardrail and Bridge Rail Recommendations for Very Low Volume Local Roads in Kansas 75


Kentucky Department of Transportation 76Develop and Calibrate Safety Performance Functions 76Evaluation of Alternative Snowplowable Markers and Snowplowing Procedures 78

Louisiana Department of Transportation & Development 79Implementation of GPC Characterization of Asphalt Binders at Louisiana Materials Laboratory 79Traffic and Data Preparation for AASHTO DARWin-ME Analysis and Design 80Development of Minimum State Requirements for Local Growth Management Policies 82Improving Freight Crash Incident Management 84

Maine Department of Transportation 86Highway Safety Manual Local Calibration for Rural 2 Lane Roads and Intersections 86Cost-Efficient and Storm Surge-Sensitive Bridge Design for Coastal Maine 88

Maryland Department of Transportation 90Effective Implementation of Ground Penetrating Radar (GPR) For Condition Assessment & Monitoring of Critical Infrastructure Components of Bridges and Highways 90

Michigan Department of Transportation 92Study of High-Tension Cable Barriers on Michigan Roadways 92Design and Construction Guidelines for Strengthening Bridges Using Fiber Reinforced Polymers (FRP) 94Monitoring Highway Assets Using Remote Sensing Technology 96Evaluating the Impacts of Speed Limit Policy Alternatives 98

Minnesota Department of Transportation 100Best Practices for Traffic Sign Maintenance/Management Handbook 100Simplified Design Table for Concrete Pavements 102Assessing the Effects of Heavy Vehicles on Local Roadways 103Salt Brine Blending to Optimize Deicing and Anti-Icing Performance and Cost Effectiveness 104

Mississippi Department of Transportation 105Design and Construction Control Guidance for Chemically Stabilized Pavement Base Layers (MS State Study 206) 105Evaluation of Short Statured Species for Rapid Establishment on Mississippi Roadsides 106

Missouri Department of Transportation 108New Missouri Highway Accident Location Manual 108Work Zone Safety: Physical and Behavioral Barriers in Accident Prevention 109Recycled Concrete Aggregate: Field Implementation at the Stan Musial Veterans Memorial Bridge 110Safety Evaluation of the Diverging Diamond Interchanges (DDIs) in Missouri 112Improvement of Research Report Distribution and Access and Promotion of More Effective Use of Technical Report Documentation Page, USDOT Form 1700.7 113


Montana Department of Transportation 115Montana Rest Area Usage: Data Acquisition and Usage Estimation 115Steel Pipe Pile/Concrete Pile Cap Bridge Support Systems: Confirmation of Connection Performance 117

Nevada Department of Transportation 119Investigation of Corrosion of Mechanically Stabilized Earth (MSE) Walls in Nevada, Phase II 119

New Hampshire Department of Transportation 120Fingerprinting Sources of Nitrogen in Wells near Blasting Sites 120Design and Maintenance of Subsurface Gravel Wetlands 122

New Jersey Department of Transportation 123Stormwater System Monitoring and Evaluation 123Stormwater System Monitoring and Evaluation - Implementation 124Measuring the Benefits of Transit-Oriented Development 126Safety and Accessibility of Dynamic Message Signs (DMS) 128State Channel Maintenance Capacity 130Evaluation of Surface Resistivity Indication of Ability of Concrete to Resist Chloride Ion Penetration 132

North Carolina Department of Transportation 134Field Verification of Undercut Criteria and Alternatives for Subgrade Stabilization - Coastal Plain 134Crack Free Mass Concrete Footings on Bridges in Coastal Environments 136Performance Evaluation and Placement Analysis of W-beam Guardrails behind Curbs 138Development and Validation of Pavement Deterioration Models and Analysis Weight Factors for the NCDOT Pavement Management System (Phase I: Windshield Survey Data) 139Development of IRI Limits and Targets for Network Management and Construction Approval Purposes 140Improvements to NCDOT’s Wetland Prediction Model 142

Ohio Department of Transportation 144Evaluation of EPOKE Bulk Spreader for Winter Maintenance 144

Oregon Department of Transportation 145Proof of Concept; GTFS Data as a Basis for Optimization of Large Scale Transit Networks 145Operational Guidance for Bicycle Specific Traffic Signals in the United States 146

Pennsylvania Department of Transportation 148Optimizing the Life Cycle of PennDOT Equipment 148Connected and Autonomous Vehicles 2040 Vision 150Rumble Strips Installation on Thin Pavement Overlays 151


South Carolina Department of Transportation 152Operational and Safety Characteristics of Lane Widths 152

South Dakota Department of Transportation 155Precast Bridge Girder Details for Improved Performance 155Climate and Groundwater Data to Support Mechanistic-Empirical Design in South Dakota 157

Texas Department of Transportation 158Mitigation of High Sulfate Soils in Texas 158Incorporating Greenhouse Gas (GHG) Emissions in Long Range Transportation Planning 159Examining Use of Existing Public Rights-Of-Way for High-Speed Passenger Rail and Freight Transportation 160Surface Treatments to Alleviate Crashes on Horizontal Curves 162Development of New Delineator Material/Impact Testing Standard to Prevent Premature Failures Specific to Installation Application 163Roadside Safety Device Crash Testing Program 165

Utah Department of Transportation 166Review of Traffic Management Center Practices for Technological and Service Improvements 166Lessons Learned from a Pavement Marking Warranty Contract 167Grouted Splice Sleeve Connections for Precast Reinforced Concrete Bridge Piers 169

Virginia Department of Transportation 171I-81 In-Place Pavement Recycling Project 171Lightweight High-Performance Concrete Bulb-T Beams with Self-Consolidating Concrete in a Bridge Structure 172Impacts for Transportation System Operations Strategies During Nonrecurring Events 173

Washington State Department of Transportation 175Mitigation of Marine Pile Driving Noise by Double Wall Piles 175

West Virginia Department of Transportation 176Construction Practice Review of Asphalt Pavements in West Virginia 176

Wisconsin Department of Transportation 178Nominal Maximum Aggregate Size for WisDOT Specification 178


Region 1• Trip Generation Data Collection in Urban Areas, District of Columbia• Highway Safety Manual Local Calibration for Rural 2-Lane Roads and Intersections, Maine• Effective Implementation of Ground Penetrating Radar (GPR) for Condition Assessment & Monitoring of

Critical Infrastructure Components of Bridges and Highways, Maryland• Rumble Strip Installation on Thin Pavement Overlays, Pennsylvania

Region 2• Comparative Testing of Radiographic, Ultrasonic, and Phase Array Advanced Ultrasonic Testing, Florida • Improvements to NCDOT’s Wetland Prediction Model, North Carolina• Improving Freight Crash Incident Management, Louisiana• I-81 In-Place Pavement Recycling Project, Virginia

Region 3• Development of a Traffic Incident Management Operational and Training Guide - Phase II, Illinois • Track-a-Plow, Iowa• Safety Evaluation of the Diverging Diamond Interchanges (DDIs) in Missouri, Missouri• Evaluation of EPOKE Bulk Spreader for Winter Maintenance, Ohio

Region 4• Development of a System for Remote Detection of Avalanches in High Risk Locations to Enhance Traveler

Safety and Mobility, Idaho• Operational Guidance for Bicycle-Specific Traffic Signals in the United States, Oregon• Surface Treatments to Alleviate Crashes on Horizontal Curves, Texas • Precast Bridge Girder Details for Improved Performance, South Dakota

List of Sweet Sixteen High Value Research Projects

IntroductionEvery January, the American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Committee (RAC) Value of Research Task Force solicits states to select recently completed “High Value Research” (HVR) projects for submission as examples of “Transportation Excellence Through Research.” Projects are submitted to the Value of Research Task Force by the end of March. The RAC then publishes an annual compilation of all HVR projects in a document entitled Research Impacts: Better-Faster-Cheaper. This document provides substantial value to states as a quick reference to all HVR projects. States that submitted projects this year include Alabama, Arizona, California, District of Columbia, Florida, Georgia, Idaho, Illinois, Indiana, Iowa, Kansas, Kentucky, Louisiana, Maine, Maryland, Michigan, Minnesota, Mississippi, Missouri, Montana, Nevada, New Hampshire, New Jersey, North Carolina, Ohio, Oregon, Pennsylvania, South Carolina, South Dakota, Texas, Utah, Virginia, Washington, West Virginia, and Wisconsin.

By mid-May, each of the four RAC Regions selects its top four research projects (no more than one project per state) to form the AASHTO Research “Sweet Sixteen” Awards. These projects are showcased during the AASHTO RAC and TRB State Representatives summer meeting in July and poster session at the next Transportation Research Board (TRB) Annual Meeting. Research project awards are presented to CEOs at the AASHTO Annual Meeting and to Research Managers at the AASHTO RAC and TRB State Representative summer meeting.

In this document, the “Sweet Sixteen” projects are indicated in red text in the table of contents and the project entries in the body of the document are marked with an award icon


PROJECT INFORMATIONProject Title Evaluation of ALDOT Ditch Check Practices Using Large-Scale

Testing TechniquesID 930-826RProject Cost $336,101Duration 22 monthsSUBMITTERSubmitter Agency Alabama Department of TransportationSubmitter Contact Ron Johnson

1409 Coliseum Boulevard Montgomery, AL 36130-3050 (334) 353-6940, [email protected]

RESEARCH PROGRAMSponsor Contact Alabama Department of Transportation

1409 Coliseum Boulevard Montgomery, AL 36130-3050 http://www.dot.state.al.us/

RESEARCH AND RESULTSBrief Summary of Research Project

The construction of roadways typically consists of mass clearing and grading leaving many site areas unstable, lacking ground cover to protect against rainfall induced erosion. As linear roadway projects progress, unstabilized areas (i.e., roadbeds, cut and fill slopes, and other embankments) tend to be highly compacted thereby reducing infiltration. This may increase sediment-laden surface stormwater runoff from these unstabilized areas. Stormwater runoff from unstabilized grading operations on construction sites can yield sediment losses of 35 to 45 tons/acre (13 to 16.5 tonnes/hectare) per year (1). Eroded sediment from construction sites is one of the most harmful pollut-ants to the environment resulting in over 80 million tons (73 million tonnes) of sediment washing from construction sites into surface water bodies each year (2). In linear construction, stormwater runoff is typically diverted to a series of constructed stormwater conveyances (i.e., berms, swales, and ditches), which may also be unstabilized prior to vegetative establishment. Therefore, runoff control measures must be installed to minimize channel erosion, especially during peak periods of a storm event. Stormwater runoff control is the practice of managing concentrated flows and reducing peak runoff caused by modification of the site topography. Ditch checks, which are runoff controls, are defined as either permanent or temporary structures constructed across runoff conveyances, intended to slow and impound stormwater runoff, reduce shear stresses that cause channel erosion, and create favorable conditions for sedimentation (3, 4, 5, 6, & 7). A wattle, which may be used as a ditch check or slope intercept device depending on site-specific requirements, is a manufactured, tubular device composed of natu-ral or synthetic fillers (i.e., compost material, wheat

Alabama Department of Transportation


PROJECT INFORMATIONstraw, excelsior [wood shaving], coir, carpet fiber, or recycled rubber tires) encased in a natural fiber or synthetic netting. The advantages of using wattles as ditch checks, over other types of ditch checks (i.e., rock, hay bales, silt fence, etc.) include: (1) its biodegradability, (2) typically lightweight, (3) ease of installation using minimum resources, (4) economical, and (5) avail-able in various dimensions making them adaptable to site specific con-straints. Some limitations of using wattles as ditch checks include: (1) their elliptic shape may reduce surface area available for ground contact with the channel resulting in undermining and scour, and (2) the potential for lightweight wattles becoming buoyant, reducing adequate ground contact while subjected to concentrated flows. The purpose of this research project is to examine and summarize the effects various wattle installation configu-rations have on a wattle’s overall performance when used as a ditch check. Seven different wattle installation tests are compared to a control test (i.e., no wattle installation) to determine performance improvement based on velocity reduction, impoundment length, and structural integrity. Each ditch check installation was tested using field-scale, replicable test protocols.

Web Links (if available)

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Arizona Department of Transportation

PROJECT INFORMATIONProject Title Implementation of Research at the Arizona Department of TransportationID 727Project Cost $185,000Duration 29 monthsSUBMITTERSubmitter Agency Arizona Department of TransportationSubmitter Contact Dianne Kresich, Arizona Department of Transportation Research Center 206

S. 17th Avenue, MD 075R Phoenix, AZ 85007 602-712-3134, [email protected]

RESEARCH PROGRAMSponsor Contact Federal Highway Administration

1200 New Jersey Avenue, SE Washington DC USA 20590 http://www.fhwa.dot.gov Arizona Department of Transportation 206 South 17th Avenue Phoenix AZ USA 85007

RESEARCH AND RESULTSBrief Summary of Research Project Implementation of Research at the Arizona Department of Transportation,

the first project of its kind at the Arizona Department of Transportation (ADOT), was conducted with the goal of understanding and promoting the implementation of research at the department. To achieve this, researchers created a detailed inventory of each research project -- and, in particular, each project’s recommendations -- completed over the previous ten years by the ADOT Research Center. The inventory was presented to staff who serve in key roles in the major technical areas at ADOT (e.g., traffic and safety, materi-als, environment), many of whom were members of the technical advisory committees for the completed research studies and were later involved in implementing the recommendations of those studies. Extensive interviews with those staff members were completed to document the extent to which research recommendations had been implemented or are actively being implemented, and the resulting impact on ADOT. The interviews provided the Research Center with significant insight into how internal stakeholders perceive the value of research services and products at ADOT. Research staff organized the interview findings and dozens of rec-ommendations into four interrelated categories that will guide continuous improvement well into the future: • Connection to department and technical area objectives • Research project management • Implementation • Communication and customer service


PROJECT INFORMATIONIn addition, researchers developed a database to record and monitor perti-nent research project information, including the implementation of recom-mendations. In a single database, named ResearchTrack, project managers record progress on each study task, document accounting information, file contact information for advisory committee members and researchers, and track implementation, among other capabilities. The reporting capacity of ResearchTrack enables staff to, for example, pinpoint where problems arise with scope, schedule, or budget. The Research Center envisions that the da-tabase will allow for ease of reporting to the Federal Highway Administration, such as in the development of its Annual Work Program and its Implementa-tion Report required in association with State Planning and Research fund-ing. The value of Implementation of Research at the Arizona Department of Transportation to the Research Center and to ADOT overall is in the delivery of research projects with implementable recommendations that allow the department to work more effectively and efficiently in its wide range of ca-pacities; in other words, by the return to the department on the investment in research.


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PROJECT INFORMATIONProject Title California Integrated Border Approach Study - Phase 1ID 2622Project Cost $115,000Duration 13 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Pete Zaniewski 1

227 O Street Sacramento, CA 95814, (916) 654-9873, [email protected]

RESEARCH PROGRAMSponsor Contact California Department of Transportation

Christine Azevedo 1227 O Street Sacramento, CA 95814 (916) 657-4723, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project This study provided an update on the state of the practice for improving

mobility and the traveler experience in California communities adjacent to California/Mexico border ports of entry (POEs). It provided an overview of agencies involved in issues surrounding California border communities, institutional structures that might be used to improve service delivery and funding and financing options to support those institutional structures and multi-agency projects. It also provided case studies of some best practices from other regions, including other border communities.


California Department of Transportation


PROJECT INFORMATIONProject Title Deployment Support and Caltrans’ Implementation of the Sealzall MachineID P209Project Cost $302,025Duration 35 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Pete Zaniewski 1

227 O Street Sacramento, CA 95814, (916) 654-9873, [email protected]


1227 O Street Sacramento, CA 95814 (916) 227-5834, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project The majority of highway cracks are longitudinal, running the length of the

roadway parallel to the pavement centerline. Unsealed cracks may lead to premature pavement deterioration. Timely maintenance helps retain the roadway’s structure and extends the time between pavement replacements. California maintenance workers traditionally seal highway cracks manu-ally, a labor-intensive process exposing them to direct highway traffic and hot sealant material. To enhance worker safety and productivity, California Department of Transportation researched and tested the Sealzall machine, a mechanized approach to crack-sealing operations. As a result, the Sealzall technology effectively eliminates worker exposure, significantly increases productivity, and minimizes traffic impact with moving lane closure capabil-ity for longitudinal crack sealing operations as demonstrated during a one year deployment trial in southern California.

Web Links (if available) http://ahmct.ucdavis.edu/pdf/UCD-ARR-13-06-30-03.pdf

http://ahmct.ucdavis.edu/pdf/UCD-ARR-13-06-30-03.pdf


PROJECT INFORMATIONProject Title Transit Vehicle Assist and AutomationID P73Project Cost $3,409,646Duration 143 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Pete Zaniewski

1227 O Sreet Sacramento, Ca 95814, (916) 654-9873, [email protected]


Bradley Mizuno 1227 O Street Sacramento, CA 95814 (916) 654-8066, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project The Vehicle Assist and Automation (VAA) project was carried out through the

following four phases: design, development, deployment, and operational tests. In the design phase, the system architecture and requirements were finalized and test plans were generated for four levels of testing. All hardware and software components were developed in the development phase and the first bus for Lane Transit District (LTD) in Eugene, Oregon was instru-mented. In the deployment phase, the system performance and reliability testing were conducted first at test track and then on the operational route. After one and a half months of operational testing without passengers, the revenue service testing at the LTD’s EmX Route started on June 10, 2013. The six month revenue service data consistently showed the VAA system achieved superior performance over manual driving in both lane keeping and docking. Furthermore, the VAA system did not experience any system or component failure during the revenue service operation; thus the driver was never in any need to intervene due to a system fault proving the reliability and robustness of the VAA system.

Web Links (if available) http://www.dot.ca.gov/research/modal/bus_transit/vaa/index.htm

VAA Precision Docking on Lane Transit District (LTD) EmX line at Walnut Station

(east-bound)

Lane Transit District Emerald Express Bus Rapid Transit Dedicated Bus Only Lane in

Eugene, Oregon.

http://www.dot.ca.gov/research/modal/bus_transit/vaa/index.htm


PROJECT INFORMATIONProject Title One Stop Shop for Traveler InformationID P75Project Cost $150,000Duration 47 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Pete Zaniewski

1227 O Sreet Sacramento, Ca 95814, (916) 654-9873, [email protected]


Sean Campbell 1227 O Street Sacramento, CA 95814 (916) 654-8868, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project This research, focused on California, Oregon, Nevada and Washington, pro-

vided a proof of concept of route based traveler information in one location to evaluate its effectiveness. While this scale of implementation will yield some direct benefits for the selected area, it is believed that the principal value of this research is in demonstrating the feasibility and attractiveness of a one stop shop for real time route specific traveler information for rural areas. The proof of concept was designed in a scalable fashion, so that the concept may be expanded to other routes and states. In late 2014, the ap-plication was expanded to cover eleven western states. Ultimately, as larger geographic areas are covered, The One Stop Shop could become an umbrella traveler information web site, used as a primary point of reference for longer distance trips, improving safety and mobility for all highway system users.

Web Links (if available) http://westernstates.org/Projects/OSS/Default.html

http://westernstates.org/Projects/OSS/Default.html


District of Columbia Department of Transportation

PROJECT INFORMATIONProject Title Trip Generation Data Collection in Urban AreasID DCKA-2010-T-0066 TO#3Project Cost $169,197Duration 12 monthsSUBMITTERSubmitter Agency District of Columbia Department of TransportationSubmitter Contact Stephanie Dock , District Department of Transportation

55 M Street SE, Suite 500 Washington, DC 20003 202-671-1371, [email protected]

RESEARCH PROGRAMSponsor Contact District Department of Transportation

55 M Street SE, Suite 500 Washington, DC 20003

RESEARCH AND RESULTSBrief Summary of Research Project There is currently limited data on urban, multimodal trip generation at the

individual site level. This lack of data limits the ability of transportation agen-cies to assess development impacts on the transportation system in urban and multimodal contexts. The implications are that cities may be hindered in developing appropriate travel impact mitigations; that cities lack good information to communicate to existing residents regarding potential travel impacts of proposed development; and that cities, with better tools, would be able to make stronger policy based on more reliable understandings of travel demand and development impacts. This project sought to begin addressing this gap by developing and testing a protocol for collecting trip generation by mode at the site level. The main objective of this study was to create, execute and formalize a methodology for multimodal trip genera-tion data collection. To that end, the research team developed a methodol-ogy for data collection encompassing a person count and intercept survey strategy, following the general approach of similar studies. The team then tested the methodology at sixteen sites in Washington, DC. The results of the pilot data collection are compared to the predicted impacts based on the industry standard, the Institute of Transportation Engineers (ITE) Trip Genera-tion Manual, and to six alternative methods, all of which pivot from ITE’s data. None of the existing methods reliably predict the field data, which confirms that existing models, even if functionally reasonable, are not estimated on a sufficient dataset to make them useful for the task at hand. A large part of that is due to a paucity of data. This project defines the need for more data and lays out a basic framework for moving forward. In addition to a final report with recommended next steps, a field-guide for future data collection was developed. The final report is included as an attachment below, and can be accessed on the project website.

Web Links (if available) https://sites.google.com/a/dc.gov/ddot-research-program/projects-and-studies/current-research/trip-gen

SWEETSIXTEEN

https://sites.google.com/a/dc.gov/ddot-research-program/projects-and-studies/current-research/trip-gen

https://sites.google.com/a/dc.gov/ddot-research-program/projects-and-studies/current-research/trip-gen


Florida Department of TransportationPROJECT INFORMATIONProject Title Economic Impact of Ecosystem Services Provided by Ecologically Sustainable

Roadside Right of Way Vegetation Management PracticesID BDK75 977-74Project Cost $16,984Duration 20 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

FDOT Research Center 605 Suwannee St. MS 30 Tallahassee, FL 32399 (850)414-4613, [email protected]

RESEARCH PROGRAMSponsor Contact Florida Department of Transportation

605 Suwannee Street Tallahassee, FL USA 32399-0450

RESEARCH AND RESULTSBrief Summary of Research Project The project’s findings show the high value and benefits of roadside ecosys-

tems and sustainable management practices. Implementation of project recommendations for landscape design, construction, and maintenance can turn roadside vegetation from a liability to an important and produc-tive asset. Sustainable management practices for roadside vegetation help to stabilize soil, reduce run-off, improve water quality, and provide for clear recovery zones. Additional benefit determination methods have shown that sustainable ecological roadside systems have benefits that easily range in the tens to hundreds of millions of dollars per year.

One of the recommendations from this research that has been implemented was the reduction in mowing of turf-grass. The research determined that reducing the annual mowing cycle down to 6 times per year would optimize FDOT mowing practices. FDOT currently spends $18.5 million annually in mowing costs for its over 93,000 acres of turf-grass right of way. FDOT is im-plementing a 10% reduction in its mowing program. This initial reduction in mowing is estimated to save FDOT $1.25 million annually as well as improve roadway aesthetics through increased wildflowers, and thereby increase the insect pollinator population. Currently, each FDOT district has a different mowing cycle length (between 7 and 20 times annually), especially for rural versus urban areas. Should all FDOT district adopt restrictions in mowing, the potential exists for even more savings. Additional benefits will be investigated concerning the increase in pollinators play on agricultural production (and the increased monetary ben-efits associated with it).

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_EMO/FDOT-BDK75-977-74-rpt.pdf

http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_EMO/FDOT-BDK75-977-74-rpt.pdf

http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_EMO/FDOT-BDK75-977-74-rpt.pdf


PROJECT INFORMATIONProject Title Comparative Testing of Radiographic Testing, Ultrasonic Testing

and Phase Array Advanced Ultrasonic Testing Non Destructive Testing Techniques in Accordance with the AWS D1.5 Bridge Welding Code

ID BDK84 977-26Project Cost $100,000Duration 14 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

FDOT Research Center 605 Suwannee St. MS 30 Tallahassee, FL 32399 (850)414-4613 [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Welding code requires the use of nondestructive testing in order to detect

flaws without damaging the weld, typically radiographic testing (RT). RT has been used in Florida for many years, but must be performed by specialized operators due to the use of a radiation source, which imposes significant costs. Work must also be disrupted as workers must be excluded from the RT test area, further increasing costs. The researchers investigated the use of a different technique called phased array ultrasonic testing (PAUT). PAUT, RT, and conventional ultrasonic test-ing were compared and PAUT was determined to be equally as effective as the other two methods in determining the integrity of welds. Using PAUT, as opposed to RT or ultrasonic testing, increases inspection speeds while main-taining accuracy, increases work site safety as no radiation source is needed, as well as decreases costs. FDOT will include PAUT in upcoming specification and manual changes, as well as potential changes on the national level. PAUT has been used in other industries for many years. However it has not been widely applied to trans-portation projects. There are a few instances of its use on other large trans-portation projects: the Bay Bridge replacement in San Francisco and the new Freedom Tower in NYC. Implementation of this research is expected on a significant FDOT project within the next 12 months. The estimated savings cost from just this one

SWEETSIXTEEN


PROJECT INFORMATIONlarge project is estimated at over $2 million. Savings had PAUT been imple-mented on four other recent FDOT projects have been estimated at: I-595 project ($1.5 Million), Palmetto Expressway ($1.5 Million), Bridge of Lions ($100,000), and the Tampa International Airport Interchange ($100,000). This is a total of $3.2 million in savings over several years for a very small portion of FDOT projects and are examples of the types of projects that will benefit in the future from this research.

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDK84-977-26-rpt.pdf

PROJECT INFORMATIONProject Title Comprehensive Study to Reduce Pedestrian Crashes in FloridaID BDK80 977-32Project Cost $150,000Duration 19 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

FDOT Research Center 605 Suwannee St. MS 30 Tallahassee, FL 32399 (850) 414-4613, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Pedestrian crashes are a major safety concern in Florida, with about one in

every five traffic fatalities involving a pedestrian. Researchers analyzed 6,434 pedestrian crashes which occurred between 2008 and 2010; 663 of which resulted in pedestrian fatalities. Police reports were reviewed to obtain crash details and identify specific details of the location including the crosswalk type in use at an intersection. Patterns were analyzed as they relate to pe-destrian, vehicle, traffic control, roadway, and environmental characteristics. They also identified factors which contributed to the severity of pedestrian injuries and analyzed locations with a pattern of pedestrian crashes to iden-tify location-specific crash causes and countermeasures.

Two important implementation/action items were derived from this re-search. A mixed-logit based tool was developed to model the pedestrian safety of an existing intersection using 15 variables such as pedestrian age,

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http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDK84-977-26-rpt.pdf

http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDK84-977-26-rpt.pdf


PROJECT INFORMATIONspeed limit, lighting, crosswalk type, vehicle type, hour of crash, at-fault road user, crash location, and weather condition. The most dangerous locations on state roadways for pedestrians was also determined. Research concluded that 35 state roadway locations in Florida are responsible for 5% of all pedes-trian fatalities and severe injuries (which equates to greater than five stan-dard deviations from the mean).

FDOT will be utilizing this knowledge to enhance existing safety programs. The modeling tool will be used by FDOT for additional Florida state roadways and can also be made available to other states and municipalities to analyze their roadways and intersections for pedestrian safety. In addition, additional safety efforts are being implemented at the identified intersections with a pattern of pedestrian crashes. When these problematic intersections and roadways have been addressed, the increased safety benefits alone will result in dozens of pedestrian lives and hundreds of millions of dollars in savings to the Florida economy every year.

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SF/FDOT-BDK80-977-32-rpt.pdf

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PROJECT INFORMATIONProject Title Evaluate the Contribution of the Mixture Components on the Longevity

and Performance of FC-5ID BDS15 977-01Project Cost $149,129Duration 36 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

FDOT Research Center 605 Suwannee St. MS 30 Tallahassee, FL 32399 (850)414-4613, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Through the course of routine inspections, FDOT had observed damage to

FC-5 open-graded friction course (OGFC) pavements including delamination, raveling, and drain-down, which caused concern about the long-term per-formance of this type of pavement. Rutgers University researchers examined FC-5 pavements and used mixture production data and traffic statistics. They also visited a number of FC-5 field sections to visually inspect pavements showing typical durability distresses. Pavements were classified as cracked or raveled and by other criteria.

Research ultimately determined that by optimizing the binder content in FDOT FC-5 (OGFC) pavement, the life of the pavement could be extended. If binder content is increased by 0.3% for all FC-5 applications, the estimated increase in pavement life is expected to be 1 -1.5 years. The average life of FC-5 pavement is currently 12 years.

By increasing the pavement life an estimated 8-13%, there will be signifi-cant savings in FDOTs resurfacing program, estimated at $12,300,000 per year. Savings will be fully realized once the newly optimized pavement with increased binder content has been in place for at least one pavement cycle. The project is currently being implemented through specification and design manual changes. Full implementation is expected to occur in January of 2016.

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDS15-977-01-rpt.pdf

http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDS15-977-01-rpt.pdf

http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDS15-977-01-rpt.pdf


PROJECT INFORMATIONProject Title Georgia Department of Transportation (GDOT) Leadership AcademyID RP 11-26Project Cost $289212Duration 24 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Jeff Conrad

3993 Aviation Circle Atlanta, GA 30336 404-507-3404, [email protected]

RESEARCH PROGRAMSponsor Contact Georgia DOT

Supriya Kamatkar 15 Kennedy DriveForest Park, GA 30297 404-608-4797, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project As a result of employee surveys and feedback, GDOT determined several

years ago that many in our management team were interested in more and continued management development courses. This research project enabled GDOT to launch eight new management development courses, as summa-rized above. These courses have been well received and are being offered for all GDOT offices and districts. Several GDOT district leaders have made attendance mandatory, and one district has created a management develop-ment program with these classes as the core curriculum.

Web Links (if available) http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-26.pdf

Georgia Department of Transportation

http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-26.pdf


PROJECT INFORMATIONProject Title Georgia Department of Transportation (GDOT) Landscape Mitigation

Program Overview and EvaluationID RP 11-32Project Cost $137,102Duration 12 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Chad Carlson

600 West Peachtree St, N.W. Atlanta, GA 30308 [email protected]

RESEARCH PROGRAMSponsor Contact Georgia Department of Transportation

Binh Bui 15 Kennedy Dr. Forest Park, GA 30297 404-608-4798, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Landscaping is a specialized and expensive endeavor. The proposed docu-

ment will help ensure that GDOT fulfills its Section 106 requirements. It also has the potential to save GDOT a substantial amount of money and reduce the overall time it would otherwise take to implement a class of projects that impact historic resources, by highlighting successes and failures. The docu-ment outlines a protocol between GDOT’s Office of Environmental Services and GDOT’s Office of Maintenance, and it can be used by other agencies around the country to assess the potential impacts of landscaping mitiga-tion.

