Transportation Excellence Through Research
Research Impacts Better—Faster—Cheaper
July 2012
Transportation Excellence Through Research
Table of Contents Note: A project with a red title and an asterisk (*) is designated as a Sweet 16 project.
Introduction ...... 9
List of Sweet 16 High Value Research Projects ...... 9
Region 1 ...... 9 Region 2 ...... 9 Region 3 ...... 9 Region 4 ...... 10 Alabama Department of Transportation (ALDOT) ...... 11
Transportation Networks: Data, Analysis, Methodology Development and Visualization ...... 11 Performance of Self-Consolidating Concrete in Pre-stressed Girders ...... 12 Development of Multimedia Resource and Short Courses for LRFD Design ...... 14 Introduction to Mechanistic-Empirical (M-E) Design Short Courses ...... 15 Alaska Department of Transportation (AKDOT) ...... 17
AK Specification for Palliative Applications on Unpaved Roads and Runways ...... 17 California Department of Transportation (Caltrans) ...... 19
Systems Engineering Guidebook...... 19 Diagnosing Chronic Errors in Freeway Loop Detectors from Existing Field Hardware ...... 21 Colorado Department of Transportation (CDOT) ...... 23
Bird Nesting and Droppings Control on Highway Structures ...... 23 Functional Assessment of Colorado Wetlands (FACWet) Method* ...... 24 Worker Safety at the Colorado Department of Transportation ...... 25 Development of Steel Design Details and Selection Criteria for Cost Effective and Innovative Steel Bridges in Colorado ...... 26 Development of an Internet-Based Tool for Estimating Flood Magnitudes ...... 28 Federal Highway Administration (FHWA) ...... 31
Guidelines for the Load and Resistance Factor Design and Rating of Riveted and Bolted Gusset-Plate Connections for Steel Bridges...... 31
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Pier Scour in Clear-Water Conditions with Non-Uniform Bed Materials ...... 32 Field-Cast Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements...... 33 Capacity Analysis for Planning of Junctions (CAP-X) ...... 35 Construction Quality Assurance For Design-Build Highway Projects ...... 38 LTPP Computed Parameter: Dynamic Modulus ...... 40 Safety Evaluation of the Safety Edge Treatment ...... 42 Interactive Highway Safety Design Model (IHSDM) ...... 44 Florida Department of Transportation (FDOT) ...... 47
Base Connections for Signal/Sign Structures ...... 47 Guidebook for Using Automatic Passenger Counters for NTD Reporting ...... 49 Durability of In Situ Pipe Repair ...... 50 Operational and Safety Impacts of Restriping Inside Lanes of Urban Multilane Curbed Roadways to 11 Feet or Less to Create Wider Outside Curb Lanes for Bicyclists ...... 52 Database for Corridor Analysis of On-Ramp Signals ...... 54 Evaluation of Pollution Levels Due to the Use of Consumer Fertilizers under Florida Conditions ...... 56 Base Course Resilient Modulus for the MEPDG ...... 57 Georgia Department of Transportation (GDOT)...... 60
Bridge Repair and Strengthening Study, Parts 1 and 2 ...... 60 Impact of Environmental Justice Analysis on Transportation Planning ...... 61 Durability of Precast Prestressed Concrete Piles and Pile Caps in Marine Environment: Reinforcement Corrosion and its Mitigation, Parts 1 and 2 ...... 62 Assessment of the Impact of Future External Factors on Road Revenues* ...... 63 Illinois Department of Transportation (IDOT)...... 65
Development of A Highway Incident Management Operational and Training Guide ...... 65 Green Friendly Best Management Practices (BMP) for Interstate Rest Areas ...... 67 An Expert Systems Approach to Highway Construction Scheduling* ...... 69 Implementing Pavement Management Systems for Local Agencies ...... 71 Snowplow Simulation Training Study...... 74 Indiana Department of Transportation (INDOT) and Federal Highway Administration ...... 76
Analysis of INDOT‘s Current Hydraulic Policies ...... 76 Recovering Full Repair Costs of INDOT Infrastructure Damaged by Motor Vehicle Crashes ...... 77
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Quantify the Benefits of Pavement Preservation ...... 78 Experimental Evaluation and Implementation of Post-Tensioning in Concrete Bridge Decks ...... 80 Iowa Department of Transportation (DOT) ...... 82
Western Iowa Missouri River Flooding―Geo-Infrastructure Damage Assessment, Repair and Mitigation Strategies82 Pilot Construction Projects for Granular Shoulder Stabilization ...... 83 Right of Way Snow Fence Designs ...... 84 Traffic Speed Estimations for Winter Performance Measurement ...... 85 Practices, Design, Construction, and Repair Using Trenchless Technology ...... 86 Winter Crash Analysis ...... 88 Winter Operations Dashboard ...... 89 Winter Operations GPS/AVL ...... 91 Kansas Department of Transportation (KDOT)...... 98
Modeling of Laterally Loaded Drilled Shafts Behind Mechanically Stabilized Earth Block Walls ...... 98 Promoting Centerline Rumble Strips to Increase Rural, Two-Lane Highway Safety ...... 100 The Economics of Potential Reduction of the Rural Road System in Kansas* ...... 102 Development of an Enhanced Transportation-Leveraging Investments in Kansas (T-LINK) Calculator ...... 104 Kentucky Transportation Cabinet ...... 107
Use of Ground Penetrating Radar for Void Detection and Hydro-Geochemical Water Testing Results at the Cumberland Gap Tunnel ...... 107 Improving Intersection Design Practices* ...... 108 Guidelines for Road Diet Conversions ...... 109 Louisiana Department of Transportation and Development (LADOTD) ...... 111
Aggregate Mixture Found to Increase Safety on Roads ...... 111 Calibration of Resistance Factors Needed in the LRFD Design of Driven Piles and Drilled Shafts ...... 112 Cost Effective Prevention of Reflective Cracking of Composite Pavements ...... 113 Evaluation of Ternary Cementitous Combinations ...... 114 Implementation of Rolling Wheel Deflectometer (RWD) in PMS and Pavement Preservation ...... 115 Maine Department of Transportation (MaineDOT) ...... 117
Monitoring Wildlife Passage Structures on a New Highway in Gorham, Maine ...... 117 Maryland State Highway Administration (SHA) ...... 119
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An Investigation into the Use of Road Drainage Structures by Wildlife in Maryland ...... 119 Low Cost Structural Health Monitoring of Bridges Using Wireless Sensors* ...... 121 Michigan Department of Transportation (MDOT) ...... 123
Evaluating the Appropriate Level of Service for Michigan Rest Areas and Welcome Centers Considering Safety and Economic Factors ...... 123 Improving Drivers‘ Ability to Safely and Effectively Use Roundabouts: Educating the Public to Navigate Roundabouts ...... 125 Evaluating the Performance and Safety Effectiveness of Roundabouts ...... 127 A Michigan Toolbox for Mitigating Traffic Congestion ...... 131 Recommendations for Meeting the Transportation Needs of Michigan‘s Aging Population* ...... 133 Minnesota Department of Transportation (MnDOT) ...... 135
Drainable Pavements at MnROAD Pervious Concrete and Porous Concrete Overlay Cells 39, 85, and 89 Pervious Concrete Cells on MnROAD Low-Volume Road ...... 135 Review of Workplace Wellness Program Options to Reduce Musculoskeletal Disorders in Laborious Work ...... 137 Concrete Delivery Time Study ...... 139 Development of Best Practices for Inspection of Post-Tensioning Bridges in Minnesota ...... 140 Quality of Life: Assessment and Evaluation to Develop Transportation Performance Measures ...... 142 Snow Plow Calibration Training & Procedure Manual Project ...... 143 Mississippi Department of Transportation (MsDOT) ...... 145
Laboratory Investigation of High RAP/Mississippi State University Content Pavement Surface Layers ...... 145 MsDOT Implementation Plan for GPS Technology in Planning, Design, and Construction Delivery* ...... 146 Shrinkage and Durability Study of Bridge Deck Concrete ...... 147 Development of Climate Data Input File for the Mechanistic-Empirical Pavement Design Guide (MEPDG)...... 148 Missouri Department of Transportation (MoDOT) ...... 151
Missouri River Freight Corridor Development Plan ...... 151 Evaluation of Life Expectancy of LED Traffic Signals and Development of a Replacement Schedule * ...... 153 New Hampshire Department of Transportation (NHDOT) ...... 155
Local Calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG)* ...... 155 New Jersey Department of Transportation (NJDOT) ...... 157
High Recycled Asphalt Pavement in Hot Mix Asphalt* ...... 157 New Mexico Department of Transportation ...... 159
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Testing Ultra High-Performance Concrete (UHPC) for Prestressed Concrete Bridge Applications in New Mexico* ...... 159 North Carolina Department of Transportation (NCDOT) ...... 161
Evaluating the Potential Effects of Widening U.S. 64 on the Black Bear and Red Wolf; and Cost Effective Wildlife Crossing Structures which Minimize Highway Barrier Effects...... 161 Establishing Native Vegetation and Improved Invasive Species Control on North Carolina Roadsides ...... 162 On-Board Sound Intensity Tire-Pavement Noise Study in North Carolina ...... 164 Predicting Camber, Deflection & Prestressed Losses of Prestressed Concrete Members ...... 166 Performance Improvement from Deep Layers of Subgrade Stabilization ...... 170 Ohio Department of Transportation (ODOT) ...... 173
Verification and Calibration of the Design Methods for Rock Socketed Drilled Shafts for Lateral Loads ...... 173 Green Noise Wall Construction and Evaluation ...... 174 Sensitivity of Four-Step Versus Tour-Based Models to Transportation System Changes ...... 175 Identification and Evaluation of Pavement-Bridge Interface Ride Quality Improvement and Corrective Strategies 176 Structural Evaluation of LIC-310-0396 and FAY-35-17-6.82 Box Beams with Advanced Strand Deterioration ...... 177 Mechanical Properties of Warm Mix Asphalt Prepared Using Foamed Asphalt Binders ...... 179 Oklahoma Department of Transportation ...... 181
Analysis of Aggregates and Binders Used for the ODOT Chip Seal Program ...... 181 Pennsylvania Department of Transportation (PennDOT) ...... 184
Development of Guidelines for Usage of High Percent RAP in Warm Mix Asphalt Pavements* ...... 184 Freeway Ramp Management Strategies ...... 185 Deterioration of J Bar Reinforcement in Abutments and Piers ...... 186 South Carolina Department of Transportation (SCDOT) ...... 187
The Relationship of SCDOT Damage Claims and Lawsuits to Roadway Engineering Safety Issues* ...... 187 Guidelines for Pavement Marking Applications ...... 188 Texas Department of Transportation (TxDOT)...... 190
Improvements to Large and Small Roadside Sign Hardware and Design ...... 190 Evaluation of the Effectiveness of Automated Flagger Assistance Devices ...... 191 Fatigue Failure and Cracking in High Mast Poles* ...... 192 Develop Mechanistic-Empirical Design for CRCP ...... 193
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Full Depth Reclamation, Performance Based Design, Construction and Quality Control ...... 194 Rational Use of Bridge Terminal Systems in Portland Cement Concrete Pavement ...... 196 Use of Fine Graded Asphalt Mixes Project 0-6615 ...... 197 Development of Practical Guidelines for Compaction of HMA and WMA ...... 199 Accommodating Oversize and Overweight Loads ...... 201 Texas Energy Developments and TxDOT Right of Way ...... 202 Impacts of Energy Developments on the Texas Transportation System...... 204 Transportation Research Board (TRB) National Cooperative Highway Research Program (NCHRP) ...... 206
Roundabouts: An Informational Guide ...... 206 Seismic Design Specifications ...... 207 Utah Department of Transportation (UDOT) ...... 209
Liquefaction Mitigation in Silty Sands Using Stone Columns with Wick Drains ...... 209 Inspection, Assessment, and Database of UDOT MSE Walls ...... 210 Transportation Safety Data and Analysis ...... 211 Determining Wildlife Use of Wildlife Crossing Structures Under Different Scenarios ...... 213 Development of a Sign Management Plan and System for Utah Department of Transportation (UDOT) ...... 214 Retrofitting Culverts and Fish Passage-Phase II ...... 216 Culvert Roughness Elements for Native Fish Passage ...... 218 Strong Motion Instrumentation Plan for the Utah Department of Transportation ...... 220 Evaluation of Utah Work Zone Practices ...... 221 Virginia Department of Transportation (VDOT) / Virginia Center for Transportation Innovation and Research223
End-Result Specifications for Hydraulic Cement Concrete: Phase II ...... 223 Washington State Department of Transportation (WSDOT) ...... 225
Travel Time Data Obtained from Bluetooth Technology...... 225 Constructability Analysis for Pavement Rehabilitation Strategies (CA4PRS) Online Training* ...... 226 Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska ...... 227 An Investigation of Underwater Sound Propagation from Pile Driving ...... 229 Pavement Interactive ...... 230 Wisconsin Department of Transportation (WisDOT) ...... 231
Best Practices from WisDOT Mega- and ARRA-Projects...... 231
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Effect of Recycled Binders on Resultant Binder Performance Grade ...... 233 Reduction of Minimum Required Weight of Cementitious Materials in WisDOT Concrete Mixes ...... 235
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Transportation Excellence Through Research
Introduction This document is the 2012 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 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, to freight management systems.
States that submitted projects include: Alabama, Alaska, California, Colorado, Florida, Georgia, Illinois, Indiana, Iowa, Kansas, Kentucky, Louisiana, Maine, Maryland, Michigan, Minnesota, Mississippi, Missouri, New Hampshire, New Jersey, New Mexico, North Carolina, Ohio, Oklahoma, Pennsylvania, South Carolina, Texas, Utah, Virginia, Washington, Wisconsin, the Transportation Research Board (TRB) and the Federal Highway Administration (FHWA).
List of Sweet 16 High Value Research Projects These projects were selected as the listing of Sweet 16 projects across the Nation.
Region 1
1 MD Low Cost Structural Health Monitoring of Bridges Using Wireless Sensors 2 NJ Recycled Asphalt Pavement in Hot Mix Asphalt 3 NH Local Calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG) 4 PA Development of Guidelines for Usage of High Percent RAP in WMA
Region 2
1 SC The Relationship of SCDOT Damage Claims and Lawsuits to Roadway Engineering Safety Issues 2 MS MDOT Implementation Plan for GPS Technology in Planning, Design, and Construction Delivery 3 GA Assessment of the Impact of Future External Factors on Road Revenues 4 KY Improving Intersection Design Practices
Region 3
1 MO Evaluation of Life Expectancy of LED Traffic Signals and Development of a Replacement Schedule 2 IL An Expert Systems Approach to Highway Construction Scheduling* 2 KS The Economics of Potential Reduction of the Rural Road System in Kansas* 2 MI Recommendations for Meeting the Transportation Needs of Michigan‘s Aging Population* *All are tied for 2nd place.
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Region 4
1 WA Constructability Analysis for Pavement Rehabilitation Strategies (CA4PRS) Online Training 2 NM Testing Ultra High-Performance Concrete (UHPC) for Prestressed Concrete Bridge Application in New Mexico 3 TX Fatigue Failure and Cracking in High Mast Poles 4 CO Functional Assessment of Colorado Wetlands (FACWet) Method
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Alabama Department of Transportation (ALDOT)
PROJECT INFORMATION
Project Title Transportation Networks: Data, Analysis, Methodology Development and Visualization ID ALDOT Research Project 930-596 Project Cost $138,974.75 Duration ~36 months (3 years) SUBMITTER Submitter Agency The University of Alabama Submitter Contact Dr. David Hale Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Alabama Department of Transportation Sponsoring Agency Contact Jeffrey W. Brown Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The Alabama Department of Transportation (ALDOT), working with the Project University of Alabama, conducted a study to evaluate the effectiveness of the Comprehensive Project Management System (CPMS) to meet the State‘s transportation needs. The evaluation focused on the program‘s ability to address system capacity, safety, and system preservation needs, as well as assessing transportation impacts on economic development statewide. The study effort used a system of tools to quantify needs and match those needs with programmed improvements. Results were mapped using GIS technology, which facilitated the evaluation of the statewide transportation program‘s effectiveness. Primary focus was on the 2004 to 2008 CPMS program; projections to 2018 have been developed to provide anticipated levels of need over a ten-year horizon.
This project provided data compilation, analysis methodology and visualization methodology for the current network data assets of ALDOT. This study concluded that ALDOT is faced with a considerable number of challenges in meeting the growing demand for transportation. This project also provided a technology-enabled tool for asset management, to help define issues, and to help managers make data-driven, model- based decisions about work issues and allocation of resources.
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Impact, or Potential Impact, of Study findings included: Implementing Research Results • The 2004 to 2008 CPMS did not meet the needs of the transportation system. The program would have outstanding transportation needs for improvements in capacity, safety, and system preservation (bridges and pavement). • The 2018 CPMS transportation program will demonstrate even higher levels of deficiencies and need for additional funding. • Program funds are equitably distributed to programs statewide, including counties that have been identified as ―lagging‖ by the Center for Business and Economic Research at the University of Alabama. • The CPMS program should be reviewed periodically to ensure it continues to meet performance measures for capacity, safety, and system preservation.
Web Links (if available) http://utca.eng.ua.edu/projects/final_reports/03419final_reports./03419fn l.pdf
PROJECT INFORMATION
Project Title Performance of Self-Consolidating Concrete in Pre-stressed Girders ID ALDOT Research Project 930-602 Project Cost $418,290.00 Duration ~5 years SUBMITTER Submitter Agency Auburn University Submitter Contact Dr. Robert Barnes Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Alabama Department of Transportation Sponsoring Agency Contact Jeffrey W. Brown Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS
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Brief Summary of the Research A structural investigation of self-consolidating concrete (SCC) in Project AASHTO Type I precast, prestressed girders was performed. Six test girders were subjected to transfer length and flexural testing. Three separate concrete mixtures, two girders per mixture, were used to construct these specimens. A moderate-strength, conventional-slump concrete mixture, similar to the concrete used in typical ALDOT girders was evaluated versus moderate-strength SCC and high-strength SCC. No significant difference in transfer bond behavior was found between the full-scale SCC girders and the conventional concrete girders. High- strength SCC girders had shorter transfer lengths than moderate- strength (SCC and conventional) girders. After normalization to account for the difference in prestress magnitude and concrete strength, there was no discernible difference in the magnitude of the transfer lengths between the concrete types. After a composite, cast-in-place concrete deck was added to each girder, flexural testing was performed near each girder end, resulting in two flexural tests per girder.
Embedment lengths were varied for each test in order to bracket the AASHTO strand development length. Results indicated that the use of SCC had no adverse effects on the overall flexural performance, and the flexural bond lengths were conservatively predicted by the relevant ACI and AASHTO expressions. Similarly, the SCC girders exhibited comparable service-level performance to the conventional girders. Based on the work performed in this study SCC should perform well in prestressed concrete girder applications. Impact, or Potential Impact, of Based on observations of deck separation and slip, deck-to-girder Implementing Research Results interface shear transfer was less effective for the SCC girders than for the conventional girders. This was attributed to inadequate surface roughening of the SCC girders. Based on the work performed in this study SCC should perform well in prestressed concrete girder applications. Girders made with SCC should be evaluated in a low- importance bridge and monitored for long-term performance.
Further work/research that was recommended to supplement this work before SCC can be implemented into ALDOT bridge girder productions included: Construction of a multi-span bridge on a low-importance road with SCC girders supporting one span and conventional concrete girders supporting the rest. Instrumentation of all spans, load testing, and long-term monitoring should be used to make quantifiable comparisons. Development of implementation recommendations/guidelines for the use of SCC in ALDOT precast, prestressed bridge girders based upon the results of all the relevant studies performed in this investigation. Development of training workshops for ALDOT to present relevant properties of SCC, its production, and precautions that need to be followed in order to ensure a high-quality end product.
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Web Links (if available) Printed copy only
PROJECT INFORMATION
Project Title Development of Multimedia Resource and Short Courses for LRFD Design ID ALDOT Research Project 930-703 Project Cost $145,831.00 Duration ~ 3 years SUBMITTER Submitter Agency The University of Alabama in Huntsville Submitter Contact Dr. Houssam Toutanji Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Alabama Department of Transportation Sponsoring Agency Contact Jeffrey W. Brown Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The main objective of the LRFD multimedia package was to provide a Project practical introduction and an in-depth understanding of the new technological advances in the designing of bridges. The research study could be used to train engineers, architects, designers, and personnel who are in charge of the design, construction, maintenance, and reconstruction of bridges because it is a self-training, time-saving tool. The complete package included instructions of how to design concrete, steel and prestressed concrete bridges with AASHTO load and resistance factor design recommendations and specifications and six examples from which the user could have a generic overview of the design process.
Impact, or Potential Impact, of The CD package offered a tutorial that employs a wide range of Implementing Research Results multimedia, including hyperlinks and high-resolution graphics. To ensure the use of this multimedia package, it would be machine adaptable and design to run on different operating systems. The advantage of this package is that it can be accessible for updating and adding information whenever necessary. It is a self-training and time-saving tool.
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Web Links (if available) Printed copy only
PROJECT INFORMATION
Project Title Introduction to Mechanistic-Empirical (M-E) Design Short Courses ID ALDOT Research Project 930-792 Project Cost $5,407.42 Duration 7 months SUBMITTER Submitter Agency Auburn University Submitter Contact Dr. David Timm Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Alabama Department of Transportation Sponsoring Agency Contact Jeffrey W. Brown Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research project is a continuation from a previous state sponsored Project research titled ―Guidance for M-E Pavement Design Implementation‖ that was completed by the principal researcher. From that study five key areas were identified for implementation of the Mechanistic-Empirical Pavement Design Guide (MEPDG): (1) Training in the MEPDG, (2) Executing parallel designs using the existing and new methodologies, (3) Development of a material reference library for MEPDG, (4) Development of monthly, vehicle class, and axle load distributions and (5) Local calibration.
The objective of this study was to develop a short course that covers fundamentals of M-E design. The course presented the generic M-E design framework, provided technical information relating to each component of the framework and featured hands-on applications in working with relevant computer programs and data sets.
Impact, or Potential Impact, of The Mechanistic-Empirical Pavement Design Guide (MEPDG) Implementing Research Results will become the new AASHTO design standard for flexible and rigid pavement design that represents a significant shift in design philosophy and complexity over existing procedures. Future training opportunities using the DARWin-ME program that focuses on ALDOT policies toward using this software
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should reinforce the foundational understanding developed by this course. Web Links (if available) Printed Copy only
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Transportation Excellence Through Research
Alaska Department of Transportation (AKDOT)
PROJECT INFORMATION
Project Title AK Specification for Palliative Applications on Unpaved Roads and Runways ID AUTC-309015 Project Cost $75,080 Duration 22 months (August 09 – June 11) SUBMITTER Submitter Agency Alaska Department of Transportation & Public Facilities Submitter Contact Clint Adler, Chief of Research and Technology Transfer Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Alaska Department of Transportation & Public Facilities; Alaska University Transportation Center Sponsoring Agency Contact Alaska University Transportation Center, Director Billy Connor Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Like many States, Alaska‘s Department of Transportation and Public Project Facilities (ADOT&PF) has been unable to compare the cost- effectiveness of different dust-reduction palliatives used on unpaved roads and runways. On-scene visual monitoring offers only qualitative, anecdotal measurements, while available guidelines from palliative manufacturers are often unclear, impractical, and difficult to apply on a location-specific basis. (Location specific comparisons are important because most of Alaska‘s 250-plus rural airports are not accessible by road, limiting use of conventional construction equipment.) This information gap makes it difficult for planners to decide when and how often to use palliatives, and which palliatives are most effective for a specific area. This results in ineffective treatments that are either inadequate or redundant. The inevitable guesswork results in unnecessary costs for repeat applications, excess road degradation from inadequate treatments, unsustainable roadways and airstrips, and health and safety risks from unmitigated dust. In a variety of geographical settings, this project used a new, repeatable dust monitoring instrument to compare location-specific effectiveness of newly-laid dust palliatives vs. palliatives that have been applied in previous years (ranging one to three). It also utilized different palliatives to compare their performance. Impact, or Potential Impact, of Producing comparative location-specific data on different palliatives, Implementing Research Results treatment frequency, duration, and repetition, the study results will
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significantly reduce spending and increase road sustainability while improving health and safety risks. When fully implemented, the results of this $75,000 study will help mitigate costs that exceed $12 million annually on one highway alone. If implemented in other States, this study‘s repeatable methodology will produce similar results. ADOT&PF will use the results to improve palliative choices for specific unpaved roads and runways as well as the duration, frequency, and repetition of the treatment. Smarter treatments lead to more cost-effective palliative budgeting, and the resulting reduction in road degradation saves millions on a statewide level. For example, fugitive dust takes one inch of road surface each year from the Dalton Highway, where maintenance and mitigation costs reach about $30,000 per mile. More than 400 miles long, the highway needs over $12 million a year to recoup this damage. This improves surface sustainability by maximizing the service life of a road system or runway. Web Links (if available) http://ine.uaf.edu/autc/projects/ak-specification-for-palliative- applications-on-unpaved-roads-and-runways/
Dust creates mitigation and maintenance costs that exceed $12 million for one highway alone in Alaska. By developing comparative data on the effectiveness of various dust-reduction palliatives, researchers will significantly improve decision-making about palliative applications—lowering costs, health risks, and safety issues on unpaved roads and runways. (Photo Credit: Alaska University Transportation Center)
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California Department of Transportation (Caltrans)
PROJECT INFORMATION
Project Title Systems Engineering Guidebook ID Interactive FHWA Web site at: http://www.fhwa.dot.gov/cadiv/segb/ Project Cost $337,000 Duration Four (4) Years SUBMITTER Submitter Agency Caltrans Submitter Contact Randy Woolley Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Caltrans jointly with the Federal Highway Administration (FHWA) Sponsoring Agency Contact Jesse Glaser, FHWA, Frank Cechini (retired FHWA ) Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research 23 CFR 940.11 specifies certain activities that are to be performed to Project accomplish a systems engineering analysis when developing an intelligent transportation systems (ITS) project. Caltrans was required to develop a plan to implement the elements of 23 CFR 940.11 in order to continue receiving Federal Highway funds for ITS projects. Caltrans developed a three pronged approach to meeting the CFR: 1- Develop a Systems Engineering Guidebook for ITS projects, 2- Conduct training classes to disseminate that information, and 3- Integrate the use of a Systems Engineering Process into Caltrans standard Project Delivery processes, procedures, and manuals.
The Systems Engineering Guidebook (SEGB) for ITS Projects was completed in December 2004. When completed, it was ~280 pages. The document contained a plethora of useful and current information. However, it was not in the most user friendly format due to the large volume of content and the number of pages. The document was converted into a Web Based format so as to be hosted on a web site for use by ITS professionals in California and elsewhere in the nation. The SEGB has been on-line in active use at the FHWA Web Site since being launched in 2007. The SEGB contains a systematic process to walk users through the Systems Engineering process, even if they have no formal Systems Engineering training. The process can easily be tailored for large or small projects being developed by highly trained or novice ITS Professionals.
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The guidebook provides flow charts, checklists, illustrations, and text to walk through the process.
The processes shown closely follow those documented by the International Counsel on Systems Engineering (INCOSE), and the SEGB is highly recommended by many INCOSE members. The Web site is used as a reference site by the Defense Acquisition University when training those who work in defense related industries. Example documents are shown for successful ITS projects at both state and regional levels in the United States. The guidebook includes many useful links to successful projects and the INCOSE Web site.
A follow-on project is expected to update the Systems Engineering Guidebook to include additional examples, add a new section to emphasize Configuration Management, update the checklists, and add links to successful projects throughout the country. Impact, or Potential Impact, of The SEGB is used by Caltrans engineers and ITS Professionals Implementing Research Results throughout the United States and in a number of countries world-wide. The development team has received numerous comments and testimonials praising the guidebook for simplifying the development process for their ITS projects. The SEGB is much simpler to use than their extensive and complex manuals, and accomplishes the needed results. Since the SEGB was launched on the Web site, FHWA received testimonials from a significant number of organizations including: Caltrans Division of Traffic Operations (for Traffic Management Systems hardware and software development) The U.S. Bureau of Reclamation in Colorado The U.S. Army Systems Engineering group The program Management Office at the Stennis Space Center The U.S. Army Division of Strategic Transformation in Michigan The Next Gen and Operations Planning Services, Federal Aviation Administration ManTec Corporation (a Systems Engineering company) The Engineering Process Office, SPAWARSYSCEN-PACIFIC Several government agencies in the Netherlands (SEGB being translated into Dutch) Faculty of Engineering Technology at the University of Twente, the Netherlands A software development company in Shanghai, China
The statistics on usage during the first 2 years (2007 to 2009) of operation attest to the usefulness and use of the SEGB. When introduced in January and February 2007, the SEGB document was downloaded 21,955 times and was ranked #2 of the top 20 Most Downloadable Files within FHWA in each month. From March 2007 to December 2008 (22 months), the ranking of the
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SEGB document downloads has consistently been around #4 in Most Downloadable Files. In December 2008, it was still ranked #4 of agency downloadable documents. There have been more than 141,072 SEGB document downloads during the 24 month period (three of the months, statistical data was unavailable). During the first two months of web access in 2007, the SEGB home page was listed as one of the 500 Most Popular Web Pages within FHWA. Popularity has grown—in each of the last 6 months of 2008, as many as three different web pages of the SEGB site appeared in the listing of the 500 Most Popular Web Pages. The SEGB web pages ‗Process View‘, ‗Glossary‘, and ‗Design Specification Template‘ have been frequently accessed. For February 2012, two of the SEGB pages were number 205 and 322 on FHWA‘s top 500 hits pages for all FHWA Web sites.
Web Links (if available) http://www.fhwa.dot.gov/research http://www.fhwa.dot.gov/cadiv/segb/
PROJECT INFORMATION
Project Title Diagnosing Chronic Errors in Freeway Loop Detectors from Existing Field Hardware ID CA10-0978 Project Cost $161,610 Duration 4 years SUBMITTER Submitter Agency Caltrans Submitter Contact John Slonaker Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Caltrans Sponsoring Agency Contact John Slonaker Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Project This research project refined two existing software processing
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techniques for vehicle event data collected from conventional inductive loop detector count stations in the field. The first technique is an algorithm to automatically identify two types of detector errors that are difficult to diagnose: ―splash-over,‖ the false detection in one lane of a vehicle from an adjacent lane, and ―pulse breakup,‖ when a single vehicle produces two or more pulses in its lane of travel. The second technique is a vehicle re-identification algorithm, in which the pattern of a group of proximate vehicles at a downstream detector station is matched with the corresponding pattern as detected at an upstream station on the same roadway facility. The resulting matches will allow for accurate travel time measurement between stations and enable delay detection before the effects of queuing behind an incident are locally observable at a single detector station. Impact, or Potential Impact, of The improved loop detector calibration enabled by the first technique Implementing Research Results could lead to an inexpensive way to improve the quality of data from existing loop detector stations. For example, it could be incorporated into standard controller software so that the controller can continually assess the health of the loop detectors.
The travel time information from the second technique could be used to improve many traffic management applications, such as automatic incident detection, adaptive freeway ramp metering, and traveler information systems. Web Links (if available) http://www.dot.ca.gov/research/researchreports/reports/2011/65A0231 _tid_0978_final_report.pdf
http://www.dot.ca.gov/research/researchreports/two- page_summaries/65A0231_tid_0978_communication_document.pdf
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Colorado Department of Transportation (CDOT)
PROJECT INFORMATION
Project Title Bird Nesting and Droppings Control on Highway Structures ID CDOT-2010-7 Project Cost $40,000 Duration 2 years SUBMITTER Submitter Agency CDOT Submitter Contact Roberto DeDios Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization CDOT Research Branch Sponsoring Agency Contact Roberto DeDios Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This study provides a comprehensive literature survey of permanent and Project temporary deterrents to nesting and roosting, a discussion of risks to human health and safety from exposure to bird nests and droppings and recommended protective measures, and the results of a multi-year field study to test temporary nesting deterrents judged to be most effective.
An extensive survey of the literature was conducted on: • Measures used to deter roosting and nesting of pigeons, temporarily deter nesting of swallows (primarily cliff and barn swallows). • The nesting requirements of these species to better enable evaluation of the efficacy of these measures. • The biology, diseases, and parasites of these species to enable evaluating and minimizing the risks of human detriment from exposure to these birds, their nests and droppings.
