Download - Research Impacts · Research Impacts: Better—Faster—Cheaper 2 Transportation Excellence Through Research Table of Contents Note: Sweet 16 project titles are designated with “red”

Research Impacts: Better—Faster—Cheaper

Transportation Excellence Through Research

Research Impacts

Better—Faster—Cheaper

July 2013

Research Impacts: Better—Faster—Cheaper 2


Table of Contents

Note: Sweet 16 project titles are designated with “red” text and are featured in the list immediately following the Introduction.

Introduction ..................................................................................................................................................................... 8

List of Sweet 16 High Value Research Projects .......................................................................................................... 8

Region 1 ........................................................................................................................................................................ 8

Region 2 ........................................................................................................................................................................ 8

Region 3 ........................................................................................................................................................................ 9

Region 4 ........................................................................................................................................................................ 9

Alabama Department of Transportation (ALDOT) ..................................................................................................... 10

Development of a Test Facility to Evaluate the Optimal Design of Best Management Practices (BMPs) for

Managing Environmental Problems at Construction Sites ......................................................................................... 10

Revenue Enhancement Alternatives for The Alabama Department of Transportation .............................................. 11

Arkansas State Highway and Transportation Department (AHTD) ......................................................................... 13

Design, Construction, and Monitoring of Roller Compacted Concrete Pavement in the Fayetteville Shale Play ...... 13

California Department of Transportation (Caltrans) ................................................................................................. 15

Accident Risk Analysis Tool ........................................................................................................................................ 15

Deliver a Set of Tools for Resolving Bad Inductive Loops and Correcting Bad Data ................................................. 16

Development of Intelligent Roadway Information System (IRIS) ............................................................................... 18

Evaluation of an Animal Warning System Effectiveness ............................................................................................ 19

Evaluation of Culvert Cleaning Technology ................................................................................................................ 20

High Occupancy Vehicle (HOV) Lane Management System ..................................................................................... 21

Ramp Metering Design Tools and Field Test Implementation of Queue Control ....................................................... 22

Safety Roadside Rest Areas – Identifying Ways to Improve Traveler and Worker Safety Through Design and

Location ...................................................................................................................................................................... 24

ShakeCast – A Tool for Rapid Post-Earthquake Response ....................................................................................... 25

Connecticut Department of Transportation ............................................................................................................... 28

Use of Streaming Media and Digital Media Technologies at Connecticut DOT ......................................................... 28

District of Columbia Department of Transportation (DDOT) .................................................................................... 29



Innovative Bicycle Facility Research and Analysis ..................................................................................................... 29

Florida Department of Transportation (FDOT) ........................................................................................................... 32

Aging Driver and Pedestrian Safety: Human Factors Studies .................................................................................... 32

Hydroplaning on Multi Lane Facilities ......................................................................................................................... 33

National Transit Database Alternative Sampling Plans .............................................................................................. 34

Sealing of Cracks on Florida Bridge Decks with Steel Girders .................................................................................. 36

The Effect of Barriers on Bridge Load Distribution ..................................................................................................... 37

Travel Time Reliability Improvements ......................................................................................................................... 38

Georgia Department of Transportation (GDOT) ........................................................................................................ 40

A Pavement Condition Survey Procedure and Program for Counties and Cities ...................................................... 40

Inverted Base Pavements: New Field Test and Design Catalogue ............................................................................ 41

Recommended Guide for Next Generation of Transportation Design-Build Procurement and Contracting in the

State of Georgia .......................................................................................................................................................... 43

Safety Performance Evaluation of Converging Chevron Pavement Markings ........................................................... 44

Illinois Department of Transportation (IDOT) ............................................................................................................ 46

2010 Highway Safety Manual Lead State Peer-To-Peer Workshop .......................................................................... 46

Best Practices for Implementation of Tack Coat Technical Review Panel (TRP) Recommendations ....................... 47

Calibration and Refinement of Illinois' Earthquake Resisting System Bridge Design Methodology .......................... 49

Investigation of Contributing Factors Regarding Wrong-Way Driving on Freeways .................................................. 51

Load Rating And Retrofit Testing Of Bridge Timber Piles Subjected To Eccentric Loading ...................................... 52

Indiana Department of Transportation (INDOT) ......................................................................................................... 54

Analysis and Methods of Improvements of Safety at High-Speed Rural Intersections .............................................. 54

Development of Internally Cured Concrete for Increased Service Life ...................................................................... 55

Effects of Realistic Heat Straightening Repair on the Properties and Serviceability of Damaged

Steel Beam Bridges .................................................................................................................................................... 57

Evaluation of Recycled Asphalt Pavement for Surface Mixtures ............................................................................... 58

High Performance Concrete Pavement ...................................................................................................................... 60

Long-Term Behavior of Integral Abutment Bridges .................................................................................................... 61

Investigation of Premature Distress Around Joints in PCC Pavements ..................................................................... 63



Maximizing the Use of Local Materials in HMA Surfaces ........................................................................................... 64

Performance Evaluation of Traffic Sensing and Control Devices ............................................................................... 66

Structural Impact of Construction Loads..................................................................................................................... 67

Iowa Department of Transportation (IA) ..................................................................................................................... 69

Demonstration and Evaluation of Speed Management on Main Roads in Rural Communities, Phases I and II ....... 69

Evaluation of Effectiveness of Tow Plows for Winter Maintenance ............................................................................ 70

Evaluation of the MIT-Scan-T2 for Non-Destructive PCC Pavement Thickness Determination ................................ 72

Evaluation of the RapidAir 457 Air Void Analyzer ...................................................................................................... 74

TPF-5(207) Novice Teen Drivers: Million Mile Study .................................................................................................. 75

Kansas Department of Transportation (KDOT) ......................................................................................................... 78

Establishment of Local Trip Generation Rates or Equations for Mixed-Use Developments in Kansas ..................... 78

Laboratory Evaluation of Characteristics of Recycled Asphalt Pavement in Kansas ................................................. 79

Optimizing the Analysis of Routing Oversize/Overweight Loads to Provide Efficient Freight Corridors .................... 80

Kentucky Transportation Cabinet (KTC) .................................................................................................................... 81

Addressing Emergency Closure Issues on the I-64 Sherman Minton Bridge Over the Ohio River at Louisville ....... 81

Causes and Countermeasures Related to Motorcycle Crashes ................................................................................ 82

Development and Deployment of Aluminum Bridge Decks ........................................................................................ 84

Milton-Madison Bridge Type Selection Project Using Structured Public Involvement (SPI) ...................................... 85

Rapid Retrofit and Strengthening of Bridge Components .......................................................................................... 87

Louisiana Department of Transportation and Development (LADOTD) ................................................................. 89

Cost Effective Prevention of Reflective Cracking of Composite Pavement ................................................................ 89

Developing a Louisiana Crash Modification Factor for Converting Four-lane Urban Undivided Roadway to

Five-lane Via Restriping .............................................................................................................................................. 90

Evaluation of Continuity Detail for Precast Prestressed Girders ................................................................................ 92

Louisiana Legislature Acts on Research to Add Additional Axle to Overloaded Sugar Cane Trucks ........................ 93

Optimization of Tack Coat for HMA Placement .......................................................................................................... 95

Maine Department of Transportation (MaineDOT) .................................................................................................... 97

Use of Moisture Induced Stress Testing to Evaluate Stripping Potential of Hot Mix Ashphalt (HMA) ....................... 97

Michigan Department of Transportation (MDOT) ...................................................................................................... 99



Evaluating the Appropriate Level of Service for Michigan Rest Areas and Welcome Centers Considering

Safety and Economic Factors ..................................................................................................................................... 99

Impact of Non-Freeway Rumble Strips – Phase 1 ................................................................................................... 100

Sharing the Road: Optimizing Pedestrian and Bicycle Safety and Vehicle Mobility ................................................ 101

Slippery Road Detection and Evaluation .................................................................................................................. 102

Minnesota Department of Transportation (MnDOT) ................................................................................................ 104

Assessment and Recommendations for the Operation of Standard Sumps as Best Management Practices for

Stormwater Treatment .............................................................................................................................................. 104

Development of a Weigh Pad-Based Portable Weigh-in-Motion System ................................................................. 105

Research Implementation of the SMART SIGNAL System on Trunk Highway (TH) 13 .......................................... 106

Mississippi Department of Transportation (MDOT) ................................................................................................ 108

State Study 226 – Environmental Management Plan Development for MDOT Laboratories .................................. 108

Turbitity Monitoring at Select MDOT Construction Sites .......................................................................................... 109

Variability of Cement Treated Layers in MDOT Road Projects ................................................................................ 110

Missouri Department of Transportation (MoDOT) ................................................................................................... 112

Design and Evaluation of High-Volume Fly Ash (HVFA) Concrete Mixes ................................................................ 112

Optimizing Winter/Snow Removal Operations in MoDOT St. Louis District – Includes Outcome-Based

Evaluation of Operations .......................................................................................................................................... 113

Self-Consolidating Concrete (SCC) for Infrastructure Elements .............................................................................. 114

Montana Department of Transportation (MDT) ........................................................................................................ 117

Montana Rest Area Usage: Data Acquisition and Usage Estimation ....................................................................... 117

Steel Pipe Pile/Concrete Pile Cap Bridge Support Systems: Confirmation of Connection Performance ................ 119

National Cooperative Highway Research Program (NCHRP) ................................................................................ 121

A Model for Identifying and Evaluating the Historic Significance of Post-World War II Housing.............................. 121

American Association of State Highway and Transportation Officials Highway Safety Manual............................... 122

New Jersey Department of Transportation (NJDOT) .............................................................................................. 123

Elimination of Weight Restriction on Amtrak, NJ Transit, and Conrail Line .............................................................. 123

Work Zone Safety Analysis ....................................................................................................................................... 125

North Carolina Department of Transportation (NCDOT)......................................................................................... 127



Durability of Lightweight Concrete Bridge Decks – Field Evaluation ........................................................................ 127

Infrastructure Investment Protection with LiDAR ...................................................................................................... 128

Measurement and Evaluation of Fuels and Technologies for Passenger Rail Service in North Carolina ............... 130

Satellite Remote Sensing of Submerged Aquatic Vegetation Distribution and Status in Currituck Sound .............. 131

Ohio Department of Transportation (ODOT) ............................................................................................................ 133

Application of Bluetooth Technology to Rural Freeway Speed Data Collection ....................................................... 133

Development of Flood-Warning System and Flood-Indundation Mapping ............................................................... 134

Development of Geotechnical Data Schema in Transportation ............................................................................... 135

Ohio Mobility Improvement Study ............................................................................................................................. 136

Pennsylvania Department of Transportation (PennDOT) ....................................................................................... 138

Developing Standards and Specifications for Full Depth Pavement Reclamation ................................................... 138

South Carolina Department of Transportation (SCDOT) ........................................................................................ 139

Behavior of Pile to Bent-Cap Connections Subjected to Seismic Forces ................................................................ 139

South Dakota Department of Transportation (SDDOT) .......................................................................................... 141

Application of Paleoflood Survey Techniques in the Black Hills of South Dakota .................................................... 141

Energy Management Program for SDDOT ............................................................................................................... 142

Evaluation of Driver Education in South Dakota ....................................................................................................... 143

History of the South Dakota Department of Transportation, 1956 – Present ........................................................... 144

Utah Department of Transportation (UDOT) ............................................................................................................ 146

Identifying a Profile for Non-Traditional Cycle Commuters ....................................................................................... 146

Identifying Characteristics of High-Risk Intersections for Pedestrians and Cyclists ................................................ 147

Raised Median Economic Impact Study ................................................................................................................... 148

Virginia Department of Transportation (VDOT) ....................................................................................................... 150

Composting Animal Carcasses Removed from Roads: An Analysis of Pathogen Destruction and Leachate

Constituents in Deer Mortality Static Windrow Composting (VCTIR 12-R12) .......................................................... 150

Development of Performance Assessment Guidelines for Virginia’s Work Zone Transportation

Management Plans (VCTIR 13-R6) .......................................................................................................................... 151

Planning for Active Traffic Management in Virginia: International Best Practices and Implementation Strategies

(VCTIR 13-R1) .......................................................................................................................................................... 153



Preparation and Testing of Drilled Shafts With Self-Consolidating Concrete (VCTIR 12-R15) ............................... 155

Thermal Response of a Highly Skewed Integral Bridge (VCTIR 12-R10) ................................................................ 157

Thermal Response of Integral Abutment Bridges With Mechanically Stabilized Earth Walls (VCTIR 13-R7) ......... 159

Use of Precast Slabs for Pavement Rehabilitation on I-66 (VCTIR 12-R9) ............................................................. 160

Washington State Department of Transportation (WSDOT) .................................................................................. 163

Finding Low-Cost Solutions to Wildlife Connectivity and Driver Safety .................................................................... 163

Infrared Thermal Integrity Testing: Quality Assurance Test Method to Detect Drilled Shaft Defects ...................... 164

Wisconsin Department of Transportation (WisDOT) .............................................................................................. 166

Laboratory Study of Concrete Properties to Support Implementation of the New AASHTO Mechanistic-Empirical

Pavement Design Guide (MEPDG) .......................................................................................................................... 166

Rapid Repair and Strengthening of Bridge Substructures........................................................................................ 167

Understanding the Decision-making Process for Drivers Faced with Lane Restrictions or Closures on Wisconsin

Highways .................................................................................................................................................................. 169

WisDOT 2012 Statewide Customer Satisfaction Survey .......................................................................................... 171

Wyoming Department of Transportation (WYDOT) ................................................................................................. 174

Evaluating Department of Transportation’s Research Programs: A Methodology and Case Study ........................ 174

Variable Speed Limit System for I-80 Elk Mountain, Wyoming, Corridor ................................................................. 176



Introduction This document is the 2013 collection of High Value Research highlights from across the Nation. These highlights,

which were compiled for the American Association of State Highway and Transportation Officials (AASHTO)

Research Advisory Committee summer meeting, showcase projects that are providing “Transportation Excellence

Through Research.” The highlights encompass a variety of research with topics ranging from pavements and bridge

construction, to wildlife management, and to freight management systems.

States that submitted projects include Alabama, Arkansas, California, Connecticut, District of Columbia, Florida,

Georgia, Illinois, Indiana, Iowa, Kansas, Kentucky, Louisiana, Maine, Michigan, Minnesota, Mississippi, Missouri,

Montana, New Jersey, North Carolina, Ohio, Pennsylvania, South Carolina, South Dakota, Transportation Research

Board, Utah, Virginia, Washington, Wisconsin, and Wyoming.

List of Sweet 16 High Value Research Projects These projects were selected as the listing of Sweet 16 projects across the Nation.

Region 1

Elimination of Weight Restriction on Amtrak, NJ Transit, and Conrail Line (NJ)

Innovative Bicycle Facility Research and Analysis (DC)

Use of Moisture Induced Stress Testing to Evaluate Stripping Potential of Hot Mix

Asphalt (HMA)

(ME)

Use of Streaming Media and Digital Media Technologies at CTDOT (CT)

Region 2

Aging Driver and Pedestrian Safety: Human Factors Studies (FL)

Design, Construction and Monitoring of Roller Compacted Concrete Pavement in

the Fayetteville Shale Play

(AR)

Louisiana Legislature Acts on Research to Add Additional Axle to Overloaded

Sugar Cane Trucks

(LA)

Recommended Guide for Next Generation of Transportation Design-Build

Procurement and Contracting in the State of Georgia

(GA)



Region 3

Analysis and Methods of Improvements of Safety at High-Speed Rural Intersections (IN)

Best Practices for Implementation of Tack Coat Technical Review Panel (TRP)

Recommendations

(IL)

Evaluation of the RapidAir 457 Air Void Analyzer (IA)

Impact of Non-Freeway Rumble Strips – Phase 1 (MI)

Region 4

Accident Risk Analysis Tool (CA)

Energy Management Program for SDDOT (SD)

Identifying Characteristics of High-Risk Intersections for Pedestrians and Cyclists (UT)

Variable Speed Limit System for I-80 Elk Mountain, Wyoming, Corridor (WY)



Alabama Department of Transportation (ALDOT)

PROJECT INFORMATION

Project Title Development of a Test Facility to Evaluate the Optimal Design of Best Management Practices (BMPs) for Managing Environmental Problems at Construction Sites

ID 930-655

Project Cost $500,498

Duration 70 months

SUBMITTER

Submitter Agency Alabama Department of Transportation

Submitter Contact Jeffrey W. Brown 1409 Coliseum Boulevard Montgomery, AL 36110 (334) 353-6940 [email protected]

RESEARCH PROGRAM

Sponsors Jeffrey W. Brown 1409 Coliseum Boulevard Montgomery, AL 36110 (334) 353-6940 [email protected]

RESEARCH AND RESULTS

Brief Summary of the Research Project

The Auburn University - Erosion and Sediment Control Testing Facility was developed from this research. Each aspect of the testing designs were validated as a part of this research. A work group consisting of the researchers and ALDOT personnel was created to ensure that the project's outcome would meet its desired purpose. After the facility was developed, the project was extended and BMPs were evaluated and presented in individual briefs. The results are currently being implemented in ALDOT construction projects. Intermediate-scale, full-scale, and field-scale research efforts were performed during the project period. An overview of the testing facility is given along with design briefs in the following areas: Evaluation of the Water Introduction System, Evaluation of the Sediment Introduction System, Geotechnical Evaluation of the Earthen Section, and Summary of Water Profile Mapping Methods. Each area includes a brief summary or conclusion of finding. Each brief is a standalone document. Research Briefs included are: Field Evaluation of Silt Fence Tieback Systems at a Highway Construction Site, Use and Application of Anionic



Polyacrylamide (PAM), Performance Evaluation of Polymer-Enhanced Soft Armoring, and Evaluation of Hydromulches as an Erosion Control Measure. The results are being implemented in ALDOT construction projects.

Web Links (if available) None Available

PROJECT INFORMATION

Project Title Revenue Enhancement Alternatives for The Alabama Department of Transportation

ID 930-819


Duration 17 months

SUBMITTER

Submitter Agency Alabama Department of Transportation

Submitter Contact Jeffrey W. Brown 1409 Coliseum Boulevard Montgomery, AL 36110 (334) 353-6940 [email protected]

RESEARCH PROGRAM

Sponsors Alabama Department of Transportation J. Michelle Owens 1409 Coliseum Boulevard Montgomery, AL 36110 (334) 353-6940 [email protected]



This report examines several potential revenue enhancement alternatives for ALDOT. To provide specific, useful information, it focuses on three areas: A survey of Alabama citizens to determine their attitude toward several revenue enhancement alternatives, an evaluation of the alternatives that are capable of producing significant revenue increases, and estimated potential revenues from levying tolls on interstate highways in Alabama. The telephone survey of 1,011 Alabama citizens aged 19 years and older asked respondents which of eight alternative revenue sources they prefer if additional resources were needed to improve Alabama roads



and bridges. Researchers also examined seven options for increasing transportation funding revenue in Alabama. Indexing current revenue sources by both the Consumer Price Index and the Price Index of Construction Cost showed that those options generate little revenue in the short- and midterm. A tax on hybrid and electric vehicles would also raise little revenue in the short term. Researchers ran two different models to estimate potential revenue from an eighth alternative: tolling interstate highways in Alabama. Results from both models indicate that revenues of at least $240 million per year could be generated from implementing interstate highway tolls. Results from the two models’ “Most likely" scenarios generated $249 million and $390 million for each year. The estimates generated for this study are for a mature toll system.




Arkansas State Highway and Transportation Department (AHTD)

PROJECT INFORMATION

Project Title Design, Construction, and Monitoring of Roller Compacted Concrete Pavement in the Fayetteville Shale Play

ID TRC 1201

Project Cost $2,215,113

Duration 28 months

SUBMITTER

Submitter Agency Arkansas State Highway and Transportation Department

Submitter Contact Elisha Wright-Kehner 10324 Interstae 30 Little Rock, AR 72209 (501) 569-2074 [email protected]

RESEARCH PROGRAM

Sponsors Arkansas State Highway and Transportation Department



More than 1,000 miles of roadways in Arkansas have been adversely affected by the increased traffic loadings in the Fayetteville Shale Play (FSP) area, leading to a sharp acceleration of pavement distress. The accelerated pavement distress that has become prevalent in the FSP area illustrates the need to examine cost-efficient rehabilitation strategies that can provided a long service life. Roller-compacted concrete pavement (RCCP) is one such potential alternative. RCCP is a low-paste, zero-slump concrete mixture that is compacted with rollers and requires no forms, reinforcing, dowels, jointing, or finishing. The reduced cement content and ease of construction result in substantial cost savings. RCCP is very strong and well-suited for heavy traffic loadings, but the success of any pavement depends on the quality of its foundation. Thus, base/subbase reconstruction should also be considered in this project. This project will be comprised of constructing and monitoring an RCCP in the FSP area. Two test sections were constructed, each one mile long. Section one had six inches of full-depth reclamation followed by seven inches of roller-compacted concrete (RCC). Section two had an eight-inch RCC overlay of the existing pavement. Safety edge was used on both sections. The project took less time and money than reconstructing the existing two-lane rural road. Construction of both miles took approximately one month. Reconstruction would have taken most of a construction season. The cost for the project was



$1,983,072.33 for the two miles; while on average Arkansas spends $3,000,000 per mile for reconstructing a two-lane rural roadway. This project saved Arkansas approximately $2,000,000 per mile when compared to traditional asphalt reconstruction and the RCCP should be able to withstand the increased weight loads from the heavy vehicle traffic.




California Department of Transportation (Caltrans)

PROJECT INFORMATION

Project Title Accident Risk Analysis Tool

ID 1215


Duration 30 months

SUBMITTER

Submitter Agency California Department of Transportation

Submitter Contact California Department of Transportation 1227 O Street Sacramento, CA 95814

RESEARCH PROGRAM

Sponsors California Department of Transportation 1227 O Street Sacramento, CA 95814



The purpose of this project was to develop a safety performance measurement tool called Accident Risk Analysis (ARA), which is used for analyzing accident risks based on a core methodology that was developed in a previous research project. This tool evaluates and quantifies freeway safety performance based on the dynamic behavior of drivers in time and space using newer, more recent data to re-estimate the different models of freeway safety performance. One of the primary uses of the ARA application is to evaluate the differences in predicted accident characteristics and quantities for an entire section of roadway before and after a significant modification, with both before and after periods including at least one month of data to include sufficient accidents to make the models applicable. In addition, the methods developed should be generalized to modeling other phenomena that dependent on a result of traffic flow conditions over time. The ARA tool is available through a Web site generated by this project for any other modeling work that might relate traffic dynamics to some variable of interest. One such area is to model the number of heavy-duty trucks in the traffic stream, using Weigh-In-Motion data and the various toll roads in the state as the truck observation data.

Web Links (if available) http://www.ctmlabs.net/

http://www.ctmlabs.net/



PROJECT INFORMATION

Project Title Deliver a Set of Tools for Resolving Bad Inductive Loops and Correcting Bad Data

ID 1116


Duration 70 months

SUBMITTER



RESEARCH PROGRAM




Early in this project, it was determined that there was a great deal of useful information currently discarded from low-level raw loop detector card data. Partners for Advanced Transportation TecHnology (PATH) researchers started to develop prototype tools to capture this low-level data and assess its validity by comparing it with video of the passing traffic, as is mandated by American Society for Testing and Materials (ASTM) 2532, the only international standard on assessing the accuracy of roadway traffic detectors. Due to the cost and complexity of this hardware prototyping effort, however, it was decided to use some of the field data collection hardware and field tools already in development by the Division of Research, Innovation, and System Information (DRISI), as the PATH hardware prototypes would have been largely redundant with this effort. At that time, shortly after this project’s initiation in 2006, DRISI had a working version of VideoSync (an application to validate detectors as per ASTM 2532), and had previously developed a C1 Reader, which could capture the low-level loop data concurrent with a 170 or 2070, without interfering with the operation of the controller in any way. Work on these products was expected to be concluded in 2007, well before the timeline needed by this project. In summary, the coordinated plan was for DRISI to develop most of the file data collection hardware to generate the data, whereas this PATH project was to develop much of the supplemental software that would use that data to diagnose and troubleshoot any problems.



Unfortunately, due to staff resource challenges, this project was delayed to such an extent that most of the original researchers that originally proposed the project left before it even got started. The DRISI C1 Reader and VideoSync projects were also abruptly terminated in 2006, and although there were some interim attempts, work on these efforts didn’t get definitively restarted again until 2012. Unfortunately, this means that the C1 Reader, which is essential for capturing the low-level data, was not completed in time for this project. Nevertheless, the remaining PATH researchers were able to develop algorithms to:

(1) Generate accurate speed and classification data from single loop stations.

(2) Assess each detector’s viability from statistical tests. (3) Determine the level of congestion across multiple detection

stations. Additionally, the researchers concluded that data communication across a cellular link is considerably less reliable than hardwire communication. Indeed, a significant portion of the effort expended in developing the C1 Reader, discussed below, was correcting the communication errors induced by the cellular system. This project was not able to coordinate with DRISI’s C1 Reader project because of the project delays mentioned above. However, now that the C1 Reader hardware is available, the aggregate benefits of these two efforts should be viewed conjunctively. Combined with DRISI’s C1 Reader, this project:

(1) Developed detector diagnostics. Once the C1 reader is installed at a site, it is possible to find existing detector errors quickly, and to find and fix more chronic errors over time.

(2) Used VideoSync to validate detectors in compliance with ASTM 2532 international standards.

(3) Determined the onset of traffic congestion with high accuracy and reproducibility.

(4) Determined fleet travel time between detector stations. (5) Generated accurate speed and vehicle classification from

single loop stations. (6) “Resurrected” detection stations currently misreporting to

Performance Measurement System (PeMS) by using a separate communication channel when needed, and a separate data processing channel.

Web Links (if available) http://gateway.path.berkeley.edu/~xylu/files/TO6327.html

http://gateway.path.berkeley.edu/~xylu/files/TO6327.html



PROJECT INFORMATION

Project Title Development of Intelligent Roadway Information System (IRIS)

ID Task Number 1777


Duration 25 months

SUBMITTER



RESEARCH PROGRAM




This task used an innovative, newly available, free, open-source Advanced Traffic Management System (ATMS) software called Intelligent Roadway Information System (IRIS) as the basis for creating an enhanced transportation management system, and collaboratively developed enhancements, and extended IRIS to be compatible with the Caltrans District 10 infrastructure and field devices as well as adapting it to match the district’s specific nuances and operational aspects. The enhanced IRIS system was integrated with existing Caltrans hardware and software systems. Enhancements were contributed back to the Minnesota Department of Transportation (Mn/DOT) for use by other public and private agencies. The researchers modified IRIS to assume the functions of middleware and Automated Warning System for District 10. Extensive user acceptance and operational testing were performed, leading to deployment in Caltrans District 10. Pilot testing was performed in Districts 1, 2, and 5. The open-source software model creates implementation opportunities for organizations such as state departments of transportation, municipalities, universities, and consultants. Efficient development, implementation, and funding can be shared across agencies, which is difficult or impossible with closed proprietary systems. The researchers recommend using open-source software to facilitate rapid innovation at a much lower cost than possible with proprietary systems. This model can save taxpayers money, while increasing transparency and improving the level of service transportation agencies are able to provide. This approach also facilitates knowledge management and



transfer for agencies and researchers to keep up with the high rate of technological change. The enhanced IRIS system was integrated with existing Caltrans hardware and software systems. Enhancements were contributed back to Mn/DOT for use by other public and private agencies.

Web Links (if available) http://www.dot.ca.gov/research/researchreports/reports/2011/2011-12_task_1777-tsm.pdf

PROJECT INFORMATION

Project Title Evaluation of an Animal Warning System Effectiveness

ID 2090


Duration 15 months

SUBMITTER



RESEARCH PROGRAM




The results showed that there was a reduction in the average speeds of the drivers when the dynamic animal warning signs were illuminated, and those speed reductions were greater during the evening, overnight, and early morning hours, when deer and other wildlife tend to be more active. There was evidence that the deceleration rates required when drivers spotted animals on the roadway were also reduced, improving safety by mitigating the need for “panic stops.” Finally, there was no evidence of driver adaptation over time to the warnings provided by the PATH Animal Warning System (PAWS) system. The reductions in mean speed continued throughout the entire time of the study after the dynamic animal warning signs were uncovered. The results of the survey among drivers of the road section indicated that most respondents wanted the system removed. The most common concerns expressed related to the cost of the system, the perception that the system is in the wrong location, the brightness of the warning

http://www.dot.ca.gov/research/researchreports/reports/2011/2011-12_task_1777-tsm.pdf




signs at night, and the perception that the system is not reliable. Many respondents complained about perceived unreliability of the system, citing a high number of “false positives.” However, the vast majority (93 percent) of all false animal detections for which the cause could be identified were related to vehicles turning on and off the road, which is a limitation that must be overcome to gain public acceptance. Limited data on the effectiveness of animal detection systems suggest that they can reduce wildlife-vehicle collisions with a similar percentage as wildlife fences in combination with wildlife underpasses and overpasses. However, animal detection systems must still be considered experimental, as there are often challenges with the reliability of systems that need to be addressed. The system along State Route (SR) 3 may well have become more reliable, perhaps “sufficiently reliable,” if certain modifications were made to it. Since it is rare to have a reliable system with associated research equipment in place, the researchers suggest continuing the research into the reliability and effectiveness of the system after potential system modifications have been implemented. Only then can it be determined whether the implementation of these systems should be considered as an alternative to wildlife fencing in combination with wildlife underpasses and overpasses.