Web Links (if available) http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-32.pdf

http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-32.pdf


PROJECT INFORMATIONProject Title Dixie Highway Context StudyID RP 11-33Project Cost $300,000Duration 49SUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Dr. Gail D’Avino

600 West Peachtree St, N.W. Atlanta, GA 30308 404-631-1075, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The study provided a better understanding how the Highway influenced

transportation history in Georgia, and the GIS mapping will enable GDOT to easily identify the location of a project in proximity of the Highway in the early stages of project planning. The study provided valuable tools and processes by developing a toolkit that would utilize the methodology and criteria for evaluation and which could be applied to other historic highways that GDOT may encounter in Section 106 historic resource surveys. The PA will allow GDOT to streamline Section 106 clearance on future projects along the Highway, whereby the study and the public outreach initiatives would be considered a part of the fulfillment of mitigation for any future adverse effects to the Highway. Lastly, the public outreach initiatives would continue to encourage interest in the Highway. This interest has already been wit-nessed by the presentation of the study at the 2014 Preserving the Historic Road conference in Savannah, Georgia. Positive feedback also continues for the “Down the Dixie Highway” documentary, which was created in partner-ship between GDOT, Georgia Public Broadcasting (GPB), and a consultant. The documentary will be made available to a larger audience on GPB on April 7, 2015. Also in April, the Bandy Heritage Center in Dalton, Georgia will host a symposium focused on the Highway, which coincides with the 100-year anniversary of the Dixie Highway Association. Various counties in northwest Georgia are also organizing a revival of the “Drivin’ the Dixie” brochure, high-lighting the places of interests to tourists.



PROJECT INFORMATIONProject Title Centerline Rumble Strips Safety and Maintenance ImpactsID RP 12-12Project Cost $75,000Duration 20SUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact David Adams

935 East Confederate Ave. Atlanta, GA 30316 [email protected]


Yusuf Ahmed 15 Kennedy Dr. Forest Park, GA 30297 404-608-4803, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project This study helped GDOT reestablish that CLRS are a viable countermeasure

for crashes on undivided roadways. The study also helped GDOT identify specific considerations that must be taken into account to reduce potential future maintenance issues and how to address them proactively. In a sense, this study helped GDOT restart its CLRS program, which had reached an impasse after extensive maintenance issues were encountered on some CLRS installations. Also, GDOT was invited to speak on this study at the Transporta-tion Research Board annual meeting (Pavement Maintenance Committee; AHD20), with a good reception.



PROJECT INFORMATIONProject Title Atlanta Northside Drive as a Multimodal Developmental Corridor:

Transformation from Utilitarian Auto Route to Grand Transit BoulevardID RP 13-06Project Cost $39,501Duration 12SUBMITTERSubmitter Agency Georgia Institute of TechnologySubmitter Contact Prof. Michael A. Dobbins

Georgia Institute of Technology 245 4th Street NW, Suite 204, Atlanta GA 30332 [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Northside Drive has been the subject of numerous studies and plans from

as far back as the 1990s, such as the Central Atlanta Transport Study of 1999; as recent as July of in 2012 with the Cobb County Locally Preferred Alterna-tive (LPA) and the Northside Drive Corridor Study of 2005 among others. Generally, these studies highlighted the potential of the corridor to become a fully developed arterial road which could facilitate transit alongside other modes of transportation. While mentioned, the need for improvement of the pedestrian facilities and aesthetics of the corridor was underplayed in these studies. And there have been no studies that deal with the land use and de-velopment potential in the corridor, nor issues of social equity between the generally affluent areas to the east and the lower income neighborhoods to the west, nor how to develop strategies to bridge that east-west gap. The processes for conducting this study were comprehensive and collabora-tive, including all the city-building disciplines; inclusive of all stakeholders – city and state agencies, private sector interests, and citizens and their orga-nizations. The citizen engagement processes, through small groups, work sessions, and public meetings, have the promise of showing a new way to address issues and to project a future based on broad consensus. Their effect was to begin to build and sustain the kind of trust necessary to achieve suc-cess from all perspectives. The study both identified need and advanced con-cepts for balancing the multimodal mobility needs for a major corridor with the demands for easy and safe access to the many destinations that it serves. The goal, which was achieved, was to radically rethink how multi-agency, private sector, and communities could serve all, from a dismal utilitarian (at best) travel corridor into a grand unifying boulevard.


PROJECT INFORMATIONThe impacts of the project have been both immediate and ongoing. The City amended its Comprehensive Transportation Plan to designate Northside Drive as a “transit corridor.” The low wealth neighborhoods on the west side of the corridor embraced the results, particularly related to improving cross-corridor east-west connectivity to Downtown and Midtown Atlanta. GDOT followed up with a study still underway to confirm the feasibility of many of the findings. Georgia Tech accelerated its commitment to lending its resourc-es for the benefit of community improvement in the formation of the West-side Community Alliance. Presently, the Metropolitan Atlanta Rapid Transit Authority (MARTA) is moving forward with planning a north-south route along Northside Drive, in recognition of all of the previously unserved origins and destinations, including the $2 billion Atlantic Station mixed-use develop-ment, the resurgent Midtown West precinct, Georgia Tech, the Georgia World Congress Center, the Georgia Dome and new Atlanta Falcons stadium, the campuses of the Atlanta University Center, the West End business district, and the West End MARTA station.

Web Links (if available) http://www.northsidedrvision.gatech.edu

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http://www.northsidedrvision.gatech.edu


PROJECT INFORMATIONProject Title Integrating Intersection Traffic Signal Data into a Traffic Monitoring ProgramID RP 13-10Project Cost $60,000Duration 18SUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Jane H. Smith

600 West Peachtree St, N.W. Atlanta, GA 30308 [email protected]


Yusuf Ahmed 15 Kennedy Dr. Forest Park, GA 30297 404-608-4803, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project This research developed a framework for evaluating the feasibility of data

from an existing traffic operations program and using it in a traffic monitor-ing program. This study provides state DOT’s and local agencies a procedure for evaluating data generated by traffic operations, down to intersection-level, for use in traffic monitoring. The study verified the accuracy of the data generated by the operations program and confirmed the usability of the data in traffic monitoring. The study also developed a set of practical checks that can be used for rapid evaluation of the usability of data at individual intersec-tions. The study identified procedures that will ensure the best quality of data obtained from a location and provided recommendations regarding detector installation procedures that will improve the quality and usability of data in future installations. Ultimately the results of this study and the methodology developed in it enables agencies to better conserve resources by facilitating the reuse of the data collected by one program to support other programs.



Idaho Department of Transportation

PROJECT INFORMATIONProject Title Lithologic Characterization of Active ITD Aggregate Sources to

Assess Aggregate QualityID RP 212Project Cost $119,999Duration 30 monthsSUBMITTERSubmitter Agency Idaho Department of TransportationSubmitter Contact Ned Parrish

Research Program Manager P.O. Box 7129 Boise, ID 83707-1129 (208) 334-8296 [email protected]

RESEARCH PROGRAMSponsor Contact Idaho Transportation Department

P.O. Box 7129, 3311 West State Street Boise, ID USA 83707-1129 http://www.itd.idaho.gov

Brief Summary of Research Project ITD contracted with the Idaho Geologic Survey for a study of aggregate char-acteristics of 40 active materials sources within Idaho that have been certi-fied by the department for concrete production. The goal of the project was to identify geologic units that are more (or less) susceptible to Alkali Silica Reactivity (ASR). ASR refers to a chemical reaction between aggregate and alkalis in the cement. The reaction produces an expansive gel that causes damaging cracking in concrete and subsequent failure of the concrete before its projected lifespan. The research was a response to known issues of high ASR potential in many Idaho sources, particularly in southern Idaho where ASR-related deterioration required treatment and partial replacement of Interstate 84 (I-84) concrete near Mountain Home, Idaho.

Researchers conducted a variety of test on aggregates from each source. AASHTO T 303 and ASTM C 1293 results were used as a guide or proxy for the general ASR potential of the source. The AASHTO T 303 test is a 16-day test that measures expansion of concrete mortar bars, where passing is less than or equal to 0.10 percent expansion. The ASTM C 1293 test is a 1 year test that measures expansion of concrete mortar bars, where passing is less than or equal to 0.04 percent expansion. The ASR expansion potential (from AASHTO T 303 and ASTM C 1293 tests) was correlated to the lithologies pres-ent in each particular source. More specific determination of ASR susceptible lithologies was made by petrographic analysis performed on the AASHTO T 303 mortar bars and on ASR-affected concrete cores from I-84 concrete.


PROJECT INFORMATIONRESEARCH AND RESULTS

After analyzing the data, the researchers created a statewide GIS database and map showing ASR potential of aggregate sources (http://www.idahoge-ology.org/PDF/Technical_Reports_(T)/T-14-1_ASR_ID_aggegate-M.pdf). This information is used by ITD staff and local highway agencies for selecting ma-terials sources for concrete paving projects and determining needed mitiga-tion efforts. Results of the research were presented at a regional conference and several other states expressed interest in performing similar research of their aggregate sources.

Web Links (if available) http://itd.idaho.gov/highways/research/archived/reports/RP212Final.pdf

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PROJECT INFORMATIONProject Title Development of a System for Remote Detection of Avalanches

in High Risk Locations to Enhance Traveler Safety and MobilityID RP 219Project Cost $100,000Duration 24 monthsSUBMITTERSubmitter Agency Idaho Department of TransportationSubmitter Contact Ned Parrish




Brief Summary of Research Project Avalanches routinely occur on Highway 21 between Lowman and Stanley, ID each winter, which poses a threat to the safety and mobility of Idaho’s travel-ing public. Boise State University (BSU) researchers developed a system that ITD staff can use for real-time avalanche detection in high risk areas loca-tions. Detection of avalanches is achieved using multiple infrasound arrays. Avalanches emit infrasound (sound below the human threshold of hearing) in the 1-10 Hz region and due to the low frequencies, the signal can travel for large distances. As part of the project, researchers developed software ca-pable of quickly interpreting the infrasound signals and accurately detecting avalanche events. A field test of the system showed that the infrasound data was processed quickly on-site, detected events, correctly classified vehicles, and sent a message for each positive detection.

ITD’s avalanche response team for the region is interested in implementing an operational system to speed response to avalanche events, reducing road closures and enhancing safety. The researchers hope to commercialize the tool developed through the research for use in other avalanche prone loca-tions.


SWEETSIXTEEN


PROJECT INFORMATIONProject Title Methodology for Prioritizing Appropriate Mitigation to Reduce

Big Game Animal - Vehicle Collisions on Idaho HighwaysID RP 229Project Cost $60,000Duration 16 monthsSUBMITTERSubmitter Agency Idaho Department of TransportationSubmitter Contact Ned Parrish




Brief Summary of Research Project Vehicle collisions with big game animals are a safety issue for motorists and an ecological concern for wildlife populations. There were 11 fatal and 56 serious injury crashes with big game animals on Idaho highways between 2009 and 2013, as well as thousands of crashes with property damage and thousands of wild animals killed. The estimated economic impact of crashes involving big game animals is estimated at $17 million a year statewide. ITD contracted with researchers at Utah State University to 1) develop a compre-hensive statewide GIS database with information on wildlife-vehicle colli-sions (WVCs) and wildlife movement and 2) develop recommendations for a process that ITD staff could use to prioritize needed mitigation. Researchers created a comprehensive GIS database in collaboration with the Idaho Fish and Game Department (IDFG) and ITD staff. The database pulls together data on WVCs, carcass data collected by ITD maintenance staff, and information on wildlife habitat and movement corridors. This database can be used as a stand-alone product (a MXD file for ArcGIS) or in conjunction with other planning tools. The GIS data was also modeled to create maps to identify and prioritize problem areas for WVC within ITD districts and across the state based on geo-referenced data.

The researchers then developed a recommended process to allow ITD staff, working with IDFG and other interested parties to identify priority WVC problem segments of roads for future mitigation projects, and cost-effective feasible actions to reduce WVC in those locations. The initial step in this pro-cess was the creation of a statewide map with the top 15 WVC hotspots.


PROJECT INFORMATIONThe proposed process includes a series of 13 steps that involve gathering data and consensus among ITD and IDFG partners to find the top priority WVC hotspot areas in need of mitigation that are also the most feasible to mitigate in the near future at the ITD District level. Following the report’s released, ITD Environmental Section staff conducted training in each of the department’s six districts regarding 1) the use of the GIS tool identify target areas for mitigation, and 2) the recommended process for prioritizing proj-ects and assess mitigation options.

Web Links (if available) http://itd.idaho.gov/highways/research/archived/reports/RP229FINAL.pdf

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PROJECT INFORMATIONProject Title Understanding Highway User Expectations for ITD Winter

Maintenance Services ID RP 232Project Cost $65,837Duration 9 monthsSUBMITTERSubmitter Agency Idaho Department of TransportationSubmitter Contact Ned Parrish



ITD Research ProgramP.O. Box 7129, 3311 West State Street Boise, ID USA 83707-1129 http://www.itd.idaho.gov

Brief Summary of Research Project The Research Program contracted with the Western Transportation Insti-tute (WTI) at Montana State University to assess highway user expectations regarding the winter maintenance services the department provides. The project was initiated because districts had received a number of complaints about ITD’s use of salt and salt brine, and we wanted to gain a better under-standing of service preferences and expectations for winter maintenance. Working with the University of Idaho’s Social Science Research Unit, WTI conducted focus group meetings in a variety of locations and conducted a statewide web-based survey of a sample of Idaho highway users. The study found that a majority of drivers are uncomfortable driving on snow packed or icy roads, and many highway users feel additional treat-ment (replowing, abrasive, chemicals) is needed when snow packed or icy conditions exist. In addition, 75.5% were very or somewhat satisfied with ITD winter maintenance and a majority of highway users felt ITD should maintain its existing level of service (LOS). The research also found that a majority of survey respondents were very or somewhat concerned about vehicle corro-sion and a subset of respondents expressed some concern about the poten-tial environmental impacts of ITD’s use of winter maintenance practices.

Based on the study findings, ITD will maintain it existing LOS, which includes pretreating roads with MgCl2 or NaCl to prevent build-up of snow and ice


PROJECT INFORMATIONon roadways, and utilize a mixed strategy of plowing and application of abrasives and chemicals during and following winter storms to achieve bare pavement as quickly as feasible. The department also is conducting further research on the benefits of corrosion inhibitors, and expanded public out-reach efforts to 1) increase understanding of ITD winter maintenance meth-ods/materials and their impacts and 2) highlight the importance of vehicle washing to minimize corrosion.

Web Links (if available) http://itd.idaho.gov/highways/research/archived/reports/RP232Final.pdf

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http://itd.idaho.gov/highways/research/archived/reports/RP232Final.pdf


PROJECT INFORMATIONProject Title Evaluation of IdaShield Sign Safety Benefits at Highway-Rail

Crossing in IdahoID RP223Project Cost $51,519Duration 22 monthsSUBMITTERSubmitter Agency Idaho Department of TransportationSubmitter Contact Ned Parrish




Brief Summary of Research Project This project assessed the impact of an object marker called the “IdaShield” used in Idaho at passive (non-signalized) railroad crossings to improve crossing visibility and safety. The IdaShield is a highly reflective sign consist-ing of a diamond grade reflective Crossbuck and a “shield” of red and white diamond grade reflective strips that is mounted below the Crossbuck on the same post. The IdaShield signs were installed at passive crossings state-wide in the late 1990s. ITD contracted with the University of Idaho’s National Institute for Advanced Transportation Technologies (NIATT) for the study. Researchers analyzed before-and-after crash data at passive highway-rail crossings, conducted a web-based survey of highway users, and developed a driving simulation to assess driver response to different sign configura-tions. The study found that there was a significant (38.6 percent) reduction in crashes following installation of the signs. In addition, an analysis using Wilcoxon signed rank tests found that there was a greater improvement at night than in the daytime, possibly due to the IdaShield’s high reflectivity. Further, a majority of drivers (63 percent) who completed the web survey felt the IdaShield increased visibility of the railway crossings as well as overall safety at the crossing. The IdaShield was found to have a significant benefit when paired with a YIELD sign, but did not significantly improve safety when a STOP sign was present. Following completion of the study, ITD traffic and safety staff have begun working with FHWA to begin the process of adding the the IdaShield sign as an approved object marker in the Manual of Uni-form Traffic Control Devises (MUTCD). This is a lengthy process that may take a couple of years, but could lead to use of the sign at passive crossings in other states to improve safety.

Web Links (if available) http://itd.idaho.gov/highways/research/archived/reports/RP223Fi-nal10302014.pdf

http://itd.idaho.gov/highways/research/archived/reports/RP223Final10302014.pdf

http://itd.idaho.gov/highways/research/archived/reports/RP223Final10302014.pdf


PROJECT INFORMATIONProject Title Testing of Portland Cement (Current ASTM C 150) with Limestone &

Process Addition (ASTM C 465) ID ICT-R27-112Project Cost $399,987Duration 34 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Amy M. Schutzbach, P.E.

Bureau of Materials and Physical Research 126 East Ash Street Springfield, IL 62704-4766 (217) 782 - 2631 [email protected]

RESEARCH PROGRAMSponsor Contact Illinois Department of Transportation

Bureau of Materials and Physical Research126 East Ash StreetSpringfield, IL 62704-4766 (217) 782 - 2631

RESEARCH AND RESULTSBrief Summary of Research Project The objective of this project was to study the performance of concrete mixes

batched with cement containing different percentages of limestone and inorganic processing additions (IPA). Twenty-four concrete mixes with dif-ferent cementitious combinations and aggregates were developed for this study. Each cement source was batched in a concrete mixture by replacing 30% of the total cement content with supplementary cementitious materi-als (SCMs), fly ash, or slag. Also, each cementitious combination was batched with fine aggregates (either natural or combined sand) and coarse aggregate (crushed limestone).

The study included measuring fresh properties such as the slump, air content, unit weight, and setting time. The hardened properties included measuring the strength and durability for each concrete mix combination. The strength results were measured in terms of compressive and flexural strength, and the durability results were measured in terms of rapid chloride penetration resistance (coulombs), water permeability (DIN 1048), chloride ion penetration, and freeze/thaw tests of the concrete mixes. The study found similar performance in terms of strength and durability of concrete between the conventional and modified cements and demonstrated the performance of the 24 concrete mixes with the SCMs and fine aggregate types.

Illinois Department of Transportation


PROJECT INFORMATIONRecommendations were made regarding the level of cementitious materials content used in the concrete mix in order to maintain adequate strength at an early age (3 and 7 day) and to secure minimum, hardened entrained air content to resist the freeze/thaw attack.

With the demand for cement increasing, the Illinois Department of Transpor-tation (IDOT) realized that this growing demand would have to be met by increased domestic production or by overseas supplements. IDOT wished to explore the feasibility of increasing cement production by exceeding the es-tablished ASTM C150 and C465 limits for limestone additions, while adhering to requirements to reduce CO2 emissions. It was also hoped that Portland cement manufactured under the new ASTM C150/AASHTO M85 specifica-tions would produce a “greener,” more environmentally friendly product.

Mohsen Issa, Principal Investigator and professor in the Department of Civil and Materials Engineering, University of Illinois at Chicago (UIC), served as lead investigator of the study. He says the results showed that increasing the amount of limestone and inorganic process additions in cement in quantities exceeding 5% by weight and an increase of insoluble residue to 1.5% had negligible effects on the strength and durability properties of the concrete. Similar performance was observed in the concrete mixes with modified and conventional cement. John Huang, chair of the IDOT Technical Review Panel for the project, adds that “although the cements with higher amounts of limestone had lower “earlyage” strength, they still exceeded IDOT’s 14-day requirement for minimum compressive and flexural strengths.” On the basis of these findings, IDOT revised its specifications for the maximum limits of limestone addition to cement and created a new label, Type 1L, for that ce-ment.

Web Links (if available) https://apps.ict.illinois.edu/projects/getfile.asp?id=3112

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Freeze-thaw test cabinet Rapid chloride permeability test

https://apps.ict.illinois.edu/projects/getfile.asp?id=3112


PROJECT INFORMATIONProject Title Impact of HPMS Sample Counting for 24 Hours Versus 48 Hours ID ICT-R27-SP22Project Cost $25,400Duration 13 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Amy M. Schutzbach, P.E.



Bureau of Materials and Physical Research126 East Ash StreetSpringfield, IL 62704-4766 (217) 782 - 2631

RESEARCH AND RESULTSBrief Summary of Research Project The objective of this project was to evaluate the differences of average an-

nual daily traffic computed from 24-hour and 48-hour traffic counts. IDOT had conducted research in the 1980s comparing the two count durations and had been following the conclusions from that study in conducting 24-hour counts on state routes with an approved FHWA waiver in 1992. Because traffic patterns have changed over the years, IDOT wanted to review the relative differences between the two count durations. IDOT’s concern was that the collection of 24-hour counts, as opposed to 48-hour counts, would enable more efficient use of agency resources, yet still maintain the statisti-cal integrity of the annual average daily traffic (AADT) estimation process for HPMS reporting.

IDOT’s automated traffic recorder (ATR) continuous-count traffic data, col-lected from 103 statewide ATR locations, was used to perform a statistical analysis comparing the relative differences between 24-hour count periods and 48-hour count periods that are factored to compute the AADT. Statisti-cal analyses were performed for statewide ATR data across various roadway functional classification categories and also split by District 1 (Chicago) and Districts 2–9 (downstate). In general, the analyses found that, with the ap-plication of appropriate daily traffic-count adjustment factors, the 24-hour counts were statistically comparable to 48-hour traffic counts.


PROJECT INFORMATIONThis project allowed IDOT to secure an FHWA waiver on the Highway Per-formance Monitoring System (HPMS) sections to conduct 24 hour counts instead of the recommended 48 hours. This time savings on the counts allowed IDOT to better integrate the counts into the annual IDOT counting program and allow for additional counts to be conducted with the same resources by bringing the HPMS sections into alignment with the other loca-tions. IDOT is able to conduct around 20,000 annual traffic counts with this waiver.


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PROJECT INFORMATIONProject Title Mechanistic-Empirical Design, Implementation, and Monitoring for

Flexible Pavements ID ICT-R28-1, R28-2, R39, R27-060Project Cost $132,7504Duration 72 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Amy M. Schutzbach, P.E.



Bureau of Materials and Physical Research126 East Ash StreetSpringfield, IL 62704-4766

RESEARCH AND RESULTSBrief Summary of Research Project The objective of this series of projects (totaling 14 years, and with a total cost

of $1,327,504) was to update Illinois’ mechanistic-empirical (M-E) full-depth Hot-Mix Asphalt (HMA) pavement design procedures to reflect current Illinois materials and mixture design practices. These projects also supported a vari-ety of M-E flexible pavement analysis, design, implementation, and monitor-ing activities. Additionally, the philosophy of an extended life HMA pavement design procedure, one in which the tensile strain at the bottom of the asphalt layers was limited to 70 microstrain in order to eliminate the development of fatigue cracking, was established. Extensive lab testing was undertaken, full-scale pavement sections constructed, accelerated loading conducted, and responses under loading measured in order to evaluate performance.

These projects developed implementable products in multiple areas. They provided assistance in the incorporation of IDOT-specific HMA modulus-tem-perature relationships, fatigue algorithms, design reliability/traffic multiplier factors, and maximum HMA thickness concepts into IDOT’s pavement design manuals for both the state and local agencies. They also investigated the lim-iting strain theory and developed maximum thickness values for full-depth HMA and HMA overlays on rubblized concrete pavements, and provided guidance in the study of cold in-place recycling and full-depth recycling with asphalt products.

The real impact of this research occurred with its implementation. The Pave-ment Design chapter of IDOT’s Bureau of Design and Environment Design


PROJECT INFORMATIONManual was updated between April 2011 and March 2013 to reflect the new asphalt fatigue algorithm for both full-depth HMA and rubblizing design pro-cedures, which reduced pavement thickness approximately 1.5 to 2.5 inches for the average pavement design statewide.

An analysis was conducted to determine the value of one aspect of this re-search. Costs for all of these research projects (R28-1, R28-2, R39-1, and R27-60) that provided the technical background for the design updates totaled $1,327,504, which translated into an average annual cost of $93,685/year over the life of the research and implementation efforts.

HMA pavement projects awarded between 2008 and 2014 were reviewed to determine pavement thickness savings using the new pavement design procedures. Benefits were estimated to be a savings of 63,180 tons of HMA binder annually valued at $5.1 Million. Additional benefits to the environ-ment in the form of reduced CO2 emissions were estimated to be approxi-mately 2,529 tons annually with a value of approximately $96,000. Together, the total benefit realized from the HMA pavement design procedure refine-ment efforts totaled $5.2M/Year. This translated into an annualized benefit/cost ratio of 55. These findings have helped shape Illinois’ pavement design policy and guidance, and provide longer lasting, cost-effective, and sustain-able pavements for the people of Illinois.


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PROJECT INFORMATIONProject Title Development of a Traffic Incident Management Operational

and Training Guide - Phase II ID R27-118Project Cost $374,668Duration 36 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Amy M. Schutzbach, P.E.



2300 S. Dirksen ParkwaySpringfield, IL 62764

RESEARCH AND RESULTSBrief Summary of Research Project Crashes on the interstate can result in property damage, traffic delays, and

sometimes loss of life. Unfortunately, this can sometimes be compounded when secondary crashes occur as a result if incident responders unknowingly create additional conflict for the motoring public. The overall goal of both phases of this project was to reduce responder fatalities and injuries, as well as to prevent secondary crashes, especially those involving incident respond-ers. The phases of this project worked toward this goal by creating training materials to help incident responders work more safely and effectively. To address the need for promptly training all traffic incident responders in the state of Illinois, Phase II of this project created online modules to supplement the in-class training developed as Phase I. Based on the recommendations of the Technical Review Panel, responder feedback, and suggestions from the Federal Highway Administration, we identified material that could be presented online as a prerequisite to the in-class training. Additionally, this project modified the existing in-class training to obtain endorsement by the Strategic Highway Research Program II (SHRP-II) as equivalent to their national program. The researchers created 11 online training modules, each lasting between 15 and 30 minutes, allowing responders to view the train-ing modules in multiple sessions as necessary. The researchers also created an online video game and an in-class trivia game. The online video game allows responders to refine their traffic control and vehicle-positioning skills. To date, over 3000 responders from law enforcement, fire and rescue, trans-portation, and the towing and recovery sectors have been trained. Attendees have consistently ranked this training highly (4.5+ on a 5 point scale) and have ranked the instructors as highly knowledgeable (4.7+ on a 5 point

SWEETSIXTEEN


PROJECT INFORMATIONscale). The impact is expected to be a clear and direct correlation to a de-crease in responder injuries and fatalities, the number of secondary inci-dents, and a reduction in travel time related to congestion caused by these incidents. As more personnel are trained, Illinois expects to continue to wit-ness an increase in safety and mobility with respect to incidents.

Principal investigator Ryan Fries says that developing online training was critical. “Some first responders can’t attend in-class training sessions, so the online modules provide an opportunity for them to learn important safety practices for managing traffic incidents on our roads. The training will be available online from anywhere at any time, without the recurring costs of trainers and facilities.”

According to IDOT’s Technical Review Panel Chair, Geno Koehler, the benefits of the training are clear: “Improved practices increase safety along Illinois roadways—creating quicker responses to crashes and other incidents, cut-ting down on lane restrictions, and reducing secondary crashes.” In addition to improving safety, the training is expected to improve communication, coordination, and cooperation among emergency responders throughout the State of Illinois.


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Indiana Department of TransportationPROJECT INFORMATIONProject Title Improving the Design of U-Beams for IndianaID SPR-3144Project Cost $309,000Duration 70 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung

Division of Research and Development P.O. Box 2279 1205 Montgomery Street West Lafayette, IN 47906 Phone: (765) 463-1521 ext. 248 e-mail: [email protected]

RESEARCH PROGRAMSponsor Contact Indiana Department of Transportation

Division of Research and Development P.O. Box 2279 1205 Montgomery Street West Lafayette, IN 47906

RESEARCH AND RESULTSBrief Summary of Research Project U-beams provide an aesthetic alternative to traditional I-shaped girders and

provide a number of additional benefits such as improved safety during con-struction due to their inherent torsional stability. Unfortunately, limitations in the bridge design specifications have been found to restrict their efficien-cy and economy. This project investigated design strategies to improve the efficiency and optimize the design of the U-beams system. The research proj-ect evaluated several issues including live load distribution, behavior and design of the bridge deck when supported by U-beams, and shear strength and shear design of the composite U-beam system. A particular focus was on the limits on the use of debonded strands which significantly influence the efficiency and economics of this section.

Based on the results of this study, several significant findings were made. First and foremost, debonding limits greater than those permitted by code are acceptable which can improve economics of not only U-beams, but prestressed girders in general. Second, the effectiveness of various debond-ing materials are not equivalent and many may not perform as assumed. This difference can results in unintended cracking and structural performance. Third, a significant reduction in the modulus of rupture of the concrete can occur when numerous strand are debonded at the same location. Specific recommendations were made for both construction and design practice.


(CONT.)PROJECT INFORMATION

These include calculation procedures to properly account for the influence of debonded strand on shear strength, techniques for the installation of debonding sheathing, and guidance for engineering on locating the termi-nation of debonding.

The recommendations from this research have been submitted to INDOT for inclusion in the Indiana Design Manual as well as construction specifications. Through the implementation of these recommendations, not only can the economics of U-beam and prestressed girder construction be improved, the safety and durability of these structures can also be enhanced. One U-Beam Bridge with High Performance Concrete deck had been constructed suc-cessfully with all the suggestions and recommendations from the research project.