The most effective methods to deter pigeon roosting/nesting are either physical deterrents (i.e., spikes, wires, corner slopes, and netting) or non- toxic chemical methods. The most effective deterrents for swallow nesting are corner slopes, hanging curtains, and netting. For any of these methods, proper installation and maintenance are the keys to success. Consideration should be given to the configuration of the specific site, the extent of the problem, and the cost-effectiveness of the method relative to the extent of the problem. Impact, or Potential Impact, of The potential impact of implementing the results of the study that include
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Implementing Research Results the use of information sheet to guide workers in cleaning up pigeon droppings and nest debris, and the utilization of an operating guide for maintenance personnel to ensure safety is projected to be significant. Some diseases of particular concern to humans such as bird flu and west Nile virus can be prevented through diligent adherence to safety measures recommended in this research project. Web Links (if available) http://www.coloradodot.info/programs/research/pdfs/2010/birdcontrol/view
PROJECT INFORMATION
Project Title Functional Assessment of Colorado Wetlands (FACWet) Method* ID CDOT-2009-4 Project Cost $230,000 Duration Over 5 years SUBMITTER Submitter Agency CDOT Submitter Contact Rebecca Pierce Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization CDOT Research Branch Sponsoring Agency Contact Roberto DeDios Sponsoring Agency Contact’s E- [email protected] mail RESEARCH AND RESULTS Brief Summary of the Research The Clean Water Act (CWA) requires that impacts to wetlands be avoided Project or minimized to the extent practicable. If impacts to wetlands are unavoidable, compensatory mitigation of those losses is generally required under Section 404. In particular the CWA calls for impact mitigation to compensate for the wetland functions lost as the result of a federally-permitted action. This requirement necessitates a means of assessing and denominating wetland functioning. Prior to the development of FACWet, the State of Colorado lacked this capacity. In its normal operation, Colorado Department of Transportation (CDOT) at times requires CWA Section 404 permits for wetland impacts. Without an accurate, federally-approved functional assessment method, CDOT could not be sure that it was truly providing adequate compensatory mitigation for unavoidable impacts to the State‘s wetlands. To address this
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unacceptable situation, CDOT assembled a joint agency study panel and funded a study to develop a functional assessment methodology for the agency and the State of Colorado in general. Colorado State University (CSU) was awarded the contract for the study. Two additional grants and a total of eleven CDOT‐sponsored training workshops have continued the implementation and development of the methodology throughout the State. Watershed approaches to compensatory mitigation are required by current federal policy. Being part of a U.S. EPA‐funded national demonstration project on watershed approaches, the FACWet program shows Colorado‘s leadership in innovative natural resource management. Impact, or Potential Impact, of Having been developed to meet the needs of CWA administration, Implementing Research Results FACWet is designed to engender consistency in reporting, aid in mitigation planning, improve mitigation performance and inform monitoring design. FACWet is now required by CDOT and for certain CWA permits by the Omaha District of the U.S. Army Corps of Engineers (Corps) and may be required by other Corps districts in the near future. Web Links (if available) http://www.coloradodot.info/programs/environmental/wetlands/documents/ FACWet_User_Manual_Version_2.0.pdf
PROJECT INFORMATION
Project Title Worker Safety at the Colorado Department of Transportation ID CDOT-2009-12 Project Cost $89,381 Duration 12 months SUBMITTER Submitter Agency CDOT Submitter Contact David Reeves Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization CDOT Sponsoring Agency Contact Roberto DeDios Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The Colorado Department of Transportation (CDOT) is constantly
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Project investigating approaches to reduce the frequency and severity of work- related injuries. In general, the incident rates for CDOT are significantly higher than those achieved by some private organizations and other comparable state departments of transportation (DOTs). One element in determining the current state of safety practices within CDOT is the evaluation of Job Safety Analysis (JSA) forms and their current actual usage. This study examined the effectiveness of these forms in terms of workers‘ perspectives and the overall organizational strategies associated with the forms. Results of study indicate that CDOT has a mixed record for completing and implementing JSA forms and required safety provisions. There is a very positive attitude towards the use of JSA requirements and a strong willingness by workers to enhance the safety record. However, this positive tendency is balanced by an equally strong negative aspect in terms of actual usage of JSA forms in relation to the intent of the program. Impact, or Potential Impact, of The importance of safety at CDOT has been recognized at all levels Implementing Research Results through the Executive Safety Committee (ESC) which supports the implementation of JSA procedures. This study provides evidence of where safety needs to be examined in terms of use of Job Safety Analysis (JSA) forms. It is believed that the opportunity exists to make these corrections with the appropriate focus and ultimately, make a significant improvement to the current CDOT worker safety situation. It is anticipated that use of similar safety procedures such as completing and implementing JSA forms by other state DOTs would ultimately reduce the frequency and severity of injuries in the workplace. Web Links (if available) http://www.coloradodot.info/programs/research/pdfs/2009/workersafety. pdf/view
PROJECT INFORMATION
Project Title Development of Steel Design Details and Selection Criteria for Cost Effective and Innovative Steel Bridges in Colorado ID CDOT Report No. 2008-12 Project Cost $50,000 Duration 18 months SUBMITTER Submitter Agency CDOT Submitter Contact Aziz Khan Submitter E-mail [email protected] RESEARCH PROGRAM
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Sponsoring Agency or Organization CDOT Sponsoring Agency Contact Roberto DeDios Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research In recent years, pre-stressed concrete bridges have dominated the Project bridge type selection processes in Colorado. This can be attributed to a lack of steel mills combined with a strong presence of precast fabricators in the region. In addition, a lack of readily available economical and innovative procedures to design and construct steel bridges has hindered the industry in certain areas such as Colorado.
A CDOT study was completed which focused on investigating the use of compact rolled sections in the application of a simple-made-continuous design and construction approach to bridge design, with (1) steel beams placed and designed as simply supported for self-weight and wet concrete, termed dead load I (DL-1); (2) the beams designed as continuous and composite, i.e. once the concrete has cured. This continuous composite design is designed to carry railings, wearing surface, etc., termed dead load II (DL-2); and (3) the composite continuous section designed to carry live load (LL). Impact, or Potential Impact, of During the research study, a software package was created at Colorado Implementing Research Results State University (CSU) that takes user inputted data such as span lengths, out to out width, number of girders, and overhang along with various other inputs and outputs the lightest wide flange shape that will satisfy the loading. The girders were designed using appropriate provisions from the AASHTO LRFD Bridge Design Specifications 4th edition 2007.
Design charts and design tables were created for several one-, two- and three-span steel bridges. Each span arrangement for the design charts and tables was made using full widths of 39 ft, 44 ft, and 60 ft. Each chart and table depicted how the structural steel weight per square foot changes as the number of girders was increased as well as providing the lightest wide flange shape required to support the deck and traffic loads. These charts and tables also illustrate how the amount of structural steel needed changes when different spans were used. The design charts will aid the bridge type selection process by giving designers an accurate measurement of minimum steel requirements for numerous one-, two- and three-span steel bridges. Finally, steel fabrication and erection costs were gathered from regional steel fabricators and bridge contractors. This cost information led to an accurate measurement of the cost per square foot for the structural steel of a bridge to be built in Colorado. Overall, this research has provided CDOT and others who will use the software or design charts a tool that will facilitate the construction of innovative steel girder bridges.
Detailed design of a simple made continuous steel bridge girder system, design charts/tables and user‘s guide for the design software is included
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in the report. Web Links (if available) http://www.dot.state.co.us/Publications/PDFFiles/steelbridges.pdf
PROJECT INFORMATION
Project Title Development of an Internet-Based Tool for Estimating Flood Magnitudes ID CDOT Study No.105-08 Project Cost $125,000 Duration 36 months SUBMITTER Submitter Agency CDOT Submitter Contact Aziz Khan Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization CDOT/United States Geological Survey (USGS) Sponsoring Agency Contact Roberto DeDios Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Estimates of the magnitude and frequency of flood-peak discharges and Project flood hydrographs are used for a variety of purposes, such as the design of bridges, culverts, and flood-control structures, and for the management and regulation of flood plains.
At gaged sites, statistics can be obtained from existing publications. However, estimates are more-commonly needed at ungaged sites where no observed flow data are available. A variety of techniques may be used to make these estimates, including methods outlined in Colorado DOT Tech Manual 1 and SCS TR55, the rational method, and regionalized regression equations.
The manual methodologies for determining streamflow statistics suffer from several shortcomings. The manual methods are slow and resource- intensive. The results may not be reproducible because varying subjective methods often are used to determine the basin characteristics. Lastly, the methods often are not feasible for the public and non-hydrologists, because they require training, multiple data
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sources, and expensive computer software and resources; without adequate GIS datasets and a sufficient understanding of GIS techniques, basin characteristics may be inaccurate; and without an adequate grounding in statistical techniques, streamflow statistics may be generated incorrectly and without including information about statistical confidence intervals.
The objective of the study was an internet-based interactive tool for determining streamflow statistics at stream locations within Colorado where applicable streamflow regression equations have been developed. Impact, or Potential Impact, of StreamStats is now implemented for all of Colorado. This application Implementing Research Results implements regression equations for estimating instantaneous peak flows with probabilities of occurring in any given year of 50, 20, 10, 4, 2, 1, 0.5, and 0.2 percent. These statistics also are referred to as the 2-, 5-, 10-, 25-, 50-, 100-, 200-, and 500-year floods. In addition, StreamStats implements regression equations for estimating annual mean flows, mean flows for each month, the flows exceeded 10, 25, 50, 75, and 90 percent of the time, 7-day minimum flows with recurrence intervals of 2, 10, and 50 years, and 7-day maximum flows with recurrence intervals of 2, 10, and 50 years. All of the equations in Colorado StreamStats are documented in the report, entitled ― Regional regression equations for estimation of natural streamflow statistics in Colorado: U.S. Geological Survey Scientific Investigations Report 2009–5136 by Capesius, J.P., and Stephens, V.C.‖
Efforts are underway to make StreamStats operational for many States, with a long-term goal of national coverage. Work needed to implement StreamStats is generally done by the USGS in cooperation with various State and local agencies. The map below indicates States where StreamStats has been implemented, and where work on implementation is currently underway. Green States have fully implemented StreamStats applications, orange States have been completed and are in testing internally, and blue States are undergoing implementation.
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Web Links (if available) http://streamstats.usgs.gov/colorado.html
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Federal Highway Administration (FHWA)
PROJECT INFORMATION
Project Title Guidelines for the Load and Resistance Factor Design and Rating of Riveted and Bolted Gusset-Plate Connections for Steel Bridges ID TBD Project Cost $2,000,000 total ($500,000 from NCHRP) Duration 2 years SUBMITTER Submitter Agency FHWA Submitter Contact Justin Ocel Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FHWA is using SAFETEA-LU funds from Title V, Section 5202C ―High Performing Steel Bridge‖ and National Cooperative Highway Research Program funding. Sponsoring Agency Contact Justin Ocel Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Recent failures of gusset plate bridge connections and the current Project national urgency to properly design and rate gusset truss connections points to the need for further analytical and experimental investigations to verify and/or modify existing procedures and to provide guidance to bridge engineers for the proper design and rating of riveted and bolted gusset-plated connections. In addition, the lack of uniformity and best practices in the design and load rating of gusset connections results in confusion, unknown safety hazards, and possibly unnecessary checks. There is a pressing urgency to develop safe guidelines and procedures to help bridge owners design and load rate steel bridge gusset connections. These guidelines must be verified to ensure that connections are properly designed and rated without imposing unnecessary burdens. The new guidelines are expected to assure the safety of new and existing bridges as well as simplify design and rating to avoid unfavorable failure modes. Impact, or Potential Impact, of Results of the research will lead to more reliable load ratings of gusset Implementing Research Results plated connections. . Web Links (if available) http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails. cfm?projectid=FHWA-PROJ-08-0045
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PROJECT INFORMATION
Project Title Pier Scour in Clear-Water Conditions with Non-Uniform Bed Materials ID HRT-12-022 Project Cost $ 388,050.00 Duration 22 months SUBMITTER Submitter Agency FHWA Submitter Contact Kornel Kerenyi Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FHWA Sponsoring Agency Contact Kornel Kerenyi Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Pier scour design in the United States is currently accomplished through Project application of the Colorado State University (CSU) equation. Since FHWA recommended the CSU equation in 2001, substantial advances have been made in the understanding of pier scour processes. This report explains a new formulation for describing scour processes and proposes a new equation for pier scour design. A critical review of selected studies is summarized. A simplified scour mechanism is proposed in terms of a pressure gradient resulting from the flow- structure, flow-sediment, and sediment-structure interactions. An equilibrium scour depth equation is proposed based on this understanding of the scour mechanism and is validated and refined by a combination of laboratory and field data. The proposed equation is primarily applicable to clear-water scour conditions with non-uniform coarse bed materials. Impact, or Potential Impact, of The new design equation is incorporated in the latest version of HEC-18 Implementing Research Results (Evaluating Scour at Bridges). HEC-18 is the nationally recognized design guidance for estimating scour at bridges and is sponsored by the FHWA National Hydraulics Program. (www.fhwa.dot.gov/engineering/hydraulics/pubs/hif12003.pdf) Web Link http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/1 2022/index.cfm
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PROJECT INFORMATION
Project Title Field-Cast Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements ID FHWA HRT-12-038 FHWA HRT-11-022 FHWA HRT-12-042 Project Cost $400,000 Duration 36 months SUBMITTER Submitter Agency FHWA Submitter Contact Ben Graybeal Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FHWA Sponsoring Agency Contact Ben Graybeal Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Ultra-high performance concrete (UHPC) is an emerging construction Project material that has been demonstrated to advance the state-of-the-art for construction of prefabricated bridge elements and systems (PBES). Specifically, UHPC allows for significant simplifications in the design of the component connections, while simultaneously affording enhanced durability and simplified construction practices. As of early 2012, 20 bridges in the United States and Canada have been constructed using field-cast UHPC connections. The majority of these connections were constructed at the deck level, where great benefits can be captured by advancing the state-of-the-practice.
UHPC is a cementitious composite material composed of an optimized gradation of granular constituents, a water-to-cementitious materials ratio less than 0.25, and a high percentage of discontinuous internal fiber reinforcement. The mechanical properties of UHPC include compressive strength greater than 21.7 kips per square inch (ksi) (or 150 megapascals (MPa)) and sustained post-cracking tensile strength greater than 0.72 ksi (5 MPa).
FHWA‘s UHPC Research Program, ongoing since 2001, has recently completed a pair of studies focused on advancing the state-of-the-art for PBES connections through the use of UHPC technology. The studies were aimed at using the advanced mechanical and durability properties of UHPC to enable concurrent simplification and strengthening of field- cast connections between PBES components.
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The first study focused on deck-level connections such as those that would occur between precast bridge deck panels or between pre-decked bridge girders. This study, titled ―Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading‖, saw its results published through NTIS report PB2011-101995 with an executive summary published in FHWA HRT- 11-022. Key findings included that straight lengths of #5 reinforcing bars could be fully developed in less than 6 inches of embedment, allowing for simplified prefabrication and field assembly processes.
The second study focused on composite connections like those commonly required between bridge girders and bridge decks. The traditional design of these connections requires interlacement of reinforcement thus biasing the construction methodology toward cast-in- place concrete bridge decks. The use of precast concrete bridge decks has been hindered by the required complexity of the design and the resulting field construction issues. UHPC affords the opportunity to redesign the connection, allowing for high interface shear capacities without the need for interlacement of reinforcement. The rheological properties of the UHPC also allow for the casting of hidden connections, thus greatly reducing the complexity of the prefabrication and the field operations. This study, titled ―Ultra-High Performance Concrete Composite Connections for Precast Concrete Bridge Decks‖, saw its results published through NTIS report PB2012-107569 with an executive summary published in FHWA HRT-12-042. Key findings included that the tested connection design easily resisted all relevant structural design load levels and surpassed the performance exhibited by a conventional connection control specimen. This connection concept is applicable to both steel and concrete girders.
The growing interest in the use of UHPC connections for PBES prompted FHWA to develop a TechNote aimed at introducing the technology to interested bridge owners. The TechNote, titled ―Construction of Field-Cast Ultra-High Performance Concrete Connections‖ and published in FHWA HRT-12-038, focuses on answering common questions what arise prior to first deployments of this technology. Impact, or Potential Impact, of The use of UHPC connections can allow infrastructure owners greater Implementing Research Results latitude in the use of prefabricated components while enhancing the overall performance of the constructed system. In the near term, this technology allow for an acceleration of the transition away from cast-in- place concrete technology. As the use of prefabricated systems technology becomes more commonplace, the capabilities of UHPC will allow for further innovation in the design and construction of the infrastructure. The New York State Department of Transportation, who collaborated on this research effort through the Transportation Pooled Fund Program, is already beginning to mainstream the use of this technology on bridge projects and is expecting to reap the benefits of the use of these robust connections for years to come.
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Web Links (if available) http://www.fhwa.dot.gov/publications/research/infrastructure/structures/b ridge/12038/index.cfm
http://www.fhwa.dot.gov/publications/research/infrastructure/structures/1 1022/index.cfm
http://www.fhwa.dot.gov/publications/research/infrastructure/structures/h pc/12042/index.cfm
PROJECT INFORMATION
Project Title Capacity Analysis for Planning of Junctions (CAP-X) ID FHWA-PROJ-11-0017 Project Cost $10,000 In-house Research Duration 12 months SUBMITTER Submitter Agency FHWA - Office of Operations Research and Development Submitter Contact Joe Bared Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or FHWA - Office of Operations Research and Development Organization Sponsoring Agency Taylor Lochrane, Joe Bared Contact Sponsoring Agency [email protected]; [email protected] Contact’s E-mail RESEARCH AND RESULTS Brief Summary of the FHWA‘s Office of Operations Research and Development has developed an Research Project extensive new tool that expands on the previous release of the Alternative Intersection Selection tool in 2009. The Capacity Analysis for Planning of Junctions (CAP-X) as the name suggests, is a tool that can be used to evaluate selected types of innovative junction designs (8 intersections, 5 interchanges, and 3 roundabouts) using given peak flow volumes. The intersections and interchanges are evaluated using the method of critical lane volume summation to provide planning capacity assessment at each crossing. The roundabouts are evaluated using the equations in the HCM 2010 to determine lane capacities, except the 3-lane roundabout. The entire CAP-X tool has been developed in Excel and basic knowledge of Excel is necessary. This workbook is designed to be very simple with only volume counts and number of lanes needed to be keyed into the tool. The Excel workbook has 30 spreadsheets
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which analyze 15 different types of innovative junctions. Some of the key junctions in CAP-X include: displaced left turn, 3-lane roundabout, double crossover diamond, and the single point interchange. CAP-X is a simple and cost-effective sketch- planning tool that will help users focus on more effective intersection/interchange designs prior to conducting more demanding traffic simulation.
Web Links (if available) http://tsi.cecs.ucf.edu/index.php/cap-x
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Screenshot of Input Worksheet
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Example of Displaced Left Turn Work Sheet
PROJECT INFORMATION
Project Title Construction Quality Assurance For Design-Build Highway Projects ID FHWA-HRT-12-039 Project Cost In-house effort Duration 1 year SUBMITTER Submitter Agency Federal Highway Administration Submitter Contact Katherine Petros
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Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Federal Highway Administration Sponsoring Agency Contact Michael Rafalowski Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The design-build project delivery system offers several documented Project benefits over the traditional design-bid-build method on certain projects. While design-build offers the design-builder more control over design, materials, and construction methods than design-bid-build, the agency still has an important role in assuring quality. As agencies develop design-build procurement documents, it is important that roles and responsibilities for design-builder quality control and agency acceptance be clearly defined. The responsibility for acceptance by the agency (or their designated agent) is applicable regardless of the project delivery method used.
Design-build is often used on large, fast-paced projects, which can create challenges for conducting quality assurance activities. Coordination and communication between the design-builder and the agency is essential for effective quality management. By working together within a well-defined quality assurance program, the agency and design-builder can meet the goal of delivering a high quality project to the travelling public. This TechBrief strives to provide information on the issues that should be considered relative to quality assurance on design-build projects. Impact, or Potential Impact, of The purpose of this TechBrief is to help clarify the roles, responsibilities, Implementing Research Results and activities related to construction quality assurance on design-build projects. The specific topics discussed include quality assurance, quality control, and acceptance. Related topics such as independent assurance, dispute resolution, personnel qualification, laboratory qualification, and warranties are also discussed. Some requests for proposals and contract documents for design-build projects have incorrectly assigned responsibility for acceptance to the design-builder, which is not in accordance with 23 CFR 637. Additionally, because the design-build project delivery method is often used on large, complex, fast-paced projects, it presents some unique challenges that merit discussion.
Web Links (if available) http://www.fhwa.dot.gov/publications/research/infrastructure/12039/index .cfm
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PROJECT INFORMATION
Project Title LTPP Computed Parameter: Dynamic Modulus
ID FHWA-HRT-10-035 and FHWA-HRT-11-018
Project Cost $316,751
Duration 24 months
SUBMITTER
Submitter Agency FHWA, Turner-Fairbank Highway Research Center
Submitter Contact Larry Wiser
Submitter E-mail [email protected]
RESEARCH PROGRAM
Sponsoring Agency or Organization FHWA, Long-Term Pavement Performance (LTPP)
Sponsoring Agency Contact Larry Wiser
Sponsoring Agency Contact’s E-mail [email protected]
RESEARCH AND RESULTS
Brief Summary of the Research The dynamic modulus, |E*|, is a fundamental property that defines the Project stiffness characteristics of hot mix asphalt (HMA) mixtures as a function of loading rate and temperature. In spite of the demonstrated significance of |E*|, it is not included in the current Long-Term Pavement Performance (LTPP) materials tables because the database structure was established before |E*| was identified as the main HMA property in the Mechanistic Empirical Pavement Design Guide (MEPDG). The objective of this study was to use readily available binder, volumetric, and resilient material properties in the LTPP database to develop |E*| estimates. This report provides a thorough review of existing prediction models. In addition, several models have been developed using artificial
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neural networks for use in this project. This report includes assessments of each model, quality control checks applied to the data, and the final structure and format of the dynamic modulus data added to the LTPP database. A program was also developed to assist in populating the LTPP database, and the details of the program are provided in this report.
Impact, or Potential Impact, of The LTPP database was populated with |E*| values at five temperatures Implementing Research Results and six frequencies by using the prioritized ANN models. More than 1,000 layers in the LTPP database now have |E*| estimate information available as a result of this study. These populated values will allow users of the LTPP database to develop a master curve for independent analysis or for input directly into the MEPDG. In addition, master curve sigmoidal parameters and temperature shift factors were computed and included in the population effort. These layers have binder data available at a combination of different aging conditions: unaged (original), rolling thin film oven (RTFO) aged, pressure aging vessel (PAV) aged, or field aged.
Additionally, user-friendly software was developed to facilitate dynamic modulus computations. The executable software can batch process data from a file to compute large quantities of dynamic modulus estimates in accordance with the model hierarchy. The program also has a feature that allows the user to manually input known parameters and select a model to use in computing dynamic modulus. The software can be obtained at no cost from the LTPP Customer Support Service Center at [email protected] or at 202-493-3035.
Web Links (if available) http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/l tpp/10035/index.cfm
http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/l tpp/11018/index.cfm
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PROJECT INFORMATION
Project Title Safety Evaluation of the Safety Edge Treatment ID Project Cost $381,000 Duration 4 years (2006-2010) SUBMITTER Submitter Agency Office of Safety R&D, Federal Highway Administration Submitter Contact Carol H. Tan Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Office of Safety R&D, Federal Highway Administration Sponsoring Agency Contact Carol H. Tan Sponsoring Agency Contact’s E- [email protected] mail RESEARCH AND RESULTS
Brief Summary of the Research Development of the Safety EdgeSM treatment was based on a desire to
Project reduce drop-off-related crashes. The Safety EdgeSM is an innovative treatment that provides a pavement edge sloped at a 30 degree angle (see figure), which makes it easier for a driver to safely reenter the roadway after inadvertently driving onto the shoulder.
When used in conjunction with resurfacing, the safety edge treatment is a cost-effective safety improvement that can reduce crashes and fatalities. This study evaluated the effectiveness of this roadway treatment and utilized a before-after empirical Bayes (EB) analysis for determining a crash reduction factor. The study also conducted a benefit-cost analysis to
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determine the advantages of applying this treatment to rural highways.
The evaluation was conducted as part of an eight-State Federal Highway Administration (FHWA) pooled-fund study. Three States—Georgia, Indiana, and New York—implemented the safety edge treatment and participated in a multiyear evaluation of the treatment. The evaluation considered the following types of study sites: • Treatment sites: resurfaced and treated with the safety edge. • Comparison sites: resurfaced but not treated with the safety edge. • Reference sites: similar to the treatment and comparison sites but were not resurfaced. The following conclusions were reached through this research:
• The results of the EB evaluation indicate that for all two–lane highway sites in two States, the best estimate of the effectiveness of the safety edge treatment is a reduction in total crashes of approximately 5.7 percent. • The cost of adding the safety edge treatment to a resurfacing project is minimal. • Benefit–cost analysis based on the estimated 5.7 percent crash reduction effectiveness found that this treatment is so inexpensive that it is highly cost–effective for application in a broad range of conditions on two–lane highways. Minimum values for benefit– cost ratios ranged from 4 to 44 for two–lane highways with paved shoulders and from 4 to 63 for two–lane highways with unpaved shoulders.
Related Efforts:
The Safety EdgeSM is an Every Day Counts (EDC) Initiative strategy selected for deployment in 2011.
The FHWA recently began a study to develop a crash modification factor (CMF) for application the Safety EdgeSM on two-lane rural roads.
Impact, or Potential Impact, of The research results suggest that the Safety EdgeSM treatment is highly Implementing Research Results cost–effective under a broad range of conditions. The safety edge treatment is likely to be a good safety investment in most situations and is especially so for roadways with higher volumes, where higher crash frequencies are expected.
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Web Links (if available) Link to Final Report: http://www.fhwa.dot.gov/publications/research/safety/11024/index.cfm
http://www.fhwa.dot.gov/publications/research/safety/11024/11024.pdf
Link to Report Summary: http://www.fhwa.dot.gov/publications/research/safety/hsis/11025/index.cf m http://www.fhwa.dot.gov/publications/research/safety/hsis/11025/11025.pd f
Link to FHWA‘s Every Day Counts Webpage on Safety EdgeSM http://www.fhwa.dot.gov/everydaycounts/technology/safetyedge/intro.cfm
PROJECT INFORMATION
Project Title Interactive Highway Safety Design Model (IHSDM) ID 2011 IHSDM Public Release (9/2011) and Updates (3/2012) Project Cost $5 million (Multiple contracts) Duration 6 years (2008-2014) SUBMITTER Submitter Agency Office of Safety R&D, Federal Highway Administration Submitter Contact Shyuan-Ren (Clayton) Chen Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Office of Safety R&D, Federal Highway Administration (FHWA) Sponsoring Agency Contact Shyuan-Ren (Clayton) Chen Sponsoring Agency Contact’s E- [email protected] mail RESEARCH AND RESULTS Brief Summary of the Research The Interactive Highway Safety Design Model (IHSDM) is a suite of Project software tools that supports project-level geometric design decisions by providing quantitative information on the expected safety and operational performance.
IHSDM-related research has been underway since mid-1990, conducted and managed by the FHWA‘s Geometric Design Laboratory (GDL) located
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at the Turner-Fairbank Highway Research Center in Virginia.
A major milestone was reached in January 2003 when the public release of IHSDM for two-lane rural highways was first made available. During the past few years, Federal Highway Administration has continued to make improvements in the user interface and software functionalities.
In 2011, the American Association of State Highway and Transportation Officials (AASHTO) published the first edition of the Highway Safety Manual (HSM). The HSM provides tools to conduct quantitative safety analyses and consists of Parts A (Introduction and Fundamentals), B (Roadway Safety Management Process), C (Predictive Method) and D (Crash Modification Factors).
The primary objective of 2010 Release of IHSDM Crash Prediction Module (CPM) is intended to be a faithful software implementation of HSM Part C, which includes crash prediction methodologies for two-lane rural highways, multilane rural highways, and urban/suburban arterials.
The complete and most recent release of IHSDM suite consists of six modules namely Policy Review, Crash Prediction, Design Consistency, Intersection Review, Traffic Analysis, and Driver/Vehicle. With the exception of Crash Prediction Module, the other IHSDM evaluation modules are currently applicable to rural two-lane highways only.
Two major features were added to the 2011 Release of IHSDM as follows: A newly developed Calibration Utility to assist agencies in implementing the calibration procedures described in the Appendix to Part C of HSM; and Adding the newly published 2011 AASHTO Policy on Geometric Design of Highways and Streets, aka the ―Green Book‖, policies to the Policy Review Module and Intersection Review Module.
Efforts are also underway to develop additional crash prediction capabilities to address freeways and interchanges per research outcomes by the National Cooperative Highway Research Program. Impact, or Potential Impact, of Benefits of using HSM/IHSDM: Implementing Research Results Allows safety to be quantitatively evaluated alongside other transportation performance measures such as traffic operations, environmental impacts, and construction costs. Analysis results help project developers make design decisions that improve the expected safety performance of designs. IHSDM helps project planners, designers, and reviewers justify and defend geometric design decisions. Web Links (if available) IHSDM Research Web Site: http://www.fhwa.dot.gov/research/tfhrc/projects/safety/comprehensive/ihsd m/index.cfm
IHSDM Public Software Web Site: http://www.ihsdm.org
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Highway Safety Manual Web Site: http://www.highwaysafetymanual.org
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Transportation Excellence Through Research
Florida Department of Transportation (FDOT)
PROJECT INFORMATION
Project Title Base Connections for Signal/Sign Structures ID BDK75 977-32 Project Cost $176,513 Duration 28 months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FDOT Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research After extreme wind-loading from four major hurricanes in 2004 caused Project the anchor bolt base connections of several large cantilever sign structures on the Interstate to fail, FDOT began research to address pole-to-foundation connection failures. University of Florida researchers examined and tested alternative base connection designs with the goal of developing a better load transfer mechanism and a higher American Association of State Highway and Transportation Officials (AASHTO) fatigue threshold than the anchor bolt/annular base plate system. This project focused on how the steel stub base above the concrete installation transfers flexural and torsional loads to the pole through the bolted telescopic splice. Through testing, researchers obtained a detailed representation of the behavior of the tapered through-bolt telescopic sleeve base-connection components and determined how the load is transferred along both the length of the telescopic splice and across the through-bolts.
Impact, or Potential Impact, of The tapered through-bolt telescopic sleeve base connection eliminates Implementing Research Results the use of anchor bolts, which had been determined to be the weakest component of cantilever signal and sign structures. The tapered through-bolted telescopic sleeve base connection was shown to be a viable alternative for transferring both flexural and torsional loads as
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applied to cantilever signal or sign structures, which improves the performance and safety of sign structures.
Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_STR/FDOT_BDK75_977-32_rpt.pdf
Figure 1: The telescopic splice with strain gauges placed on the compression face of the outer pole.
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PROJECT INFORMATION
Project Title Guidebook for Using Automatic Passenger Counters for NTD Reporting ID BDK85 977-04 Project Cost $95,000 Duration 22 months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FDOT Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Planning for and funding public transportation is based on ridership. Project Increasingly, the data is collected with automated passenger counters (APC) that detect passengers entering and leaving vehicles. University of South Florida researchers produced a guidebook to assist local authorities in using APCs, meeting National Transit Database (NTD) specifications for data submission, and qualifying for Urban Area Formula Program funds. Impact, or Potential Impact, of The use of the guidebook is expected to help agencies better meet Implementing Research Results NTD reporting requirements and reduce the possibility of reported APC data not being included in the apportionment for Section 5307. Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_PTO/FDOT_BDK85_977-04_rpt.pdf
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Figure 2: This image shows one type of automated passenger counter mounted unobtrusively into the top of a bus doorway.
PROJECT INFORMATION
Project Title Durability of In Situ Pipe Repair ID BDK75 977-38
Project Cost $100,000
Duration 16 Months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM
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Sponsoring Agency or Organization FDOT Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research FDOT constructs, manages, and maintains a significant portion of the Project stormwater pipe infrastructure in Florida. Pipes are usually located below other infrastructure, so repair operations tend to be difficult, disruptive, and expensive. Damage to pipe ranges from leaking joints and cracking to punctures. Over 4 years, FDOT accumulated expertise about pipe repair in the form of a Pipe Repair Matrix. The matrix is a Web-based compendium that engineers, FDOT personnel, and contractors can use to identify the best pipe repair method for a specific type of damage and setting. The matrix covers methods for metal, high- density polyethylene (HDPE), polyvinyl chloride (PVC), and concrete pipe. Information in the matrix is a compilation of FDOT specifications, design standards, and repair procedures. The matrix is enhanced continuously by FDOT experience and research findings, and is a guidance document for use by pipe engineers in conjunction with current American Society for Testing and Materials (ASTM) and AASHTO documents to provide a series of options for pipe repair.
Impact, or Potential Impact, of This project helped to establish a protocol for reporting pipe repairs and Implementing Research Results a database repository to assist in accumulating and accessing repair information. Use of the matrix will lead to better repairs and prolonged service life of pipe installations, and save FDOT millions of dollars over the service life of many pipe networks.
Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_CN/FDOT_BDK75_977-38_rpt.pdf
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Figure 3: In August 2008, Tropical Storm Fay dropped 18-24 inches of rain in the Tallahassee, Florida, area. A section of Capital Circle NE/U.S. 319 buckled and collapsed when underground drainage pipe failed.
PROJECT INFORMATION
Project Title Operational and Safety Impacts of Restriping Inside Lanes of Urban Multilane Curbed Roadways to 11 Feet or Less to Create Wider Outside Curb Lanes for Bicyclists ID BDK82 977-01 Project Cost $176,837 Duration 18 Months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FDOT Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Roads without dedicated bicycle lanes require motorists and bicyclists to
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Project share the outside curb lane. The overtaking motorist‘s decision as to how to pass a bicyclist has important implications to the cyclist‘s safety. A potential solution on some roads is restriping so that the outer lane becomes wider, borrowing space from inner lanes. Researchers from Florida State University and the University of North Florida studied sites where lanes had been restriped to observe what drivers did when they encountered bicyclists on asymmetrically striped, multi-lane roads. Researchers cycled on urban roads and videotaped over 2,000 passing events at 19 sites in 10 Florida cities. Data analysis showed that lateral spacing between motor vehicles and bicyclists was strongly influenced by outside lane width. Motorists passed closer to bicyclists when the outside lane was narrower, the inside lane was occupied, the passing vehicle was smaller, and the bicyclist was male. Vehicles were more likely to move into an inside lane when the outside lane was narrower, when lane changing conditions were unrestricted, or when the cyclist was female. There was a tendency for motorists to shift to the inside lane after realizing there was a bicyclist downstream. Generally, motorists reduced speed when passing bicyclists and accelerated afterward. Impact, or Potential Impact, of The research showed that all types of crashes (fatal, with injury, and Implementing Research Results property damage only) decreased as the outside lane width increased to greater than 12 feet, demonstrating that asymmetrical striping could be a feasible method to increase safety on roadways lacking adequate space for dedicated bicycle lanes. Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_RD/FDOT_BDK82_977-01_rpt.pdf
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Figure 4: Where there is no bike lane, this driver gives the bicyclist as wide a berth as possible while staying in the lane.
PROJECT INFORMATION
Project Title Database for Corridor Analysis of On-Ramp Signals ID BDK80 977-08 Project Cost $180,000 Duration 18 months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FDOT
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Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Not all freeway locations are suitable for ramp signaling. In this project, Project researchers developed guidance for ramp signal warranting, which is the process of evaluating ramps and determining whether they are candidates for ramp signal implementation. Researchers reviewed ramp signaling guidelines from a number of jurisdictions in the United States and abroad. From this collection of guidelines, the researchers developed recommendations that are implemented in Florida.