Web Links (if available) http://www.path.berkeley.edu/PATH/Publications/PDF/PRR/2010/PRR-2010-22.pdf

PROJECT INFORMATION

Project Title Evaluation of Culvert Cleaning Technology

ID P645


Duration 44 months

SUBMITTER



RESEARCH PROGRAM

Sponsors California Department of Transportation

http://www.path.berkeley.edu/PATH/Publications/PDF/PRR/2010/PRR-2010-22.pdf






University of California at Davis’ Advanced Highway Maintenance and Construction Technology (AHMCT) Research Center, in partnership with the Caltrans Maintenance Statewide Equipment Managers, evaluated and deployed the MicroTraxx radio-controlled front-end loader, or “tunnel mucker,” manufactured by Romac. AHMCT monitored the equipment using cellular-based global positioning systems (GPS) tracking and collected feedback from users through site visits and direct contact. Based on the data and responses, the team implemented various improvements, provided training and equipment support, and helped resolve problems with radio communication, mechanical part failures, overheating, and vibration. AHMCT and Caltrans Maintenance determined that the remote-controlled tunnel mucker decreases the cost of culvert cleaning by reducing the equipment and crew size needed for cleaning. The machines can clean culverts four times faster than typical methods and reduce staff exposure to hazardous conditions.


PROJECT INFORMATION

Project Title High Occupancy Vehicle (HOV) Lane Management System

ID 2187


Duration 10 months

SUBMITTER



RESEARCH PROGRAM






Results from the simulations conducted under this research showed that the reduction in the number of vehicles eligible to use HOV lane (not just single occupant hybrid vehicles (SOHVs), but any vehicle) could reduce not only the delay experienced by HOV vehicles, but also the total system delay. Removal of 1 percent of vehicles from the HOV lanes was expected to lead to an average reduction of around 8 percent in the total system passenger delay, while an optimal removal ratio of around 7 percent could reduce the system delay by around 50 percent on average. It should be noted that these values are specific to the geometry and demand for the facility under consideration only. Other facilities are expected to show similar trends, but actual values may differ. The research team showed that this methodology could also be used to determine the optimal pricing and operational strategies for other managed lanes, such as High Occupancy Toll (HOT) lanes. In an effort to promote and encourage the development of green technologies, California permitted a limited number of authorized lower-emission hybrid vehicles to use HOV facilities with only a single occupant. However, Federal law mandates that SOHVs must be excluded from HOV lanes if the speed performance of the lanes is degraded (traffic must maintain an average speed of 45 miles per hour during 90 percent of peak hours over a 180-day period). Federal Highway Administration (FHWA) issued conditional approval for use of HOV facilities by hybrid vehicles, and requested that Caltrans submit a plan for improving performance of the HOV lanes. The results of this research allow Caltrans to comply with FHWA requirements to allow lower-emission hybrid vehicles to use the HOV lanes. Since the HOV access program has now ended, Traffic Operations has indicated that no further research is needed at this time.

Web Links (if available) http://www.dot.ca.gov/research/researchreports/reports/2011/2011-12_task_2187-tsm.pdf

PROJECT INFORMATION

Project Title Ramp Metering Design Tools and Field Test Implementation of Queue Control

ID Task Number 1115


Duration 29 months





SUBMITTER


Submitter Contact California Department of Transportation

RESEARCH PROGRAM




As a result of this research, the Ramp Metering Design Tool (RMDT) was integrated into a larger set of Tools for Operational Planning (TOPL). Headquarters Traffic Operations has adopted the TOPL suite to enable them to specify freeway corridors and identify operational improvement strategies. It can also model freeway and arterial traffic flow. The RMDT was tested on a calibrated model of I-80 near Berkeley over a period of four months, and the step-by-step construction and calibration from this experience are part of the final report. The second part of this project employed a 2070 signal controller running the Universal Ramp Metering Software (URMS) to test the suitability of the developed Queue Length Estimation scheme. A simulation tool was also developed to test and debug the software. In preparation for Part II of this project, a test site was selected and an installation plan was developed for the field test. This work will be continued under “Field Test Implementation of Queue Control – Track 2” (Task ID 2055). The set of tools developed are intended for use by traffic engineers and Transportation Management Center (TMC) operators to greatly facilitate the design and evaluation of ramp metering schemes and accelerate the deployment and optimization of their performance. These tools will help traffic engineers and TMC operators to attain significant freeway operation improvements by addressing and eliminating some of the key impediments that delay the wider acceptance, faster deployment, and more effective use of ramp metering in California. After Part II of this project is completed, a workshop will show traffic engineers and TMC operators how to use the new software and how to incorporate it into their jobs. The conclusion showing the benefits of their algorithm in use will show the TMC operators the benefits of using the tools. In addition, the final report will contain a detailed guide for practitioners to experiment on their own. The software is available to all interested parties.

Web Links (if available) http://www.path.berkeley.edu/PATH/Publications/PDF/PRR/2010/PRR-2010-16.pdf





PROJECT INFORMATION

Project Title Safety Roadside Rest Areas – Identifying Ways to Improve Traveler and Worker Safety Through Design and Location

ID 2049


Duration 36 months

SUBMITTER



RESEARCH PROGRAM




Many accidents caused by driver fatigue can be combated with rest opportunities. Prior research shows that rest areas at critical locations reduce accidents caused by driver fatigue. The research identified strategies for developing public/private partnerships to provide additional safe stopping opportunities. In this final task, usage of existing rest areas was measured. In addition, alternative rest opportunities as well as locations where unsanctioned commercial vehicle parking takes place were identified. Finally, potential partners for OASIS and other offline rest areas were identified. From this aggregated data, analysis was performed to identify priority locations for improving existing rest areas, adding new rest areas, potential partnership locations, and a limited number of rest areas that could be removed if alternatives were developed first. A final report that included maps, identifying recommended actions, was prepared. These will form the basis of an implementation plan that is now under development. By identifying the optimal locations for expanding traveler service rest opportunities, and the subset of rest opportunities that have potential for public private partnerships, the state will be able to improve safety on the highways in a cost-effective manner, facilitate commercial vehicle operations, and provide commerce-enhancing traveler services.

Web Links (if available) http://www.dot.ca.gov/hq/LandArch/srra/docs/11_Final_SRRA_Master_Plan_Report.pdf

http://www.dot.ca.gov/hq/LandArch/srra/docs/11_Final_SRRA_Master_Plan_Report.pdf

http://www.dot.ca.gov/hq/LandArch/srra/docs/11_Final_SRRA_Master_Plan_Report.pdf



PROJECT INFORMATION

Project Title ShakeCast – A Tool for Rapid Post-Earthquake Response

ID Task Number 579


Duration 60 months

SUBMITTER


Submitter Contact California Department of Transportation

RESEARCH PROGRAM




Following a major earthquake, one of Caltrans’ most critical tasks is to assess the condition of all potentially impacted bridges and roadway corridors in the state highway system. Timely response is important to ensure public safety, guide emergency vehicle traffic, and re-establish critical lifeline routes. PROBLEM In the past, bridge inspection teams had difficulty setting priorities immediately following an earthquake because they lacked precise information about where the worst shaking and, most likely, the greatest damage had occurred. In the 1994 Northridge earthquake, it took several hours to identify the damage areas and mobilize bridge inspection teams. In the absence of such data, Caltrans was forced to locate the earthquake's epicenter, find the closest fault, and develop a list of bridges within a specified buffer zone surrounding that fault or the epicenter. Often times, television newscasts provided the best indicator of damage areas. With this information, inspection teams were dispersed widely within that region to perform initial reconnaissance. That took precious time. Moreover, shaking levels can vary dramatically within the buffer zone. An earthquake rarely ruptures over a fault's entire length. Furthermore, ground shaking at the same distance from a rupture zone can vary by nearly tenfold due to a variety of seismological and geotechnical effects. Buffer zones large enough to account for all areas that could be shaken strongly will also include wide swaths of undamaged zones, which can lead to misdirected resources.



SOLUTION In 2005, Caltrans initiated a contract with the United States Geological Survey (USGS) to develop and implement a Caltrans-specific version of ShakeCast, a post-event software analysis tool that was anticipated to change the way Caltrans responds following a major earthquake. ShakeCast is a Web-based application that automatically retrieves measured earthquake shaking data, analyzes it against individual bridge performance characteristics, and generates inspection prioritization emails and other Web-based products for emergency responders within minutes of an event. ShakeCast was built upon ShakeMap, a USGS product that takes measured ground motion data from a network of over 1,900 sensors distributed throughout California and combines it with geological data to create ground-shaking intensity maps. These maps provide a level of detail that far surpasses general epicenter/magnitude information commonly presented by the news media. ShakeMap provides the input parameters for ShakeCast, which, in turn, facilitates automated analyses using the Caltrans’ bridge and highway inventory data to produce prioritized bridge inspection lists. Deployed at Caltrans in June 2008, ShakeCast features Internet-based account management, system administration, and GoogleMaps visualization tools. It also automatically generates products for direct use in Google Earth, ArcGIS, and Excel. Caltrans is currently operating ShakeCast on two servers at the Transportation Laboratory in Sacramento, California, to support a group of responders responsible for post-earthquake bridge inspections. ShakeCast automatically determines the shaking value at the locations of over 12,700 bridges and facilities for events greater than magnitude 4.0, compares these to pre-established thresholds for notification of damage states for each facility, and then automatically distributes email messages to specified responders within about 10 to 15 minutes of the event. The email messages contain general information about the event, a summary of impacts to bridges, and notably, a table of bridges sorted by inspection priority. Each bridge has a unique fragility associated with it in the system’s database, based upon bridge damage models originally published by Basöz and Mander and implemented in the Federal Emergency Management Agency’s (FEMA) Hazards U.S. (HAZUS) software. The fragility models are based upon 1-second peak-spectral accelerations, and take into account bridge geometry (e.g., span lengths, number of spans, column heights, skew); year of design, construction, and retrofit; and component material types. Although the fragility methodology results in probabilities for a structure to be in a defined damage state, the presentation of results are intentionally presented in a context of



“inspection prioritization” to avoid any perception that the analysis represents actual damage conditions. Inspection priorities are coded as RED, ORANGE, YELLOW, and GREEN, corresponding respectively to high, medium-high, medium, and low “priority for full engineering assessment.” APPLICATION In the July 2008 earthquake of magnitude 5.4 near Chino Hills, only one bridge sustained significant damage. The damage included concrete spalling and transverse displacement of a deck span at the center pier. This was identified in the initial Caltrans ShakeCast notification as the 30th highest inspection priority out of over 300 bridges assessed by the system. A follow-up notification message (based upon more comprehensive ground motion measurements) identified this bridge as the third highest inspection priority out of over 400 bridges assessed. This event, although not considered major, provided an excellent opportunity to fully exercise ShakeCast capabilities during the test deployment phase and build confidence in the system. ShakeCast provided the basis for Caltrans bridge inspection in the “Golden Guardian” exercise in November 2008 (www.shakeout.org). This exercise used a scenario magnitude 7.8 earthquake on the San Andreas Fault in Southern California to test coordination efforts of regional responders. The exercise gave Caltrans responders valuable insight into the potential impacts to the highway infrastructure due to bridge damage in a severe event. BENEFITS Benefits have already been realized over the course of the test deployment phase of the ShakeCast software. The ShakeCast system has proved to be a valuable tool for post-earthquake response for Caltrans during real events as well as for scenario planning exercises. ShakeCast facilitated the complicated assessment of potential damage to a user’s widely distributed facilities by comparing the complex shaking distribution with the potentially highly variable damageability of their inventory and provided a simple, hierarchical list and maps of structures or facilities most likely impacted. ShakeCast has drastically reduced Caltrans’ response time following an earthquake by focusing inspection efforts in the most critically shaken areas.

Web Links (if available) http://www.dot.ca.gov/newtech/researchreports/reports/2010/shakecast_final_report_task_0734_0579_072910.pdf

http://www.shakeout.org/

http://www.dot.ca.gov/newtech/researchreports/reports/2010/shakecast_final_report_task_0734_0579_072910.pdf

http://www.dot.ca.gov/newtech/researchreports/reports/2010/shakecast_final_report_task_0734_0579_072910.pdf



Connecticut Department of Transportation

PROJECT INFORMATION

Project Title Use of Streaming Media and Digital Media Technologies at Connecticut DOT

ID SPR-2254


Duration 76 months

SUBMITTER

Submitter Agency Connecticut Department of Transportation

Submitter Contact James A. Fallon Manager of Design Services Connecticut Department of Transportation [email protected]

RESEARCH PROGRAM

Sponsors Connecticut Department of Transportation 2800 Berlin Turnpike Newington, CT 06131-7546



This project provided the infrastructure needed to produce and deliver

high-quality video presentations and webcasts, which are routinely used

for in-house training and public information. In addition, live meetings

and workshops are delivered via the Web from a state-of-the-art

broadcasting studio.

Web Links (if available) http://www.ct.gov/dot/cwp/view.asp?a=1617&Q=273484&dotNav=%7C

http://www.ct.gov/dot/cwp/view.asp?a=1617&Q=273484&dotNav=%7C



District of Columbia Department of Transportation (DDOT)

PROJECT INFORMATION

Project Title Innovative Bicycle Facility Research and Analysis

ID DCKA-2010-T-0050 TO#3


Duration 12 months

SUBMITTER

Submitter Agency District of Columbia Department of Transportation

Submitter Contact Stephanie Dock District Department of Transportation 55 M Street SE, Suite 500 Washington, DC 20003 (202) 671-1371 [email protected]

RESEARCH PROGRAM

Sponsors District of Columbia Department of Transportation 55 M Street SE, Suite 500 Washington, DC 20003



The District Department of Transportation (DDOT) has recently implemented several innovative bicycle facilities intended to improve cyclist comfort and safety by reducing cyclist-motorist conflicts, and has plans for many more. This project evaluated three new and innovative facilities before and after their implementation. This evaluation provided a unique opportunity to assess these innovative facilities from the perspective of all roadway users to understand both their benefits and drawbacks. The objective of this evaluation is to:

• Improve the safety and operations of existing facilities through design refinements (e.g., signal timing modifications, geometric adjustments, supplemental signs, etc.).

• Provide guidance on best practice to achieve desired results for future bicycle facility designs within the District.

• Complete the required reporting for the Federal Highway Administration bicycle signal and bicycle box experiment at 16th Street and U Street, NW.

• Thoroughly document the potential benefits of innovative bicycle facilities to guide and support future DDOT capital programming.



• Summarize the results of the study in a concise and well-written

report (including an Executive Summary) intended for the public and decisionmakers, and serve as a resource for a national audience.

This evaluation focused data collection and analysis of the effectiveness on the following three facilities:

• 16th Street/U Street/New Hampshire Avenue: A 6-way intersection with bicycle boxes, bicycles signals, contraflow bicycle lanes, and possible future colored bicycle lanes.

• Pennsylvania Avenue Bicycle Lanes: Bicycle lanes running down the center median of the roadway with no grade separation.

• 15th Street Cycle Track: Separated two-way bicycle lane on the west side of the street.

Several types of evaluation were conducted for each location to determine the effect of the bicycle facilities. Data collection was conducted before and after the final phase of installation of the bicycle facilities. Data collection focused on five areas:

• Facility use. • Efficient operations (level of service). • Convenience (corridor travel times for users). • Safety. • Comfort.

Outcomes The facilities generally performed well, except in the area of safety where crashes increased, though the accident rates remained stable. The facilities have proven very popular, especially the 15th Street cycle track. A more complete description of the outcomes can be seen in the final report. Impacts The study was completed in early 2012 and has provided immediate value. The project allowed DDOT to understand both the positives and the negatives of the facility designs from the perspective of users, and to observe how people were using and interacting with the facilities. This information is leading to design changes on the existing facilities and improving designs for new facilties. As a result of the research, DDOT is redesigning the facilities at the intersection of 16th Street/U Street/New Hampshire Avenue based on cyclist behavior and the issues observed with wait times. Similarly, on 15th Street, we learned that contraflow bicycle lanes struggle with signal timing on one-way streets. But we also know that these lanes are extremely popular with cyclists, so they do



work. In response, our next set of bicycle lanes are going to a one-way couplet instead of a two-way track on a one-way street. Lastly, we learned a good deal about how cyclists and drivers understand signal directions in these environments and are working on signal separation to reduce confusion.

Web Links (if available) http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bicycle+Lanes/Bicycle+Facility+Evaluation

http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bicycle+Lanes/Bicycle+Facility+Evaluation

http://www.dc.gov/DC/DDOT/On+Your+Street/Bicycles+and+Pedestrians/Bicycles/Bicycle+Lanes/Bicycle+Facility+Evaluation



Florida Department of Transportation (FDOT)

PROJECT INFORMATION

Project Title Aging Driver and Pedestrian Safety: Human Factors Studies

ID BDK83 977-09


Duration 25 months

SUBMITTER

Submitter Agency Florida Department of Transportation

Submitter Contact Darryll Dockstader - Florida Department of Transportation 605 Suwannee Street Tallahassee, FL 32399 (850) 414-4617 [email protected]

RESEARCH PROGRAM

Sponsors Florida Department of Transportation 605 Suwannee Street Tallahassee, FL 32399-0450



Florida Department of Transportation’s Safe Mobility for Life program strives to improve access, safety, and mobility of Florida’s growing aging population. The primary emphasis of the program is to improve roadway conditions to help compensate for the natural changes related to aging. In particular, to provide better guidance through more legible signals and signs, and improve advanced warning systems to alert drivers of upcoming traffic and roadway conditions. While these improvements are designed to meet the needs of aging drivers, an added benefit is that they also help to provide a safer transportation system for drivers of any age. In this project, researchers at Florida State University, under contract with FDOT, compared aspects of sign and signal effectiveness for various age groups using human factors methods in lab and field studies with both drivers and pedestrians. The premise of the research was that effective signs and signals must attract attention, be legible, and be comprehensible soon enough for the traveler to take appropriate action safely. Researchers evaluated six specific traffic operation protocols, engaging three age groups in each evaluation: 21–35 years old, 36–64 years old, and 65 years and older. The protocols evaluated were sign retroreflectivity, message sign word order, sign fluorescents, use of



pedestrian signals in intersections, auditory feedback devices to alert pedestrians, and the effect of message sign letter height. This research identified relevant data using a human factors approach to help FDOT form policy that focuses effort, time, and funds on effective changes to traffic operations. The research enables FDOT to implement beneficial changes more quickly and to develop educational materials to help meet the needs of older adults. Two preliminary successes of this research include the adoption of fluorescent yellow sheeting on urban road signs to help increase visibility, and the decision not to pursue installation of pedestal pedestrian signals at intersections after these studies demonstrated they had no impact on driver awareness.


PROJECT INFORMATION

Project Title Hydroplaning on Multi Lane Facilities

ID BDK84 977-14


Duration 27 months

SUBMITTER



RESEARCH PROGRAM






The FDOT Plans Preparations Manual specifies a cross-slope in one direction across a maximum of three lanes to mitigate the potential for hydroplaning by limiting the thickness of the water film formed during heavy rains. When highways are widened beyond three lanes, the common practice is to redesign the median, adding additional lanes sloped toward the median while the three remaining lanes slope towards the outside. While redesigning the roadway in this fashion meets cross slope specifications, the redesign increases expense and construction time. Recently, researchers with the University of South Florida, under contract with FDOT, developed a procedure for evaluating the potential for hydroplaning on highways with more than three lanes. Researchers explored factors that lead to hydroplaning in order to build a comprehensive model, then verified the model through tests on a course equipped to produce a regulated, adjustable water film. It is envisioned that roadway design engineers will use the model to develop hydroplaning speed specifications for FDOT facilities. The project also developed a Matrix Laboratory (MATLAB) software interface that illustrates to roadway designers the effect of changing conditions on predicted hydroplane speed, and built models of locked tires sliding on pavement. FDOT will use the tools generated in this project to predict the water film thicknesses needed to produce hydroplaning, and to determine the effect of roadway design changes on driver safety. These tools can help FDOT engineers develop less expensive design alternatives for widened facilities without compromising driver safety. In a recent freeway-widening project, FDOT determined that a road built to allow four lanes to slope to the outside rather than regrading the inside lane toward the median potentially saves $1.2 million per mile in construction costs.


PROJECT INFORMATION

Project Title National Transit Database Alternative Sampling Plans

ID BDK85 977-2877933


Duration 18 months



SUBMITTER



RESEARCH PROGRAM




This project concluded a suite of research projects that developed tools to assist transit agencies to develop sampling plans for reporting to the National Transit Database (NTD), customized to specific conditions but similar to those in NTD Circular 2710.1A. The alternative sampling plan includes all transit modes, allows fixed interval sampling, and has been adopted by NTD as an alternative to Circular 2710. In the current project, a Web tool was developed to deliver the NTD alternative sampling plan manual. The tool allows users to filter the manual to view information relevant to the special circumstances of individual agencies through a user interface, thus avoiding extraneous technical reading. The alternative sampling plan is being adopted by transit agencies in Florida (Lake County) and around the United States (Philadelphia, PA and Loudoun County, VA). According to NTD, this family of work comprises the biggest labor savings delivered in their 34-year history. Agencies that currently use Circular 2710.1A and adopt this sampling plan can expect to reduce the number of samples needed for reporting to the NTD by 50 to 90 percent. For a typical agency, the number of one-way samples taken would decrease by over 200 trips, and result in a savings of 800 labor hours per year. Southeastern Pennsylvania Transportation Authority (SEPTA) (Philadelphia) reduced sampling of train cars from 4,060 to 309 per year, saving an estimated $90,000 per year in sampling costs. Loudoun County, VA reduced bus sampling from 371 to 60.




PROJECT INFORMATION

Project Title Sealing of Cracks on Florida Bridge Decks with Steel Girders

ID BDK82 977-02


Duration 30 months

SUBMITTER



RESEARCH PROGRAM




Sealing cracks on bridge decks prevents corrosion of reinforcing bridge components caused by water and salt intrusion. However, in order to perform this work, maintenance engineers must close one or more lanes of traffic, often resulting in delays to the traveling public. FDOT recently studied various sealants to determine their ability to span cracks and achieve performance criteria such as penetration depth, bond strength to crack walls, elongation, viscosity, and suitability of sealant type. FDOT determined that the appropriate sealant should have enough elongation that the flexure of the bridge will not cause the sealants to crack or debond, but not too much elongation as to require excessive cure time. Researchers developed a finite element model to investigate factors affecting tensile stresses and crack tendency. The model also checked the live-load deflection limit, an important factor in bridge deck cracking. Researchers developed a tool to predict deck cracking, accounting for shrinkage, thermal effect, creep, concrete mix design, deck restraint, loading, and environmental effects, and to determine which sealant is appropriate for the situation. FDOT implemented the tool and model developed in this research to aid materials engineers to determine which crack sealants to select for use on bridge decks. Using the appropriate sealant helps to maximize the



life of a repair while protecting vulnerable infrastructure. It is also expected that implementation of this research will reduce the length of time lanes need to be closed to perform maintenance. Currently, in order to reopen a closed road at the end of an eight-hour shift, maintenance engineers must apply sealants in the first 2.5 hours to allow sufficient time for the sealant to cure. Fewer elastic sealants can cure 60 to 90 minutes faster. Therefore, if analysis shows that performance requirements for a specific bridge can be met using a less elastic crack sealant, then the amount of time available to perform the crack sealing maintenance work can increase from 2.5 to 4 hours, allowing maintenance engineers to accomplish up to 60% more work per shift.


PROJECT INFORMATION

Project Title The Effect of Barriers on Bridge Load Distribution

ID BD543-21


Duration 15 months

SUBMITTER



RESEARCH PROGRAM


mailto:[email protected]





Florida Department of Transportation (FDOT) maintenance engineers use bridge load ratings to issue overweight load permits. The calculation excludes barriers from the design and load-rating structural analysis because barriers are designed to withstand impacts from vehicle collisions and are not designed to contribute to bridge strength. When intact and undamaged, barriers on bridges do, in fact, serve as fully functional structural members, contributing to bridge strength. Researchers at the Florida A&M University/Florida State University College of Engineering, under contract with FDOT, recently studied the effect of barriers on the live load distribution on the overhang of a segmental box girder bridge. Researchers found that some bridges’ deck cantilever may be able to carry more load if the barrier’s structural contribution is considered. This research, in conjunction with other research and bridge testing, resulted in changes to the 2012 FDOT design standards concerning the location along bridges at which to place barrier joints. In a specific case, the results of this work influenced the decision to seal barrier joints on a bridge. Sealing the barrier joints stiffened the beam directly underneath the barrier, decreasing strain in that beam by up to 50% and reducing displacement by up to 33%, which increased the allowable load on the bridge. These findings have the potential to save both FDOT and haulers time and money for the permitting and transportation of oversized loads.


PROJECT INFORMATION

Project Title Travel Time Reliability Improvements

ID BDK77 977-10


Duration 22 months

SUBMITTER





RESEARCH PROGRAM

Sponsors Florida Department of Transportation



Critical to the planning, maintaining, and improving of Florida’s freeway system is the ability of transportation planners to evaluate and measure the performance of those freeways. The ability to measure performance enables FDOT to identify and plan for needed improvements. Having a means to measure performance also enables FDOT to comply with Moving Ahead for Progress in the 21st Century (MAP21) reporting requirements, which requires States to assess the condition of interstate and non-interstate segments of the National Highway System to be eligible for Federal funding. Traditional performance measures of the highway system typically analyze only a single hour of facility use, and therefore might not represent travel conditions on that facility at another time or under varied conditions. To improve on these traditional performance measures, FDOT has developed travel time reliability (TTR) tools that consider the performance of a facility over a long period of time (typically one year). FDOT uses a Travel Time Index (TTI) to measure the ratio of peak-period travel time to free-flow travel time for roadway segments, then calculates a “percent reliable” for a given road segment that considers historic traffic, various intelligent transportation systems (ITS) strategies, and incident duration. Recent research conducted by the University of Florida, under contract with FDOT, further improves TTR tools by including a Planning Time Index (PTI) that compares the 95 percent average travel time at any period of interest to the free-flow travel time. Researchers also enhanced the portion of the TTR tool that considers weather impacts on travel. FDOT uses the developed TTR tools to select needed roadway improvement projects and to estimate impacts of various types of programs or improvements on the expected facility reliability. The tools also help freight shippers schedule trips. FDOT considers TTR to be a highly important component of system evaluation, including TTR annually in FDOT’s Planning Source Book and in reports to Florida’s elected officials. Additional importance is placed on TTR by virtue of its expected inclusion as a performance assessment required by MAP21.




Georgia Department of Transportation (GDOT)

PROJECT INFORMATION

Project Title A Pavement Condition Survey Procedure and Program for Counties and Cities

ID RP 11-35


Duration 8 months

SUBMITTER

Submitter Agency Georgia Department of Transportation

Submitter Contact David M. Jared, P.E. Chief Research and Development Office of Research Georgia Department of Transportation 15 Kennedy Drive Forest Park, GA 30297 [email protected]

RESEARCH PROGRAM

Sponsors Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 Georgia Department of Transportation One Georgia Center 600 West Peachtree Street, NW Atlanta, GA 30308



Since 1997, Georgia DOT (GDOT) has conducted annual pavement condition evaluations on its 18,000 centerline-miles state route system using the Computerized Pavement Condition Evaluation System (COPACES). This system was developed to support GDOT's pavement maintenance and rehabilitation (M&R) decisions. However, there is no standard procedure or tool available to counties and cities for effectively monitoring and managing the more than 97,000 centerline-miles of the non-state maintained route system in Georgia. GDOT initiated this project to promote local agencies’ abilities to manage pavement assets effectively by transferring its knowledge and practices on pavement performance monitoring, preservation, and management to local agencies. The objective of this project is to develop a computerized pavement condition evaluation system (COPACES) for Counties and Cities (COPACES-CC) leveraging the successfully implemented COPACES by streamlining it to accommodate local agencies’ needs. This system will include a different location referencing system and



unique business operations. COPACES-CC provides functions for data collection, analysis, reporting, and management. It also provides user manuals and an advanced computer program. Finally, a statewide implementation strategy leveraging current GDOT annual COPACES training has been developed and future enhancements based on user feedback are proposed. This research will serve as a cornerstone for local agencies to establish their asset management systems. Some counties have already used COPACES-CC to collect data. This program:

(1) Comes when many local agencies are in need of a tool to manage and report their pavement conditions effectively.

(2) Provides local agencies with a standard procedure for monitoring, reporting, and making appropriate decisions about how to treat pavement conditions.

(3) Helps counties and cities effectively communicate with GDOT about maintenance support through the Local Maintenance Improvement Grant (LMIG) Program.

The developed program will enable local agencies to establish their pavement asset management programs so that executive management can objectively make appropriate decisions when selecting and funding pavement preservation projects.