Web Links (if available) http://dx.doi.org/10.5703/1288284315501

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http://dx.doi.org/10.5703/1288284315501


PROJECT INFORMATIONProject Title Reduction of Bridge Construction and Maintenance Costs through

Coupled Geotechnical and Structural Design of Integral Abutment BridgesID SPR-3318Project Cost $192636Duration 54 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project Integral abutment bridges are a form of construction that eliminates the necessity of bearings and expansion joints by integrally connecting the superstructure to the substructure at the abutment. Through elimination of these assemblies, significant benefits result including a decrease in initial as well as life cycle costs. However, elimination of these elements has an adverse effect on displacement demands at the pile-abutment connection and on the resulting earth pressured on the abutment wall due to thermal expan-sion/contraction cycles of the bridge. This study focused on improving our understanding of the soil-structure interaction that occurs among the pile-abutment-superstructure system of integral abutment bridges and used a multidisciplinary approach integrating structural and geotechnical engineer-ing. This research developed improved modeling techniques to evaluate soil-structure interaction of full-scale structures and confirmed previous findings from earlier JTRP research on the overall behavior of integral abutment bridg-es especially in terms of displacement demands and soil pressures. Design recommendations developed through a combination this study along with the previous research have been fully integrated into INDOT practice. In par-ticular, the INDOT Design Manual (Chapters 403 and 409) has been revised based on these recommendations. Essentially all bridges across Indiana are now designed as integral abutment. As an additional benefit, bridges across the state are being constructed with inherent seismic resistance, another benefit of integral abutment construction which was evaluated in another JTRP research study. Overall, this research has resulted in a reduction in costs, reduced maintenance, and enhanced safety to the traveling public.


http://dx.doi.org/10.5703/1288284315500


PROJECT INFORMATIONProject Title Hydraulic Fracture Test to Determine Aggregate Freeze-Thaw DurabilityID SPR-3402Project Cost $240,006Duration 59 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project Refining the Hydraulic Fracture Test (HFT) of pavement aggregate proce-dures, equipment and analysis led to an effective screening tool that accu-rately predict the performance in 8 days instead of the 90-day freeze-thaw test. Reduced time to obtain results greatly reduces the time for approving a source for use in construction, enables a quick check on quality for highly variable sources and facilitates producers as a quick check of rock quality during their mining plan development. With continued use and testing of additional sources HFT has the potential of greatly reducing the testing load for INDOT certification of aggregate sources. Testing recycled concrete as aggregate (RCA) in HFT showed great promise and can provide the quick approval needed in order for INDOT to use an in-place concrete pavement as aggregate for the new concrete pavement being placed. This study devel-oped a reliable, quick test method that predicts the freeze-thaw test results for carbonate aggregates quarried in Indiana using the 8-day Hydraulic Fracture Test (HFT). HFT was developed under the original SHRP C-391 study and standardized under AASHTO TP12 in the mid-1990’s but never final-ized. Several subsequent studies, primarily by MDOT and MN/DOT refined the testing procedures and analysis. This INDOT study further refined the sample prep and analysis procedures, and made significant improvements to the equipment. The model correctly predicted the durability of 14 out of 18 sources using INDOT’s ITM210 acceptance criterion of <0.060% dilation. If the acceptable HFT predicted dilation of <0.050% is used then 17 of the


PROJECT INFORMATION18 sources were properly identified. INDOT has developed a new standard, ITM223 Hydraulic Fracture Test which uses the acceptance criteria from this research result. A pilot pavement project using RCA was finished in 2013 and the performance for 2 years has been excellent. A different predictive model was developed that had excellent correlation between ITM210 and HFT results for the RCA. With the quick HFT testing INDOT is now able to consider RCA crushed from the existing pavement as a viable alternative for coarse aggregate in the new concrete pavement. The results of this research projects provides INDOT benefits in more efficient testing and cost savings in future projects.


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http://dx.doi.org/10.5703/1288284315515


PROJECT INFORMATIONProject Title Alternatives to Raised Pavement Markers (RPMs)ID SPR-3528Project Cost $85,000Duration 37 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project This project proposes to develop a pilot site deployment collaboration between INDOT and Purdue University to evaluate and compare RPM to the painted rumble strips. The assessment will consider retroreflectivity, techni-cal performance, safety benefit and economic life-cycle. Empirical evidence shows that raised pavement markers (RPM) are an ongoing maintenance challenge. Furthermore, a dislodged RPM opens an ingress point for water to reach the sub pavement, potentially reducing the design life of the pave-ment. To address this issue, Indiana conducted an evaluation of centerline rumble stripes as an alternative to RPMs on rural, non-interstate, roadways. Painted rumble stripes were identified as a technology that was cost effec-tive and could be used for both centerline and edgelines. Rumble stripes are also an effective countermeasure for preventing roadway departure crashes. The noise and vibration produced by rumble stripes alert drivers when they leave the traveled roadway. Research shows that edgeline rumble stripes reduce crashes by 35% and centerline rumble stripes reduce crashes by 45%.

Five pilot test sites consisting of 41.2 miles of roadway were constructed to evaluate centerline rumble stripe performance in multiple regions of Indiana under various pavement conditions. Centerline rumble stripes were subse-quently incorporated into INDOT’s Goals and 238 project lane miles were constructed in 2013.


http://dx.doi.org/10.5703/1288284315340


PROJECT INFORMATIONProject Title Traffic Mobility System support Performance MeasuresID SPR-3531Project Cost $962,588Duration 46 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project The objective of this study was consistent with the Practical Design ap-proach – a design paradigm that has been implemented in several states and is drawing strong interest across the country. The study analyzed exist-ing design guidelines and research reports to determine whether medians and clear zones on existing rural four-lane interstates could be narrowed to accommodate two additional traffic lanes without widening the current right-of-way (ROW).

Recent experience with Indiana’s I-69 corridor challenges the current design practice with regard to sizing of medians and clear zones in rural areas. Sig-nificant cost savings could be realized by the Indiana Department of Trans-portation (INDOT) if the medians and clear zones on new and reconstructed facilities were narrower than required by the current design standards. Mod-ern protective devices, such as high-tensioned cable barriers, offer protec-tion with a lower risk of vehicle damage and personal injury than traditional concrete barriers and guardrails. Although the increasing cost of ROW was the drive for this synthesis study, rapidly growing personal injury medical costs must also be considered.

The recent highway bill, “Moving Ahead for Progress in the 21st Century (MAP-21)” challenged our profession to develop a comprehensive set of performance measures for managing most aspects of our transportation system. Historically, performance metrics have been created on an agency by agency basis, with very little consistency between data collection frequency and quality. In recent years, crowd sourced data have developed into a high-fidelity data source, which could be used to develop spatially oriented


PROJECT INFORMATIONperformance measures that can scale nationwide. The Indiana interstate system includes more than 1,100 centerline miles. This mileage is roughly 10% of the Indiana Department of Transportation (INDOT) roadway system, but it carries over 35% of the vehicle miles traveled (approximately 16 billion vehicle-miles).

This project was established to develop an annual mobility report for Indi-ana. The tools and data described in this annual report provide a quantitative evaluation of how the Indiana interstate system is performing, where oppor-tunities lie for future infrastructure investments, and the reduction in conges-tion when new infrastructure investments are completed. The project creat-ed a series of performance measures to characterize the temporal and spatial aspects of congestion in a graphical manner that decision makers may use to evaluate the impact of past investments and prioritize future investments.

The research team created three editions of the Indiana Mobility Report and established a foundation for the effective use of probe data in Indiana. The Mobility Reports used crowd sourced probe data to develop a scalable approach to rate the performance of Indiana interstates. An example of these performance measures is the Congestion Hours Graphic. This graphic portrays the number of hours where an interstate is operating under 45 mph over the course of a year. The graphic allows an operations engineer to systematically understand the congestion on an entire interstate using one figure. An Additional tool developed throughout the project was a segment ranking system that identifies and ranks the worst performing interstate segments in the state. These graphics are shared with the Indiana General Assembly each year. These data visualization techniques have been widely disseminated and implemented in several other states.

Web Links (if available) http://docs.lib.purdue.edu/imr/

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http://docs.lib.purdue.edu/imr/


PROJECT INFORMATIONProject Title Identifying Strategies to Improve Lane Use Management in IndianaID SPR-3600Project Cost $200,015Duration 36 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung

Division of Research and Development P.O. Box 2279. 1205 Montgomery Street West Lafayette, IN 47906 Phone: (765) 463-1521 ext. 248 e-mail: [email protected]



Brief Summary of Research Project The continuous growth in travel demand and the increasing funding gap in being able to respond to this critical challenge is motivating the develop-ment of innovative and cost-effective solutions that seek to utilize the exist-ing road infrastructure to its full potential. In this context, lane use manage-ment strategies can serve as alternatives to the construction of new road infrastructure as the default option in all instances. INDOT has sought to identify the conditions under which different lane use management strate-gies can be beneficially applied to Indiana highways.

This study developed a systematic simulation-based methodological tool to: (i) develop guidelines on the conditions in which to adopt different lane use management strategies, (ii) identify potential corridors/sites in which these strategies could be beneficially implemented, and (iii) assess the expected costs and benefits of these strategies for an identified Indiana corridor. A 10-mile stretch of the I-65 corridor in Indianapolis was selected to demon-strate the capabilities of this tool. Three lane use management strategies – reversible lane, high occupancy vehicle lane and ramp metering – were considered. An economic evaluation of these strategies was performed to determine the financial feasibility of their implementation.

The study made recommendations for the implementation of the three lane use management strategies. The reversible lanes strategy is recommended when the minor flow direction has at least two lanes and the ratio of major to minor direction flows is greater than a threshold value. The High Occu-pancy Vehicles (HOV) lane strategy is feasible only when there exist a mini-mum occupancy level on the HOV lanes. Ramp metering is recommended when ramp volumes exceed specific thresholds.


PROJECT INFORMATIONThe proposed simulation-based methodological tool has enabled INDOT to consider lane use strategies as a strategic supplementary alternative, in addition to the more expensive roadway addition and capacity expansion, to forecast short-term and long-term planning strategies and alleviate funding needs. Further, it enables evaluating the effectiveness of different lane use management strategies as future congestion bottleneck areas are identified in Indiana. INDOT already implemented a transmodeler training procedure where INDOT staff can request specific training to modeling of HOV, revers-ible lanes, and ramp metering alternatives.


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PROJECT INFORMATIONProject Title A Systematic Approach of Identifying Safety Intervention

Programs for IndianaID SPR-3616Project Cost $200,000Duration 32 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project SNIP2 is a tool for identification of roads that have excessive crashes of the types defined by the user. In addition, this tool is capable of selecting the best combination of high-crash roads and relevant safety interventions that maximizes the safety benefits and keeps the total cost within the budget and other user-defined constraints. SNIP2 can also estimate the cost and the safety effect of a given safety plan.

SNIP2 three components: (1) Data renewal process, (2) User-end interface with a computational engine, and (3) Crash and roadway database address the requirements of keeping the large date sets up-to-date while allowing quick access and convenient user-driven network screening and system-wide countermeasures selection. The optimization objective of SNIP2 is to

http://dx.doi.org/10.5703/1288284315503


PROJECT INFORMATIONidentify an optimal combination of countermeasures renewable within a long time horizon. This simplification is accomplished by representing the projects through their annualized costs and benefits. The versatility of SNIP2 is clear in various types of studies it is applicable too. Identification of roads and intersections for follow-up safety audits is the conventional components of safety management. An engineer may select road and crash characteris-tics to be included in the screening.

The efficient benefit/cost optimizer allows consideration of many projects in large road networks and it makes the SNIP2 suitable for identification of safety focus areas within a realistic strategic safety plan. SNIP2 promotes inter-agency coordination of safety management. The tool is being imple-mented by INDOT to identify roads with infrastructure-related safety needs and by Indiana Criminal Justice Institute to identify roads with driver-related safety issues. Two example studies are also included in a user’s manual to illustrate its use and to better present the SNIP2 features. A series of work-shops facilitates learning the tool and its implementation to INDOT safety management practice.

Web Links (if available) Volume 1: http://docs.lib.purdue.edu/jtrp/1556/Volume 2: http://docs.lib.purdue.edu/jtrp/1557/

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http://docs.lib.purdue.edu/jtrp/1556/



PROJECT INFORMATIONProject Title Developing Statistical Limits for Using the Light Weight Deflectometer,

LWD, in Construction Quality AssuranceID SPR-3651Project Cost $96,144Duration 26 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung


RESEARCH PROGRAMSponsor Contact Indiana Department of Transportation and

Joint Transportation Research Program - Purdue University Purdue University 1284 Civil Engineering Building, Room 4154 West Lafayette IN USA 47907-1284

Brief Summary of Research Project Quality control/quality assurance (QC/QA) during the compaction subbases and subgrades helps ensure pavement load-carrying capacity and ultimately, longevity. Traditional in-situ compaction evaluation methods for unbound pavement layers are based on density and moisture measurements that are costly in terms of time, resources and, in some cases, the equipment opera-tor’s health.

Therefore, this research investigated the feasibility of the Light Weight Deflectometer (LWD) as a safe, reliable, rapid, and cost-effective alternative for field measurement of compaction for QC/QA purposes. LWD measures the deflection and stiffness of unbound pavement layers under a given load. Currently, INDOT determines the maximum allowable deflections for each project individually, by constructing on-site test sections and measuring their deflections.

The research developed statistical limits for general use in ascertaining the compaction levels for specified combinations of subbase and subgrade mate-rials in terms of their maximum allowable LWD deflections; the intention is to eliminate the need for project site-specific test sections for compaction QC/QA during pavement construction. Statistical limits were developed for six common subgrade/subbase combinations involving lime-modified, cement-modified, and natural subgrade, as well as #53 crushed stone (53CS) subbase overlaying these subgrades.


PROJECT INFORMATIONThe research outcomes indicate consistency in LWD deflections across a limited number of test sections for certain material types. Test section data yielded maximum allowable deflections that did not vary significantly be-tween projects involving cement-modified and lime-modified subgrades, and six inches of #53 crushed stone over lime-modified or cement modified soils subgrade. Test sections for individual project having aggregates over non modified soils are recommended. It is recommended to increase the number of acceptance tests three to seven at each station. Implementing the results of the study is expected to assist INDOT to decide if and how to eliminate the use of project site-specific test sections. All recommendations from this research projects are implemented by the Districts construction inspectors.


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http://dx.doi.org/10.5703/1288284315504


PROJECT INFORMATIONProject Title Developing Reliability-Based Bridge Inspection Practices for the State of

IndianaID SPR-3653Project Cost $160,003Duration 27 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung

Division of Research and Development P.O. Box 2279. 1205 Montgomery Street West Lafayette, IN 47906 Phone: (765) 463-1521 ext. 248; e-mail: [email protected]

RESEARCH PROGRAMSponsor Contact Indiana Department of Transportation and

Joint Transportation Research Program - Purdue University Purdue University 1284 Civil Engineering Building, Room 4154 West Lafayette IN USA 47907-1284

Brief Summary of Research Project Currently, most bridges in the United States are inspected at a fixed calendar interval of 24 months, without regard to the condition of the bridge. Newer bridges with little or no damage are inspected with the same frequency as older, more deteriorated bridges thus creating inefficiency in the allocation of inspection resources.

The proposed methodology incorporates reliability theory and expert elicita-tion from the Indiana Department of Transportation’s Risk Assessment Panel, developed during this research, to rationally determine bridge inspection needs. Assessments are made based on the likelihood and consequence of failure for specific bridge components. The likelihood of failure is determined through attributes based on design, loading, and condition characteristics while the consequence of failure is based on expected structural capacity, public safety, and serviceability. By combining the expressions of likelihood and consequence for each component, an optimum inspection interval for the entire bridge can be determined through the use of risk matrices. The approach increases bridge safety, reliability, and ensures the most effective allocation of bridge inspection resources.

The methodology was evaluated through case studies involving Indiana bridges. Over 30 years of historical inspection reports were utilized in the back-casting process to evaluate deterioration levels and assess the ad-equacy of the risk criteria. Results of the case studies conducted during the research indicated that the risk analysis procedures provided suitable inspec-tion intervals ranging from 24 to 72 months for Indiana bridges, again, with no decrease in safety or reliability. Numerous training sessions have been provided to the INDOT bridge inspectors.

Web Links (if available) http://docs.lib.purdue.edu/jtrp/1560/



PROJECT INFORMATIONProject Title Seal Coat ProductivityID SPR-3753Project Cost $80,000Duration 14 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project In an effort to reduce the cost of the chip seal operation, this project was launched to find ways to improve the efficiency of the chip seal process by identifying and sharing best practices across the districts. The goal was to re-duce the number of labor hours per lane mile for the operation. This project was a way to increase the number of lane miles that can be chip sealed per day so as to minimize the inconvenience to the driving public.

Based on 10 days of actual observation covering all the districts, the chipper was only spreading stone 41.9% of the time. There were many reasons for the 58.1% downtime but three factors (switching trucks, waiting for trucks and waiting for a distributor) caused 74% of the downtime. Increasing the uptime on the chipper from 41.9% to 55% would yield an increase of approximately 31% more lane miles covered in the same amount of time and here are some suggestions to get to 55% uptime. While it is impossible to eliminate the time spent changing trucks, a reduction of approximately 20% of time for chang-ing trucks by insuring that the trucks are delivering 15 tons or more per truck as opposed to the 11-12 tons per truck that we observed. This will increase the uptime from 41.9% to approximately 45% (A 7.4% increase in uptime).

Other improvements would be to close roads to the minimize the delays in getting trucks in and out of the chip seal operation and finding better loca-tions for stone stock piles. If the downtime waiting on trucks was reduced by 75%, it would increase the chipper uptime another 9% to 55% uptime. The results of reducing the time to switch trucks and reduce the time waiting on trucks would decrease the labor cost by about $196,000/year based on FY 3013 data. The results are now implemented in all INDOT Districts in Indiana.


http://dx.doi.org/10.5703/1288284315512


PROJECT INFORMATIONProject Title Impact of HB-1481 on Indiana Highway Revenue Generation, Asset Degrada-

tion, Modal Distribution, and Economic Development and CompetitivenessID SPR-3757Project Cost $350,000Duration 17 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project The State of Indiana seeks to establish and enforce policies not only to protect highway infrastructure from undue deterioration but also to en-hance safety and mobility without jeopardizing trucking efficiency and the economy. As required by Indiana Legislature’s House Enrolled Act (HEA) 1481, INDOT commissioned this study to evaluate the impacts of overweight commodities divisible load permits.

The results indicate that overall, HEA-1481 will dramatically alter the highway asset consumption but will slightly increase revenues per permit and slightly decrease the consumption–revenue gap; however, the gap is still significant: $30 million. From an operations standpoint of mobility and safety, the twin yet opposing effects of traffic impairment and trips reduction will cause HEA-1481 to have a net effect whose direction depends on the prevailing traffic stream characteristics and the extent of overweight loading. Also, HEA-1481 will lead to no significant shift in truck-rail modal shares but a significant shift across the specific vehicle configurations used in trucking operations. HEA-1481 is expected to increase economic competitiveness of trucking operations in Indiana compared to the pre-HEA 1481 era, and in some cases, compared to other Midwestern states. Finally, HEA-1481 is expected to in-crease economic development at least in the long term by reducing the cost of transporting commodities by highways, an essential expenditure item of many major businesses in Indiana.

This research served the dual tasks of complying with the research require-ments of HEA-1481 and quantifying the impacts of the “Emergency Rules” written by INDOT after HEA-1481 was enacted. These rules fundamentally


PROJECT INFORMATIONchanged the way in which overweight (OW) permit fees were calculated. In addition to quantifying the financial impacts, the study helped to justify the new methodology, defined by emergency rules, for calculating OW permit fees. The ESAL based fee calculations reward OW load motor carriers for mak-ing investments in tractor trailer ESAL configurations that reduce the amount of damage done to roads and bridges by OW loads. Further, the study served as an outreach tool to OW haulers by including industry representatives in SAC meetings. By being a part of the research effort industry representative could clearly see the “legitimacy” of the research that substantiated the cost/benefit of OW load permitting. They in effect, became the ambassadors to the rest of the industry regarding the fairness of the emergency rules for OW permitting in Indiana. In addition, their participation provided vital input that helped to refine the industry survey documents needed to comply with the economic and competitive research requirements of HEA-1481.

Overall, HEA-1481 is expected to help protect the highway bridge and pavement infrastructure by providing incentives for less-damaging loading behavior, reduce the gap between revenue and consumption, increase the economic competitiveness of trucking operations relative to other states, and provide a more industry-friendly environment for increased economic development in the state of Indiana.


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PROJECT INFORMATIONProject Title Truck Reporting ToolID SPR-3854Project Cost $3,800Duration 9 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




Brief Summary of Research Project The purpose of this research project is to provide tools for maintenance managers in making highway maintenance decisions based on the resource allocations. A web tool developed to record and track winter operations. This site contains forms for recording truck activity data and produces corre-sponding reports.

The Truck Data Form is used by units to record truck activity information. From this data, three reports can be generated and used by winter opera-tions managers to monitor current and past activities. One report is the sub-district report which shows current truck numbers by activity type. An-other report is the Unit report that shows current number of trucks out, out time, expected return time, type of activity, and any notes associated with the activity. The third report is an archived report which displays unit truck information that was saved or archived. This site is a useful tool for winter operation managers and administrators as it shows in real time the current level of winter operations effort and can be used to perform post storm evaluations. This tool has been used in the last three winter seasons and is supported by INDOT. The major benefit from the results is a better resource allocation for maintenance managers. This web tool is now migrated to the INDOT GIS group for further integrated management information activities in the Department.



Iowa Department of Transportation

PROJECT INFORMATIONProject Title Rural Safety Mitigation Tool-Box (Synthesis of Iowa Research to

Address Rural Safety)ID SPR RB04-013Project Cost $53,632Duration 22 monthsSUBMITTERSubmitter Agency Iowa Department of TransportationSubmitter Contact Linda A. Narigon, P.E.

SP&R Research Administrator, Research Implementation Engineer Office of Research and Analytics Iowa Department of Transportation 800 Lincoln Way Ames, Iowa 50010 515-239-1471 [email protected]

RESEARCH PROGRAMSponsor Contact Iowa Department of Transportation and the

Federal Highway Administration through SPR Part II funds Project Manager: Vanessa Goetz, Office of Research and Analytics Iowa Department of Transportation 800 Lincoln Way Ames, Iowa 50010 515-239-1382, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project With roadway departure crashes often severe and accounting for the major-

ity of highway fatalities nationwide—including 67 percent of fatal crashes in Iowa—several studies have been conducted in Iowa to address lane depar-ture crashes and a number of lane departure countermeasures have been developed. In brainstorming a way to best provide technical transfer to help ensure implementation of these studies and countermeasures, the idea was generated to develop a web-based “tool-box” to allow agencies to more ef-fectively target specific types of concern. This initial focus is on synthesizing research that has been conducted in Iowa. To address top traffic safety needs in Iowa, the objective of this project was to facilitate technical transfer and implementation of important Iowa rural safety research by creating an easy to use and updateable web-based syn-thesis of Iowa roadway safety countermeasures. Information was compiled and recorded in an easy to use “tool-box” for three main topics relevant to Iowa: roadway departures, rural intersections, and rural speed management . The information is summarized to help agencies more effectively target specific types of crashes in Iowa. An overview, list


PROJECT INFORMATIONof resources, and list of references is provided for each main topic. Specific countermeasures are tabbed to take the user to overview and reference information specific to each countermeasure. Information includes speed impacts, reported crash modification factors, costs, usage within Iowa, and Iowa-specific guidance. Because cost factors are included in the synthesis, lo-cal public agency (LPA) engineers can evaluate low-cost safety improvement alternatives for rural Iowa roadways. This web-based safety countermeasure evaluation tool-box allows agencies to more effectively target specific types of crashes in Iowa and provides a resource (both web pages and relevant publications) to Iowa agencies to ad-dress rural safety. Iowa LPA engineers are using this website as a resource in evaluating low-cost safety improvements to rural roadways.

Web Links (if available) http://ctre.iastate.edu/research-synthesis/

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Screenshots of web-based toolbox

http://ctre.iastate.edu/research-synthesis/


PROJECT INFORMATIONProject Title A Synthesis of Knowledge of Potential Durability of Concrete:

Problems, Needs, Challenges and Recommended ActionID TPF-5(159) supplementProject Cost $27,000Duration 7 monthsSUBMITTERSubmitter Agency Iowa Department of TransportationSubmitter Contact Linda A. Narigon, P.E.


RESEARCH PROGRAMSponsor Contact Colorado, Illinois, Iowa, Kansas, Michigan, Minnesota, Ohio, Oklahoma, and

Pennsylvania Departments of Transportation; Federal Highway Administra-tion (through use of SPR research funds)

Brief Summary of Research Project There is an ongoing discussion about moving toward performance-based specifications for some concrete pavements to help provide assurance to owners. Standard performance requirements, and how they are measured, are needed to move this forward. The focus of this research is a discussion of the issues behind the need for performance-based specifications and the technologies and methods available, and still needed, to meet these needs, particularly from the point of view of potential durability. The author uses the phrase “potential durability” because, despite the best efforts to deliver a high-quality mixture, the mixture and performance may be affected by: 1) workmanship and/or 2) conditions to which the materials and mixture are exposed, that differ form assumed design conditions. This synthesis study moves the discussion forward by outlining problems, needs, and challenges and by proposing some specific immediate actions to move towards perfor-mance-based specifications for Portland cement concrete pavements.

The intent of this research is to compile information about Portland cement concrete (PCC) durability, with a focus on the discussion of the issues behind the need, available technologies, needed technologies, challenges, and needed action to move towards performance-based specifications.

This research summarizes pertinent information in an easy-to-use format that includes the various mechanisms of PCC pavement failure, what and how we currently measure concrete properties to determine failure, and some of the challenges to measuring those properties. The study includes


PROJECT INFORMATIONdiscussions on PCC failure mechanisms, current measures for PCC properties, challenges to effective measurement, possible different and better ways of measuring concrete properties to more effectively determine concrete dura-bility, and recommended next steps.

Web Links (if available) http://www.cptechcenter.org/technical-library/documents/durability_synthesis_w_cvr.pdf

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PROJECT INFORMATIONProject Title Quality Control and Quality Assurance Testing for Joint Density and

Segregation of Asphalt MixturesID TR-623Project Cost $150,742Duration 25 monthsSUBMITTERSubmitter Agency Iowa Department of TransportationSubmitter Contact Linda A. Narigon, P.E.


RESEARCH PROGRAMSponsor Contact Iowa Highway Research Board

Iowa Department of Transportation Vanessa Goetz, Office of Research and Analytics800 Lincoln Way Ames, Iowa 50010 515-239-1382, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Longitudinal joint quality control/assurance is essential to the successful

performance of asphalt pavements. Poor joint construction can lead to water penetration, leading to distresses such as raveling and stripping. Many state agencies are moving toward the implementation of a longitudinal joint specification. The Iowa Department of Transportation (IDOT) did not have a test method or specification for identifying segregation and quality control/quality assurance for longitudinal joint density. This study addressed the fol-lowing: 1) best methods for constructing longitudinal joints in Iowa, 2) evalu-ation of permeability of longitudinal joints related to the joints’ performance, 3) appropriate quality assurance criteria, 4) types of tests that can be used to detect segregation on an asphalt mat and longitudinal joint, and 5) effect of segregation on longitudinal joint performance.

The main purpose of this study was to obtain necessary field and laboratory test data to evaluate the level of compaction at the longitudinal joint under different construction methods, and determine the effect of segregation on longitudinal joint performance. Providing a benchmark and an industry standard removes much of the guesswork and uncertainty regarding which methods are most applicable and what air void levels are acceptable. Five paving projects were selected for sampling and evaluation in Iowa with each


PROJECT INFORMATIONone representing a typical longitudinal joint construction technique. The first two joint construction methods used the traditional butt joint placed with hot mix asphalt (HMA) and warm mix asphalt (WMA). The remaining three construction methods paved with HMA were: 1) the butt joint with an infrared heat treatment, 2) edge restraint by milling method and 3) a modified butt joint with the first pass of rolling 6 inches away from the joint (hot pinch). For each project, joint quality was compared with regard to the “center” of the pavement mat (2’ right of the joint). Field densities using a Pa-veTracker 2701 non-nuclear gauge and permeability using an NCAT Perme-ameter were made. Cores at both the longitudinal joint and 2’ right of joint were obtained for subsequent lab permeability, AASHTO T166 and AASHTO T331 density, and indirect tensile (IDT) strength testing. Asphalt content and gradations were also obtained by ignition oven method to determine joint segregation.

Premature longitudinal joint failures are a result of a combination of low density, high permeability, segregation and lack of joint adhesion. In gen-eral, this study recommended a minimum required joint density of 90.0% of theoretical maximum density based on the AASHTO T166 method. The restrained-edge by milling and butt joint with infrared heat treatment con-struction methods resulted in joint density values higher than the proposed 90.0% limit. The traditional butt joint paved in both HMA and WMA exhibits lower density and higher permeability than the limit. All of the projects ap-pear to have segregation at the longitudinal joint except for the one using the edge-restraint by milling method. Based on various mix design and joint construction methods, the joints show differences in asphalt content and types of segregation as compared to the job mix formula. Refer to the report for a detailed list of beneficial findings and results of test comparisons. Find-ings include: • (AASHTO T-331, i.e. the CoreLok method) in general yields lower density values and thus higher air void values than AASHTO T-166. Greater differ-ences in the density results are seen for the samples at the longitudinal joint. • The PaveTracker does not have a strong relationship to neither AASHTO T166 nor the CoreLok methods for measuring density. • The porosity measurement by a CoreLok is recommended for use in longi-tudinal joint quality control. Firstly, it gives very stable values and compares well with AASHTO T-166 and AASHTO T-331. Secondly, the method measures the apparent maximum specific gravity of the test sample instead of the theoretical maximum specific gravity values of loose mix. • It is recommended that the minimum required longitudinal joint density should be 90.0% and 88.3% of theoretical maximum density based on the AASHTO T166 and CoreLok (AASHTO T331) methods, respectively. • The NCAT Permeameter is an easy tool to use in the field, but it requires care to obtain a proper seal.

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PROJECT INFORMATIONThis research demonstrates that longitudinal joints can be expected to per-form adequately provided void content does not exceed 10%. The Iowa DOT has provided the HMA paving industry a variety of methods to consider for the construction and geometry of longitudinal joints. Contrasts have been made among the different methods to allow contractors to make the best decision for their operation.