Impact, or Potential Impact, of Ramp signals increase roadway capacity and travel speed when used in Implementing Research Results appropriate locations. This research will improve the implementation of ramp signals in Florida, avoiding inappropriate installations. Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_TE/FDOT_BDK80_977-08_rpt.pdf
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PROJECT INFORMATION
Project Title Evaluation of Pollution Levels Due to the Use of Consumer Fertilizers under Florida Conditions ID BDK78 977-04
Project Cost $170,525
Duration 15 Months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FDOT Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Excessive nitrogen and phosphorus applied as fertilizer washes into Project rivers, lakes, and other surface waters through stormwater runoff, causing algal blooms and depleting oxygen levels. The Lower St. Johns River Basin Management Action Plan (BMAP), adopted in partnership with local industry, cities, counties, and the St. Johns River Water Management District, directs FDOT District 2 to reduce nitrogen in surface waters by 18,472 pounds per year to meet its proportional share. The BMAP directs FDOT to purchase Total Maximum Daily Load (TMDL) credits at a cost of $500,000-$1,000,000 per year for 20 years if it is unable to meet the reduction target. To ensure healthy turf and prevent erosion, District 2 standard practice was to apply fertilizer at an annual rate of 500 pounds per acre to the 15 feet adjacent to pavement edges of FDOT-maintained roads. Researchers at the University of Central Florida‘s Stormwater Management Academy determined that of the 112,020 pounds of nitrogen applied annually, 18,477 pounds wash into surface waters, slightly more than the target of 18,472 pounds. FDOT determined that it could meet its TMDL target simply by ceasing to apply fertilizer to roadside vegetation. Impact, or Potential Impact, of FDOT is reducing nutrient loading by 18,477 pounds per year, saving Implementing Research Results approximately $150,000 per year in fertilizer and application costs and avoiding fines. Researchers hypothesize that the natural content of nitrogen in North Florida soils and the nitrogen deposition in rainfall are sufficient to maintain healthy roadside turf and prevent erosion.
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Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_RD/FDOT_BDK78_977-04_rpt.pdf
Figure 5: Example of an algal bloom. Caloosahatchee River, June 2008
PROJECT INFORMATION
Project Title Base Course Resilient Modulus for the MEPDG ID BDK75 977-10 Project Cost $222,308 Duration 41 months SUBMITTER Submitter Agency FDOT Submitter Contact Darryll Dockstader Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FDOT
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Sponsoring Agency Contact Darryll Dockstader Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research investigated models and parameter inputs associated with Project the Mechanistic Empirical Pavement Design Guide (MEPDG) treatment of road base, specifically the Climatic Model and the modulus values required for Level-2 and Level-3 analyses. Tests were conducted to determine why a limerock base experiences a strength gain after drying. Results quantified this strength increase and showed that this effect was not due to cementation, rather to suction, and that the increase in strength will reverse if moisture increases. The modulus/moisture relationship employed in the MEPDG Climatic Model under-predicts this strength increase, potentially making the model overly conservative. The second objective of this research evaluated modulus parameter inputs to the MEPDG. For Level-2 and Level-3 analyses material parameter inputs, modulus is input as a single linearly elastic parameter. However, modulus is nonlinear versus several critical factors, and the MEPDG does not describe a procedure for determining this single modulus value. This research characterized base modulus nonlinearity, developing a nonlinear response model using laboratory data for nonlinear pavement analysis, and attempted to determine a single effective modulus for base layers. Using a single effective modulus was shown to be possible for pavement cracking models, but not for rutting models due to high non-linearity in the sub-layer. For this reason the use of a single effective modulus is not practical at this time.
Impact, or Potential Impact, of Data on the potentially overly conservative treatment of changes in Implementing Research Results limerock strength as moisture varies by the MEPDG Climatic Model should influence road base designs going forward. With accurate measurement of this strength increase it is now possible to build more economical road base designs without affecting road life.
Web Links (if available) http://www.dot.state.fl.us/research- center/Completed_Proj/Summary_SMO/FDOT_BDK75_977-10_rpt.pdf
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Transportation Excellence Through Research
Georgia Department of Transportation (GDOT)
PROJECT INFORMATION
Project Title Bridge Repair and Strengthening Study, Parts 1 and 2 ID RP 08-05 (Part1); RP 11-09 (Part 2) Project Cost $350,406 (Part 1); $396,998 (Part 2) Duration Part 1: 30 months (02/03/2010 – 08/03/2012); Part 2: 30 months (04/11/2011 – 10/11/2013) SUBMITTER Submitter Agency Georgia Department of Transportation Submitter Contact Ms. Supriya Kamatkar Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Georgia Department of Transportation Sponsoring Agency Contact David Jared, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research examines the structural performance of three methods for Project in-place shear strengthening, repair, and upgrade of bridge components in Georgia. The methods include: (1) external clamping system with post-tensioned rods including the development of all stainless steel post- tensioned rod system; (2) polymer composite system with carbon fiber reinforcement; and (3) polymer composite system with stainless steel fiber reinforcement. The research primarily focused on the pier caps. The research is divided into two parts, and both parts are currently ongoing. Part 1 is a laboratory investigation, and Part 2 covers field implementation. Impact, or Potential Impact, of Georgia DOT is currently strengthening concrete bridges to reduce or Implementing Research Results remove weight restrictions and/or to provide ten or more years of service life until they can be replaced. This research will provide the Office of Bridge Design with alternative methods for in-place strengthening, repair, and upgrade of deficient bridge structures. It is estimated that approximately 700 bridges could benefit from strengthening, primarily for bent caps or reinforced concrete deck girders. Use of these methods in bridge strengthening and repairs has a potential of saving millions of dollars. Web Links (if available) N/A
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PROJECT INFORMATION
Project Title Impact of Environmental Justice Analysis on Transportation Planning ID RP 10-18 Project Cost $50,000 (GDOT); $50,000 (UTC) Duration 13.5 months SUBMITTER Submitter Agency Georgia Department of Transportation Submitter Contact Ms. Supriya Kamatkar Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Georgia Department of Transportation Sponsoring Agency Contact David Jared, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objectives of the study were to determine the state-of-the-practice of Project Environmental Justice (EJ) in Transportation, assess the status of EJ implementation at Georgia Department of Transportation (GDOT) and make recommendations for next steps for the agency to enhance its capabilities for demonstrating EJ outcomes. The study was conducted through (1) a review of EJ in Transportation literature to determine common and effective practices; (2) an internal assessment of GDOT‘s policies, programs and activities in EJ; (3) the development of a maturation model based on a comparison of the federal guidelines for EJ in Transportation with the state-of-the-practice in State departments of transportation (DOTs); (4) a targeted survey of State DOTs with common and effective practices; and (5) a gap analysis applying the maturation model to the surveyed State DOTs and GDOT to determine next steps for enhancing GDOT capabilities for demonstrating EJ outcomes. The maturation model depicts various phases of EJ policies, programs, and activities at State DOTs, with respect to achieving EJ outcomes. This model was applied to nine different programs to benchmark GDOT‘s program along a range of maturing programs and to help identify opportunities to enhance the program at GDOT. The maturation model includes a first phase that focuses on putting policies, processes, and tools in place for involving target groups in project development and evaluating the disproportionality of benefits and burdens. The second phase of the model focuses on evaluating the outcomes of EJ actions (in terms of both benefits and burdens) either through technical analysis or evaluation of the general public or target groups. The third phase focuses on linking the EJ analysis results (from the second phase) with resource allocation decisions and the
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development of policies to ensure that intended EJ outcomes are being met. Impact, or Potential Impact, of This research made recommendations for advancing GDOT‘s EJ Implementing Research Results effectiveness that would allow the agency to better fulfill the process and outcome requirements of the EJ Executive Order. Web Links (if available) http://www.dot.ga.gov/doingbusiness/research/projects/Documents/1018 .pdf
PROJECT INFORMATION
Project Title Durability of Precast Prestressed Concrete Piles and Pile Caps in Marine Environment: Reinforcement Corrosion and its Mitigation, Parts 1 and 2 ID RP 07-30 (Part 1); RP10-26 (Part 2) Project Cost $205,641 (Part 1); $250,645 (Part 2) Duration Part 1: 13 months (12/01/2009 – 01/01/2010); Part 2: 13 months (12/03/2010 – 06/03/2012) SUBMITTER Submitter Agency Georgia Department of Transportation Submitter Contact Supriya Kamatkar Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Georgia Department of Transportation Sponsoring Agency Contact David Jared, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research project is determining methods which may be applied Project economically to mitigate corrosion of reinforcement in precast, prestressed concrete piles in Georgia‘s marine environments. The overall goal is to improve the durability of bridge piles so that a design life of 100 years may be achieved. Main objectives include: (1) evaluating the extent of corrosion damage in Georgia‘s piles and success of methods used for improving pile durability; (2) studying other State DOT‘s practices for pile reinforcement corrosion mitigation; (3) testing field and lab samples; (4) identifying further research needs. Part 1 is complete and Part 2 is ongoing. Preliminary conclusions from Part 1 are that a special high-performance, high-durability concrete needs to be developed and that non-corrosive prestressing strands and non-
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prestressed reinforcing steel should be used. The research also found that the high-strength, stainless steel prestressing strands certainly have the potential to greatly improve the durability of precast, prestressed concrete bridge piles and to provide the desired 100-year life. Based on these findings, GDOT has recently started a new research project, ―Corrosion-Free Precast Prestressed Concrete Piles made with Stainless Steel Reinforcement: Construction, Test and Evaluation.‖ Impact, or Potential Impact, of Premature deterioration of piling in just one bridge could result in several Implementing Research Results million dollars of repair and replacement costs. Finding materials, construction methods, and design procedures for mitigating corrosion has the potential to save millions of dollars in repair and replacement costs for bridge supporting structures. New bridge design and construction must assure a 75 to 100-year design life. This research defines the most cost effective materials, concrete and steel, which are currently being used to satisfy this durability requirement. It summarizes for the bridge designers and which materials and methods have been found to best assure durable piles in Georgia. Design recommendations will be developed that may be implemented by GDOT engineers. Web Links (if available) N/A
PROJECT INFORMATION
Project Title Assessment of the Impact of Future External Factors on Road Revenues* ID RP 10-14 (UTC SubProject) Project Cost $100,000.00 Duration 17 months (09/15/10 – 02/15/12) SUBMITTER Submitter Agency Georgia Department of Transportation Submitter Contact Binh H. Bui Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Georgia Department of Transportation Sponsoring Agency Contact David Jared, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research As Georgia‘s population and road congestion increases, an even greater Project strain will be placed on GDOT‘s transportation funding and budget.
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Understanding how much funding is and will be available under the current revenue collection system is an important aspect of assessing whether GDOT can continue to operate in its current capacity. Thus, predicting motor fuel tax revenue into the future is a critical aspect in GDOT planning. It involves numerous assumptions of future variable trends not limited to demographic, economic, environmental and governmental factors, etc., and how these variables interact in the future. This study provided a modeling tool to observe the impact of variable changes on travel behavior and ultimately, motor fuel tax revenue. The resulting model is designed to aid GDOT planners in making assessments under different future scenarios. This model‘s structure and methodology is designed to stay relevant for many years, since it is adaptable to changes in demographic, technological, environmental and governmental variables. Impact, or Potential Impact, of This research develops a model that can be used to assess the Implementing Research Results implications of changes in a variety of factors that have been shown to influence overall transportation revenue levels. These factors include (but are not limited to) oil production, fuel efficiency, clean energy, public transit, etc., in the ―all-of-the-above‖ energy policy currently pursued by the White House administration. The model is intended to be a ―revenue estimation toolbox‖ that allows GDOT planners and budget officials to assess quickly how different scenarios could impact future fuel tax revenue in Georgia. This can be used to assess funding gaps when compared to expected needs and to help planners and decision makers understand how fluctuations in different inputs would likely affect overall revenue. For example, with respect to fuel efficiency technology, the reduction in revenues from electric and hybrid vehicles entering the fleet over the next decades was investigated. The analysis showed that the reduced motor fuel tax revenues due to this market entrance would be in the tens of millions of dollars annually in future years, and potentially hundreds of millions when measured in decades. Web Links (if available) N/A
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Illinois Department of Transportation (IDOT)
PROJECT INFORMATION
Project Title Development of A Highway Incident Management Operational and Training Guide ID ICT-R27-064 Project Cost $136,015 Duration 24 months SUBMITTER Submitter Agency IDOT Submitter Contact Amy Schutzbach Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization IDOT / Illinois Center for Transportation Sponsoring Agency Contact Amy Schutzbach Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Safety is a key priority of IDOT. When accidents occur, responders are Project placed in the dangerous situation of dealing with the accident while exposed to high-speed traffic and unpredictable drivers. Additional crashes (or secondary incidents) sometimes result, and are often more severe than the original accident. Huaguo Zhou and Ryan Fries, researchers at Southern Illinois University Edwardsville, studied ways to help ensure responder safety. Incident response agencies throughout Illinois were surveyed to determine the current level and type of incident management training provided to each group of responders. Based on the results of the survey and a review of training materials from Federal, State, and regional agencies and organizations a training program was developed.
The main objective of the training is to keep responders safe, prevent secondary incidents, and reduce fatalities in Illinois, while reducing non- recurring congestion caused by the incidents.
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Impact, or Potential Impact, of Two pilot training sessions yielded very positive feedback from over 50 Implementing Research Results participants and have attracted attention nationwide. As a result, a Phase II study was initiated to expand on the training. The researchers will develop online modules for participants to complete prior to attending the classroom training session, as well as collaborative opportunities for responders to refresh their skills frequently through an online forum.
“The Highway Incident Management Training program has greatly improved operations in response to traffic incidents. The fundamental key to this training is to ensure responders understand all safe practices, along with the equipment and resources currently available to more effectively react to incidents statewide.”
Illinois DOT Secretary Ann Schneider
Web Links (if available) http://ict.illinois.edu/publications/report%20files/FHWA-ICT-11-088.pdf
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PROJECT INFORMATION
Project Title Green Friendly Best Management Practices (BMP) for Interstate Rest Areas ID ICT-R27-074 Project Cost $100,000 Duration 12 months SUBMITTER Submitter Agency IDOT Submitter Contact Amy Schutzbach Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization IDOT / Illinois Center for Transportation Sponsoring Agency Contact Amy Schutzbach Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Illinois maintains 53 rest area buildings which are visited by nearly 40 Project million people per year. Energy costs have risen at the rest areas, and so any "Green Friendly" techniques that will save money and illustrate Illinois‘s commitment to be environmentally conscious are viewed favorably. This research, conducted by Khaled El-Rayes, Liang Liu, and Moatassem Abdallah of the University of Illinois at Urbana-Champaign, was designed to look at individual sites and determine what modifications could be made to encourage energy savings while being "Green Friendly.‖
Energy and cost baseline data over a one-year period were gathered for all 53 buildings, with more detailed on-site assessments conducted at three selected rest areas. A review of available energy saving alternatives, Leadership in Energy and Environmental Design (LEED) certification requirements, and decisionmaking and optimization techniques was made. Life Cycle Cost Analysis was conducted to determine the overall costs and payback periods of the selected alternatives. A Decision Support Tool was developed to identify optimal upgrade decisions for rest area buildings.
Impact, or Potential Impact, of Specific recommendations were made for upgrading the three selected Implementing Research Results rest areas, which would result in reducing energy consumption between 38.7 and 60.8 percent. The research team identified additional promising research areas needing further analysis. Based on these favorable results, a Phase II study is currently underway. The Phase II study will develop specific recommendations for the six rest areas in Illinois with
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the highest energy consumption levels and will also expand the capabilities of the Decision Support Tool, allowing it to be used for any public building. It is anticipated that the Decision Support Tool will be shared within and outside the State of Illinois.
“With increasing utility costs, and declining State Budgets this project makes perfect sense. Our rest areas are greeting points for travelers from within and outside of Illinois and this provides an opportunity to show them how we are trying not only to be more fiscal minded but also more environmentally friendly.”
Craig Mitckes, Roadside Maintenance Manager IDOT, Bureau of Operations
Web Links (if available) http://ict.illinois.edu/publications/report%20files/FHWA-ICT-11-082.pdf
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PROJECT INFORMATION
Project Title An Expert Systems Approach to Highway Construction Scheduling* ID ICT-R27-086 Project Cost $81,876 Duration 12 months SUBMITTER Submitter Agency IDOT Submitter Contact Amy Schutzbach Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or IDOT / Illinois Center for Transportation Organization Sponsoring Agency Contact Amy Schutzbach Sponsoring Agency Contact’s E- [email protected] mail RESEARCH AND RESULTS Brief Summary of the Research The goal of this project conducted by Dianne Slattery, Kerry Slattery, and Project Richard Bruce of Missouri State University was to assist design engineers in developing more realistic construction schedules for a wide variety of IDOT projects. The research involved conducting in-depth interviews with subject matter experts in IDOT and highway construction firms; reviewing the scholarly literature and published research on expert systems in highway construction scheduling and productivity rates for highway construction activities; analyzing historical weather records published by the National Oceanic and Atmospheric Administration (NOAA) to determine the probable periods during which weather-sensitive construction operations could be conducted; and synthesizing the expert knowledge developed from all sources in a software tool to assist designers in developing schedules for a variety of typical highway construction activities.
The report includes the user manual and documentation for a computer program, the Illinois Construction Scheduling Expert System (ICSES), developed using Visual Studio 2008. ICSES provides 12 road and bridge project templates, each containing typical controlling items and their sequential relationships, links controlling items to the schedule using historical temperature trends at the project location, and provides expert guidance on how to select appropriate production rates for controlling items. The output, which provides a bar chart schedule with a completion date and the number of calendar days and working days, tabulates the Estimate of Time Required.
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Impact, or Potential Impact, of The development of a user-friendly software tool to assist highway Implementing Research Results designers in the preparation of project schedules will help preserve the institutional knowledge held by IDOT designers and engineers and infuse new knowledge currently held by construction professionals. The tool will assist IDOT in selecting the most probable duration of a project, and provide a better understanding of the critical decision points that impact project completion. In addition, a weather risk visualization tool will allow a better assessment of potential locations for year-round construction operations in Illinois. Illinois has already received a request from a nearby State to acquire the ICSES software.
Web Links (if available) http://ict.illinois.edu/publications/report%20files/FHWA-ICT-11-089.pdf
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PROJECT INFORMATION
Project Title Implementing Pavement Management Systems for Local Agencies ID ICT-R27-087 Project Cost $99,099 Duration 1 year 2 months SUBMITTER Submitter Agency IDOT Submitter Contact Amy Schutzbach Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization IDOT / Illinois Center for Transportation Sponsoring Agency Contact Amy Schutzbach Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Pavement management systems (PMS) have proven to be an effective Project tool for management of large State and metropolitan pavement networks. Although smaller agencies no doubt have similar operational and organizational needs and face the same general challenges as larger agencies, there are still many county and municipal agencies in Illinois that have not implemented pavement management systems. Regardless of whether this is due to the lack of adequate resources to establish the initial database and set up the system, or whether there is a general lack of technical expertise to implement the program, local agencies are in need of a methodology for effectively managing the various components of their pavement network.
A research team from Applied Pavement Technology, Inc. (Angela Wolters and Kathryn Zimmerman) and Bradley University (Kerrie Schattler and Ashley Rietgraf) conducted a literature review to identify innovative approaches being taken to pavement management, with an emphasis on local agency implementations. The team contacted several pavement management software vendors to obtain detailed information about their software to support the development of guidelines. An online survey was developed and distributed to municipal and county engineers around the State, and the responses were used to identify agencies to highlight as case study examples. Applied Pavement Technology, Inc. also conducted interviews with local agencies and IDOT staff to gain information for the development of the guidelines. Finally, a synthesis of pavement management practice was developed to provide an overview of the various processes selected agencies underwent in implementing their respective systems.
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(See figures below this table.) Impact, or Potential Impact, of Two documents were produced: a state-of-the-art/state-of-the-practice Implementing Research Results synthesis and a set of guidelines to assist local agencies in selecting and implementing a pavement management system that is suitable for their needs. The synthesis document provides details on pavement management systems in terms of data collection methodologies and rating systems, software programs, and local agency implementations across the United States. Also documented are the results of a current practice survey disseminated to local agencies in Illinois, as well as case studies of selected agencies in Illinois that have a PMS implemented in their jurisdictions.
Institutional issues that may hinder PMS implementation by local agencies were also identified. One such issue was that there may be limited technical and financial resources available at the local agency level. There may also be some perceived complexities of pavement management software and tools that may reduce the likelihood of adoption and continued use of a PMS. The implementation guide provides recommendations for addressing these and other issues during the implementation process.
“The research project provided the Illinois Local Technical Assistance Program with resources to assist with educating local agencies about the benefits and implementation of pavement management systems. Furthermore, the research project supports the Illinois Department of Transportation’s policy for local agencies to have a pavement management system in order to implement pavement preservation using federal, state, or motor fuel tax funds.”
Kevin Burke, P.E. – Chief, Local Policy & Technology Unit
IDOT, Bureau of Local Roads and Streets
Web Links (if available) Report: http://ict.illinois.edu/publications/report%20files/FHWA-ICT-11- 094.pdf
Implementation Guide: http://www.dot.il.gov/blr/P052%20R27- 87_Final%20Implementation%20Guide.pdf
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PROJECT INFORMATION
Project Title Snowplow Simulation Training Study ID ICT-R27-SP15 Project Cost $25,708 Duration 11 months SUBMITTER Submitter Agency IDOT Submitter Contact Amy Schutzbach Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization IDOT / Illinois Center for Transportation Sponsoring Agency Contact Amy Schutzbach Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Providing on-the-job training to novice snowplow drivers during winter Project emergencies is a difficult situation. Use of simulators to assist with training has been viewed as a possible way to teach successful practices in a less-stressful and safer environment. Simulators have been used for pilot training and have also been used for vehicle training for police officers and emergency vehicle drivers. Increasingly, States are starting to incorporate the use of simulators in their snowplow driver training programs.
The benefits of simulator training are numerous: decreased drain on department of transportation (DOT) personnel and equipment; less exposure to accidents, injury, and property damage; greater flexibility in scheduling the training; and the ability to easily create different plowing scenarios.
This research, conducted by Thomas O‘Rourke, a researcher at the University of Illinois at Urbana-Champaign, was designed to assess both the efficacy and cost-effectiveness of incorporating the use of simulators in snowplow driver training.
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Impact, or Potential Impact, of The simulation training was found to be well-planned and implemented, Implementing Research Results and the trainee evaluations immediately after the training were positive. However, based on driver performance records and a cost analysis of simulator training versus behind-the-wheel training, the study concluded that simulators are not as cost-effective as behind the wheel training, and, at best, should be viewed as a complement to on-the-road training. This research would be of benefit to any governmental bodies that have snow and ice operations and are looking at ways to improve and become more cost-effective. Web Links (if available) http://ict.illinois.edu/publications/report%20files/FHWA-ICT-11-077.pdf
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Indiana Department of Transportation (INDOT) and Federal Highway Administration
PROJECT INFORMATION
Project Title Analysis of INDOT’s Current Hydraulic Policies ID SPR-3405; Report no. FHWA/IN/JTRP-2011/14 Project Cost $91,826.68 Duration 24 months SUBMITTER Submitter Agency INDOT Submitter Contact Tommy Nantung Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization INDOT - Joint Transportation Research Program (JTRP) Sponsoring Agency Contact Sangdo (Victor) Hong, Ph.D., Structural Research Engineer INDOT Research and Development Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Hydraulic design often tends to be on a conservative side for safety Project reasons. Hydraulic structures are typically oversized, with the goal being reduced future maintenance costs and reduced risk of property owner complaints. This approach leads to a conservative design with higher construction costs. Therefore, there is a need to quantify the cost-benefit aspect of this conservative approach. Accordingly, this project involved finding ways to improve hydraulic design by comparison of design policies among multiple State agencies, and performing cost- benefit analysis of large versus smaller hydraulic structures in terms of capital and maintenance costs. It is found that the design policies implemented by Indiana (INDOT) and Michigan are most updated compared to Ohio, Illinois, and Kentucky design policies.
The magnitude of INDOT design discharge (Q100) is conservative in
comparison to Illinois and Kentucky design discharge (Q50 or less). INODT‘s culvert design discharge magnitude (Q100) is conservative in comparison to other States‘ culvert design discharge magnitudes. INDOT‘s maximum back water limit criterion (1.5‖) for new alignment
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culverts becomes limit criterion for culvert design (culvert size) in many cases. An increase in backwater limit to 1‘ will result in 44 percent reduction in culvert size (represented as culvert area) with an average backwater of 0.79‘. Increase in backwater limit will also increase the outlet velocity by 72 percent that may result into extra cost in outlet protection structures.
Impact, or Potential Impact, of The research results showed that some design considerations related Implementing Research Results to culvert can be modified without compromising the safety of the structures. Depending on the type and the size of the culvert, a change in hydraulic policy may result in saving from 12 -58 percent of the original cost associated with the current conservative design.
Web Links (if available) http://dx.doi.org/10.5703/1288284314628
PROJECT INFORMATION
Project Title Recovering Full Repair Costs of INDOT Infrastructure Damaged by Motor Vehicle Crashes ID SPR-3411; Report no. FHWA/IN/JTRP-2011-11 Project Cost $119,902.40 Duration 22 months SUBMITTER Submitter Agency INDOT Submitter Contact Tommy Nantung Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization INDOT - Joint Transportation Research Program (JTRP) Sponsoring Agency Contact Shuo Li Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research A variety of infrastructure such as guardrails, cable median barriers, Project bridges, signs, pavement, landscaping, fencing, and ITS infrastructure is routinely damaged by motor vehicle crashes. This research project
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evaluated the business processes associated with recovering the full repair costs associated with repairing state-owned infrastructure damaged in motor vehicle crashes.
Impact, or Potential Impact, of Developed and deployed a state-wide law enforcement crash damage Implementing Research Results tagging system to associate crash damaged infrastructure to a crash report. This system was coupled with the development of streamlined processes that dramatically reduced the time from when a crash occurred to when an invoice was sent.
The first 6 months of implementation in FY 2012 resulted in $1M increase in invoiced claims (over FY 2011). The first 6 months of FY 2013 of annualized invoices suggest that FY 2013 will increase another $1.5M (an increase of $2.5M from FY 20111) and collection rates have increased from 63 percent to 89 percent.
Web Links (if available) http://dx.doi.org/10.5703/1288284314624
PROJECT INFORMATION
Project Title Quantify the Benefits of Pavement Preservation ID SPR-3416; Report no. FHWA/IN/JTRP-2011/06 Project Cost $50,000 Duration 17 months SUBMITTER Submitter Agency INDOT Submitter Contact Tommy Nantung Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization INDOT- Joint Transportation Research Program (JTRP) Sponsoring Agency Contact Jusang Lee Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research identifies methods and best practices that can be used
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Project by the Indiana Department of Transportation (INDOT) in performing various strategies for pavement preservation. It also identifies various methods of calculating the benefits of pavement preservation and a methodology for allocation of funds for pavement preservation, which are the two main objectives of this research. In order to achieve these objectives, several tasks were performed: literature review, data collection through surveys and telephone interviews, data analysis and recommendations.
In order to quantify the benefits of pavement preservation, a method called ―Annualized Costs‖ was identified and recommended to INDOT. Furthermore, a methodology was developed for budget allocation. This methodology was developed to create more consistent demands for resources (i.e., budget) by using a cost leveling algorithm. This algorithm overcame the discrepancies in the budget requirements, providing more balanced budgetary needs over the entire life cycle of the projects. With this model, INDOT will know in advance how much budget will be needed or should be allocated for optimum results.
Impact, or Potential Impact, of This research provides significant advantages for INDOT in Implementing Research Results implementing pavement preservation strategies. The research provides an overview of how to quantify all the benefits of pavement preservation and also how to allocate an optimum budget for preservation activities. It includes some of the new methods of calculating benefits from pavement preservation which are not currently implemented by INDOT. The budget allocation methodology was developed by the research team can be implemented by INDOT for their budget allocation purposes. All the data collected would thus be used by INDOT for various implementation activities. The findings and recommendations will be introduced to the INDOT Pavement Preservation
Subcommittee for assisting the network level pavement preservation strategy.
Web Links (if available) http://dx.doi.org/10.5703/1288284314620
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PROJECT INFORMATION
Project Title Experimental Evaluation and Implementation of Post- Tensioning in Concrete Bridge Decks ID SPR-2944; Report no. FHWA/IN/JTRP-2010/28 Project Cost $180,786.72 Duration 4 years and 7 months SUBMITTER Submitter Agency INDOT Submitter Contact Tommy Nantung Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization INDOT Sponsoring Agency Contact Sangdo (Victor) Hong, Ph.D., Structural Research Engineer INDOT Research and Development Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research In the JTRP Project SPR-2409 (Ramirez and Smith-Pardo, 2002), Project design expressions for the use of transverse post-tensioning were developed based on extensive analytical work. The research program described in the SPR-2944 project (Aguilar and Ramirez, 2011) evaluates the key modeling assumptions in the parametric study of the Ramirez and Smith-Pardo (2002) project and the design recommendations on distribution of stress in concrete bridge decks resulting from transverse post-tensioning developed by the authors. In the SPR-2944 experimental program a full-scale rectangular concrete bridge deck supported on precast prestressed concrete girders was built and 32 tests were conducted with it. The key parameters of the study were the effect of both girder boundary conditions and position of the diaphragms. The number of steel diaphragms was varied from five to none, and the applied transverse stress from 400 to 1 200 psi. Also, the restrain force at one of the support lines was varied to evaluate the effect of end-restraint on the distribution of transverse post-tensioning.
Impact, or Potential Impact, of The main project findings indicated that the presence of steel Implementing Research Results diaphragms affects the distribution of transverse strains. However, their influence is not as significant as analytical models predicted. The influence of end-restraint supports on the distribution of transverse strains appeared to be significant, especially in those measured at the support region. The use of elastic theory resulted in good agreement between calculated transverse stresses in the concrete deck obtained
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from the transverse steel reinforcement and those calculated from strains in the post-tensioning bars except near the restrained end region of the deck.
The primary bridge maintenance problem in Indiana has been identified as the damage to concrete decks either due to corrosion of reinforcement or freeze-thaw cycles. The use of epoxy-coated reinforcement and a minimum thickness of concrete cover have been the primary system for protection against corrosion for the last several decades. However, when the integrity of the epoxy coating is compromised, the initiation of corrosion depends on the chloride concentration at the level of reinforcement. This chloride concentration is directly related to the cracking in the bridge deck. Therefore, the control of deck cracking becomes of paramount importance.
An ingenuous solution to control the cracking of concrete bridge decks, effectively improving their durability, can be achieved through the implementation of the findings and design recommendations in this study for use of transverse post-tensioning alone or in conjunction with epoxy-coated reinforcement in concrete bridge decks. This form of prestressing controls the extent of cracking and restricts the penetration of all water, chloride and oxygen, thus extending the life of the bridge. Web Links (if available) http://dx.doi.org/10.5703/1288284314245
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Iowa Department of Transportation (DOT)
PROJECT INFORMATION
Project Title Western Iowa Missouri River Flooding―Geo-Infrastructure Damage Assessment, Repair and Mitigation Strategies ID TR-638 Project Cost $100,000 Duration 12 months SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Mark Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Iowa Highway Research Board Sponsoring Agency Contact Mark Dunn Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Flooding causes damage to many geo-infrastructure systems (levees, Project bridge piers/foundations, pavement systems, culverts, unpaved roadways, and embankment slopes). The extent of damage is in some cases obvious (i.e., where some roadway segments have been washed away), but in many cases undetermined (i.e., where the damage is below the pavement surface or around bridges).
The objective of this proposed project is to assist engineers by deploying and using advanced technologies to rapidly assess the damage to geo- infrastructure, developing effective repair and mitigation strategies and solutions, developing emergency response criteria, and developing a guide for geo-infrastructure flood damage assessment for future flood events.
The project includes selective field reconnaissance to assess the flood water damage in the region on paved/unpaved (gravel) roads and its foundation layers, bridge approaches, and culverts, and assist engineers in developing repair strategies. In situ testing will be conducted to characterize roadway support capacities and voids underneath paved
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roads.
Impact, or Potential Impact, of These methods of testing will complement the Iowa DOTs ongoing Implementing Research Results assessment program. The field data will be used to focus on developing emergency response criteria, repair and mitigation strategies, and a guide for geo-infrastructure flood damage assessment and repair solutions. The guide‘s intent is to be used by engineers to prepare emergency response plans for future flood events. It will highlight important geo-infrastructure criteria and technologies for damage assessment, emergency response, and repair options. The details of the manual will be developed as an outcome from the research. A detailed data report with lessons learned, repair solutions, and recommendations for geo-infrastructure continuous monitoring will also be provided.
Web Links (if available)
PROJECT INFORMATION
Project Title Pilot Construction Projects for Granular Shoulder Stabilization ID TR-634 Project Cost $85,920 Duration 24 months SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Mark Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Iowa Highway Research Board Organization Sponsoring Agency Contact Mark Dunn Sponsoring Agency Contact’s [email protected] E-mail RESEARCH AND RESULTS Brief Summary of the Previous granular shoulder edge rut mitigation research identified applications of Research Project a soybean oil soap stock as a possible strategy to mitigate the development of edge ruts on roadways with granular shoulders. Evidence indicates that this
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strategy has the potential to reduce the number of required maintenance cycles on high speed high traffic roads (those with annual average daily traffic (AADT) of 9,000 and a speed limit of 65 miles per hour (mph)) and last up to 5 years on medium speed medium traffic roads (those with 6000 AADT and a speed limit of approximately 45 mph). Pilot testing the material on roads with various levels of AADT and various shoulder conditions would provide an opportunity to better define situations where similar materials would be useful.
The objective of the proposed research project is to assist Iowa DOT in cost effectively mitigating edge ruts on granular shoulders by pilot testing the use of soybean oil soap stock in a full-scale maintenance setting and continuing to explore other alternatives such as developing standard specifications for a class of products that might have similar effectiveness and using other stabilizing strategies or paving short sections of shoulders. Impact, or Potential Impact, of The results of this study are intended to allow maintenance personnel to improve Implementing Research the performance of granular shoulders with regard to edge ruts, with the existing Results complement of maintenance personnel and possible contactor assistance. This project can be evaluated in terms of the behavior of the test sections in the field and the recommendations that result from the study. If the research results in a mitigation of edge rut issues for granular shoulders, the study will be considered successful. It is anticipated that the results of this project will increase safety, and improve the procedures currently used to maintain granular shoulders in Iowa. Web Links (if available) http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports /TR-591%20FINAL.pdf
PROJECT INFORMATION
Project Title Right of Way Snow Fence Designs ID Project Cost $152,290 Duration Estimated 3 years SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Annette Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Iowa Highway Research Board Sponsoring Agency Contact Mark Dunn
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Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Blowing snow is a perennial problem in Iowa. Snow fences work but Project they require agreements with adjacent property owners for proper setback distances. It is getting harder to find interested landowners. In many cases, we are limited to what we can manage within our own right- of-way (ROW). This would require non-traditional designs that can store the snow within such a short area. Established living fences along the interstate are useful but are a long-term investment and are not practical for narrower ROW‘s. We are working with University of Iowa Hydroscience and Engineering to model, deploy, and investigate whether there are any non-traditional designs that would work for us. They are using computer models to investigate different designs and are studying some deployment test sections for validation.