PROJECT INFORMATION

Project Title Inverted Base Pavements: New Field Test and Design Catalogue

ID RP 11-28


Duration 17 months

SUBMITTER


Submitter Contact David M. Jared, P.E. Chief Research and Development Georgia Department of Transportation Office of Research 15 Kennedy Drive Forest Park, GA 30297 [email protected]



RESEARCH PROGRAM

Sponsors Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 Georgia Department of Transportation One Georgia Center 600 West Peachtree Street, NW Atlanta, GA 30308



Georgia Department of Transportation seeks to optimize the cost and long-term performance of alternate, inverted base pavement (IBP) systems, in follow up to previous research on its as-built properties. Inverted base pavement (IBP) is an innovative highway pavement design where the rigidity of the lower, supporting layers is significantly greater than that of the upper, structural layers. Developed by South Africa in the early 1970s, this design is being studied for various roadway applications in the United States, while variations of it have been used since the 1980s. By utilizing native crushed stone and less imported bitumen, South Africa has reported a 20 to 25 percent cost savings compared with conventional concrete and/or bituminous pavements. After being introduced to the IBP design, Georgia DOT (GDOT) assisted the Georgia aggregate industry with construction of an IBP test section on a private quarry haul road. Based on excellent performance of the test section over 10 years, GDOT constructed its own test section on a new bypass road near LaGrange, Georgia. The successful completion of the project and the cost savings therein has prompted GDOT to consider IP as an optional construction method on future projects. The primary objectives of the current research, which is nearing completion, are to:

(1) Develop an in situ field test to characterize the as-built inverted base stiffness-stress response.

(2) Use numerical methods and known parameter ranges to identify IBP structures that are equivalent to standard GDOT sections.

(3) Present results in a pictorial catalogue. Research results will allow GDOT to optimize the use of the alternate IBP system, in view of potential savings and enhanced long-term performance. GDOT-related aggregate consumption exceeds 12 million tons/year. At a cost of $7/ton, even a minor reduction in aggregate use of 1 percent would realize an estimated savings of $1,000,000/year. Furthermore, even greater benefits are expected when construction costs, cement materials costs, and life-cycle costs are considered.




PROJECT INFORMATION

Project Title Recommended Guide for Next Generation of Transportation Design-Build Procurement and Contracting in the State of Georgia

ID RP 10-23


Duration 24 months

SUBMITTER


Submitter Contact David M. Jared, P.E. Chief Research and Development Georgia Department of Transportation Office of Research 15 Kennedy Drive Forest Park, GA 3029 [email protected]

RESEARCH PROGRAM

Sponsors Georgia Department of Transportation One Georgia Center 600 West Peachtree Street, NW Atlanta, GA 30308



Georgia Department of Transportation, in partnership with Georgia Tech, developed a Design-Build (DB) guidebook to improve the efficiency of DB contracting in highway construction. A DB selection tool was developed to evaluate the appropriateness of DB for transportation projects. This tool helps GDOT to:

(1) Determine suitability of DB for projects. (2) Assess whether project risks can be managed if DB is selected

for a project. (3) Evaluate authorized procurement methods and selecting the

most appropriate method. (4) Implement DB transparently and consistently.

A post-research workshop was held to facilitate adoption of DB contracting in Georgia. Effective July 1, 2012, Georgia legislators raised the cap for DB by 50 percent (in dollars), based on the total amount of construction projects awarded in the previous fiscal year. This was made possible, in part, by solid DB project suitability assessments that this research enhanced for future use.




PROJECT INFORMATION

Project Title Safety Performance Evaluation of Converging Chevron Pavement Markings

ID RP 12-02


Duration 20 months

SUBMITTER


Submitter Contact David M. Jared, P.E. Chief Research and Development Office of Research Georgia Department of Transportation 15 Kennedy Drive Forest Park, GA 30297 [email protected]

RESEARCH PROGRAM

Sponsors Georgia Department of Transportation One Georgia Center 600 West Peachtree Street, NW Atlanta, GA 30308



Georgia Department of Transportation is completing its second phase of research on the potential benefits of converging chevron-type pavement markings at freeway-to-freeway directional ramps. In the first phase, the effects of the markings on vehicle speeds were examined. The second phase is a follow-up examination of the potential safety benefits of the markings. Only a few studies have been done on this type of marking, and this two-phase effort, examining speed reduction and safety benefits, is the first of its kind nationwide. Preliminary analysis of these markings installed at two freeway-to-freeway directional ramps (both two-lane) showed that the two treatment ramps had 76% and 87% decreases in crashes, respectively, in the 20 months following installation. Control ramps (no chevron markings) had only 15% and 20% decreases, respectively. The incident reduction on the treatment ramps significantly exceeds any expected background reduction, suggesting that chevrons may have markedly contributed to enhancing the safety of the facility. This current study is a detailed analysis of crash data to evaluate the effect of the converging chevron markings on safety performance, including statistical analysis to evaluate the expected number of crashes at the treatment and similar types of ramps. A key outcome of the current study is an understanding of the types of



incidents addressed by the chevron markings treatment. This will allow for the development of guidance for the selection of sites where the treatments will have a high likelihood of improving safety. As the project is focused on safety, much of the benefit will accrue from reductions in injuries and/or fatalities. The elimination of a single fatality through the use of converging chevron pavement markings will produce an estimated benefit-to-cost ratio above 25:1 (assuming the cost of a single traffic fatality as $3,366,388 [USDOT, 2000]). Additional potential benefits of the study exist in the reduction in overall incidents and incident-related congestion.




Illinois Department of Transportation (IDOT)

PROJECT INFORMATION

Project Title 2010 Highway Safety Manual Lead State Peer-To-Peer Workshop

ID R27-89


Duration 10 months

SUBMITTER

Submitter Agency Illinois Department of Transportation

Submitter Contact Amy M. Schutzbach, P.E. Illinois Department of Transportation Bureau of Materials and Physical Research 126 East Ash Street Springfield, IL 62704-4766 (217) 782-2631 [email protected]

RESEARCH PROGRAM

Sponsors Illinois Department of Transportation 2300 S. Dirksen Parkway Springfield, IL 62764



The Illinois Department of Transportation (IDOT) and the Illinois Center for Transportation (ICT) sponsored and hosted the 2010 Highway Safety Manual (HSM) Lead State Peer-to-Peer Workshop November 17–18, 2010, at the IDOT District 1 Office in Schaumburg, Illinois. The peer-exchange workshop involved representatives from 13 selected states and experts familiar with HSM development and implementation in order to facilitate the exchange of experiences and examples related to HSM implementation among the lead states. Federal Highway Administration (FHWA), Illinois Division Office, and the Office of Safety were invited to participate in the peer exchange. The workshop covered a wide range of topics regarding the institutionalization of new quantitative safety methods (policies, design, planning, leadership, etc.), challenges and barriers (data collection and integration, statistical methods, analysis tools, training needs), case studies, and successful applications of the HSM. This report summarizes attendee statistics, the conference program, main activities (including 24 presentation and discussion sessions), and attendee feedback. Prospects for future workshops and training opportunities are also discussed. This project was also considered a prequel to the NCHRP 17-50 HSM Lead State Initiative.



This peer exchange provided immediate implementation both within the state and at a national level within DOTs and FHWA. All the attending states benefited from the peers' experience and perspective with the HSM. One of the best outtakes of this research project was to share the states' implementation plans for planning and policy, training, and data and safety performance functions (SPF) calculations. This research opened the door to future peer exchanges on this subject that will allow the states to share data and findings, while making data- driven safety improvements. This project allowed Illinois and the other 12 participating states to exchange ideas, look for opportunities to advance implementation, and advanced efforts leading into the National Cooperative Highway Research Program (NCHRP) 17-50 project. In addition, it allowed FHWA to identify needs/gaps that they could address. Guidebooks were developed as a result of this effort. The FHWA HSM Implementation Pooled Fund was identified at the workshop as a need to advance implementation and was established in 2012. Since the Illinois HSM workshop was held, at least two other similar peer exchanges have been held, a phase two of the NCHRP17-50 has been proposed that would expand these efforts to additional states, and Illinois has calibrated its crash data to meet HSM Safety Performance Functions.

Web Links (if available) http://ict.illinois.edu/Publications/report%20files/FHWA-ICT-12-019.pdf

PROJECT INFORMATION

Project Title Best Practices for Implementation of Tack Coat Technical Review Panel (TRP) Recommendations

ID R27-100


Duration 29 months

SUBMITTER



http://ict.illinois.edu/Publications/report%20files/FHWA-ICT-12-019.pdf



RESEARCH PROGRAM




Tack coat is a light layer of diluted asphalt that is applied to hot-mix asphalt (HMA) concrete or Portland cement concrete (PCC) pavement surfaces to ensure good interface bonding between layers. The objectives of this research were to quantify the effects of HMA tack coat type, tack coat application rate, cleaning techniques, and surface texture on the interface bonding and overlay performance through laboratory and accelerated pavement testing. The findings from this project, based on field and laboratory testing, have enabled the Department to revise the current tack coat specifications in terms of cleaning, optimizing tack coat application rates, and specifying appropriate tack coat types. This will help practitioners efficiently and effectively apply tack coat to enhance pavement performance. The field study in District 1 and District 4 included multiple applications of the rapid setting prime and spray paver on roadways with greatly varying traffic to verify the lab results. There is continuing work to verify that field aging does not affect the recommendations. These findings have been incorporated into a Special Provision that has been regularly revised to address the findings from the laboratory and field studies. This Special Provision has been implemented in District 1 and District 4 as part of the field study and is available to the entire state, including local agencies. IDOT has also worked with prime/tack manufacturers to help them improve their products to conform to the new specification and make them cost-effective for contractors to use by reducing set time. Identification of the optimum tack coat application rate will help ensure cost-effective and efficient tack coat application and will enhance pavement performance. It will also help the industry to better optimize resources and improve pavement performance.

Web Links (if available) http://ict.illinois.edu/Publications/report%20files/FHWA-ICT-12-004.pdf http://ict.illinois.edu/Publications/report%20files/FHWA-ICT-12-005.pdf





PROJECT INFORMATION

Project Title Calibration and Refinement of Illinois' Earthquake Resisting System Bridge Design Methodology

ID R27-70


Duration 47 months

SUBMITTER



RESEARCH PROGRAM




Although the Illinois Earthquake Resisting System (ERS) strategy is described at length in the IDOT Bridge Manual and supported by a “Seismic Design Guide” with examples, the theoretical methods used in its development lack experimental testing to verify or calibrate some of its fundamental design assumptions. The changes to the American Association of State Highway and Transportation Officials’ (AASHTO) bridge design code have also substantially increased the population of structures in Illinois requiring seismic analysis and design. Consequently, the number of design consultants retained by IDOT that will be exposed to a project with seismic design will also increase significantly. There is concern that, without refined and improved guidance from IDOT’s ERS strategy, designers less experienced with seismic design principles could make over-conservative and expensive decisions or even decisions that might produce unsafe designs. This kind of uninformed conservatism could result in undesirable decisions (such as not to reuse existing substructure or foundation units) that expand the scope of work (and expense) to complete bridge structure replacements, which in turn diverts substantial monies from other projects. Based on this status, the principal objectives of the project were to utilize



a combined experimental and computational research program to investigate, validate, calibrate, and adjust high-priority components of the current Illinois ERS strategy. The project defined its scope based on assessing the most common bridge types in Illinois, and all work was focused on the specific seismic hazard and structural characteristics appropriate for Illinois. Various aspects of the IDOT ERS strategy were examined and improved upon through experimental and numerical studies. The focus of the work was predominantly on new construction (including reuse of existing bridge elements in a superstructure replacement, as appropriate) of common steel girder and bulb-tee prestressed concrete girder bridges, including both simply supported bridges and multispan bridges with straight girders, common cross-frame configurations, and aligned or mildly skewed supports. This research project laid the groundwork not only for calibration of IDOT's ERS, but also refinement of IDOT's ERS. The experimental and numerical/finite element modeling results provided a clearer idea of individual element/fuse behavior as well as system behavior. More accurate performance-based design criteria are now under development and implementation in the IDOT Bridge Manual as a result, and the refined methods will not be overly complex such that designers are overburdened with the seismic aspect of bridge design, especially in moderate to moderately high seismic regions. The refined IDOT ERS is evolving into a hybrid of traditional force-based, displacement-based, and isolation design methods that is well suited to the bridge configurations typically built in the state in low to very high seismic demand regions. This is expected to save time and money in different areas from design to construction. The newly evolving design methods for Illinois seismic are not just an incremental improvement, but also a leap forward. As such, Phase II of the project will help to “test drive” the developing simplified methods with a next refined generation of complex numerical/finite element studies. It should also be noted that performance-based design criteria for seismic is the next major developing advancement across the U.S. and the world. This project is already being viewed as a contributor to this emerging design philosophy.

Web Links (if available) http://ict.illinois.edu/Publications/default%20-%20copy.asp

http://ict.illinois.edu/Publications/default%20-%20copy.asp



PROJECT INFORMATION

Project Title Investigation of Contributing Factors Regarding Wrong-Way Driving on Freeways

ID R27-90


Duration 23 months

SUBMITTER



RESEARCH PROGRAM




This research project sought to determine the contributing factors to wrong-way crashes on freeways and to develop promising, cost-conscious countermeasures to reduce these driving errors and their related crashes. It was found that wrong-way freeway crashes in Illinois had general statistical characteristics similar to those found in previous studies in other states. Most wrong-way crashes in Illinois occurred in the Chicago and St. Louis metropolitan areas during early mornings and on weekends. There were significantly more wrong-way crashes on Saturday and during early morning hours (12 midnight to 5 a.m.) than other weekdays and times. Vehicle type, seat belt use, lighting, roadway alignment, age group, first vehicle contact point, and driver condition (blood alcohol content (BAC) level) were found to have an impact on crash severity. A new method was developed to rank high wrong-way crash locations based on the weighted number of wrong-way entries. This method was applied successfully to identify the top locations for field reviews in Illinois.



Data from this research project suggests that wrong-way driving incidents are most prone to occur on various Diamond and Partial Cloverleaf interchanges. Further, the project also suggests that signage and pavement marking modifications at these interchanges have proven to be effective measures in other states to eliminate wrong-way driving incidents on freeways. This project developed a set of short-term, low-cost countermeasures for improving existing wrong-way related signage, pavement markings, and geometric designs for the 12 study interchanges. The project findings are being implemented in various ways. IDOT is organizing a wrong-way driving countermeasures summit to share the research findings with other states as a Phase II for this project. At the same time, using a systematic approach, IDOT has initiated a statewide, $7 million project in all nine districts to implement the interchange improvements developed in this research project, with the goal of zero fatalities in the state.


PROJECT INFORMATION

Project Title Load Rating And Retrofit Testing Of Bridge Timber Piles Subjected To Eccentric Loading

ID R27-82


Duration 35 months

SUBMITTER



RESEARCH PROGRAM







The project was sparked in part due to a bridge that recently collapsed in Illinois that had deteriorated timber pilings. Results of this study will offer experimental and analytical verification of new and refined retrofitting techniques for existing wood piling in Illinois bridges. The retrofitting techniques will focus on resistance to combined moment and axial force using both Fiber Reinforced Polymers (FRP) and more traditional materials. In addition, the research will refine the methods used by the Department to rate existing bridges with wood pilings (as-built, with deteriorated wood pilings, or with retrofitted wood pilings). The improved-upon rating methodology will take into account asymmetrical loadings that cause moments and axial forces in wood pilings in addition to potential stability issues. The results from the retrofitting study will be developed in a format that will allow the Department to refine and/or add to the existing retrofitting details for wood pilings already in use. The suggested refinements to the existing rating methodology will allow the Department to directly revise/amend its existing rating procedure. Improved load rating and effective retrofitting of timber piles is quite important for a number of local or rural bridges in Illinois and both of these issues were addressed as a result of this project. Development of effective retrofitting techniques and simplified design methods for these typically aging bridges lengthens their useful lifespan, which can potentially save a considerable amount of money in a constrictive financial atmosphere. Improved load rating (i.e., taking into account moment or load eccentricity on piles) for these bridges allows engineers to more accurately determine strength and ensure higher levels of safety. Implementation of both outcomes for this project is ongoing during Phase II of the project. The load rating method for bridge piers is currently being incorporated into the IDOT load rating manual for local or rural bridges and it is planned to expand the method of rating to abutment piles as well. Development of a training video for the new retrofitting technique in the field is also underway that will greatly help in implementation, and refined retrofitting techniques for abutment piles are also under development.





Indiana Department of Transportation (INDOT)

PROJECT INFORMATION

Project Title Analysis and Methods of Improvements of Safety at High-Speed Rural Intersections

ID SPR-3316


Duration 33 months

SUBMITTER

Submitter Agency Indiana Department of Transportation

Submitter Contact Tommy E. Nantung Indiana Department of Transportation Division of Research and Development P.O. Box 2279 1205 Montgomery Street West Lafayette, IN 47906 (765) 463-1521 ext. 248 [email protected]

RESEARCH PROGRAM

Sponsors Indiana Department of Transportation and Joint Transportation Research Program – Purdue University Purdue University, School of Civil Engineering West Lafayette, IN 47907-1284



Indiana Department of Transportation (INDOT) has identified that high-speed rural intersections frequently experience excessive number of severe crashes. This project studied 553 intersections in Indiana and 72 intersections in Michigan to identify cost-effective safety countermeasures. Advanced econometric models help identify or confirm the following contributing factors: horizontal curves within the intersection vicinity, residential and commercial land use, nearby at-grade railroad crossings, intersection conspicuity to drivers on the major road, lack of acceleration lanes for left and right turns, narrow medians, and acute intersection angle. Based on the results of this and other studies, recommendations were made to improve safety at high-speed rural intersections. For new intersections, construction of wide medians is recommended. Where this is not possible and a narrower median needs to be constructed, adding a parallel acceleration lane for vehicles turning left from the minor road is suggested. Intersections should be placed at a sufficient distance from horizontal curves and from at-grade railroad crossings. Solutions with



indirect left-turn lanes (Michigan U-turns, J-turns) are recommended. At existing high-crash intersections, median closure should be considered or a median opening should be restricted to certain maneuvers. Median acceleration lanes can be added in order to allow a two-stage maneuver for left turns from the minor road. Enhanced guide and warning signage can be used to improve intersection conspicuity; adding road illumination can especially help at night. Finally, advanced intersection collision avoidance systems should be the subject of pilot studies in Indiana. The recommendations for new intersections should be reflected in the Indiana Design Manual to help designers select solutions that promote safety at high-speed rural intersections. The recommendations for existing intersections should be included in the guidelines and tools for safety audits and supporting computer tools. These recommendations have been submitted to the INDOT highway safety group for immediate implementation.

Web Links (if available) http://dx.doi.org/10.5703/1288284314648

PROJECT INFORMATION

Project Title Development of Internally Cured Concrete for Increased Service Life

ID SPR-3211


Duration 35 months

SUBMITTER



RESEARCH PROGRAM


http://dx.doi.org/10.5703/1288284314648





The objective of this study was to develop internally cured concrete for use in the state of Indiana to reduce cracking and to improve the durability of concrete bridge decks. The following conclusions were drawn based on the results from this study:

It is important for internal curing to work properly so that the lightweight aggregate (LWA): (1) Is able to provide a sufficient volume of water (e.g., 24-hour

absorption). (2) Has a structure that allows the water to be released to the paste

as needed (i.e., enables a large volume 90 percent+ to be desorbed by 92 percent RH).

(3) Is small enough so that they can be appropriately spaced in the matrix (i.e., fine aggregate is preferred).

A reduction or elimination of autogenous shrinkage is observed for internally cured mixtures. This reduces or eliminates the potential for early age cracking. Plastic shrinkage cracking is reduced in internally cured concrete. Internally cured concrete has a higher degree of hydration resulting in reduced water absorption. Internally cured concrete mixtures are less susceptible to early age thermal cracking. Large-scale testing showed a reduction in the cracking potential when internal curing was used.

The results of this investigation indicate that internally cured concrete has great potential for use in transportation structures. This occurs specifically due to the reduced potential for shrinkage and thermal cracking, the reduced fluid transport, and the increased densification of the matrix. Field trials are currently performed to enable Indiana to quantify the benefits of this material and to enable it to be more commonly used. It is recommended that a performance-based specification be developed that would enable these materials to be used and specified more widely in Indiana. It is recommended that a training video be developed that highlights the benefits of this material, describes its use, and discusses important features associated with placement and testing


http://dx.doi.org/10.5703/1288284314262



PROJECT INFORMATION

Project Title Effects of Realistic Heat Straightening Repair on the Properties and Serviceability of Damaged Steel Beam Bridges

ID SPR-3105


Duration 59 months

SUBMITTER



RESEARCH PROGRAM




Guidelines for conducting heat-straightening repair have been developed by Federal Highway Administration (FHWA) and some state highway agencies. These guidelines have been developed to optimize heat straightening while limiting the potential side effects of the heat straightening repair process. However, these heat-straightening guidelines are often transgressed in the field due to time and cost restrictions. These transgressions include, but are not limited to: (a)

underheating below the specified temperature (1,200 F); (b)

overheating above the specified temperature (1,200 F); (c) overstraining above the specified restraining force limit; and (d) multiple heat straightening of the same beam more than two times. Currently, there is a lack of knowledge of the effects of these imperfections and transgressions in the heat straightening repair process on the condition and serviceability of the damaged-repaired beams. The overall goal of this research is to develop recommendations for evaluating steel beam bridges in Indiana subjected to damage followed by heat straightening repair with imperfections and transgression (for example, overstraining, overheating, or multiple heat straightening). The findings are as follows:



(1) Analysis of the Indiana heat straightening database analysis indicated that the most frequently damaged and heat straightened bridge was made from A36 steel of the composite continuous bridge type.

(2) Overheating to 1,400 ºF significantly reduced the required number of heating cycles required to repair the damaged specimen when compared with the normal-heating 1,200 ºF specimens.

(3) The heat straightening maximum temperature of 1,400 °F was an acceptable imperfection on A36 steel beams with a moderate damage because it did not significantly reduce the fracture toughness or material properties of the repaired steels.

(4) Three damage-repair cycles on the same location of A36 steel beams were acceptable with moderate damage.

(5) An excessive restraining force should not be combined with underheating (lower than 1,000 °F) because it significantly reduces the fracture toughness of the repaired materials.

(6) It is not recommended to perform heat straightening repair during adverse weather conditions, such as thunderstorms, etc.

The research result of this project has been implemented by creating a set of recommendations for the INDOT Bridge Rehabilitation Section engineers. The expectation is to extend the life of the bridge steel girders and cost savings in the future.


PROJECT INFORMATION

Project Title Evaluation of Recycled Asphalt Pavement for Surface Mixtures

ID SPR-3018


Duration 56 months

SUBMITTER


Submitter Contact Tommy E. Nantung Indiana Department of Transportation Division of Research and Development P.O. Box 2279 1205 Montgomery Street West Lafayette, IN 47906 (765) 463-1521 ext. 248



[email protected]

RESEARCH PROGRAM

Sponsors Indiana Department of Transportation and Joint Transportation Research Program – Purdue University



This research was conducted to explore the effects of the inclusion of recycled asphalt pavement (RAP) with poor or unknown aggregate qualities in asphalt surface mixtures to establish maximum allowable RAP contents to provide adequate friction. The effects of RAP on thermal cracking were then investigated at the potential allowable RAP contents. The testing showed that the addition of poor quality RAP materials did impact the frictional properties and cracking resistance of the mixtures, but that lower amounts of RAP had little effect. The frictional performance of the laboratory fabricated and field-sampled RAP materials was acceptable at contents of 25% but may be questionable at 40%. Field friction testing was also conducted on existing roadways with RAP to explore their field frictional performance. Several low-volume roadways and one experimental interstate project were tested. The field results showed acceptable performance after 3 to 5 years of low volume traffic at RAP contents of 15% to 25% and after more than 10 years of interstate traffic with 15% RAP. Low-temperature indirect tensile testing showed an increased susceptibility to thermal cracking as the RAP content increased, but the change in critical cracking temperature was relatively small at the 25% RAP level. At 40% RAP without a change in the virgin binder grade, the critical cracking temperature was about 6 °C warmer than that of the control mixture. This finding supports the need for a binder grade change for RAP contents greater than 25%, as indicated in other research and as required by the current INDOT specifications. The results of this work confirmed a recent INDOT specification change made, in part, based on the preliminary results of this study. The specifications allow up to 40% binder replacement for lower traffic surface mixtures and up to 25% for high traffic surfaces, with limits on the RAP gradation that require the use of the finer RAP fraction (100% passing the 9.5 mm sieve). These findings have already been implemented. No additional costs are associated with the implementation and, in fact, eventually lower materials costs would be expected. Continued monitoring of the performance of RAP mixtures in the field can be implemented through the Pavement Management System and the INDOT Office of Research and Development friction testing program.


http://dx.doi.org/10.5703/1288284314665



PROJECT INFORMATION

Project Title High Performance Concrete Pavement

ID SPR-2642


Duration 107 months

SUBMITTER



RESEARCH PROGRAM




This research project was initiated as a response to the INDOT Pavement Steering Committee question related to the joint spacing of Jointed Plain Concrete Pavement (JPCP) in Indiana. There was an initiative in the Committee to reduce the joint spacing from 18 feet to 15 feet as a way to reduce premature concrete pavement deterioration. There was an indication that some newly paved JPCP had transverse cracks even before the pavement section was opened to traffic. Although in theory, the shorter joint spacing promises lower pavement curling stresses, the concern from the Committee is related to the increase construction and maintenance costs to the increased number of joints per mile to justify the longer concrete pavement life.

The objectives of this field research project are to:

(1) Evaluate the influence of climate on the behavior of JPCP slabs. (2) Evaluate the influence of thickness and slab joint spacing on the

behavior of JPCP slabs. (3) Make a decision for the department regarding whether shorter

joint spacing is beneficial in terms of pavement performance and life-cycle costs.



The Committee decided to implement a reconstruction project on Interstate 65 in Clarksville, INDOT Seymour District, Indiana to study the concrete pavement slab behavior in relation to stresses and strains in each slab with various dimensions (width, length, and thickness). The test site was a four-lane rural interstate highway to be reconstructed in order to make a six-lane highway.

The results from this field experimental research show that shorter joint spacing gives an advantage in reducing the stresses in concrete slabs, especially stresses in the longitudinal direction that can influence the occurrence of transverse cracks. Thinner concrete slabs in combination with shorter joint spacing will significantly reduce stresses in slabs. The implementation of this research results is the reduction of concrete pavement thickness by 1 inch for pavement design thicker than 12 inches and ½ inch for pavement thinner than 12 inches. The annual construction cost saving is $950,000.

Web Links (if available) http://docs.lib.purdue.edu/jtrp/1489/

PROJECT INFORMATION

Project Title Long-Term Behavior of Integral Abutment Bridges

ID SPR-3223


Duration 56 months

SUBMITTER



RESEARCH PROGRAM


http://docs.lib.purdue.edu/jtrp/1489/





Integral abutment (IA) construction has become the preferred method over conventional construction for use with typical highway bridges. However, the use of these structures is limited because of state-mandated length and skew limitations. To expand their applicability, studies were implemented to define limitations supported by rational analysis rather than by simply engineering judgment. Previous Purdue University research investigations have resulted in larger length limits and an overall better understanding of these structures. However, questions remained regarding IA behavior, specifically questions regarding long-term behavior and the effects of skew. To better define the behavior of these structures, this study was initiated specifically to investigate the long-term behavior of IA bridges. First, a field-monitoring program was implemented to observe and understand the in-service behavior of three integral abutment bridges. The results of the field investigation were used to develop and calibrate analytical models that adequately capture the long-term behavior. Second, a single-span, quarter-scale integral abutment bridge was constructed and tested to provide insight on the behavior of highly skewed structures. From the acquired knowledge from both the field and laboratory investigations, a parametric analysis was conducted to characterize the effects of a broad range of parameters on the behavior of integral abutment bridges. This study develops an improved understanding of the overall behavior of IA bridges. Based on the results of this study, modified length and skew limitations for integral abutment bridge were developed along with improvements in typical detailing. In addition, modeling recommendations and guidelines were developed to aid designers and to facilitate the increased use of integral abutment bridges. The results of this research have been implemented statewide through adoption in the INDOT design manual. These increased length and skew limits allow for practically all bridges in the state to be designed as integral. Considering reduced costs of both initial construction and maintenance with this bridge type, this research is also providing significant financial impact.


http://dx.doi.org/10.5703/1288284314640



PROJECT INFORMATION

Project Title Investigation of Premature Distress Around Joints in PCC Pavements

ID SPR-3016


Duration 61 months

SUBMITTER



RESEARCH PROGRAM




Some of the Indiana concrete pavements constructed within the last 10 to 20 years have shown signs of premature deterioration, especially in the areas adjacent to the longitudinal and transverse joints. This deterioration typically manifested itself as cracking and spalling of concrete combined with the loss of material in the direct vicinity of the joint. In addition, in some cases “bulb-shaped” damage zones were observed under the sealed parts of the joints. One concrete pavement road section was milled and overlaid with asphalt to restore the riding surface of the concrete pavement. The cost was $3.4 million for one lane mile of a four-lane road. The objective of this study was to investigate possible causes of this premature deterioration. To reach this objective, the characteristics of the concrete in and near the deteriorated joints were compared and contrasted to the concrete characteristics in the non-deteriorated sections of pavement. The study was conducted in two different phases (Phase I and Phase II), and the findings are presented as a two-part report. During Phase I of the study, 36 concrete cores were extracted from five different pavements. During Phase II of the study, 18 cores were retrieved from five different pavement sections and examined.



The test results identified several cases of in-filling of the air voids (especially smaller air bubbles) with secondary deposits. These deposits were most likely the result of the repetitive saturation of air voids with water and substantially reduced the effectiveness of the air voids system with respect to providing an adequate level of freeze-thaw protection. The immediate implementation of this research result is a change in the concrete pavement material specification by increasing the air content an additional 1 percent. This is to avoid future deterioration of newly constructed concrete.