Web Links (if available) http://www.iowadot.gov/research/reports/Year/2013/fullreports/TR-623%20Final.pdf

NCAT Field Permeameter

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http://www.iowadot.gov/research/reports/Year/2013/fullreports/TR-623%20Final.pdf

http://www.iowadot.gov/research/reports/Year/2013/fullreports/TR-623%20Final.pdf


PROJECT INFORMATIONProject Title Track-a-PlowID Track-a-PlowProject Cost $0Duration 35 monthsSUBMITTERSubmitter Agency Iowa Department of TransportationSubmitter Contact Peggi Knight, P.E. Director Office of Research and Analytics

Iowa Department of Transportation 800 Lincoln Way Ames, Iowa 50010 515-239-1530, [email protected]

RESEARCH PROGRAMSponsor Contact Iowa Department of Transportation

800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project Due to the increasing costs of winter road treatments, the importance of

freight movement, and public safety, the Iowa Department of Transportation was seeking to better understand snow plow fleet movements and material usage for better decision making during winter events. OBJECTIVES • Track and adjust material usage in real time • Track fleet movement to determine plow density and relate density to speed improvements and predictive speed models • Reports such as treatment costs by garage, route, or Statewide levels, trends in pavement temperature and speed • Provide data to Iowa’s Resource Management System to reduce driver pa-perwork • Market plow locations and plow counts to promote public safety through the media. • Provide images from the plows to help decision making for the traveling public and DOT personnel.

During the 1st year of the project, the Iowa DOT discovered a lack of stan-dardization and calibration on equipment causing various data issues. In the 2nd year of the project, equipment was standardized (spreader controllers and setting) providing data in a consistent and reliable manner. At this time cell phones were mounted to each plow’s dash in order to provide a photo stream from the plow’s location.

The information technology systems were architected with real time collec-tion and reporting in mind. The architecture gave the Iowa DOT the flexibility to provide data outputs in various standardized formats for widespread con-sumption. Data outputs such as the plow locations and photos, road condi-tions, CARS 511 events, and dynamic message signs have been provided for DOT and public use.

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PROJECT INFORMATIONExamples of how the data is being used today include: • The Iowa DOT developed trackaplow.iowadot.gov. The website provides businesses, media, and the public a visual display of plow locations and pho-tos which can be used for travel based decision making. • Iowa State University’s Mesonet uses the plow locations and photos for weather studies. It is beneficial in their studies to have 900+ weather sensors providing data as the plows traverse the roadways. Future studies including the effects of blowing snow. • Iowa’s Department of Public Safety uses the data to visualize where snow plows are along the roadway. This allows for better coordination between the DOT and DPS during winter events. • Local governments are using the plow locations and photos to assist in their emergency management operations • Surrounding States are using the data to assist in determining the amount of resources that may be needed for the incoming winter events. • Private businesses are using the data for better decision making related to freight movement risks associated with winter events. • The plow locations and photos are being used by the traveling public in making their own decisions based on the current conditions of the roadways. • Iowa DNR uses plow photos to increase their work efficiency by reviewing where snow has melted in order to properly allocate its resources.

The Iowa DOT is currently analyzing the data received from the plows to further increase its accuracy as well as develop additional products from the data. In addition this data can be integrated with other DOT data through the use of its linear referencing system to better understand the impact of the winter operations on its assets.

IMPLEMENTATION AND VALUE • The data provides a large data set for data mining. (100 million points per year) • Provides a mechanism for the DOT to share its maintenance operations with the public • Captures and displays real time standardized conditions for DOT personnel, media, and the traveling public • Provides the data for optimal usage of materials and resources during win-ter events

Web Links (if available) http://trackaplow.iowadot.gov/

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Kansas Department of Transportation

PROJECT INFORMATIONProject Title Kansas Department of Transportation 2014 Chip Seal ManualID K-TRAN: KSU-09-8 & RE-0493-01 & C1827 & KSUTC-09-1Project Cost $20,000Duration 56 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Rick Kreider

Chief Bureau of Research Kansas Department of Transportation 2300 SW Van Buren Topeka, KS 66611-1195

RESEARCH PROGRAMSponsor Contact Kansas Department of Transportation

Bureau of Research 2300 SW Van Buren Topeka, KS 66611-1195

Brief Summary of Research Project The manual is a guide that provides guidelines, background and general information for the design, construction, and inspection of chip seals. The manual is intended for use by KDOT field engineers, laboratory personnel, construction inspectors, and contractor’s estimators, supervisors, operators, and workers. The information, recommendations and best practices provided in this manual may refer to either: • learning the overall chip seal operation • learning about the workings, maintenance, calibration and proper opera-tion of equipment used in chip sealing • learning chip seal design procedures

The manual consists of seven chapters: • Introduction and General Principles • Treatment Selection • Design and Materials for a Chip Seal • Pre-Chip Seal Activities • Equipment Inspection and Calibration • Chip Seal Application

Web Links (if available) http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003833259

http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003833259


PROJECT INFORMATIONProject Title Enhancement of Welded Steel Bridge Girders Susceptible to

Distortion-Induced FatigueID FHWA-KS-14-03 & TPF-5(189) & RE-0510-01Project Cost $1,045,000Duration 73 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Rick Kreider



Eisenhower State Office Building 700 SW Harrison Street Topeka, KS 66603-3745

Brief Summary of Research Project This report is intended to provide a comprehensive overview of the work performed under TPF-5(189). The remainder of the report is structured into four Appendices (A, B, C, and D). The summary provided in the report refers the reader to appropriate parts within the Appendices for detailed explana-tions and analysis. Appendix A covers development of the angles-with-plate repair, Appendix B covers the multiple FRP repairs developed, Appendix C covers the PICK technology developed and Appendix D covers the analytical investigations regarding skewed steel bridge systems. The four appendices represent an edited and abridged collection of work originating from stu-dent theses and paper manuscripts created under TPF-5(189), and are in-tended as stand-alone documents, but are richer in the context of the other sections within that particular appendix.

While a number of retrofit techniques exist for repairing distortion-induced fatigue cracking, many of them require partial or full bridge closure to per-form the repair. The retrofits developed under TPF-5(189) are intended to be able to be installed with minimal disturbance to traffic. Four primary subject matters are reported on within this document: (1) the development of the “angles-with-plate” distortion-induced fatigue repair; (2) development of fiber reinforced polymer (FRP) repairs for distortion-induced fatigue and in-plane fatigue; (3) development of Piezoelectric Induced Compressive Kinet-ics (PICK) technology for treatment of crack-arrest holes; and (4) a series of analytical investigations aimed at better understanding distortion-induced fatigue susceptibility of skewed bridge systems.



PROJECT INFORMATIONProject Title Wind Farm Turbulence Impacts on General Aviation Airports in KansasID K-TRAN: KU-13-6 & RE-0605-01 & C1936Project Cost $60,000Duration 18 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Rick Kreider




Brief Summary of Research Project The research findings confirmed the pilot reports that you may experience up to severe turbulence when operating downwind of a spinning wind tur-bine. the confirmation of th existence of vortices and its ability to travel 3 to 5 miles from its origination is getting incorporated into the KDOT Aviation Kan-sas Airspace Protection Program. Currently that program assists local com-munities in creating and implementing height and hazard (airport airspace) zoing ordinances to protect airport airspace. Kansas airports contribute over $10 billion to the state’s economy. Protecting aviation infrastructure pre-serves these economic benefits. Benefit is also derived from the developer’s perspective as they can site properly during the planning state, instead of facing challenges after construction.

Web Links (if available) Main Report: http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003831749Technical Summary: http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003831753






PROJECT INFORMATIONProject Title Guardrail and Bridge Rail Recommendations for Very Low Volume

Local Roads in KansasID KS-14-16Project Cost $0Duration 0 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Rick Kreider




Brief Summary of Research Project Although the findings of this investigation would support a policy that does not require installation of bridge rails on structures between 20 ft. and 50 ft. on roads functionally classified as Local Roads with less than 50 vehicles per day (vpd), it is recognized that there are benefits of the rail that cannot be evaluated by this effort. That is, they provide delineation to all drivers by indicating where the edge of the structure is located; additionally even a lightweight, non-tested rail has the ability to redirect some low-angle and/or low speed impacts. As a result it is recommended that bridge rails installed on new or rehabilitated bridges utilizing federal funds could be of a non-tested design if the structure meets the set of conditions outlined below. This non-tested design is constructed of a w-beam guardrail section mounted on standard guardrail posts that are fastened to the bridge structure either by welding or a bolted connection. In addition, no approach guardrail will be required on these bridges. In order to use this design, the bridge would need to meet all of the following conditions: 1. The bridge is located on a road functionally classified as a Local Road. 2. Traffic volume is less than or equal to 50 vpd. 3. The approach roadway is a two-wheel path road. 4. Roadway surface on approaches is gravel, sand or dirt. 5. Maximum length of bridge is 50 feet. 6. The new structure shall be no less than 24 ft. wide 7. Bridge is not located on or adjacent to a curve or intersection. 8. A Type 3 object marker shall be installed at each end of the bridge rails.

Web Links (if available) Main Report: http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003836545Technical Summary: http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003836546






PROJECT INFORMATIONProject Title Develop and Calibrate Safety Performance Functions ID KYSPR 13-454Project Cost $150,000Duration 23 monthsSUBMITTERSubmitter Agency Kentucky Transportation CabinetSubmitter Contact Jason J. Siwula, P.E., Innovation Engineer

Kentucky Transportation Cabinet State Highway Engineer’s Office 200 Mero Street Frankfort, KY, 40622 Telephone - 502.564.3730 [email protected]

RESEARCH PROGRAMSponsor Contact Kentucky Transportation Cabinet

State Highway Engineer’s Office 200 Mero Street Frankfort, KY, 40622

RESEARCH AND RESULTSBrief Summary of Research Project The Highway Safety Manual (HSM) provides highway agencies with recom-

mended processes and guidelines for decision-making based on safety performance. Safety Performance Functions (SPFs) are negative binomial models used to estimate the predicted number of crashes for a site or road segment and are developed from data for a number of similar sites. The SPFs can be used to develop rank orders of roadway segments to determine the potential for crash reduction (PCR) and can be used to select appropriate countermeasures, create the ability to compare safety consequences among various alternatives, and allow identification of cost-effective strategies. This study developed state-specific SPFs for identifying the top-20 segments for implementing specific countermeasures. The countermeasures to be con-sidered include edge line rumble strips for road departure crashes, median cable barrier for median crossover crashes, and high-friction surface treat-ment for wet-weather road departure crashes on horizontal curves and freeway ramps. The analysis showed that using the PCR values was a valuable first-level assessment tool for identifying road segments with the highest potential for crash reduction; however, engineering judgment and other site-specific aspects should be considered. The research also developed a process to estimate traffic volumes for ramps where these volumes were not available. Crash Modification Factors (CMFs) were used to compare the PCR values of three countermeasure applications. In this case CMFs were used to adjust observed crashes and evaluate the change in PCRs.

Kentucky Department of Transportation


PROJECT INFORMATIONThe SPFs created from this research have enabled the Kentucky Transporta-tion Cabinet (KYTC) to employ the methodologies of the HSM in an effort to improve the prioritization of safety improvements. The advances in the state-of-the-art of safety analysis have led researchers and practitioners to believe that older methodologies (such as high crash locations and black spots) have known inadequacies for accurately quantifying safety performance. Issues like regression-to-the-mean and the non-linear relationship between crashes and volumes make the methods in the HSM a much more appropriate tool for quantifying safety. These advances enable KYTC to more effectively spend the limited resources on Kentucky’s roadways to ensure a safer highway sys-tem. In the 2014 Highway Safety Improvement Program annual report, KYTC has demonstrated the benefits of not only the safety treatments but also the prioritization techniques described above. The effectiveness of the safety treatment coupled with advances in network screening produce substantial benefit-cost ratios. Kentucky has applied rumble strips, high friction surface treatments, and cable barriers throughout Kentucky with economic benefit-cost ratios of 11:1, 44:1, and 7:1, respectively. Moreover, site evaluation and field visits have been more streamlined since the adoption of the HSM. The HSM methodologies save valuable staff time by eliminating sites that have traditionally risen to the top due to the effects of regression-to-the-mean.


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PROJECT INFORMATIONProject Title Evaluation of Alternative Snowplowable Markers and

Snowplowing Procedures ID KYSPR 12-441Project Cost $145,000Duration 23 monthsSUBMITTERSubmitter Agency Kentucky Transportation CabinetSubmitter Contact Jason J. Siwula, P.E., Innovation Engineer

Kentucky Transportation Cabinet State Highway Engineer’s Office 200 Mero Street Frankfort, KY, 40622 Telephone - 502.564.3730 [email protected]

RESEARCH PROGRAMSponsor Contact Kentucky Transportation Cabinet

State Highway Engineer’s Office 200 Mero Street Frankfort, KY, 40622

Brief Summary of Research Project The objectives of the study were to investigate viable alternatives to the currently approved snowplowable raised pavement marker and alternative methods and equipment used to snowplow roadways. Durability problems have been found at installations of the steel casting marker relating to the condition of the surrounding pavement. This has resulted in the marker being displaced from the pavement with the potential of the marker being thrown into a vehicle. Several states have had lawsuits resulting from an injury due to a steel casting marker striking a vehicle occupant. The project resulted in the recommendation for use of a type of recessed marker which has been used as an alternative to the current steel casting marker. The recessed marker (which involves installing two lenses in a nine-foot groove) has been installed on resurfacing projects on numerous roadways begin-ning with initial installations of about five miles in 2012. Recessed markers were installed on about 30 miles in 2013 and 45 miles in 45 with contracts for about 86 miles in 2015. Observations have shown the recessed markers are a durable and effective method to provide wet, nighttime delineation. The initial installations have had three winters of snowplowing. There has been a very small loss in lenses and the recessed markers provide delineation com-parable to the steel casting marker during dry and wet nighttime conditions. The recessed marker design provides a viable method of wet-nighttime delineation without the durability and potential liability issues.

Web Links (if available) http://www.ktc.uky.edu/projects/evaluation-of-alternative-snowplowable-markers-and-snowplowing-procedures/

http://www.ktc.uky.edu/projects/evaluation-of-alternative-snowplowable-markers-and-snowplowing-procedures/

http://www.ktc.uky.edu/projects/evaluation-of-alternative-snowplowable-markers-and-snowplowing-procedures/


Louisiana Department of Transportation & DevelopmentPROJECT INFORMATIONProject Title Implementation of GPC Characterization of Asphalt Binders at

Louisiana Materials LaboratoryID 10-6BProject Cost $270,438Duration 25 monthsSUBMITTERSubmitter Agency Louisiana Department of Transportation and DevelopmentSubmitter Contact William “Bill” King, Jr., LTRC

4101 Gourrier Ave.Baton Rouge, LA, 70808 [email protected]

RESEARCH PROGRAMSponsor Contact Louisiana Department of Transportation and Development

Louisiana Transportation Research Center 4101 Gourrier Ave Baton Rouge, LA, 70808

RESEARCH AND RESULTSBrief Summary of Research Project This project represents implementation of findings from a prior project

(Comparative Analysis of Modified Binders: Original Asphalts and Materials Extracted from Existing Pavements) that recommended a procedure for us-ing gel permeation chromatography (GPC) as an analytical tool to define the percentage amounts of polymer modifiers, which are soluble in eluting GPC solvents, in polymer modified asphalt cements. The characterization also addressed quantification of both GPC solvent soluble and insoluble crumb rubber present in crumb rubber modified binders. GPC characterization was also used for forensic analysis of pavement failures. Accomplishments include: development of an effective asphalt binder extraction methodology without affecting binder properties, establishment of a routine binder characterization method using GPC, illustration of the fo-rensic application of GPC to resolving mix problems encountered in the field, training of lab technicians and chemists and a proposal of a new AASHTO standard test method. The value of using GPC is supported through the char-acterization of liquid asphalt binders at the LADOTD materials laboratory, resulting in higher quality binders for use in Louisiana pavements. Forensic evaluations using the GPC have also been conducted on several LADOTD construction projects. The benefit of using the GPC for forensic evaluations has proven useful in resolving construction issues. Based on the forensic evaluations alone, direct savings for LADOTD is estimated at $3 million dol-lars per year. This is based on an annual average of 3 million tons of asphalt mixture being produced for state roads.

Web Links (if available) http://www.ltrc.lsu.edu/pdf/2013/FR_505.pdf

http://www.ltrc.lsu.edu/pdf/2013/FR_505.pdf


PROJECT INFORMATIONProject Title Traffic and Data Preparation for AASHTO DARWin-ME Analysis and DesignID 12-1PFProject Cost $683,334Duration 35 monthsSUBMITTERSubmitter Agency Louisiana Department of Transportation and DevelopmentSubmitter Contact Zhongjie “Doc” Zhang

4101 Gourrier Ave.Baton Rouge, LA, 70808 [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project A good understanding of the characteristics of traffic loading on highway

infrastructure will help highway engineers better design, operate, and maintain the highway infrastructure system. To achieve this goal, in addition to collecting high quality traffic loading data by various means, including Weigh-in-Motion (WIM) technology, there is a need to have a robust and powerful tool that can analyze the collected highway traffic data and pres-ent the analytic results in a user-friend way, such as by the combination of vehicle type, axle type, vehicle and axle load weight distributions, traffic direction, travel lane, day, hour, etc. for a specific location.

Software called Prep-ME was accordingly developed through an LTRC con-tract for an FHWA pooled fund study: TPF-5(242), Traffic and Data Preparation for AASHTO MEPDG Analysis and Design, led by the LADOTD. Funded by eight state highway agencies and FHWA, the contract upgraded the features and capability of the existing Prep-ME originally developed for Arkansas Highway and Transportation Department (AHTD) in 2009. The new software complies with FHWA Traffic Monitoring Guide (TMG) and TMAS for quality assurance and quality control (QA/QC). The experiences from several state highway agencies and the latest development in this technical area have also been built into the software. The software and user manual are now available to all state highway agencies upon request and eventually can be down-loaded free of charge from the LTRC website. The participant states are in various stages of implementing the software and blending its use with their own way of doing business and have the option to receive on-site software training upon request.


PROJECT INFORMATIONThe software has or will • Provide state traffic data collection engineers a tool to conduct an effective QA/QC check on traffic data collected for all kinds of applications, such as pavement design, HPMS, traffic planning, bridge design, etc. • Provide state pavement design engineers a method to analyze the traffic loading data collected through the Weigh-in-Motion (WIM) technology and select the best load spectra for pavement design purpose or develop traffic clusters for national and local defaults. • Provide portable version of Prep-ME for field data collection and WIM cali-bration.

Prep-ME software and technology can be used by all state highway agencies for the QA/QC of traffic data collected, analysis of truck loading data, and preparation of input for AASHTO Pavement ME software. The AASHTO Inno-vation Initiative (AII) Executive Committee recommended that the Prep-ME software be presented in a webinar sponsored by the AASHTO AII.

Web Links (if available) http://www.ltrc.lsu.edu/pdf/2015/FR_538.pdf

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http://www.ltrc.lsu.edu/pdf/2015/FR_538.pdf


PROJECT INFORMATIONProject Title Development of Minimum State Requirements for Local Growth

Management PoliciesID 12-4SSProject Cost $282,075Duration 29 monthsSUBMITTERSubmitter Agency Louisiana Department of Transportation and DevelopmentSubmitter Contact Kirk Zeringue

4101 Gourrier Ave. Baton Rouge, LA, 70808 225-767-9169 [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project This research entails the development of minimum requirements for local

growth management policies for use in Louisiana. The purpose of developing minimum statewide standards is to try to alleviate some of the stress placed on state and local governments by uncontrolled development, while improv-ing state and local governments’ ability to meet current and future demand for transportation infrastructure and effectively implement existing state transportation policies and programs.

This study evaluated the current state of growth management practice, evalu-ated statewide trends, existing conditions, and opportunities, and solicited extensive local participation feedback. In addition, this study included evalu-ation of the potential economic, social, and environmental impacts of imple-menting selected growth management policies. This is achieved through a mixed methods approach that includes both quantitative and qualitative methods of data collection and analysis, including the following compo-nents: a review of the literature, identification of current state-of-practice in Louisiana and analysis of the legal framework underlying growth manage-ment policy, a socioeconomic and demographic analysis of the trends at the Parish level, two statewide polls, a series of stakeholder meetings, modeling the effectiveness of potential policies based on transportation and return-on-investment outcomes, additional workshops with stakeholders to determine the feasibility and demand for implementation of proposed policies.


PROJECT INFORMATIONThe result of this research was the development of a series of potential Growth Management Guidelines that local jurisdictions, regional agencies, and the State of Louisiana may use to better align transportation and land use planning and facilitate the growth of more livable communities across the state. It included a set of key guidelines that constitute a “blueprint” for Louisi-ana growth management policy.

The study performed a theoretical evaluation of the potential annual costs and benefits of expanding access management interventions to 100% of arterial roadways in the Baton Rouge and New Orleans metro areas. For the Baton Rouge region, it was calculated that a retroactive expansion of the ac-cess management approach to cover all arterial roadways in the region would have prevented over 5.7 million hours of delay over a five year period (2007-2011) resulting in over $141 million in cost savings resulting from reduced personal and commercial congestion delay. For the New Orleans region, the retroactive expansion would have prevented 2.7 million hours of delay result-ing in a cost savings of $60.6 million. In addition to funding from LADOTD, funding was provided by the National Center for Intermodal Transportation for Economic Competiveness (NCITEC).



PROJECT INFORMATIONProject Title Improving Freight Crash Incident ManagementID 13-5SSProject Cost $143,201Duration 23 monthsSUBMITTERSubmitter Agency Louisiana Department of Transportation and DevelopmentSubmitter Contact Kirk Zeringue

4101 Gourrier Ave. Baton Rouge, LA, 70808 225-767-9169 [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The objective of this study was to determine the most effective way to

mitigate the effect of freight crash incidents on Louisiana freeways. Candi-date incident management strategies were reviewed from practice in other states and from those published in the literature. Current legislation in the state was also reviewed. A procedure to estimate the cost of delay caused by an incident was developed and used to provide a rough estimate of the cost efficiency of an Instant Tow Dispatch Program and an Expedited Towing Program.

The Instant Tow Dispatch Program provides funding for the police agency to reimburse a tow company that has incurred a “dry run”. A dry run may occur because a driver involved in the incident has requested a specific tow company or the vehicle(s) involved in the incident was able to be driven away under its own power. Providing this reimbursement encourages police agencies to “instantly” dispatch a tow company to an incident as soon as there is an indication that a tow may be needed to clear the roadway. Instant dispatch allows the tow company to be in route and access the scene before the queue from the accident reaches its maximum.

The Expedited Towing Program provides monetary incentives (in addi-tion to normal towing and recovery charges) to tow companies that can recover heavy duty vehicles or cargo that are blocking travel lanes within a prescribed time frame. Both programs were estimated to be highly cost-efficient with the estimated cost of delay far exceeding the estimated cost of the programs. Implementation of an Instant Tow Dispatch program and an Authority Removal Law was recommended.

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PROJECT INFORMATIONThe research revealed that an Instant Tow Dispatch Program and the Expe-dited Towing Program could yield a Benefit-Cost Ratio (B/C) of 136 and 120, respectively. To further illustrate the estimation procedure, it was found that an Expedited Towing Program could conceivably reduce the clearance time of an incident that historically would take 4 hours and 20 minutes by 58 percent to 1 hour and 49 minutes. Weblink is not provided. Publication of final report is pending. In addition to funding from LADOTD, funding was provided by the National Center for Intermodal Transportation for Economic Competiveness (NCITEC).


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Maine Department of Transportation

PROJECT INFORMATIONProject Title Highway Safety Manual Local Calibration for Rural 2 Lane Roads and

IntersectionsID 12-03Project Cost $50,000Duration monthsSUBMITTERSubmitter Agency Maine Department of TransportationSubmitter Contact Dale Peapody

MaineDOT, 16 SHS Augusta, Maine 207-624-3305 [email protected]

RESEARCH PROGRAMSponsor Contact MaineDOT

16 SHS Augusta, Maine 207-624-3305

RESEARCH AND RESULTSBrief Summary of Research Project The Maine Strategic Highway Safety Plan gives priority to safety along our

rural highways and intersections. Lane departure and speed related crashes total nearly ½ of our annual crashes. A high percentage of these crashes occur on rural 2 lane highways. Between the years 2004 – 2013 over 30% of crashes were lane departures and 18% of crashes were at intersections. The AASHTO Highway Safety Manual (HSM) is a resource of safety knowledge and tools that can provide improved decision-making based on actual and predicted safety performance. The HSM has predictive models that can be applied to alternative highway designs which allow the agency to make better informed decisions on design and construction of highway facilities. The HSM also encourages and supports the development of local calibration factors. The factors are simply the ratio of actual or observed crashes over the HSM predicted crashes.

The purpose of this study is to develop local calibration factors for rural 2 lane roads and intersections using the methodology for calibration given in the HSM. The calibration for rural 2 lane roads and intersections are completed. The rural roads analysis shows Maine crash data match closely with the HSM predicted crash data. For intersections it was found that HSM over-predicted the number of crashes by a factor of 2.

Implementation: The Bureau of Planning Transportation Analysis Section is implementing an analysis spreadsheet for the application of the Highway Safety Manual to intersections on 2-lane rural highways. Some of the spread-sheet features include:

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PROJECT INFORMATION1. This spreadsheet is set up for evaluating several alternatives at one inter-section. No segment analysis elements are included. 2. Maine-based calibration factors for overall crash rates are included. 3. Maine-based crash type and severity information replaces the default values. 4. Allowance for up to two additional crash modification factors has been included. This feature allows the crash impact analysis of modifications not built into the HSM formulas. 5. A crash cost tab has been added to estimate crash costs (and benefits) of intersection alternatives.

Case Study: The Transportation Analysis Section recently used the HSM with locally calibrated factors on a rural intersection project in South Berwick at the junction of State Routes 236 and 91. Five intersection alternative designs were evaluated and compared to the existing or “no-build” option. For a comparison the HSM was also used without the locally calibrated factors. The table (attached) summarizes the comparison.

The result is that crash and crash cost impacts (increases and decreases) are exaggerated. The predicted crashes for the existing configuration are double the observed. With local calibration the difference was approximately 20%. Similarly, the calculated benefits of alternatives were more than doubled. In one case (Alternative 4), the impact was reversed. This shows the importance of determining local calibration factors for the Highway Safety Manual calcu-lations and to the overall project decision-making process.


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Title: Highway Safety Manual Local Calibration for Rural 2 Lane Roads and Intersections, MaineDOTCase Study Comparison: HSM Analysis with local calibration factors vs. without local calibration factors


PROJECT INFORMATIONProject Title Cost-Efficient and Storm Surge-Sensitive Bridge Design for Coastal MaineID 14-05Project Cost $35,000Duration 12 monthsSUBMITTERSubmitter Agency Maine Department of TransportationSubmitter Contact Dale Peapody

MaineDOT, 16 SHS Augusta, Maine 207-624-3305 [email protected]

RESEARCH PROGRAMSponsor Contact MaineDOT

16 SHS Augusta, Maine 207-624-3305

RESEARCH AND RESULTSBrief Summary of Research Project MaineDOT has undertaken a series of pilot assessment studies for the pur-

pose of prioritizing vulnerable assets in the face of rising sea-level (SLR) and increasing frequency and intensity of coastal storm surge events. The gen-eral approach is based on the COAST (COastal Adaptation to Sea-level rise Tool) decision support tool, a scenario-based benefit-cost calculator, and the transportation-focused T-COAST derivative. Required inputs include choice of climate scenarios and various hydrologic and hydraulic parameters as appro-priate. The key input is the asset depth-damage function (DDF) that converts sea-level rise plus surge elevations to specific asset damage estimates with associated net cost. The initial T-COAST application, funded with MaineDOT SP&R research, was completed in 2013 for two coastal bridges, to help devel-op storm surge-sensitive design standards and approaches for large, tidally influenced transportation structures along the Maine coast (NEEFC 2013). As compared to traditional bridge project formulation, the new element intro-duced was to identify installation costs versus damage risk-tradeoffs under different SLR, storm surge, and river flooding scenarios extending through-out the useful life of the asset. Structures included the Martin’s Point Bridge between Portland and Falmouth that carries US 1 over the Presumpscot River and the Machias Dyke Bridge that carries US 1 over the Middle River. Martin’s Point is a pile-supported span while Dyke Bridge is a multi-cell timber box culvert. The Martin’s Point replacement design was well-advanced by the time the analysis was started and thus the resulting study has been used in a “look-back” fashion. Dyke Bridge is scheduled for replacement by 2018 and is currently the subject of additional hydraulic/hydrologic study.


PROJECT INFORMATIONSubsequent applications of T-COAST occurred with larger numbers of bridges, culverts, and road sections as part of two FHWA-funded pilot proj-ects through the Minnesota and Maine DOTs (Merrill and Gates 2014) and through other programming of MaineDOT. By burdening the DDF with non-local, non-structural concerns related to water depth at each asset, the approach has also provided usable benefit-cost information that incorpo-rates issues such as detour costs and environmental benefits associated with candidate alternative designs in consideration. Useful findings from these applications include that when sea level rise and storm surge are taken into consideration, there is often no one right answer, even for similarly-classed assets, for key questions like “what is the appropriate height for a bridge re-placement?” Local hydrology, topography, and tidal and storm surge regimes demand a site-specific approach to benefit-cost analysis of alternative engi-neering structures, at the conceptual design phase. Further, which candidate structure is most cost efficient in any location may depend on timing of the upgrade as much as on which rate of sea level rise actually occurs. Results also clarify that traditional engineering design guidelines may be inadequate to the task of producing the most cost-efficient design in the face of sea level rise and storm surge; help identify relative contributions of risk from sea level rise and storm surge for each candidate design in each location; and provide insights about how to evaluate agency planning, budgeting, scheduling, and design procedures in an era of both rising sea levels and changing storm surge intensities and probabilities. Initial projects also offer insight into what is needed if the methodology is to be more broadly applied, for example that utility of the results is directly related to quality of the DDFs. Large bridge projects can support, and indeed would justify, development of good project-specific DDFs. More widespread application of the methodology to smaller structures will require development of somewhat generic DDFs for classes of structures. The collected projects to date confirm that T-COAST is a useful tool for asset evaluation, and when used properly and judiciously the required effort is manageable and worthwhile.