Impact, or Potential Impact, of Establish a solid foundation for understanding Iowa‘s underlying Implementing Research Results snowdrift process. In addition, development of guideline/handbook for optimization of passive snow-control measures in narrow ROWs, which can be implemented throughout Iowa roadways. Web Links (if available)
PROJECT INFORMATION
Project Title Traffic Speed Estimations for Winter Performance Measurement ID Project Cost Estimated $180,000 Duration Estimated 18 months SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Annette Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Iowa DOT SPR funds Sponsoring Agency Contact Linda Narigon Sponsoring Agency Contact’s E-mail [email protected]
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RESEARCH AND RESULTS Brief Summary of the Research Traffic flow is often disrupted to varying degrees during precipitation, Project frost, and blowing snow events. In general, as winter weather events cause road conditions to deteriorate, traffic has a tendency to slow down. Winter maintenance activities affect road conditions and therefore impact traffic speed, so a measurement system using traffic speed has the potential to be a direct measure of the impact of maintenance activities.
A prototype model has been developed to predict the average traffic speed at a given time during a winter storm event using commonly reported and forecast road weather data. The prototype model has shown much promise in the quantitative evaluation of winter maintenance by comparing the simulated traffic speed at any point in time to the actual traffic speeds observed by traffic speed sensors. Winter operations may be considered successful when observed traffic speed is found to be at or above the model prediction, and operations may be considered unsuccessful when speeds are significantly less than the model predicts. The minute-by-minute nature of the model output makes it easier to evaluate the specific series of events contributing to the micro-scale successes or failures over the course of an event. The prototype model is being analyzed and improved for incorporation into real-time performance analysis systems.
Impact, or Potential Impact, of Simply stated, we know that traffic slows when roads are bad and Implementing Research Results speeds increase when conditions improve. Iowa DOT will use this traffic speed information as a winter operations outcome measurement for mobility. We will also build traffic speed-based ―key performance indicators‖ into a management dashboard.
Web Links (if available)
PROJECT INFORMATION
Project Title Practices, Design, Construction, and Repair Using Trenchless Technology ID TR-570 Project Cost $174,981 Duration 24 months SUBMITTER
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Submitter Agency Iowa Department of Transportation Submitter Contact Mark Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Iowa Highway Research Board Organization Sponsoring Agency Contact Mark Dunn Sponsoring Agency [email protected] Contact’s E-mail RESEARCH AND RESULTS Brief Summary of the Trenchless technologies are being used with greater frequency because of the Research Project growing need to replace aging utility infrastructure and to develop more flexible solutions for installing new infrastructure. However, technical data regarding the use of trenchless technologies and their effects on soils and nearby structures, especially pavements, is limited.
To study the effects of trenchless construction on surrounding soils and adjacent structures, a field investigation was conducted that included observations of 19 trenchless construction projects. The research team documented construction procedures, interviewed personnel, tested soil samples in the laboratory, and measured stress changes in the soil during construction.
Impact, or Potential Impact, Trenchless construction methods allow utility pipe to be installed deeper, save both of Implementing Research time and money, and offer lower social costs than open-cut methods. By Results understanding the effects of trenchless technologies on soil properties and on the performance of subgrade soils and pavements, the design and practice of trenchless construction can be improved. These improvements can reduce the risk of damage to overlying pavement and nearby underground structures.
Web Links (if available) http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/abstracts /TR-570%20TechBrief.pdf
http://www.iowadot.gov/operationsresearch/reports/reports_pdf/hr_and_tr/reports/T R-570%20Final.pdf
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PROJECT INFORMATION
Project Title Winter Crash Analysis ID Project Cost Estimated $95,000 Duration Estimated 3 years SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Annette Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Iowa DOT SPR funds Sponsoring Agency Contact Linda Narigon Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Winter weather and its corresponding surface conditions impact the Project safety and mobility of thousands of drivers annually. During the winters of 1995-6 to 2004-5, approximately one-third of all crashes occurring on rural state-maintained highways in Iowa were winter weather-related. Moreover, approximately half of the rural Interstate crashes alone were winter weather-related. These crashes were generally found to be more severe than other winter crashes.
The primary objectives of this project are to identify habitual, winter weather-related crash sites on state-maintained rural highways in Iowa; determine any overarching causes for the incidents; and identify specific and appropriate mitigation strategies (such as targeted/reprioritized maintenance activities, roadway/roadside improvements, and application of ITS technologies) for use in Iowa, and begin implementation of these strategies at problem areas.
There are four phases:
Analyze mile segments for winter crash severity, frequency and percent from all crashes. Develop investigation methods for a few sites to figure out why people crash there. Apply investigation methods to a wider sample and define mitigation strategy for each site. Review effectiveness.
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Impact, or Potential Impact, of Identify specific and appropriate mitigation strategies (such as Implementing Research Results targeted/reprioritized maintenance activities, roadway/roadside improvements, and application of ITS technologies) for use in Iowa, and begin implementation of these strategies at problem areas.
Web Links (if available)
PROJECT INFORMATION
Project Title Winter Operations Dashboard ID Project Cost All cost were internal to Iowa DOT; no external cost were incurred. Duration 6 months SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Annette Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Unfunded Sponsoring Agency Contact Sponsoring Agency Contact’s E-mail RESEARCH AND RESULTS Brief Summary of the Research During the 2011 summer, Iowa DOT began to review and implement Project additional winter operation efficiencies. In the past, we used end-of-year statistics and weather indices to track garage expenditures but we needed a system to analyze operations on-demand. Therefore, we implemented The Winter Dashboard to show recent salt and labor use by garage or district, time to normal performance measurement summaries, and comparisons to estimated salt and hour use.
The salt use calculations are based on salt application guidelines that appear in our Instructional memorandums, which were adapted from the Guide for Snow and Ice Control developed for American Association of State Highway Officials. It uses storm type (from crew reports) and pavement temperature (from the road weather information system (RWIS)) to determine an estimated salt rate. Information about garage
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miles and service levels converts the salt rates into estimated tonnage. The salt estimates are assessed every 10 minutes and are added up to create daily, yearly, or 5-year salt summaries.
The first dashboard went out in October 2011, and a newly updated version has appeared every one or two weeks.
Impact, or Potential Impact, of This dashboard allows regular and frequent feedback on winter Implementing Research Results operations while enabling closer management of resources. It also provides comparisons between actual and expected salt and labor use.
This type of updated analysis acts as a potentially powerful management tool to evaluate after each storm. It can also be used as a training tool for operators.
Web Links (if available)
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PROJECT INFORMATION
Project Title Winter Operations GPS/AVL ID Project Cost Estimated $2 million when fully implemented Duration 3 -4 years SUBMITTER Submitter Agency Iowa Department of Transportation Submitter Contact Annette Dunn Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization ITS
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Sponsoring Agency Contact Tim Simodynes Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Iowa DOT has worked with Global Positioning System (GPS) and Project Automatic Vehicle Location (AVL) pilot deployments that track fleet vehicles and material usage over the past year. During this same time period, other States have demonstrated substantial savings in material usage through the deployment of large-scale systems. Through careful study of other state systems and the Iowa DOT need, a return on investment ranging from 1-3 years is anticipated.
In FY11, during late winter, the initial phase of the Iowa DOT GPS/AVL program was implemented in 41 snowplows. Although only about 2 months of data was obtained during the winter operations, the GPS/AVL data appeared to be promising business data. This type of enterprise data will assist in our continued development and proliferation of best practices for the DOT‘s winter operations.
Iowa DOT has studied the benefits and expected costs of an integrated GPS/AVL system that will provide a substantial amount of data, used along specific routes, giving the DOT better business information regarding what winter operations cost us per segment of roadway. The GPS/AVL projects primary functionality is material tracking; real-time vehicle location; and improving best practices in winter operations.
The system provides additional capabilities such as route adherence, playback of vehicle routes, material tracking, reporting, archiving, GPS data, speed, sensed parameters such as plow position, wing position, body blade position, rate of material applied, pavement temperature, air temperature, engine operation information etc. This information will assist in the real-time information needed for field supervisor to make treatment need decisions. This system can also be used to train operators in techniques and practices that promote engine-life, vehicular safety, and maintenance activities. The Office of Maintenance plans to continue the promising practice by implementing GPS/AVL systems in all 901 snowplows statewide, as funding becomes available.
Impact, or Potential Impact, of Iowa DOT has reviewed other States documented material savings in Implementing Research Results the range of 10-40 percent once GPS/AVL systems are installed statewide. For planning purposes, a 10 percent reduction in material is expected. With the Iowa DOT salt usage alone, this could equate to approximately $2 million savings annually. This conservative savings estimate would equate to a $10 million savings over the 5-year phased
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approach to GPS/AVL installation into the DOT snowplows.
With the operator and supervisor better able to adjust to weather conditions and track vehicle location, improvements in emergency response (getting the right resources to the proper location) is expected as a result of this project. This is a benefit to all road users.
Prior to the implementation of the GPS/AVL project, in the winter of 2010, a cost-benefit analysis was conducted. This analysis presented an agency cost benefit ratio of 6.4 to 1.0. This represents the dollars of benefits that can be expected per dollar of cost spent on GPS/AVL. Cost-benefits ratios greater than 1.0 to 1.0 are generally desired.
As the State continues to look for additional technology advancements and operational efficiencies, the GPS/AVL system on the snowplow has been integrated into the Iowa DOT Weatherview and we are currently exploring Condition Acquisition and Reporting System/511 (CARS/511) opportunities. This could be an added tool for the DOT as this project advances, particularly during severe weather events and possible road closures. This could include overlaying the GPS/AVL material usage data over crash data and traffic patterns to continually evaluate the effectiveness of our winter operation practices.
The system will also assist the DOT in asset management, best winter operational practices, operational efficiencies, and identification of training that may be needed. Maintenance and the geographic information systems (GIS) department have already begun to develop various reporting tools that will be enhanced in coming months.
In summary, the project involves identifying best practices in winter operations; understanding fleet movement; understanding material usage; visualizing fleet movement; visualizing materials used; visualizing conditions; giving supervisors tools to direct fleet; giving drivers less paperwork; allowing system to turn data into information; integration to resource management system; custom reports; custom portal; and more robust database architecture for warehousing and processing.
Web Links (if available)
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Kansas Department of Transportation (KDOT)
PROJECT INFORMATION
Project Title Modeling of Laterally Loaded Drilled Shafts Behind Mechanically Stabilized Earth Block Walls ID K-TRAN: KU-08-6 Project Cost $48,000 Duration 41 months SUBMITTER Submitter Agency KDOT Submitter Contact Rodney Montney Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization KDOT Bureau of Materials and Research Sponsoring Agency Contact Rodney Montney Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Introduction Project The use of mechanically stabilized earth (MSE) technology has become widely accepted as an economical construction technique. The term MSE can be used to describe a reinforced slope or a retaining wall. As the MSE technology has become more accepted, its uses have expanded from its initial purposes. One example of this is an MSE wall that supports a structure subjected to a significant lateral load. Past practice has called for a deep foundation, often a concrete shaft, which passes through the reinforced mass. There is no accepted technique for developing lateral load/response characteristics for the shaft and MSE wall for this situation. As a result, the design method is simplified by assuming there is no lateral resistance provided by the MSE structure. This means, for design purposes, all lateral load is assumed to be carried by the foundation of the drilled shaft. This in turn requires a significant socket foundation for the shaft and potentially larger shaft diameter and more reinforcing steel. A significant cost and time savings could be had if the drilled shaft foundation below grade could be eliminated and the entire lateral load carried by the MSE structure.
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Project Objective
The purpose of this report is to accurately provide an extension of its companion report, Capacity of Laterally Loaded Shafts Constructed Behind the Face of a Mechanically Stabilized Earth Block Wall (K-TRAN: KU-07-6), through advanced three dimensional finite difference modeling using FLAC3D.
Project Description
Aspects of the physical testing included in this report include data from tell-tales embedded within the fill, tell-tales, and strain gages attached to the geogrid, and physical test results of the geogrid itself. Monitoring of strains in the geogrid was conducted during the winter and spring seasons and this data is presented. Design recommendations based on the results of the physical testing are presented.
Modeling consisted of a series of parametric studies conducted to evaluate the relative importance of a various wall components on the lateral capacity of the shafts.
Project Results
Geogrid stiffness in all directions, including the transverse and shear directions, had a substantial impact on shaft capacity. Use of geogrid with higher stiffness in all directions, such as a biaxial or triaxial geogrids, has the greatest potential to increase shaft capacity. It is recommended that the benefits of using these stiffer geogrids be evaluated in the future. Lengthening of the geogrid resulted in increased ultimate shaft capacity but provided little benefit in what would likely be the working range, where the working range is the mobilized shaft resistance for deflections of less than 2 inches. Backfill friction angle had a moderate impact for the range of values tested.
Changes in wall height had a limited impact on shaft capacity for the conditions modeled. Shafts behind shorter walls have a higher initial stiffness (the capacity is greater at very low shaft displacements), but somewhat less capacity at moderate to large shaft displacements. Impact, or Potential Impact, of This project built on the work of previous Kansas Transportation Implementing Research Results Research and New-Developments (K-TRAN) studies where a full-height MSE wall was constructed with drilled shafts behind the wall. The configuration simulated either a noise wall on top of the MSE mass or a bridge abutment undergoing lateral load. This study also produced a limited design charge relating the offset distance for the drilled shafts behind the wall with the lateral capacity of the foundation. This is a further step in our drive to achieve more economical foundations for noise walls in metropolitan areas. Web Links (if available) http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003807986
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PROJECT INFORMATION
Project Title Promoting Centerline Rumble Strips to Increase Rural, Two- Lane Highway Safety ID K-TRAN: KSU-08-3 Project Cost $59,000 Duration 26 months SUBMITTER Submitter Agency KDOT Submitter Contact Rodney Montney Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization KDOT Bureau of Materials and Research Sponsoring Agency Contact Rodney Montney Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research In the United States, 60 percent of fatal accidents occur on rural roads. Project Among these, 90 percent occur on two-lane roads, and 20 percent of these accidents involve two vehicles traveling in opposite directions, totaling 4,500 fatal accidents per year. Data from 2007 show 21,433 fatal accidents, or 57.5 percent of the total number of fatal accidents, occurred on undivided two-lane highways. Head-on and opposite- direction sideswipes accidents represent 12.5 percent of fatal accidents and 10.3 percent of the total number of accidents.
Centerline rumble strips (CLRS) are primarily installed on the centerline of undivided, two-lane, two-way highways, and their main purpose is to reduce crossover accidents, specifically head-on and opposite direction sideswipe accidents, which are usually caused by driver inattention and/or drowsiness.
Several authors have reported advantages other than reducing accidents in installing CLRS, such as a high benefit-cost ratio, improvement of lateral vehicle position to the right, low interference in passing maneuvers, versatile installation conditions, and public approval. However, some concerns involving CLRS, such as disturbing noise for nearby residents, decreased visibility of the painted strips, faster pavement deterioration, potential driver erratic maneuvers to the
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left after encountering CLRS, and ice formation in the grooves, have been cited in the current literature.
The objective of this report was to summarize results of three studies conducted by Kansas State University in 2008 and 2009; addressing some of the above mentioned concerns related to the installations of CLRS. Centerline Rumble Strips do increase the levels of external noise.
Both a light and medium vehicle were used to evaluate football and rectangular rumble strips with regard to external noise. This study also applied three methods of evaluating the visibility of pavement marking on wet roadways with CLRS.
Based on analysis using a light and medium vehicle, a distance of 200 feet from centerline should be considered. Based only on the limited data collected, it can be concluded that the coverage check method should not substitute the retroreflectometer readings for studies of retroreflectivity, since the correlation of the two methods was not reliable. In addition, the spectrometry method should only be used as a complimentary analysis. The spectrometry method revealed that the yellow pavement markings remained within the yellow spectrum over the study period at all three locations.
Impact, or Potential Impact, of Anticipated benefit from this study is the increased acceptance of Implementing Research Results CLRS and that the benefits of CRLS outweigh the small negative aspects of using them. The increased acceptance of CLRS will allow for their increased use and thus can be estimated to reduce traffic crashes on two-lane highways.
Web Links (if available) http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003804929
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PROJECT INFORMATION
Project Title The Economics of Potential Reduction of the Rural Road System in Kansas* ID K-TRAN: KSU-10-5 Project Cost $43,000 Duration 14 months SUBMITTER Submitter Agency KDOT Submitter Contact Rodney Montney Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization KDOT Bureau of Materials and Research Sponsoring Agency Contact Rodney Montney Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Introduction Project The increasing size of farms in Kansas has led to increasing farm vehicle size as well. Tractor and combine weight and width has increased and the majority of farmers deliver their grain in semi-trucks. Tandem axle trucks are used to deliver farm supplies. The road width and design characteristics of rural roads and bridges are inadequate for the larger and heavier vehicles that are using them. As county population declines, the financial ability of Kansas counties to maintain and rebuild the road and bridge system isn‘t keeping up with the rate of deterioration. Many rural Kansas counties don‘t have the funds to maintain the existing system with the heavier vehicles that are using them. If the county road and bridge system can‘t be maintained as it is, reducing the size of the system should be considered. This study addressed the benefits and costs of reducing the county network.
Project Objective
The principal objective of the research was to estimate the economic impact on selected county road systems from reducing the size of the road system. The specific objectives included:
• Objective A: For a sample of three Kansas counties, measure the
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benefits and costs of keeping the road system as it currently exists.
• Objective B: For the same sample of Kansas counties, measure the benefits and costs of several scenarios of simulated county road closure.
Project Description
Benefit–cost analysis was used to examine the question of road closure in the three counties. The cost of road closure is the additional travel cost of rural residents due to more circuitous routing to their destinations. The benefit is the avoided maintenance costs of roads removed from the county network. One set of ratios is calculated assuming annual maintenance cost per mile of $3,000, and the other set assumes $4,000 per mile.
In each county, 10 road segments were selected as potential candidates for simulated closure. This was done to analyze the traffic impacts on alternative roads near the road segments being considered for simulated closure. Selection of the road segments was based on many factors, but the most important criterion was the traffic volume on these roads.
TransCAD maps and KDOT traffic counts were used to identify candidate roads for simulated closure. Single-access roads (the only road between a specific origin and destination) were not considered for simulated closure.
Project Results
A major conclusion is that rural counties will be able to save money by closing some relatively low-volume roads and redirecting the savings toward increasing the quality of the other county roads.
Counties with relatively extensive road systems (miles of road per square mile) and relatively high population density are less likely to realize savings from road closure.
Counties with less extensive road systems and relatively low population density are more likely to realize significant savings from closure of relatively low-volume roads.
Impact, or Potential Impact, of A major conclusion is that rural counties will be able to save money by Implementing Research Results closing some relatively low-volume roads and redirecting the savings toward increasing the quality of the other county roads.
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Web Links (if available) http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003812822
PROJECT INFORMATION
Project Title Development of an Enhanced Transportation-Leveraging Investments in Kansas (T-LINK) Calculator ID K-TRAN: KU-10-4 Project Cost $57,000 Duration 41 months SUBMITTER Submitter Agency KDOT Submitter Contact Rodney Montney Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization KDOT Bureau of Materials and Research Sponsoring Agency Contact Rodney Montney Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Introduction Project As the previous 10-year transportation program was ending, KDOT was in the midst of planning rehabilitation and system improvement options for the upcoming years and discussing those options with the public. In August 2008, the Transportation-Leveraging Investments in Kansas (TLINK) Task Force was created to examine the state of transportation in Kansas and to develop a set of recommendations would frame a new approach to future transportation needs. The T-LINK Calculator was generated as a part of that effort. It is a Web based system that evaluates and explains the sources of transportation financing and the cost of construction options for the statewide system.
This interactive tool allows the public to create their theoretical Kansas transportation program. Users can develop their budget by making assumptions about current funding sources and choosing from a variety of potential new funding options by making changes to ―revenues.‖ Then
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they can allocate funding for a variety of transportation modes. It was designed to simulate the experience of creating a transportation program for Kansas that reflects the priorities and values of each user while providing valuable feedback to the T-LINK Task Force.
Project Objective
To serve better as an illustrative and educational tool, the T-LINK Calculator still needed to be improved. The original version of the T- LINK Calculator did not have modules for evaluating and explaining the safety, economic, and environmental benefits of different transportation system enhancement options.
Project Description
To address safety benefits for various treatments, the research team used the model of Crash Modification Factors (CMFs). They are also known as accident modification factors (AMFs) and provide a computationally simple and quick way of estimating crash reductions. CMFs have already been used in both decision making for many States and local jurisdictions and the latest safety estimation tools and procedures. When it comes to individual States, CMFs models may need to be modified for local conditions. Historical safety data and highway geometric data were also incorporated into this research.
Project Results
Currently, there is a ―Learn More‖ link under every potential treatment. Once users click the link, they will see a window which provides them with basic facts about that treatment. It can be a very useful tool to show safety benefits and the related economic impacts to the public.
The findings of this study can be used to improve the existing cost diagrams shown in the T-LINK calculator by showing the expected safety benefit of various funding levels of the studied safety treatments. Specifically, diagrams could be presented showing the number of predicted crashes avoided in the desired period by incorporating various safety alternatives. The equations provided in the preceding chapters and the Kansas-specific inputs could be incorporated into the database that powers the T-LINK calculator to provide graphics. Combining these features together into one program can provide a user with a much richer experience when using the T-LINK calculator by providing them with a graphical display showing that when they chose to spend more on safety there is a tangible benefit to society.
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Impact, or Potential Impact, of Implementing Research Results Web Links (if available) http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003808958
http://www.kansastlink.com/calculator/
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Kentucky Transportation Cabinet
PROJECT INFORMATION
Project Title Use of Ground Penetrating Radar for Void Detection and Hydro- Geochemical Water Testing Results at the Cumberland Gap Tunnel ID Study Number KHIT-58 (Final Report Publication Pending) Project Cost $248,000 Duration 4 years SUBMITTER Submitter Agency KY Transportation Cabinet (work performed by KY Transportation Center) Submitter Contact Robert C. Lewis, P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Kentucky Transportation Cabinet Sponsoring Agency Contact Robert C. Lewis, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Both Ground Penetrating Radar (GPR) surveys and Hydro-Geochemical Project Water Testing (HGWT) have been performed at the Cumberland Gap Tunnel to determine why the reinforced concrete pavement has settled in various areas. Within the first 10 years of operation, approximately 7,300 total square feet of pavement surface has voids beneath it that range from 0.5 to 40 inches in depth. Both GPR and HGWT results indicate that approximately 0.75 to 1.5 cubic yards of limestone sub- base material leaves the tunnel in solution form on a monthly basis. Furthermore, HGWT results indicate that the ground water beneath the tunnels is calcium deficient, thus allowing the water to dissolve the limestone sub-base. Approximately 500,000 to 1 million gallons of water flows through the tunnel‘s ground water collection system on a daily basis. Attempts to fix/shore-up the settled pavement areas were performed in 2002, 2007, and 2008. In 2002, UreTek foam was placed beneath approximately 2000 square feet of settled pavement for shoring purposes. In 2007, approximately 150 lineal feet of both pavement and backfill were removed and replaced with inert granite backfill material and a new reinforced concrete pavement. In 2008, approximately 51 cubic yards of cement grout material was placed beneath approximately 7,400 total square feet of settled pavement for shoring purposes. Several strategies have been outlined to address both short-term and long-term remediation of the problem
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Impact, or Potential Impact, of Based on this study, it was determined that the best remediation Implementing Research Results strategy was to replace the existing limestone subbase material with granite and rebuild the continuously reinforced concrete pavement. The original proposal was to replace approximately 2,800 ft. of pavement in each tunnel at an approximate cost of $10,000,000. Ground Penetrating Radar testing and the results of the HGWT throughout the tunnel were utilized to limit the repairs to isolated areas. This analysis saved in excess of $5,000,000. Web Links (if available) Report will be placed on www.ktc.uky.edu when published.
PROJECT INFORMATION
Project Title Improving Intersection Design Practices* ID Study # KYSPR-11-416 (Completion date 06/30/12) Project Cost $210,000 Duration 3 years SUBMITTER Submitter Agency KYTransportation Cabinet (work performed by KY Transportation Center) Submitter Contact Robert C. Lewis, P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Kentucky Transportation Cabinet Sponsoring Agency Contact Robert C. Lewis, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS
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Brief Summary of the Research This project improves intersection design practices by 1) expanding the Project scope of intersection design alternatives considered and 2) providing a structured and objective evaluation process to compare alternative design concepts. This is achieved through the development of the Intersection Design Alternative Tool (IDAT) that is capable of evaluating 14 alternative traffic control and intersection conceptual designs for a given location. IDAT evaluates intersection operations, safety performance, bicycle/pedestrian accommodation and the ability to assist access management implementation. IDAT identifies the most efficient design (minimum number of lanes) that is capable of meeting a targeted level of operation. As such, the design team will be presented with several options which meet the minimum operational requirements, allowing examination of other trade-offs such as right of way impacts, safety considerations, etc. This approach will eliminate the need to compare different alternatives with varying performance levels across different types of traffic control measures. Impact, or Potential Impact, of The software developed as part of the study allows for the preliminary Implementing Research Results evaluation of all intersection designs considered and provides a basic method for comparing all of them at an equal level of operation along with a robust safety evaluation method for at-grade intersections. IDAT provides greater efficiency in the evaluation and design of intersection alternatives and can consider and address operational efficiency and safety for all at-grade intersection uses. This allows for a more appropriate and properly customized design for each intersection and avoids the use of ―standard or typical‖ designs. Moreover, this approach provides a properly justified and documented decision process that could become part of the design file for the project based on sound engineering judgment. Web Links (if available) Report will be placed on www.ktc.uky.edu when published.
PROJECT INFORMATION
Project Title Guidelines for Road Diet Conversions ID Report Number KTC-11-19/SPR11-415-1F Project Cost $105,000 Duration 18 months SUBMITTER Submitter Agency KY Transportation Cabinet (work performed by KY Transportation Center) Submitter Contact Robert C. Lewis, P.E. Submitter E-mail [email protected]
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RESEARCH PROGRAM Sponsoring Agency or Organization Kentucky Transportation Cabinet Sponsoring Agency Contact Robert. C. Lewis, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The need for innovative solutions in addressing mobility and safety Project concerns in an environment with budgetary constraints is paramount. Road diets are one such innovative solution, seeking to develop multimodal corridors while retaining the original right of way. Road diets usually involve restriping a four-lane undivided road as a three-lane road with two through lanes and a two-way left-turn lane. The extra roadway width can be converted to widen existing lanes, create bicycle lanes, supply on street parking, widen sidewalks, or provide opportunities for landscaped median islands. The main focus of past research on road diets has been on evaluating their safety and very little exists in providing design guidance on when such conversions will work. This study provides such guidance in determining the appropriateness of road diet conversions and identified parameters to be considered during such evaluations. A flow chart identifying required steps to be undertaken to evaluate whether a road diet conversion is appropriate is also provided as part of the guidelines. Problems correctable with a road diet are also identified and a list of required elements to be studied for an in-depth evaluation of road diet installation is also presented. Impact, or Potential Impact, of The major contribution of this study is the development of a set of Implementing Research Results guidelines that can be used in determining the applicability of road diets. The most significant findings of the study are the extension of the usable range of volumes where road diets could be beneficial and the recognition of the impact of the side street volumes. Past work recommended their application for roads with an ADT up to 17,000 vehicles per day (vpd). The current research indicates that such conversions could work for roads with significantly greater volumes, up to 23,000 vpd. Moreover, the findings here identify the effect of the side street volume, indicating that both volumes need to be considered when determining whether such a conversion should be considered. Web Links (if available) http://www.ktc.uky.edu/Reports/KTC_11_19_SPR_11_415_1F.pdf
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Louisiana Department of Transportation and Development (LADOTD)
PROJECT INFORMATION
Project Title Aggregate Mixture Found to Increase Safety on Roads ID LTRC 04-5B Project Cost $109,000 Duration 3 years SUBMITTER Submitter Agency Louisiana Transportation Research Center Submitter Contact Bill King Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Louisiana Department of Transportation and Development Sponsoring Agency Contact Mark Morvant Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Significant improvements have been noticed in OGFC mixture Project performance and service life since a new-generation of OGFC mixture was promoted in the U.S. in the late 1990s. Inspired by the success of other state agencies, DOTD modified the earlier mix design and constructed four new OGFC sections to evaluate pavement performance and safety benefits. New design techniques include using polymer- modified mixtures along with significant improvements in construction techniques. A comprehensive evaluation of Louisiana OGFC mixtures on the basis of their laboratory and field performance was conducted as part of this research. Laboratory work entailed material and mixture design in addition to performing numerous laboratory tests, namely permeability, drain-down, tensile strength ratio (TSR), and loaded wheel tests (LWT). Field evaluation involved visual inspection, pavement condition survey, skid resistance, and traffic safety.
Impact, or Potential Impact, of In general, the OGFC pavement reduces hydroplaning, splash and Implementing Research Results spray, improves roadway visibility under wet weather, and improves the skid resistance of pavement surface through macro and micro texture and effective runoff of rain water. Additional benefits of OGFC mixtures are improved smoothness and a reduction in pavement tire noise. Friction values of OGFC pavements have shown to be superior over their Superpave counterparts due to very good macro-texture. As a result, accident data analyses show a significant reduction in accidents
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when OGFC mixtures are used. As much as an 80 percent reduction in wet weather accidents and a 100 percent reduction of fatalities were reported. Convinced by the overall performance, DOTD has promoted the use OGFCs on the Interstate system. Currently, more than 120 lane miles are under contract for OGFC mixture paving. Web Links (if available) Publication pending
PROJECT INFORMATION
Project Title Calibration of Resistance Factors Needed in the LRFD Design of Driven Piles and Drilled Shafts ID LTRC Project No. 07-2GT Project Cost $250,000 Duration 3.5 years SUBMITTER Submitter Agency Louisiana Transportation Research Center Submitter Contact Murad Abufarsakh Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Louisiana Department of Transportation and Development Sponsoring Agency Contact Mark Morvant Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research project was conducted to calibrate the resistance factors Project for the different design methods of axially loaded driven piles and drilled shafts needed in the LRFD design methodology based on local Louisiana load tests - soil database and LADOTD design experience. To achieve this goal, 53 PPC piles that were tested to failure and 26 drilled shaft load tests were collected and used in the statistical reliability analyses to calibrate the resistance factors of the different design methods. Impact, or Potential Impact, of It was found that local resistance factors were about 10 percent higher Implementing Research Results than those recommended by AASHTO, which will be translated into cost savings, specifically in the design of driven piles and drilled shafts. The research results have been implemented by the DOTD Geotechnical
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Design group and are reflected in their design manual. Recommended resistance factors have been implemented on many projects for the design of new driven piles and drilled shafts. Web Links (if available) http://www.ltrc.lsu.edu/pubs_final_reports_5.html
PROJECT INFORMATION
Project Title Cost Effective Prevention of Reflective Cracking of Composite Pavements ID LTRC Project No. 08-1P Project Cost $144,000 Duration 2.6 years SUBMITTER Submitter Agency Louisiana Transportation Research Center Submitter Contact Kevin Gaspard Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Louisiana Transportation Research Center Sponsoring Agency Contact Mark Morvant Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Asphaltic concrete (AC) is often used to improve the ride quality of Project distressed jointed concrete pavements (JCP) in Louisiana. However, reflective cracks develop in the AC over the JCP through its service life reducing its benefit. The objective of this study was to evaluate and compare different reflection cracking control treatments by evaluating the performance, constructability, and cost effectiveness of pavements built with these methods across the State. Results of this analysis assessed the benefits of these crack control techniques in terms of performance, economic worthiness, constructability, and long-term benefits.
State practices for control of reflective cracking were identified through district surveys and by reviewing the LADOTD databases and pavement management system data. Projects built with different crack control treatment methods were identified. The treatment methods that are evaluated in this study were fiber-glass grid, saw and seal, asphaltic
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surface treatment (chip seal) as a crack relief interlayer, stress absorbing membrane interlayer, fabrics, and STRATA®. Based on the results of the performance and cost analysis, conclusions were drawn for each of the treatment method as project data was statistically available.
Impact, or Potential Impact, of Based on the findings and the results of this project, recommendations Implementing Research Results for cost- effective control of reflective cracking were made. A choice is recommended for the districts between two treatment methods that were determined to be cost-effective for the climatic and operating conditions encountered in the State: System A consists of sawing the overlaid asphaltic concrete pavement to create transverse and longitudinal joints at the exact locations of underlying portland cement concrete (PCC) joints followed by sealing of those constructed joints. System B consists of applying an asphaltic surface treatment (chip seal) as a crack relief interlayer prior to the HMA overlay. Typical AST interlayer used in Louisiana are known as Type D and Type E. Web Links (if available) http://www.ltrc.lsu.edu/pubs_final_reports_5.html
PROJECT INFORMATION
Project Title Evaluation of Ternary Cementitous Combinations ID LTRC Project No. 09-4C Project Cost $240,000 Duration 2.5 years SUBMITTER Submitter Agency Louisiana Department of Transportation and Development Submitter Contact Tyson Rupnow Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Louisiana Department of Transportation and Development Sponsoring Agency Contact Mark Morvant Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Researchers investigated the use of potential ternary mixtures
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Project incorporating various combinations and replacement levels of SCM and their respective performance. A factorial was developed consisting of 33 combinations of class C fly ash, class F fly ash, and grade 100 and grade 120 slag cement. For the concrete study, the fresh concrete tests included slump, air, unit weight, and set time. Hardened concrete tests included compressive strength at 7, 28, and 56 days; flexural strength at 7 and 28 days; and rapid chloride permeability at 56 days.
The LTRC study indicated that cement mixtures containing up to 70 percent fly ash and slag exhibit concrete test results that are comparable (or better) than those obtained from control mixtures containing no supplemental cementitious materials. Specifications have been developed and implementation projects are underway. Impact, or Potential Impact, of Cost-benefit analyses indicate potential material cost savings around Implementing Research Results $25,000 per lane-mile when replacing 70 percent Portland cement with fly ash and slag. In bid year 2007-2008, 191 lane-miles of concrete pavement were let for construction. Replacement of 70 percent Portland cement with fly ash and slag on that quantity of pavement leads to a material cost savings near $4.8 million.