PROJECT INFORMATION

Project Title Maximizing the Use of Local Materials in HMA Surfaces

ID SPR-3308


Duration 28 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Indiana Department of Transportation and Joint Transportation Research Program – Purdue University Purdue University School of Civil Engineering West Lafayette, IN 7907-1284





Indiana Department of Transportation specifications allow widespread use of locally available carbonate aggregates in deeper courses of hot-mix asphalt (HMA) pavements, but surface mixes (especially for high- volume traffic) require high friction aggregates, such as steel slag, blast furnace slag, or sandstone, for safety. These premium aggregates are not readily available in all parts of the state, requiring long-haul distances. The study summarized here was conducted to investigate the feasibility of using greater quantities of local, less polish-resistant aggregates, specifically limestones, in asphalt surfaces. The evaluation of various blends of coarse aggregates showed that adding carbonate coarse aggregate to a mix with high quality aggregates does cause a decrease in friction. Some local aggregate, however, can be added without a significant decrease in friction. The amount of local coarse aggregate that can be added and still provide adequate friction varied between 20% and 30%. In the evaluation of fine aggregate, there were some testing issues that may reduce the reliability of the results. Given that caveat, however, the results generally showed that if the amount of local fine aggregate is limited and high quality coarse aggregate is used, the friction level may still be adequate. The results of this study demonstrate that local, polish-susceptible aggregates can be used to replace a portion of high quality friction aggregates in HMA and stone-matrix asphalt (SMA) surface mixtures without detrimental effect on friction. Replacing some of the premium materials with locally available aggregates will help to reduce costs while maintaining safety. In addition to reducing material costs (by using less of the ‘‘premium’’ high quality aggregates), hauling costs and energy consumption will be reduced by using more materials from the local area. Based on the results of this study, an Indiana Test Method has been implemented to use the laboratory evaluation procedures used in this study as a screening test to determine if new aggregate sources should be placed in field trial sections. Such a screening test allows contractors, material suppliers, and INDOT to ascertain whether a material warrants further investigation before the effort and funds are invested in construction of a field trial. The result of the implementation to Indiana is construction cost savings.


http://dx.doi.org/10.5703/1288284314667



PROJECT INFORMATION

Project Title Performance Evaluation of Traffic Sensing and Control Devices

ID SPR-3206


Duration 45 months

SUBMITTER



RESEARCH PROGRAM






High quality sensing and control systems are essential for providing efficient signalized arterial operations. INDOT operates over 2,600 traffic signal controllers, approximately 2,000 of which use some form of vehicle detection. This study developed a technical protocol for evaluating vehicle detector performance and applied those techniques to both video detection (in partnership with Texas Transportation Institute) and wireless magnetometers. During this project, several lessons were learned regarding the detection zone configuration during an iterative design and testing process carried out between the research team and vendor partners. Recommendations for detector spacing were developed as a result of this process. The results of this project have had a positive impact on agency operations prior to the release of the final report. Indiana Department of Transportation has currently adopted the vehicle detector evaluation methodology as ITM No., 934-08P. The evaluation of wireless magnetometers led to the addition of this new detector technology to the approved materials list, which will potentially reduce detector installation and maintenance costs, as well as potentially allow enhanced information to be collected from signal systems.


PROJECT INFORMATION

Project Title Structural Impact of Construction Loads

ID SPR-3514


Duration 24 months

SUBMITTER



http://dx.doi.org/10.5703/1288284314641



RESEARCH PROGRAM




This project closes a void that exists in most state agencies’ information covering construction loads and temporary bracing requirements during bridge construction. This is a response to the bridge collapse in Minnesota. These requirements, as specified below, will improve job site safety during this vulnerable period.

• New design load requirements are proposed additions to the appropriate sections of INDOT’s Standard Specifications and Design Manual. Provisions would require falsework and formwork to be designed for dead load, live load, impact load, wind load, and minimum horizontal and vertical loads.

• The minimum bracing requirements for prestressed concrete and steel girders are proposed as standard drawings. Some provisions in the notes section of the drawings would be appropriate for inclusion in the Standard Specifications.

Use of the bracing requirements would not relieve the contractor of responsibility for the adequacy of the bracing system and the safety of the structure. It is recommended that bracing systems must be designed by an engineer according to the minimum bracing requirements, and proposed details must be submitted to INDOT for review prior to erection. This guideline has been submitted and implemented by the INDOT Bridge Division as a safety measure during construction and rehabilitation of bridges.


http://dx.doi.org/10.5703/1288284314980



Iowa Department of Transportation (IA)

PROJECT INFORMATION

Project Title Demonstration and Evaluation of Speed Management on Main Roads in Rural Communities, Phases I and II

ID TR-630


Duration 24 months

SUBMITTER

Submitter Agency Iowa Department of Transportation

Submitter Contact Linda A. Narigon, P.E. Research Implementation Engineer State Planning and Research Research Administrator Office of Research and Analytics Iowa Department of Transportation 800 Lincoln Way Ames, IA 50010 (515) 239-1471 [email protected]

RESEARCH PROGRAM

Sponsors Iowa DOT, Federal Highway Administration Mark Dunn Office of Research and Analytics Iowa Department of Transportation 800 Lincoln Way Ames, IA 50010 (515) 239-1447 [email protected]



Small rural communities are often located along major state or county highways and as a result, much of the traffic along their main thoroughfare is pass-through rather than local. Divers passing through those communities often enter at high speeds and then maintain those speeds throughout, creating a safety problem for the community. High speeds also discourage pedestrian activities, such as walking and bicycling, and discourage community interaction and vitality. Little guidance in the U.S. is available about the use of traffic calming in small rural communities. Phase I of the project evaluated eight different traffic-calming treatments in five rural Iowa communities. Speeds were measured before and after



installation of the treatments and the effectiveness of each treatment assessed. Traffic calming treatments were selected from traditional urban traffic calming treatments (appropriate for rural U.S. communities) as well as from European treatments for major roads in rural communities. Phase II evaluates another five different traffic calming treatments in rural communities. Additionally, a guidebook on rural traffic calming is being developed as part of Phase II. This work:

• Encourages the adoption of "complete street" policies and programs that improve pedestrian and bicyclist safety.

• Improves the safety of roadway infrastructure through system-wide implementation of proven countermeasures.

• Assists in the adoption of strategies to address the roughly 80 percent of transportation crashes caused by human error.

Implementation:

• Resources have been used by a number of rural agencies to address traffic calming.

• Several small communities in Iowa have implemented traffic calming based on these project results and subsequent Local Technical Assistance Program (LTAP) training initiatives.

Results from Phase I lead to a grant from Federal Highway Administration’s (FHWA’s) Accelerating Safety Activities Program (ASAP) to develop a guidebook on rural traffic calming. One of the project reports was accessed online 7,376 times and downloaded 788 times from March 2009 to August 2011. The project’s five technical briefs were accessed 2,843 times and downloaded 2,448 times, indicating this research and important results are being utilized.

Web Links (if available) http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/tr523%20.pdf#search="speed management on main roads in rural communities”

PROJECT INFORMATION

Project Title Evaluation of Effectiveness of Tow Plows for Winter Maintenance

ID RB18-011


Duration 8 months



SUBMITTER



RESEARCH PROGRAM

Sponsors Iowa DOT Office of Research Iowa DOT Maintenance Staff Iowa Department of Transportation Office of Research 800 Lincoln Way Ames, IA 50010 (515) 239-1646



Tow plows were added to several Iowa DOT plows for evaluation of use, safety, and effectiveness.

Standard, conventional snow plow.

Snow plow with front and wing plows.



Snow plow with front 12 foot plow and tow plow. This effort resulted in considerable cost savings, as documented in the link below. Comments from the operators are very positive and they are finding this equipment very beneficial for plowing multiple lane roads. Operators have mounted a mirror on the right side of the truck under the regular outside mirror to monitor plow operation. They are also mounting monitor cameras on the trucks to aid in seeing the outside edge of the plows so they do not hit guardrails or other roadside objects.

Web Links (if available) http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/Tow%20Plow%20Cost%20Benefit.pdf

PROJECT INFORMATION

Project Title Evaluation of the MIT-Scan-T2 for Non-Destructive PCC Pavement Thickness Determination

ID RB01-007


Duration 60 months

SUBMITTER


Submitter Contact Linda A. Narigon, P.E. Research Implementation Engineer State Planning and Research Research Administrator Office of Research and Analytics Iowa Department of Transportation

http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/Tow%20Plow%20Cost%20Benefit.pdf

http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/Tow%20Plow%20Cost%20Benefit.pdf



800 Lincoln Way Ames, IA 50010 (515) 239-1471 [email protected]

RESEARCH PROGRAM

Sponsors Iowa Department of Transportation Federal Highway Administration



The MIT-Scan-T2 device is marketed as a nondestructive way to determine pavement thickness on both hot-mix asphalt (HMA) and Portland cement concrete (PCC) pavements. PCC pavement thickness determination is an important incentive/disincentive measurement for the Iowa DOT and contractors. The thickness incentive can be as much as 3% of the concrete contact unit price and the disincentive can be as severe as remove and replace. This study evaluated the potential of the MIT device for PCC pavement thickness quality assurance. Subsequent evaluations and implementation have resulted in the following determination in February 2013:

This "sampling" bid item has been used 329 times in the past five years with an average bid price of about $2,150, which is what we estimate we are saving per project. This works out to an approximate annual savings of $150,000 for projects that are let through the Department, which does not account for locally let projects and which would be an even greater savings for the state.

Web Links (if available) http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/Final%20MIT2%20Report%20phase%201.pdf

http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/Final%20MIT2%20Report%20phase%201.pdf

http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/Final%20MIT2%20Report%20phase%201.pdf



PROJECT INFORMATION

Project Title Evaluation of the RapidAir 457 Air Void Analyzer

ID RB14-012


Duration 11 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Iowa Department of Transportation Federal Highway Administration



An adequate air void system is imperative to produce concrete with freeze-thaw durability in a wet freeze environment. Specifications rely on a percentage of air obtained in the plastic state by the pressure meter. Actual, in place air contents, of some concrete pavements in Iowa, have been found with reduced air content because of a number of factors, such as excessive vibration and inadequate mixing. Determining hardened air void parameters is a time-consuming process involving potential for human error. The RapidAir 457 air void analyzer is an automated device used to determine hardened air void parameters. The device is used in Europe and has been shown to quickly produce accurate and repeatable hardened air results. This research investigates how well the RapidAir 457 results correlate to plastic air content and the image analysis air technique. The repeatability and operator variation were also investigated, as well as the impact of aggregate porosity and selection of threshold value on hardened air results.



Results and Implementation Based on the results obtained during this research, the RapidAir 457 air void analyzer is an excellent tool used to obtain hardened air void parameters in concrete. The results are accurate, repeatable, and far less time consuming than linear traverse and the image analysis techniques. From sawing to air void enhancement, the total time for sample preparation was approximately 45 minutes. The actual testing takes less than 15 minutes. The system is user friendly and was able to be used by qualified laboratory technicians with minimal training. The Iowa Department of Transportation Office of Materials runs hardened air void analysis on project cores on a routine basis. The cost for conducting a hardened air analysis using image analysis on a sample is approximately $300 per sample. The cost for conducting a hardened air analysis utilizing linear traverse is approximately $700 per sample. There is at least a one-to-two week, or more, turnaround for getting results regardless of the test method used. The RapidAir 457 can be conducted at the Iowa Department of Transportation Materials Laboratory for approximately $100 per sample and multiple samples can be tested within a day.

Web Links (if available) http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/MLR-2011-01_RapidAir%20457.pdf

PROJECT INFORMATION

Project Title TPF-5(207) Novice Teen Drivers: Million Mile Study

ID TPF-5(207)


Duration 49 months

SUBMITTER


http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/MLR-2011-01_RapidAir%20457.pdf

http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/MLR-2011-01_RapidAir%20457.pdf



Submitter Contact Linda A. Narigon, P.E.

Research Implementation Engineer State Planning and Research Research Administrator Office of Research and Analytics Iowa Department of Transportation 800 Lincoln Way Ames, IA 50010 (515) 239-1471 [email protected]

RESEARCH PROGRAM

Sponsors Partners: Iowa DOT, Kansas DOT, South Dakota DOT



The project tested a family-focused intervention to influence teens driving and related safety behaviors. This work examined the driver skill development, behavior, and safety of our youngest and most vulnerable drivers: 14½-year-old independent drivers driving to school and school-related activities. The goal of this research is to reduce crashes and related injuries among teen drivers by increasing driving skill and safe driving practices. Please refer to the Abstract information and linked final report. This study of age and experience fills several research gaps. First, little was known about how these younger drivers would compare to the traditional 16-year-old driver. Second, if a young driver has this independent experience when they obtain a traditional intermediate license, how would it affect their driving both with and without the video feedback? This study provided data to help understand how age and experience affect young driver behavior when feedback is given and when it is not. Results showed that while the age difference between school-licensed teens and intermediate-licensed teens did not significantly affect the rate of safety-relevant events, additional driving experience did. Teens from the control group that had an additional 6 to 18 months of experience prior to obtaining their intermediate license had rates of safety-relevant events approximately 50% lower than those who did not have the additional experience. Regardless of driver age or experience, a video-based intervention was found to be an effective way to reduce the number of safety-relevant events for young drivers. Providing teens and their parents with personalized, specific, safety-relevant driving information in the form of a video, allows for constructive review of specific situations and creates an opening for honest discussions. It allows parents to be more aware of and involved in their teen’s driving, to continue to mentor and train without being present, and to enforce restrictions that might otherwise be unenforceable.



Web Links (if available) http://vimeo.com/moogaloop.swf?clip_id=55624838&server=vimeo.com

&show_title=0&show_byline=0&show_portrait=0&color=00ADEF&fullscreen=1&autoplay=0&loop=0

http://vimeo.com/moogaloop.swf?clip_id=55624838&server=vimeo.com&show_title=0&show_byline=0&show_portrait=0&color=00ADEF&fullscreen=1&autoplay=0&loop=0





Kansas Department of Transportation (KDOT)

PROJECT INFORMATION

Project Title Establishment of Local Trip Generation Rates or Equations for Mixed-Use Developments in Kansas

ID K-TRAN: KU-11-7 and RE-0558-01


Duration 24 months

SUBMITTER

Submitter Agency Kansas Department of Transportation

Submitter Contact Rodney Montney 2300 SW Van Buren Topeka, KS 66611 [email protected]

RESEARCH PROGRAM

Sponsors Kansas Department of Transportation Eisenhower State Office Building 700 SW Harrison Topeka, KS 66603-3754 http://www.ksdot.org/



This study compared the differences between the Institute of Transportation Engineers (ITE) data and the local site collected data and confirmed a percentage of "ITE over-estimation" for each site. This margin can be used to estimate trip reduction (internal capture) for multi-use developments when using a sum of individual ITE land-use categories. The data plots for these sites can be used to predict the number of vehicle trips occurring in the AM/PM peaks based on gross floor area as an independent variable. These estimations can be a resource for planning studies and design forecasts and result in a cost savings over data obtained from a private consultant. Additionally, it is in a format that can be submitted for inclusion in the ITE national database, thus becoming the basis for additional analyses. Since the data collected is of small sample size (3 sites), caution should be used in making any inferences from this analysis. However, it does provide local data that did not exist before and establishes a foundation on which to build further research. It is hoped that submittal to ITE will invoke similar studies in other states.

Web Links (if available) http://www.ksdot.org/burmatrres/kdotlib2.asp

http://www.ksdot.org/burmatrres/kdotlib2.asp



PROJECT INFORMATION

Project Title Laboratory Evaluation of Characteristics of Recycled Asphalt Pavement in Kansas

ID K-TRAN: KU-09-2 and RE-0498-01


Duration 36 months

SUBMITTER


Submitter Contact Rod Montney 2300 SW Van Buren Topeka, KS 66611 [email protected]

RESEARCH PROGRAM

Sponsors Kansas Department of Transportation State Office Building 700 SW Harrison Topeka, KS 66603-3754 http://www.ksdot.org/



Kansas Department of Transportation is interested in maximizing the amount of recycled asphalt pavement (RAP) into mixes. As the cost of asphalt continues to rise, the value of recycling the existing RAP into a mix, thus allowing for less use of virgin asphalt binder, will keep the cost of asphalt mixes down. This study gives confidence that the aggregate properties of Superpave RAP in Kansas will still meet the requirements for the new Superpave mix. This also addresses the binder aging of the RAP and how this needs to be considered when looking at the amount and type of virgin binder needed. Implementation is warranted and the expected benefits would be Environmental Aspects and Construction Savings. This study has helped justify the increase of RAP used in asphalt mixes, resulting in the increase of recycling by the contractors. Cost savings will be realized by decreasing the use of virgin binder and increasing the use of recycled binder.

Kansas Department of Transportation has started to implement higher RAP in mixes for 1R projects. By using blending charts, the contractors have used up to 40 percent RAP in the past construction season. This study helped justify the use of blending charts for asphalt mixes and by using these, contractors have increased their usage of RAP in Superpave mixes. The potential problem will be increased stiffness of the mix from the RAP; this will continue to be monitored to see if an upper limit of replaced virgin binder needs to be established.




PROJECT INFORMATION

Project Title Optimizing the Analysis of Routing Oversize/Overweight Loads to Provide Efficient Freight Corridors

ID K-TRAN: KSU-11-4 and RE-0547-01


Duration 15 months

SUBMITTER


Submitter Contact Rod Montney 2300 SW Van Buren Topeka, KS 66611 [email protected]

RESEARCH PROGRAM

Sponsors Kansas Department of Transportation Eisenhower State Office Building 700 S.W. Harrison Topeka, KS 66603-3754 http://www.ksdot.org/



This research study identified the potential challenges involved with routing oversize/overweight (OSOW) vehicles along freight corridors that have roundabouts. The information contained within this research study will be used as background information while the new Kansas Truck Routing and Intelligent Permitting System (K-TRIPS) automated permitting and routing system is being developed. Applicable information from the research study will be incorporated into K-TRIPS.






Kentucky Transportation Cabinet (KTC)

PROJECT INFORMATION

Project Title Addressing Emergency Closure Issues on the I-64 Sherman Minton Bridge Over the Ohio River at Louisville

ID Unforeseen 12-56-5


Duration 9 months

SUBMITTER

Submitter Agency Kentucky Transportation Cabinet

Submitter Contact Amy Thomas, P.E. Research Coordinator Kentucky Transportation Cabinet 200 Mero Street Frankfort, KY 40622 (502) 564-7250 [email protected]

RESEARCH PROGRAM

Sponsors Kentucky Transportation Cabinet David Steele, P.E., Branch Manager Kentucky Transportation Cabinet 200 Mero Street Frankfort, KY 40622 (502) 564-4556 [email protected]



The Indiana DOT, who in accordance with a bi-state agreement with Kentucky has the primary responsibility, closed the I-64 Sherman Minton Bridge over the Ohio River on September 9, 2011 because of the discovery of a weld crack in a main load-bearing structural member. After the closure, KTC provided nondestructive evaluation (NDE) support for radiographic testing of similar welds on the bridge that expedited the testing process. KTC subsequently sponsored and managed four related studies:

(1) Failure analysis of flaws in cores extracted from the bridge welds with NDE-identified flaws.

(2) A fracture-mechanics review of the subject flaws (cracks) after failure analyses.

(3) A commentary on the failure and fracture mechanics analyses by an expert consultant.

(4) An evaluation of a nondestructive method for determining fracture-toughness properties of steel in bridges.



Impacts/Benefits: The I-64 Sherman Minton Bridge is one of two interstate crossings of the Ohio River in the metropolitan Louisville area. Upon the closure of the Sherman Minton Bridge, all of the interstate cross-river traffic, including commuters and freight, had to utilize the I-65 Kennedy Bridge. The daily cost of the I-64 Sherman Minton Bridge closure to the motoring public was estimated by a consultant to be in excess of $400,000. The NDE support provided by KTC helped identify the scope and extent of needed repairs. This support facilitated the repair process, which was completed 2 months ahead of schedule with a resulting estimated user savings of $24 million. The findings of the four KTC-sponsored studies were presented to the Kentucky Transportation Cabinet that has other bridges with similar welded steel members. Those findings assisted Cabinet officials in maintenance decisionmaking concerning these other bridges.

Web Links (if available) http://www.ktc.uky.edu/files/2012/06/KTC_11_10_SPR_401_10_1F.pdf

PROJECT INFORMATION

Project Title Causes and Countermeasures Related to Motorcycle Crashes

ID KYSPR 10-400


Duration 23 months

SUBMITTER


Submitter Contact Amy Thomas, P.E., Research Coordinator Kentucky Transportation Cabinet 200 Mero Street Frankfort, KY 40622 (502) 564-7250 [email protected]

RESEARCH PROGRAM

Sponsors Kentucky Transportation Cabinet Bob Lewis, P.E. Executive Advisor Kentucky Transportation Cabinet 200 Mero Street Frankfort, KY 40622 (502) 564-3730 [email protected]

http://www.ktc.uky.edu/files/2012/06/KTC_11_10_SPR_401_10_1F.pdf





Included as part of the research project were a review of literature, an analysis of traffic crashes involving motorcycles, identification of high crash locations, and an analysis of motorcycle license and registration data. The analysis of crash data showed that motorcyclists with temporary permits were overrepresented in crashes. Of those Kentucky motorcycle operators involved in fatal crashes, only 41 percent were found to have a valid license with a motorcycle endorsement. For motorcyclists involved in fatal crashes, the helmet usage rate has averaged 37 percent over the past 9 years. A higher percentage of motorcyclists wearing a helmet had a motorcycle endorsement (61 percent compared to 38 percent) and this pattern increased with the age of the operator. Overall, the percentage of motorcycle crashes involving injuries was 3.2 times higher than all crashes and 7.8 times higher for fatal crashes. Also, a higher percentage of motorcycle crashes occurred in curves as compared to all other crashes. Impacts/Benefits: Research during this project revealed a loophole in Kentucky law that allowed unlimited renewal of motorcycle permits without obtaining a full motorcycle license endorsement. This finding was used to support legislation to require motorcyclists’ driver permits to expire after one year if a full license was not obtained (passed by 2012 legislature). A wide range of potential countermeasures were identified that were related to the categories of driver, vehicle, and roadway. Those with high potential to affect motorcycle crashes and the resulting severity of injuries include the following:

(1) Helmet laws. (2) Comprehensive skills test before licensing. (3) Limit permits to one year. (4) Add “daylight riding only” restriction to permits. (5) Safety campaigns for other drivers related to motorcycle

conspicuity. (6) Improved motorcycle equipment for daylight conspicuity. (7) Improve advance warning for curves, as well as positive

guidance within the curves. (8) Ensure proper cross-slope throughout curves. (9) Minimize surface irregularities and discontinuities. (10) Include issues related to motorcycles in Road Safety Audits. (11) Improve road segments and intersections.

The motorcyle-related countermeasure involving improved advance warning signs for curves, as well as positive guidance within the curves, is currently being addressed in the broader context of the Kentucky Transportation Cabinet's improving advance warning signs for curves.

Web Links (if available) http://www.ktc.uky.edu/projects/causes-and-countermeasures-related-to-motorcycle-crashes/

http://www.ktc.uky.edu/projects/causes-and-countermeasures-related-to-motorcycle-crashes/

http://www.ktc.uky.edu/projects/causes-and-countermeasures-related-to-motorcycle-crashes/



PROJECT INFORMATION

Project Title Development and Deployment of Aluminum Bridge Decks

ID FRT 125


Duration 69 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Kentucky Transportation Cabinet 200 Mero Street Frankfort, KY 40622 (502) 564-3730 [email protected]



This project dealt with the deck replacement and repair of the KY 974 single span truss bridge over Howard Creek in Clark County, Kentucky. The primary objective was to determine the effectiveness of deploying an aluminum bridge deck as it relates to reduced dead loads (or increased live load capacity) and, more importantly, the speed with which a deck can be replaced. Twelve aluminum panels, each 6 feet by 7 inches (2 meters) wide, were placed on the 79 feet and 5 inch span of the bridge deck. The placement of the deck panels took only two hours and construction traffic was immediately allowed on the bridge. While traffic was on the bridge, the undersides of the panels were connected to each other and to the steel stringers using special clamps and mechanical connectors. After four years of monitoring, the deck panels and their connections do not show any signs of distress of any kind. Impacts/Benefits: The aluminum bridge deck achieved two important goals:



(1) Eighty-four percent reduction in deck load, from 75 psf for a

concrete deck to 11.7 psf for the aluminum deck. This permitted the bridge to carry heavier trucks.

(2) Rapid placement of the deck and allowing traffic on the bridge following the placement of the last deck panel will prove to be extremely beneficial in congested areas in major cities because deck placement on steel trusses and girder bridges can be accomplished overnight.

Web Links (if available) http://www.ktc.uky.edu/projects/development-and-deployment-of-aluminum-bridge-decks/

PROJECT INFORMATION

Project Title Milton-Madison Bridge Type Selection Project Using Structured Public Involvement (SPI)

ID 3048104979


Duration 23 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Kentucky Transportation Cabinet and Indiana Department of Transportation Matt Bullock, District 5 Executive Director Kentucky Transportation Cabinet 8310 Westport Road Louisville, KY 40242 (502) 210-5400 [email protected]

http://www.ktc.uky.edu/projects/development-and-deployment-of-aluminum-bridge-decks/

http://www.ktc.uky.edu/projects/development-and-deployment-of-aluminum-bridge-decks/





This project used the Structured Public Involvement (SPI) protocol developed by the research team to do a detailed analysis of the visual preferences of the citizens of Milton, KY and Madison, IN for the replacement bridge to link their two communities across the Ohio River. The project complexity was raised by the challenge to keep costs low, to re-use the existing piers if possible, and to have a design that was both visually appealing and consistent with the strong historic identity of the two communities. Madison was one of the first Main Street American towns, and is heavily invested in its identity as such. The data were gathered in a large public meeting held in the high school gym, where over 180 citizens were presented with 18 different bridge concepts, and they rated each concept for its suitability for their towns. Both regular citizens and the Historic Preservation consulting parties participated simultaneously and anonymously in the rating process through the use of electronic polling devices that gathered the quantitative data and presented it instantly to the citizens. Citizens rated the meeting as a highly satisfactory process, consistent with other SPI protocols for bridge design up and down the Ohio River. The resultant data modeling used fuzzy set mathematical modeling to capture areas of agreement between the historic preservation community and the general public to help identify the most suitable design for all. It also helped identify which designs would be compatible with the structural and cost requirements of the design problem. Impacts/Benefits: The SPI protocol is a democratic, inclusive, quantitative, and citizen-endorsed method for soliciting and measuring public input into infrastructure projects. The protocol has received an average citizen satisfaction rating of 8 out of 10, across 13 years, dozens of projects, and thousands of participants, all submitting their ratings anonymously. No other public involvement method has such supporting, quantitative metrics from the public as encouraged by Moving Ahead for Progress in the 21st Century (MAP-21). In addition to being used for design guidance on seven major bridges, it has been successfully deployed in support of Transit Oriented Design, community transportation and land-use planning, (for which it won the 2008 excellence award from the Transportation Research Board Visualization Committee), highway and power line routing, sound barrier planning and design, historic preservation adaptive re-use, nuclear remediation community visioning, streetscape design and conversion, and safer design of rural roads. The methodology is published extensively in Transportation Research Record (TRR) and other peer-reviewed journals, and more information is available by searching the Web for Structured Public Involvement.

Web Links (if available) http://www.ktc.uky.edu/files/2012/08/Milton-Madison-Bridge-Type-Selection-Methodology-Report.pdf

http://www.ktc.uky.edu/files/2012/08/Milton-Madison-Bridge-Type-Selection-Methodology-Report.pdf

http://www.ktc.uky.edu/files/2012/08/Milton-Madison-Bridge-Type-Selection-Methodology-Report.pdf



PROJECT INFORMATION

Project Title Rapid Retrofit and Strengthening of Bridge Components

ID SPR 13-465


Duration 33 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Kentucky Transportation Cabinet Bob Lewis, P.E. Executive Advisor Kentucky Transportation Cabinet 200 Mero Street Frankfort, KY 40622 (502) 564-3730 [email protected]



Rapid repair of impacted, damaged, or deteriorated concrete bridge components prolongs the life of the structure and prevents irreversible future damage to the structural integrity of the entire bridge structure. This study implements the newly developed spliced carbon fiber reinforced polymer rod panels (CatStrong CRP) to repair/strengthen select bridges in Kentucky. The primary advantage of this product is its ease of application by a single worker, consequently eliminating the need for heavy construction equipment in limited access areas. Over the past two years, the product was successfully used for the repair of impacted/damaged girders in four bridges. Impacts/Benefits: Based on field applications, spliced carbon fiber reinforced polymer rod panels (CatStrong), recently developed at the University of Kentucky, have several advantages over conventional methods:

(1) Ease of application by a single worker without the need of heavy



construction equipment or tools.

(2) Ideally suited for limited access areas (over traffic, waterways, etc.) and long spans in bridges where continuous laminates are not an option.

(3) Reduction in construction cost because it requires fewer labor hours and less construction equipment and traffic control when compared with other repair methods.

Plans are being made with more Kentucky Transportation Cabinet District Offices to apply the spliced carbon fiber reinforced polymer rod panels to other bridges.