Web Links (if available) http://www.maine.gov/mdot/tr/documents/pdf/report1405f.pdf

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Maryland Department of Transportation PROJECT INFORMATIONProject Title Effective Implementation of Ground Penetrating Radar (GPR) For

Condition Assessment & Monitoring of Critical Infrastructure Components of Bridges and Highways

ID SP309B4RProject Cost $100,000Duration 21 monthsSUBMITTERSubmitter Agency Maryland Department of Transportation and DevelopmentSubmitter Contact Allison R. Hardt

Deputy Director, Office of Policy and Research Maryland State Highway Administration 707 N. Calvert St., C-412 Baltimore MD 21202 410-545-2916, [email protected]

RESEARCH PROGRAMSponsor Contact Maryland State Highway Administration

707 N Calvert Street Baltimore, MD USA 21202

RESEARCH AND RESULTSBrief Summary of Research Project Recently the Maryland State Highway Administration (SHA) started to

explore use of Ground Penetrating Radar (GPR) technology to provide quantitative information for improved decision making and reduced operating costs. To take full advantage of the GPR capabilities, im-proved analysis techniques need to be developed and implemented. The objective of this study was to assist SHA engineers, technicians, and decision makers in their current effort to explore the use of GPR in assessing the condition of critical infrastructure components and to identify potential improvements in GPR data analysis. The research team closely interacted with representatives from selected divisions of the Office of Materials Technology (OMT) to identify potential GPR applications using existing equipment accessible to SHA, targeting critical high priority areas for analysis and improvement. The project team (i) identified applications for the GPR equipment currently acces-sible to SHA, (ii) identified a broader set of GPR applications for moni-toring the spatial and functional conditions of infrastructure com-ponents, and provided recommendations of alternative equipment, when needed, (iii) developed improved analysis methods for GPR data collected for bridge decks, pavements and precast concrete elements, (iv) developed testing protocols, to be incorporated into the Maryland Standard Method of Test (MSMT) Manual, and (v) training modules.

SWEETSIXTEEN


PROJECT INFORMATIONIn regards to pavement structures, a new methodology was suggested to improve the accuracy of GPR data analysis. The initial analysis and results indicated that Multi-scale Pavement GPR data Analysis (MPGA) has significant potential to add value and accuracy to pavement thick-ness data used in pavement management and rehabilitation analysis. The MPGA results indicate that pavement thickness data trends can be identified based on either automated or semi-automated procedures based on target variability levels of thickness uniformity, and thus can be used to efficiently evaluate pavement material layers. Similarly, for bridge deck analysis, techniques such as migration imag-ing (for concrete cover depth measurement applications among oth-ers) and Fourier analysis of GPR waveforms (for qualitative bridge deck moisture analysis) were used in addition to emerging techniques such as Short Time Fourier Transform analysis (for anticipated quantitative moisture analysis) for improving GPR data interpretation. Migration and Fourier techniques were illustrated corresponding to GPR data collected using a GPR array on selected bridge decks in the Salisbury, MD area (See Figures 1 and 2 in the attachment). When applied appro-priately, such techniques can provide more reliable analysis of bridge deck inspection than conventional means. In terms of precast concrete, this study has shown how GPR can be used to address several of the inspections needed in precast concrete production, including an evaluation of concrete cover depth, rein-forcement location, and section thicknesses. The testing and demon-stration showed significant potential for quality control using GPR.

Web Links (if available) http://www.roads.maryland.gov/OPR_Research/MD-15-SHA-UM-3-11_GPR-Phase1_Report.pdf

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PROJECT INFORMATIONProject Title Study of High-Tension Cable Barriers on Michigan RoadwaysID 2010-0298 Z6Project Cost $223,895Duration 24 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley

Research Project Administration Manager Michigan Department of Transportation 8885 Ricks Rd. , P.O. Box 30049 Lansing, MI 48909 (517) 636-0144, [email protected]

RESEARCH PROGRAMSponsor Contact Michigan Department of Transportation

425 W. Ottawa St. Lansing, MI 48933 www.michigan.gov/mdot

RESEARCH AND RESULTSBrief Summary of Research Project Median-crossover crashes are among the most hazardous events that can

occur on freeways, often leading to serious injury or death. In recent years, high-tension cable median barriers have emerged as a cost-effective alterna-tive to conventional barriers in preventing such crashes. Based on successes in other states, in 2008 MDOT began an initiative to install over 300 miles of cable barriers on state highways.

For each highway segment where cable median barriers were installed, researchers conducted a detailed review of crash reports in the years before and after installation. Researchers examined the effects of several site-spe-cific factors on the cable barriers’ performance, including annual snowfall, traffic volume, median width and road geometry. From these analyses, they developed guidelines to help identify and prioritize locations best suited for cable barrier installation, where the return on investment would be greatest.

Additionally, the researchers conducted an economic analysis to assess the cost-effectiveness of the cable barrier system, considering installation and maintenance costs as well as safety benefits. Researchers found that cable barrier is a cost-effective median treatment. Factoring in both installation costs and maintenance costs, they calculated a time of return—the time needed for expected benefits to equal costs—of 13.4 years. Cable barrier has a design life of 20 to 25 years.

Michigan Department of Transportation


PROJECT INFORMATIONCable median barriers have been highly effective at reducing crossover crashes. After the barriers were installed, crossover crash rates on those high-way segments fell by 87 percent, and the barriers successfully contained 97 percent of the vehicles that hit them. Cable barriers have improved overall safety at the locations where they have been installed. The most serious crash types—fatal and severe injury crashes—decreased by 33 percent after cable median barriers were installed, according to rigorous statistical analy-sis. Since their installation, cable barriers are estimated to have saved 20 lives and prevented over 100 serious injuries in Michigan.

To help educate drivers about the safety benefits of cable median barri-ers, the researchers also developed content for public outreach messaging, including an update to MDOT’s brochure on cable median barriers.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC1612_474931_7.pdf

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PROJECT INFORMATIONProject Title Design and Construction Guidelines for Strengthening Bridges Using Fiber

Reinforced Polymers (FRP)ID 2010-0298 Z7Project Cost $163,854Duration 23 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley




RESEARCH AND RESULTSBrief Summary of Research Project With a high strength-to-weight ratio, fiber-reinforced polymer (FRP) compos-

ite fabrics have become a promising technology for strengthening concrete bridge elements that are starting to deteriorate. To take full advantage of the benefits of these materials, MDOT needed design and construction guide-lines specific to the environmental conditions that highway bridges experi-ence. The guidelines developed in this project will help expand the use of FRP composites. This will extend the service lives of bridges, while minimiz-ing rehabilitation costs and impacts on traffic.

As highway bridges age, transportation agencies must inspect, maintain and occasionally rehabilitate them. However, replacing the weakened parts of a bridge structure can be expensive and disruptive to traffic. In recent years, methods have been developed to strengthen and repair bridge elements using fiber-reinforced polymer composite materials composed of epoxy resin and carbon. FRP fabrics and wraps can be externally bonded to bridge beams, columns and decks to improve their strength and performance. Because FRP materials have a high strength-to-weight ratio, they are easy to transport and install, and can be used without significantly increasing a structure’s dead load. Finally, their resistance to corrosion is especially impor-tant given Michigan’s winter climate, since moisture and chlorides from deic-ing materials can damage the reinforcing steel in concrete bridge elements.


PROJECT INFORMATIONResearcher developed design, construction, maintenance and inspection guidelines for the use of FRP composite materials to strengthen bridges, tak-ing into account the effects of unique environmental conditions. To develop the guidelines, researchers began by conducting a comprehensive review of existing literature on FRP strengthening. They selected six representative sets of U.S. and international guidelines and compared their approaches re-garding design, installation and usage. Researchers then conducted labora-tory testing to evaluate how the bond between FRP composites and bridge structural elements would degrade when exposed to Michigan’s climate. Researchers reviewed a pilot FRP pier strengthening design and observed a field installation.

With design procedures developed, MDOT will ultimately be able to expand its use of FRP systems, which are currently employed on about 5 percent of bridge rehabilitation projects. This will allow the department to extend the service lives of bridges across the state, while minimizing rehabilitation costs and traffic impacts.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC1614_474895_7.pdf

http://www.michigan.gov/documents/mdot/RC1614_474895_7.pdf


PROJECT INFORMATIONProject Title Monitoring Highway Assets Using Remote Sensing Technology ID 2012-0636Project Cost $489,997Duration 23 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley




RESEARCH AND RESULTSBrief Summary of Research Project Collecting inventory data about roadway assets is a critical part of a DOT’s

asset management efforts, which help the department operate, maintain and upgrade these assets cost-effectively. To improve safety, reduce costs and improve data quality, MDOT initiated a research project to investigate technology-based approaches to inventory data collection.

MDOT provided the research team with a list of 27 highway assets that needed to be inventoried (such as total lane miles, number of signs and number of culverts). A pilot project evaluated the cost of manual data collec-tion, mobile imaging, mobile (ground-level) LiDAR and helicopter LiDAR on a 176-mile route that included several road classifications.

The researchers identified mobile imaging as the most effective technology for collecting data on the assets defined within the project scope. Mobile imaging produced high-resolution data quickly. Mobile imaging was by far the least expensive technology in the pilot project, with a cost of $369 per trunkline mile. Based on potential economies of scale, the vendor estimated a statewide cost of $89 per mile. LiDAR can create three-dimensional models of any surface within a line of sight of the LiDAR instrument. While useful for some applications, such as design surveys, this level of detail is more than is necessary to develop an inventory of the assets defined in this study. LiDAR was also the most expensive approach. Aerial LiDAR cost $818 per mile in the pilot project, while mobile LiDAR cost $933 per trunkline mile. Manual data collection was found to be effective, and was the preferred method to collect data on assets such as culverts that are not visible from the roadway.


PROJECT INFORMATIONHowever, manual data collection is time-consuming, introduces the possibili-ty of human error, and can expose DOT staff to a potentially hazardous traffic environment. Manual data collection cost $429 per mile in the pilot study.

The implementation plan recommends incorporating a proof-of-concept provision. This would allow vendors to propose the use of other technolo-gies—for example, photo or video logging supplemented by LiDAR for culverts—but puts the responsibility on vendors to demonstrate the tech-nologies’ effectiveness.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC-1607_466453_7.pdf?20140826125436

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PROJECT INFORMATIONProject Title Evaluating the Impacts of Speed Limit Policy AlternativesID 2013-0070 Z2Project Cost $300,061Duration 17 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley




RESEARCH AND RESULTSBrief Summary of Research Project Many states including Michigan have or are considering increasing speed

limits. This project’s objective was to evaluate the impacts various speed limit increases would have on traffic safety and operations, as well as estimate their economic impacts.

The researchers conducted an extensive analysis of traffic crash and vehicle speed data to estimate how speed limit increases might affect crashes and vehicle speeds. Cost-benefit analyses were conducted to further assess the impacts of changing Michigan’s speed limits. These analyses involved estima-tions of the impacts of speed limit changes on travel times, fuel consump-tion, infrastructure changes, and fatal crashes.

The economic impacts of raising the speed limits on select urban freeways from 55 to 70 mph were considered, as well as the scenario of raising non-freeway speed limits from 55 to 65 mph, and raising the rural freeway limit to 80 mph for passenger vehicles.

The benefit/cost analysis indicated that none of the proposed speed limit policy scenarios would be more economically favorable than the current policy. The researchers concluded that any proposed speed limit policy sce-nario that would increase Michigan’s maximum speed limits would involve expensive roadway geometric modifications such as curve realignment. This is especially true for urban freeways and non-freeways currently posted at 55 mph where geometric modification costs would be especially high, resulting in costs that would outweigh benefits by approximately 4 to 1.


PROJECT INFORMATIONTraffic fatalities were found to increase consistently with maximum speed limits in rural environments according to a study of nationwide interstate fatal crash data. When compared to interstates with 60 or 65 mph speed limits, the number of fatalities was 31.0 percent greater in states with 70 mph maximum limits and 54.0 percent greater in states with maximum limits of 75 mph or above. Unlike in rural areas, consistent trends between fatal crashes and maximum speed limits were not observed on urban interstates. Speed limit legislation is likely to initiate public debate and discussion. This research provides answers to the anticipated questions about the safety and economic impacts of the proposed changes.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC-1609_478401_7.pdf?20150128091941

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Minnesota Department of Transportation

PROJECT INFORMATIONProject Title Best Practices for Traffic Sign Maintenance/Management HandbookID 2014RIC20Project Cost $49,891Duration 9 monthsSUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Nick Busse

Marketing and Communication Manager MnDOT Research Services & Library 295 John Ireland Blvd., MS330 St. Paul, MN 55155 [email protected], 651-366-3738

RESEARCH PROGRAM

Sponsor Contact Minnesota Local Road Research Board Minnesota Department of Transportation 295 John Ireland Blvd.MS330 St. Paul, MN 55155

RESEARCH AND RESULTSBrief Summary of Research Project The Minnesota LRRB and MnDOT have updated the Minnesota’s Best Practic-

es for Traffic Sign Maintenance/Management Handbook to include the cur-rent sign retroreflectivity requirements, updated information about expected sign life and typical sign maintenance budgets and documentation of suc-cesses achieved by townships in removing signs. The handbook is intended to provide local governments with guidance about recommended sign maintenance methods that will help them meet FHWA’s adopted retroreflec-tivity performance measures and implementation deadlines. One researcher estimated that the recommendations developed through this project could save public agencies in Minnesota between $16.9 million and $49.6 million over three years, depending on the level of implementation achieved.

Implementation efforts are currently underway. An online distance learning course has been developed through Minnesota’s Local Technical Assistance Program and is now available. MnDOT has sent a copy of the guide to every


PROJECT INFORMATIONcounty and State Aid city in the state. Researchers have conducted three daylong workshops around the state that have been attended by about 125 people. The guide has also been presented at other conferences, including meetings of the American Public Works Association, City Engineers Associa-tion of Minnesota and the Iowa Local Technical Assistance Program.

The guide incorporates information from several MnDOT and Local Road Research Board projects, including: - 2014RIC22, Sign Retroreflectivity: A Minnesota Toolkit. - 2014-20, Traffic Sign Life Expectancy. - 2014-02, Estimating the Crash Reduction and Vehicle Dynamics Effects of Flashing LED Stop Signs. - 2012-06, Vehicle Speed Impacts of Occasional Hazard (Playground) Warning Signs. - 2009-39, Benefit:Cost Analysis of In-Vehicle Technologies and Infrastructure Modifications as a Means to Prevent Crashes Along Curves and Shoulders.

Web Links (if available) http://dotapp7.dot.state.mn.us/projectPages/pages/projectDetails.jsf?id=12138&type=CONTRACT

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PROJECT INFORMATIONProject Title Simplified Design Table for Concrete PavementsID MN/RC 2014-27Project Cost $89,989Duration 26 monthsSUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Nick Busse


RESEARCH PROGRAMSponsor Contact Minnesota Department of Transportation

295 John Ireland Blvd.MS330 St. Paul, MN 55155

Brief Summary of Research Proj-ect

In Minnesota, state and local engineers use MnPAVE Flexible for the mechanistic-empirical design of asphalt pavements. However, until recently they did not have a similar tool for concrete pavements and relied on a program called RigidPave that uses AASHTO’s outdated 1993 design procedures. In this project, research-ers developed MnPAVE Rigid, mechanistic-empirical concrete pavement design software designed to replace RigidPave. To do so, they adapted AASHTO’s Mech-anistic-Empirical Pavement Design Guide (MEPDG) to Minnesota conditions, cre-ating software that is portable and produces instantaneous results. An upcoming update of MnDOT’s Pavement Design Manual will make MnPAVE Rigid its primary design program for concrete pavements.

The final software, MnPAVE Rigid, is a standalone Microsoft Windows execut-able program that can be dragged to any desktop. The software is portable and requires no installation. Because it includes a database of Minnesota concrete pavement projects, the software requires that users modify only critical input parameters and produces instantaneous results. It also incorporates previous MEPDG calibrations for Minnesota pavements, local climate and weigh-in-mo-tion traffic data, and the advanced analysis features of its counterpart for asphalt pavements, MnPAVE Flexible.

MnPAVE Rigid can also be easily modified if necessary by MnDOT research engineers to provide new default values for advanced inputs or to modify the database using other MEPDG methods. Researchers also created a user’s guide to accompany the software.





PROJECT INFORMATIONProject Title Assessing the Effects of Heavy Vehicles on Local RoadwaysID MN/RC 2014-32Project Cost $54,000Duration 42 monthsSUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Nick Busse


RESEARCH PROGRAMSponsor Contact Minnesota Local Road Research Board

Minnesota Department of Transportation 295 John Ireland Blvd.MS330 St. Paul, MN 55155

Brief Summary of Research Project The goal of this project was to create an analysis method and corresponding tool that city and county engineers can use to calculate the impact of heavy vehicles on asphalt roads beyond what was planned in the original pave-ment design.





PROJECT INFORMATIONProject Title Salt Brine Blending to Optimize Deicing and Anti-Icing Performance and

Cost EffectivenessID MN/RC 2014-43Project Cost $116,444Duration 18 monthsSUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Nick Busse


RESEARCH PROGRAMSponsor Contact Minnesota Department of Transportation

295 John Ireland Blvd.MS330 St. Paul, MN 55155

Brief Summary of Research Project

This project marked the completion of the second phase of an effort to develop a temperature-based cost model for comparing the relative field performance of deicers and deicer blends by evaluating the ice melt capacity and other factors that can con-tribute to deicer performance. In the first phase, researchers developed a spreadsheet-based evaluation tool to compare the relative ice melt capacity and cost-effectiveness of up to 50 deicer compounds and blends across a range of temperatures. (Mainte-nance supervisors can use the tool to guide preseason purchasing and select the most effective product to fight a specific winter event.) Following up the laboratory testing in Phase I, Phase II was a primarily field-based investigation that examined four aspects of winter maintenance: traffic’s effect on anti-icer persistence, deicer and plow effectiveness, and the influence of pavement on anti-icer persistence. A third phase of the project is currently underway.





Mississippi Department of Transportation

PROJECT INFORMATIONProject Title Design and Construction Control Guidance for Chemically Stabilized Pave-

ment Base Layers (MS State Study 206)ID 206-MSProject Cost $239,703Duration 71 monthsSUBMITTERSubmitter Agency Mississippi Department of TransportationSubmitter Contact Cynthia J. (Cindy) Smith, P.E.

Asst State Research Engineer Mississippi DOT Research Div 86-01 PO Box 1850 Jackson, MS 39215-1850 (601) 359-7648, [email protected]

RESEARCH PROGRAMSponsor Contact Mississippi Department of Transportation

PO Box 1850 Jackson, MS 39215-1850

RESEARCH AND RESULTSBrief Summary of Research Project A laboratory and field study was conducted related to chemically stabilized

pavement layers, which is also referred to as soil-cement. Soil-cement prac-tices within MDOT related to Class 9C soils used for base layers were evalu-ated in this report. The overall objective was to provide draft design and quality control guidance that could be incorporated and/or specified to im-prove performance of soil-cement base layers. The primary intention of this equipment is a quality control tool. Another key component of the research was development of equipment that allowed soil-cement to be compacted inside a plastic mold that could be used for laboratory mix design, specimen preparation for pavement layer thickness design, and for quality control. Re-sults indicated the plastic mold compaction approach has many advantages and should be implemented into design and quality control operations. See attached Word document for implementation and benefit specifics. The attached PDF is a paper by Griffin Sullivan of MDOT and Isaac Howard of Mississippi State University that was published and presented at the TRB 2015 Annual Meeting. This study gave us better ways to QA and design soil-cement layers.

Web Links (if available) http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20206%20-%20Design%20and%20Con-struction%20Control%20Guidance%20for%20Chemically%20Stabilized%20Pavement%20Base%20Layers.pdf

http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20206%20-%20Design%20and%20Construction%20Control%20Guidance%20for%20Chemically%20Stabilized%20Pavement%20Base%20Layers.pdf





PROJECT INFORMATIONProject Title Evaluation of Short Statured Species for Rapid Establishment on Mississippi

RoadsidesID 234-MSProject Cost $213,482Duration 40 monthsSUBMITTERSubmitter Agency Missisippi Department of TransportationSubmitter Contact Cynthia J. (Cindy) Smith, P.E.

Asst State Research Engineer Mississippi DOT Research Div 86-01 PO Box 1850 Jackson, MS 39215-1850 (601) 359-7648, [email protected]

RESEARCH PROGRAMSponsor Contact Missisippi Department of Transportation

PO Box 1850 Jackson, MS 39215-1850

RESEARCH AND RESULTSBrief Summary of Research Project In an attempt to combat the issue of NPS pollution, EPA has started to en-

force different areas of the Clean Water Act of 1972 by requiring construction sites to have 70% vegetative cover in 30 days. The main goal of this research is to identify mixes of warm and cool?season plants that establish quickly. A secondary objective is to identify those species that provide good qual-ity and dense cover that will require minimal maintenance while stabilizing disturbed soils. One question that must be answered is 30 days from plant-ing or first significant rainfall. Among warm season species bermudagrass and bahiagrass were found to establish well but failed to reach 70% cover in 30 days. Among cool season species turf type tall fescue was one perennial specie that established well but not rapidly enough, its height remained less than 100 mm for much of the growing season and never exceeded 100 cm. Oil seed radish showed great promise as a year around nurse crop that estab-lished quickly. Sods of hybrid bermudagrass, zoysiagrass, and centipedegrass all provided instant cover that has lasted more than 2 years. Recommenda-tion: The 30 day clock should start once the site has received a minimum of 30 mm of rainfall and at least 15 mm of that rainfall has fallen in one event. There also need to be some allowances for very dry conditions. If a site was seeded in July and received 30 mm of rain the day after planting and then no rain for the next 30 days it is quite likely all of the seeds that sprouted would die. Adequate rainfall is the most critical factor in vegetation establishment.


PROJECT INFORMATIONRecommendation: Bermudagrass and bahiagrass should be seeded March 1 to September 1 and no tall fescue should be planted in this period. Turf type tall fescue should be seeded from September 1 to December 1. A temporary cover of turf type annual ryegrass should be utilized from December 1 to March 1 with a follow up seeding of bermudagrass, bahiagrass and crim-son clover from April 1 to August 1. When seeding in March or April strong consideration should be given to using turf type perennial ryegrass as a nurse crop to establish a quick cover. Oil seed radish shows excellent promise as a year around nurse crop but some work needs to be done to determine the correct rate for use as a nurse crop. Turf type tall fescue and turf type bermudagrasses are not as rugged and large as the cultivars they replace. To produce a good cover they need to be seeded at turf rates not the forage rates currently used. This will increase seed costs.

Recommendation: All fertilizer applications should be based on soil test recommendations. We realize that due to the nature of construction highway soils can be highly variable and in some cases getting a representative soil sample is difficult. In cases where a representative sample can be taken use the information that a soil test can give. The soil test N recommendation for nitrogen is not based on analysis but on intended use and here we think that the 148 kg ha-1 of N currently used is sufficient. We would recommend that of the N applied, one third be in a soluble form and two thirds in a slow re-lease form. In cases where a representative soil sample cannot be taken, and a blanket fertilizer application is made, we recommend reducing the 1,136 kg ha-1 of 13-13-13 to 568 kg ha-1 of 13-13-13 incorporated before planting, followed by 78 kg ha-1 slow release N 25 days after planting. In most cases these recommendations will result in reduced fertilizer costs. Currently 13-13-13 is about $430 a ton. This results in fertilizer costs of $215 per acre for current rate of 13-13-13. Cutting the current rate in half would save $100 per acres and this cost savings would be offset by the additional slow release N purchased. By cutting the rate of 13-13-13 in half the environmental expo-sure would also be cut in half. By applying additional slow release N after 25 days there will be more vegetative cover in place to reduce run off potential. In places where the soil tests high in P and K fertilizer costs will be greatly reduced.

Web Links (if available) http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20234%20-%20Evaluation%20of%20Short%20Statured%20Species%20for%20Rapid%20Establishment%20on%20Mississippi%20Roadsides.pdf

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Missouri Department of Transportation

PROJECT INFORMATIONProject Title New Missouri Highway Accident Location ManualID TR201303Project Cost $21,876Duration 14 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Bill Stone

Missouri Dept. of Transportation 1617 Missouri Blvd. Jefferson City, MO 65109 537-526-4328, [email protected]

RESEARCH PROGRAMSponsor Contact Missouri Dept. of Transportation

1617 Missouri Blvd. Jefferson City, MO 65109

RESEARCH AND RESULTSBrief Summary of Research Project The Missouri Highway Accident Location (HAL) manual, used to identify,

analyze, and correct high crash locations, had not been updated since 1999. This new 4th edition published in 2014 brings the manual up-to-date with a complete re-working of all chapters. It mirrors the Highway Safety Manual (HSM) (AASHTO, 2010) by incorporating its methodology of a systematic and data-driven approach to improving traffic safety.

The title of the manual was changed from HAL (Identification, Analysis, and Correction of High-Crash Locations) to S-HAL (Safety Handbook for Locals) in order to reflect current trends in highway safety. It is intended to be a comprehensive traffic safety resource for all local communities (such as cities and counties) in Missouri. The changes are both stylistic and substantive. For example, a contemporary book-type style sheet was used to improve the ap-pearance of figures, tables, headings, and labels.

The section on countermeasures has been improved significantly through the incorporation of the HSM approach to analyzing countermeasure effec-tiveness. Also, the manual now incorporates a partnership-based approach to safety. This edition takes full advantage of the availability of safety infor-mation, becoming the gateway for many additional sources.

Web Links (if available) http://contribute.modot.mo.gov/safety/Safety_Engineering/documents/S-HALManual.pdf

http://contribute.modot.mo.gov/safety/Safety_Engineering/documents/S-HALManual.pdf

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PROJECT INFORMATIONProject Title Work Zone Safety: Physical and Behavioral Barriers in Accident PreventionID TR201312Project Cost $99,954Duration 22 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Jennifer Harper



1617 Missouri Blvd. Jefferson City, MO 65109

RESEARCH AND RESULTSBrief Summary of Research Project This project focused on the usefulness of creating a work zone traffic safety

culture as a methodology to improve the overall safety of both work zone personnel and the traveling public in Missouri. This research collected the general public’s perception of work zone safety using the existing and aug-mented versions of the MoDOT Work Zone Rating Survey, evaluated the his-torical data on work zone crashes and identified trends that were specific to Missouri, and identified attributes that were associated with severe crashes. Work Zone Rating survey results highlight a difference in stakeholder per-ceptions regarding the adequacy of work zone warning signs and the safety level in traveling through work zones. Survey responses from current MoDOT employees indicate that existing work zone warning signage and guidance (barrels, cones, and striping) are adequate to protect the driving public and are in accordance with the MoDOT Temporary Traffic Control Elements. How-ever, responses from the general public reveal that a plurality of respondents perceived that the warning signs were insufficient in terms of information provided, provided inaccurate information, or were wrongly placed.

An evaluation of crash data shows that there is not an elevated risk in work zones when compared to non-work zones. Fatal and severe crashes occur more frequently when roadway conditions were dark or involved multiple vehicle interactions. Contributing circumstances in work zone crashes involv-ing vehicle interactions suggest that human factors are key risk elements. Solutions to mitigate fatal or severe crashes should include stakeholder edu-cation, higher enforcement and legislation designed to minimize distracted driving, and engineering solutions designed to increase driver awareness.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TRyy1312/cmr14-013.pdf

http://library.modot.mo.gov/RDT/reports/TRyy1312/cmr14-013.pdf


PROJECT INFORMATIONProject Title Recycled Concrete Aggregate: Field Implementation at the Stan Musial Veter-

ans Memorial BridgeID TR201320Project Cost $265,000Duration 17 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Bill Stone


RESEARCH PROGRAMSponsor Contact Bill Stone, Missouri Department of Transportation

1617 Missouri Blvd.Jefferson City, MO 65109

U.S. Department of Transportation Research and Innovative Technology Administration1200 New Jersey Avenue, SE, Washington, DC 20590

RESEARCH AND RESULTSBrief Summary of Research Project The project involved the field evaluation of special concrete made using

recycled concrete aggregate (RCA) in the construction of an approach pave-ment to the Stan Musial Veterans Memorial Bridge, inaugurated in February 2014. Altogether the test sections are approximately 950 feet in length. Re-searchers investigated the performance of three mixture proportions of con-crete with varying amounts of RCA, water-to-cementitious materials ratios (w/cm), and Class C fly ash contents, as compared with a reference sample in order to develop a sustainable concrete designated for rigid pavement.

A variety of samples were taken to investigate the mechanical properties and durability of concrete employed at the job site. Instrumentation was embedded in pavement sections to monitor the long term deformation of different concrete mixtures incorporated in the field study. Truck load test-ing was conducted to evaluate deformation characteristics of RCA concrete compared to that of the Reference concrete mixture made without any RCA. Core samples were extracted to evaluate the in-situ properties of concrete. In addition, laboratory research was conducted to investigate the performance of concrete mixtures made with different amounts of fine RCA varying from 0 to 20%, different fly ash contents ranging from 25% to 40%, and different water-to-cementitious materials ratio of 0.37 to 0.42.


PROJECT INFORMATIONThe study concluded that 1) using up to 40% coarse RCA in pavement ap-plication will not lead to significant decrease in performance of the mixtures; 2) no significant difference in 91-day rapid chloride-ion permeability was observed; 3) all mixtures had acceptable mechanical properties, in line with laboratory results; 4) higher concentration of micro-cracks was observed in the case of RCA mixtures, which may be attributed to the crushing process during RCA production; 5) all mixtures exhibited low iso-thermal deforma-tion values varying from 50 to -150 ?? after more than one year; 6) increase in deformation due to traffic loading was observed in the case of the RCA mixtures; and 7) decrease in deformation was observed as a result of an increase in truck loading speed. For additional information, please see http://transportation.mst.edu/research/r332/

Web Links (if available) http://transportation.mst.edu/media/research/transportation/documents/R332%20Final%20Report.pdf

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PROJECT INFORMATIONProject Title Safety Evaluation of the Diverging Diamond Interchanges (DDIs)

in MissouriID TR201406Project Cost $60001Duration 18monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Jennifer Harper



1617 Missouri Blvd. [email protected]

University of Nebraska-Lincoln, Mid-America Transportation Center2200 Vine Street, PO Box 830851Lincoln, NE 68583-0851402-472-1975, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project While past DDI research has focused primarily on the assessment of opera-

tional benefits, formal safety evaluations of DDIs have been lacking. This study filled the knowledge gap by examining data from six DDI sites in Missouri to conduct a before-after safety evaluation at the project level (interchange) and the site-specific level (ramp terminals) of the DDIs using three methods: Naïve, Empirical Bayes (EB), and Comparison Group (CG). All three methods showed that a DDI replacing a conventional diamond decreased crash frequency for all severities. The DDI offers significant crash reduction benefits over conven-tional diamond interchanges.