Another benefit of replacing Portland cement with fly ash and slag is a reduced carbon footprint during production of the cementitious material. Production for each ton of Portland cement for concrete pavement emits 0.92 tons of carbon dioxide. As byproducts of other industries, emissions due to production of fly ash and slag are negligible from the viewpoint of concrete pavement construction. Web Links (if available) http://www.ltrc.lsu.edu/pubs_final_reports_5.html
PROJECT INFORMATION
Project Title Implementation of Rolling Wheel Deflectometer (RWD) in PMS and Pavement Preservation ID LTRC Project No. 09-2P Project Cost $135,000 Duration 2.4 years SUBMITTER Submitter Agency Louisiana Transportation Research Center Submitter Contact Kevin Gaspard Submitter E-mail [email protected] RESEARCH PROGRAM
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Sponsoring Agency or Organization Louisiana Department of Transportation and Development Sponsoring Agency Contact Mark Morvant Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The Louisiana Department of Transportation and Development Project (LADOTD) conducted a research project utilizing the Rolling Wheel Deflectometer (RWD) with the intention of developing structural indices for network level analysis on roadways in Louisiana. As a pilot study, District 5 of LADOTD was selected for RWD testing with 12 hundred miles of asphalt pavement tested in the district, followed by a detailed field evaluation of the RWD system. Through this evaluation, the repeatability and the effects of testing speeds on RWD measurements were quantified. In addition, the relationship between RWD and FWD deflection measurements and pavement conditions was investigated. Based on the data collected, this study developed and validated a direct and simple model for determining the effective pavement Structural Number (SN) and Rolling Wheel Deflection Index (RI) using RWD deflection data. The indices have been provisionally adopted by LADOTD and are being implemented statewide. Impact, or Potential Impact, of The defined RI by this study using RWD is currently a very cost effective Implementing Research Results index to quantify the structural conditions of asphalt pavements network wise due to its low testing cost method ranging from $42 to $105 per mile based upon the roadway type. This index provides pavement rehab engineers a tool that can help to avoid costly mistakes such as conducting functional rehab works on structurally damaged pavements. A pavement management system with this new index in addition to surface distress indices will add more values to its services and impacts to the preservation of our highway system. Web Links (if available) Final Report Publication Pending
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Maine Department of Transportation (MaineDOT)
PROJECT INFORMATION
Project Title Monitoring Wildlife Passage Structures on a New Highway in Gorham, Maine ID Report not yet available Project Cost $21,800 Duration 3 years SUBMITTER Submitter Agency Maine DOT Environmental Office Submitter Contact Richard Bostwick Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization MaineDOT Sponsoring Agency Contact Dale Peabody Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Two bridges and 7 oversized culverts were installed along a new bypass Project in Gorham to facilitate animal passage across the bypass. The bridges were installed over streams with wide riparian travel corridors. This location in the landscape was picked as streams and adjacent floodplains are a regulated resource that is highly likely to remain intact in a developing landscape. Culverts were installed along topographical drainages.
On the bridges, 8 foot large wildlife exclusion fencing was placed half a mile either side of the crossing. Five of the culverts were four foot, one was 5 foot and one was 8 foot. Both Direct and indirect monitoring was done to determine if 1) culverts would be used by a variety of wildlife, and 2) whether funnel fencing into the culverts would make a difference. Direct monitoring included pitfall traps and motion detection cameras. Indirect included reported moose and deer crashes, and MDOT road kill survey focus route survey. RESULTS.
Direct monitoring: The bridges were wide open structures installed in animal travel corridors and had 8 foot exclusion fences funneling wildlife under them. Monitoring the structures with wildlife cameras and winter tracking showed that fencing with the bridges was a successful strategy.
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This combination created an effective wildlife passage. Two culverts were monitored with wildlife tracking surveys, pitfall traps, and motion detection cameras. These culverts passed 8 species of amphibians and 12 species of mammals. The other 5 culverts were monitored using only camera. There were 2500 photos of wildlife using 4 of the 7 culverts. Of these, over 1000 were of cats and raccoons. Twelve species were observed using culverts that had fencing to them and 7 were observed using un-fenced crossing,
Indirect Monitoring: Route 112 runs though the same habitat areas parallel and 1mile west of Route 114. Route 114 has no passage structures. The bridges were used by large and small species. Monitoring reported crashes show that in the habitat block where the wildlife bridges are, there has been only one crash on the bypass since it was opened in 2008 as compared to fourteen on an adjacent and parallel road, Route 114. Similar monitoring with culverts showed that culverts were used by small mammals in areas where there was no barrier to the road, and showed that amphibians would use culverts if funnel fencing was installed. Impact, or Potential Impact, of Research would guide the department in evaluating strategies that can Implementing Research Results be used to create animal friendly crossings across highway. Large open structures with funnel fencing are extremely efficient at keeping animals off the highway. The location along expected travel corridors likely added to their use by whitetail deer, moose and other wildlife. Culverts were found and used by smaller wildlife and amphibians, but no comparative road kill survey data was collected.
Note: FHWA Exemplary Ecosystem Initiative Award in 2011 Web Links (if available) Not available yet
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Maryland State Highway Administration (SHA)
PROJECT INFORMATION
Project Title An Investigation into the Use of Road Drainage Structures by Wildlife in Maryland ID MD-11-SP909B4M Project Cost $311,799 Duration 3 years SUBMITTER Submitter Agency University of Maryland Center for Environmental Science Submitter Contact J. Edward Gates Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Maryland State Highway Administration Sponsoring Agency Contact Allison Hardt Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Roads cause problems for wildlife, such as habitat fragmentation, Project disrupted gene flow, and direct mortality. Road drainage structures function as underpasses, mitigating many of the negative impacts caused by roads. This statewide study of culvert use by wildlife was designed to: 1) provide information useful in building safer highways, 2) provide guidance for improving wildlife mitigation in a cost effective manner, 3) contribute to the reduction of vehicle collisions with wildlife, and 4) assist in repairing wildlife-habitat continuity.
Infra-red motion detecting digital cameras were placed in drainage structures throughout the State of Maryland to document wildlife use between 28 August 2008 and 3 January 2011. All sites were selected along paved state roads maintained by the Maryland State Highway Administration (SHA). T-tests, ANOVA, Chi-squared (χ2) tests, and Canonical Correspondence Analysis (CCA) were used to analyze the effects of season, physiographic region, and structural, environmental, and land use/land cover variables at culverts on species use. The primary species of interest was the white-tailed deer (Odocoileus virginianus).
During the 2.3 year survey period, 32,783 identifiable images of wildlife were recorded, among which forty (40) species were identified. An
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additional seventeen (17) species were noted by direct visual observation.
White-tailed deer frequency of culvert use differed among seasons, with summer being highest. Mean frequency of culvert use by white-tailed deer also differed among regions, with culverts in the Piedmont used most often. White-tailed deer frequency of use was less for culverts without fencing on either side of the road; in contrast, culverts with five feet or greater fencing on either side of the roadway that could function as a wildlife guide or funnel resulted in greater use.
White-tailed deer used culverts most often with shallower water depth, greater distance to the road, and steeper slope. Culverts that were wider, taller, and longer were more likely to be used by white-tailed deer. Openness was not a significant factor. White-tailed deer used culverts more frequently at sites that had more traffic lanes and greater traffic volume.
It was demonstrated that existing culverts improved habitat permeability across roads for a number of diverse species. Impact, or Potential Impact, of Proper dimensions of culverts to accommodate target species, such as Implementing Research Results white-tailed deer, can be determined more accurately from the large sample of culverts in this study. Placement of appropriately sized culverts at road-kill hot spots could also help mitigate deer-vehicle collisions, particularly with the effective use of deer fencing as a wildlife guide or funnel.
Alternately, or perhaps complementary to fencing, allometrically-scaled wildlife crossings may be used to improve wildlife movements. Allometrically-scaled wildlife crossings are suitable crossings which are placed at distances reflecting the home range size of the target species. A combination of the above mentioned techniques could substantially reduce road-kills and related vehicular accidents. Web Links (if available) Not available.
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PROJECT INFORMATION
Project Title Low Cost Structural Health Monitoring of Bridges Using Wireless Sensors* ID MD-12- SP109B4M Project Cost $49,972 Duration 13 months SUBMITTER Submitter Agency University of Maryland Submitter Contact Mehdi Kalantari Khandani Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Maryland State Highway Administration Sponsoring Agency Contact Allison Hardt Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Structural health monitoring is critical to protecting bridges against Project aging, failures, and potentially collapse. However, instrumentiation techniques suffer from non-scalability due to the high cost of instrumentation devices and installation, and potentially high maintenance costs. While manual inspections of bridges help, they may not provide enough information to prevent catastophic failures. As a result, the University of Maryland set out to develop and test a cost effective and scalable solution for the real time monitoring of bridges for strain, tilt and inclination, temperature, moisture and humity, pressure, and crack activity and growth. The solution they developed and studied as a part of this project, is based on Active RF Test (ART) technology which incorporates novel sensing, energy harvesting, and wireless communication technologies into a wireless and batteryless sensor.
As a part of this project, SHA selected a bridge on I-495 over Northwest Branch in Montgomery County, Maryland, to install and test the sensors. The bridge is a large steel truss structure that was built in 1957 and poses difficulties to human inspectors. The sensors have been tested on this bridge for over a year and have showed a number of interesting results. During rehabilitation work in 2011, there were numerous instances where the system detected sudden shifts or increases in strain readouts. The changes were due to heavy machinery on the bridge, which was determined to be normal. However, under normal conditions
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when bridge work is not being done, this would have been a warning sign for a potential issue with this structure.
The research team anticipates that each sensor will have a minimum life cycle of 10 years and could last up to 20 years or more. It is also important to note that the sensors are not intended to replace human inspectors rather, they will help track changes in the condition of a structure between inspections.
Impact, or Potential Impact, of The results of this project show that the sensors are able to reliably Implementing Research Results transmit data and that it is feasible to use them for real time remote monitoring in a cost effective way. SHA is interested in testing the sensors on additional structures in the spring or summer of 2012 and in exploring other potential uses for the technology including monitoring scour and chlorides.
Web Links (if available) Not available
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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 OR10-045 Project Cost $183,181 Duration 1 year SUBMITTER Submitter Agency MDOT Research Administration Submitter Contact Michael Townley Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Michigan Department of Transportation Sponsoring Agency Contact Michael Townley Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Travelers frequently stop at rest areas and welcome centers for rest and Project relief from highway driving and adverse weather conditions. But operating and maintaining these facilities can be costly, leading some to question whether or not all facilities produce enough value to remain open. MDOT initiated this study to capture the range of the benefits of rest areas to motorists and the potential impacts of any closures. The goal was to support informed decision-making within the agency.
This study documented the functional and economic value of individual rest areas and welcome centers and the value of the system as a whole. These facilities encourage tourism, reduce travel time and vehicle operating costs (by not requiring travelers to seek out alternate facilities), and help deter fatigue-related crashes. The system-wide benefits in 2011 were determined to be $90.1 million, compared to $19.4 million in total costs (amortized construction costs, annual operating costs and annual maintenance costs). All individual rest areas in the state were found to be economically viable.
These findings represent a snapshot of rest area value based on current data and assumptions, and form the basis for prioritizing rest areas,
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forecasting future utilization, and planning for additions or closures. To support MDOT‘s application of the methodology developed, the researchers created an Excel tool that can be used by administrators, policy makers and technical staff to help determine the potential economic and functional impacts of adding or removing rest areas in various locations around the State.
The study included phone interviews and nighttime truck parking utilization surveys with truck drivers to determine parking capacity issues along major trucking routes. (Photo courtesy of U.S. DOT.)
Impact, or Potential Impact, of The costs of operating and maintaining rest areas remain a challenge, Implementing Research Results but the value demonstrated in this study is prompting MDOT to seek out new and creative ways to support these costs. MDOT will incorporate the results of this research into the 2012 Strategic Plan and will use the Excel tool developed in future planning. In short, the results will help MDOT make decisions about the future of rest areas and welcome centers that are based on accurately weighing the costs and benefits.
Web Links (if available) The report will be posted by May 2012 at the following link: http://www.michigan.gov/mdot/0,1607,7-151-9622_11045_24249--- ,00.html
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PROJECT INFORMATION
Project Title Improving Drivers’ Ability to Safely and Effectively Use Roundabouts: Educating the Public to Navigate Roundabouts ID RC-1542 Project Cost $199,649 Duration 1 year, 5 months SUBMITTER Submitter Agency MDOT Research Administration Submitter Contact Michael Townley Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Michigan Department of Transportation Sponsoring Agency Contact Michael Townley Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research To improve safety and efficiency, MDOT is turning more frequently to Project roundabouts as an alternative to traditional signalized or stop-controlled intersections. However, the relative novelty of roundabouts can leave some road users feeling unsure of how to drive in them. This unfamiliarity may result in a temporary increase in crashes immediately following installation, which MDOT wanted to mitigate. The goal of this study was to develop effective educational countermeasures based on research to provide a better understanding of roundabout driver behavior.
The researchers examined roundabout crash data and survey results from almost 12,000 road users to identify key factors associated with roundabout crashes, including difficulty in understanding which driver should yield at entry and exit points, excessive speed, confusion about lane selection and lane changes, and failure to recognize pedestrians and bicyclists.
Based on these findings, the research team developed a comprehensive public education campaign to counteract the crash factors, including: A PowerPoint presentation describing the operational and safety characteristics of roundabouts, which MDOT and local agency staff are using to support outreach efforts in communities where roundabouts are proposed. Trifold brochures featuring the advantages of roundabouts and step-by-step instructions for using a roundabout, which MDOT has distributed broadly.
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Animated safety videos demonstrating the interaction of vehicles, pedestrians and bicyclists traveling in roundabouts in real time. These safety videos will appear in the rotation of video advertising at Michigan‘s 14 Welcome Centers and are posted on YouTube. Posters showing how to use roundabouts with examples of roundabouts in Michigan.
Many of these educational materials are available on MDOT‘s Web site at www.michigan.gov/roundabouts.
Impact, or Potential Impact, of This project‘s carefully designed public education campaign will help Implementing Research Results improve both road user satisfaction and safety, and help reduce crashes at new roundabout installations. Web Links (if available) http://www.michigan.gov/documents/mdot/MDOT_Research_Spotlight_ Roundabouts_352561_7.pdf
The screenshot above is from one of MDOT‘s animated videos showing drivers how to navigate a roundabout. The video is on YouTube at: http://www.youtube.com/watch?v=ONacAiKXe-8&feature=youtu.be
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PROJECT INFORMATION
Project Title Evaluating the Performance and Safety Effectiveness of Roundabouts ID RC-1566 Project Cost $149,944
Duration 15 months SUBMITTER Submitter Agency Michigan Department of Transportation Research Administration Submitter Contact Michael Townley Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Michigan Department of Transportation Sponsoring Agency Contact Michael Townley Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Roundabouts are becoming the intersection treatment of choice in Project Michigan and across the country as transportation agencies aim to enhance safety and reduce congestion. This project‘s in-depth analysis focused on the characteristics of Michigan roundabouts that make them safe, cost-effective and user-friendly intersections. The cost of installing roundabouts was compared to the potential benefits to determine the return on investment.
Researchers analyzed single-, double-and triple-lane roundabouts, either newly built or converted from stop-controlled or signalized intersections from 2001 to 2009. A simple before-and-after study and a more rigorous empirical Bayes (EB) analysis assessed the safety of the roundabout conversions. Researchers made site visits to selected roundabouts to identify factors that may increase collision risk. Investigators also considered crash and construction costs in their assessment of the cost- effectiveness of roundabouts. Impact, or Potential Impact, of Both before-and-after studies identified reductions in injury crashes for all Implementing Research Results classes of roundabout conversions. The economic analysis estimated benefits from reductions in road-user delays ranging from $500,000 to more than $2 million per year. Researchers calculated a return on investment of less than two years for the three types of roundabouts.
The EB analysis produced the first safety performance functions (SPFs) and crash modification factors (CMFs) to reflect the behaviors of Michigan roundabouts. The SPFs, which are mathematical models that relate crashes to traffic volume, presented conditions before roundabout
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construction. CMFs are a standard measure used to express the expected number of crashes after implementing a countermeasure.
This research quantifies the safety benefits and cost-effectiveness of Michigan roundabouts. Armed with this information, and researchers‘ recommendations for modifications to its 2007 MDOT Roundabout Design Guide, MDOT can prioritize funding for roundabouts, apply the most appropriate design elements, and quantify the benefits of roundabouts for Michigan communities that are considering installing
roundabouts as effective alternatives to conventional intersections.
On-site observers found that the many trucks using this interchange at I- 75 and M-81 in Saginaw County are able to maneuver through the roundabouts with relative ease. (Photo source: Google.)
Web Links (if available) http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC 1566_379286_7.pdf
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PROJECT INFORMATION
Project Title Evaluating the Performance and Safety Effectiveness of Roundabouts ID RC-1566 Project Cost $149,944
Duration 15 months SUBMITTER Submitter Agency MDOT Research Administration Submitter Contact Michael Townley Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Michigan Department of Transportation Sponsoring Agency Contact Michael Townley Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Roundabouts are becoming the intersection treatment of choice in Project Michigan and across the country as transportation agencies aim to enhance safety and reduce congestion. This project‘s in-depth analysis focused on the characteristics of Michigan roundabouts that make them safe, cost-effective and user-friendly intersections. The cost of installing roundabouts was compared to the potential benefits to determine the return on investment.
Researchers analyzed single-, double-and triple-lane roundabouts, either newly built or converted from stop-controlled or signalized intersections from 2001 to 2009. A simple before-and-after study and a more rigorous empirical Bayes (EB) analysis assessed the safety of the roundabout conversions. Researchers made site visits to selected roundabouts to identify factors that may increase collision risk. Investigators also considered crash and construction costs in their assessment of the cost- effectiveness of roundabouts. Impact, or Potential Impact, of Both before-and-after studies identified reductions in injury crashes for all Implementing Research Results classes of roundabout conversions. The economic analysis estimated benefits from reductions in road-user delays ranging from $500,000 to more than $2 million per year. Researchers calculated a return on investment of less than two years for the three types of roundabouts.
The EB analysis produced the first safety performance functions (SPFs) and crash modification factors (CMFs) to reflect the behaviors of Michigan roundabouts. The SPFs, which are mathematical models that relate crashes to traffic volume, presented conditions before roundabout
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construction. CMFs are a standard measure used to express the expected number of crashes after implementing a countermeasure.
This research quantifies the safety benefits and cost-effectiveness of Michigan roundabouts. Armed with this information, and researchers‘ recommendations for modifications to its 2007 MDOT Roundabout Design Guide, MDOT can prioritize funding for roundabouts, apply the most appropriate design elements, and quantify the benefits of roundabouts for Michigan communities that are considering installing roundabouts as effective alternatives to conventional intersections.
Web Links (if available) http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC 1566_379286_7.pdf
On-site observers found that the many trucks using this interchange at I-75 and M-81 in Saginaw County are able to maneuver through the roundabouts with relative ease. (Photo source: Google.)
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PROJECT INFORMATION
Project Title A Michigan Toolbox for Mitigating Traffic Congestion ID RC-1554 Project Cost $154,580 Duration 1 year SUBMITTER Submitter Agency MDOT Submitter Contact Andre‘ Clover Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization MDOT Research Administration Sponsoring Agency Contact Andre‘ Clover Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research In the last 20 years, infrastructure capacity in Michigan and the rest of Project the United States has not kept up with the demands of an increasing number of drivers and vehicles. This has led to a significant increase in traffic congestion, especially in urban areas. Transportation agencies are turning to a variety of mitigation strategies to cope with congestion problems. However, selecting the most appropriate strategy for each situation is a challenge, especially with limited funding.
The goal of this study was to provide road agencies with guidance for implementing cost-effective mitigation strategies that would improve mobility and travel reliability. To accomplish this, the researchers conducted an online survey of metropolitan planning organizations throughout the country, asking about their experiences developing, planning and implementing various mitigation strategies. They also interviewed staff from four Michigan metropolitan planning organizations about their congestion management processes and completed a comprehensive literature review to identify promising mitigation strategies and studies evaluating them.
The researchers used these results to create A Michigan Toolbox for Mitigating Traffic Congestion, a user-friendly desk reference for practitioners and a tool to help policy makers better understand the development, planning, and implementation of congestion mitigation strategies.
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The toolbox presents 47 strategies organized in two categories:
Transportation supply or system management: traffic operations, transit, multimodal transportation centers, freight rail improvements, bicycle and pedestrian facilities, and reduced interference for construction and maintenance.
Demand management: work schedule changes, land use development, ridesharing and vanpools, parking management, diversified development patterns, smart growth, car-sharing, and trip reduction ordinances.
Each strategy includes a detailed review of its characteristics, techniques for implementation, data requirements, lessons learned, impacts, costs and benefits, and contact information and resources for more information. The toolbox also includes an overview of traffic congestion causes and project survey responses.
Traffic signal coordination is among the highly effective congestion mitigation measures included in the new toolbox. (Photo: FHWA.)
Impact, or Potential Impact, of Local and regional transportation agencies can apply the strategies Implementing Research Results found in the toolbox to improve mobility and travel reliability throughout Michigan. The toolbox also has the potential to increase consistency across MDOT regions and Transportation Service Centers as well as the metropolitan planning organizations, regional planning councils, counties, cities and townships.
Web Links (if available) http://www.michigan.gov/documents/mdot/MDOT_Research_Spotlight_ Congestion_Mitigation_376297_7.pdf
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PROJECT INFORMATION
Project Title Recommendations for Meeting the Transportation Needs of Michigan’s Aging Population* ID RC-1562 Project Cost $203,105 Duration 1 year SUBMITTER Submitter Agency MDOT Research Administration Submitter Contact Michael Townley Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Michigan Department of Transportation Sponsoring Agency Contact Michael Townley Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Safe driving can become more difficult for some older adults because of Project medical conditions and medications. When satisfactory alternatives to driving are not available, older adults are faced with a loss in mobility that can lead to a reduced quality of life. MDOT initiated this study to determine the transportation needs of Michigan‘s rapidly growing elderly population and develop strategies for keeping older adults safe and mobile.
Researchers examined the services and programs currently available in Michigan to identify gaps and overlaps in service. They also conducted a statewide survey and demographic analysis to identify the transportation needs of older drivers, along with population trends, travel and residency patterns, and motor vehicle crash records.
Using the findings from this state-of-practice review and a literature search to identify existing or promising strategies for enhancing older adult mobility, the researchers developed 20 measures for improving older adult mobility for MDOT to consider. Each measure includes a description of the target audience; activities necessary for successful implementation; potential barriers to implementation; criteria for judging success; and estimated implementation costs.
Recommendations include:
Continuing MDOT‘s leadership in fostering coordinated transportation services to fill gaps and eliminate duplication. Recognizing that the ―oldest older drivers‖ (ages 85 and above)
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experience noticeably higher crash rates and driving challenges than the ―youngest older drivers‖ (ages 65 to 84). Adopting Federal Highway Administration‘s roadway design recommendations for older adults and evaluating these changes for their impact on safety. Tailoring educational programs to the special needs and learning styles of older adults when adopting senior-friendly engineering solutions such as roundabouts. Reducing physical barriers to the use of transit through low-floor vehicle design for easier entry and increasing the number of seats reserved for older adults.
Signage changes to aid older drivers, reflected in the sign on the right, include lettering that decreases the nighttime halo effect, removal of underlining and enlargement of the first letter of the cardinal direction (east, west).
Impact, or Potential Impact, of This project identified a series of low-cost, high-impact measures to Implementing Research Results meet the requirements of the five ―A‘s‖ of senior-friendly transportation: available, accessible, affordable, adaptable, and acceptable. MDOT has evaluated each measure for implementation and is working cooperatively with other Michigan agencies to put these measures into practice. This coordinated effort will help ensure that Michigan residents have access to the transportation services they need to keep them safely mobile as they age. Web Links (if available) http://www.michigan.gov/documents/mdot/MDOT_Research_Spotlight_ Aging_Population_377503_7.pdf
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Minnesota Department of Transportation (MnDOT)
PROJECT INFORMATION
Project Title Drainable Pavements at MnROAD Pervious Concrete and Porous Concrete Overlay Cells 39, 85, and 89 Pervious Concrete Cells on MnROAD Low-Volume Road ID Reports: 2010-16 and 2011-23 Project Cost $48,000 Duration 50 months SUBMITTER Submitter Agency MnDOT Submitter Contact Linda Taylor Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization LRRB
Sponsoring Agency Contact Technical Liaison, Mark Maloney Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Local agencies are interested in the ability of pervious pavements to Project reduce storm water runoff by allowing direct infiltration through the pavement structure. However, concerns about the ability of pervious pavements to perform in Minnesota‘s extreme climate, maintenance needs, and the effect on groundwater quality needed to be understood. These cells were constructed to evaluate the performance of pervious concrete pavements on a low-volume road in a cold weather climate. The three cells discussed in the most recent report (2011-23) are as follows: porous concrete overlay, pervious concrete on granular subgrade, and pervious concrete on cohesive subgrade.
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Impact, or Potential Impact, of The latest report includes the design, construction, and early Implementing Research Results performance of three pervious concrete test cells construction at MnROAD in 2008. These cells were constructed to evaluate the performance of pervious concrete pavements on a low-volume road in a cold weather climate.
Pervious Pavements have come into use in Minnesota. The city of Shoreview paved about a mile of pervious cement in its Woodbridge neighborhood in 2009 to help replace a storm drainage system. In 2005, the Ramsey- Washington Metro Watershed District initiated a Porous Pavement Project involving the use of porous concrete to help with the runoff of Carver Lake.
In the summer of 2008, a pervious concrete boat ramp was constructed in Detroit Lakes, Minnesota and in 2006 a cul-de-sac was paved with pervious concrete at Lake Street, in Minneapolis, Minnesota. Web Links (if available) http://www.lrrb.org/pdf/201016.pdf
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http://www.dot.state.mn.us/research/documents/201123.pdf
Shoreview Videos: Part 1: http://www.youtube.com/watch?v=LaBBuoXB1XA
Part 2: http://www.youtube.com/watch?v=lugNmgoZKLY Roller Screed Paving: http://www.youtube.com/watch?v=cK0MwyDTfqo Demonstration: http://www.youtube.com/watch?v=j_z0xRPbExY
Ramsey – Washington Metro Watershed District Resource: http://rwmwd.org/index.asp?Type=B_BASIC&SEC=%7BE471CFEA- 1BDD-4F49-9CDC-12039A7DD43B%7D
Terra Resource: http://www.armofmn.com/images/files/terrafactsheet-04-pervious-10.pdf
PROJECT INFORMATION
Project Title Review of Workplace Wellness Program Options to Reduce Musculoskeletal Disorders in Laborious Work ID Report: 2011-07 Project Cost $11,312 Duration 11 months SUBMITTER Submitter Agency MnDOT Submitter Contact Linda Taylor Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or MnDOT Organization Sponsoring Agency Contact Technical Liaison, Todd Haglin Sponsoring Agency Contact’s [email protected] E-mail RESEARCH AND RESULTS
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Brief Summary of the Research Researchers began by conducting a literature review of textbooks, journal Project publications, and Web sites, and identified basic terms and definitions related to workplace health and wellness promotion. Next, they conducted phone interviews with nine safety officers at other DOTs to identify factors leading to the success or failure of past and current workplace health and wellness promotion initiatives, and to gather data about the costs of these programs. Finally, researchers conducted a phone interview with a Minnesota expert in health and wellness promotion to ask about current options available to the MnDOT workforce and past experiences with groups similar to MnDOT field workers. Impact, or Potential Impact, of MnDOT is piloting programs Implementing Research between districts that use Results wellness research. Daily stretches, wellness promotions in the forms of PowerPoint presentations, videos, and posters are being used in several districts. MnSTEP, a pilot program, has become a prominent video feature that helps educate and promote stretching and wellness in manual and office labor jobs. Web Links (if available) http://www.dot.state.mn.us/research/TS/2011/201107.pdf
Video: http://www.mndot.gov/research/documents/stretching-district1.wmv
PowerPoint: Office Staff: http://www.mndot.gov/research/documents/ErgonomicsOfficeStretches.pptx
Maintenance/Field Employees, twice daily: http://www.mndot.gov/research/documents/FlexibilityProgramstretches.ppt
Posters: http://www.dot.state.mn.us/research/documents/MnSTEPHandout.pdf http://www.dot.state.mn.us/research/documents/MnSTEPHandoutooffice.pdf
Governor Dayton’s Safety Initiative http://www.dot.state.mn.us/research/documents/gov_dayton_safety.pdf
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PROJECT INFORMATION
Project Title Concrete Delivery Time Study
ID 2011-26 Project Cost $100,000 Duration 22 months SUBMITTER Submitter Agency MnDOT. Submitter Contact Linda Taylor Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization LRRB Sponsoring Agency Contact Technical Liaison, Maria Masten Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Final field results Project showed that extending the delivery time of air- entrained concrete mixtures from the current 60 minutes to 120 would not significantly affect compressive strength or freeze- thaw durability, and researchers recommend updating MnDOT specifications to allow a longer delivery time. This adjusted specification, however, must offset expected losses in plastic air content and slump, as results showed small decreases in some concrete properties with the additional time. Impact, or Potential Impact, of Final field results showed that extending the delivery time of air- Implementing Research Results entrained concrete mixtures from the current 60 minutes to 120 would not significantly affect compressive strength or freeze-thaw durability, and researchers recommend updating MnDOT specifications to allow a longer delivery time. This adjusted specification, however, must offset expected losses in plastic air content and slump, as results showed
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small decreases in some concrete properties with the additional time.
Web Links (if available) http://www.dot.state.mn.us/research/documents/201126.pdf
PROJECT INFORMATION
Project Title Development of Best Practices for Inspection of Post-Tensioning Bridges in Minnesota ID Contract 89261 WO192 Project Cost $109,644 Duration 22 months SUBMITTER Submitter Agency MnDOT Submitter Contact Linda Taylor Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or MnDOT Organization Sponsoring Agency Technical Liaison, Paul Kivisto Contact Sponsoring Agency [email protected] Contact’s E-mail RESEARCH AND RESULTS Brief Summary of the The scope is limited to providing a targeted check of bridges that are most likely to have Research Project grouting related corrosion problems based on a review of plans and inspection notes. The project consisted of three phases: a review of plans and inspection reports of 40 post-tensioned bridges constructed prior to 2003; the selection of 10 bridges for a limited onsite inspection of the exterior of the bridge; and the invasive inspection of 3 select bridges. The bridges selected were chosen to represent different bridge construction types to provide a spot check of the post-tensioned bridge inventory in Minnesota. One of the three bridges has corrosion and voids due to poor grouting; one has a major corrosion problem related to construction issues (but appears to have good grout); and one showed no tendon corrosion or grouting problems during the invasive spot checks. (See photo below.)
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Impact, or Potential A concise and practical guide was written for inspecting post-tensioned bridges from an Impact, of age ranging from the 1970s to the present. Figures for visual reference are included in Implementing the report as well. Research Results The guide is located in Chapter 11 of the report (on page 108). The link to the report is below. Web Links (if Report: available) http://www.dot.state.mn.us/research/documents/201209.pdf
Report & Inspection Guide: http://www.dot.state.mn.us/research/documents/KMB_AJS%20MnDOT%20REPORT.pdf
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PROJECT INFORMATION
Project Title Quality of Life: Assessment and Evaluation to Develop Transportation Performance Measures ID Contract 89261, WO 198 Project Cost $262,249 Duration 25 months SUBMITTER Submitter Agency MnDOT. Submitter Contact Linda Taylor Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization MnDOT Sponsoring Agency Contact Technical Liaison, Karla Rains Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Quality of life and its surrogate, livability, is a commonly used term and Project federal priority across multiple-agencies. Defining quality of life, however, is an ongoing challenge that experts often take on with minimal input from citizens. This groundbreaking research sought citizen input on what comprised quality of life and what role transportation played in it. Further, this research explored in detail the important factors across the breadth of transportation and how MnDOT was performing on these important factors. The research encompassed three phases: an extensive literature review; 29 focus groups that asked Minnesota‗s citizens about their quality of life; and a mail questionnaire about quality of life, transportation, and their intersection.
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Impact, or Potential Impact, of The Quality of Life research project identifies transportation as one of Implementing Research Results the 11 quality of life indicators for Minnesota citizens. It further indicates seven areas of transportation that support quality of life. MnDOT is now sharing the research findings with agency management and leaders of other state agencies to help state government be more mindful and collaborative in approaching public services to better reflect what citizens want. This important work is changing the way MnDOT does business as it feeds into Minnesota GO statewide planning efforts and initiatives, including Enterprise Risk Management, Context Sensitive Solutions, and Sustainability.
Web Links (if available)
PROJECT INFORMATION
Project Title Snow Plow Calibration Training & Procedure Manual Project ID Contract 93853 Project Cost $88,277 Duration 10 months SUBMITTER Submitter MnDOT Agency Submitter Linda Taylor Contact Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring MnDOT Agency or Organization Sponsoring Technical Liaison, Farideh Amiri Agency Contact Sponsoring [email protected] Agency Contact’s E-mail
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RESEARCH AND RESULTS Brief Summary This project utilized Minnesota winters to of the Research develop a procedural manual for MnDOT‘s Project winter training program. It gathered information from professionals around the State to help create a training and guidance program for a more practical approach to road maintenance in winter weather.
The MnDOT Snowplow Salt and Sander Controller Calibration Guide (see link below) benefits Minnesota roadways and environments and sets a precedent in road maintenance. This guide allowed for a local government calibration guide (see link below) so that each snowplow can be tailored for its particular road systems and environment.
Impact, or The Calibration Guide has gone into effect in Minnesota and for its winter training program. The Potential Impact, guide has been incorporated in the winter training and is an effective model of how Minnesota of Implementing deals with roadways in winter. The impact of the project has been a heightened awareness of Research the need to use salt carefully and judiciously. Calibration helps to prevent the overuse of salt by Results allowing operators to be confident that their spreaders are applying the amount of material they have entered in the controller. This model has also been introduced into the local and state level, bridging the difference between state and local plowing systems and allowing for each area to create and calibrate to their particular needs while saving salt.