Web Links (if available) http://www.ktc.uky.edu/files/2013/04/CatStrong.pdf

http://www.ktc.uky.edu/files/2013/04/CatStrong.pdf



Louisiana Department of Transportation and Development (LADOTD)

PROJECT INFORMATION

Project Title Cost Effective Prevention of Reflective Cracking of Composite Pavement

ID 08-1P


Duration 31 months

SUBMITTER

Submitter Agency Louisiana Department of Transportation and Development

Submitter Contact Mark Morvant Louisiana Transportation Research Center 4101 Gourrier Avenue Baton Rouge, LA 70808 (225) 767-9124 [email protected]

RESEARCH PROGRAM

Sponsors Louisiana Department of Transportation and Development 4101 Gourrier Avenue Baton Rouge, LA 70808 http://www.ltrc.lsu.edu/



This study compared and assessed the benefits of different reflective crack control treatments by evaluating their performance, constructability, and cost-effectiveness. Louisiana Department of Transportation and Development Districts were surveyed and it was discovered that 11 different reflective crack control treatments had been used. Performance and economic assessments of the various treatments were conducted with data mined from the LADOTD Pavement Management System database. In addition to years of service, two other parameters (reflective cracking index and pavement condition index) were used to assess performance. The economic analysis was conducted using the total annual cost per mile, which consisted of dividing the total cost of the project by its service life (years) and its length (miles). Based on the findings and the results of this project, recommendations for cost-effective control of reflective cracking were made. The results indicated that two treatments, saw-and-seal asphaltic concrete (AC) over Portland cement concrete (PCC) joints and chip seal as a crack relief interlayer provided the greatest benefit/cost ratios.



The majority of the saw-and-seal sites showed a positive improvement. The average level of improvement to the pavement service life due to the use of saw and seal was 4 years. The vast majority of the sites (80 percent) showed that saw-and-seal is cost-effective as compared to regular HMA overlays. The increase in cost of overlay due to saw-and-seal treatment ranged from 0.5 to 21 percent. The majority of the chip seal sites showed a positive improvement. Twenty-five percent of the sites showed an improvement range of 1 to 3 years, while 33 percent of the sites showed an improvement range of 4 to 10 years. The average level of improvement to the pavement service life due to the use of chip seal was 2 years. The vast majority of the sites (75 percent) showed that chip seal is cost-effective when compared to regular hot-mix asphalt (HMA) overlays. The increase in cost of overlay due to chip seal treatment ranged from 10 to 71 percent. The cost-effectiveness of fiberglass grid was not validated when compared to regular HMA overlays. Among the various treatments that were analyzed, saw-and-seal and chip seal as a crack relief interlayer showed the most promising results in terms of performance and economic worthiness. Based on these findings/results, LADOTD practice has changed to minimize the use of less cost-effective treatments.

Web Links (if available) http://www.ltrc.lsu.edu/pdf/2011/fr_478.pdf

PROJECT INFORMATION

Project Title Developing a Louisiana Crash Modification Factor for Converting Four-lane Urban Undivided Roadway to Five-lane Via Restriping

ID 08-3SS


Duration 23 months

SUBMITTER



http://www.ltrc.lsu.edu/pdf/2011/fr_478.pdf



RESEARCH PROGRAM




Crash Modification Factors (CMFs) are used as a tool to evaluate benefit-cost relationships between various roadway improvements and their effectiveness in reducing crashes and/or reducing the severity of those crashes. This research has resulted in the development of a Louisiana CMF for converting a four-lane urban undivided roadway to a five-lane roadway. Louisiana Department of Transportation and Development has restriped several segments of urban undivided four-lane roadways to five-lane roadways with a center two-way left turn lane by restriping pavement markings without increasing pavement width in three LADOTD districts. Based on a statistical analysis with six years of crash data (three years before project and three years after project, excluding the project implementation year), the CMFs for all roadways are estimated to be less than 0.6 with a standard deviation less than 0.07. Crash reductions and benefit/cost (B/C) ratios are summarized in the following tables:

Estimated benefits were determined by applying FHWA-estimated costs for injury crashes and property-damage-only crashes to the crash reduction numbers.

Although the five-lane roadway is no longer an acceptable roadway type for new construction in Louisiana, the impressive (>50 percent) crash reductions associated with this lane conversion clearly demonstrate it as a feasible solution under financially constrained conditions. Considering the huge B/C ratio (>160) from lane-conversion (re-striping), LADOTD plans to continue using this crash countermeasure on urban undivided roadways on a case-by-case basis.

Web Links (if available) http://www.ltrc.lsu.edu/index.html

http://www.ltrc.lsu.edu/index.html



PROJECT INFORMATION

Project Title Evaluation of Continuity Detail for Precast Prestressed Girders

ID 08-1ST


Duration 33 months

SUBMITTER



RESEARCH PROGRAM




Converting simply supported precast prestressed concrete girders into continuous superstructures is achieved using many details. National Cooperative Highway Research Program (NCHRP) Report 519 recommends a detail where positive moment reinforcement connects adjacent girder bottom flanges. This detail was employed in the John James Audubon (JJA) Project, one of Louisiana’s high visibility design-build projects. The design of this detail has just been incorporated in American Association of State Highway and Transportation Officials - Load and Resistance Factor Design (AASHTO-LRFD) specifications and its concept is opposite to Louisiana’s typical continuity details. As a result, the performance of one segment of Bridge #2 in the JJA Project was evaluated using a structural health monitoring system for a period of two years. The structural health monitoring data revealed that thermal effects (e.g., temperature gradient) are larger than can be ignored as per current Load and Resistance Factor Design (LRFD) provisions. Furthermore, stress concentrations around positive moment reinforcement may lead to adverse effects such as cracking of girder bottom flanges. Bridge skewness and girder height may also have contributed to the observed cracking.



The results of this study were presented to the AASHTO Bridge Subcommittee to bring to the attention of designers the necessity of considering thermal gradients and stress concentration of the NCHRP 519 detail in the current AASHTO provisions. Louisiana Department of Transportation and Development is employing a new standard continuity detail where only the deck is continuous over the bents. This is the least restraining detail for girder ends. As a result, a continuity detail that delivers a smoother ride that is almost maintenance free is achieved without the potential for girder end cracking.

Web Links (if available) http://www.ltrc.lsu.edu/pdf/2011/fr_477.pdf

PROJECT INFORMATION

Project Title Louisiana Legislature Acts on Research to Add Additional Axle to Overloaded Sugar Cane Trucks

ID 09-1ST


Duration 24 months

SUBMITTER



RESEARCH PROGRAM




Louisiana Transportation Research Center (LTRC) has conducted a series of research projects to evaluate damage from heavy truck loads (gross vehicle weight (GVW) 100,000 lb.) hauling sugarcane on Louisiana roads and bridges. The maximum current allowable GVW is 80,000 lb. while the maximum 100,000 lb. GVW is the permitted load for sugarcane trucks and is currently the highest load level permitted by Louisiana laws. This project, LTRC Project 09-1ST, finalized the field




investigations to validate two previously theoretical studies, LTRC Projects 03-5P and 03-2ST. The economic impact of overweight permitted vehicles hauling sugarcane on Louisiana highways was assessed. The highway routes being used to haul these commodities were identified, and statistically selected samples were used in the analysis. Approximately 270 control sections on Louisiana highways that carry sugarcane are involved in the transport of this commodity. Three different GVW scenarios were selected for this study, including 80,000 lb., 100,000 lb., and 120,000 lb. The final reports for these studies recommended a field investigation to verify the theoretical studies. Results indicate that the damage from each sugarcane truck with a GVW of 100,000 lb. to pavement overlay is at about $2,072 per year and to bridge fatigue is at about $3,500 per year. Therefore, the current sugarcane truck permit fee of $100 per year is inadequate and should be increased to recover these costs. The legislature should not consider raising the GVW level to 120,000 lb. because the pavement overlay costs double and the bridge repair costs become very large. Moreover, the magnitude of the damage caused by the 120,000 lb. GVW for a Federal Highway Administration (FHWA) Type 9 truck makes the risk of bridge damage and even bridge failure too significant to ignore. The research recommended that the legislature keep the GVWs at the current level and change the configuration of the axle on the trailer from a tandem to a triple, effectively changing the vehicle from an FHWA Type 9 to a Type 10 vehicle. Under these circumstances, the permit fee can be reduced to zero and a tax incentive of $683 can be given to each truck for the conversion. Because of these research projects, the Louisiana Legislature enacted the following revisions to Revised Statute 387.7.

Special permits; vehicles hauling sugarcane: Beginning August 1, 2012, the secretary shall not issue an annual special permit pursuant to the provisions of this Section to any owner or operator of a vehicle hauling sugarcane who has not added an additional single axle on the sugarcane trailer totaling six axles for the vehicle and trailer combination. A tax incentive was also provided to haulers as recommended by the researchers.

Note: 09-1ST Publication Pending

Web Links (if available) http://www.ltrc.lsu.edu/pubs_final_reports_5.html 03-5P http://www.ltrc.lsu.edu/pdf/2008/fr_425.pdf 03-2ST http://www.ltrc.lsu.edu/pdf/2009/fr_418.pdf

http://www.ltrc.lsu.edu/pubs_final_reports_5.html





PROJECT INFORMATION

Project Title Optimization of Tack Coat for HMA Placement

ID 06-4B


Duration 77 months

SUBMITTER



RESEARCH PROGRAM

Sponsors National Cooperative Highway Research Program



Selection of an optimum tack coat material and application rate is paramount in the development of proper bond strength between pavement layers. As a result, the overall pavement performance is affected from the application of tack coat materials. This National Cooperative Highway Research Program (NCHRP) study performed by Louisiana Transportation Research Center (LTRC) examined application methods, application rates, asphalt binder materials, equipment type, and calibration procedures for the various uses of tack coats in an effort to determine the optimum application of tack coats that provide ultimate pavement performance. The study recommended revisions to relevant American Association of State Highway and Transportation Officials (AASHTO) methods and practices related to tack coats. Optimum tack coat type and application rate were determined by the type and condition of the existing pavement surface as well as other factors including material type and permeability of the hot-mix asphalt (HMA) pavement overlay to be placed, the traffic loading, and the climate. The Louisiana Interlayer Shear Strength Tester (LISST) was also developed to characterize the interface shear strength of field extracted cylindrical specimens. In addition to implementation in Louisiana, new tack coat materials and application rates are being implemented in the standard specifications around the country based on the results of this study. In addition, a



training manual for Department of Transportation and Development (DOTD) and industry partner personnel was developed and is being implemented. Some states have also developed specifications, implementing the use of the LISST device.

Web Links (if available) http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_712.pdf

http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_712.pdf



Maine Department of Transportation (MaineDOT)

PROJECT INFORMATION

Project Title Use of Moisture Induced Stress Testing to Evaluate Stripping Potential of Hot Mix Ashphalt (HMA)

ID 12/8/2013


Duration 13 months

SUBMITTER

Submitter Agency Maine Department of Transportation 16 State House Station Augusta, ME 04333-0016

Submitter Contact Dale Peabody (207) 624-3305 [email protected]

RESEARCH PROGRAM

Sponsors MaineDOT



Stripping of hot-mix asphalt (HMA) in the field is an ongoing issue for many departments of transportation (DOTs). A leading cause of stripping is hydraulic scouring. The Moisture Induced Stress Tester (MIST) is a recently developed technology that applies alternating pressure and vacuum cycles to submerged asphalt samples to mimic hydraulic scouring. The objective of this study was to differentiate six HMA mixes used by MaineDOT in terms of their moisture susceptibility using the latest MIST technology and field cores. This is part of an effort to identify causes and find solutions for pavements in Maine that are failing prematurely with what is being described as surface aggregate loss. To date, the more traditional methods for testing moisture susceptibility have not been effective in screening mixes for this aggregate loss problem. Half of the field cores were conditioned in the MIST. Before-and-after conditioning visual observations were made, and the bulk specific gravity and resilient modulus were determined using the CoreLok and ASTM D4123, respectively. All conditioned and unconditioned samples were tested for indirect tensile strength (ITS) in accordance with ASTM D 6931. Values from before-and-after conditioning were compared by HMA mix. It was determined that the MIST conditioning process does cause moisture damage to the samples in a manner that mimics hydraulic scouring. It is recommended that further research be carried out to investigate the effect of the MIST on HMA cores, and that



parameters be developed for characterizing the results of the MIST conditioning process. These results would also help in the development of standard specifications for the use of MIST and provide an alternative pavement mix design method to screen potential moisture-susceptible mixes in order to mitigate the current problems with HMA mixes in Maine.

Web Links (if available) http://www.maine.gov/mdot/tr/documents/pdf/report1208t.pdf

http://www.maine.gov/mdot/tr/documents/pdf/report1208t.pdf



Michigan Department of Transportation (MDOT)

PROJECT INFORMATION

Project Title Evaluating the Appropriate Level of Service for Michigan Rest Areas and Welcome Centers Considering Safety and Economic Factors

ID 2010-0298 / Z1


Duration 11 months

SUBMITTER

Submitter Agency Michigan Department of Transportation

Submitter Contact Michael Townley 8885 Ricks Road P.O. Box 30049 Lansing, MI 48909 (517) 636-0144 [email protected]

RESEARCH PROGRAM

Sponsors Michigan Department of Transportation State Transportation Building 425 West Ottawa Street P.O. Box 30050 Lansing, MI 48933



During economic challenges, transportation agencies reassess the value of operating and maintaining rest areas and welcome centers, especially those located near commercial service centers, gas stations, and fast food restaurants. Researchers set out to determine the value of rest areas to users and document benefits, such as boosting tourism (through the welcome centers), reducing travel time and vehicle operating costs (by not requiring travelers to seek alternative facilities), and avoiding fatigue-related crashes. An economic analysis of all benefits and costs (operations, maintenance, and amortized construction costs) of rest areas determined the benefit/cost ratio for the rest areas. The researchers created an Excel tool that can be used by policy makers and technical staff to see the potential economic and functional impacts of adding or removing rest areas in different locations around the state. The goal was to support informed decisionmaking within the agency. The study demonstrated that most individual MDOT rest areas and welcome centers are economically viable and contribute to a reduction in fatigue-related crashes. The system-wide benefits in 2011 totaled $88.6 million compared to total costs of $19.4 million,



relating to a benefit/cost ratio of 4.56.

Web Links (if available) http://www.michigan.gov/documents/mdot/Research__Spotlight__MDOT_Rest_Areas_384022_7.pdf

PROJECT INFORMATION

Project Title Impact of Non-Freeway Rumble Strips – Phase 1

ID 2009-0748 Z3 J#107435


Duration 24 months

SUBMITTER



RESEARCH PROGRAM




To reduce lane-departure crashes, MDOT began a three-year statewide initiative in 2008 to install milled centerline rumble strips on all rural non-freeway highways with a posted speed limit of 55 miles per hour (mph). MDOT evaluated the impacts of these rumble strip installations on traffic safety and operation and pavement durability to provide guidance for future implementation both in Michigan and in other states. Findings include:

(1) Pavement performance: Centerline rumble strips did not contribute to short-term transverse cracking in asphalt pavements.

(2) Noise: Vehicles produced higher levels of roadside noise when traveling over rumble strips than they did traveling over regular pavement, but this noise typically did not exceed the roadside

http://www.michigan.gov/documents/mdot/Research__Spotlight__MDOT_Rest_Areas_384022_7.pdf

http://www.michigan.gov/documents/mdot/Research__Spotlight__MDOT_Rest_Areas_384022_7.pdf



noise level produced by tractor-trailer trucks traveling on normal highways.

(3) Speed: The installation of centerline rumble strips had no impact on overall travel speed.

(4) Crash data: Researchers analyzed crash data on roads before rumble strip installation to identify locations where crashes are expected to be alleviated after rumble strips are installed.

Researchers found that the presence of centerline rumble strips on rural high-speed non-freeway highways improves driver performance in most conditions. Drivers position themselves more centrally in lanes, leading to fewer encroachments over centerlines and shoulders, thus increasing safety.

Web Links (if available) http://www.michigan.gov/documents/mdot/MDOT_Research_Administration_Non-Freeway_Rumble_Strips_397765_7.pdf

PROJECT INFORMATION

Project Title Sharing the Road: Optimizing Pedestrian and Bicycle Safety and Vehicle Mobility

ID 2010-0352 Z1


Duration 18 months

SUBMITTER



RESEARCH PROGRAM




Engineers and planners are challenged to balance pedestrian and bicyclist safety improvements with mobility considerations for all

http://www.michigan.gov/documents/mdot/MDOT_Research_Administration_Non-Freeway_Rumble_Strips_397765_7.pdf

http://www.michigan.gov/documents/mdot/MDOT_Research_Administration_Non-Freeway_Rumble_Strips_397765_7.pdf



transportation users, including motorized vehicles. There is often the perceived notion that potential safety improvements have a negative impact on traffic flow, although these perceptions are not based on documented facts. Michigan Department of Transportation sought to establish research-based guidance to help planners and safety engineers assess new safety improvements developed and deployed across the country. The key product from this research is a Best Design Practices for Walking and Bicycling publication evaluating 40 different safety improvements. The guide details each improvement and indicates its potential impact on crash rates and mobility for motor vehicles, pedestrians, and bicyclists. The guide also characterizes the relative cost of each improvement and discusses its status in the Federal or Michigan Manual on Uniform Traffic Control Devices. One useful finding was that corridor improvements appeared to perform better in reducing crashes than intersection improvements. Intersection improvements also have much more of an impact when implemented at multiple crossings along a corridor instead of at solitary intersections. Many of these improvements can be added to existing roadways quickly and easily, for a low cost, and often with little or no impact on vehicle mobility.

Web Links (if available) http://www.michigan.gov/documents/mdot/spotlight-cycling_WEB_399381_7.pdf

PROJECT INFORMATION

Project Title Slippery Road Detection and Evaluation

ID 2009-0747 Z1 108519


Duration 31 months

SUBMITTER


Submitter Contact Michael Townley Research Project Administration Manager 8885 Ricks Road P.O. Box 30049 Lansing, MI 48909 (517) 636-0144 [email protected]

RESEARCH PROGRAM

Sponsors Michigan Department of Transportation State Transportation Building 425 West Ottawa Street P.O. Box 30050

http://www.michigan.gov/documents/mdot/spotlight-cycling_WEB_399381_7.pdf

http://www.michigan.gov/documents/mdot/spotlight-cycling_WEB_399381_7.pdf



Lansing, MI 48933



The standard instruments and computer onboard a typical car, a smart phone, and additional external weather sensors were applied to collect information that might be used by transportation agencies to respond to slippery road conditions with traveler advisory warnings and winter maintenance response teams. A dashboard-mounted smartphone collected the date and time; the vehicle’s position (latitude, longitude, and altitude); and heading and speed derived from the built-in global positioning system (GPS). The vehicle’s onboard computer network—the Controller Area Network (CAN) bus—provided the status of a number of vehicle systems: engine and vehicle speed, position of the gas pedal and steering wheel, and activation of the brakes. The CAN bus also indicated whether several safety-related features were engaged, such as the anti-lock brakes, electronic stability control, and traction control for the brakes and engine. Additional exterior sensors were mounted on the vehicle to measure pavement temperature, air temperature, and dew point. The 2011-2012 winter season was uncharacteristically mild and provided few severe weather incidents. While the limited exposure of the vehicles to slippery road conditions led to inconclusive results, the demonstration of integrated technologies was highly encouraging and deemed successful as a proof of concept. The research team also made significant progress in establishing how data can be analyzed to detect slippery roads and recommended considering several parameters together. For example, temperatures near freezing, simultaneous activation of safety systems like anti-lock brakes and traction control, and a mismatch of vehicle speed between the CAN bus and the GPS (characteristic of a skid) together provide a good indication of a slippery winter roadway.

Web Links (if available) http://www.michigan.gov/documents/mdot/Spotlight_-_Slippery_Roads_414330_7.pdf

http://www.michigan.gov/documents/mdot/Spotlight_-_Slippery_Roads_414330_7.pdf

http://www.michigan.gov/documents/mdot/Spotlight_-_Slippery_Roads_414330_7.pdf



Minnesota Department of Transportation (MnDOT)

PROJECT INFORMATION

Project Title Assessment and Recommendations for the Operation of Standard Sumps as Best Management Practices for Stormwater Treatment

ID 2008-005


Duration 46 months

SUBMITTER

Submitter Agency Minnesota Department of Transportation

Submitter Contact Nick Busse Marketing and Communication Manager MnDOT Research Services 395 John Ireland Boulevard, MS 330 St. Paul, MN 55155-1899 (651) 366-3738 [email protected]

RESEARCH PROGRAM

Sponsors Minnesota Department of Transportation MnDOT Research Services 395 John Ireland Boulevard, MS 330 St. Paul, MN 55155-1899



The goal of this project was to evaluate the effectiveness of standard sumps for stormwater management, including sumps retrofitted with the SAFL Baffle, a device designed to increase the effectiveness of sumps for removing and retaining sediments from stormwater runoff. Results showed that while standard sumps are effective for removing sediment from stormwater flowing at low flow rates, before installation of the SAFL Baffle they were unable to prevent captured sediments from washing out under high flow rates. Tests of the SAFL Baffle showed that it dissipated the energy of water entering the sump, improving sediment capture by 10 percent to 15 percent and decreasing washout by a factor of 16, to nearly zero at high flow rates. Shallow sumps with baffles clogged by debris had significant washout, but this can be mitigated by increasing baffle hole diameters. Washout was also high in sumps with outlet pipes angled at 90 degrees to inlet pipes, but could be decreased by installing the baffle at an angle of 90 to 120 degrees to the inlet pipe. Additionally, researchers developed recommendations for using the SAFL Baffle in sumps receiving water from both inlet pipes and grates. In 2011, the SAFL Baffle was installed in more than 50 sumps by MnDOT, Minnesota cities and counties, and private entities, and many more are on order in



2012. On average, a sump equipped with the SAFL Baffle reduced the cost of removing sediment to one-fourth its prior cost. Researchers are continuing to share the results of this project in journals and at conferences.

Web Links (if available) http://www.dot.state.mn.us/research/2012-technical-summaries.html#ts201213

PROJECT INFORMATION

Project Title Development of a Weigh Pad-Based Portable Weigh-in-Motion System

ID 89261-1142008-011


Duration 34 months

SUBMITTER


Submitter Contact Nick Busse Marketing and Communication Manager MnDOT Research Services 395 John Ireland Boulevard, MS 330 St. Paul, MN 55155-1899 (651) 366-3738 [email protected]

RESEARCH PROGRAM

Sponsors Minnesota Department of Transportation Transportation Building 395 John Ireland Boulevard St Paul, MN 55155 http://www.dot.state.mn.us/

http://www.dot.state.mn.us/research/2012-technical-summaries.html#ts201213

http://www.dot.state.mn.us/research/2012-technical-summaries.html#ts201213





This project successfully demonstrated that a reusable, portable weigh-in-motion (WIM) system can be built and deployed at a fraction of the cost of the permanent, in-pavement systems currently in use. This opens the possibility of bringing WIM technology to local roads, where current WIM systems are cost-prohibitive. The system developed during the course of the project is battery-operated, low-cost, portable, and easily installable on both rigid and flexible pavements. Most importantly, the system is accurate. This low-cost alternative to permanent WIM systems could yield significant benefits to local road enforcement and management practices. An implementation project currently in the planning phase will involve installing portable WIM systems at permanent sites for roughly one week at a time, collecting the data, extrapolating it, and comparing it to the data currently being used for the pavement design. The researchers believe that this system (with a few tweaks) will provide a viable solution for bringing WIM technology to local roads at a low cost.

Web Links (if available) http://www.dot.state.mn.us/research/TS/2012/201238.pdf

PROJECT INFORMATION

Project Title Research Implementation of the SMART SIGNAL System on Trunk Highway (TH) 13

ID 89261 WO#1782009-15


Duration 25 months

SUBMITTER


Submitter Contact Nick Busse, Marketing and Communication Manager MnDOT Research Services 395 John Ireland Boulevard, MS 330 St. Paul, MN 55155-1899 (651) 366-3738 [email protected]

RESEARCH PROGRAM

Sponsors Minnesota Department of Transportation MnDOT Research Services 395 John Ireland Boulevard, MS 330 St. Paul, MN 55155-1899 http://www.dot.state.mn.us/

http://www.dot.state.mn.us/research/TS/2012/201238.pdf





MnDOT and the University of Minnesota developed the SMART-SIGNAL (Systematic Monitoring of Arterial Road Traffic and Signals) system to simultaneously collect event-based high-resolution traffic data from multiple intersections and generate real-time arterial performance measures, including intersection queue length and arterial travel time. The development of the system established the groundwork for better traffic models and control strategies and opens up entirely new opportunities for managing traffic on congested roads. This project takes the SMART-SIGNAL system a step further by connecting basic research and engineering practices. Using high-performance microcontrollers, the redesigned data collection unit (DCU) is designed as an independent add-on module that can serve as a flexible and cost-effective solution to enhance data collection capability for existing traffic signal systems. Compared with the previous version of the SMART-SIGNAL system, the refined version described in this project is much easier to install and access. The manufacturing cost is also much lower. Thus, transportation agencies could use the design described in this project to monitor the performance of their signalized arterials on a large scale. For demonstration purposes, the manufacturing process and implementation on 13 intersections along TH13 are described in detail, and can be referred to for guidance by the agencies. Note that an informational video on the project can be found here: http://youtu.be/9gsmWuWGNxk

Web Links (if available) http://www.dot.state.mn.us/research/TS/2013/201306.pdf

http://www.dot.state.mn.us/research/TS/2013/201306.pdf



Mississippi Department of Transportation (MDOT)

PROJECT INFORMATION

Project Title State Study 226 – Environmental Management Plan Development for MDOT Laboratories

ID 226-MS


Duration 3 months

SUBMITTER

Submitter Agency Mississippi Department of Transportation

Submitter Contact Cynthia J. Smith, P.E. Mississippi DOT Research Division 86-01 P.O. Box 1850 Jackson, MS 39215-1850 [email protected] (601) 359-7650

RESEARCH PROGRAM

Sponsors Mississippi Department of Transportation James Williams, P.E State Materials Engineer P.O. Box 1850 500 North West Street Jackson, MS 39215-1850



The goal of this Environmental Management Plan (EMP) was to develop and implement a comprehensive Environmental Management Plan for MDOT Materials Laboratories. This goal was achieved through performance of environmental audits to identify potential environmental impacts, and by identifying the roles and responsibilities of personnel related to maintaining compliance with regulations. The audits identified procedural practices and deficiencies in equipment and/or facilities. The EMP will be maintained by supporting documentation to identify specific elements, procedures, products, and services that fall under the control of MDOT Laboratories. Furthermore, a computer-based compliance-tracking tool will be utilized to follow compliance issues from identification to closure. A safety audit was also performed to identify potential concerns in safety gaps with employee functions and equipment and to provide recommended solutions. The ultimate goal is to maintain reasonably assured environmental compliance with all applicable Federal, state, and local laws, regulations, and requirements by maintaining environmental stewardship of assets and full discharge of environmental responsibilities.




The EMP is a continuous process that will require occasional reviews to maintain and update. The establishment of a fully functioning EMP will serve as the framework for establishing, reviewing, and maintaining environmental compliance objectives and targets throughout MDOT Materials Laboratories. The EMP ultimately maintains environmental policy and develops the procedures to achieve the goals and targets of environmental visions within MDOT Materials Laboratories. Thompson developed a draft audit checklist from performing a preliminary audit of the Central Materials Laboratory. Three audits of the six MDOT District Materials Laboratories and the Central Materials Laboratory were performed during the study. The audits identified procedural practices and deficiencies in equipment and/or facilities. A final inspection checklist was developed for the Materials Laboratories in the six districts and the Central Materials Laboratory, as well as for the Environmental Management Program Guide. The Environmental Management Plan will be maintained by routine inspections, training, review of procedures and documents, and implementation of corrective or preventative actions.

Web Links (if available) http://sp.mdot.ms.gov/Research/Reports/Interim%20and%20Final%20Reports/State%20Study%20226%20-%20Environmental%20Management%20Plan.pdf

PROJECT INFORMATION

Project Title Turbitity Monitoring at Select MDOT Construction Sites

ID 225-MS


Duration 32 months

SUBMITTER


Submitter Contact Cynthia J. Smith, P.E. Mississippi DOT Research Division 86-01 P.O. Box 1850 Jackson, MS 39215-1850 [email protected] (601) 359-7650

RESEARCH PROGRAM

Sponsors Mississippi Department of Transportation James C. Watkins, P.E. P.O. Box 1850

http://sp.mdot.ms.gov/Research/Reports/Interim%20and%20Final%20Reports/State%20Study%20226%20-%20Environmental%20Management%20Plan.pdf






500 North West Street Jackson, MS 39215-1850



Mississippi Department of Transportation has no real-world data on the effects of construction on turbidity levels in run-off from construction projects, and the Environmental Protection Agency (EPA) may soon be promulgating a Final Rule establishing numeric turbidity limitations. The goal of this research project is to establish baseline turbidity conditions at select construction sites by establishing a water quality-monitoring program and documenting existing and MDOT-approved best management practices (BMPs). The water quality monitoring program was primarily focused on gathering turbidity data, but because turbidity is related to other factors, the program may include parameters such as total suspended solids, pH, and temperature. Data, following initial site selection and site visits with MDOT, were collected using Mississippi Department of Environmental Quality and Environmental Protection Agency protocols as guidance. Because of the complex factors, which affect turbidity, more research is needed.