At the project-level, the highest crash reduction was observed for fatal and in-jury (FI) crashes (ranging from 60.6% to 63.2%). Property damage only crashes saw reductions ranging from 33.9% to 49%. Total crash frequency also de-creased by a range of 41.7% to 52.9%. For the site-specific analysis, the high-est crash reduction was observed for fatal and injury (FI) crashes (ranged from 64.3% to 67.8%. Property damage only crashes were reduced by 35.6%-53.4%. Total crash frequency also decreased by a range of 43.2%-56.6%.

A collision type analysis revealed that the DDI, as compared to a diamond, traded high severity for lower severity crashes. While 34.3% of ramp terminal-related FI crashes in a diamond occurred due to the left turn angle crashes with oncoming traffic, the DDI eliminated this crash type.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TR201406/cmr15-006.pdf

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PROJECT INFORMATIONProject Title Improvement of Research Report Distribution and Access and Promotion of

More Effective Use of Technical Report Documentation Page, USDOT Form 1700.7

ID TRyy1127Project Cost $39,949Duration 6 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Renee McHenry


RESEARCH PROGRAMSponsor Contact Missouri Department of Transportation, Bill Stone

1617 Missouri Blvd.Jefferson City, MO 65109573-526-4328, [email protected]

Transportation Pooled Fund (FHWA) RESEARCH AND RESULTSBrief Summary of Research Project Based on input from the AASHTO Research Advisory Committee (RAC) Trans-

portation Knowledge Network (TKN) Task Force. the Missouri-led Transporta-tion Library Connectivity and Development Pooled Fund study TPF-5(237) sponsored a project to explore two important questions facing the trans-portation research community (see PART A and B below). The results of the project’s final report are currently being used as a springboard for action by the Task Force in its efforts to coordinate agreement on and compliance with improved, more efficient processes for report distribution and access by all relevant stakeholders.

PART A. How can we improve the distribution of and access to research re-ports (particularly those which are funded by the State Planning and Research (SP&R) program?

PART B. How can we improve and promote more effective use of the Technical Report Documentation page (TRDP) (USDOT Form 1700.7) which is included as a part of a research report?


PROJECT INFORMATIONPART A RESULTS. Although all state DOT libraries surveyed (n=21) distribute SP&R reports to Transport Research International Documentation (TRID) and the National Transportation Library (NTL), most libraries distribute reports to the National Technical Information Service (NTIS) but only half distribute to the remaining recipients on the FHWA directive letter. The majority of re-spondents have an alert system; catalog SP&R-funded reports from their own DOT; utilize group email distribution lists; and store SP&R-funded reports on an internal server. About half of the libraries assign a permanent URL to their reports.

PART A RECOMMENDATIONS. State DOT libraries should maintain their current distribution and preservation practices (e.g. distributing SP&R-funded reports to TRID, NTL, and NTIS) to maintain discovery and preservation of transporta-tion research. Reports should be made available to researchers and practitio-ners within three months of report completion and approval. A first draft of report distribution instructions was included in the final report.

PART B RESULTS. The study found that the most populated fields on the TRDP are title, author, abstract, keyword, report date and number, performing and sponsoring organization. There is inconsistency regarding the completion of all other fields.

PART B RECOMMENDATIONS. A universal TRDP with an instruction sheet should be made available at a central and easily accessible location. This will improve consistency in completion of the page. A proposed modified form with updated instructions (to clarify the ambiguity of certain fields) was included in the final report. Inclusion of URLs and use of Transportation Re-search Thesaurus terms are recommended with reservations.

Web Links (if available) http://library.modot.mo.gov/rdt/reports/TRyy1127/cmr15-003.pdf

http://library.modot.mo.gov/rdt/reports/TRyy1127/cmr15-003.pdf


Montana Department of Transportation

PROJECT INFORMATIONProject Title Montana Rest Area Usage: Data Acquisition and Usage EstimationID 8202Project Cost $150,601Duration 18 monthsSUBMITTERSubmitter Agency Montana Department of TransportationSubmitter Contact Sue Sillick

Manager Research Programs Montana Department of Transportation PO Box 201001, 2701 Prospect Avenue Helena MT 59620-1001 Phone: 406-444-7693, E-mail: [email protected]

RESEARCH PROGRAMSponsor Contact Montana Department of Transportation

2701 Prospect Ave PO Box 201001 Helena, MT 59620-1001 Phone: 406-444-7693

RESEARCH AND RESULTSBrief Summary of Research Project The Montana DOT (MDT) research project “Montana Rest Area Usage: Data

Acquisition and Usage Estimation” resulted in data collection and analysis to support various aspects of future rest area planning, design, and operations in the state of Montana. Usage data from rest areas throughout the state was used in the research to develop guidance, related to various aspects of rest ar-eas including parking, patron visitation, water usage, and wastewater genera-tion. A key piece of guidance recommends a water usage value of 2.0 gallons per patron, which correlated to the same value per patron for wastewater generation. This is a significant departure from the existing guidance provid-ed by AASHTO’s “Guide for Development of Rest Areas on Major Arterials and Freeways”, which recommends the use of 3.5 gallons per patron. This 1.5 gal-lon difference has significant implications on the sizing and associated cost of each system and advanced wastewater treatment component, the land area necessary for a drainfield, and resulting operations and maintenance of the constructed system. The application of this finding in designs for new and renovated rest areas was the most immediate outcome from the short-term implementation of the research.


PROJECT INFORMATIONIn just the next two years, there are six rest areas scheduled for wastewater system rehabilitation. The savings realized at these sites is over $1.3 mil-lion. When applied in the design calculations of systems at thirty additional Montana rest areas requiring wastewater system rehabilitation over the next twenty years (through 2032), the reduced wastewater figure is expected to produce savings of between $65,445 and $513,750 per site. The collective savings generated by this revised guidance will total $6,308,060 in present value (2013). The present cost of the research (2013) is $206,031. These sav-ings and the research cost were used when calculating the benefit-cost ratio (31:1) of the research and the return on investment (30). In addition, reduc-tions in sizing of wastewater treatment systems will minimize the impacts to the environment, particularly at sites with septic systems.

Web Links (if available) http://www.mdt.mt.gov/research/projects/planning/rest_area.shtml

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PROJECT INFORMATIONProject Title Steel Pipe Pile/Concrete Pile Cap Bridge Support Systems: Confirmation of

Connection PerformanceID 8203Project Cost $117,337Duration 39 monthsSUBMITTERSubmitter Agency Montana Department of TransportationSubmitter Contact Sue Sillick

Manager Research Programs Montana Department of Transportation PO Box 201001, 2701 Prospect Avenue Helena MT 59620-1001 Phone: 406-444-7693, E-mail: [email protected]

RESEARCH PROGRAMSponsor Contact Montana Department of Transportation

2701 Prospect Ave PO Box 201001 Helena, MT 59620-1001 Phone: 406-444-7693

RESEARCH AND RESULTSBrief Summary of Research Project The Montana Department of Transportation (MDT) has found concrete-filled

steel tube (CFT) piles connected at the top by a concrete pile cap to be a very cost effective support system for short and medium span bridges. This type of system offers low initial cost, short construction time, low maintenance requirements, and a long service life. From a structural engineering perspec-tive, these systems must provide acceptable performance under gravity (i.e., self weight and vehicle loads) and lateral loads (i.e., extreme ice, wind, and seismic events). While the gravity load performance of these systems is well understood, their strength and ductility under extreme lateral loads is more difficult to reliably predict using conventional design procedures. Therefore, MDT sponsored three phased research projects at Montana State University (MSU) to investigate the performance of these systems under extreme lateral loads.

Based on the results of the first two phases of research, in conjunction with established structural engineering principles, MDT developed a design pro-cedure to determine the reinforcing steel required in the pile cap to produce the desired system performance under lateral loads. The objective of the project phase discussed herein was to validate this new connection design methodology by physically testing connections designed according to this procedure. A total of six half-size connection specimens were tested under axial and lateral load until failure. Based on the results of this investigation, several observations were made regarding the efficacy of the MDT design


PROJECT INFORMATIONmethodology, and suggestions were made to improve its effectiveness. MDT plans on implementing the recommended modifications to this design guide, and this process is currently underway.

The potential cost-savings of this system were calculated by comparing the cost of this system to a drilled-shaft system commonly used by MDT. In par-ticular, a single 6-foot diameter drilled concrete shaft and column system was compared to a driven CFT pile system with five 20-inch diameter piles. This analysis showed a potential cost-savings of $50,000 per bridge for the CFT pile system. It is anticipated that this system will now be used approximately 2 times per year in place of the drilled-shaft system, for a total of $100,000 per year in savings. The life of this research product (new CFT connection design methodology) is anticipated to be 20 years. This results a B/C of 6.78:1 and a return on investment of 5.78. See attached document for additional details.

Web Links (if available) http://www.mdt.mt.gov/research/projects/structures/seismic.shtml

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Nevada Department of Transportation PROJECT INFORMATIONProject Title Investigation of Corrosion of Mechanically Stabilized Earth (MSE)

Walls in Nevada, Phase IIID P061-12-803Project Cost $367,522Duration 28 monthsSUBMITTERSubmitter Agency Nevada Department of TransportationSubmitter Contact Angela Alter, Research Planning Analyst, NDOT

1263 S. Stewart Street Carson City, NV 89712 775-888-7223, [email protected]

RESEARCH PROGRAMSponsor Contact Nevada Department of Transportation

1263 S. Stewart Street Carson City, NV 89712

RESEARCH AND RESULTSBrief Summary of Research Project This research has identified seven wall locations with greatly reduced lifes-

pans. Planning for remediation allows NDOT to proactively improve roadway safety. In particular, this allows NDOT to prevent roadway deaths, injuries and property damage as a result of MSE failure from corrosion. Economic Impacts of Motor Vehicle Crashes 2000 (http://www-nrd.nhtsa.dot.gov/Pubs/809446.PDF) estimated a roadway fatality to cost $977,208 - without considering the emotional impact to friends and family, this is using year 2000 dollars, without accounting for inflation to 2015. This very conservative estimate does not consider the costs of roadway delays, increased fuel consumption, emergency services, litigation, injuries or property damage. If this research prevents even a single death, the project cost of $367,522 represents a return of nearly 3:1 on that investment. If you also include inflation, injuries, property damage and other costs, the actual benefit is likely several times higher. The first wall discovered to be compromised, and deemed an immediate hazard, was repaired by a cast-in-place wall. This procedure, although effective, cost $1.5M dollars for that single area. More cost-effective means of improving the remaining walls can be developed in the next phase of this project. Since visual inspection gave no hint to the internal corrosion problems and the ini-tial discovery of advanced corrosion was made by accident, this research had the added benefits of re-assessing NDOT testing methods and confirming the need for long-term monitoring of MSE walls to ensure structural soundness, just as is done with bridges and other critical structures.



New Hampshire Department of Transportation

PROJECT INFORMATIONProject Title Fingerprinting Sources of Nitrogen in Wells near Blasting Sites ID 15680VProject Cost $94,589Duration 14 monthsSUBMITTERSubmitter Agency New Hampshire Department of TransportationSubmitter Contact Ann Scholz, P.E.

5 Hazen Drive Concord, NH 603-271-8995 [email protected]

RESEARCH PROGRAMSponsor Contact U. S. Geological Survey

United States Department of the Interior Center/NH-VT Office331 Commerce Way, Suite 2, Pembroke, NH 03275 603-226-7826, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Nitrate concentrations were unusually elevated for short periods of time in

some groundwater wells adjacent to construction sites that involved blasting activities. Throughout the construction period where groundwater moni-toring was completed, groundwater identified with blasting-related nitrate moved rapidly from construction sites to down gradient wells (month) and then flushed out over a time scale of year(s). Developed land use settings ad-jacent to many other homes with small lot sizes and septic systems had rela-tively stable nitrate concentrations. Residential (septic) effects include stable and moderately high nitrate with elevated Mn, Cl, and Ca. With the use of the isotopic analysis to identify the source of nitrate in the groundwater adjacent to blasting sites, temporary mitigation measures such as water treatment systems or alternative water sources can be effectively implemented. Effec-tive management of contamination ensures mitigation is only implemented at impacted sites from construction activities, prevent homeowner’s expo-sure to regulated contaminants that are a byproduct of blasting activities, and furthermore minimize the department’s liability. Implementing this research helps the Department address construction claims by avoiding er-roneous ones which historically made us inherit problems caused


PROJECT INFORMATIONnot by us or our activities. The standard was to sample adjacent properties for strictly nitrate, not isotopes, and the Department took on anything that exceeded the standard. There was no way to rule out individual samples or homes that had other issues. The Department typically pays for the reme-diation of the contaminants at residential properties. This can be bottled water or treatment systems that cost thousands. The O&M of one can be very unnecessarily costly when we are not the responsible party. Cost savings will accumulate as the homes that were identified with residential nitrate will not be paid for long term monitoring and remediation. They will not be included in the groundwater management permit where they monitor the concentra-tion for years.

Web Links (if available) http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/15680v.htm

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PROJECT INFORMATIONProject Title Design and Maintenance of Subsurface Gravel Wetlands ID 15680WProject Cost $25,000Duration 20 monthsSUBMITTERSubmitter Agency New Hampshire Department of TransportationSubmitter Contact Ann Scholz, P.E.

5 Hazen Drive Concord, NH 603-271-8995 [email protected]

RESEARCH PROGRAMSponsor Contact New Hampshire Department of Transportation

5 Hazen Drive Concord, NH

RESEARCH AND RESULTSBrief Summary of Research Project This research project provided the Department with a final report that docu-

mented substantial savings while still maintaining an appropriate degree of improvement to stormwater quality. The current average cost to construct a subsurface gravel wetland is approximately $32,500 per impervious acre of land use treated by the system. Results of the cost assessment indicate room for potential savings with respect to design of more than $5,000 per contrib-uting impervious acre.

Web Links (if available) http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/15680w.htm

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New Jersey Department of Transportation PROJECT INFORMATIONProject Title Stormwater System Monitoring and EvaluationID FHWA-NJ-2014-010Project Cost $186,080Duration 33 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners

New Jersey Department of Transportation1035 Parkway Ave Trenton, NJ 08625

RESEARCH PROGRAMSponsor Contact New Jersey Department of Transportation

1035 Parkway Ave Trenton, NJ 08625

RESEARCH AND RESULTSBrief Summary of Research Project Background: The New Jersey Department of Transportation (NJDOT) has

installed numerous prefabricated stormwater treatment systems through-out the State. The use of such systems, known as Manufactured Treatment Devices (MTDs), is expected to continue in the foreseeable future and NJDOT is the responsible party for the maintenance of these MTDs. On February 2, 2004, with the adoption of the N. J. Department of Environmental Protection Stormwater Management Rules (N.J.A.C. 7:8), the use of these devices be-came necessary to comply with the stricter stormwater management stan-dards for roads and highways.

Research Objectives: The objective of this project was to create a mainte-nance and inspection plan that optimizes the time and resources invested in the maintenance of the MTDs by NJDOT.

Recommendations: • For a general highway site, four years is the recommended cleanout inter-val. This estimation is based on the measured time variation of sediment depth and the maximum allowable sediment depth of two feet. If the site has severe erosion, one and a half years are recommended for the cleanout interval. • The pumped-out stormwater should ideally be routed to a wastewater treatment facility for proper disposal. • If a disposal facility can receive both water and solids, transportation be-tween the site and the facility can be reduced.

Web Links (if available) http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2014-010.pdf

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PROJECT INFORMATIONProject Title Stormwater System Monitoring and Evaluation - ImplementationID FHWA-NJ-2014-011Project Cost $40,000Duration 36 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Background: To improve the quality of highway runoff and meet the new

stormwater management requirements, the New Jersey Department of Transportation (NJDOT) has installed numerous prefabricated stormwater treatment systems throughout the state produced by a range of manufac-turers. The use of such systems, known as Manufactured Treatment Devices (MTDs), is expected to continue in the foreseeable future. As the responsible party for the maintenance of these MTDs, NJDOT is interested in determin-ing optimum maintenance intervals and expected maintenance costs for the range of MTDs utilized by the Department. In the previous research project, twelve stormwater manufactured treatment devices (MTDs) along New Jersey highways were selected for monitoring over one year. In this imple-mentation phase of the project, the twelve devices were monitored for an additional three years or till they reached the maximum allowable sediment storage capacity.

Research Objectives: The objectives of this project were to inspect/monitor the previously chosen twelve devices every three months, to affirm the main-tenance interval extrapolated from the previous project, and to estimate the maintenance cost reduction derived from using the recommended cleanout schedule.

Recommendations: The sites for the twelve devices were divided into three different categories: (1) sites with inadequate inflow to the device, (2) sites with the poor source control, and (3) sites under general conditions.


PROJECT INFORMATION• For the sites with inadequate inflow, the installation problems should be corrected and/or the inlet pipes should be cleared. • For the sites with poor source control, a maintenance interval of one and one half years is recommended, but, it is preferably recommended that they are made stable, to reduce the degree of erosion, and then put on a mainte-nance interval for the general sites. • For the general sites, the maintenance intervals were measured to be from three to four and one half years


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PROJECT INFORMATIONProject Title Measuring the Benefits of Transit-Oriented DevelopmentID FHWA-NJ-2014-014Project Cost $193,210Duration 29 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Background: This study provides an overview of the beneficial impacts of

transit-oriented development – compact, mixed-use pedestrian land uses within walking distance of transit stations. These benefits can lead to more vibrant and healthier communities and provide personal benefits to those choosing to live in TODs and near stations.

Research Objectives: The objective was to document and assess the benefits gained through the implementation of a TOD strategy through both qualita-tive and quantitative approaches. To do so, they collected and examined data from key informant interviews, focus groups of those living near four sta-tions, and a mail and online survey of 1,629 households near eight stations in NJ. Additionally they conducted case studies of three communities that have adopted a TOD strategy.

Recommendations: • Given the benefits that individuals and communities can achieve by fo-cusing development near existing trains stations, a focus on policies that support this development is needed. Supportive policy for TODs includes changes to existing zoning ordinances that make it difficult or impossible to focus development near train stations. • More coordination between stakeholders is needed to improve the pe-destrian environment by providing safe and convenient access to stations even in areas that have successfully developed near their train station. The Complete Streets initiative is one way to help facilitate the needed changes however stakeholders should work cooperatively to identify funding mecha-nisms to improve the walkability around transit stations.


PROJECT INFORMATION• Successful development near stations will boost transit ridership, however budget constraints make it difficult to provide better and more frequent service, which in turn makes new developments more attractive to residents. Budget challenges can be solved with increases in the gasoline tax and con-sideration of a dedicated funding source for NJTRANSIT, perhaps a fraction of any increase in the gasoline tax. This can also provide a funding source for walkability improvements near train stations.


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PROJECT INFORMATIONProject Title Safety and Accessibility of Dynamic Message Signs (DMS)ID FHWA-NJ-2014-016Project Cost $97,323Duration 13 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Background: This project involved an inspection of New Jersey’s older

Dynamic Message Signs (DMSs) to provide an assessment of the safety and accessibility to these signs and to recommend improvements in order to adhere to Occupational Safety and Health Standards (OSHA) Part 1910.23 standards on “Walking-Working Surfaces” which applies to employees access-ing DMSs.

Research Objectives: The overall objective of the research was to perform an evaluation of all older DMS designs to allow employees to safely access over-head DMSs. The research involved performing a systematic inspection of the approximately one hundred and seventy (170) DMSs located in the State of New Jersey to determine the safety and accessibility for maintenance of the signs. An assessment was also performed to determine whether existing pro-cedures used for accessing newer signs can also be used for the older signs or whether revised procedures are needed. Safe work practices were identi-fied and engineering or alternative solutions identified to allow employees to safely access overhead DMSs.

Recommendations: Using the assessment performed, recommendations were developed for DMSs at specific locations not meeting or partially meet-ing the minimum standards for catwalks, utility lines or for access.

The following are the recommendations from the study: • Catwalks are recommended for installation at cantilever and span type DMSs where no catwalk is currently provided. Installation of catwalks is also recommended at some DMS locations where the existing sign support would not adequately support the catwalk. At these locations it is recommended not only that the catwalk be installed, but also that the sign support be re-placed to accommodate the catwalk.


PROJECT INFORMATION• At some DMS locations, access to the DMS is provided through a front panel and no catwalk currently exists. At these locations, catwalks are not recommended and access to the DMS continue to be provided through the use of a bucket truck. • At some DMS locations, no hard surface is available for maintenance per-sonnel to park the vehicle. Without a hard surface, weather related condi-tions can impact accessibility to the DMS. At these locations, a parking pad is recommended for installation.


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PROJECT INFORMATIONProject Title State Channel Maintenance CapacityID FHWA-NJ-2015-001Project Cost $123,370Duration 12 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Background: Currently, conventional placement areas for sediments dredged

from New Jersey’s waterways are in upland placement sites known as Con-fined Disposal Facilities (CDF). There is a great need for dredged material placement sites as their designated CDFs are nearing capacity. One solution for addressing the need for dredged material placement is to utilize the for-mer subaqueous borrow pits or “dredged holes” that are found throughout the New Jersey bay-wide system. Utilizing dredged holes for the placement of dredged material presents a dual benefit of improving degraded marine habitat while maintaining navigation channels to support commercial and recreational economies. The New Jersey Department of Transportation/Office of Maritime Resources (NJDOT-OMR), Richard Stockton College of New Jersey Coastal Research Center (CRC), and Ocean and Coastal Consultants (OCC) investigated the utilization of dredged holes in New Jersey’s coastal bays for the dual benefit of restoring degraded habitat and alleviating shoaling of nearby navigation channels through the beneficial use of dredged material.

Research Objectives: - Identify dredged holes and develop a dredged hole database through interpretation of aerial photography and navigation charts in a geographic information system (GIS). - Complete a literature review and collection of existing information related to location, history, current status, and any other required data and identify candidate sites for further evaluation in collaboration with the NJDEP and NJDOT-OMR.


PROJECT INFORMATION- Survey candidate dredged holes utilizing a single-beam echo sounder and real time kinematic (RTK) global positioning system (GPS). - Complete candidate site analysis (maximum depth, capacity, and access). - Perform biological and water quality surveys for five identified dredged hole sites. - Use a YSI 6600 multipart water quality sampler to determine dissolved oxy-gen content, temperature, pH, and salinity in each feature. - Take a benthic grab sample at each water quality sampling location and visually assess the sample for benthic community structure as well as sedi-ment composition.

Recommendations: -The project team recommended five priority dredged holes for potential habitat restoration. Water quality surveys and benthic grab samples confirm that hypoxia (dissolved oxygen content of less than 2mg/l) is occurring in these dredged holes and that the benthic habitat is azoic. Through the place-ment of dredged material the bottom elevation of these dredged holes can be increased to shallower depths that do not facilitate the stratification of the water column and subsequent stagnation and hypoxia of the waters in these features. -An engineering feasibility analysis was completed by OCC for each priority site to identify appropriate dredged material placement methodologies and the need for any pre-placement dredging or engineering.


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PROJECT INFORMATIONProject Title Evaluation of Surface Resistivity Indication of Ability of Concrete to

Resist Chloride Ion PenetrationID FHWA-NJ-2015-005Project Cost $220,000Duration 18 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Background: Concrete’s ability to resist chloride penetration is a determin-

ing factor when evaluating durability performance. Over the last decade, many bridge structures in the State of New Jersey have been constructed using High Performance Concrete (HPC) due to its advantage in strength and durability. HPC has been introduced by FHWA to help reduce both initial construction costs and long-term maintenance costs. However, when a bridge deck is exposed to aggressive and harsh environments, the chloride ions from de-icing salts could penetrate into the concrete deck through its pores, initiating corrosion of its reinforcement and diminishing its durabil-ity. This phenomenon is one of the major factors causing delamination and structural deficiencies of concrete decks. Therefore, there is a need for a reli-able test method for measuring and evaluating the durability characteristics of various HPC mixes. The Rapid Chloride Permeability Test (RCPT) is gener-ally employed testing method that could provide comparative predictions of durability characteristics among different HPC mixes. However, the RCPT method is ineffective in assessing the chloride resistance of concrete and has many drawbacks; it is a laborious destructive test that provides an indication of chloride ion movement but with high variances.

Research Objectives: The main objective of this project is to evaluate the Surface Resistivity Test (SRT) in accordance with AASHTO TP 95-11, and to provide a SR threshold to update the NJDOT HPC Specifications. The research framework incorporates the following three components: 1) Perform the SR and RCP tests concurrently in within-laboratory and multi-laboratory settings to evaluate the SR test method for its repeatability, cor-relation with RCPT, ease of use, and cost-effectiveness. 2) Analyze and correlate the SR and RCP test results after aggregating all available test data.


PROJECT INFORMATION3) Determine the SR threshold values based on testing results from a spec-trum of mixes (laboratory versus field, different mix proportions and material constituents, curing conditions, dry versus wet, specimen size, temperature, etc.), and accordingly develop/modify the Standard Specifications for NJDOT.

Recommendations: The following are the recommendations from the study: The outcome of this study is a complete statistical analysis of test data col-lected from laboratory as well as field mixes as to validate the SRT in com-parison with the RCPT. Results show that adopting SRT in lieu of RCPT would be more economical and effective in enhancing quality of construction. This study also investigated the effect of curing conditions as well as the effect of Supplementary Cementitious Materials (SCM) and admixtures in HPC on RCPT and SRT results. Laboratory mixes were utilized for parametric studies and for correlating SRT and RCPT results. Field concrete samples from various bridge projects in New Jersey were also collected and tested to validate the correlation and provide the SR threshold that will be used in the NJDOT HPC Specifications.


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North Carolina Department of Transportation

PROJECT INFORMATIONProject Title Field Verification of Undercut Criteria and Alternatives for Subgrade

Stabilization - Coastal PlainID 2008-13Project Cost $86,115Duration 38 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact F. Rasay Abadilla, Jr., P.E.,

NCDOT Research and Development 104 Fayetteville St.Raleigh, NC 27601 (919) 508-1832, [email protected]

RESEARCH PROGRAMSponsor Contact North Carolina Department of Transportation Research and Development

1549 Mail Service Center Raleigh, NC USA 27699-1549 http://www.ncdot.org/doh/preconstruct/tpb/research/

RESEARCH AND RESULTSBrief Summary of Research Project The work in this research was focused on performing full-scale testing in

the field on instrumented unpaved roadway sections to collect data for the validation of guidelines developed from the laboratory and modeling study.Four 16 feet wide by 50 feet long stabilized test sections were built on poor subgrade soils encountered in the Coastal Plain region of North Carolina. One test section encompassed undercutting and replacement with select material (Class II), the second and third test sections included reinforce-ment using a geogrid and geotextile, respectively, in conjunction with undercutting and replacement with ABC (Class IV), and a fourth test section included cement treatment of the soft subgrade soil. Full-scale testing was conducted on the test pad by applying 1000 consecutive truck passes using a fully loaded tandem-axle dump truck over a period of four days. During this time visual observations were noted and measurements were collected regarding rut depth, vertical stress increase at the base/subgrade interface, and subgrade moisture content with truck passes. Once traffic loading was completed, the test pad was re-graded and proof roll testing was performed to look for signs of pumping and rutting.

It is important to emphasize the fact that with each stabilization measure there are factors that are difficult (or impossible) to quantify and as a result were not considered in this analysis. In some cases, these factors can have a significant influence on the final decision to implement one stabilization measure over another. These factors include but are not limited to the fol-lowing:


PROJECT INFORMATION1) Depending on the desired turnaround time between stabilizing the subgrade and placing the successive layer of material (i.e. base course or binder material), time may be an overriding factor. In the case of a short turnaround, soil-cement stabilization would be discouraged since a period of approximately seven days is required to allow the soil-cement to cure. 2) Depending on the site location, the contractor may be within close prox-imity to a select or borrow material source but far away from an ABC source or vice versa. 3) If a project site has multiple access points (such as a widening project), the frequency of traffic on the stabilized roadway may be minimal. In this case, short-term loading is less of an issue and repair will probably not be needed. As a result, decisions can be focused on long-term performance and the initial construction costs. 4) In the case of soil-cement, the additional fuel and time costs associated with construction equipment traversing the site using an alternate, presum-ably longer route since driving on the soil-cement layer is not permitted. This would not be a factor on a multiple access site similar to the one men-tioned in the previous bullet point. 5) Additional laboratory and quality control costs associated with soil-cement stabilization versus mechanical stabilization methods. This includes proctor-compaction and UCS tests in the lab, and more involved density, moisture, and sampling tests required in the field. 6) Based on NCDOT specifications, soil-cement construction cannot occur when the air tempera-ture is below 40 degrees Fahrenheit (NCDOT, 2012). Depending on time of the year, this factor may rule out the use of soil-cement stabilization for a particular project. 7) Chemical stabilization may not work for soils with high moisture content or under conditions dominated by high ground water for long periods of time.

Web Links (if available) http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2008-13FinalReport.pdf

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http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2008-13FinalReport.pdf



PROJECT INFORMATIONProject Title Crack Free Mass Concrete Footings on Bridges in Coastal EnvironmentsID 2012-09Project Cost $79,038Duration 14 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact F. Rasay Abadilla, Jr., P.E.,

NCDOT Research and Development 104 Fayetteville St.Raleigh, NC 27601 (919) 508-1832, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The NCDOT identified several mass concrete footings in bridges along the

coastal region of North Carolina with cracking problems that needed to be assessed for cracking in light of the current North Carolina mass concrete specifications. The NCDOT mass concrete specifications were also to be updated with improved quality control guidelines to create more durable, crack free concrete. The objective of this study was to create a finite ele-ment model to analyze the North Carolina bridge footings and assess them for their early age thermal cracking probability. The NCDOT mass concrete specifications were also to be assessed. This report presents the findings from site visits to mass concrete footings in North Carolina and the experi-mental block tests. It also presents the findings of the thermal and structural analysis of the experimental block and three case study mass concrete foot-ings.