Web Links (if Maintenance Training Web site: available) http://www.dot.state.mn.us/maintenance/training.html
MnDOT Snowplow Salt and Sander Controller Calibration Guide: http://www.dot.state.mn.us/maintenance/research/files/MnDOT%20Salt%20and%20Sander%2 0Calibration%20Guide.pdf
Local Government Snowplow Calibration Guide: http://www.dot.state.mn.us/maintenance/docs/2009RIC08.pdf
CTAP Hands-On Calibration Workshop Information: http://www.mnltap.umn.edu/training/topic/maintenance/plow/ctap.html
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Mississippi Department of Transportation (MsDOT)
PROJECT INFORMATION
Project Title Laboratory Investigation of High RAP/Mississippi State University Content Pavement Surface Layers ID FHWA/MS-DOT-RD-10-212 Project Cost $115,000 Duration 27 months SUBMITTER Submitter Agency MsDOT Submitter Contact Robbie Vance Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization MsDOT Sponsoring Agency Contact James Watkins Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The scope of this research was a laboratory investigation to evaluate the Project feasibility of using recycled asphalt mixtures containing up to 50 percent RAP in conjunction with warm mix additives for highway surface applications. Currently MsDOT allows the use of up to 15 percent RAP in asphalt mixtures for surface applications; therefore the focus of this study was on mixtures containing 25 percent RAP or more as these types of mixtures are not currently in use on the surface of MsDOT roadways. While this study was not specifically restricted to either new construction or to maintenance applications of surface mixtures, the focus of this study was targeted toward maintenance overlay applications, especially in the selection of control mixtures. Surface mixes in Mississippi can be either 9.5 mm or 12.5 mm; this study focused exclusively on 9.5 mm nominal maximum aggregate size (NMAS) aggregate gradations. Impact, or Potential Impact, of A laboratory study was undertaken to investigate the feasibility of using Implementing Research Results high (25 percent or more) reclaimed asphalt pavement (RAP) content warm mix asphalt (WMA) mixtures to construct the surface of highways managed by MsDOT. The focus of the research was high RAP, with secondary emphasis on warm mix technologies used in conjunction with RAP. Three RAP sources and two warm mix technologies (Sasobit® and Evotherm 3G™) were tested. The study used all asphalt mix designs performed in the past several years by MsDOT alongside field
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produced surface mixes as the reference for comparison/investigation of high RAP-WMA properties. The investigation included durability, cracking, rutting, and moisture damage testing as its primary components.
The study developed regression equations to estimate the amount of absorbed asphalt present in a given RAP source using the MDOT mix design database. It was shown that traditional methods of determining asphalt absorption of RAP are questionable in many situations. Durability was measured on the dense graded mixtures by the Cantabaro test, which is not a typical use of the test. Results did not indicate significant durability problems of the high RAP-WMA mixes, though they were shown to be less durable in some conditions. Mixture stiffness measured by the Bending Beam Rheometer (BBR) was used as a comparer to control mixes to evaluate crack resistance and produced varying results with test temperature, though no major problems were identified with the high RAP-WMA. Rutting was shown to be on par with PG 76-22 control mixes in some instances. Moisture damage was found to be a potential problem using loaded wheel testing under water. Overall, the study concluded that 25 percent RAP WMA was feasible and that 50 percent RAP WMA may be feasible for use in surface layers. Web Links (if available) http://sp.gomdot.com/Research/Reports/Interim%20and%20Final%20Re ports/State%20Study%20212%20- %20Laboratory%20Investigation%20of%20High%20RAP%20Mississipp i%20State%20University%20Content%20Pavement%20Surface%20Lay ers.pdf
PROJECT INFORMATION
Project Title MsDOT Implementation Plan for GPS Technology in Planning, Design, and Construction Delivery* ID FHWA/MS-DOT-RD-07-178 Project Cost $172,988 Duration 2 years SUBMITTER Submitter Agency MsDOT Submitter Contact Robbie Vance Submitter E-mail [email protected]
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RESEARCH PROGRAM Sponsoring Agency or Organization MsDOT Sponsoring Agency Contact Cindy Smith Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Global Positioning System (GPS) technology offers advantages to Project transportation agencies in the planning, design and construction stages of project delivery. This research study developed a guide for MsDOT implementation of GPS technology, both internally and externally, assisting the agency in the areas of construction specifications, quality control, business policies, and procedures, and cost budgeting. This study will resulted in the delivery of a report that includes recommendations for specification language regarding contractor use of GPS for automated machine grading (AMG) and the sharing of MsDOT electronic data. Workshops were held with the participation of MsDOT personnel and construction company representatives centered on the GPS Guidance Specification and Implementation Plan to facilitate their adoption.
Impact, or Potential Impact, of AMG is being implemented at MsDOT on certain projects. A recent Implementing Research Results presentation at MsDOT‘s Construction Conference by Project Engineer Jordan Whittington revealed that AMG saved approximately 20-30 percent on earthwork costs and time and achieved greater accuracy and efficiency. MSDOT is moving toward 3D design model delivery.
Web Links (if available) http://sp.gomdot.com/Research/Reports/Interim%20and%20Final%20Re ports/State%20Study%20214%20- MDOT%20Implementation%20Plan%20for%20Global%20Positioning% 20Systems%20(GPS)%20Technology%20in%20Planning,%20Design,% 20and%20Construc.pdf
PROJECT INFORMATION
Project Title Shrinkage and Durability Study of Bridge Deck Concrete ID FHWA/MS-DOT-RD-09-216 Project Cost $78,300 Duration 21 months SUBMITTER Submitter Agency MsDOT
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Submitter Contact Robbie Vance Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization MsDOT Sponsoring Agency Contact William (Bill) Barstis Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objective of this research was to determine the usefulness of Project supplemental cementitious materials in decreasing shrinkage and permeability of concrete. Concrete with low shrinkage potential and low permeability is critical to provide long-term durability for bridge decks. Impact, or Potential Impact, of MsDOT is incorporating changes to material specifications and Implementing Research Results construction procedures for bridge decks in an effort to reduce shrinkage cracking. These changes are currently being implemented into a limited number of projects to evaluate MsDOT‘s new Class BD concrete. This class of concrete was modeled after Kansas Department of Transportation‘s special provision for low cracking, high performance concrete which was based on studies conducted by the University of Kansas. While Class BD concrete is based on recommendations of the research performed at the University of Kansas, there was limited data available for MsDOT engineers to evaluate shrinkage characteristics of concrete made with gravel and cementitious materials available in Mississippi. This research generates shrinkage and permeability data for thirty mixtures developed with readily available materials in Mississippi. Web Links (if available) http://sp.gomdot.com/Research/Reports/Interim%20and%20Final%20Re ports/State%20Study%20216%20- Shrinkage%20And%20Durability%20Study%20Of%20Bridge%20Deck% 20Concrete.pdf
PROJECT INFORMATION
Project Title Development of Climate Data Input File for the Mechanistic-Empirical Pavement Design Guide (MEPDG) ID FHWA/MS-DOT- RD-11-232 Project Cost $65,180 Duration 17 months SUBMITTER Submitter Agency MsDOT
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Submitter Contact Robbie Vance Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or MsDOT Organization Sponsoring Agency William (Bill) Barstis Contact Sponsoring Agency [email protected] Contact’s E-mail RESEARCH AND RESULTS Brief Summary of the The mechanistic-empirical pavement design guide (MEPDG) software package includes Research Project climate files that are limited in geographic density and limited in length of time. In Mississippi, there are only climate input files from 12 weather stations and only seven of the 12 have more than 8 years of climate record. There are only three weather stations in the northern half of the State. This limits the ability of the MEPDG to reasonably predict pavement performance. The climate data must be repeated multiple times to accomplish a 20-year or 40-year pavement design prediction.
This study applies climate science to build more accurate historic climate files and build future climate files (called virtual climate files) applying accepted models of long-term changes in global climate. The study examines how the improved climate data input files impact the pavement performance prediction. The improved climate data input files use a longer period of climate history and information from significantly more weather stations. A sensitivity study will determine if the resources used to build the improved climate files were an appropriate effort with a measureable long-term benefit. Impact, or Potential The effort to build historic climate data files expands the time and improves geographic Impact, of Implementing coverage of the input data for the MEPDG. The current MEPDG climate files for Research Results Mississippi are limited to 12 weather stations in only ten of 82 counties. Only seven of the weather stations have more than 8 years (100 months) of climate data. The new historic climate files use the hourly data from the 23 Automated Surface Observation System and the Automated Weather Observation System (ASOS and AWOS, respectively) and the daily data from over 100 Cooperative Observer Program (COOP). These weather databases were combined to generate a more accurate 40-year historic climate input data file for each of the 82 counties, creating over thirty times more climate input data.
The study then built virtual (future) climate files by applying global and regional climate models to the 40-year historic data. Due to the long-range nature of predicting climate over multiple decades, the virtual files were limited to nine general climate zones across Mississippi. Only the temperature and precipitation data were adjusted in the virtual files. The 82 historic and nine virtual climate input data files were checked for logical errors in the files as part of the climate file development process. An example of a logical error would be a database field showing negative precipitation value. The final check of the climate data using the MEPDG program did not find any outlier data.
The sensitivity analysis examined how the improved climate data input files impacted the
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pavement performance prediction. The analysis measured the impact of the three different climate input files (MEPDG, Historic, and Virtual) on three common types of pavements (jointed PCC, thick HMA, and thin HMA) used in Mississippi. The analysis showed that repeating the limited data in the MEPDG climate input files to predict pavement distress over a typical twenty to forty year analysis period resulted in significantly higher predicted distress in some cases. The sensitivity study determined that the resources used to build the improved climate files were an appropriate effort with a measureable long-term benefit.
Web Links (if available) http://spgomdot/Research/Reports/Interim%20and%20Final%20Reports/State%20Study %20No.%20232%20Developing%20MEPDG%20Climate%20Data%20Input%20Files%2 0for%20Mississippi.pdf
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Missouri Department of Transportation (MoDOT)
PROJECT INFORMATION
Project Title Missouri River Freight Corridor Development Plan ID cmr 12 - 006, TRyy1018 Project Cost $899,995 Duration 16-1/2 months SUBMITTER Submitter Agency MoDOT Submitter Contact Bill Stone Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization MoDOT Sponsoring Agency Contact Bill Stone Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The purpose of the Missouri River Freight Corridor Development effort is Project to redevelop the river as a freight corridor, with logical market nodes and reliable service to support a sustainable market and logistics system. The project will produce one or possibly more business plan like "concepts of operation" for prompt implementation.
Hanson Professionals, Inc. was selected to conduct the study and had Moffat & Nichol along with the University of Missouri-Columbia on the research team.
Hanson conducted extensive group meetings and individual meetings with stakeholders, officials, and businesses local to the river. They produced three business promoting documents to MoDOT‘s specifications, as well as a report, a photo library, and extensive supporting documents including maps, inventories, and evaluations.
Impact, or Potential Impact, of Findings from the research concluded: Implementing Research Results Market potential exists to add significant volume to existing Missouri River freight movements over the next 5 years.
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Much of the infrastructure and equipment necessary to support growth are already in place. Practical geographic development nodes are identified to serve the market potential. Continued stakeholder cooperation and advocacy are critical for success. Stakeholder investment from both the private and public sectors is a proven concept and will be necessary for the river freight corridor to expand.
Web Links (if available) 2011 December: Missouri River Freight Corridor Assessment and Development Plan, cmr 12 - 006, TRyy1018.
Summary Report (pdf, 790 KB, 12 pages).
Infrastructure Brochure (pdf, 940 KB, 8 pages).
Market Brochure (pdf, 1.6 MB, 12 pages).
Navigation Brochure (pdf, 950 KB, 6 pages).
Review of Existing Literature, Practices, and Initial Stakeholder Involvement - Technical Memo 1 (pdf, 2.5 MB, 101 pages).
Inventory Report, Maps - Technical Memo 2a (pdf, 15 MB,60 pages).
Inventory Report, Tables - Technical Memo 2b (pdf, 1.7 MB, 49 pages).
Site Visit Reports - Technical Memo 2c (pdf, 8.6 MB, 83 pages).
Missouri River Historic Timeline and Navigation Service Cycle - Technical Memo 2d (pdf, 990 KB, 16 pages).
Market Potential - Technical Memo 3 (pdf, 2.4 MB, 71 pages).
Evaluation of Market Nodes, River Management Strategies, Assessment of Infrastructure Needs and Concepts of Operations - Technical Memo 4 (pdf, 5.5 MB, 119 pages).
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PROJECT INFORMATION
Project Title Evaluation of Life Expectancy of LED Traffic Signals and Development of a Replacement Schedule * ID OR 11 - 015., TRyy1001 Project Cost $74,944 Duration 24 months SUBMITTER Submitter Agency MoDOT Submitter Contact Bill Stone Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Missouri Department of Transportation Sponsoring Agency Contact Bill Stone Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Compared with their incandescent counterparts, light-emitting diodes Project (LEDs) are more energy efficient, have a longer life, and rarely experience catastrophic failure. A LED signal should be replaced when its light output does not meet the minimum light output requirements specified by the Institute of Transportation Engineers (ITE). The purpose of the LED Traffic signal project was to monitor and evaluate the light output of MoDOT‘s LED traffic signal lights. The life cycle of MoDOT‘s LED traffic modules was determined based on the degradation information of those traffic lights. An applicable LED replacement schedule for MoDOT was developed.
The Missouri University of Science and Technology was selected to conduct the study.
Impact, or Potential Impact, of A replacement schedule recommendation was given to traffic based on Implementing Research Results the type of signal indicator. Indicators were also evaluated by manufacturer to determine if some bulbs provided a longer life than others. An economic analysis was performed to determine the payback period for replacing all LED signal indicators. Additional recommendations were provided to update the replacement schedule after more signal manufacture products are in the field for several years.
Web Links (if available) Full Report:
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http://library.modot.mo.gov/RDT/reports/TRyy1001/or11015.pdf
Staff Summary: http://library.modot.mo.gov/RDT/reports/TRyy1001/orb11006.pdf
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New Hampshire Department of Transportation (NHDOT)
PROJECT INFORMATION
Project Title Local Calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG)* ID Pending Project Cost $150,636 Duration 36 months SUBMITTER Submitter Agency New Hampshire Department of Transportation Submitter Contact Glenn Roberts Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization New Hampshire Department of Transportation Sponsoring Agency Contact Glenn Roberts Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The new AASHTO Mechanistic Empirical Pavement Design Guide Project (MEPDG) allows the designer to account for present day traffic levels, climate, materials, and construction practices. The calibration factors published in the MEPDG are based on national data from LTPP sites and accelerated pavement testing data from various test tracks. To take full advantage of the power of the MEPDG and obtain the highest degree of reliability, local calibration is necessary.
The NHDOT and the University of New Hampshire constructed a calibration site along a reconstructed area of the Spaulding Turnpike. Appropriate instrumentation was selected, calibrated and installed based on previous research at facilities such as the NCAT Test Track and MnRoad. Materials, deflection, climactic, and dynamic data were collected and used to complete analyses using the MEPDG and establish initial calibration factors. Continual monitoring of the pavement performance and instrumentation will occur to provide refinements to those factors. Future instrumentation sites are being considered based upon the experience gained by this study, enabling further calibration for all New Hampshire conditions. Impact, or Potential Impact, of This research will help enable the New Hampshire DOT to implement Implementing Research Results the MEPDG. By accounting for present day traffic levels, climate,
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materials and construction practices, the Department will reduce the likelihood of under- or over-designed pavements, resulting in significant financial benefits. Web Links (if available) Pending
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New Jersey Department of Transportation (NJDOT)
PROJECT INFORMATION
Project Title High Recycled Asphalt Pavement in Hot Mix Asphalt* ID TO #16 Project Cost $352,476 Duration 2.5 years SUBMITTER Submitter Agency Rowan University Submitter Contact Yusuf Mehta Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization New Jersey DOT Bureau of Research Sponsoring Agency Contact Edward S. Kondrath Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objectives were to develop a thorough understanding of the Project properties of mixture and binder with higher percentages of recycled asphalt pavement (RAP) and explore the possibility of designing asphalt mixtures with high percentages of RAP approaching 35 percent without compromising performance. To complete these objectives, the following, three-phase-approach was conducted. The first phase dealt with the variability of RAP. The second phase of the approach focused on the blending of RAP and virgin binder. The third phase of the approach was laboratory performance.
Impact, or Potential Impact, of The recommendations from the study are as follows: Implementing Research Results Create better stockpiling practices of RAP aggregates and fractionate RAP to minimize variability and maximize use of RAP in Hot mix asphalt in accordance with NHCRP 9-33. Account for partial degree of blending (DOB) of RAP binder in mixture design of High RAP hot mix asphalt Linear blending chart of binder is applicable for RAP binders less than 50 percent. Develop a model in order to estimate the DOB for a broad range of mixtures produced in New Jersey;
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Use softer binder in order to improve low temperature performance at high percentages of RAP
Web Links (if available) http://www.state.nj.us/transportation/refdata/research/
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New Mexico Department of Transportation
PROJECT INFORMATION
Project Title Testing Ultra High-Performance Concrete (UHPC) for Prestressed Concrete Bridge Applications in New Mexico* ID Report Publication Number Project Cost $373,098 Duration 74 months SUBMITTER Submitter Agency New Mexico Department of Transportation Submitter Contact Keli Daniell Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization FHWA and NMDOT Sponsoring Agency Contact Keli Daniell Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The goal of this research is to evaluate UHPC and the feasibility of Project implementing UHPC technology in New Mexico. The project will be conducted in three phases.
In Phase I, completed in FY2010, researchers investigated the feasibility and benefits related to implemented UHPC. The two subsequent phases serve to evaluate concrete mix designs, and establish design and testing procedures for concrete structural bridge elements.
Phase II has developed mixture proportions and a curing regimen for UHPC that uses material local to New Mexico. The curing regimen established is based on the capabilities of local precast producers. In addition, the durability properties were also investigated and showed that the UHPC had improved durability properties including: resistance to alkali-silica reaction, resistant to freezing and thawing, and resistance to delayed ettringite formation.
In Phase III large-scale tests will be conducted on prototype prestressed bridge girders based off design procedures developed to incorporate UHPC into the design. Phase III will include: laboratory scale creep and shrinkage tests, large-scale creep and shrinkage tests, large-scale
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laboratory girder tests, and training of precast plant personnel. In addition, specifications will be developed for the implementation of this material to precast plants.
Impact, or Potential Impact, of Prestressed concrete bridges constitute 23 percent of the structures in Implementing Research Results the National Bridge Inventory (NBI) and 26 percent of the bridges in New Mexico. Therefore, prestressed concrete bridges represent a large portion of the Nation‘s and New Mexico‘s infrastructure. UHPC has the potential to make a substantial impact on structural designs while being consistent with achieving goals of higher standards for U.S. infrastructure and meeting the increasing demands for reduced labor, materials, construction time, and environmental impact, while increasing safety, security, durability, and service life.
Findings thus far indicate that there are many advantages to using UHPC, including: reduced material quantities; smaller geometry and weight of members; improved aesthetics; simpler detailing and construction; reduced maintenance; and increased lifespan.
Web Links (if available)
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North Carolina Department of Transportation (NCDOT)
PROJECT INFORMATION
Project Title Evaluating the Potential Effects of Widening U.S. 64 on the Black Bear and Red Wolf; and Cost Effective Wildlife Crossing Structures which Minimize Highway Barrier Effects. ID FHWA/NC/2009-24, 2009-25 and 2009-26 Project Cost $1,102,000 Duration 24 months SUBMITTER Submitter Agency North Carolina Department of Transportation Submitter Contact John Kirby Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency North Carolina Department of Transportation or Organization Sponsoring Agency Moy Biswas Contact Sponsoring Agency [email protected] Contact’s E-mail RESEARCH AND RESULTS Brief Summary of These three reports summarize research for the proposed expansion of U.S. Highway 64 in the Research Washington, Tyrell and Dare counties, North Carolina. Results of a hurricane evacuation Project study, which projected tourist occupancy through 2030, showed that the project is needed to evacuate the North Carolina Outer Banks within 18 hours. The primary focus of the research projects was to develop information that will facilitate selecting a preferred alternative that avoids and minimizes adverse effects on wildlife. The Alligator River National Wildlife Refuge is located within the project plans for the U.S. 64 expansion, thereby legally obligating the U.S. Fish and Wildlife Service to conduct a Compatibility Determination. In 1987, the U.S. Fish and Wildlife Service began an experimental restoration program by releasing Federally endangered red wolves (Canis rufus). Currently, the local wolf population consists of about 100 individuals, and is the world‘s only free- ranging population of red wolves. The purpose of the first two studies was to identify sites frequently utilized by black bears and red wolves. The third study was performed to identify the types of wildlife crossing structures suitable for this particular highway expansion. A variety of research methods were employed to monitor the patterns of black bear including; roadside barbed wire collection, GPS collar deployments, remote camera trapping, road kill surveys and driving surveys. Data from 16 red wolves fitted with GPS-collars was used to evaluate home range size and habitat selection, road permeability, and significant highway crossing locations. The cost effective wildlife crossing structures study utilized the products
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of habitat use and wildlife movement patterns to make recommendations for cost-effective design and construction measures to minimize adverse impacts to wildlife and increase highway safety. In addition, the crossing structures project performed road-kill surveys and track monitoring for additional data. Field surveys documented 134 different species.
Impact, or Potential The potential impact of these studies was to ensure the North Carolina Department of Impact, of Transportation would meet the requirements to receive a favorable compatibility Implementing determination which is issued by the U.S. Fisheries and Wildlife Service and the Alligator Research Results River National Wildlife Refuge. These studies were on the critical path for the U.S. 64 widening project. The projects were completed within a two year time frame to coincide with the road widening project schedule. Without a favorable compatibility determination the project could not move forward. Web Links (if https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=2841 available) https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=2842
https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=2843
PROJECT INFORMATION
Project Title Establishing Native Vegetation and Improved Invasive Species Control on North Carolina Roadsides ID 2008-06 Project Cost $293,700 Duration 48 months SUBMITTER Submitter Agency North Carolina Department of Transportation
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Submitter Contact Ernest Morrison Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or North Carolina Department of Transportation Organization Sponsoring Agency Contact Moy Biswas Sponsoring Agency Contact’s E- [email protected] mail RESEARCH AND RESULTS Brief Summary of the Research Field, greenhouse, and laboratory studies were conducted to evaluate the Project feasibility for the use of native warm season grasses (NWSGs) on North Carolina roadsides. Location, equipment, and multiple grass species were assessed to determine the ideal method and timing as well as specific herbicide regimes. Stand establishment was very sensitive to environmental conditions and establishment often took two or more years. Thus, individual construction projects should be critically evaluated for NWSG planting depending upon whether ideal establishment conditions will be present. Studies were also initiated to assess the best means of control for alligatorweed and Japanese knotweed, two invasive and problematic species among North Carolina roadsides and rights-of-way. See photo below. Impact, or Potential Impact, of This research identified key factors in the feasibility of using native warm Implementing Research Results season grasses (NWSGs) on North Carolina roadsides. An effective means of control for alligatorweed and Japanese knotweed, two invasive and problematic species among North Carolina roadsides and right-of-ways was also determined. This research will assist the NCDOT in managing roadsides efficiently and in a cost effective manner. Web Links (if available) https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=2801
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PROJECT INFORMATION
Project Title On-Board Sound Intensity Tire-Pavement Noise Study in North Carolina ID 2010-13 Project Cost $218,306 Duration 24 months SUBMITTER Submitter Agency North Carolina Department of Transportation
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Submitter Contact Ernest Morrison Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or North Carolina Department of Transportation Organization Sponsoring Agency Contact Moy Biswas Sponsoring Agency Contact’s E- [email protected] mail RESEARCH AND RESULTS Brief Summary of the Research This research investigated tire-pavement noise on various types of Project pavements across North Carolina by using On-Board Sound Intensity (OBSI) method. OBSI testing equipment with sound intensity measuring process was established at East Carolina University. The OBSI equipment is an important tool for investigating tire-pavement noise and performing traffic noise research in a standard manner so that the data can be shared and compared with other agencies. Researchers investigated 61 highway sites and 153 test sections around 30 counties for 9 types of pavements. Impact, or Potential Impact, of This research developed a custom hardware configuration and procedures Implementing Research Results for measuring tire pavement noise in North Carolina. This research will allow the NCDOT to share pavement noise data with other States. This research will allow the NCDOT to identify and then specify pavement designs with low tire noise for noise sensitive highway locations. This research may lead to reduced construction costs by reducing the need for expensive sound barriers. Web Links (if available) https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=2542
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PROJECT INFORMATION
Project Title Predicting Camber, Deflection & Prestressed Losses of Prestressed Concrete Members ID 2010-05
Project Cost $110,573
Duration 08/16/2009 – 3/31/2011
SUBMITTER
Submitter Agency North Carolina Department of Transportation
Submitter Contact Heath Gore, P.E
Submitter E-mail [email protected]
RESEARCH PROGRAM
Sponsoring Agency or Organization North Carolina Department of Transportation
Office of Research
Sponsoring Agency Contact Dr. Mrinmay ―Moy‖ Biswas, P.E.
Sponsoring Agency Contact’s E- [email protected] mail
RESEARCH AND RESULTS
Brief Summary of the Research In recent years, NCDOT has experienced increasing construction Project problems related to discrepancies between the predicted and measured camber for prestressed concrete bridge girders, as well as problems with differential camber between identical girders. In addition, current prestress loss predictions used by NCDOT are based on the 2004 AASHTO LRFD Bridge Design Specification, which has been superseded by the 2010 edition. This report examines the accuracy of the current NCDOT method for predicting the prestress losses and camber for prestressed concrete girders as compared to field measurements.
The report presents the findings from the testing of a large number of concrete cylinders that was conducted to evaluate the properties of the
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concrete. It also presents the findings of several site visits to precasting plants that were conducted by the research team to identify factors related to girder production that could potentially affect the accuracy of the camber predictions. This report provides specific recommendations to account for several of these factors to enhance the prediction of camber.
The research introduces two methods for the prediction of camber for prestressed concrete bridge girders, including an "approximate" method based on multipliers and a "refined" method based on the detailed losses calculations given in the 2010 AASHTO specifications. The current NCDOT method was also modified to account for the factors related to girder production. The current NCDOT method, the modified NCDOT method, and the two proposed methods were compared with measured cambers of 382 prestressed concrete girders in the field, some of which were taken by the research team and others that were collected with the help of NCDOT inspectors and Resident Engineers. The girder types that were considered in the study include AASHTO Type III and Type IV girders, box beams, cored slabs, and modified bulb-tees.
Based on the findings of this research, the two proposed methods are recommended to provide the most accurate prediction of camber. The proposed approximate method is more convenient for simple hand calculations, while the proposed refined method is suited for more accurate computer calculations. A spreadsheet program to predict prestress losses and camber using each of the methods considered in this research is provided. A spreadsheet that calculates the modified section properties for box beams and cored slabs due to void deformation is also provided.
Primary researchers:
Paul Zia, Ph.D., P.E. North Carolina State University Phone: (919) 515-7244 Email: [email protected]
Sami Rizkalla, Ph.D. North Carolina State University Raleigh, NC 27695-7533 Phone: (919) 513-1733 Email: [email protected]
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Girder with rebar and string in place for camber measurements.
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Typical sections of girder types considered in the study.
Impact, or Potential Impact, of Implementing Research Results
Web Links (if available) https://apps.dot.state.nc.us/Projects/Research/ProjectInfo.aspx?ID=2821
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PROJECT INFORMATION
Project Title Performance Improvement from Deep Layers of Subgrade Stabilization
ID 2009-03
Project Cost $284,000
Duration 08/16/2008 – 8/15/2012
SUBMITTER
Submitter Agency North Carolina Department of Transportation
Submitter Contact Mustan Kadibhai, P.E.
Submitter E-mail [email protected]
RESEARCH PROGRAM
Sponsoring Agency or North Carolina Department of Transportation Office of Research Organization
Sponsoring Agency Contact Dr. Mrinmay ―Moy‖ Biswas, P.E.
Sponsoring Agency [email protected] Contact’s E-mail
RESEARCH AND RESULTS
Brief Summary of the The overarching objective of this research is to investigate the potential structural Research Project support of deeper subgrade stabilization so that the added strength can be incorporated in the pavement system to reduce the thickness of the asphalt concrete layer. At issue is whether the reduction in the pavement layer thickness results in direct savings in initial construction costs without compromising the long- term performance of the pavement system. Specific objectives of the project are: (1) determine analytically and/or numerically the equivalent pavement sections; (2) compare the initial costs of construction and expected life of alternative pavement layer systems; (3) monitor the changes in material engineering properties and field performance of the constructed alternative pavement layer systems over time; (4)
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optimize the pavement layer system of the equivalent pavement sections determined analytically/numerically by back calculation of pavement response from field and laboratory data; and (5) make recommendations on the most effective use of deep subgrade stabilization based on cost benefit analysis of the constructed test sections.
The product of the proposed research project will be structural impact, cost impact and performance impact of using thicker layers of subgrade stabilization in comparison to the current NCDOT practice. The product will include all the analytical and experimental results, a full research report with research findings, conclusions, and recommendations. In partnership with the NCDOT Pavement Management Unit, a guideline will be prepared on default design values for thicker layers of subgrade stabilization.
Primary researcher:
Dr. Vincent O. Ogunro University of North Carolina at Charlotte (704) 687-3101 [email protected]
Cell and cable protection for ABC layer construction survivability
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Installation of cell/sensors in the subgrade Impact, or Potential Impact, of Implementing Research Results
Web Links (if available)
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Ohio Department of Transportation (ODOT)
PROJECT INFORMATION
Project Title Verification and Calibration of the Design Methods for Rock Socketed Drilled Shafts for Lateral Loads ID FHWA/OH-2011/5 Project Cost $445,755 Duration 42 months SUBMITTER Submitter Agency ODOT Submitter Contact Cynthia Gerst Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization E.L. Robinson Engineering of Ohio Company Sponsoring Agency Contact Jamal Nusairat Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Rock socketed drilled shafts provide significant benefits for carrying Project lateral loads. Embedment in rock typically reduces the lateral displacement substantially compared to a deep foundation in soil. However, the current design practice for laterally loaded drilled shafts embedded in rocks requires a challenging effort for the engineer. The objectives of this research included developing pertinent p-y criteria for cohesive intermediate geomaterials (IGM) and for rock mass with special attention to the effects of secondary features; and developing an appropriate interpretation method for converting the pressuremeter expansion curve into the relevant p-y curves for drilled shafts in a rock medium. Impact, or Potential Impact, of The research effort resulted in the development of a hyperbolic p-y Implementing Research Results criterion for cohesive IGM and transversely isotropic rock mass. This was approved by the American Association of State Highway and Transportation Officials (AASHTO) for implementation on the national level, to be utilized in slope stabilization for shafts in weak rocks. Also, based on the 3-D Finite Elements parametric study, a new approach to derive p-y curve from in-situ pressuremeter test was developed, and a hyperbolic p-y criterion for the transversely isotropic rock is proposed. Also, a lateral resistance multiplier factor is proposed for transversely isotropic rock. These were not previously available in ODOT‘s analysis and design procedures. Substantial cost savings can be realized, while
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maintaining a safe and acceptable performance with the rational method for the analysis and design of drilled shafts developed in this study. Web Links (if available) Final Report: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Structures/134348_FR.pdf Executive Summary: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Structures/134348_ES.pdf
PROJECT INFORMATION
Project Title Green Noise Wall Construction and Evaluation ID FHWA/OH-2011/17 Project Cost $106,997.90 Duration 9 months SUBMITTER Submitter Agency ODOT Submitter Contact Cynthia Gerst Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization The University of Akron Sponsoring Agency Contact Ala R. Abbas Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Considerable research has been performed towards effective and Project practical noise abatement measures. A green noise barrier that utilizes soil and vegetation to mitigate traffic noise is expected to offer many benefits when compared to traditional noise barriers. The primary objective of this study was to determine the feasibility of using a green noise barrier as a traffic noise mitigation option in Ohio. The first phase focused on reviewing available green noise barriers in order to assess their advantages and disadvantages. The results were then analyzed for recommendations made in the construction of a full-scale barrier in the second phase. Impact, or Potential Impact, of The first phase of the study was an all-inclusive synthesis of all green-
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Implementing Research Results type noise walls available at the time of the study. For the first time, a comprehensive set of data concerning green noise barriers has been collected and reported to serve as a single source for any interested party. Phase two provided an in-depth analysis of the Deltalok barrier system, from which a prototype was built. The product had never been previously tested on this level. This produced detailed cost data for maintenance and construction, feasibility, as well as structural and environmental sustainability. Web Links (if available) Final Report: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Environmental/134556_FR.pdf Executive Summary: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Environmental/134556_ES.pdf
PROJECT INFORMATION
Project Title Sensitivity of Four-Step Versus Tour-Based Models to Transportation System Changes ID FHWA/OH-2011/4 Project Cost $166,500 Duration 27 months SUBMITTER Submitter Agency ODOT Submitter Contact Cynthia Gerst Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Center for Transportation Research, The University of Texas at Austin Sponsoring Agency Contact Chandra Bhat Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The potential benefits of the tour-based approach combined with the Project increasing levels of demands placed by legislation on the abilities of travel demand models has led several planning agencies in the United States to shift (or consider a shift) to the tour-based approach. The Mid- Ohio Regional Planning Commission (MORPC) utilizes a fully operational tour-based model for the Columbus region. For this study,
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ODOT developed a traditional trip-based model from the same data. The main objective was to examine the performance of the MORPC trip- based and tour-based frameworks in the context of three specific projects started and completed within the past 15 years in the Columbus metropolitan area: the Polaris project; the Hilliard-Rome project; and the Spring-Sandusky interchange project. Impact, or Potential Impact, of TRB‘s Special Report 288: Metropolitan Travel Forecasting made Implementing Research Results several recommendations regarding the development, implementation, and evaluation of advanced modeling practices, especially disaggregate tour-based/activity-based travel forecasting models. The Columbus, Ohio metropolitan planning organization (MPO) was one of the first MPOs in the United States to adopt an advanced disaggregate tour- based model and therefore ODOT took the lead in addressing several of the recommendations from SR 288 with this research project. This research responded to several recommendations, including MPO and university partnership, MPO model reasonableness checks for major projects, advanced model documentation, and coordination between State and MPOs on model practices. This research project documents a longitudinal comparison of the Columbus advanced tour-based/activity- based with the standard traditional four-step model in a series of before and after studies for a variety of projects. This report has been well received by FHWA and the State and MPO modeling community. Web Links (if available) Final Report: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Planning/134368_FR.pdf Executive Summary: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Planning/134368_ES.pdf
PROJECT INFORMATION
Project Title Identification and Evaluation of Pavement-Bridge Interface Ride Quality Improvement and Corrective Strategies ID FHWA/OH-2011/1 Project Cost $109,378 Duration 30 months SUBMITTER Submitter Agency ODOT Submitter Contact Cynthia Gerst Submitter E-mail [email protected]
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RESEARCH PROGRAM Sponsoring Agency or Organization Institute for Transportation, Iowa State University Sponsoring Agency Contact Brent Phares Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Bridge owners have long recognized that the approach pavement at Project bridges is prone to exhibiting both settlement and cracking, which manifest as the ―bump at the end of the bridge.‖ This deterioration requires considerable on-going maintenance expenditures, added risk to maintenance workers, increased distraction to drivers, reduced steering control, increased damage to vehicles, a negative public perception of the highway system, and a shortened useful bridge life. The objective of this work is to assist ODOT in developing pre-construction, construction, and post-construction strategies that will help eliminate or minimize the ―bump at the end of the bridge.‖ Impact, or Potential Impact, of The holistic approach taken in this study included design, construction, Implementing Research Results geotechnical, materials and maintenance perspectives. Solutions to the problem require interdisciplinary thinking and implementation addressing the structural, geotechnical, hydraulic, and construction engineering disciplines. A review of nationwide (not just Ohio) state-of-the-practice was included. Based on findings, training classes have been held for interested parties, as well as changes to specifications. Web Links (if available) Final Report: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Structures/134375-FR.pdf Executive Summary: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Structures/134375-ES.pdf
PROJECT INFORMATION
Project Title Structural Evaluation of LIC-310-0396 and FAY-35-17-6.82 Box Beams with Advanced Strand Deterioration ID FHWA/OH-2011/16 Project Cost $556,429 Duration 41 months SUBMITTER Submitter Agency ODOT
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Submitter Contact Cynthia Gerst Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization ORITE – Ohio University, University of Cincinnati, University of Toledo Sponsoring Agency Contact Eric Steinberg Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Over time, the grouted joints of adjacent prestressed concrete box beam Project bridges crack and the cracks reflect into the asphalt layer. Chlorides penetrate through cracked joints and can infuse into the side of the beam. Eventually, these chlorides accelerate corrosion of the prestressing strands. The primary objectives of the study were to evaluate and determine the behavior of prestressed concrete box beams removed from a bridge in Licking County, Ohio (LIC-310-0396) with deteriorated strands, and to evaluate, test, and analyze an existing full scale damaged prestressed concrete adjacent box beam bridge in Fayette County, Ohio (FAY-35-17-6.82). Impact, or Potential Impact, of Due to their simple, low-cost design, the box beam bridges in this study Implementing Research Results are among the most popular in Ohio, with approximately 1,100 bridges existing that are under ODOT maintenance responsibility, amounting to approximately 9 percent of all Ohio‘s bridges. With rising concerns of aging transportation infrastructure, particularly bridges, the most important aspect of the study was discovering that box beams with advanced strand deterioration can sustain loads higher than anticipated. This information will save in long-term maintenance and replacement costs. Secondly, this study provides further information towards establishing better design and maintenance methods for this common bridge. Web Links (if available) Final Report: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Structures/134381_FR.pdf Executive Summary: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Structures/134381_ES.pdf
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PROJECT INFORMATION
Project Title Mechanical Properties of Warm Mix Asphalt Prepared Using Foamed Asphalt Binders ID FHWA/OH-2011/6 Project Cost $20,000 Duration 16 months SUBMITTER Submitter Agency ODOT Submitter Contact Cynthia Gerst Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization The University of Akron Sponsoring Agency Contact Ala R. Abbas Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Over the last few years, warm mix asphalt (WMA) mixes prepared using Project foamed asphalt binders (WMA-FA) have received increased attention and use in Ohio and elsewhere. The technology is believed to be cost effective because it does not require costly additives to be added to the mixture and does not require expensive plant modifications. However, there are concerns regarding the lower mixing and compaction temperatures during production. The research evaluated the performance of WMA-FA mixtures with regards to moisture susceptibility and permanent deformation and the performance of control (hot mix asphalt) HMA mixtures using the same aggregates and asphalt binders. Impact, or Potential Impact, of Over the past two years, Ohio has acted as a national leader in the Implementing Research Results adoption and implementation of WMA. Last year alone, WMA constituted almost 56 percent of Ohio‘s total asphalt usage, totaling 2.8 million tons. This research project will not only allow Ohio to better manage and maintain its roadways, that are paved with WMA, but will also serve as a guidebook and means of best practice for other state DOTs. Since Ohio has been a leader in initial adoption of WMA, the practical experience of using the new mixture combined with the extensive lab work conducted throughout project has produce research results that will have a national impact in helping other DOTs transition to the use of WMA with little impact to roadway performance. Web Links (if available) Final Report: http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Materials/134476_FR.pdf Executive Summary:
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http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand plans/Reports/2011/Materials/134476_ES.pdf
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Oklahoma Department of Transportation
PROJECT INFORMATION
Project Title Analysis of Aggregates and Binders Used for the ODOT Chip Seal Program ID FHWA-OK-10-03 Project Cost $111,084 Duration 1 year SUBMITTER Submitter Agency Oklahoma Department of Transportation Submitter Contact Ron Curb Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization OkDOT Planning & Research Division Sponsoring Agency Contact Ron Curb Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This project compared the results of laboratory characterization of chip Project seal aggregate samples for Oklahoma DOT Divisions 1,2,3,5 and 6 with performance data from the Pavement Management System (PMS) database. Binder evaluation was limited to identifying the binder sources associated with each test section and analyzing its performance based on the PMS data. No trend was found from the PMS analysis of binder sources. The laboratory testing consisted of sieve analysis, Los Angeles Abrasion Testing, Micro-Deval Testing, and the use of the Aggregate Imaging System (AIMS) to quantify chip seal aggregate characteristics from each division. The output from the laboratory testing was compared with the PMS performance data using linear regression techniques to identify those combinations that displayed a discernable trend. The project‘s sample size was small and therefore, the researchers were unable to reach authoritative conclusions. Nevertheless, the analysis found a potential relationship between the LA test and PMS skid number (SN) data. It also identified trends with respect to the AIMS output, particularly between gradient angularity and SN. The Performance- based Uniformity Coefficient (PUC) introduced by the North Carolina DOT was also evaluated and found to be a promising metric that may
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warrant future inclusion in the ODOT chip seal aggregate specifications.