Web Links (if available) http://sp.mdot.ms.gov/Research/Reports/Interim%20and%20Final%20Reports/State%20Study%20225%20-%20Turbidity%20Monitoring%20at%20Selection%20Construction%20Sites.pdf

PROJECT INFORMATION

Project Title Variability of Cement Treated Layers in MDOT Road Projects

ID 227-MS


Duration 26 months

SUBMITTER


Submitter Contact Cynthia J. Smith Mississippi DOT Research Div 86-01 P.O. Box 1850 Jackson, MS 39215-1850 (601) 359-7650 [email protected]

http://sp.mdot.ms.gov/Research/Reports/Interim%20and%20Final%20Reports/State%20Study%20225%20-%20Turbidity%20Monitoring%20at%20Selection%20Construction%20Sites.pdf







RESEARCH PROGRAM

Sponsors Mississippi Department of Transportation P.O. Box 1850 500 North West Street Jackson, MS 39215-1850



The Mississippi Department of Transportation revised the specifications for cement-treated bases between the 1990 and 2004 editions of “Mississippi Standard Specifications for Road and Bridge Construction.” The required compressive strength of laboratory specimens was reduced in an effort to reduce shrinkage cracking in the cement-treated layer. The compaction effort of the in-place cement-treated base was increased to produce a stronger layer. These significant changes impact in-place properties and performance of the cement-treated base. Prior to this research, the author is not aware of any field studies that have been conducted to determine how these changes affected in-place properties. This research documents field and laboratory testing of two MDOT road projects. Findings were compared to project specifications and cement-treated base property variability was calculated and graphically illustrated. The recommendations from this study included higher compaction for better compressive strength, and quality control (QC) procedure enhancement for measuring cement-treated base (CTB) thicknesses. Recommendations also included that cement content of cement-treated layers be specified as percent by mass instead of by volume, and that compressive strength should be part of the QC program for CTBs.

Web Links (if available) http://sp.mdot.ms.gov/Research/Reports/Interim%20and%20Final%20Reports/State%20Study%20227%20-%20Variablity%20Of%20Cement-Treated%20Layers%20In%20Mdot%20Road%20Projects.pdf

http://sp.mdot.ms.gov/Research/Reports/Interim%20and%20Final%20Reports/State%20Study%20227%20-%20Variablity%20Of%20Cement-Treated%20Layers%20In%20Mdot%20Road%20Projects.pdf





Missouri Department of Transportation (MoDOT)

PROJECT INFORMATION

Project Title Design and Evaluation of High-Volume Fly Ash (HVFA) Concrete Mixes

ID TR11 11-10


Duration 20 months

SUBMITTER

Submitter Agency Missouri Department of Transportation

Submitter Contact Andrew Hanks Missouri Department of Transportation 1617 Missouri Boulevard Jefferson City, MO 65109

RESEARCH PROGRAM

Sponsors Missouri Department of Transportation P.O. Box 270 Jefferson City, MO 65102



Environmental sustainability. Replacing cement with fly ash reduces concrete’s overall carbon footprint and diverts an industrial by-product from the solid waste stream. Currently, about 40 percent of fly ash is reclaimed for beneficial reuse and 60 percent is disposed of in landfills. Implementing high-volume fly ash (HVFA) concrete will reduce energy and greenhouse gas emissions and increase the amount of recycled materials used. There will also be less need for concrete mixing water because fly ash reduces the water demand to obtain the same level of workability. On average, replacing even 50 percent of the cement used in concrete with fly ash will reduce the annual amount of greenhouse gas emissions by nearly 1.8 billion tons worldwide. Furthermore, this change would also eliminate more than 20 billion cubic feet of landfill space each year. In terms of energy consumption, this fly ash replacement level would save the equivalent of 6.7 trillion cubic feet of natural gas annually. Improved material properties. One of HVFA’s properties is increased concrete strength and durability. This will result in longer life and reduced life-cycle costs. The investigators evaluated qualitative and quantitative measures for both of these benefits. Cost savings. Fly ash costs approximately one-half the amount for cement, so the replacement of cement with fly ash can yield significant



cost savings. With rising materials prices combined with stagnate or decreasing revenue streams, these cost savings will allow for every dollar to be stretched further and increase the fiscal competitiveness of concrete in construction projects. Alleviate low early strength gain issues in HVFA concrete. One impact of increasing the amount of fly ash in concrete is low early strength gains. This effect can cause a delay in the construction schedule. This research has addressed this characteristic in order to alleviate it. The investigators recommend initially limiting the fly ash replacement levels to 50 percent and avoiding applications subjected to direct deicing chemicals, such as bridge decks and pavements, due to potential scaling issues. As such, this means that HVFA can only be used in limited applications for MoDOT projects.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TRyy1110/cmr13-008.pdf

PROJECT INFORMATION

Project Title Optimizing Winter/Snow Removal Operations in MoDOT St. Louis District – Includes Outcome-Based Evaluation of Operations

ID TR11 11-02


Duration 12 months

SUBMITTER


Submitter Contact Bill Stone Missouri Department of Transportation 1617 Missouri Boulevard Jefferson City, MO 65109 (573) 526-4328 [email protected]

RESEARCH PROGRAM

Sponsors Missouri Department of Transportation P.O. Box 270 Jefferson City, MO 65102

http://library.modot.mo.gov/RDT/reports/TRyy1110/cmr13-008.pdf






Better route decisionmaking. The objective of this research was to develop a systematic, heuristic-based optimization approach to integrate winter road maintenance planning decisions for vehicle route design, fleet configuration, and equipment and treatment selection. The ability to solve the winter road maintenance planning problems in a more integrated manner using this methodology should provide planners with the ability to make more informed, successful decisions. Minimal cycle time and deadheading miles. The optimal analysis allows MoDOT to provide the most efficient snow removal services, to develop specific service routes that trucks can follow, to compute standard lane mile factors to be applied, and to develop optimal truck allocation scenarios when additional budget reduction is unavoidable. Applicability beyond snow removal. While this research and its application focuses on the winter maintenance operations, its usage can be applied to any work building and fleet management systems. Cost savings. As an example, the results show the opportunities of cost savings by closing some maintenance buildings without losing the efficiency of high-level service.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TRyy1102/CMR12007.pdf

PROJECT INFORMATION

Project Title Self-Consolidating Concrete (SCC) for Infrastructure Elements

ID TR11 11-03


Duration 24 months

SUBMITTER


Submitter Contact Jennifer Harper Missouri Department of Transportation 1617 Missouri Boulevard Jefferson City, MO 65109 (573) 526-3636 [email protected]

RESEARCH PROGRAM

Sponsors Missouri Department of Transportation

http://library.modot.mo.gov/RDT/reports/TRyy1102/CMR12007.pdf



P.O. Box 270 Jefferson City, MO 65102



Because of its unique nature, self-consolidating concrete (SCC) has the potential to significantly reduce costs associated with transportation-related infrastructure. SCC is a highly flowable, nonsegregating concrete that can be placed without any mechanical consolidation, and thus has the following advantages over conventional concrete:

Decreased labor and equipment costs during concrete placement. Laboratory experience at Missouri Science and Technology (SandT) has demonstrated that 40 to 60 percent less labor was needed to fabricate and place concrete when comparing SCC elements to the conventional concrete elements. A similar trend was noted in November 2011 during fabrication of a cast-in-place SCC arch element in a MoDOT Hybrid Composite Beam in Mountain Grove, Missouri. As more SCC is implemented, historic cost trends will provide more quantitative financial data. There may be a “learning curve” for field and plant engineers and inspectors as they gain experience with new fresh concrete property testing protocols for SCC, such as Slump Flow ASTM C 1611, J-Ring ASTM C 1621, L-Box (non-ASTM), and Column Segregation ASTM C 161.

Improved quality through the decreased potential for and costs to repair honeycombing and voids. Due to SCC’s flowability, when properly formulated, there is a great potential to decrease voids, anomalies, and other defects that may occur during the placement of conventional concrete. This decreased potential should translate to an increase in the service life of the bridge or structure particularly as high-strength SCC is implemented with its improved durability performance. Increased production rates of precast and cast-in-place elements. In terms of both precast and cast-in-place elements, SCC offers the unique opportunity to expedite construction because of its unique characteristics. This increased rate of production translates into reduced construction time. This will open infrastructure systems in less time and help the traveling public in Missouri with reduced travel delays and congestion. Improved finish and appearance of cast and free concrete surfaces. While not a physical cost issue, improved finish and appearance of concrete elements provides an enhanced visual perspective of infrastructure elements for the riding public and will likely translate to a higher perceived level of quality. At the conclusion of this research, MoDOT is constructing a



bridge utilizing SCC girders. The bridge will be instrumented and monitored during and after construction.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TRyy1103/cmr13-03.pdf

http://library.modot.mo.gov/RDT/reports/TRyy1103/cmr13-03.pdf



Montana Department of Transportation (MDT)

PROJECT INFORMATION

Project Title Montana Rest Area Usage: Data Acquisition and Usage Estimation

ID 8202


Duration 18 months

SUBMITTER

Submitter Agency Montana Department of Transportation

Submitter Contact Sue Sillick, Manager Research Programs Montana Department of Transportation P.O. Box 201001 2701 Prospect Avenue Helena, MT 59620-1001 (406) 444-7693 [email protected]

RESEARCH PROGRAM

Sponsors Sue Sillick Montana Department of Transportation 2701 Prospect Avenue P.O. Box 201001 Helena, MT 59620-1001 (406) 444-7693 [email protected]



Rest areas perform a critical role in the highway network. They provide vehicle occupants and heavy vehicle operators with an opportunity to use a restroom, walk around, stop for a meal, sleep, or even pause to use a cellular phone. Many of these activities aid in reducing driver distraction and fatigue, with the potential for consequently reducing distracted and fatigue-related crashes. These various activities also have a direct impact on a number of aspects of rest area design, from parking stall demand to facility sizing, water needs, and wastewater generation and handling. For decisionmaking related to rest area usage, many states, including Montana, consult the American Association of State Highway and Transportation Officials’ (AASHTO) "A Guide for the Development of Rest Areas on Major Arterials and Freeways". This reference provides guidance related to rest area design, including water and sewer system capacity, as well as parking lot size and layout. The Montana Department of Transportation (MDT) questioned the use of this



document for various rest area design aspects as the data are based on national averages, which may not represent usage patterns in a rural state like Montana. As a result of these concerns, research was undertaken to refine the methods employed in the estimation of Montana rest area usage, including water flow, effluent flow, pedestrian traffic, vehicle traffic counts and classifications, and vehicle dwell times for commercial and passenger vehicles. The data from rest areas across the state were used to develop guidelines to support various aspects of future rest area planning, design, and operations in the state of Montana. 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 provided 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-gallon 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 immediate outcome from the short-term implementation of the research. In the next two years, there are six rest areas scheduled for wastewater system rehabilitation. The savings realized at these sites is over $1.3 million. When applied in the design calculations of systems at an additional thirty Montana rest areas requiring wastewater system rehabilitation over the next twenty years (through 2032), the expected life of a rest area wastewater system and mandated system review period via state regulation, the reduced wastewater figure is expected to produce savings of between $87,000 and $603,750 per site. The collective savings generated by this revised guidance will total over $8,804,295 in present value. The present cost of the research (2009) is $165,905. These savings and the research cost yield a 53:1 benefit:cost ratio and a return on investment of 52. In addition, reductions 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/other/research/external/docs/research_proj/rest_area/pm_report.pdf http://www.mdt.mt.gov/other/research/external/docs/research_proj/seism

ic/PERFORMANCE_MEASURES_REPORT.PDF.

http://www.mdt.mt.gov/research/projects/planning/rest_area.shtml

http://www.mdt.mt.gov/other/research/external/docs/research_proj/rest_area/pm_report.pdf

http://www.mdt.mt.gov/other/research/external/docs/research_proj/rest_area/pm_report.pdf

http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/PERFORMANCE_MEASURES_REPORT.PDF

http://www.mdt.mt.gov/other/research/external/docs/research_proj/seismic/PERFORMANCE_MEASURES_REPORT.PDF

http://www.mdt.mt.gov/research/projects/planning/rest_area.shtml



PROJECT INFORMATION

Project Title Steel Pipe Pile/Concrete Pile Cap Bridge Support Systems: Confirmation of Connection Performance

ID 8203


Duration 39 months

SUBMITTER

Submitter Agency Montana Department of Transportation

Submitter Contact Sue Sillick Montana Department of Transportation 2701 Prospect Avenue P.O. Box 201001 Helena, MT 59620-1001 (406) 444-7693 [email protected]

RESEARCH PROGRAM

Sponsors Montana Department of Transportation 2701 Prospect Avenue P.O. Box 201001 Helena, MT 59620-1001 (406) 444-7693 [email protected]



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 perspective, 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 procedure 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 methodology, and suggestions were made to improve its effectiveness. Montana Department of Transportation 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 particular, 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 two 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 in an anticipated cost savings of $2,000,000 in present value over the life of the project and a benefit:cost ratio of 15.73:1 and a return on investment of 14.73.

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

http://www.mdt.mt.gov/research/projects/structures/seismic.shtml



National Cooperative Highway Research Program (NCHRP)

PROJECT INFORMATION

Project Title A Model for Identifying and Evaluating the Historic Significance of Post-World War II Housing

ID NCHRP Project 08-77 resulting in NCHRP Report 723


Duration 2 years

SUBMITTER

Submitter Agency Transportation Research Board

Submitter Contact Crawford Jencks Deputy Director Cooperative Research Programs Manager, National Cooperative Highway Research Program [email protected]

RESEARCH PROGRAM

Sponsors National Cooperative Highway Research Program (NCHRP) Crawford Jencks [email protected]



NCHRP Report 723: A Model for Identifying and Evaluating the Historic Significance of Post-World War II Housing provides state departments of transportation (DOTs) with (1) a model for identifying and evaluating post-World War II built residences, (2) a national historic context for this type of development, and (3) guidance on developing project-specific historic contexts. This information enables DOTs and the Federal Highway Administration (FHWA) to comply effectively and efficiently with Section 106 of the National Historic Preservation Act and Section 4(f) of the Department of Transportation Act, setting out a consistent and predictable approach for identifying and evaluating postwar residential resources, thereby reducing costs and ensuring timely project delivery.

Web Links (if available) http://www.trb.org/Main/Blurbs/167790.aspx

http://www.trb.org/Main/Blurbs/167790.aspx



PROJECT INFORMATION

Project Title American Association of State Highway and Transportation Officials Highway Safety Manual

ID NCHRP Projects 17-18(4), 17-26, 17-27, 17-29, 17-34, 17-36, 17-38, and 17-50


Duration 10 years

SUBMITTER

Submitter Agency Transportation Research Board

Submitter Contact Crawford Jencks Deputy Director Cooperative Research Programs Manager, National Cooperative Highway Research Program [email protected]

RESEARCH PROGRAM

Sponsors National Cooperative Highway Research Program (NCHRP) Crawford Jencks [email protected]



National Cooperative Highway Research Program has been involved at every stage of the Highway Safety Manual’s (HSM’s) development, including the core research underlying its methodologies (NCHRP Projects 17-18(4), 17-26,17-27, 17-29, and 17-34); the production of the manual (Project 17-36); and the creation of implementation and training tools (Project 17-38). The latest effort, now ongoing, is a project to facilitate implementation of the HSM among 13 lead states (Project 17-50). The HSM provides analytical tools on par with established methods for other areas of highway management, such as the Highway Capacity Manual.

Web Links (if available) http://www.highwaysafetymanual.org/Pages/default.aspx

http://www.highwaysafetymanual.org/Pages/default.aspx



New Jersey Department of Transportation (NJDOT)

PROJECT INFORMATION

Project Title Elimination of Weight Restriction on Amtrak, NJ Transit, and Conrail Line

ID FHWA-NJ-2012-003


Duration 32 months

SUBMITTER

Submitter Agency New Jersey Department of Transportation

Submitter Contact Edward S. Kondrath 1036 Parkway Avenue Trenton, NJ 08625 (609) 530-2058 [email protected]

RESEARCH PROGRAM

Sponsors New Jersey Department of Transportation 1035 Parkway Avenue Trenton, NJ 08625 http://www.state.nj.us/transportation/



The Association of American Railroads (AAR) declared an increase in freight railcar weight limits from 1,170 kN (263,000 lb) to 1,272 kN (286,000 lb). However, most of the railway bridges in New Jersey were built prior to World War II and are not designed for this increased railcar weight. Thus, there is a need for accurate and efficient methods to evaluate and load rate existing bridges that will reveal their actual capacities. Various methods are currently used for evaluating existing railway bridges, including traditional load rating methods based on American Railway Engineering and Maintenance-of-Way Association (AREMA) specifications, finite element modeling method, and field testing method. To evaluate the impact of the 286-kip railcars on bridges on passenger lines, this research study adopted various methods and combined them with the experience of the Rutgers Infrastructure Monitoring and Evaluation (RIME) research team obtained from previous research projects. Sensors such as strain transducers, Laser Doppler Vibrometer (LDV) to measure deflections, and accelerometers were used. A total of five critical bridges were selected for this study.The primary objective of this study is to evaluate current conditions of selected railroad bridges and to load rate them according to the AREMA provisions under 286-kip railcars. To achieve this objective, the following scope was considered:



(1) Evaluate and load rate current conditions of selected railroad

bridges according to AREMA provisions. (2) Conduct field tests to evaluate the capacity of selected railroad

bridges and collect various structural responses to validate the accuracy of finite element models.

(3) Develop detailed finite element models for selected railroad bridges and perform the evaluation using finite element models.

(4) Perform cost-benefit analysis to evaluate the financial impact of increasing railcar weight limit.

(5) Provide general guidelines for bridge repair and strengthening to accommodate 286-kip railcar loads.

In this report, a comprehensive study was performed for five typical bridges owned by NJ Transit:

(1) Main Line milepost (MP) 15.95 (2) Main Line MP 15.14 (3) Bergen County Line MP 5.48 (HX Draw) (4) Raritan Valley Line MP 31.15 (Middle Brook) (5) North Jersey Coast Line MP 0.39 (River Draw)

For each bridge, a 3-D finitel element (FE) model was developed using both as-built and as-inspected section properties. A field experimental study was performed to collect the structural responses, such as strain, deflection, and vibration velocity. The experimental data were used to validate the developed FE model and evaluate the performance of the bridge. Except for regular passenger railcars, a typical 286-kip railcar was used to perform the tests on the HX Drawbridge at various speeds. The load rating was performed using both AREMA provisions and FE analysis. The Rutgers Team conducted a benefits analysis for raising the weight restriction on the NJ Transit HX Drawbridge to 286,000 pounds using available data. Currently, the bridge only supports weights of 263,000 pounds per railcar, and raising this restriction is expected to result in an increase in the weights transported by freight railcars using this line. The economic results show a potential benefit of up to $7.49 million over 25 years. It is important to note that this is only for Bay State Milling’s potential moving-out-of-state scenario, and measures only transportation impacts and no other significant economic measures. Also, it was noted that Bay State Milling represents 30 percent of HX Drawbridge traffic. If the same assumptions were applied to all HX traffic, the transportation-related benefits of 286-kip railcars could be as high as $25 million over 25 years. It is also important to note that this is only one line carrying freight traffic in New Jersey.




PROJECT INFORMATION

Project Title Work Zone Safety Analysis

ID FHWA-NJ-201-006


Duration 8 months

SUBMITTER

Submitter Agency New Jersey Department of Transportation

Submitter Contact Edward S. Kondrath 1036 Parkway Avenue Trenton, NJ 08625 (609) 530-2058 [email protected]

RESEARCH PROGRAM

Sponsors New Jersey Department of Transportation 1035 Parkway Avenue Trenton, NJ 08625 http://www.state.nj.us/transportation/



The overall objective of this research was to perform an analysis of crashes in work zones in the state of New Jersey for identification of critical areas in the work zones susceptible to crashes and key factors that contribute to these crashes. In addition, based on the findings of the work zone crash analysis, the research seeks to identify countermeasures for reducing work zone crashes. Specific objectives to be accomplished in the proposed research include:

• Perform a comprehensive literature review, identifying methodological approaches used to evaluate work zone crashes and the findings from State Departments of Transportation studies on work zone crashes.

• Analyze fatal and severe injury crashes occurring in construction work zones in New Jersey to determine controllable factors that account for variation in crashes among construction work zones in New Jersey.

• Identify where data needs are limited in evaluating work zone crashes in New Jersey and make recommendations on how the gaps in these needs can be addressed.

• Identify innovative as well as tested strategies that may hold potential for reducing work zone crashes in New Jersey.



Work Zone Crash Data Collection

The crash report form should be modified to reflect work zone-specific characteristics, including the following information:

• Accurate crash location within the work zone (that is, advanced warning, buffer, termination).

• Number of closed lanes and number of operating lanes. • Left-, middle-, or right-lane closure; shoulder closure. • Operating hours. • Presence of workers or equipment. • Work zone speed limit. • Detour or full-road closure information, including duration. • Channelization details of the work zone (concrete barrier). • Workers or equipment involved in an accident.

Speed reduction should only be applied for necessary operating conditions. From the model results, speed reduction has a positive effect on crash frequency (CF). Hence, the variance between the posted speed limit and the work zone speed limit should be optimized to prevent increasing crash occurrences. A sharp reduction in speed limits may cause more accidents within work zones. Drivers should be warned with signs to ensure safe transition between changing speed limits. Lane reduction is another parameter that increases the number of crashes in frequency models. Therefore, lane closing strategies should be revised to minimize the number of lane drops for necessary conditions. If closures are necessary, smart lane-merging strategies should be implemented to allow a smooth transition and termination at work zones to reduce crashes at these areas. Special enforcement should be used for all traffic violations within the work zone to keep drivers’ attention level high. For example, strict regulations and the law should be enforced to prevent driving under the influence (DUI) violations within work zones. Drivers driving under the influence are the cause of significantly greater injury risk (OR: >2) according to the severity model results. Safety strategies for maintenance work zones should be improved because model results show that maintenance work zones have higher injury risk than construction and utility work zones (17.2 percent more than construction zones). Driving light-duty vehicles carries a greater risk of being involved in an injury work zone accident. Operators of light-duty vehicles, such as scooters and motorcycles, should drive more carefully in work zone sites. Again, driver education programs should be designed to address this issue.




North Carolina Department of Transportation (NCDOT)

PROJECT INFORMATION

Project Title Durability of Lightweight Concrete Bridge Decks – Field Evaluation

ID 2011-06


Duration 26 months

SUBMITTER

Submitter Agency North Carolina Department of Transportation

Submitter Contact F. Rasay Abadilla, Jr., P.E. NCDOT Research and Development 1549 Mail Service Center Raleigh, NC 27699-1549 (919) 508-1832 [email protected]

RESEARCH PROGRAM

Sponsors North Carolina Department of Transportation Research and Development 1549 Mail Service Center Raleigh, NC 27699-1549 http://www.ncdot.org/doh/preconstruct/tpb/research/



The purpose of this study was to evaluate the field performance of lightweight concrete bridge decks, comparing to normalweight concrete in the same structure or environment. Field evaluations were performed on bridge decks constructed of both normalweight and lightweight concrete. For each lightweight concrete bridge deck selected for inclusion in this study, a companion normalweight bridge deck of similar age, traffic loading, and environmental exposure was selected. Field evaluations included visual surveys and several field tests. Using the results of the field evaluations and testing, along with laboratory testing or concrete core samples and powder samples, the field performance of the lightweight concrete bridge decks was evaluated and compared to the performance of the normalweight concrete bridge decks. Although some differences in the performance of lightweight and normalweight concrete bridge decks were observed in field and laboratory tests, a distinct difference between the overall durability performance of lightweight bridge decks and normalweight bridge decks included in this study was not readily evident. This finding differs from those of a number of studies that have indicated that lightweight concrete can provide enhanced durability performance; therefore,



additional laboratory-based studies of lightweight and normalweight concrete bridge deck mixtures using local materials are recommended. Damages induced by factors, such as structural characteristics and external loads, may have played a significant role in observed distresses, as well as in the results of field and laboratory tests. Additionally, it is possible that that there has not been ample time for distinct differences in performance between lightweight and normalweight concrete decks included in this study to become evident during field observations, or measurable during field or laboratory tests. Regional trends in performance were observed for some durability tests, and this information could be utilized by NCDOT. Some findings of this study could be used to assist NCDOT in making decisions regarding use of lightweight concrete for bridge decks in certain regions of North Carolina. Information on surface chloride contents and diffusion of chlorides into bridge decks included in this study can be used to assist with decisions regarding use of deicers, and potentially, with maintenance and repair decisions. Several bridge decks had some locations where chloride contents exceeded the replacement level and/or the corrosion threshold, and this information could be useful in planning for repair and/or replacement of these decks. As the role of conductivity (and its inverse, surface resistivity) in durability performance becomes better understood, surface resistivity measurements obtained during this study may provide insight into durability performance of North Carolina bridge deck mixtures. Additional field and laboratory-based work is suggested to help NCDOT with decisions regarding bridge deck mixtures and test methods that can provide insight into the durability performance of concrete.

Web Links (if available) http://www.ncdot.gov/DOH/preconstruct/tpb/research/download/2011-06FinalReport.pdf

PROJECT INFORMATION

Project Title Infrastructure Investment Protection with LiDAR

ID 2012-15


Duration 13 months

SUBMITTER


Submitter Contact Ernest Morrison NCDOT 104 Fayetteville Street

http://www.ncdot.gov/DOH/preconstruct/tpb/research/download/2011-06FinalReport.pdf

http://www.ncdot.gov/DOH/preconstruct/tpb/research/download/2011-06FinalReport.pdf



Raleigh, NC 27695

RESEARCH PROGRAM

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



Light Detecting and Ranging (LiDAR) is becoming increasingly popular for transportation-related projects in the U.S. and is becoming one of the most common applications of this technology. For many transportation surveys, scanning-based examinations today cost less than or the same as traditional surveys. Even at an equal cost, scanning provides many added-value benefits that have often made it the method of choice:

• Improved safety. • Faster turnaround. • A more complete set of survey data.

However, there are no resources currently available to surveyors and engineers detailing best practices used across the country. The final deliverable will be in the form of a final report that should provide valuable information to NCDOT personnel regarding LiDAR capabilities with specifics on the limitations of the hardware and when it can be used most efficiently and effectively. Conclusion The research products developed as a result of this project are included in this report, which documents the following research products that will be useful for NCDOT:

• A literature review of LiDAR state of the practice across the Nation.

• Concise one-page summaries of a variety of transportation and non-transportation applications.

• Summaries of LiDAR discussions with NCDOT units. • Survey results from state transportation agencies about their

specific use of LiDAR.

Web Links (if available) http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2012-15finalreport.pdf

http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2012-15finalreport.pdf

http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2012-15finalreport.pdf



PROJECT INFORMATION

Project Title Measurement and Evaluation of Fuels and Technologies for Passenger Rail Service in North Carolina

ID 2010-12


Duration 23 months

SUBMITTER


Submitter Contact John Kirby North Carolina Department of Transportation Research and Development 104 Fayetteville Street Raleigh, NC 27695 (919) 508-1816 [email protected]

RESEARCH PROGRAM

Sponsors North Carolina Department of Transportation Research and Development 1549 Mail Service Center Raleigh, NC 27699-1549 http://www.ncdot.org/doh/preconstruct/tpb/research/



The purpose of this project is to measure a baseline for fuel use and emission rates on the rebuilt or replaced prime mover and head-end power (HEP) engines on three locomotives in the NCDOT Rail Division fleet using ultra-low sulfur diesel (ULSD) fuel. Real-world, in-use “over-the-rail” activity, fuel use, and emissions of the prime mover engines were measured for service between Raleigh and Charlotte. The methodology features the use of portable emissions measurement systems (PEMS).

The results of this project will enable the NCDOT Rail Division to accurately assess the fuel use and emissions benefits of engine rebuilds and replacements. These data can be used to identify priorities for further emission-reduction measures and to claim credit for the energy and environmental benefits of rail transportation. This data and information will be useful to the NCDOT Rail Division as an input to prioritizing future activity pertaining to asset management and community relations.

Web Links (if available) http://www.ncdot.gov/doh/preconstruct/tpb/research/#ProgramInfo

http://www.ncdot.gov/doh/preconstruct/tpb/research/#ProgramInfo



PROJECT INFORMATION

Project Title Satellite Remote Sensing of Submerged Aquatic Vegetation Distribution and Status in Currituck Sound

ID 2010-14


Duration 27 months

SUBMITTER


Submitter Contact John Kirby North Carolina Department of Transportation 104 Fayetteville Street Raleigh, NC 27695 (919) 508-1816 [email protected]

RESEARCH PROGRAM

Sponsors John Kirby North Carolina Department of Transportation Research and Development 1549 Mail Service Center Raleigh, NC 27699-1549 (919) 508-1816 [email protected] http://www.ncdot.org/doh/preconstruct/tpb/research/



Submerged Aquatic Vegetation (SAV) is regulated by Federal and state agencies as a jurisdictional resouce, where impacts to SAV are compensated through mitigation. The North Carolina Department of Transportation (NCDOT) projects in the coastal area have the potential to impact SAV. Preparation of required environmental documentation includes the identification of presence or absence of SAV within the project areas. Traditional detection methodologies have proven ineffective or inappropriate for SAV mitigation over very large areas. This research has shown that satellite remote sensing is promising for providing a labor and cost-effective means of monitoring and quantifying SAV distribution. Satellite remote sensing information will provide the NCDOT and regulatory agencies with information necessary to assess impacts to SAV from proposed project areas, and to determine appropriate avoidance, minimization, and compensatory mitigation alternatives.