Implementing research results would require additions and revisions to cur-rent NCDOT mass concrete specifications as follows: A) A maximum allowable temperature after placement of 158 °F should be specified. B) Concrete should remain covered and monitored until the difference between the internal concrete temperature and the average daily ambient temperature is below 35 °F, but in no case should the concrete be cured and protected for less than 7 days after placement. C) Early formwork removal may be allowed based on evidence from match-cured cylinders. D) Consider material specifications allowing the use of granulated slag replacement of cement by 50 – 70% and/or a ternary mix of granulated slag, fly ash, and Portland cement, where there is at least 20% fly ash by weight


PROJECT INFORMATIONand 40% Portland cement by weight. The use of fly ash replacement of ce-ment by 30% is also allowed. E) Require temperature sensors at the surface nearest to the concrete’s center of mass as well as at the farthest surface from the center and at the center of mass itself. F) Require the Contractor to provide an analysis of the anticipated range of peak temperatures, maximum temperature gradients, time to peak tem-perature, as well as the time it takes to cool to the allowable temperature differential in the mass concrete elements using his proposed mix design, casting procedures, and materials. The following methods can be used: a) Schmidt method with the measured adiabatic temperature curves from a semi-adiabatic calorimetry test. b) An equivalent method as approved by the Engineer. G) If Schmidt’s method is used with ACI’s generic adiabatic temperature curves, care should be taken by the Engineer in recognition of the errors produced from this method. H) Require immediate and future remedial actions by the Contractor if tem-perature differential limits are exceeded. I) The special case recommendations referring to “massive” mass concrete structures (currently defined as a structure with a minimum dimension of 14 feet) would require more in depth calculations, analysis, and/or monitoring to highlight the special attention these “massive” mass concrete structures require.


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PROJECT INFORMATIONProject Title Performance Evaluation and Placement Analysis of W-beam

Guardrails behind CurbsID 2013-10Project Cost $225,467Duration 40 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact Ernest Morrison

1549 Mail Service Center Raleigh, 27699-1549



RESEARCH AND RESULTSBrief Summary of Research Project Modeling and finite element simulation work was conducted on three NC-

DOT W-beam guardrails (the 27-, 29-, and 31-inch guardrails) placed at the curb face and at 12 feet from the curb face. The 29-inch guardrail was also evaluated at 6 feet from the curb face. The guardrails with 27-, 29-, and 31-inch placement heights were impacted by a 1996 Dodge Neon and a 2006 Ford F250 at 44 mph (70 km/hour) and at two impact angles (25 degrees and 15 degrees). The guardrails performance was determined by evaluating the vehicular responses based on MASH exit box criterion, MASH evaluation criterion F, exit angles, yaw, pitch, and roll angles, transverse displacements, and transverse velocities. The simulation results demonstrated the effective-ness of the 29- and 31-inch guardrails placed at 12 feet from the curb face under MASH TL-2 impact conditions. Under small angle vehicular impacts (i.e., 15 degrees), the guardrails with 27-, 29-, and 31-inch placement heights were shown to be effective at all three placement locations in relation to the curb face. Finite element modeling and simulations were shown to be both effective and efficient and can be used to study crash scenarios that are dif-ficult and/or extremely expensive to conduct with physical crash testing.

Implementable Research Product: The research product includes a sum-mary of the performance of the W-beam guardrails at 27-, 29-, and 31-inch placement heights when installed at the curb face and at 12 feet from the curb face. These recommendations for new installations and retrofit of guardrails behind curbs can be implemented into NCDOT design specifica-tions.

Web Links (if available) https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=3101

https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=3101


PROJECT INFORMATIONProject Title Development and Validation of Pavement Deterioration Models and

Analysis Weight Factors for the NCDOT Pavement Management System (Phase I: Windshield Survey Data)

ID FHWA/NC/2011-01Project Cost $265,000Duration 38 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact Mustan Kadibhai, P.E.

Research Engineer NCDOT Research and Development 1549 MSC Raleigh, NC 27699-1549 919-508-1819, [email protected]

RESEARCH PROGRAMSponsor Contact Neil Mastin, P.E.

Research Manager, NCDOT Research and Development 1549 MSC Raleigh, NC 27699-1549 919-508-1865, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project • Newly developed deterioration models including distress models and

performance models. • A new set of weight factors for Cost-Benefit Analysis (CBA). • An updated NCDOT PMS with new deterioration models and weight fac-tors. • Newly developed distress models can be used by the NCDOT to select appropriate maintenance treatments. Once a distress curve declines to a threshold, the decision tree in the NCDOT PMS is triggered, and a mainte-nance treatment is recommended. The associated costs are then calculated for funding analyses. • Newly developed performance models can be used by the NCDOT to optimize funding through Cost-Benefit Analysis (CBA). In a CBA, the area under the performance curve is the Baseline Benefit. The estimated benefit of a proposed roadway maintenance activity is calculated by multiplying its Baseline Benefit by lane-miles and a weight factor. Finally, the estimated benefits are used to develop a ranked list of projects for the funding alloca-tion purpose. • Once the new deterioration models are developed and implemented in the NCDOT PMS, the set of weight factors determined in this study can be used to avoid underestimating or overestimating the maintenance benefit resulting in accurate CBA results.





PROJECT INFORMATIONProject Title Development of IRI Limits and Targets for Network Management and

Construction Approval PurposesID FHWA/NC/2013-02Project Cost $345,000Duration 24 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact Mustan Kadibhai, P.E.

Research Engineer NCDOT Research and Development 1549 MSC Raleigh, NC 27699-1549 919-508-1819, [email protected]

RESEARCH PROGRAMSponsor Contact Neil Mastin, P.E.

Research Manager, NCDOT Research and Development 1549 MSC Raleigh, NC 27699-1549 919-508-1865, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project It was concluded that smooth pavements (smaller initial IRI values) deterio-

rated at a slower rate and therefore had longer service lives. In addition to initial IRI, other factors such as traffic volume and environmental factors also work jointly to impact how the network performance IRI values change over time. This study generated the following outcomes that will be beneficial to NCDOT and other state DOT’s: • A better understanding of the traveling public’s perception of “rough” and unacceptable pavement conditions. • A systematic method and defined relationship to correlate measured IRI with public perceptions of roughness. • A set of suggested IRI thresholds to the NCDOT PMU that can be used to trigger appropriate pavement maintenance treatments. • An IRI Index from 0-100 and IRI models. • A defined relationship between initial construction IRI and network perfor-mance IRI. • A verified relationship between the initial IRI values and the “failure” IRI values that can serve as an appropriate acceptance criterion; and a set of appropriate design values for Pavement-ME program. • Confirmation of the general levels of construction approval smoothness





PROJECT INFORMATIONProject Title Improvements to NCDOT’s Wetland Prediction ModelID FHWA/NC/2013-13Project Cost $287,189Duration 28 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact John Kirby

NC Department of Transportation 104 Fayetteville St. Raleigh, NC 27610 (919)508-1816 [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project As part of FHWA and NCDOT streamlining initiatives, NCDOT developed

wetland prediction models for two pilot projects to reduce the amount of field work associated with wetland delineations. The goal of this project was to provide improved LiDAR-based wetland prediction models with highly automated, reliable, and user-friendly software tools based on ArcGIS. The purpose of the study was to improve and automate the initial modeling efforts. This exemplifies how innovative technologies can be used in lieu of extensive field wetland delineations and ultimately reduce transporta-tion project delivery time and costs while protecting the environment. The research created a tool based in ArcGIS 10.1 to automate the process of gen-erating the DEM terrain derivatives and create Random Forest (RF) classifiers to predict and map wetlands.

This research expands on the current efforts to integrate innovative tech-nologies such as airborne Lidar, digital imagery and pattern recognition to characterize and monitor the natural environment. The implementation of this study will reduce field work, costs and project delivery times. For example, using wetland prediction models for the Kinston Bypass Project, NCDOT was able to save $350,000 on wetland and stream delineations on just one project. As this technology is used on other projects, additional funds will be saved. Further automation and upgrades will results in increas-ing efficiency.

Web Links (if available) https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=3241

SWEETSIXTEEN

https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=3241


Ohio Department of Transportation PROJECT INFORMATIONProject Title Evaluation of EPOKE Bulk Spreader for Winter MaintenanceID 24768134651Project Cost $315,296Duration 24 monthsSUBMITTERSubmitter Agency Ohio Department of TransportationSubmitter Contact Cynthia Gerst

1980 West Broad Street Mail Stop 3280 Columbus, OH 43223

RESEARCH PROGRAMSponsor Contact Ohio Department of Transportation

1980 West Broad Street Mail Stop 3280 Columbus, OH 43223www.dot.state.oh.us/research/

Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 www.fhwa.dot.gov

RESEARCH AND RESULTSBrief Summary of Research Project - ODOT evaluated the Epoke Bulk Spreader, which is a salt and brine spreader

capable of applying material over multiple lanes in a single pass, to reduce expenditures in winter maintenance budget. This evaluation has been conducted in order to determine the feasibility for implementation, which includes: the impact on level of service, material usage, and versatility of the equipment. - The initial project analysis of the material data found that the Epoke used 12% less salt than the standard truck when maintaining the same section of highway. By using the Epoke liquid spreader on the tanker, anti-icing times were reduced six hours per event and required one truck rather than four. - In 2014 we started pilot implementation and have found an average of 35% salt savings. As an agency we are considering statewide implementation at this time. - ODOT has developed truck operator training for Epoke to ensure they un-derstand the capabilities of the system compared with our standard trucks. ODOT is also evaluating additional uses for the Epoke system, such as sum-mer herbicide spraying operations.

Web Links (if available) http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand-plans/Reports/2013/Maintenance/134651_FR.pdf

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http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2013/Maintenance/134651_FR.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2013/Maintenance/134651_FR.pdf


Oregon Department of Transportation PROJECT INFORMATIONProject Title Proof of Concept; GTFS Data as a Basis for Optimization of Large Scale

Transit NetworksID SPR 752Project Cost $90,000Duration 22 monthsSUBMITTERSubmitter Agency Oregon Department of TransportationSubmitter Contact Michael Bufalino

555 13th Street NE, Suite 2 Salem, OR 97301-5192 503-986-2845

RESEARCH PROGRAMSponsor Contact Oregon Department of Transportation

200 Hawthorne SE, Suite B-240 Salem OR USA 97301-5192 http://www.odot.state.or.us

RESEARCH AND RESULTSBrief Summary of Research Project The project resulted in the development of a functioning application pro-

gram that is hosted by Oregon State University, which allows for easy and dynamic display of selected transit routes and stops throughout the entire state of Oregon. The application serves as a base, and with continued imple-mentation through a Phase 2, which will result in additional functionality. The Phase 2 is currently under development.

The program was developed using open sourcing, with the goal of being able to incorporate, modify, and make future improvements as developed by others. The program brings together each of the existing transit agencies’ schedules and routes, in a “live” format, so that connectivity issues between transit agencies can begin to get resolved, and as an aid to transit agencies for the planning of future routes.

The application has been used in a soon to be finalized report on ODOT’s contract bus service stop passenger amenities. More specifically, the popu-lation within a certain radius of a stop calculation provides useful data to compare to Stop Utilization Values collected by bus service contractors. The results of the additional information will be used to address connectivity issues between and within individual transit agencies. ODOT Public Transit Division (PTD) has gained value from access to existing population related functionality and from easy access to dynamic display of up-to-date routes and stops. This has been the Phase 1 of the project and currently benefits state planners and other departments within ODOT, such as Transportation Planning and Analysis Unit (TPAU).


PROJECT INFORMATIONThe benefits to local transit agencies will be realized soon with the imple-mentation of Phase 2, at which time local transit agencies will be able to use the tool to help resolve their connectivity issues with other transit agencies, as well as within their own agency. Eventually, the application will be made available to the public, enabling riders to plan their transit trips between cit-ies and towns across the state with efficiency.

Web Links (if available) http://www.oregon.gov/ODOT/TD/TP_RES/docs/Reports/2014/SPR752_GTFS_Data.pdf

PROJECT INFORMATIONProject Title Operational Guidance for Bicycle Specific Traffic Signals in

the United StatesID SPR 747Project Cost $119,000Duration 227 monthsSUBMITTERSubmitter Agency Oregon Department of TransportationSubmitter Contact Michael Bufalino

555 13th Street NE, Suite 2 Salem, OR 97301-5192 503-986-2845

RESEARCH PROGRAMSponsor Contact Oregon Department of Transportation

200 Hawthorne SE, Suite B-240 Salem OR USA 97301-5192 http://www.odot.state.or.us

RESEARCH AND RESULTSBrief Summary of Research Project Most bicycle-vehicle crashes in urban areas occur at intersections. Safety

improvement may come from separating bicycle movements from other conflicting traffic. This is most often done with bicycle-specific traffic signals. Because there may be behavior and skill differences among cycling demo-graphics, it is important to have a detailed understanding of the perfor-mance characteristics of urban cyclists.

This research collected and analyzed video data of cyclist behavior at sig-nalized intersections in several Oregon cities. A total of 4,673 cyclists were observed and broken into demographic groups. These observations were used to study: • performance (accelerations, cruising speeds, and reaction time), • queue discharge, and • signal compliance.

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http://www.oregon.gov/ODOT/TD/TP_RES/docs/Reports/2014/SPR752_GTFS_Data.pdf

http://www.oregon.gov/ODOT/TD/TP_RES/docs/Reports/2014/SPR752_GTFS_Data.pdf


PROJECT INFORMATIONThe researchers developed a general methodology to estimate bicyclists’ acceleration and speed for traffic-signal timing applications. This research analytically derived expressions that can be used to classify an individual bicyclist’s performance as a function of the observed acceleration profile. Performance: an analysis of observed intersection crossing times indicates that nearly all riders are accommodated by the AASHTO default signal tim-ing. The exceptions are some recreational riders at wide intersections. The researchers recommend examination of acceleration and speed distribution if specific bicycle traffic-signal designs result in high delays, fuel consumption and emissions.

Queue Discharge: the discharge characteristics of cyclist queues at a sig-nalized intersection were determined using video from before and after installation of a bike box. The study found that the addition of a bicycle box decreases the discharge time for queues of equal length compared to a bicycle lane. The decrease in discharge time between bike boxes and lanes becomes greater with larger queue sizes. The addition of a bicycle box also decreases the intersection clearance time for queues of five or more cyclists. Compliance: the researchers observed cyclists arriving on red prior to pass-ing through the intersection. Moving shortly before a green light (signal jumping) was observed in 4.3% of the sample. Other cyclists selected gaps in the conflicting traffic stream and crossed while the signal was red (5.9%). An important finding is that compliance is comparable at intersections with bicycle-specific signals and those without. A possible conclusion is that design is probably not likely to influence noncomplying cyclists. Enforcement and/or work to change the culture of cyclists may be needed.

The results of this study provide baseline data on cyclist performance and behavior. Any agency planning to install bicycle specific traffic signals will find this valuable. Use of this data greatly aids in correctly timing bicycle signals to maximize intersection performance and safety. In addition to the published State Planning and Research (SPR) report, this research effort has also resulted in a paper published in the Transportation Research Record, a presentation at the Northwest Transportation Conference, and an informa-tional video.

Web Links (if available) http://www.oregon.gov/ODOT/TD/TP_RES/docs/Reports/2013/SPR747_Bi-cycle_Specific.pdf

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PROJECT INFORMATIONProject Title Optimizing the Life Cycle of PennDOT EquipmentID 110601Project Cost $75,000Duration 13 monthsSUBMITTERSubmitter Agency Pennsylvania Department of TransportationSubmitter Contact Sean Oldfield

400 North St, 6th Floor Harrisburg, PA 17120 717-783-2444 [email protected]

RESEARCH PROGRAMSponsor Contact Pennsylvania Department of Transportation

Bureau of Planning and Research Commonwealth Keystone Building 400 North Street, 6th Floor Harrisburg, PA 17120-0064 http://www.dot.state.pa.us

RESEARCH AND RESULTSBrief Summary of Research Project The FINAL REPORT has been attached to this submission. PennDOT keeps

detailed records of acquisition, maintenance and repair costs, and resale value of its fleet. The information in these records can be used to revise and update decision rules concerning when to acquire, perform maintenance on, perform repairs on, and sell off vehicles by determining evidence-bases for optimum equipment life cycles and replacement cycles. This project pro-ceeded in three tasks: (1) A comprehensive literature search was conducted on topics related to equipment life cycle and replacement cycle methodolo-gies used by other state departments of transportation and relevant private sector industries (e.g., construction and transportation industry practices). In addition, a survey gathered information about other states’ methodolo-gies and best practices concerning: (a) equipment life cycles; (b) equipment replacement cycles; and (c) equipment maintenance outsourcing practices. (2) A database was created to organize and store all relevant information provided by PennDOT for a given unit of equipment, type of equipment (i.e., dump trucks [single-, tandem-, tri-axle], excavators [rubber tired and tracked], front-end loaders, backhoes, and crew-cabs), and equipment class code (ECC). Statistical analyses examined factors that influence equipment life cycles, with goals of predicting both the likelihood of repairs/replace-ments of components of vehicle systems, and outcomes such as cumulative cost of maintenance and repairs. Analyses were conducted separately by each major type and class of equipment. (3) Findings of these analyses con-tributed to creation of an Equipment Life Cycle Prediction Tool that can be

Pennsylvania Department of Transportation


PROJECT INFORMATIONused to estimate future costs of maintenance and repair for particular pieces of equipment, prioritize among multiple pieces of equipment for replace-ment based on age and maintenance cost history, and examine alternative equipment replacement budget allocation scenarios for a given work unit. The Prediction Tool enables users to consider projected costs of ownership for individual pieces of equipment and for various groupings of pieces of equipment (e.g., within equipment types, across equipment types, within work units, and/or across work units) in making equipment maintenance and replacement decisions. Prediction Tool User Manual and Administrator’s Manuals were also provided.

Web Links (if available) ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/110601%20-%20Optimizing%20the%20Life%20Cycle%20of%20PennDOT%20Equipment%20-%20Final%20Report.pdf

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ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/110601%20-%20Optimizing%20the%20Life%20Cycle%20of%20PennDOT%20Equipment%20-%20Final%20Report.pdf





PROJECT INFORMATIONProject Title Connected and Autonomous Vehicles 2040 VisionID CMU WO 1Project Cost $263,613Duration 12 monthsSUBMITTERSubmitter Agency Pennsylvania Department of TransportationSubmitter Contact Sean Oldfield




Brief Summary of Research Project The Pennsylvania Department of Transportation (PennDOT) commissioned a one-year project, Connected and Autonomous Vehicles 2040 Vision, with researchers at Carnegie Mellon University (CMU) to assess the implications of connected and autonomous vehicles on the management and operation of the state’s surface transportation system. This report explores the impacts of connected and autonomous vehicles on design and investment decisions, communication devices investment, real-time data usage, existing infrastruc-ture, workforce training needs, driver licensing and freight flow as they relate to PennDOT. For each of these areas, a set of recommendations has been provided. As connected and autonomous technologies are advancing, it is recommended that PennDOT take these actions in a timely manner. A time-line for the recommended actions has been provided to help PennDOT plan accordingly. The timelines are based on current available information and the time frames are likely to change over time. The FINAL REPORT & EXECU-TIVE SUMMARY have been attached to this submission.

Web Links (if available) https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=0CCAQFjAA&url=http%3A%2F%2Fwww.aamva.org%2FWorkArea%2FDownloadAsset.aspx%3Fid%3D5642&ei=i1RiVL62C8ekNtqNhOgC&usg=AFQjCNEbfCoWeJ_jxGeKlbkipjOPZJdIGA&sig2=akTbtWT7uy0Qc3i2aPVzPA

https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&uact=8&ved=0CCAQFjAA&url=http%3A%2F%2Fwww.aamva.org%2FWorkArea%2FDownloadAsset.aspx%3Fid%3D5642&ei=i1RiVL62C8ekNtqNhOgC&usg=AFQjCNEbfCoWeJ_jxGeKlbkipjOPZJdIGA&sig2=akTbtWT7uy0Qc3i2aPVzPA






PROJECT INFORMATIONProject Title Rumble Strips Installation on Thin Pavement OverlaysID PSU WO 007Project Cost $50,709Duration 6 monthsSUBMITTERSubmitter Agency Pennsylvania Department of TransportationSubmitter Contact Sean Oldfield




Brief Summary of Research Project The purpose of this project was to establish a synthesis of best practices from various state and other transportation agency stakeholders regarding the installation and re-installation of rumble strips on pavements treated with a thin pavement overlay. This was completed based on a review of existing literature and a state transportation agency outreach effort. The best practices are intended to provide a standardized, cost-effective process for the Pennsylvania Department of Transportation to effectively utilize rumble strips in conjunction with thin pavement overlays. These include three rumble strip types (centerline, edge line, and shoulder), two standard rumble strip depths (3/8-inch and ½-inch), and three thin overlay types (hot-mix asphalt, microsurfacing, and seal coat). The FINAL REPORT has been attached to this submission.


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South Carolina Department of Transportation PROJECT INFORMATIONProject Title Operational and Safety Characteristics of Lane WidthsID SPR No. 693Project Cost $267,308Duration 29 monthsSUBMITTERSubmitter Agency South Carolina Department of TransportationSubmitter Contact Terry Swygert

1406 Shop Road Columbia, SC 29201 803-737-6652 [email protected]

RESEARCH PROGRAMSponsors South Carolina Department of Transportation

1406 Shop RoadColumbia, SC 29201

RESEARCH AND RESULTSBrief Summary of Research Project The current 2003 South Carolina Highway Design Guide allows little leeway

on lane widths for new projects, with 12’ representing the typical design value for travelway widths and 15’ for two-way left-turn lanes (TWLTL). There is debate on whether or not using a fixed lane width in different contex-tual settings is ideal, both from safety and economic standpoints as well as whether it is beneficial to traffic operations. Due to increased project costs and the need to provide context sensitive solutions, the South Carolina De-partment of Transportation sought to evaluate the SCDOT design standards for travel lane widths and auxiliary lane widths for the purpose of determin-ing the safety and operational effects of adjusting these widths. SPR 693, “Operational and Safety Characteristics of Lane Widths,” was initiated with Clemson University. Because of the many site conditions that affect safety and operations on roadways, this type of research is critical to the develop-ment of appropriate road design standards.

The research was conducted in two phases: • Phase A – A field study using mobile laser and video technologies to collect data for 1,292 sites (i.e., dimensional data, roadside characteristics, speed limits, and contextual setting) which were combined with crash history and traffic volumes to conduct a comparative cross-sectional analysis evaluating the effect of travel lane dimensions on safety and operations (see attached Figure 1); and • Phase B – A follow-on driving simulator test of travel lane management treatments (i.e., unique lane configurations, redistribution of lane width and shoulder width, and operational effects of smaller TWLTL) where either examples did not exist in the field, or where sample sizes were of insufficient size.


PROJECT INFORMATIONIn Phase A, the data-driven research methodology correlated lane widths on a variety of roads of varying characteristics with 3 years of crash data to develop models describing the effect of lane width on crashes. The success of this analysis was, in many ways, dependent on the variety and consistency of roadway characteristics in South Carolina. Modeling limitations were encountered because the majority of sites had lane widths of 12’ – a level of consistency that made comparative modeling difficult. However, the consis-tency of the 12’ lane width is a testament to the conformity with the SCDOT design policy that has been in place for many years. Regardless, results from several models were obtained (rural two-lane undivided, rural four-lane divided, urban two-lane undivided, urban two-lane with TWLTL, and urban four-lane with TWLTL) corroborating results of prior studies. Narrower widths on rural roads tended to increase crash rates, particularly on roads with large traffic volumes and high speeds. Urban roadways did not indicate significant relationships with changes in lane width, however, driveway density was a significant variable increasing crashes with increased density. Some surpris-ing findings did occur on low-speed low-volume roadways which indicated that narrow lanes (10’) actually decreased crashes.

Phase B had three distinct tests: 1) number and extent of roadside encroach-ments for various lane width/shoulder width combinations, 2) number of en-croachments on small, medium, and large curve radii curves to left and right; and 3) gap acceptance/delay and extent of erratic maneuvers into TWLTLs. The results of this research should have significant benefits for SCDOT and users of the state’s highways. These benefits fall into several categories. The benefits are related to safety, operations, and potential cost savings to SCDOT. Proposed revisions to the lane width design criteria specified in the SCDOT Highway Design Manual reflect more flexibility in line with the 2011 AASHTO policy. The revisions will benefit several SCDOT units including Pre-construction, Construction, Traffic Engineering, and Maintenance. Flexibility helps designers by allowing them to make decisions appropriate to setting and environment. The economic benefits will provide support for design decisions that could potentially reduce project impacts, resulting in reduced costs. In addition, a reduction in maintenance costs would be achieved when resurfacing or rehabilitating a route due to the reduced pavement width required. In some cases a reduction in travel lane width may correspond to an increase in shoulder width. Overall, more flexible design standards should lead to more sustainable facilities – especially those roadways with low vol-umes, low speeds, and limited crash experience.

Web Links (if available) http://www.scdot.scltap.org/wp-content/uploads/2015/03/FHWA-SC-15-01-Final.pdf

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South Dakota Department of Transportation

PROJECT INFORMATIONProject Title Precast Bridge Girder Details for Improved PerformanceID SD2013-01Project Cost $160,000Duration 14 monthsSUBMITTERSubmitter Agency South Dakota Department of TransportationSubmitter Contact David L. Huft

South Dakota Department of Transportation 700 East Broadway Avenue Pierre, SD 57501-2586 [email protected]

RESEARCH PROGRAMSponsor Contact South Dakota Department of Transportation

700 East Broadway Avenue Pierre, SD 57501-2586

RESEARCH AND RESULTSBrief Summary of Research Project The purpose of SD2013-01 was to evaluate the current design of the longitu-

dinal joint for double tee bridges in South Dakota, develop a low cost im-provement to the joint, and compare the structural performance of both the original joint detail and the proposed joint detail.

Structural laboratory testing of full-size girders demonstrated the improved longitudinal joint detail was superior in fatigue and ultimate load capacity to the original design. The original joint design saw its first failure at an esti-mated 11 years of service under accelerated fatigue loading. The improved joint detail saw over a 100 years’ worth of accelerated fatigue loading with no signs of failure or stiffness reduction. The ultimate load capacity of the improved joint was 50% greater than the original joint design. Most impor-tantly to public safety, the improved design now allowed the girders to fail in flexure vs. complete joint separation in the original design.

The estimated construction cost increase to this design change was less than 3%. A relatively low construction cost increase and significant service life in-crease will allow local agencies to adopt the new design and make headway on their backlog of bridge replacement needs.


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PROJECT INFORMATIONProject Title Climate and Groundwater Data to Support Mechanistic-Empirical

Design in South DakotaID SD2013-05Project Cost $120,000Duration 25 monthsSUBMITTERSubmitter Agency South Dakota Department of TransportationSubmitter Contact David L. Huft

South Dakota Department of Transportation 700 East Broadway Avenue Pierre, SD 57501-2586 [email protected]

RESEARCH PROGRAMSponsor Contact South Dakota Department of Transportation

700 East Broadway Avenue Pierre, SD 57501-2586

RESEARCH AND RESULTSBrief Summary of Research Project This project evaluated options available for generating climatic and ground-

water data to use for mechanistic-empirical pavement design throughout South Dakota. Options for climatic data included data currently incorporated into AASHTOware, data available from weather stations operated by SDDOT or the National Weather Service, or NASA’s Modern-Era Retrospective Re-search Analysis (MERRA). The research validated the accuracy of MERRA and found it to be highly advantageous because of complete uniform coverage over the state, excellent data quality checking and control, continuous re-cord since 1979, and inclusion of solar radiation data. Furthermore, the data is available and directly usable from NASA, eliminating the need to install a vast network of weather sensors. The research imported the current MERRA dataset in and around South Dakota for use with the AASHTOware pavement design software.

Regarding groundwater, the research performed a sensitivity analysis to determine that groundwater made little if any difference to the design throughout the state.

As a result of this research, SDDOT can confidently use MERRA data to per-form mechanistic-empirical pavement design, avoiding the need to install weather observation sites or developing software to quality-check and derive climatic data for specific locations in the state. A gross estimate of sav-ings is between 0.8 and 1.2 million dollars.



Texas Department of Transportation

PROJECT INFORMATIONProject Title Mitigation of High Sulfate Soils in TexasID 0-6618Project Cost $456,415Duration 35 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.

Texas Department of Transportation Research and Technology Implementation Office 125 E. 11th Street Austin, TX 78701 (512) 416-4737, [email protected]

RESEARCH PROGRAMSponsor Contact Texas Department of Transportation

125 E. 11th Street Austin, TX 78701

RESEARCH AND RESULTSBrief Summary of Research Project Pavements in Texas are failing both during and immediately after construc-

tion on roadways that are designed to last 20 years or more, particularly in locations with high sulfate soils. Many of these failures are attributed to sulfate-induced heave, where an expansive mineral called ettringite is formed from calcium-based stabilizers reacting with water, clay, and sulfates. Through extensive laboratory testing, the researchers identified several concentrations of lime and fly ash to address the issue of sulfate heave. To validate findings in the laboratory, three sites on US 82 near Bells in Grayson County were selected for field testing with various levels of lime and fly ash treatments. For the soil conditions present, the researchers determined that 6 percent lime and 3 percent fly ash mixed into the subgrade at a depth of 8 inches is optimal in stabilizing sulfate heaving. In higher plasticity index soils with different levels of sulfates, the concentrations of lime and fly ash will vary. Since opening for traffic in March 2014, this portion of US 82 has not experienced post-construction sulfate heaving. If proven effective in the field validation studies, the proposed stabilization solutions could prolong the life of pavements built on high sulfate soils by 30 to 40 percent. This means significant maintenance and construction dollars savings for each district, which could amount to over $100 million annually statewide.