Impact, or Potential Impact, of The following conclusions can be drawn from the above analyses. Implementing Research Results 1. No positive or negative trends were discovered with respect to ODOT aggregate/binder combinations. Chip seal binder selection appears to yield satisfactory performance in the divisions studied.
2. The Los Angeles abrasion results show that all the aggregate samples met the ASTM, AASHTO, and ODOT specification. The Antlers Division aggregate is more resistant than the other division aggregates. In addition, in the Micro-Deval Test found the Antlers and Buffalo division to be more resistant.
3. According to Micro-Deval and LA abrasion test results, it seems that the LA test may be more appropriate for measuring the quality of chip seal aggregates. However, since the sample size was not statistically significant, no authoritative conclusion can be reached.
4. Skid resistance is an important pavement characteristic purely from a safety standpoint. The study found that SN is related to aggregate gradient angularity. In AIMS analysis, it is found that increasing aggregate gradient angularity tracked with increasing SN, which was not the case for radius angularity.
5. The analysis confirmed that a relationship exists between aggregate abrasion test results and SN. SN decreases as the amount of loss measured in the aggregate abrasion test increases.
6. The PUC is a promising metric for measuring chip seal susceptibility to failure due to flushing/bleeding. Trends between the PUC and the radius angularity index and sphericity index found using the AIMS test were observed.
7. A trend was also observed between the PUC and the PMS IRI.
8. The cost index analysis showed that the Clinton and Muskogee division maintenance programs are the most cost effective. The result is explained by the relative quality of its aggregate.
The sample sizes that were used in this project were too small to make authoritative recommendations based on the above conclusions. Therefore, all the recommendations in this section are for future research.
1. Future research is needed to determine whether to add the Micro-
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Deval test to the LA abrasion test for measuring chip seal aggregate abrasion resistance.
2. The AIMS testing apparatus demonstrated high potential to be able to measure gradient angularity and become a predictive test for a chip seal‘s ability to retain its skid resistance. A comprehensive laboratory testing protocol that included Micro-Deval, LA Abrasion, T210, OHDL-48 dust coating, and the insoluble residue test should be included to seek statistically significant correlations between these physical test procedures and the digital imagery output provided by AIMS. If these correlations are strong, ODOT could consider using the AIMS output to replace some or the entire suite of current tests. This would save both time and cost. It would also enhance sustainability via ODOT lab energy savings.
3. The PUC showed itself to be a strong candidate for incorporation into ODOT chip seal specifications. Research targeted at quantifying how well this coefficient models chip seal performance (i.e. failure due to flushing/bleeding) is needed. Since the North Carolina DOT is using this, a pooled funded study with NCDOT would make sense. The Texas, California, and Louisiana DOTs all would have an interest in developing this to the point where it can be incorporated into state specifications.
4. Future research to authoritatively determine the relationship and potentially develop guidance with regard to chip sealing rutted roads would be useful. Such research would seek to quantify a maximum weighted average rut depth above which chip sealing would be avoided. The benefit from that research would be found in enhanced safety by not creating conditions in the wheel paths that promote flushing and loss of skid resistance. The project could also analyze the use of the structural index to determine if there is a trigger point such that chip sealing would be discouraged due to the level of structural distress.
Web Links (if available)
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Pennsylvania Department of Transportation (PennDOT)
PROJECT INFORMATION
Project Title Development of Guidelines for Usage of High Percent RAP in Warm Mix Asphalt Pavements* ID FHWA-PA-2011-013-PSU032 Project Cost $93,180.96 Duration 11 months SUBMITTER Submitter Agency Pennsylvania Department of Transportation Submitter Contact Michael Bonini Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization PennDOT Research Program Sponsoring Agency Contact Michael Bonini Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Road construction using Warm-Mix Asphalt (WMA) has been gaining Project popularity, in part because WMA is believed to be friendlier to the environment as compared to hot-mix asphalt. Parallel to this growth in WMA construction is utilization of reclaimed asphalt pavement (RAP) in road construction. Research was conducted to develop guidelines for using high percentages of RAP in WMA. Lab work was focused on 3 WMA technologies: water foaming, a chemical additive, and an organic additive. The work included RAP characterization, mix design, moisture damage evaluation and rutting evaluation. Impact, or Potential Impact, of This research indicates that it is possible to produce WMA with high Implementing Research Results RAP having sufficient moisture damage and rutting resistance. However, a mix design established for HMA does not necessarily produce satisfactory performance when used with WMA, and it is important that moisture damage and rutting susceptibility of WMA be evaluated for any mix design, even though that mix design may have demonstrated satisfactory performance for HMA. Web Links (if available) Final Report can be accessed via the PennDOT Research Web site (www.dot.state.pa.us)
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PROJECT INFORMATION
Project Title Freeway Ramp Management Strategies ID FHWA-PA-2011-005-PIT007 Project Cost $294,279.68 Duration 30 months SUBMITTER Submitter Agency Pennsylvania Department of Transportation Submitter Contact Michael Bonini Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization PennDOT Research Program Sponsoring Agency Contact Michael Bonini Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This research identified the opportunities to implement ramp Project management strategies on freeways in Pennsylvania. The research explored the need to integrate local arterial traffic signal systems with ramp management strategies to reduce the impacts of ramp management on local roadways. Impact, or Potential Impact, of The report recommends a definition of freeway congestion and Implementing Research Results screening criteria for candidate ramp management freeways in Pennsylvania. In addition, a case study was performed for the I-376 tunnel bottleneck in the City of Pittsburgh to identify potential ramp management strategies, their impact on local roadways, mitigation strategies for local traffic signal systems and the relative benefits and costs of implementing such a project on I-376. Transportation planning and simulation models were used to evaluate travel pattern changes and measures of performance of the I-376 freeway with ramp management strategies in place. Web Links (if available) Final Report can be accessed via the PennDOT Research Web site (www.dot.state.pa.us)
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PROJECT INFORMATION
Project Title Deterioration of J Bar Reinforcement in Abutments and Piers ID FHWA-PA-2011-014-PIT010 Project Cost $200,999.00 Duration 43 months SUBMITTER Submitter Agency Pennsylvania Department of Transportation Submitter Contact Michael Bonini Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization PennDOT Research Program Sponsoring Agency Contact Michael Bonini Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Deterioration and necking of J-bars has been reportedly observed at the Project interface of the footing and stem wall during the demolition of older retaining walls and bridge abutments. Similar deterioration has been reportedly observed between the pier column and footing. Any decrease in the area of steel at these interfaces may result in foundation instability and may hamper efforts to rehabilitate or preserve existing foundations. The objective of the project was to determine the extent and nature of deterioration and/or necking of J-bars in existing bridge structures. To accomplish the objective, a total of eight locations on five structures were investigated. Impact, or Potential Impact, of Results in the final report should be understood to represent a limited Implementing Research Results sample of structures. The absence of J-bar or dowel bar corrosion found in the project may be an indication that such corrosion is not endemic to the Pennsylvania bridge inventory. While no J-bar deterioration was observed, a number of factors that are believed to contribute to the potential for J-bar corrosion were identified. Web Links (if available) Final Report can be accessed via the PennDOT Research Web site (www.dot.state.pa.us)
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South Carolina Department of Transportation (SCDOT)
PROJECT INFORMATION
Project Title The Relationship of SCDOT Damage Claims and Lawsuits to Roadway Engineering Safety Issues* ID FHWA-SC-11-01; SCDOT No. SPR 685 Project Cost $247,949 Duration 23 months SUBMITTER Submitter Agency SCDOT Submitter Contact Mike Sanders Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization SCDOT Sponsoring Agency Contact Mike Sanders Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Considerable money and resources are required for DOTs to process, Project investigate, and defend tort claims and lawsuits. SCDOT processes approximately 1000 claims and is involved in about 100 lawsuits each year. From 2007 to 2010, SCDOT paid out $524,706 in claims and $9,893,507 to resolve lawsuits. In addition, it cost the Department approximately $1,300,000 in staff time to handle the claims and $569,000 to assist with the lawsuits. In an effort to discern a pattern and gain information about the frequency and types of claims, SPR 685, ―The Relationship of Damage Claims and Lawsuits to Roadway Engineering Safety Issues‖ was initiated. The objectives of the study, conducted by Clemson University, were to: analyze factors associated with claims and lawsuits that are important for risk identification and management; identify methods to respond to claims and lawsuits in a consistent manner statewide and prevent claims and lawsuits by identifying and reducing the perceived and real hazards that generate them; and identify proactive safety measures that can potentially minimize risk factors and reactive measures that include handling claims and lawsuits and amounts paid to claimants to increase the effectiveness of the risk management system.
Tasks conducted included reviewing SCDOT‘s tort claims and lawsuits business processes, collecting and analyzing data related to SCDOT
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claims and lawsuits, developing models relating claims and lawsuits to risk factors, and developing risk profiles using fault trees. Though initial expectation of the project was to focus on engineering countermeasures to reduce claims and lawsuits, other problems related to the Department‘s processes and procedures were identified such as inconsistencies in handling claims around the State, redundant data entry, limited ability to track claims and lawsuits, insufficient data capture during investigations, etc. Each problem area noted was addressed in detail and suggestions for improvement were made.
A prioritized list of recommendations was provided. Some of the recommendations were: Establish a SCDOT Tort Liability/Risk Management Committee to guide and direct the claims handling process. Expand the current Risk Management Information System (RMIS) to develop and utilize a system-wide electronic database for claim and lawsuit handling. Conduct training on standard operating procedures (SOPs) and RMIS including employees on the county level that are handling claims in the field. Implement countermeasures to reduce claims and lawsuits.
The top ten causal factors for claims and the top ten for lawsuits in terms of frequency were identified and countermeasures for each provided. Impact, or Potential Impact, of Through implementation of the results of this study, it is anticipated that Implementing Research Results the administrative costs for handling claims and lawsuits as well as the actual payout can be significantly reduced. Also the implementation of the countermeasures identified for addressing the most frequent causal factors for claims and lawsuits should improve overall safety for the traveling public. Web Links (if available) http://www.clemson.edu/t3s/scdot/
PROJECT INFORMATION
Project Title Guidelines for Pavement Marking Applications ID FHWA-SC-12-01; SCDOT No. SPR 669 Project Cost $288,097 Duration 48 months SUBMITTER Submitter Agency SCDOT Submitter Contact Mike Sanders
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Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization SCDOT Sponsoring Agency Contact Mike Sanders Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research SPR 669, ―Guidelines for Pavement Marking Applications,‖ was Project conducted by Clemson University. The overall objectives of the study were to develop guidelines for the Department to use in choosing the type pavement marking best suited for a particular road and to predict the service life of pavement markings.
Waterborne, high-build, and thermoplastic pavement markings were included in the study. Test sites were established on primary and secondary roads around the State. Surface types included existing hot mix asphalt (HMA), new HMA, and chip seal. Retroreflectivity measurements were made. The locations were marked to allow multiple rounds of data to be gathered over time at the same location. A data collection sheet was prepared for each round of testing on each site that included information on the pavement marking type, pavement surface type, temperature and humidity at the time of the test, etc.
Degradation models were developed to predict retroreflectivity and service life for waterborne, high-build, and thermoplastic pavement markings. Guidance was also provided on which pavement marking materials to use for various conditions as well as recommended minimum initial retroreflectometer readings for various marking types and pavement types. Recommendations were provided on pavement marking inspection and performance monitoring. Impact, or Potential Impact, of Use of the recommended guidelines for service life can help SCDOT Implementing Research Results ensure that pavement markings are reapplied at the optimal time to balance safety with reduced costs by not reapplying too frequently. Also, this research should allow for increased pavement marking life on average by using the proper material at a suitable rate on a particular pavement surface type. The guidelines and recommendations support pavement marking best practices for consistent implementation across the State. Web Links (if available)
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Texas Department of Transportation (TxDOT)
PROJECT INFORMATION
Project Title Improvements to Large and Small Roadside Sign Hardware and Design ID 0-6363-1 Project Cost $394,976.00 Duration 3 years SUBMITTER Submitter Agency Texas Department of Transportation Submitter Contact Wade Odell, P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas Department of Transportation Sponsoring Agency Contact Wade Odell, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Many of the design practices that the Texas Department of Project Transportation (TxDOT) uses for large and small sign mounting were established many years ago. These mounting details may no longer be appropriate due to changes in sign materials, fabrication methods, and installation practices. In addition, vehicles and operating conditions on our highways have changed considerably; therefore there is a need to assess the compliance of some existing sign support systems with current roadside safety testing criteria, and to evaluate new technologies that offer enhanced performance with reduced maintenance costs. This research project provides TxDOT with a comprehensive review and update of mounting details and standards for large and small sign supports, which allows TxDOT to evaluate and address high priority needs related to sign support systems. The significant findings of this project address minimum sign area, use of stiffeners, and appropriate size of steel sign supports. Impact, or Potential Impact, of The information provided through the project will be used to update Implementing Research Results standard sign mounting detail sheets, revise and set policies and standards, and evaluate new products and technologies in order to increase motorist safety, reduce material and installation costs, and improve operations. Web Links (if available) http://tti.tamu.edu/documents/0-6363-1.pdf
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PROJECT INFORMATION
Project Title Evaluation of the Effectiveness of Automated Flagger Assistance Devices ID 0-6407-1 Project Cost $ 347,581.00 Duration 2 years SUBMITTER Submitter Agency Texas Department of Transportation Submitter Contact Wade Odell, P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas Department of Transportation Sponsoring Agency Contact Wade Odell, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Automated flagger assistance devices (AFADs) are designed to be Project remotely operated by a flagger positioned outside of the travel lane, reducing their exposure to vehicular traffic. While AFADs may increase the safety of flaggers, there were concerns that motorists may misunderstand AFADs and increase the potential for motorists to enter the lane closure under the STOP condition. This research project determined the operational and safety effectiveness of AFADs relative to the use of flaggers at lane closures on two-lane, two-way roadways. The research showed that both STOP/SLOW signs and red/yellow lens AFADs are effective to control traffic at lane closures on two-lane, two- way roadways. In addition, similar to flaggers, there was concern regarding the safety of crossing guards trying to stop motorists before school children enter the crosswalk. This research explored the safety issues encountered by crossing guards, and identified and assessed potential portable devices that can be remotely operated for improving the safety and effectiveness of crossing guards. Portable devices with flashing LED lights were determined to be most effective. Impact, or Potential Impact, of AFADs are being used in increasing numbers at approaches to work Implementing Research Results zones on Texas highways. In addition, several school districts are utilizing remotely operated advance school zone crossing warning signs with crossing guards present. Web Links (if available) http://tti.tamu.edu/documents/0-6407-1.pdf
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PROJECT INFORMATION
Project Title Fatigue Failure and Cracking in High Mast Poles* ID 0-6650-1 Project Cost $ 50,662.00 Duration 1 year SUBMITTER Submitter Agency Texas Department of Transportation Submitter Contact Wade Odell, P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas Department of Transportation Sponsoring Agency Contact Wade Odell, P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research High mast illumination poles (HMIPs) are important components of the Project highway infrastructure in Texas. These types of structures are particularly susceptible to galvanization-induced cracking near the weld that connects the pole shaft to the base plate. Cracks can form during fabrication and crack propagation can be driven by repeated, cyclic wind loading. While there have been no reported failures of Texas Department of Transportation owned and maintained HMIPs due to galvanization- induced cracking, similar types of failures have been reported elsewhere. This research was able to identify factors that are most critical to the fatigue cracking and failure of high mast illumination poles. Findings from this research indicate that the ground sleeve is particularly effective at minimizing the accumulated fatigue damage at the base of the poles due to wind loading, even for poles with pre-existing galvanization induced cracks. Also, the level of accumulated damage is sensitive to the pole configuration and to the location of the pole in the State. Impact, or Potential Impact, of Recommendations were developed regarding the best fabrication Implementing Research Results practices to minimize the occurrence and severity of galvanization- induced cracking. As a result, HMIP standard details will be updated to implement the recommendation that ground sleeves be required for all poles. In addition, specifications will be revised to implement as many of the recommendations for reducing the occurrence of galvanization induced cracking as deemed practical. Web Links (if available) http://tti.tamu.edu/documents/0-6650-1.pdf
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PROJECT INFORMATION
Project Title Develop Mechanistic-Empirical Design for CRCP ID 0-5832-1 Project Cost $774,580 Duration 3 years SUBMITTER Submitter Agency Texas Department of Transportation (TxDOT) Submitter Contact Dr. German Claros Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas DOT – Research and Technology Implementation Office Sponsoring Agency Contact Dr. German Claros P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Mechanistic-empirical pavement design procedures for continuously Project reinforced concrete pavement (CRCP) were developed. The mechanisms of punchouts were first identified by extensive field evaluations. It was evident that the interactions between longitudinal steel and concrete due to environmental loading (temperature and moisture variations) and wheel loading played a major role in the development of punchouts. Those interactions cannot be modeled with 2-dimensional analysis; they can only be modeled with 3-dimensional analysis. A factorial experiment was developed that included major input variables and 3-dimensional finite element models were developed. Mechanistic analysis was conducted with the aid of the commercial finite element analysis program DIANA in accordance with the factorial experiment.
The analysis results indicated that (1) maximum wheel load concrete stress occurred at the mid-depth of the concrete slab due to interactions between longitudinal steel and surrounding concrete, (2) this stress was more sensitive to modulus of subgrade reaction than the stresses at the top or bottom of the slab, and (3) three influencing factors – slab thickness, the modulus of subgrade reaction, and the change in concrete temperature – have relatively large effects on the wheel load concrete stress. The analysis results were incorporated in the mechanistic-empirical CRCP design program, called TxCRCP-ME.
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Impact, or Potential Impact, of The implementation of the newly developed mechanistic-empirical Implementing Research Results CRCP design procedures will optimize the CRCP performance while reducing slab thickness and therefore the construction cost. Web Links (if available) Recently terminated. Reports will be available soon
PROJECT INFORMATION
Project Title Full Depth Reclamation, Performance Based Design, Construction and Quality Control ID FHWA/TX-11/0-6271-2 FDR: New Test procedures and Recommended updates to Specifications Project Cost $ 270,050 Duration 24 months SUBMITTER Submitter Agency RESEARCH PROGRAM Texas Department of Transportation Submitter Contact Dr. German Claros P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas Department of Transportation Sponsoring Agency Contact Dr. German Claros P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Rehabilitating an old pavement by pulverizing and stabilizing the existing Project pavement is a process referred to as Full Depth Reclamation (FDR). This process has been used widely for over 20 years in Texas to strengthen and widen structurally inadequate pavement sections. Project 6271 developed guidelines based on successful FDR practices, developed training materials and identified areas where improvements to current practices are required. One major concern in Texas was the issue of bonding new thin surfacings to the treated base layer. Several slippage failures have occurred on recent projects. In this study a new bond test was proposed to select the optimal prime material and amount. This test was is a modification of the ASTM-C 1583 and the new set up can be used on both lab molded samples and in the field. The test set up and typical results are shown below.
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A new test protocol was developed and trial test were run with a number of prime materials. The test was found to be very sensitive to the type and the amount of prime material used, and it was found that there was an optimum prime amount for all cases studied, the more the better did not work. TxDOT is actively considering implementation of this test for both prime coat and tack coat evaluations.
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Impact, or Potential Impact, of Prime and tack coat bonding failure are very dramatic. Often water is Implementing Research Results permitted into the lower layers and structural failures can occur.
TxDOT does not currently have a test procedure for both selecting the best prime or tack material and the optimal amount.
This new test procedure will greatly reduce the risk of costly pavement failures. Web Links (if available) E.g., http://tti.tamu.edu/documents/0-6271-1.pdf Chapter 2 and Appendix A
PROJECT INFORMATION
Project Title Rational Use of Bridge Terminal Systems in Portland Cement Concrete Pavement ID 0-6326-1 Project Cost $413,548 Duration 3 years SUBMITTER Submitter Agency Texas Department of Transportation (TxDOT) Submitter Contact Dr. German Claros Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas DOT – Research and Technology Implementation Office Sponsoring Agency Contact Dr. German Claros P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research It has long been stated that Portland cement concrete (PCC) pavements Project can grow and push bridges, resulting in damage to bridge structures. To protect bridge structures from damages due to the expansion of PCC pavements, three terminal systems are currently used in Texas: anchor lug (AL), wide-flange (WF), and expansion joint (EJ) systems. However, the effectiveness of these three systems has not been fully evaluated. This study investigated the parameters affecting the movements of continuously reinforced concrete pavement (CRCP) due to temperature variations near bridge terminal areas, whether thermal expansion of CRCP causes damage to bridge structures, and if it does, which
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terminal type is the most cost-effective. Field evaluations revealed that base friction plays an important role, and the movement of CRCP due to temperature variations was not excessive if the base friction is adequate and may not cause damage to the bridge structures. The end movement of CRCP could be accommodated by a simple EJ system if there is adequate base friction. AL and WF systems may not provide perceived benefits. On the other hand, it should be noted that in a few CRCP projects, observations were made of CRCP expanding beyond the thermal expansion limits, implying that there are other expansion or slab movement mechanisms than thermal expansions, such as volume changes in the embankment materials. The investigation of CRCP expansions or slab movements due to factors other than thermal volume changes was out of the scope of this project. Simple structural analysis showed that if CRCP expands beyond thermal expansion limits, it is practically impossible to restrain the slab expansions with known methods including the AL system.
Impact, or Potential Impact, of The implementation of the research findings will result in substantial cost Implementing Research Results savings and accelerated construction of continuously reinforced concrete pavement (CRCP). The cost of each installation is about $300,000. Web Links (if available) Recently terminated. Reports will be available soon.
PROJECT INFORMATION
Project Title Use of Fine Graded Asphalt Mixes Project 0-6615 ID Work Currently underway Project Cost $ 210,268 Duration 24 months SUBMITTER Submitter Agency Texas Department of Transportation Submitter Contact Dr. German Claros P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas Department of Transportation Sponsoring Agency Contact Dr. German Claros P.E.
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Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Project Thin Overlays are defined as surface mixes less than 1 inch thick which are used as the wearing surface on high volume roadways. Based on work at the Texas Transportation Institute specifications have been developed for the following three types of thin surfacing: Fine Grade Permeable Friction Course Fine Graded Stone matrix Asphalt Crack Attenuating Layer
In each case 100 percent of the aggregate used passes the 3/8 inch sieve, and each one of these mixes is specified to also pass both a Hamburg Wheel tracking test and a cracking test (Texas Overlay Tester). Minimum aggregate quality requirements were defined as well as best construction practices. Tests sections were also built in a number of high traffic locations. The photograph below shows the construction of a 1 inch thick fine PFC mix on a Cloverleaf which was known to have a wet weather accident problem. Performance of these thin overlays has been very good and many more sections are planned for FY 2012. The draft specifications developed as part of TxDOT‘s research program have been incorporated into proposed Statewide specifications which are currently under review
Construction of TxDOT‘s fine PFC in a critical traffic loading area. Impact, or Potential Impact, of All DOT‘s are experiencing funding short falls and most are actively Implementing Research Results seeking more economical high quality thin surfacings to maintain distressed highways. The thin overlay proposed in this study are 20 percent more expensive per ton than traditional dense graded surfacings , but as they can be placed in lift of ¾ to 1inch as opposed to traditional 1.5 to 2 inches the will generate a substantial saving (approx. 30 percent per sq. yard) for the DOT. Many more sections are planned based on this study
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Web Links (if available) E.g., work currently underway
PROJECT INFORMATION
Project Title Development of Practical Guidelines for Compaction of HMA and WMA ID FHWA/TX-09/0-6992-2 Project Cost $ 379,004 Duration 24 months SUBMITTER Submitter Agency Texas Department of Transportation Submitter Contact Dr. German Claros P.E. Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Texas Department of Transportation Sponsoring Agency Contact Dr. German Claros P.E. Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research An instrumentation kit including an accurate GPS system, 2 infra-red Project temperature sensor and a accelerometer together with the required data acquisition and real time displace system was developed and field tested to measure the quality and uniformity of new HMA overlays. The system displays in real-time for 100 percent over the mat under construction:
1) The temperature of the first roller pass. 2) The number of passes over the mat. 3) The compaction effectiveness based on the fact that the compaction under the steel wheel roller if more efficient in the middle of the roller and less efficient at the edges because of lack of confinement. 4) The path the roller operator took.
Prototype testing was performed on several new HMA overlays in Texas. The system developed and typical data from a thin overlay pavement is shown below. The colors show the variation in temperature from rolling each side of the thin 1 inch mat with a single steel wheel
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breakdown roller. The first two passes on the right the temperature at the time of first pass was around 240F, whereas the mat cooled very fast and the temperature when compacting the right side dropped to 190F, in a matter of minutes
In this particular case the system found that there was area need to employ two steel wheel rollers in the initial break down rolling of this thin mat
In other cases very inconsistent roller patterns were found with one side of the mat getting many more passes than the other
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Impact, or Potential Impact, of TxDOT has recently developed and implemented the Pave-IR system Implementing Research Results for measuring the uniformity of the mat coming out of the Paver. This Compaction Monitoring System is the next logical step in ensuring that mats are being adequately compacted.
Both systems are intended to avoid thermal segregation in new mats and promote uniform compaction practices thus hopefully achieving longer life HMA overlays Web Links (if available) E.g., Recently completed study not available yet
PROJECT INFORMATION
Project Title Accommodating Oversize and Overweight Loads ID 0-6404-1 Project Cost $278,000 Duration 30 months SUBMITTER Submitter Agency TxDOT Research Office Submitter Contact Duncan Stewart Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization TxDOT Sponsoring Agency Contact Duncan Stewart Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objectives of this project were to identify a set of OS/OW dimension Project and weight groups and O-D routing for permitted vehicles in Texas; identify criteria for assigning these OS/OW groups to road networks as they currently exist; and identify criteria for assigning these OS/OW groups to road networks upgraded to meet projected OS/OW freight demand.
Using GIS techniques, 6 years of data were analyzed. The 95 percentile dimensional profile of a permitted vehicle is substantially larger than the one TxDOT designs for, creating many challenges in routing, and conflicts along the routes that must be used. This study will lead to continued monitoring of permitted OS/OW challenges for the department
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so that we may adjust design, planning and operations techniques as needed to keep this important contribution to Texas‘ economy. Impact, or Potential Impact, of This study will cause design changes needed to allow the substantially Implementing Research Results larger permitted OS/OW vehicles to move safely and efficiently through Texas. It will also assist TxDOT Districts, operations staff, and the Texas Department of Motor Vehicles (the permit issuer) to identify temporary and permanent bottlenecks for resolution, to make maintenance decisions, and to better plan traffic operations. Web Links (if available) Pending
PROJECT INFORMATION
Project Title Texas Energy Developments and TxDOT Right of Way ID 0-6498 Project Cost $310,000 Duration 24 months SUBMITTER Submitter Agency TxDOT Research Office
Submitter Contact Duncan Stewart
Submitter E-mail [email protected]
RESEARCH PROGRAM
Sponsoring Agency or Organization TxDOT
Sponsoring Agency Contact Duncan Stewart
Sponsoring Agency Contact‘s E-mail [email protected]
RESEARCH AND RESULTS Brief Summary of the Research This research measured the impact of increased level of energy-related Project activities on the TxDOT right of way and infrastructure, developed recommendations to reduce and manage TxDOT's exposure and risk resulting from these activities, and developed recommendations for potential changes to relevant Texas Administrative Code rules.
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Texas has seen a boom of energy-related activities across the State. While these efforts contribute to enhance the State's ability to produce energy reliably, many short-term and long-term impacts on the State's right of way and infrastructure have not been properly documented. The researchers developed a major GIS product showing completed and pending/permitted energy development activities. This allowed the researchers to assess likely impacts on TxDOT‘s on-system highways and bridges. The work documented the likely massive impact on TxDOT‘s rural road system. It also showed that suburban and urban roadways with more substantial pavement designs are still adversely impacted by a stunning growth in fully loaded large truck movements. Impact, or Potential Impact, of This report, along with a companion effort looking toward future energy Implementing Research Results developments, led to a major cross-department response effort. This effort is examining immediate responses on roads already impacted by energy truck traffic, as well as steps that can be taken to minimize further impacts. Web Links (if available) Summary is at ftp://ftp.dot.state.tx.us/pub/txdot-info/rti/psr/6498.pdf
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PROJECT INFORMATION
Project Title Impacts of Energy Developments on the Texas Transportation System ID 0-6513 Project Cost $265,000 Duration 24 months SUBMITTER Submitter Agency TxDOT Research Office
Submitter Contact Duncan Stewart
Submitter E-mail [email protected]
RESEARCH PROGRAM
Sponsoring Agency or Organization TxDOT
Sponsoring Agency Contact Duncan Stewart
Sponsoring Agency Contact‘s E-mail [email protected]
RESEARCH AND RESULTS Brief Summary of the Research This research illustrates and quantifies the anticipated future demand for Project and impacts imposed by the energy sector on Texas's transportation system (by energy source, mode, and region) and identifies key indicators by energy source that TxDOT can track in an effort to anticipate the associated future impacts on Texas's transportation system. The study assessed and documented likely faster degradation of pavements under the stresses associated with wind farms (panhandle and Gulf Coast), shale gas & oil drilling (3 different large shale deposits), and new plays in the decades old Permian Basin. Impact, or Potential Impact, of This report, along with a companion effort looking toward future energy Implementing Research Results developments, led to a major cross-department response effort. This effort is examining immediate responses on roads already impacted by energy truck traffic, as well as steps that can be taken to minimize further impacts.