Web Links (if available) http://www.ncdot.gov/doh/preconstruct/tpb/research/#ProgramInfo


http://www.ncdot.org/doh/preconstruct/tpb/research/

http://www.ncdot.gov/doh/preconstruct/tpb/research/#ProgramInfo



Ohio Department of Transportation (ODOT)

PROJECT INFORMATION

Project Title Application of Bluetooth Technology to Rural Freeway Speed Data Collection

ID 24237134567


Duration 16 months

SUBMITTER

Submitter Agency Ohio Department of Transportation

Submitter Contact Cynthia Gerst Research Program Manager Ohio Department of Transportation 1980 West Broad Street – Mail Stop 3280 Columbus, OH 43223 (614) 466-1975 [email protected]

RESEARCH PROGRAM

Sponsors Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 http://www.fhwa.dot.gov Ohio Department of Transportation 1980 West Broad Street Columbus, OH 43223 http://www.dot.state.oh.us/



Ohio Department of Transportation typically uses a network of side-fire speed radar devices to measure instantaneous travel speeds, which are used to estimate travel times. In order to gather segment level speeds, we used this project to design, build, and test a Bluetooth network. Validation of Bluetooth node spacing and travel time accuracy were two results. The results from this research have helped calculate performance for our snow and ice control system recovery time goals. We are also looking at additional opportunities to use this technology in construction zones or other temporary applications.

Web Links (if available) http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Traffic/134567_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Traffic/134567_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Traffic/134567_ES.pdf



PROJECT INFORMATION

Project Title Development of Flood-Warning System and Flood-Indundation Mapping

ID 23674134517


Duration 23 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Ohio Department of Transportation 1980 West Broad Street – Mail Stop 3280 Columbus, OH 43223 [email protected]



Periodic flooding of Interstate 70 presented significant traffic problems for Hebron, a city on the alternate route with schools, buses, and emergency vehicles. The city asked to collaborate on solving the problem. Once traffic control plans were established and clear roles for local authorities were defined, the problem of prediction of flooding due to the influence of a nearby lake remained. Ohio Department of Transportation led a team of eight funding partners and six additional partners to address this need. The partners built a network of eleven gages (ten in streams and one in the lake). Steady-state modeling and digital floodplain mapping were completed for 31 miles and unsteady state modeling was completed for 14 miles. Implementation has included more accurate flood forecast predictions:

• Flood inundation mapping corresponding to the flood forecast. • National Weather Service advanced flood warnings. • More accurate stream and lake level gage information. • Phone notification process generated by National Weather

Service.



Web Links (if available) http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand

plans/Reports/2012/Hydraulics/134517_ES.pdf

PROJECT INFORMATION

Project Title Development of Geotechnical Data Schema in Transportation

ID 134254TPF-5(111)


Duration 88 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Ohio Department of Transportation



This project developed an international data exchange standard for Geotechnical and Geoenvironmental data. The standard, Data Interchange for Geotechnical and Geoenvironmental Specialists (DIGGS), was developed through the Transportation Pooled Fund Study TPF-5(111). The project compiled the standard development work of the Association of Geotechnical and Geoenvironmental Specialists (AGS) from the United Kingdom, the Consortium of Organizations for Strong-Motion Observation Systems (COSMOS), the University of Florida, and others to create the new international data exchange format. The resulting data interchange format has global application and allows software vendors and users in the geotechnical community to exchange data seamlessly. DIGGS is intended to be a dynamic standard. The American Society of Civil Engineers – Geo-Institute has agreed to adopt the standard into its existing codes and standards committee structure. The contracting to transfer the standard is currently underway.

Web Links (if available) http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Geotechnical/134254_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Hydraulics/134517_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Hydraulics/134517_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Geotechnical/134254_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Geotechnical/134254_ES.pdf



PROJECT INFORMATION

Project Title Ohio Mobility Improvement Study

ID 24238134571


Duration 16 months

SUBMITTER



RESEARCH PROGRAM

Sponsors Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 http://www.fhwa.dot.gov Ohio Department of Transportation 1980 West Broad Street Columbus, OH 43223 http://www.dot.state.oh.us/



Nationally, there are 64 separate programs that fund and/or arrange what is referred to as health and human services transportation (HHST). In 2002, approximately $3 billion was allocated nationally for client transportation services among such programs; Ohio spends millions of dollars each year for HHST. Public transportation professionals have long recognized the potential benefits of coordination of HHST and public transportation services. Over the last three decades, Ohio, primarily through the Ohio Department of Transportation, has addressed coordination in a number of ways. Despite Ohio’s longstanding efforts to coordinate HHST, many obstacles and challenges still exist to prevent the effective coordination of HHST and public transportation, both at state and local levels. This study was designed to determine whether Ohio can embrace a statewide approach that integrates HHST so that individuals served by these agencies—the elderly, people with low incomes, and individuals



with disabilities—can meet basic mobility needs in an efficient and effective manner. Its success can bring benefits to Ohio and its citizens, including efficiencies in service delivery and decreased cost of services, if a more efficient organization model for HHST was identified as applicable for Ohio and was to be adopted. Using regional focus groups, surveys, and a literature review, the research revealed that Ohio not only can, but should, embrace a statewide approach that integrates HHST. Key practices associated with successful state coordination efforts include the need for some type of state level policy action—legislation, executive order, or voluntary state agency cooperation. Also, strong leadership at both the state and local levels is paramount to the success of any effort. Further, the state must continually communicate, using a variety of methods, the benefits of coordinated transportation to the local level.

Web Links (if available) http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Planning/134571_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Planning/134571_ES.pdf

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2012/Planning/134571_ES.pdf



Pennsylvania Department of Transportation (PennDOT)

PROJECT INFORMATION

Project Title Developing Standards and Specifications for Full Depth Pavement Reclamation

ID 90107


Duration 28 months

SUBMITTER

Submitter Agency Pennsylvania Department of Transportation

Submitter Contact Sean Oldfield Pennsylvania Department of Transportation Research Division 400 North Street, 6th Floor Harrisburg, PA 17120

RESEARCH PROGRAM

Sponsors Pennsylvania Department of Transportation Sean Oldfield Research Division 400 North Street, 6th Floor Harrisburg, PA 17120 (717) 783-2444 [email protected]



Full Depth Reclamation (FDR) is a rehabilitation process for structurally deficient roadways that are in need for repair at a low cost in which reconstruction is too expensive. By creating this specification for PennDOT’s County Maintenance forces and contract projects, it allows for an alternative method to restore and strengthen Pennsylvania’s extensive aging roadway network. Most of these roads were originally carved into the countryside by horse and buggies and were never properly constructed to support the amount of loads that they are seeing today. Full Depth Reclamation has been instrumental in strengthening these areas by adding structure and stiffness into a subgrade that was never planned to be built. By creating a specification from the results achieved in this project, PennDOT is supplying a uniform guideline for all contractors to follow in Pennsylvania, whether they are doing work for PennDOT, municipalities, or private companies.




South Carolina Department of Transportation (SCDOT)

PROJECT INFORMATION

Project Title Behavior of Pile to Bent-Cap Connections Subjected to Seismic Forces

ID SPR No. 672


Duration 53 months

SUBMITTER

Submitter Agency South Carolina Department of Transportation

Submitter Contact Mike Sanders, SCDOT 1406 Shop Road Columbia, SC 29202 (803) 737-6691 [email protected]

RESEARCH PROGRAM

Sponsors South Carolina Department of Transportation P.O. Box 191 Columbia, SC 29202 http://www.dot.state.sc.us/ Federal Highway Administration 1200 New Jersey Avenue, SE Washington, DC 20590 http://www.fhwa.dot.gov



The standard bridge design employed by SCDOT for precast, prestressed piles and cast-in-place bent caps provides for embedment of piles to a depth of a single pile diameter or cross-sectional dimension with a construction tolerance of ±6.0 inches. While similar connections are used in other areas, the connection used by SCDOT is unique in that no special detailing is required. The simplicity of the connection results in construction that is efficient in both time and cost. Although these connections were being used throughout the state, their behavior when subjected to seismic activity was not well understood. Given that South Carolina has the highest level of seismicity along the east coast, SPR 672, “Behavior of Pile to Bent-Cap Connections Subjected to Seismic Forces” was initiated with the University of South Carolina to evaluate the seismic performance of the pile to pile-cap connection and, if needed, make revisions to the design to obtain the response characteristics desired for potential seismic events.



The research began with a focus on the evaluation and understanding of the current design for the connection. The work continued with the investigation of parameters that affect the connection, then proceeded with potential improvements to the detail. During the study, eight full-scale single pile specimens—four representing interior and four representing exterior portions of a bent cap—were fabricated, instrumented, and tested at the University’s structures laboratory. The testing setups and cyclic loads applied replicated movement that structures would experience during a seismic event. The connections were evaluated in terms of moment capacity, ductility, and damage mechanisms. The bent caps in these systems are designed to remain elastic through a design earthquake. Therefore, energy dissipation must occur at or below the connection to the piles. Once a detail was identified that met the desired parameters, a three-pile specimen was designed, constructed, and tested in collaboration with the University of Nevada-Reno. The piles were fabricated by Florence Concrete Products in Sumter, South Carolina and transported to University of Nevada-Reno along with the reinforcement cage constructed at the University of South Carolina. The specimen was then assembled, instrumented, and tested. A numerical model using SAP2000 was created to determine the ground excitation response of the three-pile system. Eight earthquake acceleration time histories were provided by SCDOT. Of the eight motions, the Josh-T motion produced the most deformation in the piles as determined by the model and was used for the testing. The full-scale specimen was subjected to nine earthquake motions with increasing amplitude from 0.1 to 3.0 Josh-T. The system exhibited ductile behavior with little damage. Cracking did occur at the pile-to-bent cap connection, though a sudden loss of strength was not observed. The recommendation was made to embed piles to a depth of 1.3 times the pile width, with a construction tolerance of ± 3.0 inches. Guidance for bent cap depths was provided along with the recommendation that the effects of punching shear be investigated during design. In addition, details were provided for reinforcement schemes at both interior and exterior portions of the bent to minimize damage to the cap. As a result, modifications have been made to appropriate sections of the SCDOT Bridge Drawings and Details and to the SCDOT Bridge Design Manual to incorporate the recommendations. These revisions will minimize the potential for damage to bridges during seismic events.

Web Links (if available) http://www.clemson.edu/t3s/scdot/

http://www.clemson.edu/t3s/scdot/



South Dakota Department of Transportation (SDDOT)

PROJECT INFORMATION

Project Title Application of Paleoflood Survey Techniques in the Black Hills of South Dakota

ID SD2008-01


Duration 44 months

SUBMITTER

Submitter Agency South Dakota Department of Transportation

Submitter Contact David L. Huft Research Program Manager South Dakota Department of Transportation 700 East Broadway Avenue Pierre, SD 57501-2586 (605) 773-3358 [email protected]

RESEARCH PROGRAM

Sponsors David L. Huft Research Program Manager South Dakota Department of Transportation 700 East Broadway Avenue Pierre, SD 57501-2586 (605) 773-3358 [email protected] Daniel Driscoll US Geological Survey



Collaborative research between the South Dakota Department of Transportation and the U.S. Geological Survey developed and applied methods for determining the magnitude and frequency of extreme flooding events in the Black Hills based on prehistoric evidence of past floods. By identifying and carbon dating sediment and organic materials deposited during paleoflood events that occurred over the past 2,000 years, researchers achieved two very significant accomplishments. First, they established that very large, catastrophic floods have occurred far more frequently than had previously been thought. Second, they dramatically reduced the uncertainty in the flood frequency analysis previously based on gaged stream records alone. The differences are dramatic. For example, the June 1972 flood in Rapid



City, SD has been considered anomalous, but the research shows that floods more than twice its magnitude have occurred at least 14 times over the past two millennia. Similar findings apply to other stream reaches on the eastern periphery of the Black Hills. The impact of the research is significant. Study findings have been presented to a broad spectrum of local, state, and Federal officials responsible for land use management, planning and zoning, and emergency management in the Black Hills region. The results will impact decisions regarding land use and zoning as well as emergency planning and management. By modifying Federal Emergency Management Agency's flood maps, the research will help protect public safety and welfare. Finally, the findings will allow SDDOT to better plan and design its highway structures to accommodate expected flooding levels in the region. Based upon the success of this research, similar work is now underway for the southern periphery of the Black Hills.

Web Links (if available) http://www.sddot.com/business/research/projects/docs/SD2008-01_Fact_Sheet_06-11-12.pdf

PROJECT INFORMATION

Project Title Energy Management Program for SDDOT

ID SD2008-07


Duration 26 months

SUBMITTER



RESEARCH PROGRAM

Sponsors South Dakota Department of Transportation 700 East Broadway Avenue Pierre, SD 57501 http://www.state.sd.us/dot/

http://www.sddot.com/business/research/projects/docs/SD2008-01_Fact_Sheet_06-11-12.pdf

http://www.sddot.com/business/research/projects/docs/SD2008-01_Fact_Sheet_06-11-12.pdf





This research examined department-wide energy use at SDDOT and developed a strong framework for SDDOT's Comprehensive Energy Management Program and Plan (CEMPP). The research identified physical and operational improvements that would achieve significant energy savings and recommended organizational and operational changes needed to establish and maintain the CEMPP. Implementation stages, focusing on highest payoff activities first, were defined. The research is being implemented now. South Dakota Department of Transportation plans to invest budgeted facility maintenance funds in improvements that will result in several millions of dollars of energy savings over the next ten years. As the first state agency in South Dakota to develop and adopt a CEMPP, it may become the model for other state agencies.


PROJECT INFORMATION

Project Title Evaluation of Driver Education in South Dakota

ID SD2009-03


Duration 21 months

SUBMITTER



RESEARCH PROGRAM






The research thoroughly examined the state of driver education in South Dakota, including curriculum and testing, instructor training and certification, participation levels, relationships to graduated driver licensing for young drivers, and overall effectiveness. Significant yet inexpensive opportunities for improving driver education and more effective coordination with licensing and regulation of young drivers were identified. The findings of this research strongly influenced the Teen Driving Task Force, which was created by the South Dakota State Legislature to study the safety of young drivers and recommend legislation to improve safety. Legislation introduced in the 2013 legislative session was only partially successful, but the research findings will be reused in future sessions to support more effective driver education.


PROJECT INFORMATION

Project Title History of the South Dakota Department of Transportation, 1956 – Present

ID SD2009-01


Duration 41 months

SUBMITTER



RESEARCH PROGRAM






The research produced a comprehensive history of the South Dakota Department of Transportation, not only since 1956, but from the time period preceding creation of South Dakota's first state highway agency in 1913. The history document, developed by a skilled historian, focuses on themes such as transportation needs, departmental organization, funding, technology, workforce, relationships with Federal and local agencies, and many others, that were important at various points in history and that have remained important throughout SDDOT's existence. The result is an invaluable historical perspective of how SDDOT's mission, organization, function, and culture developed in its century of existence. Implementation, which is currently underway, will involve publication of the history and distribution to executive and legislative policy makers, academe, and the public at large. The document is expected to strengthen officials' understanding of transportation issues and generate public interest and appreciation for SDDOT's role in providing transportation facilities and services.




Utah Department of Transportation (UDOT)

PROJECT INFORMATION

Project Title Identifying a Profile for Non-Traditional Cycle Commuters

ID UT11.304, 12-9047


Duration 17 months

SUBMITTER

Submitter Agency Utah Department of Transportation

Submitter Contact David Stevens Utah Department of Transportation P.O. Box 148410 Salt Lake City, UT 84114-8410 (801) 589-8340 [email protected]

RESEARCH PROGRAM

Sponsors Utah Department of Transportation Kevin Nichol P.O. Box 148410 Salt Lake City, UT 84114-8410 (801) 870-4033 [email protected]



Cycling has frequently been advocated as an easy, low-cost form of physical activity that is accessible to most individuals, regardless of age or ability. Additionally, when used as a mode of transportation, cycling can lead to reductions in air pollution, carbon emissions, congestion, noise, and traffic dangers, not to mention saving users money in vehicle ownership and maintenance costs. A 2011 Dan Jones survey commissioned by UDOT revealed that 13 percent of Utahns commute by bicycle at least once per week. This was in stark contrast to recent census data that measured cycle commuting rates statewide at a mere 0.8 percent. This research analyzes self-reported data collected as a part of the 2012 Utah Household Travel Survey to identify who these non-traditional cyclists are, what are their motivations for cycling, what are the purposes of their cycling trips, and what barriers are keeping them from cycling more frequently. Additionally, this research creates a profile for these non-traditional cyclists. Key findings include:

• Non-traditional cyclists are most likely to bike for exercise and to escort their children, and they exhibit different motivations for choosing to cycle.



• For individuals who reported that they would “never bike,” the

major reasons included not owning a bike and being busy or viewing cycling as taking too long.

• This research concludes that while it is unrealistic to assume that individuals in the non-traditional cyclist group will give up their automobile and begin making a majority of their trips for all purposes via bicycle, this group could be persuaded to occasionally leave a vehicle at home and make purpose-specific trips by bicycle where appropriate.

Utah DOT wants to implement these findings by addressing transportation issues meaningful to non-traditional cyclists, possibly through media campaigns and infrastructure/safety improvements, so that these individuals can be more comfortable using their bicycles for additional trips, thus improving the transportation system regionwide.

Web Links (if available) http://www.udot.utah.gov/main/uconowner.gf?n=3431812201411562

PROJECT INFORMATION

Project Title Identifying Characteristics of High-Risk Intersections for Pedestrians and Cyclists

ID UT11.305, 12-9047


Duration 17 months

SUBMITTER


Submitter Contact David Stevens Utah Department of Transportation P.O. Box 148410 Salt Lake City, UT 84114-8410 (801) 589-8340 [email protected]

RESEARCH PROGRAM

Sponsors Utah Department of Transportation Kevin Nichol P.O. Box 148410 Salt Lake City, UT 84114-8410 (801) 870-4033 [email protected]

http://www.udot.utah.gov/main/uconowner.gf?n=3431812201411562





While the transportation network is meant to accommodate a variety of transportation modes, the experience varies for the users of each mode. For example, an automobile, cyclist, transit rider, and pedestrian will all have a very different experience traveling along the same corridor. Often, the physical characteristics of the system that make travel easier or more enjoyable for one mode may produce challenges or increase risk for users of another mode. Using Salt Lake County, Utah for a case study, this study provides an analysis of high-risk versus low-risk intersections (as defined by accident rates for nonmotorized mode users) to determine what characteristics make intersections more dangerous for cyclists and pedestrians. Results of the study show that simply incorporating longer signal lengths, providing dedicated right turn lanes, and adding street trees at intersections can significantly reduce the number of nonmotorized accidents. Additionally, construction at intersections was shown to significantly increase the number of nonmotorized incidents (particularly those involving pedestrians). Addressing these issues and enacting appropriate improvements will not only improve safety conditions for nonmotorized users, but may also provide an enhanced travel experience for automobile travelers and result in additional external benefits of traffic calming and improved flow.

Utah DOT is looking into implementing the results of this study by improving infrastructure and conditions at intersections to promote safety for pedestrians and cyclists.


PROJECT INFORMATION

Project Title Raised Median Economic Impact Study

ID F-ST99(145), PIN 10157


Duration 12 months

SUBMITTER


Submitter Contact David Stevens Utah Deptartment of Transportation P.O. Box 148410 Salt Lake City, UT 84114-8410 (801) 589-8340 [email protected]




RESEARCH PROGRAM

Sponsors Utah Department of Transportation Cameron Kergaye P.O. Box 148410 Salt Lake City, UT 84114-8410 (801) 633-0359 [email protected]



Raised medians offer a departure from more traditional two-way left turn lanes typically built on Utah collector and arterial streets and can offer advantages in terms of safety, capacity, and aesthetics. At the same time, individual business owners often oppose raised medians due to fear of business loss.

The purpose of this study is to evaluate the Utah-specific effects of raised medians on retail sales. Using recent projects, this study evaluates retail sales both before and after the implementation of raised medians. Sales analysis used taxable sales data obtained from the Utah State Tax Commission. Sales data were requested for one full calendar year preceding the initiation of construction and one full calendar year following project completion. Sales analysis was also performed for corresponding control corridors in which a similar roadway project was completed that did not include the installation of a raised median.

For all corridors in which raised medians were constructed, there was an increase in corridor-area retail sales and sales per square foot. Analysis showed that in every case there was no evidence of a negative impact on corridor sales due to installation of a raised median.

A business impact survey was administrated to qualitatively evaluate the perceived impacts of each road project in front of individual businesses. Business owners on corridors where the project included the installation of a raised median typically perceived the actual results of the project more negatively than corridors where the project did not install a raised median.

Through this research, an existing opportunity was identified to further involve the business community as well as the municipalities in the process of installing a raised median. Recommendations included using municipalities as allies to work with the local business community to help minimize the negative impacts caused by the installation of a raised median. Resistance could be further minimized through giving local businesses along the corridor ownership of the solution. Greater post-construction follow-up with businesses could also be done to document and educate regarding crash reductions. Utah DOT is looking into implementing these recommendations on upcoming raised median projects in order to have a better working relationship with businesses and municipalities while strengthening the local economy.





Virginia Department of Transportation (VDOT)

PROJECT INFORMATION

Project Title Composting Animal Carcasses Removed from Roads: An Analysis of Pathogen Destruction and Leachate Constituents in Deer Mortality Static Windrow Composting (VCTIR 12-R12)

ID 96564


Duration 27 months

SUBMITTER

Submitter Agency Virginia Department of Transportation

Submitter Contact Jose Gomez, Ph.D., P.E. Director, Virginia Center for Transportation Innovation and Research (VCTIR), Virginia Department of Transportation (VDOT) (434) 293-1936 [email protected]

RESEARCH PROGRAM

Sponsors Virginia Center for Transportation Innovation and Research



Virginia recorded more than 48,700 deer-vehicle collisions in 2010 and 2011, the fifth-highest number in the Nation. The Virginia Department of Transportation (VDOT) is responsible for removing and disposing animal carcasses found along the state road system. VDOT primarily delivers animal carcasses to landfills or buries them on the side of the road, disposal methods that have several costly disadvantages: long travel distances to the landfills; increasing landfill restrictions; and a lack of viable burial areas, among others. A 2009 research study found that VDOT field maintenance personnel are quite interested in adopting more efficient and cost-effective ways of disposing these carcasses. Other states have found static compost windrows to be an easy and cost-effective carcass management technique. This study determined the extent of pathogen destruction and contaminant loss from the process of “deer-mortality static windrow composting.” The 2009 study determined that static compost windrows can be an applicable alternative carcass-management technique for transportation agencies. Static compost windrows are passively aerated static piles and, as such, do not require the materials to be turned in the windrow as is done with the more traditional covered-bin composting method.



During this study, the research team monitored deer-mortality static compost windrows for one year under conditions typical of a VDOT area maintenance headquarters. Team members analyzed the windrows for pathogen destruction and the degree to which the underlying soil filtered leachate contaminants. Results from this study indicate that with properly constructed static compost windrows:

(1) High temperatures destroy indicator pathogens. (2) The natural filtration of leachate through the soil reduces deer-

mortality contaminant concentrations. (3) The low volume of leachate from the windrows results in

nominal losses of nitrate and other contaminants. The study recommends that VDOT consider sharing these results with the Virginia Department of Environmental Quality (DEQ) to discuss options for a statewide carcass composting program. This could provide VDOT with an additional carcass-management option.

Web Links (if available) http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=12-R12

PROJECT INFORMATION

Project Title Development of Performance Assessment Guidelines for Virginia’s Work Zone Transportation Management Plans (VCTIR 13-R6)

ID 98608


Duration 23 months

SUBMITTER



RESEARCH PROGRAM


http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=12-R12





The Virginia Department of Transportation (VDOT) requires transportation management plans (TMPs) for all road projects, regardless of funding source. State and Federal TMP rules require follow-up monitoring and review of the impacts of work zones on traffic, including evaluating the specific plan after construction is finished. A TMP is a set of coordinated strategies, such as temporary traffic control, public information and outreach, and/or transportation operations efforts used to manage these impacts during a road construction project. The Virginia Department of Transportation has not consistently assessed the performance of TMPs statewide because the agency did not have a formally established process for doing so. The purpose of this project was to develop a set of guidelines to assist VDOT’s work-zone personnel and contractors with evaluating the performance of these transportation management plans for work zones. The research team examined existing literature on work-zone evaluation strategies. The researchers surveyed 30 state DOTs, as well as VDOT’s own staff, to determine the state of current TMP-assessment practices. The researchers also examined work-zone case studies from a rural interstate project and an urban bridge-replacement project. The results of this research effort were used to develop “Guidelines for TMP Performance Assessment,” with guidance from a VDOT TMP performance-assessment task group. The study recommended that:

• VDOT implement the proposed TMP performance-assessment guidelines for all road construction projects.

• VDOT work-zone personnel keep the extent of the TMP performance assessment in line with the complexity of the TMP.

• VDOT assign responsibility to specific individuals for conducting TMP performance assessments.

• VDOT review completed performance assessments of individual TMPs periodically.

• The proposed state-level TMP process review also should assess the effectiveness of the new guidelines.

Assessing and managing the impacts of work zones through sound transportation management plans have various benefits, including:

• Improved safety and mobility attributable to better traffic flow. • Road-user cost savings. • More realistic TMP budgets, resulting in better customer

acceptance and improved public relations.



• Continuing innovation and improvement in strategy development

to reduce work-zone impacts. • Continuous improvement in work-zone performance through

“lessons learned.” While these new requirements may add upfront costs to project engineering, VDOT will benefit by having a review process in place to identify and measure successful strategies to manage the safety and mobility impacts resulting from road-construction work zones.


PROJECT INFORMATION

Project Title Planning for Active Traffic Management in Virginia: International Best Practices and Implementation Strategies (VCTIR 13-R1)

ID 97905


Duration 23 months

SUBMITTER



RESEARCH PROGRAM




Active traffic management (ATM) applications, such as variable speed limits, queue warning systems, and dynamic ramp metering, can help improve mobility and safety at a lower cost than more traditional projects that expand highway capacity. A recent European scan by Federal Highway Administration and American Association of State and Highway Transportation Officials identified several promising ATM techniques that potentially could be transferred to U.S. roads.




Because active traffic management differs from conventional capacity investments in terms of cost, service life, and operating requirements, how to incorporate them into the transportation planning process has not always been clear. To make this process easier, the researchers in this study developed high-level planning guidelines for the VDOT to consider in ATM deployments. These guidelines indicate where ATM may be appropriate, how it should be evaluated, how ongoing monitoring should be conducted, and how to use appropriate measures to implement the effectiveness of ATM initiatives.

The guidelines consist of four sets:

• Required infrastructure and operational conditions, such as sensor placement and queuing behavior, to apply a particular ATM technique at a given site.

• Sketch planning analysis methods to estimate the operational and safety benefits of applying the particular technique at the site.

• A more detailed (and accurate) simulation analysis (while incorporating further refinements into the first two sets).

• Continued monitoring of an ATM deployment at a given site. The study recommends that VDOT’s Operations and Security Division use these guidelines when assessing ATM deployments and that VDOT district staff use a framework, also developed in this study, to include ATM in the transportation-planning process.

To facilitate such usage, the study also recommends that the Virginia Center for Transportation Innovation and Research (VCTIR), in conjunction with VDOT’s Transportation and Mobility Planning, Traffic Engineering and Operations and Security divisions, conduct workshops to inform VDOT decisionmakers and technical staff and metropolitan planning organization (MPO) staff about the benefits and deployment considerations for active traffic management. Although Virginia MPOs and VDOT already consider such operational initiatives to some degree within the planning process, a key finding of this study is that there are several ways to strengthen their inclusion. These include:

• Using the guidelines developed in this study. • Linking ATM initiatives to the MPO’s Congestion Management

Process. • Facilitating the calculation of operational-related performance

measures, such as total vehicle-hours of delay. • Emphasizing, when applicable, the safety and environmental

aspects of ATM.



The rationale for such aspects is not to promote active traffic management as being more effective than other types of investments, but rather to compare ATM objectively with other projects. While the recommendations will require more refinement to accommodate various regions of the state, a major ATM installation has begun in Northern Virginia. For example, Appendix A in the report (see Web Links section) illustrates how to compute a benefit-cost ratio, where the costs include capital and operations expenditures for ATM and where the benefits include monetized values of vehicle-hours of delay plus crash costs. In this manner, the benefit-cost ratio for an ATM project may be compared to the benefit-cost ratio for other operational or capacity projects. 2013 Implementation On February 26, 2013, Virginia’s governor announced that VDOT would design and install an ATM system on a 34-mile section of Interstate 66 between Washington, DC and Gainesville, VA. Construction of the $34 million system began in the spring of 2013 and will be complete in 2015. Drivers will see new dynamic message and lane-control signs, which will advise them of incidents, delays, and travel times and provide directions on merging traffic and usable lanes to help transition traffic smoothly and safely. The improved road monitoring and information collected by the system also should allow first responders to clear incidents more quickly. As a first step in this deployment, VDOT has begun expanding its travel-time signage, using traffic data collected at its Northern Virginia transportation operations center, to give drivers more control over their commute along the I-66 corridor.