PROJECT INFORMATIONProject Title Incorporating Greenhouse Gas (GHG) Emissions in Long Range

Transportation PlanningID 0-6696Project Cost $300,000Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project Greenhouse gas (GHG) emissions continue to be an important focus area for

state, local, and federal agencies. The transportation sector is the second big-gest contributor to GHG emissions in the US, and Texas contributes the high-est emissions among states in the country. This research project equipped TxDOT with the necessary tools and information to address potential rules and regulations relating to long-range transportation planning and GHG emissions, and to incorporate GHG emissions as a consideration into the transportation planning process. The research team developed a framework to link GHG emissions mitigation strategies with long-range transportation plans. The framework presented in this report is flexible and practical, and equips Texas transportation practitioners with tools needed to address GHG emissions in the long-range transportation planning process. The framework will prepare TxDOT and MPOs for any future GHG reduction legislation and can also serve as a starting point for TxDOT and its partner agencies in the absence of federal guidance on the subject of transportation consideration. The framework is structured to help guide MPOs on how to best implement control strategies and performance measures into their long-range plan-ning process to reduce GHG emissions reductions. Each step involves differ-ent stakeholders, processes, and challenges that can occur and need to be taken into. The research team recommends developing a half-day workshop, guidebook, and web-based information system for technology transfer that will promote the research findings and disseminate information to TxDOT and its partners. The target audience is MPO air quality staff, TxDOT TPP staff, and the staff of interested partnering agencies. The objective of developing educational supplementary information and training will be to introduce


PROJECT INFORMATIONparticipants to the framework, helping participants understand the orga-nization and contents of the framework so they can take full advantage of implementing the structure when opportunities are available or when the need arises.


PROJECT INFORMATIONProject Title Examining Use of Existing Public Rights-Of-Way for High-Speed Passenger

Rail and Freight TransportationID 0-6698Project Cost $387,943Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project The administrative difficulties, delays, costs, and environmental impacts

associated with the acquisition of property for transportation projects point to a need to consider utilizing existing right-of-way (ROW) resources to the greatest extent possible. The research conducted in this project determined if and how existing TxDOT ROW can potentially accommodate high-speed intercity passenger rail (HSIPR). The administrative difficulties, delays, costs, and environmental impacts associated with the acquisition of property for transportation projects point to a need to consider utilizing existing right-of-way (ROW) resources to the greatest extent possible. The research deter-mined if and how existing TxDOT ROW can potentially accommodate high-speed intercity passenger rail (HSIPR). Based on the results of this research, TxDOT may consider IH-35 (Laredo – DFW), IH-45 (Houston – Dallas), IH-20 (Fort Worth – Dallas), and SH-6 (Houston – Waco) corridors for introducing the HSIPR/dedicated freight service. The developed sketch planning metrics and indices will help decisions makers to screen the alternative ROW and technology options. The metrics may serve as a tool for agencies in commu

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PROJECT INFORMATIONnicating preliminary assessment of alternative options to the stakeholders. In addition, these metrics help in ranking and prioritizing various options, and serve as a guide for decision makers. The ROW characteristics database can be used for a sketch planning level analysis of corridors. The developed guidebook provides TxDOT personnel and consultants guidance on design-ing or evaluating any project using TxDOT ROW and evaluating projects proposing to use TxDOT ROW for HSIPR or dedicated freight transportation systems. The developed methodologies of technical feasibility, corridor as-sessment, and market assessment to leverage TxDOT resources will provide a detailed guidance on, not only performing planning level corridor evaluation using existing highway ROW, but also evaluating other alternative ROW and technological options. A tradeoff analysis between the different technologi-cal alternatives requires a more detailed cost and benefit analysis based on the operational differences and the associated technological costs.


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PROJECT INFORMATIONProject Title Surface Treatments to Alleviate Crashes on Horizontal CurvesID 0-6714Project Cost $318,598Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project The application of high-friction surface treatments at appropriate horizon-

tal curve locations throughout the state has the potential to improve driver performance and reduce the number of crashes experienced at horizontal curves. These treatments must be implemented judiciously due to their cost, but have the potential to improve safety at lower cost than geometric im-provements, such as curve straightening, and with greater effectiveness than control-device treatments, such as installing delineators or chevrons. The safety performance of a horizontal curve is influenced by a variety of factors, including curve geometry, pavement friction, and vehicle speed, the latter of which is influenced by the former. Though drivers generally reduce to a safe speed by the time they arrive at the middle of a curve, they often misjudge the sharpness of the curve before entering it, and are compelled to deceler-ate or make correcting maneuvers while in the curve. Excessive decelera-tion or braking on a curve can lead to a sliding failure of the tire-pavement interface and result in a crash. The researchers have developed an analysis framework to assess the need for surface treatments at curves based on the concept of margin of safety analysis. This material is in the form of a spread-sheet program called the Texas Curve Margin of Safety (TCMS) worksheet. TCMS is designed to compute the benefits of increasing pavement friction through the provision of a high-friction surface treatment, or increasing superelevation rate. Furthermore, models have been developed to predict vehicle speeds throughout a curve, and calibrated using data from Texas curve sites. Safety prediction models have also been developed to quan-tify the relationship between skid number and curve crash frequency. This information can be applied to evaluate the safety performance of a curve of interest and estimate the potential safety benefit of installing a high-friction surface treatment.


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PROJECT INFORMATIONProject Title Development of New Delineator Material/Impact Testing Standard to

Prevent Premature Failures Specific to Installation ApplicationID 0-6772Project Cost $171,133Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project The use of delineators has become popular across Texas. They are being

used in several different applications with unique impact conditions and impact frequency. There is not a federally mandated national standard for testing and evaluation of delineators. For this reason, each state must either develop personalized evaluation criteria or adopt the American Association of State Highway and Transportation Officials (AASHTO) National Transporta-tion Product Evaluation Program (NTPEP) evaluation standard. This project is developing a categorical testing specification so delineator products can be better evaluated for each use application. The enhanced evaluation will lead to the proper selection of the best delineator for the various applications across Texas. By pairing delineators with their proper application, a reduction of delineator failures and long term maintenance costs are expected to be experienced. The research team evaluated the resilience of delineators used in high-durability impact, low speed angled impacts, and heavy vehicle im-pacts. Impact conditions, frequency, and durability requirements were also tested via full scale impact testing for each application. Early on in the proj-ect, delineator manufacturers were contacted and samples were submitted for testing. The research team tested impact vehicle type, installation meth-od, ability of the delineator to right itself, permanent list and lean, impact angle, temperature effects, reflective sheeting retention and degradation, among other tests. The project results will provide a complete, categorical impact testing standard for the evaluation of delineators for use on TxDOT highways. Full implementation of the results will be experienced through an implementation project in the future. Previously, TxDOT selected


PROJECT INFORMATIONdelineator products based primarily on cost and only required that delinea-tors survive up to 10 impacts regardless of application. Upon completion of this project, TxDOT will be able appropriately select the proper delineator for the various applications across Texas. Allowing TxDOT to have the best delineator in place, less replacement will be required, exponentially decreas-ing maintenance costs throughout Texas.



PROJECT INFORMATIONProject Title Roadside Safety Device Crash Testing ProgramID 9-1002-12Project Cost $150,000Duration 35 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project The researchers developed three longitudinal barrier system standards to

ensure accordance to the Manual for Assessing Hardware (MASH) criteria for roadside safety. The system standards implemented were the metal beam guard fence (GF(31)-11), metal beam guard fence with downstream terminal anchor (GF(31)DAT-11), and metal beam guard fence with low speed transi-tion (GF(31)TL2-11). During the course of the project, it focused on imple-mentation of the appropriate barrier system to minimize the risk of injury to vehicle occupants by decreasing the amount of intrusion into the passenger compartment, and implemented revised design criteria for minimum rail height. The updated MASH crash testing criteria revealed some limiting performance of the current 27-3/4 inch guardrail system due to snagging and redirection of vehicles versus the use of the new 31 inch system. The three guardrail systems were validated at the research proving ground. Then, the TxDOT Design Division reviewed the recommendations from the project team for each barrier system. Based on these recommendations, standard detail sheets were developed for each system and implemented for use statewide as nonproprietary alternative methods for barrier safety systems. Through the implementation of these roadway standards, TxDOT can main-tain and operate higher performing longitudinal barrier systems statewide. In 2011, there were 114 guardrail related deaths statewide. In 2012, after the new guardrail standards were initially deployed, there were 103 guardrail re-lated deaths statewide, a reduction of 10.7 percent. If the reduction in guard-rail fatalities is attributed to the improved barrier systems, and extended over a period of 20 years, over 200 lives will be saved.



Utah Department of Transportation PROJECT INFORMATIONProject Title Review of Traffic Management Center Practices for Technological

and Service ImprovementsID 12-9145, AM11.02Project Cost $32,000Duration 31 monthsSUBMITTERSubmitter Agency Utah Department of TransportationSubmitter Contact David Stevens

Utah Dept. of Transportation, PO Box 148410Salt Lake City, UT 84114-8410ph. 801-589-8340, [email protected]

RESEARCH PROGRAMSponsors Utah Department of Transportation

Kevin NicholPO Box 148410Salt Lake City, UT 84114-8410ph. 801-870-4033, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Traffic Management Centers (TMCs) require dedicated management and

staff with specialized skills and training. They rely on advanced technologies and require operating and capital funding. Investments in new technolo-gies and services should allow agencies to proactively manage and control traffic to optimize performance of a surface transportation system. The Utah Department of Transportation (UDOT) commissioned a study to identify potential technological and service improvements for its TMC. The goal was to synthesize the current state of practice on applying innovative and advanced procedures, applications, and tools in TMC operations. Results of this study were generated from a broad, web-based survey of transportation agencies and field visits to TMC agencies whose practices were recognized as most interesting for UDOT. The survey contained 22 questions which were developed for UDOT’s need to investigate improvement areas in its own operations. After reviewing responses from 54 agencies, a technical advisory team selected TMC candidates to interview during field visits. Two tours were organized: “Eastern”, touring TMCs in Minnesota, Pennsylvania, Ohio, and Vir-ginia; and “Western” visiting TMCs in California and Missouri. The study report summarizes the best practices from these field visits and provides a compre-hensive list of highlights from all visited TMCs.


PROJECT INFORMATIONUDOT identified a number of improvements for adoption based on the na-tional TMC survey and field visits. These represent areas for improving UDOT’s technology and services, though they may be applicable to other TMCs. Some of these improvements were adopted even before completion of the study. Key improvements include: 1) Employment of a systems engineer to ensure compatibility between ITS components and overall systems architec-ture, 2) Minimization of controller compatibility issues, 3) Preference for web/apps over 511 telephone systems, 4) Development of a ramp metering policy for optimal balance between traffic flow and impacts, 5) Enhancement of the control room with natural light to improve operator morale, 6) Certifica-tion of traffic signal technicians, using training to help maintain technician competency and work-force succession, and 7) Use of retroreflective borders on backplates around signal heads.

Web Links (if available) http://www.udot.utah.gov/main/uconowner.gf?n=16728227990537241

PROJECT INFORMATIONProject Title Lessons Learned from a Pavement Marking Warranty ContractID 13-8354, AM13.003Project Cost $9,100Duration 13 monthsSUBMITTERSubmitter Agency Utah Department of TransportationSubmitter Contact David Stevens


RESEARCH PROGRAMSponsors Utah Dept. of Transportation, PO Box 148410

Salt Lake City, UT 84114-8410RESEARCH AND RESULTSBrief Summary of Research Project In 2012, the Utah Department of Transportation (UDOT) implemented a

performance-based warranty on a portion of a pavement marking project on Interstate 15 (I-15) in the Salt Lake City area. The awarded contract requested a contractor warranty on the implemented markings for a total duration of six years. This is the first time that UDOT has requested a warranty on pave-ment markings, and also the first time that Interstate Maintenance (IM) funds were used for pavement markings in Utah. This study explored and docu-mented lessons learned from the preconstruction, construction and post-construction phases of this project, collected through surveys of key involved UDOT personnel. The estimated cost per linear foot for the pavement mark-ing project was close to or even slightly lower when compared to previous

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PROJECT INFORMATIONmaterial-and-workmanship warranty contracts implemented by UDOT for projects along I-15 and I-80, but the performance specifications were much higher than in previous contracts. Based on models for analyzing life cycles of pavement markings, it was estimated that the pavement markings will probably need to be reapplied during the third year of warranty to meet the performance specifications. Results of the surveys covering the preconstruc-tion, construction and post-construction phases of the I-15 project showed a consensus that this type of pavement marking warranty contract is a more effective option than traditional, non-warranty contracts. A similar study may be performed further down the life of the warranty contract to provide more fact-based details and conclusions.

Based on the positive results of this evaluation, UDOT is looking into addi-tional pavement marking projects on which to use warranty contracts. The most significant expected benefit from the pavement marking warranty contract is increased safety, expressed through estimated reduction in the number of crashes after the implementation of the new pavement markings with stricter retroreflectivity requirements. However, the benefit-cost analy-sis cannot be performed at this point due to the lack of data. A future safety evaluation of the new pavement markings may be performed once sufficient crash data on these sections become available.

Web Links (if available) http://www.udot.utah.gov/main/uconowner.gf?n=12049602368106833

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PROJECT INFORMATIONProject Title Grouted Splice Sleeve Connections for Precast Reinforced Concrete

Bridge PiersID 12-8775, TPF-5(257)Project Cost $110,000Duration 33 monthsSUBMITTERSubmitter Agency Utah Department of TransportationSubmitter Contact David Stevens


RESEARCH PROGRAMSponsors Utah Department of Transportation

Kevin NicholPO Box 148410Salt Lake City, UT 84114-8410ph. 801-870-4033, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project This was a pooled fund study, TPF-5(257), which included Utah, New York

State, and Texas DOTs as partners. Connections between precast concrete elements must be able to withstand significant stresses and deformations in earthquakes. The Grouted Splice Sleeve (GSS) connection is being con-sidered for connecting such elements in Accelerated Bridge Construction (ABC). There is limited data for use of this connection in bridges located in moderate-to-high seismic regions. This project consisted of a research program conducted to evaluate the GSS connections experimentally. Cyclic quasi-static loading was applied to four column-to-footing and four column-to-cap beam half-scale test specimens. Experimental results showed that the performance of all test specimens was satisfactory and the connections were viable. Improved seismic response was observed when the sleeves were located inside the footing and the cap beam rather than the correspond-ing column end. A debonded rebar zone was considered to further improve the displacement ductility capacity of the components. This technique was found to be highly effective for the column-to-footing connections.

The State of Utah, in addition to many other states, has been implementing extensive ABC practices for the construction of bridges for many years. There are many benefits from the use of ABC including reduction of traffic conges-tion, reduction of construction time and improved construction safety. This research further enhances and provides additional options of ABC methods for use in areas of moderate-to-high seismic activity. Even though AASHTO Specifications currently do not allow the use of connectors in the plastic hinge region, all joints tested in this research demonstrated acceptable duc


PROJECT INFORMATIONtility for moderate-seismic regions and some joints demonstrated acceptable ductility for high-seismic regions. Utah Department of Transportation, with assistance from the researcher, is in the process of presenting study results to the AASHTO SCOBS to prepare for code revisions. These pending code changes would pave the way for Utah and several other state DOTs to use GSS connections and therefore benefit from having additional ABC method options.

Web Links (if available) http://www.pooledfund.org/Details/Study/486

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Virginia Department of Transportation PROJECT INFORMATIONProject Title I-81 In-Place Pavement Recycling ProjectID 100837Project Cost $306,378Duration 40 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Jose P. Gomez, Ph.D., P.E.

Director, Virginia Center for Transportation Innovation and Research Virginia Department of Transportation 434-293-1936 [email protected]

RESEARCH PROGRAMSponsors Virginia Center for Transportation Innovation and Research

530 Edgemont Road Charlottesville VA USA 22903 http://www.VTRC.net

RESEARCH AND RESULTSBrief Summary of Research Project The innovative pavement-recycling project VDOT conducted on Interstate

81 to rebuild a section of the roadway is performing “well” after three years of high-volume truck traffic, according to the VDOT research report. It also is changing how VDOT does business as it maintains Virginia’s roads. The envi-ronmentally friendly paving methods saved millions of dollars by recycling existing road material back into the new pavement and road structure. It also reduced the project’s estimated construction time by about two-thirds. The 2011 construction project cost $10.2 million. VDOT used three pavement-recycling processes – cold in-place recycling, cold central-plant recycling and full-depth reclamation – to rehabilitate a 3.66-mile portion of southbound I-81 in Augusta County, the first time the three methods were used together on a single interstate reconstruction project in the nation.

RECOMMENDATIONS: After monitoring the construction of the I-81 segment, VDOT’s research arm, the Virginia Center for Transportation Innovation and Research (VCTIR), analyzed the roadway’s performance and found that “field performance tests demonstrated that the [rehabilitated] section…continues to perform well after nearly three years of high-volume interstate traffic.” The report recommended that VDOT should “pursue in-place pavement recycling as a pavement rehabilitation technique…where it is most suitable.”

IMPLEMENTATION: VDOT has created an in-house Pavement Recycling Task Force, which routinely reviews projects to determine if pavement recycling would be appropriate for the location and traffic volume, among other crite-ria.

Web Links (if available) http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=15-R1

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PROJECT INFORMATIONProject Title Lightweight High-Performance Concrete Bulb-T Beams with Self-

Consolidating Concrete in a Bridge StructureID 77995Project Cost $400,000Duration 106 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Jose P. Gomez, Ph.D., P.E.



530 Edgemont Road Charlottesville, VA USA 22903 http://www.VTRC.net

RESEARCH AND RESULTSBrief Summary of Research Project This study evaluated the use of lightweight self-consolidating concrete with

high workability in prestressed concrete bulb-T bridge beams and light-weight concrete with conventional workability in the associated bridge deck. These materials were used in a grade-separated flyover the Virginia Depart-ment of Transportation (VDOT) constructed on U.S. 17 over U.S. 15/U.S. 29 at the Opal intersection in Fauquier County, Va.

The $12.65 million project (construction cost) was designed to improve traf-fic flow at this high-volume location and eliminate most at-grade left turns from southbound U.S. 15/U.S. 29 onto southbound U.S. 17. Construction began on the Opal interchange flyover in 2011 and concluded in 2013.

STUDY RECOMMENDATIONS: The study recommended that VDOT consider using lightweight concretes with pozzolans or slag cement in beams when reduced dead load is needed, such as in long spans or for sites with poor soil conditions. Self-consolidating concretes should be used when there is a difficult placement condition, such as in congested reinforcement. The study also recommended that lightweight concretes be considered in decks to eliminate deck cracking or at least reduce the number and width of cracks.

IMPLEMENTATION: VDOT’s Materials Division and Structure & Bridge Divi-sion have drafted language in revisions to the section on hydraulic cement concrete to incorporate both self-consolidating concrete and lightweight concrete as standard materials. The revisions will be included in the agency’s next update of its “Roads and Bridges Specifications” manual, which is ex-pected in the next year.

Web Links (if available) http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=14-R15

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PROJECT INFORMATIONProject Title Impacts for Transportation System Operations Strategies During

Nonrecurring EventsID RC00077Project Cost $20,000Duration 19 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Jose P. Gomez, Ph.D., P.E.



530 Edgemont Road Charlottesville, VA USA 22903 http://www.VTRC.net

RESEARCH AND RESULTSBrief Summary of Research Project The VDOT Business Plan for FY 2014-FY 2015 included an action item (#3.4.3,

page 11) directing VCTIR to conduct a pilot study that would “use real-time travel data to evaluate and provide feedback on district operational deci-sions involving at least two incidents, two work zones and two weather events.”

VDOT was aware of the challenges of the uniqueness of such “nonrecurring events” and of the traditional lack of data to analyze these events in detail. Like many states, Virginia is making the transition from using traffic opera-tions data collected from a single source – in this case, VDOT – to tapping a mix of agency and private-sector data, the latter derived primarily from probe vehicles to determine travel trends from traffic patterns. VDOT realized the new opportunity that third-party travel-time data could provide. VDOT, a national leader in transportation performance measurement, decided to take this approach one step further and standardize post-event analyses. VCTIR recently completed the prototype study, as directed by the VDOT busi-ness plan, to determine what lessons the agency could learn from its system operations during such nonrecurring events.

The study that resulted from the business plan action item established three main questions to be answered for each event considered (incident, work zone, weather): 1) What happened? Specifically, what were the spatial and temporal dimensions of the impacts to motorists? How intense were those impacts? 2) What actions did the agency take? When? Where? 3) What could the agency do differently in the future to eliminate or mitigate any negative impacts?


PROJECT INFORMATIONFINDINGS: • Multiple types of visualizations often are needed to tell the full story of an incident. • Data-quality assessments are key from the outset to avoid undermining the operations story. If data are suspect, any analysis should proceed with cau-tion. • User-delay cost calculations during high-impact nonrecurring traffic events must be different than those for recurring events. • When additional user delays of costs caused by nonrecurring events are needed, “normal” days must be identified to provide a baseline.

IMPLEMENTATION: • VDOT’s Operations Division has begun using the strategies this VCTIR-U.Va. technical-assistance study developed. • The Operations Division evaluated another incident in one of VDOT’s five operations regions and used it to encourage discussion about what could be improved, what went well, and so on. • This follow-up was based directly on the results and processes from the study.


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Washington State Department of Transportation

PROJECT INFORMATIONProject Title Mitigation of Marine Pile Driving Noise by Double Wall PilesID T1461-11Project Cost $298,000Duration 17 monthsSUBMITTERSubmitter Agency Washington State Department of TransportationSubmitter Contact KRhonda Brooks

Research Manager, WSDOT PO Box 47372 Olympia, WA 98504-7372 360-705-7945, [email protected]

RESEARCH PROGRAMSponsor Contact WSDOT

PO Box 47372 Olympia, WA 98504-7372

RESEARCH AND RESULTSBrief Summary of Research Project Underwater noise measurements for the purpose of evaluating the noise

reduction performance of two new pile designs from the University of Wash-ington were conducted on October 29-30, 2014 in Commencement Bay in cooperation with the Washington State Department of Transportation and Port of Tacoma. Measurements of the underwater noise from impact pile driving were first made using a standard, 30-inch pile (October 29th) followed by measurements on two reduced-noise pile designs both involving 30 inch piles; one a double-walled prototype (October 29th) and the other double-walled mandrel prototype (October 30th). Measurements were made at a range of 8 to 8. 5 m from the piles using a 9?element vertical line array (VLA) and at two remote locations, at 122 m and 502 m (October 29th) and at 135 m and 535 m (October 30th). The underwater sound metrics used for com-parison were the peak (absolute value) pressure (PEAK) in dB re 1 Pa, the root mean square pressure over time period covering 90% of pulse energy (RMS) in dB re 1 Pa, the Sound Exposure Level (SEL) in dB re 1 Pa - 2 sec. Of these metrics, SEL is the most robust and noise reduction of approximately 18 dB is observed. Higher levels of reduction in the PEAK (21-23 dB) were observed at the VLA site but not at the distant sites. The reduction occurred over a broad frequency range and was not frequency selective. This technique will be cheaper and easier than using bubble curtains, cofferdams and sleeve/barri-ers. Monitoring zones for fish and wildlife will be reduced dramatically.



West Virginia Department of Transportation PROJECT INFORMATIONProject Title Construction Practice Review of Asphalt Pavements in West VirginiaID RP 285Project Cost $108,000Duration 31 monthsSUBMITTERSubmitter Agency West Virgina Department of TransportationSubmitter Contact Michael E. Pumphrey , P.E.

West Virginia DOT Research & Special Studies Chestnut Ridge Research Bldg., Rm. 705 886 Chestnut Ridge Rd. PO Box 6884 Morgantown, WV 26506 (304) 206-8625, [email protected]

RESEARCH PROGRAMSponsor Contact West Virginia Department of Transportation

Chestnut Ridge Research Bldg., Rm. 705 886 Chestnut Ridge Rd. PO Box 6884 Morgantown, WV 26506

RESEARCH AND RESULTSBrief Summary of Research Project Good construction practices are an important contributor to asphalt con-

crete (AC) pavement performance. It is important that during AC pavement construction both materials and construction practices meet the specifica-tion requirements. Therefore, the West Virginia Department Transportation-Division of Highways (WVDOT-DOH) contracted with West Virginia University (WVU) to review and evaluate AC pavement construction practices through-out West Virginia and to evaluate the implementation of the contract speci-fications and contractor Best Management Practices (BMPs) in the field. The primary objectives of the project were to (1) evaluate current construction practices and contractor BMPs; (2) provide recommendations to the WVDOT-DOH for improving construction practices, specifications, BMPs, education and training, etc.; and (3) improve the quality of AC pavement construction in West Virginia.

The WVDOT-DOH hired undergraduate civil engineering students in the summer of 2012 and 2013 to observe and record AC pavement construc-tion practices. WVU provided training and monitoring of the co-ops; created an Access database to compile the data received from co-ops; analyzed the data; and documented the project results. The co-ops were assigned to plants and paving jobs in seven of the ten WVDOT-DOH districts in the sum-mers of 2012 and 2013. The paving jobs observed included interstate/4-lane routes, US routes, state routes, and county routes. Paving contract types in-cluded contract-based, purchase order, and warranty projects. AC pavement construction practices were evaluated in six main categories. Each category was subdivided into subcategories to facilitate data collection and


PROJECT INFORMATIONinterpretation. Each category and subcategory were evaluated to determine the confidence in the data (based on the number of observations and engi-neering judgment) and performance based on the percent of observations indicating good construction practices. Overall, the six main categories had the following performance ratings: the Hauling category was rated as Good; the Plant, Surface Preparation, Compaction and Shoulder Widening catego-ries were rated as Moderate; and the Placement category was rated as Poor.

The primary impacts of implementing the research results are as follows: 1) The research identified construction practices that need improvement and also validated construction practices that are being done correctly. The WVDOT-DOH is currently working with the asphalt paving industry to ad-dress the needed improvements/corrective measures, such as construction practice changes, specification and BMP revisions, improved education and training, etc. 2) The corrective measures developed as a result of this research will improve AC pavement smoothness, durability, and longevity. The improved pave-ment performance will result in future cost savings to the WVDOT-DOH. Mo-torists will also experience cost savings in the form of decreased user delays due to less frequent pavement repair/reconstruction, as well as decreased vehicle operating costs (maintenance and repair) due to better pavements. Travel comfort will likely improve due to increased pavement smoothness and durability. 3) The identification of construction practices needing improvement will al-low for the development of education and training that is specifically target-ed to that need (e.g. training specifically tailored for roller operators, paver operators, truck drivers, etc.). 4) WVDOT-DOH construction inspection practices will be optimized. 5) Other private and public agencies (e.g. cities and municipalities) can ben-efit from the newly developed education and training.


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Wisconsin Department of Transportation PROJECT INFORMATIONProject Title Nominal Maximum Aggregate Size for WisDOT SpecificationID 0092-12-01Project Cost $60,619Duration 26 monthsSUBMITTERSubmitter Agency Wisconsin Department of TransportationSubmitter Contact Diane Gurtner

4802 Sheboygan Ave. Madison, WI 53707 608-267-1842 [email protected]

RESEARCH PROGRAMSponsor Contact Wisconsin Department of Transportation

4802 Sheboygan Avenue Madison, WI USA 53707 http://www.dot.wisconsin.gov

RESEARCH AND RESULTSBrief Summary of Research Project National research in the area of Superpave mix design has resulted in expan-

sion of the nominal maximum aggregate size (NMAS) mix designs available and has established the relationship between NMAS and pavement perfor-mance. Recent advances in mix design at a national level present an oppor-tunity for the Wisconsin Department of Transportation (WisDOT) to promote the use of a wider range of mix types through development of application guidelines for mixes of different NMAS.

Many state transportation departments allow Superpave mixes with a wide range of NMAS to be placed in a variety of lift thicknesses. Current specifi-cations for Wisconsin restrict NMAS and lift thickness in its hot mix asphalt (HMA). A revision of current standards to allow a wider range of NMAS and lift thicknesses may improve the cost effectiveness of HMA pavement con-struction in Wisconsin.

The objective of this study was to apply the findings relating NMAS and mix-ture performance to support revisions to specifications and development of application guidelines for different NMAS mixes.

The NMAS mixes evaluated by the researchers ranged from 4.75 to 37.5 mm. WisDOT specifications at the time of the study restricted the NMAS of the standard pavement design structure to 12.5 mm in the upper layer over a 19.0 mm lower layer.


PROJECT INFORMATIONThe efforts in this project consisted of both laboratory testing and various simulations. The predictive models were used to analyze the relationship between NMAS and different performance-related properties included: modulus, permeability, layer coefficient and predicted thermal cracking tem-perature. Based upon the research findings, the researchers recommend that WisDOT specifications allow both 9.5 mm and 12.5 mm NMAS HMA in 19 mm NMAS HMA in intermediate courses and base courses, and 9.5 mm NMAS HMA in leveling courses. Recommended minimum and maximum layer thick-nesses are, in general, based upon a ratio of lift thickness/NMAS of 3 to 5 for fine mixtures and 4 to 5 for coarse mixtures, and a minimum lift thickness of 1.5 inches to prevent unacceptably fast cooling of the mat during compac-tion. WisDOT specifications are being changed to allow the use of 9.5 mm in the surface. HMA specifications are being updated to a combined bid item (SS 460) where the PG binder and the mix are paid as one item. As part of the change, WisDOT is going away from the 12.5 mm surface over 19 mm lower layer and suggesting that either a 9.5 mm surface or 12.5 mm surface could be used.

The Wisconsin Department of Transportation MAPSS Performance Improve-ment program focuses on the five core goals and associated performance measures that guide us in achieving our mission “to provide leadership in the development and operation of a safe and efficient transportation system.” Establishing goals and measuring results is essential to running a successful and efficient organization and meeting public expectations. Performance measures are a tool to help the department assess how well it’s doing at meeting our mission. The Scorecard provides a snapshot of the state of Wis-consin’s transportation system. This project is aligned with WisDOT’s Preser-vation goal area, which is defined as “Protecting, maintaining and operating Wisconsin’s transportation system efficiently by making sound investments that preserve and extend the life of our infrastructure, while protecting our natural environment.” It is most closely related to two separate Scorecard measures: State highway pavement condition and State highway mainte-nance. For more information about MAPSS, and to see recent results and interactive web visualizations, please visit: www.mappss.wi.gov.

Web Links (if available) http://wisdotresearch.wi.gov/project?id=805

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http://wisdotresearch.wi.gov/project?id=805

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