PROJECT INFORMATION

Project Title Preparation and Testing of Drilled Shafts With Self-Consolidating Concrete (VCTIR 12-R15)

ID 82672


Duration 71 months




SUBMITTER


Submitter Contact Jose Gomez, Ph.D., P.E. Director, Virginia Center for Transportation Innovation and Research (VCTIR) Virginia Department of Transportation (VDOT) (434) 293-1936 [email protected]

RESEARCH PROGRAM




The study evaluated self-consolidating concrete (SCC) used in bridge drilled shafts and SCC’s integrity using nondestructive testing. As part of a study funded by the Federal Highway Administration’s Innovative Bridge Research and Deployment program, VDOT placed and tested self-consolidating concrete in the drilled shafts of the Route 28 bridge over Broad Run in Bristow in Prince William County. There were two bridges at the site. The northbound bridge had drilled shafts using conventional concrete with high consistency (i.e., flowability). Half of the shafts of the bridge carrying the southbound traffic were cast with self-consolidating concrete. During placement, properties of the fresh concrete were tested and specimens were prepared to determine the hardened properties. The integrity of the shafts within the reinforcing cage was determined using cross-hole sonic logging (CSL), with sonic echo/impulse response also used to evaluate several test shafts. The use of acousto-ultrasonic (AU) measurements to determine the cover depth outside the reinforcing cage also was evaluated during laboratory testing. In addition to the Route 28 shafts, three test shafts with conventional and SCC concretes were cast in an area headquarters. These shafts had intentional voids created through the use of sand bags and Styrofoam to investigate further the ability of the nondestructive test equipment. The results indicated that self-consolidating concrete is highly desirable for drilled shafts. It flows easily, filling the hole, and this highly workable material allows easier removal of the temporary casing. Cross-hole sonic logging is a satisfactory low-strain, nondestructive testing method to determine the integrity of shafts. Sonic echo/impulse response also showed promise as a method that complements cross-hole sonic logging for determining the integrity of a shaft. The study recommends that VDOT use self-consolidating concrete in bridge drilled shafts. VDOT personnel also should be trained on using cross-hole sonic logging, and CSL should be used to determine the integrity of drilled shafts because of its ability to detect large detrimental



voids and for its convenience. In addition, VCTIR should continue to investigate nondestructive methods to determine the concrete cover depth outside the reinforcing cage while continuing to evaluate sonic echo/impulse response and other shaft evaluation techniques as they become available.


PROJECT INFORMATION

Project Title Thermal Response of a Highly Skewed Integral Bridge (VCTIR 12-R10)

ID 91336


Duration 58 months

SUBMITTER



RESEARCH PROGRAM




The study evaluated a highly skewed semi-integral bridge to provide feedback regarding some of the assumptions behind the design criteria produced by VDOT. VDOT has developed extensive guidelines for the use of integral, or jointless, bridges. There are two distinct types of integral bridge abutments: full integral and semi-integral (also referred to as an integral backwall bridge). Current VDOT design policy promotes full integral abutments where possible, followed by semi-integral, and then by conventional options. Jointless bridges are less expensive to maintain over the life of the structure than conventional bridges. The absence of joints and bearings results in lower construction and maintenance costs.




Although superstructures with deck joints still dominate, the trend in the United States is moving toward jointless bridges. The study evaluated, over about five years, the thermally induced behavior of a 110-foot-long, single-span semi-integral bridge with a 45-degree skew. It validated and expanded on the VDOT design and construction guidelines for semi-integral bridges, especially regarding the possibility of increasing the allowable skew angle. Unless subject to a design waiver, VDOT integral bridges currently are limited to a 30-degree skew. The project focused on the long-term monitoring of a bridge on Route 18 over Blue Spring Run in Alleghany County. The bridge was constructed at a 45-degree skew with no approach slabs. It incorporated an elasticized, expanded polystyrene material at the back of the integral backwall. Bridge data reflecting thermally induced displacements, loads, earth pressures, and pile strains were acquired at hourly intervals. Approach elevations also were monitored. The researchers analyzed the data to formulate design recommendations for integral bridges in Virginia. The field results indicated that semi-integral bridges can perform satisfactorily at a 45-degree skew, provided some design details are modified. The relatively high skew angle resulted in a pronounced tendency of the semi-integral superstructure to rotate in the horizontal plane. This rotation can generate higher-than-anticipated horizontal earth pressure acting on the abutment wingwall. Study recommendations include modifying the structural detail of the interface of the backwall and wingwall to mitigate crack formation and placing the load buttress close to the acute corner of a highly skewed abutment to reduce the abutment horizontal rotation. The use of elastic inclusion at the back of the semi-integral backwall reduced earth pressures and negligible approach settlements. The study recommended proposed horizontal earth-pressure coefficients for design and a revised approach to calculating the required thickness of the elastic inclusion. While recommending that the existing VDOT guidelines allow an increase in the allowable skew angle from 30 degrees to 45 degrees for semi-integral bridges, the study also proposed a field investigation of the maximum skew angle for fully integral bridges because of the inherently low stiffness associated with a single row of foundation piles. The study indicates that current VDOT guidelines can be adjusted to allow the design of a wider range of jointless bridges.





PROJECT INFORMATION

Project Title Thermal Response of Integral Abutment Bridges With Mechanically Stabilized Earth Walls (VCTIR 13-R7)

ID RC00010


Duration 61 months

SUBMITTER



RESEARCH PROGRAM




This study focused on integral abutment bridges with foundation piling in the backfill of Mechanically Stabilized Earth (MSE) walls that have a “U-back” configuration. This indicates the MSE wall has three faces, one parallel to the abutment and two parallel to the bridge alignment.

During the project, the team performed more than 65 three-dimensional numerical analyses to investigate and quantify how different structural and geotechnical bridge components behave during thermal expansion and contraction caused by the elements. They also developed a separate series of three-dimensional numerical models to evaluate the usefulness of corrugated steel pipes in-filled with loose sand around the abutment piles.

The research results quantify the influence of design-parameter variations on the effects of thermal displacement on system components. Therefore, they provide the necessary information to design integral abutment bridges (IABs).

One of the findings is that corrugated steel pipes around abutment piles are not necessary. The research report includes an estimate of the cost savings from eliminating these pipes. The base case analyzed for the project found that by eliminating corrugated steel pipe around the abutment piles, between $6,400 and $9,660 could be saved. For wider bridges with more abutment piles, the savings of not using corrugated steel piles with sand would increase.



One of the most important products of this study is an easy-to-use Excel spreadsheet, named “IAB v3.” It quantifies the impact of thermal displacement in the longitudinal direction but also in the transverse direction when the abutment wall is at a skew angle to the bridge alignment. The spreadsheet accommodates seven different pile sizes, which can be oriented for weak or strong axis bending, with variable offset of the abutment from the MSE wall and for variable skew angles. Both steel and concrete girders are considered. The spreadsheet calculates the increments of displacements, forces, moments, and pressures on systems components caused by thermal displacement of IABs. The report provides VDOT with recommendations for implementing the research results into practice by proposing modifications to Chapter 17 of VDOT’s Manual of the Structure and Bridge Division, Volume V – Part 2, Design Aids and Particular Details and to Chapter 10 of Volume V – Part 11, Geotechnical Manual for Structures. The report discusses the background for each recommended modification and presents specific details for changes to wording and calculations in the manuals.


PROJECT INFORMATION

Project Title Use of Precast Slabs for Pavement Rehabilitation on I-66 (VCTIR 12-R9)

ID 92733


Duration 33 months

SUBMITTER



RESEARCH PROGRAM







Highway agencies are always seeking faster ways to build and repair pavements as well as ways to evaluate new materials and methods that will lead to longer-lasting pavements. As part of this effort, highway agencies used precast concrete slabs to expedite road repairs for more than 10 years with successive improvements in such processes and systems. This study evaluated the constructability (the ease and efficiency with which structures can be built) and initial performance of three concrete-pavement repair techniques that the Virginia Department of Transportation (VDOT) used to restore part of I-66 and an exit ramp. VDOT received funding from the Federal Highway Administration’s (FHWA’s) Highways for Life (HfL) program in support of this pavement-rehabilitation field demonstration project on I-66. The location – a four-lane section of westbound I-66 between exits 60 and 57 in Fairfax County and sections of a nearby two-lane ramp at exit 57B onto U.S. 50 – has high traffic volumes, and extended lane closures are not permissible. Such constraints led to this evaluation of the repair techniques VDOT used on this section of road. The methods included two precast systems and traditional cast-in-place repairs. One precast system, known as “precast concrete pavement” (PCP), used reinforced slabs with doweled joints. The other precast system, called “pre-stressed precast concrete pavement” (PPCP), used transversely pre-stressed slabs, post-tensioned in the longitudinal direction. The existing pavement was a jointed reinforced concrete pavement. The researchers determined that both precast systems were performing satisfactorily after 18 months of traffic. The contractor also was satisfied with their constructability. Some deterioration of PPCP expansion joints was observed, along with minor cracking at or near the patches for lifting hooks, grouting holes, or post-tensioning block-outs. The PCP slabs showed a few mid-slab cracks immediately after opening to traffic, but they still were tight and stable after 18 months of heavy use. The study recommends that VDOT consider both types of precast systems as options when rapid construction and longevity are needed in pavement construction and repairs, with attention to the lessons learned from this study. During construction, the base preparation, placement and matching of slabs, and grouting operations required careful planning and attention to recommended procedures. A trial section is recommended for such construction.



Precast technology could be used as another tool for pavement repair in high-volume traffic areas where extended lane closures are not feasible. The potential benefits are more rapid replacement of pavement sections, higher production rates and associated reductions in traffic-control expenses, and reduced congestion and other impacts on motorists. Even though the precast slabs initially cost more than the cast-in-place repairs to construct, both the ability to place the pavement slab on the road within the short daily lane closure and the probability of improved quality control of plant-cast concrete warrant their use. Since this was the first application in Virginia, certain issues occurred and most were overcome, such as matching of slabs and grout leakage. The project was successfully completed and further implementation is recommended.





Washington State Department of Transportation (WSDOT)

PROJECT INFORMATION

Project Title Finding Low-Cost Solutions to Wildlife Connectivity and Driver Safety

ID GCA5892


Duration 11 months

SUBMITTER

Submitter Agency Washington State Department of Transportation

Submitter Contact Rhonda Brooks Washington State Department of Transportation (360) 705-7945 [email protected]

RESEARCH PROGRAM

Sponsors Washington State Department of Transportation



Animals moving across the landscape present a hazard to drivers and to themselves when their movements take them over a road. Sometimes, animals will not attempt a crossing if traffic volumes are high, preventing them from reaching important seasonal habitat or finding a mate. While new bridges and culverts with fencing specifically designed for wildlife passage (wildlife crossings) can be constructed to facilitate safe passages, new infrastructure is expensive and should be constructed where it will do the most good. Therefore, the functionality of existing structures should be factored into the need for and design of new structures. These existing structures often provide a variety of safe crossing opportunities along a stretch of highway that can contribute to the movement needs of a diversity of species. Additionally, it is often more expedient and economical to upgrade existing bridges and culverts to provide for wildlife and ecosystem processes rather than design and build new structures. Recent research resulted in a new tool called the Passage Assessment System (PAS). This tool is designed for highway staff to assess how well existing highway structures are likely perform at passing a wide range of wildlife. The result will help direct investments to the highest priority projects and identify opportunities for making modifications to existing structures to facilitate wildlife movements. The PAS was field tested and showed promising results.




PROJECT INFORMATION

Project Title Infrared Thermal Integrity Testing: Quality Assurance Test Method to Detect Drilled Shaft Defects

ID GCA5855


Duration 28 months

SUBMITTER

Submitter Agency Washington State Department of Transportation

Submitter Contact Kim Willoughby 310 Maple Park Avenue, SE Olympia, WA 98504-7372 (360) 705-7978 [email protected]

RESEARCH PROGRAM

Sponsors Washington State Department of Transportation



Over the past 3 decades, a trend toward higher quality assurance in constructed drilled shafts has moved from monitoring only concrete quantities to refined slurry properties and post-construction, nondestructive testing. Although not always practical, the use of multiple test methods can provide more information and better assessment of shaft acceptability. These methods vary in the types of information obtained as well as the regions of the shaft that can be tested. However, recognizing the limitations of these state-of-the-art quality assurance methods to inspect these subsurface concrete columns, the Washington State Department of Transportation opted to entertain other technologies for their assessment. As a result, a relatively new testing method that uses the energy expended from hydrating concrete (and the associated temperature signature) was selected for this study. This thermal integrity approach provides an overall perspective of the shaft based on the presence or absence of intact heat-producing concrete. The shaft shape, cage placement, cover, and concrete health can all be monitored. Thermal testing provides various details of shaft integrity, which include effective shaft size (diameter and length), anomaly detection inside and outside the reinforcement cage, cage alignment, and proper hydration of the concrete. The ability to detect concrete volumes outside the reinforcing cage is perhaps its strongest feature, unlike CSL tests. Implementation of this test method will allow a more comprehensive look at the concrete within the drilled shaft over the use of CSL testing, which



can only provide a look at the quality of concrete inside the shaft's rebar cage. The concrete cover over the outside of the cage is critical in terms of the quality and performance of the drilled shaft. Washington State Department of Transportation is using this new test method on at least two large projects where there are dozens of drilled shafts and has plans to utilize this method on additional projects, pending the success of this first phase of implementation.

Web Links (if available) http://www.wsdot.wa.gov/research/reports/fullreports/770.1.pdf

http://www.wsdot.wa.gov/research/reports/fullreports/770.1.pdf



Wisconsin Department of Transportation (WisDOT)

PROJECT INFORMATION

Project Title Laboratory Study of Concrete Properties to Support Implementation of the New AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG)

ID 0092-10-11


Duration 34 months

SUBMITTER

Submitter Agency Wisconsin Department of Transportation

Submitter Contact Daniel Yeh 4802 Sheboygan Avenue Madison, WI 5370 (608) 267-6977 [email protected]

RESEARCH PROGRAM

Sponsors Wisconsin Department of Transportation Daniel Yeh 4802 Sheboygan Avenue Madison, WI 53707 www.dot.wisconsin.gov



The Wisconsin Department of Transportation (WisDOT) is exploring implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG) for more efficient and cost-effective concrete pavement designs. Factors influencing the behavior and durability of a pavement include site conditions, climate, traffic, and material characteristics. This Wisconsin Highway Research Program project, under the Rigid Pavement Technical Oversight Committee, evaluates the effects of different concrete component materials in Wisconsin on key concrete mechanical and thermal properties used in the MEPDG model. The University of Wisconsin – Madison research team updated the MEPDG model empirical relationships from the results of comprehensive laboratory tests on concrete specimens made from aggregate and cementitious materials found in Wisconsin. The sensitivity of concrete pavement thickness with respect to the change in the type of concrete components was investigated. The researchers found that the effects of changing concrete components on concrete properties vary with the amount and the type of



each specific component changed. The type of coarse aggregate had the greatest effect on all concrete properties compared to the rest of the components changed in this study. However, the magnitude of that effect varied with each property. The research team also found pavement thickness varies with coarse aggregate source and the use of supplementary materials, especially slag, which improved pavement performance by decreasing the critical thickness required. For most cases, using different sources of Portland cement, slag cement, and fine aggregate did not have a large effect on the pavement thickness. The pavement’s critical thickness varied with the source of fly ash. However, this effect was not as large as that associated with cementitious material type or coarse aggregate type. The researchers recommend replacing two new sets of empirical relations to correlate concrete compressive strength values to concrete modulus of rupture and modulus of elasticity values in the level 2 MEPDG model. One set of the relations are used for concrete mixed with granite and quartzite coarse aggregates and the other set for concrete mixed with dolomite, basalt, and gabbro coarse aggregates. The limitations on certain variables’ ranges of the default empirical relations within MEPDG, which prevent the software from running, should be modified. The upper limit for the concrete's flexural strength input in the MEPDG model is 950 pounds per square inch (psi). However, many concrete mixes have their 90-day flexural strength values greater than 950 psi within the research of this project. WisDOT will continue to examine MEPDG sensitivity to inputs as the MEPDG is implemented for concrete pavement design.

Web Links (if available) http://wisdotresearch.wi.gov/project?id=53

PROJECT INFORMATION

Project Title Rapid Repair and Strengthening of Bridge Substructures

ID 0092-11-08


Duration 28 months

SUBMITTER


Submitter Contact Daniel Yeh 4802 Sheboygan Avenue Madison, WI 53707

http://wisdotresearch.wi.gov/project?id=53



(608) 267-6977 [email protected]

RESEARCH PROGRAM




Deterioration of bridge substructures has been a serious concern throughout Wisconsin. Concrete, steel, and timber members all require distinct repair methods that not only address the true cause of the deterioration, but protect the member from future damage. Degradation of bridge substructure members in Wisconsin has been caused by deicing chemicals, the cycle of wetting and drying, scour, erosion, improper design, and many other damaging processes. Using repair techniques that merely address the effect of the deterioration has proven costly and unreliable. Understanding the relationship between cost and service life of modern repair methods can help maintenance engineers make informed decisions that will maximize efficacy. This Wisconsin Highway Research Program project was managed by the Technical Oversight Committee on Structures. The objectives were to gain a better and more current understanding of the deterioration and damage of bridge substructures, explore both assessment and repair strategies for bridge substructures subjected to either damage or deterioration, and develop a guidebook for assessment and repair of substructures that would be utilized by WisDOT personnel. The research also aimed to gather information regarding prices and service life for common repair techniques in order to make effective comparisons between rehabilitation methods. To determine common repair practices and their success rates, the research team, led by Baolin Wan of Marquette University, surveyed maintenance engineers throughout the United States. The survey, composed of nine questions, was sent to 90 maintenance engineers and generated a response rate of 30 percent. It was determined from the survey that concrete surface repair is the most common repair technique, and is also viewed as the most unreliable. It was identified as the least effective repair, accounting for 40 percent of the responses. The most reliable repair was the correct sizing and use of riprap. Unique and successful repair techniques were also collected from the survey. The survey gave the research team a guide for the state of practice and estimated longevity of bridge substructure repairs. The research team visited eight bridges throughout the Southeast and Southwest regions of WisDOT. Through examination of these bridges, it



was determined that the damage caused by deicing chemicals is extensive and varying. Expansion joint degradation has accounted for a large portion of deterioration throughout Wisconsin’s infrastructure. A repair manual was created for use by WisDOT when determining the most appropriate course of action for a specific method of deterioration. Repairs were identified not only by which material was experiencing degradation but also by which element of the substructure was deteriorated. The four main categories for repairs are concrete, timber, steel, and scour. Drawings are provided for each repair, indicating how it should be conducted and the specific member upon which it should be placed. Three separate decision matrices were also created to be used in addition to the repair manual. The decision matrices cover concrete, scour, and piles. Timber, steel, and concrete piles were all placed within one matrix because timber and steel are typically only used for piles on existing bridge substructures. The decision matrix should highlight when a repair is most appropriate to be used, and then the repair manual can give further detail on how the specific repair should be conducted.


PROJECT INFORMATION

Project Title Understanding the Decision-making Process for Drivers Faced with Lane Restrictions or Closures on Wisconsin Highways

ID 0092-11-15


Duration 18 months

SUBMITTER



RESEARCH PROGRAM







The Wisconsin Department of Transportation (WisDOT) owns and operates a state highway network of 12,000 miles, which carries approximately 80 percent of vehicle miles traveled in the state. Because of the heavy traffic volumes carried, lane restrictions or closures on state highways have the potential to significantly impact drivers. WisDOT’s Bureau of Traffic Operations set the objective of this project to examine the decisionmaking processes of drivers using Wisconsin roadways regarding route selection, including their decisions to use (or not use) an alternate route instead of the primary highway network. Factors that were examined included how and when drivers make initial decisions about a preferred route for both familiar and unfamiliar trips, the factors that influence their decisions to divert or not divert from their usual (or current) route to an alternate route, and the information sources they would most likely consult for travel and route information. WisDOT has developed numerous strategies for identifying alternate routes that drivers can use when highway travel times are affected by planned or unplanned events. Many of these routes are marked with trailblazer signs, and WisDOT has made significant efforts to communicate information to drivers regarding traffic conditions, incidents and closures along the state highway network, and to provide recommendations regarding alternate routes. Despite these efforts, WisDOT has observed that many alternate routes are underused, even when those routes would save travelers significant travel time. The research team, led by Laura Higgins of the Texas Transportation Institute at Texas A&M University, developed a set of recommended communication strategies that WisDOT can use for informing and encouraging drivers to take alternate routes when those alternate routes would be advantageous. The recommendations are to:

• Increase promotion efforts on the www.511Wi.gov Web site. The commuter focus groups and the traveler survey indicated that a majority of Wisconsin residents are unaware of this resource, but when made aware of the resource, many residents indicated this would be a valuable tool.

• Use Dynamic Message Signs (DMS) to provide additional messages about delays and alternate routes. Focus group and survey participants considered the DMS along Wisconsin’s highways to be a valuable source of travel time and incident information, and the survey results indicate that DMS could also be effective for additional messages about highway delays and route alternatives.

• Use Manual on Uniform Traffic Control Devices (MUTCD)-approved signs for alternate route identification/trailblazing. The custom-designed “Blue Route” signs that were used to



designate alternate routes in the Madison area were not understood by focus group participants, while “ALT” or “ALTERNATE” placards added to highway route number signs were well understood.

• Update/improve Highway Advisory Radio (HAR) message delivery. Few focus group or survey participants had made use of the HAR system for roadway information, and the focus group participants who had tuned to an HAR station found the automated messages difficult to understand. Potential improvements to HAR include upgrading the auditory quality of the messages by improving the clarity of computer-generated messages and/or substituting an actual voice recording where feasible.

The researchers’ “toolbox” of communication strategies draws on successful practices from other states and localities, as well as feedback from drivers in Wisconsin regarding what factors influence their route decisions both prior to and during a given trip. The recommendations are intended to maximize the effectiveness of WisDOT’s current communications media while offering ideas for new media, such as smartphone applications.


PROJECT INFORMATION

Project Title WisDOT 2012 Statewide Customer Satisfaction Survey

ID 0092-10-11


Duration 9 months

SUBMITTER



RESEARCH PROGRAM







The Wisconsin Department of Transportation (WisDOT) is a major public agency with numerous customers using a variety of services and programs to support the entire statewide multimodal transportation system. The department also houses the Division of Motor Vehicles (DMV) and the Division of State Patrol (DSP). WisDOT did not have an effective way to measure and track overall customer satisfaction, so the Policy Research Program sponsored this research to collect customer satisfaction data and establish baseline performance measures that can be compared to future data. A multi-division committee, led by W isDOT’s Office of Public Affairs, engaged ETC Institute to develop a new customer satisfaction tool to objectively assess WisDOT’s performance. The purpose of the survey was to support WisDOT’s Performance Improvement program by identifying opportunities to improve programs and services for Wisconsin residents now and in the future. ETC Institute completed a statewide customer survey for WisDOT during the fall of 2012. A six-page survey was administered by mail, phone, and the Internet to a stratified-random sample of 1,860 households in the State of Wisconsin. The sample was stratified to ensure that at least 350 surveys were completed in each of the five geographic regions of the department. Seventy percent of the respondents surveyed, who had an opinion, were satisfied (combination of “very satisfied” and “satisfied” responses) with the job that WisDOT has done providing transportation services during the past few years, 25 percent gave a “neutral” response, and only 5 percent were dissatisfied (combination of “dissatisfied” and “very dissatisfied” responses). Respondents were asked to rate the overall value of the services provided by WisDOT. Twenty-four percent of those surveyed felt they received a “good value for their taxes,” 51 percent felt they received an “okay value for their taxes,” 12 percent felt they received a “low value for their taxes,” and 13 percent did not know. The results of the 2012 survey clearly demonstrate that WisDOT has done an effective job of responding to customer needs, but there are opportunities to do better. The research team identified opportunities for improvement based on current levels of satisfaction and the relative importance that respondents placed on various services. The highest-rated opportunities for improvement for highlighted division are:



Division of Motor Vehicles

(1) Improving the quality of DMV service provided by phone. (2) Improving the quality of service provided in DMV service

centers. Public Safety

(1) Enforcing traffic laws. (2) Helping to prevent traffic crashes. (3) Highway Maintenance and Operations. (4) Keeping highways smooth and free of potholes. (5) Removing snow and ice from highways. (6) Ensuring striping on highways is visible at night and during wet

weather. In addition to the recommendations of the research team, senior WisDOT managers participated in a workshop using the survey results to identify “next steps” for the department. Based on the rankings provided by those attending the workshop, WisDOT should consider the following:

• Review the results by division and functional area to see how the level of funding for programs compares to the ratings received.

• Educate members of the legislature and other elected officials, along with employees and the general public, about the results of the survey.

• Build on its brand and integrate the survey results with other initiatives, such as the Mobility, Accountability, Preservation, Safety, Service (MAPSS) Performance Improvement program.

• Focus initially on doing things of high importance and low cost, such as improving the quality of striping.

• Find ways to increase usage of mobile, Web, the 511 travel information service, and other electronic media.

By conducting future satisfaction surveys, WisDOT will be able to obtain

feedback from residents to ensure the needs of the public are

incorporated into the department’s decisionmaking process.





Wyoming Department of Transportation (WYDOT)

PROJECT INFORMATION

Project Title Evaluating Department of Transportation’s Research Programs: A Methodology and Case Study

ID FHWA-WY-12/02F


Duration 12 months

SUBMITTER

Submitter Agency Wyoming Department of Transportation

Submitter Contact Tim McDowell Wyoming Department of Transportation 5300 Bishop Boulevard Cheyenne, WY 8200 (307) 777-4177

RESEARCH PROGRAM

Sponsors University of Wyoming LTAP Center Khaled Ksaibati 1000 East University Avenue Dept. 3295 Laramie, WY 82701



Evaluating research programs of Federal, state, and local transportation agencies is thought to be a necessity to attain the most efficient and relevant results from the program. Evaluations of research programs insure that transportation agencies get the highest return on their investments. A valuable research program in a transportation agency provides improvements in highway safety and enhances the progress of the overall organization by improving infrastructure, infrastructure management, and cost avoidances for a variety of systems. When a research program is operating efficiently, not only does the sponsoring agency benefit, but so does the transportation community as a whole In 2007, “A Methodology for Evaluating DOT Research Programs, A Case Study: Wyoming DOT” developed a methodology that identified ten performance measurements that were used to determine the direction, effectiveness, and accomplishments of the Wyoming Department of Transportation (WYDOT) Research Program. These performance measures were derived using a 2001 National Cooperative Highway Research Program study, Performance Measures for Research and Technology Programs (Sabol, 2001). From that study and surveys



taken from departments of transportation across the country, the ten performance measurements were selected. These measurements were created to link WYDOT’s strategic goals to their research program. The goals of the performance measurements are to improve the management of the research program by linking program funding, program strategy, and project selection to support WYDOT’s strategic plan. Using the linkage of the performance measurements to the strategic plan, the following three categories of performance measurements were formed:

• Strategic Portfolio Measures – These performance measurements link WYDOT’s policies to the direction of the research program, including a balance of projects supporting different goals, and a distribution of funded projects from pooled fund studies to contracted research to in-house research.

• Project Output Measures – These performance measurements focus on the results and outcomes of the research projects and the benefits or implementations that resulted from the projects.

• Program Efficiency and Management – These performance measurements look at the cost-benefits of the program, as well as administrative and overhead costs compared to the program’s overall budget.

From the preceding three categories of performance measurements, a total of ten performance measurements were developed for summarizing the findings of a research program evaluation, as described by the methodology. The ten performance measures were formed with the following guidelines:

• Use as few measurements as possible. • Focus on the outputs and results. • Non-research personnel should understand the measurements;

some measurements are for internal purposes only. • Each measurement should be quantifiable, meaning that

comparisons could be made after multiple evaluations were completed.

• These ten performance measures are presented in the methodology section of this report (Schneider et. al., 2008).




PROJECT INFORMATION

Project Title Variable Speed Limit System for I-80 Elk Mountain, Wyoming, Corridor

ID FHWA-WY-10/04F


Duration 30 months

SUBMITTER

Submitter Agency Wyoming Department of Transportation

Submitter Contact Tim McDowell Wyoming Department of Transportation 5300 Bishop Boulevard Cheyenne, WY 82001 (307) 777-4177

RESEARCH PROGRAM

Sponsors Wyoming Department of Transportation 5300 Bishop Boulevard Cheyenne, WY 82009-3340



Determining an appropriate speed for the current conditions can be difficult for the driver. Equally difficult is for law enforcement agencies to enforce and cite someone going too fast for conditions. In many cases, drivers are cited for going too fast for conditions only after the accident has occurred. Variable speed limits (VSL) are one type of intelligent transportation system (ITS) that has shown promise for improving safety on roadways subject to adverse conditions. The purpose of this research was to lay the foundation for the new 1-80 VSL system in southeastern Wyoming. During this phase of the research, surveys were sent out to all departments of transportation (DOTs) to see what VSLs have been implemented in the United States. Driver speed behaviors during both "ideal" and "non-ideal" conditions were found and baseline speeds determined. Weather and speed data were analyzed to determine key variables and threshold values. To check how cars and trucks are reacting to the VSL system, individual speed analysis was done. A draft version of control strategy was designed and a simulation was run to check for level of speed complaince. The final task was to determine how drivers are reacting to the new VSL system.

Web Links (if available) http://www.dot.state.wy.us/wydot/page1233.html?template=tpl.newsDetail&newsID=3903

http://www.dot.state.wy.us/wydot/page1233.html?template=tpl.newsDetail&newsID=3903

http://www.dot.state.wy.us/wydot/page1233.html?template=tpl.newsDetail&newsID=3903