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Web Links (if available) Summary report is at ftp://ftp.dot.state.tx.us/pub/txdot- info/rti/psr/6513.pdf
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Transportation Research Board (TRB) National Cooperative Highway Research Program (NCHRP)
PROJECT INFORMATION
Project Title Roundabouts: An Informational Guide ID NCHRP Projects 03-65 and 03-65A resulting in Reports 572 and 672 NCHRP Report 572: Roundabouts in the United States NCHRP Report 672, Roundabouts: An Informational Guide--Second Edition Project Cost $1,250,000 Duration 7 years SUBMITTER Submitter Agency Transportation Research Board Submitter Contact Crawford Jencks Deputy Director, Cooperative Research Programs Manager, National Cooperative Highway Research Program
Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization National Cooperative Highway Research Program (NCHRP) Sponsoring Agency Contact Crawford Jencks Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Project Roundabouts have seen unprecedented growth across the United States, from just a handful a decade ago to more than 2,000 and counting. National guidance had to keep pace with the needs of States and communities planning and implementing roundabouts, and NCHRP Project 03-65 played a leading role. This research established an inventory of roundabouts in the United States with a database of geometric, operational, and safety information. Researchers then developed models for predicting operational and safety benefits Impact, or Potential Impact, of NCHRP Report 572: Roundabouts in the United States has had a direct Implementing Research Results impact on key national guidance documents, with results incorporated into AASHTO‘s Highway Safety Manual and TRB‘s Highway Capacity Manual. NCHRP Report 672: Roundabouts: An Informational Guide- Second Edition published in 2010 serves as an update to a previous FHWA guide and is based on an evaluation of a large number of new
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roundabouts in America. One of the important updates was the design of highway roundabouts for heavy freight vehicles. For more information, please see Impacts on Practice: A National Authority on Roundabouts. http://www.trb.org/NCHRP/Blurbs/166995.aspx
Web Links (if available) Report links: NCHRP Report 572: Roundabouts in the United States
NCHRP Report 672, Roundabouts: An Informational Guide--Second Edition
PROJECT INFORMATION
Project Title Seismic Design Specifications ID NCHRP Projects 12-49, 20-07/Tasks 193 and 262, 12-74, and 12-88 Project Cost $1,200,000 Duration 10 years SUBMITTER Submitter Agency Transportation Research Board Submitter Contact Crawford Jencks Deputy Director, Cooperative Research Programs Manager, National Cooperative Highway Research Program
Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or National Cooperative Highway Research Program (NCHRP) Organization Sponsoring Agency Contact Crawford Jencks Sponsoring Agency [email protected] Contact’s E-mail RESEARCH AND RESULTS Brief Summary of the Two 2011 publications, NCHRP Report 698:Application of Accelerated Bridge Research Project Construction Connections in Moderate- to-High Seismic Regions and NCHRP Report 681: Development of a Precast Bent Cap System for Seismic Regions are providing the guidance that enables transportation agencies in seismic areas to deploy ABC (Accelerated Bridge Construction) while meeting seismic design requirements.
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Impact, or Potential Impact, The NCHRP work was instrumental in setting AASHTO specifications. The of Implementing Research AASHTO guide specifications are helping States to continue to push forward with Results seismic isolation.
Web Links (if available) For more information, please see Impacts on Practice: Better, Safer Bridges For When the Earth Shakes. http://www.trb.org/NCHRP/Blurbs/166953.aspx
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Utah Department of Transportation (UDOT)
PROJECT INFORMATION
Project Title Liquefaction Mitigation in Silty Sands Using Stone Columns with Wick Drains ID UT-09.13 Project Cost $49,000 Duration 2 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact David Stevens Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact David Stevens Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Stone column treatment with wick drains has been used to mitigate the Project liquefaction hazard in sand with fines contents greater than 15 percent. This research examined seven case histories to define procedures used and improvement obtained.
Despite the high fines contents, significant improvement in SPT blow count was obtained using drains. Nevertheless, significant scatter was also observed in the results which precluded the development of meaningful correlation equations from regression analysis. Coefficients of variation were typically between 30 and 45 percent. In a direct comparison, stone column treatment with drains provided an average increase of 10 blows per foot relative to areas without drains. Improvement was found to decrease as initial blow count and fines content increased. Typically, little improvement was observed when clay contents exceeded 15 percent. Greater improvement was also observed when post-treatment testing was performed at least a week after treatment.
Increased fines contents required increased area replacement ratios (Ar) to maintain similar average final blow counts. Individual site results were compared to clean sand curves developed by Baez (1995). Sites with
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average fines contents of 15-20 percent, which were improved using drains with an 11-15 percent Ar obtained improvement comparable to clean sand sites without drains and with 5-10 percent Ar. To achieve similar improvement at sites with 40-46 percent fines necessitated drains and Ar values of about 25 percent. Based on these results, design recommendations were developed along with plots showing expected average final blow count as a function of fines content and initial SPT blow count. Impact, or Potential Impact, of The potential impact of implementing the research results is that more Implementing Research Results efficiency and cost savings could be obtained by optimizing area replacement ratios for silty sands when mitigating liquefaction hazard using stone columns with wick drains. Web Links (if available) Draft final report available upon request.
PROJECT INFORMATION
Project Title Inspection, Assessment, and Database of UDOT MSE Walls ID UT-09.21 Project Cost $62,000 Duration 2 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact David Stevens Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact David Stevens Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The purpose of this research was to identify the mechanisms that could Project lead to varying degrees of failure of Mechanically Stabilized Earth (MSE) walls in the Utah Department of Transportation (UDOT) inventory, and to provide UDOT with an assessment of the current condition of their MSE walls. This project involved multiple activities. Drawings, specifications, and other materials were located and collected relating to UDOT‘s MSE walls. An inspection procedure for MSE walls was developed. Inspections of UDOT‘s MSE walls were conducted. A GIS-based
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database for UDOT‘s MSE walls was developed containing wall locations, drawings, specifications, and inspection information. A synthesis of the MSE wall conditions was compiled. A statistical assessment of the MSE wall inspection data was performed. An expert panel was convened to evaluate possible failure modes of the MSE walls and to make recommendations regarding the design, construction, and maintenance of MSE walls.
The inspection data from this research provides a baseline against which future wall performance can be assessed. In analyzing the inspection data, a number of MSE walls with potential performance issues were identified. This list of walls provides a potential means of prioritizing future inspection efforts when resources are limited.
The expert panel evaluated multiple issues regarding the design, construction, and maintenance of UDOT‘s MSE walls. These issues were identified as being either of short- or long-term concern. A short- term concern is defined as one pertinent to walls newly constructed up to 15 years old, whereas a long-term concern is defined as an issue pertinent to walls that are 25 to 75 years old. Short-term concerns focused on 1) wall drainage, 2) wall design, details, and specifications, and 3) retention of wall information. Long-term concerns focused on degradation of MSE wall systems, primarily metallic reinforcement. Recommendations addressing these concerns were formulated and are presented in the research report. Impact, or Potential Impact, of The potential impact of implementing the research results is that MSE Implementing Research Results walls would be better designed, constructed, monitored, and maintained, prolonging the useful life of these important structures in the transportation infrastructure. Web Links (if available) Draft final report available upon request.
PROJECT INFORMATION
Project Title Transportation Safety Data and Analysis ID UT-10.12a, UT-10.12b, UT-10.12c Project Cost $100,000 Duration 2 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact David Stevens Submitter E-mail [email protected]
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RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact David Stevens Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The UDOT Traffic Policy Committee identified a need for research that Project could support UDOT‘s efforts to select and evaluate roadway safety measures using advanced, science-based methods. A three-part study was completed in which the research team provided UDOT with useful tools and recommendations to help fill the identified need.
In Part 1 of this study, the effectiveness of raised medians and cable barrier treatments was evaluated to demonstrate an application of hierarchical Bayesian modeling, and to provide valuable insights into the effectiveness of the selected treatments. The research team first reviewed existing literature on highway safety practices, including safety effectiveness evaluation methodologies. Then, several sites were identified where raised medians and cable barrier have been implemented in the last 10 years on Utah highways. Relevant data for each of these sites were collected including crash data, average annual daily traffic (AADT) data, milepost data, and the countermeasure installation date. Finally, a hierarchical Bayesian model was developed for each type of treatment and used to determine the change in crash frequency and severity experienced at each site between the before and after periods.
For Part 2 of the study, the research team worked with UDOT to calibrate the AASHTO Highway Safety Manual (HSM) Safety Performance Function (SPF) for rural two-lane two-way roads to make the nationally-developed SPF accurately fit Utah conditions. SPFs are models used to predict the crash frequency of a roadway based on the characteristics of similar roads and their crash histories. The secondary objective of this part of the study was to develop a Utah-specific SPF that can be used in lieu of the HSM SPF.
In Part 3 of the study, the research team provided UDOT with a recommended framework for highway safety mitigation and workforce development. This framework is based on the HSM Roadway Safety Management Process and includes identifying safety ―hot spots‖, implementing cost-effective countermeasures, and improving future decision making and policy. Impact, or Potential Impact, of The models developed by this research are expected to be useful during Implementing Research Results the planning process and in yearly safety evaluations. An understanding of the factors that are related to crash occurrences can help UDOT and local agencies make informed decisions affecting the safety of our roadways. UDOT will be better able to select and evaluate roadway safety measures using advanced, science-based methods.
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Web Links (if available) http://www.udot.utah.gov/main/uconowner.gf?n=2944901697605645
http://www.udot.utah.gov/main/uconowner.gf?n=4636004347486812
http://www.udot.utah.gov/main/uconowner.gf?n=4636212882555556
PROJECT INFORMATION
Project Title Determining Wildlife Use of Wildlife Crossing Structures Under Different Scenarios ID Final report no. pending Project Cost $225,000 Duration 4 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact David Stevens Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact David Stevens Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Thousands of wildlife-vehicle collisions (WVCs) occur in Utah each year. Project Not only do these collisions pose safety hazards for motorists, but they threaten wildlife populations by bisecting wildlife habitat, making it difficult for wildlife to survive. The Utah Department of Transportation (UDOT) along with the Utah Division of Wildlife Resources (UDWR) has been building wildlife crossings along with wildlife fencing (up to 8 feet high) since 1975 to help wildlife move under and over roads, thus preventing WVCs. UDOT initiated this research project to evaluate how well different wildlife crossing structures in Utah work for passing mule deer, elk, and moose.
Using 35 remote, motion-triggered cameras, wildlife were photographed by the research team as they approached and used or repelled from culverts and bridges located throughout Utah. In 3 years of monitoring, the cameras recorded over 15,000 mule deer passes through 14 existing wildlife crossings, and several thousand passes under bridges and culverts built for other reasons. All bridge designs had 89 percent or
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better success rates, meaning 11 to 5 percent of the mule deer approaching the structure repelled away, while the rest went through. Culverts had between 75 to 95 percent success rates. Culverts that were over 120 feet long had the lowest success rates, which implied that passages made for mule deer should be less than 120 feet long for best success rates.
The photographic evidence supports the statement that UDOT wildlife crossings are working for mule deer. Crossing designs that minimize lengths under the road, and maximize the width or span of the structure are the most successful in passing mule deer. Future research will help determine if any designs work in passing skittish elk in Utah, and if placing wildlife fencing at existing box culverts and bridges can motivate mule deer and elk to use these structures. This study continues with funding from UDWR and conservation organizations. Impact, or Potential Impact, of The potential impact of implementing the research results is that wildlife Implementing Research Results crossing structures would be more consistently designed and constructed to pass mule deer, and potentially elk, under or over highways. This would contribute to fewer WVCs, thus increasing safety for motorists and maintaining wildlife populations. The research results have helped to extend the role of the US-6 Corridor Wildlife Committee, a multi-agency group that has been instrumental in locating and building new wildlife crossing structures on US-6 in Utah, to focus on locating and building wildlife crossing structures along other highway corridors throughout Utah in a coordinated effort. Web Links (if available) Draft final report available upon request.
PROJECT INFORMATION
Project Title Development of a Sign Management Plan and System for Utah Department of Transportation (UDOT) ID 11-9123 Project Cost $ 100,000.00 Duration 2 year SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact Abdul Wakil Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation
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Sponsoring Agency Contact Abdul Wakil Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research In selecting a strategy to comply with the minimum retroreflectivity Project requirements outlined in the MUTCD, it is important to understand the current performance of UDOT's sign assets. To evaluate the current degree of compliance of UDOT maintained signs a sample of UDOT maintained signs was necessary. Between the months of June and July 2011 data was collected for UDOT maintained signs throughout Utah. Signs were sampled as a spatial representation by region of the overall population. From reviewing previous inventory efforts junction areas between state routes were 5 identified as containing among the highest densities of traffic signs. For this reason routes were selected that had a high junction density. Along with the high sign density, junctions also contained a wide variety of sign color. To better represent the variation of maintenance and construction activities between station and region practices on highway segments between state road junctions, signs of every color were collected in intervals of five to fifteen miles. The intervals were determined by the survey team, who based the decision on sign density and geographic conditions present along the route. Canyon routes were treated differently because they represent unique situations in Utah and contained high densities of signs. Data was collected every five miles within canyons whereas rural roads were collected every fifteen miles. These intervals were utilized to provide the best representation of the overall sign population. The data collection efforts in 2011 yielded data for 1,433 signs. Sign data were collected from each of the four regions and the current degree of compliance for UDOT maintained signs was determined. Impact, or Potential Impact, of It is recommended that UDOT adopt a method for visually assessing the Implementing Research Results retroreflectivity of signs within the State as a primary means for sign assessment. The recommended visual assessment method is the use of calibration signs to assess the sign assets. This assessment method provides important data to UDOT as the most vital function of a sign is to maintain the nighttime visibility. Inspectors may be trained regardless of age and there is flexibility in the development of the assessment procedure. Research has shown that inspector accuracy in the selection of noncompliant signs can be relatively high given proper training. Given the damage rates recorded during the data collection process it is also recommended that sign damage be evaluated in conjunction with the assessment procedure. The development of a procedure to classify and identify damage as it relates to both daytime and nighttime visibility can assist inspectors in the process of selecting signs that are in need of replacement. In addition to the implementation of the assessment methods detailed above, a management strategy is necessary. The management strategy recommended is the use of Control Signs as well as Blanket
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Replacement. In highly urbanized areas and along urban interstates, sign damage is 10 less prevalent and a management method is more feasible. Web Links (if available) TBD
PROJECT INFORMATION
Project Title Retrofitting Culverts and Fish Passage-Phase II ID UT-11.18 Project Cost $ 85,000.00 Duration 4 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact Abdul Wakil Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact Abdul Wakil Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research To better understand the aquatic limitations of installing slip-lined Project culverts as a means of culvert rehabilitation, the laboratory portion of the study was conducted to test the upstream swimming ability of brown trout through a 60-ft long, 24-inch diameter culvert with slopes ranging from 0-5 percent in a smooth-walled and baffled liner and with a 3.5 percent slope and at 3 flow rates per slope (1-4.6 cfs).
For comparison purposes, tests were also conducted on a smooth- walled (non-baffled) liner. Baffles were found to greatly increase the potential for low-flow fish passage, allowing passage up to slopes of 3.5 percent. Conversely, the smooth-walled liner prohibited passage beyond a 1.0 percent slope.
It was also to observe how well the baffles aid in fish passage on several different slopes. This was done by testing brown trout in a non-baffled culvert followed by a baffled culvert to monitor how swimming ability improves. Each culvert was tested on slopes ranging from horizontal to 5 percent, with a variety of flows at each slope. By running a series of
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trial runs, it was determined which situation was most conducive to fish passage and present this information for future consideration in culvert designs. Impact, or Potential Impact, of Results of this study show how baffled culvert liners can broaden the Implementing Research Results range of suitable locations for installation beyond that of the smooth- walled liners. In addition information was collected on the velocity ranges and turbulence produced and how that influences brown trout passage.
The most general implication of this study is that baffled slip-lined culverts foster fish passage at higher flows and slopes than smooth- walled slip liners. In a 24-inch diameter slip liner, baffles increase the slope of possible passage from 1 percent to 3.5 percent. The smooth- walled liner should not be installed on slopes greater than 0.5 percent with a flow rate of 1 cfs in order to have at least 50 percent of the fish pass. However, in a baffled culvert, more than 50 percent can pass at 3.5 percent slope and 1 cfs flow. For higher flows, up to 3 cfs, at least 50 percent pass on slopes of 2.0 percent and less. These results show that a baffled slip liner does aid fish passage through a rehabilitated culvert.
One significant drawback is to the use of baffled culverts is the reduced flow capacity. Smooth-walled slip liners can potentially maintain or increase the flow capacity of a culvert relative to the host culvert flow capacity, due to its reduced roughness. However, baffles re-introduce roughness (form loss) that is likely greater than the roughness of the host culvert. As the flow increases, the roughness decreases through a 47 baffled slip liner. Even so, at non-pressurized, full pipe flow, the capacity of the baffled liner is about a third of the smooth-walled. Furthermore, the baffles create more turbulence than the smooth-walled liner. From this study, it was inconclusive whether the turbulence generated deterred the fish from swimming upstream. Nonetheless, the lower flow velocities created by the baffles seemed to result in a greater benefit than the negative influence attributed to the increased turbulence.
According to the literature review conducted, this was the first time that wild fish of this size were tested in a baffled culvert in a laboratory setting. Consequently, many other areas could still be tested and explored. For example, it would be beneficial to take the results found in this study and compare them to field testing results. Also, different size culverts could be tested to more fully understand the correlation between one size and another. Further turbulence studies could be performed that focus on refining the calculation methods, finding ranges suitable for fish passage, and determining if turbulence could be used as a scaling factor to apply this data to different culvert configurations. From this research it is recommended to further establish EDF values as a scaling factor, as they have the strongest correlation between fish passage and turbulence values.
Additional testing will continue to complete the picture of the interaction
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between fish and rehabilitated culverts and will aid in the further advancement of fish-friendly culverts. Web Links (if available) TBD
PROJECT INFORMATION
Project Title Culvert Roughness Elements for Native Fish Passage ID UT-11.02 Project Cost $ 79,200.00 Duration 2 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact Kevin Nichol Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact Kevin Nichol Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objective of this research was to determine optimal treatments that Project would enhance the reduced velocity zones at culvert boundaries to increase upstream passage of small, non-salmonid, native Utah fish such as the Utah Leatherside Chub and the Longnose Dace. The research was conducted in two phases – a laboratory phase and a field phase. The laboratory phase has been completed and a report published. Field work was completed in the summer of 2011 and while the final report will likely not be published until May 2012, preliminary results are available.
In the laboratory phase, a comparison of upstream passage success using native Utah fish in an experimental flume was conducted with three different conditions: (1) a smooth boundary, (2) a smooth boundary with strategically placed cylinders, and (3) a boundary consisting of natural substrate. The refuge provided by the cylinders and substrate allowed fish to expend less energy as they swam upstream. Energy expenditure was compared between the conditions by mapping the velocity field near the boundary and tracing fish swim paths. Substrate provided sufficient refuge for the fish to behave in a manner
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similar to their behavior in a natural environment and with significantly reduced energy expenditure. Cylinders provided limited refuge that allowed fish to rest periodically as they navigated the flume. The smooth boundary case required the highest energy expenditure as there was no refuge provided. Fish swimming capabilities in the form of prolonged and burst velocities have been recorded for most species. Streamwise velocity near the boundary can be compared to the prolonged and burst swim speeds to predict passage rates. Further field testing is necessary to fully substantiate the effectiveness of utilizing reduced velocity zones in non-salmonid fish passage prediction. In the field phase, two culverts were chosen with different substrate ―treatments;‖ one a 70-ft-long by 23-ft wide arch culvert filled end-to-end with natural cobble-sized substrate, the other a 63-ft-long by 21-ft wide san double-barrel concrete box culvert completely bare of substrate. The test was conducted on a 1-kilometer (0.6 mi) stretch of Salina Creek in the Sevier River drainage that contained both culverts. The stream segment had a variety of pools and riffles, with depth varying from 1.25 to 1.5 m (0.80 to 4.90 ft). Depth in the arch culvert was approximately 1.57 ft (ranging from 0.27 to 1.73 ft) and in the box culvert was 0.78 ft (ranging from 0.52 to 0.97 ft). Researchers used a short-term mark- recapture study to assess fish passage through each test site. Passage was determined to be an inadequate measurement of success. Because of this, other measurements and calculations were made to determine the ability of the site to provide for fish passage. Substrate analyses, velocity measurements, and population density estimates were made for each of the sites. These were used to compare the sites and determine if fish would be able to pass under more difficult conditions. A high degree of velocity variation was found to be helpful in aiding fish passage. A comparison of average standard lengths of both species of fish that were tested and the average particle diameter at the arch culvert and stream sites showed that the particle diameter may need to be smaller than the actual fish length. Impact, or Potential Impact, of If such a design approach can be used instead of using the conservative Implementing Research Results but overly simplistic average velocity to evaluate the retrofit of existing culverts and to design new culverts it will help minimize costs and result in fewer culvert replacements and smaller and simpler new designs. Other implications such as downstream effects on stream bed stability and scour remain an issue. Web Links (if available) TBD
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PROJECT INFORMATION
Project Title Strong Motion Instrumentation Plan for the Utah Department of Transportation ID UT-12.01 Project Cost $ 44,400.00 Duration 3 years SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact Kevin Nichol Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact Kevin Nichol Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objective of this research was to provide a methodology to assist Project UDOT in deciding which bridges to instrument for strong motion to achieve optimal data collection but at the lowest possible cost.
An analysis was performed on some of Utah‘s bridges to further understand bridge behavior in a strong motion event and to design an optimal instrumentation plan. This knowledge can be applied to other bridges which assists in knowing which bridges to instrument and in which configuration the instruments should be installed.
A weighted decision tree was developed using several criteria, which allows a person or organization to quickly evaluate any number of bridges (side-by-side) to see which of the bridges actually merits instrumentation. Impact, or Potential Impact, of Utah and its people have invested a considerable amount of money to Implementing Research Results construct and maintain the infrastructure and bridges in the State. This entire transportation network is at risk in the event of an earthquake. To protect Utah's bridges from a strong motion event site and bridge behavior must be better understood. Instrumenting bridges to collect data during such an event is of great importance.
Strong motion data collection can cost tens of thousands of dollars for initiation installation and even more for routine maintenance. As such, Utah faces the challenge of deciding which bridges to instrument to achieve optimal data collection but at the lowest cost possible. This project provided an automated decision tree for determining which
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bridges to instrument in order to provide the most efficient data collection and illustrated the instrumentation arrays for typical bridge layouts. Web Links (if available) TBD
PROJECT INFORMATION
Project Title Evaluation of Utah Work Zone Practices ID UT-11.19 Project Cost $ 25,000.00 Duration 1 year SUBMITTER Submitter Agency Utah Department of Transportation Submitter Contact Kevin Nichol Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Utah Department of Transportation Sponsoring Agency Contact Abdul Wakil Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The objective of this research was to review safety practices in Utah Project work zones to determine ways that these could be made more uniform and improved, passing on lessons learned to future work zones.
Work zones were audited in the summer of 2010 throughout Utah. Eleven out of the 18 eligible work zones were audited as part of this project throughout all parts of the State. Many good practices were seen in urban and rural work zones; however, there were safety issues that needed to be addressed, such as the use of positive protection and providing pedestrian pathways in work zones. A survey was conducted by the research team which asked members of the Utah Associated General Contractors Highway Committee to give their expert knowledge concerning these issues and attain possible solutions. The general consensus was that concrete barriers are the best countermeasure, but they are not feasible for use in all highway projects. Other surveyed members voiced concerns related to cost of installation along with the delays that come with the use of concrete barriers.
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As a result of this research, an evaluation tool was developed to quantify the safety of the work zone setup called the Work Zone Safety Assessment Risk Analysis Tool (WZ-SARA). Impact, or Potential Impact, of The WZ-SARA tool can help in identifying the work zones‘ areas of Implementing Research Results concern and issues that should be addressed in a quick manner. The numbers produced by the tool provide an estimation of the risk incurred in the work zone. The tool also provides a method to evaluate the impact that improvements may have on work zone safety overall. The intent of the spreadsheet is to help auditors and contractors in the ability to improve safety in work zones. In addition, WZ-SARA can help when making a benefit/cost analysis when it comes to projects by providing a quantifiable measurement of the safety improvements. The tool was designed with simplicity in mind, which enables work zones to be analyzed in an efficient manner. The tool was designed so inspectors could audit many work zones in a short period of time, providing coverage to a larger area of the State. Web Links (if available) TBD
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Virginia Department of Transportation (VDOT) / Virginia Center for Transportation Innovation and Research
PROJECT INFORMATION
Project Title End-Result Specifications for Hydraulic Cement Concrete: Phase II ID VCTIR 12-R2 Project Cost $142,171 Duration 6 years SUBMITTER Submitter Agency Virginia Department of Transportation / Virginia Center for Transportation Innovation and Research Submitter Contact Jose Gomez, Ph.D., P.E., director of research Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Virginia Department of Transportation / Virginia Center for Transportation Innovation and Research Sponsoring Agency Contact Jose Gomez, Ph.D., P.E., director of research Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research This study produced an end-result specification (ERS) for hydraulic Project cement concrete for the Virginia Department of Transportation (VDOT) to use in structures to obtain a uniform, consistent, quality product. State transportation departments traditionally prescribe the common specifications for hydraulic cement concrete (HCC) for pavements and bridges. This ―prescriptive‖ method for the design for such mixes compels the agency to accept the finished product as delivered by the contractor. However, by using end-result specifications, the agency specifies to the contractor the final characteristics of the product and certain minimum construction method requirements that must be met. The contractor thus is responsible for achieving these end results for the product. The agency either then accepts or rejects the product or applies a price adjustment, based on how it measures against its criteria for acceptability. Impact, or Potential Impact, of VDOT‘s end-result specification for hydraulic cement concrete has Implementing Research Results three parts: process-control measures, where the contractor is responsible for the concrete design and must provide a quality-control
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plan; VDOT approval of the mixture design; and project acceptance. The study recommended that VDOT implement the first two parts of the ERS for use with bridge structures and defer the third part until more projects are evaluated. In addition, the study recommended that VDOT initiate pilot projects for pavements as it did for bridges. VDOT has successfully implemented the prequalification of mixtures as specified in ERSs in some pilot projects. The ERS process-control measures with VDOT approval of the mixture design currently are permitted in VDOT projects upon request and are planned for inclusion in VDOT‘s current specifications as options. Web Links (if available) http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=12-R2
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Washington State Department of Transportation (WSDOT)
PROJECT INFORMATION
Project Title Travel Time Data Obtained from Bluetooth Technology ID WA-RD 782.1 Project Cost $206,000 Duration 2 years 9 months SUBMITTER Submitter Agency Washington State Department of Transportation Submitter Contact Doug Brodin Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Washington State DOT and Transportation Northwest (TransNow) Sponsoring Agency Contact Leni Oman Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Travel time is considered one of the most important transportation Project metrics, as it is easily understood by roadway users. In the past few years, a new methodology for obtaining travel time measurements, Media Access Control (MAC) address matching, has been generating great interest. The growing popularity of mobile devices, combined with the wireless communications used to connect these devices to each other and the Internet, has allowed researchers to develop a MAC address-based tracking method. This method relies on recording the MAC addresses of bypassing devices at one location and noting the time difference between matching MAC addresses at a different location. This approach is becoming very popular because of its significantly lower overall costs, ease of deployment, and fewer privacy concerns in comparison to traditional methods. The results of the research indicate that Bluetooth-based MAC address matching can be an effective, low cost means for travel time data collection. Bluetooth-based travel times are sufficiently accurate for most transportation applications. However, because slower vehicles have a better chance to be detected by Bluetooth readers, the Bluetooth-based protocol may contribute to slightly overestimated travel times. A method to correct the travel time bias caused by the Bluetooth protocol is highly desirable and should be developed in future research.
Impact, or Potential Impact, of The findings of this study will be helpful to transportation professionals
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Implementing Research Results attempting to understand the errors associated with the Bluetooth-based travel time data collection technology and to configure the sensors to mitigate errors. The research has and will continue to benefit WSDOT and others in the following ways: 1. Bluetooth / MAC address matching is a viable, cost effective way to capture travel time data in both urban and rural environments. Understanding the issues associated with manufacturing and deploying a device in both these settings was a critical component of this research. 2. The research provided technical insight that was valuable in evaluating and successfully procuring a commercially available Bluetooth product that is or will be deployed along 3 corridors. a. The deployment along SR 522 around Lake Washington will be used to measure traffic diversion as a result of SR 520 tolling. b. The deployment along SR 395 in the Tri-Cities is being used for travel times on a signalized corridor c. The pending deployment over the I-90 Snoqualmie Pass will be used to monitor 3rd party data for use in future planning and decision making. 3. The research has been shared with multiple other agencies through technical forums such as the Western States Rural Transportation Consortium, ITS Washington, the National Rural ITS Conference and the Transportation Research Board (TRB).
Web Links (if available) www.wsdot.wa.gov/research/reports/fullreports/782.1.pdf
PROJECT INFORMATION
Project Title Constructability Analysis for Pavement Rehabilitation Strategies (CA4PRS) Online Training* ID http://training.paviasystems.com/ca4prs Project Cost $221,800 Duration 2 years SUBMITTER Submitter Agency WSDOT Submitter Contact Kim Willoughby Submitter E-mail [email protected] RESEARCH PROGRAM
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Sponsoring Agency or Organization WSDOT, SPR-3(098) (State DOT‘s of CA, MN, TX, WA and FHWA) Sponsoring Agency Contact Kim Willoughby Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research CA4PRS, Constructability Analysis for Pavement Rehabilitation Project Strategies, is a currently available schedule and analysis tool that can help planners and designers select effective and economical pavement rehabilitation strategies. CA4PRS was selected as an AASHTO Technology Implementation Group in 2006 as a priority technology and the FHWA has since purchased a license for all 50 State DOT‘s. Since the purchase of the license for the State DOT‘s and to support the usage of the tool, online training has been developed for the CA4PRS software and is available at the above noted Web page. Impact, or Potential Impact, of The benefit of online training is that an interested person can take the Implementing Research Results course(s) on their own time and actually complete the training in much less time than if they were to attend a class. The typical 2-3 day hands- on course that is offered is taught in the online courses in about 6 hours, saving time, money and travel. Web Links (if available) http://training.paviasystems.com/ca4prs http://www.fhwa.dot.gov/research/deployment/ca4prs.cfm
PROJECT INFORMATION
Project Title Climate Change Impact Assessment for Surface Transportation in the Pacific Northwest and Alaska
ID WA-RD #772.1 Project Cost $205,000.00 Duration 24 months SUBMITTER Submitter Agency Washington State Department of Transportation (WSDOT) Submitter Contact Kathy Lindquist, Research Manager, Office of Research and Library Services, WSDOT Carol Lee Roalkvam, Policy Branch Manager, Environmental Services Office, WSDOT Submitter E-mail [email protected] and [email protected] RESEARCH PROGRAM
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Sponsoring Agency or Organization This was a Transportation Pooled Fund Project led by WSDOT and jointly funded by WSDOT, Oregon Department of Transportation, Idaho Transportation Department, Alaska Department of Transportation & Public Facilities; Oregon Transportation Research & Education Center; and, Alaska University Transportation Center. Sponsoring Agency Contact Leni Oman, Director, Office of Research and Library Services, WSDOT Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research States in the Pacific Northwest and Alaska region share interconnected Project transportation networks that support the regional economy, mobility, and safety. Regional weather affects the physical condition and serviceability of these networks. Climate impacts pose continued challenges for State departments of transportation (DOT). Changing weather patterns and their associated physical, financial, and social impacts are or will affect the way transportation professionals‘ finance, plan, design construct, operate, and maintain multimodal transportation infrastructure. Making informed decisions now avoids costly modifications and disruptions to operations in the future. This report builds on recent significant studies and offers recommendations for both research and actions to prepare for climate change. The objective of this research project was to conduct a preliminary vulnerability assessment of the risks and vulnerabilities climate change poses to the surface transportation infrastructure system in the Pacific Northwest and Alaska region. Impact, or Potential Impact, of This report: Implementing Research Results Synthesizes data to characterize the region‘s climate. identifies potential impacts on this transportation system. Identifies critical infrastructure vulnerable to impacts. Identifies topics needing more detailed analysis and research to manage risks. Identifies opportunities to adapt the transportation infrastructure to climate change impacts. The results of this report are useful for quantitative risk assessment models. Web Links (if available) http://www.wsdot.wa.gov/research/reports/fullreports/772.1.pdf
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PROJECT INFORMATION
Project Title An Investigation of Underwater Sound Propagation from Pile Driving ID Report Publication Number WA-RD 781.1 Project Cost $250,000 Duration 2 years SUBMITTER Submitter Agency Washington State Department of Transportation Submitter Contact Rhonda Brooks Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization Washington State Department of Transportation Sponsoring Agency Contact Leni Oman Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The underwater noise from impact pile driving was studied by using a Project finite element model for the sound generation and a parabolic equation model for propagation. Results were compared with measurements taken with a vertical line array deployed during tests at the Vashon Island ferry terminal near Seattle in November 2009. Tests showed that the dominant underwater noise produced by impact driving is from the Mach wave associated with the radial expansion of the pile that propagates down the pile after impact at supersonic speed. The effectiveness of surrounding the pile in the water with a double-walled steel tube, also called a temporary noise attenuation pile (TNAP), to reduce the underwater sound caused by pile driving operations was also investigated. Tests and analysis showed that the noise attenuation capability of the TNAP was limited to approximately 10 dB because of the unconstrained propagation of Mach waves directly from the sediment into the water. Impact, or Potential Impact, of This research discovered that the sound waves generated from the Implementing Research Results impact at the subsurface must be attenuated in order for underwater sound to not have noise effects to marine species. This information can be used in designing a pile that minimizes underwater noise from pile driving. Web Links (if available) http://www.wsdot.wa.gov/research/reports/fullreports/781.1.pdf
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PROJECT INFORMATION
Project Title Pavement Interactive ID http://www.pavementinteractive.org/ Project Cost $208,860
Duration 1 year SUBMITTER Submitter Agency WSDOT Submitter Contact Kim Willoughby Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization WSDOT, TPF-5(090) (State DOT‘s of CA, FL, ID, IL, KS, MD, MN, TX, WA and FHWA) Sponsoring Agency Contact Kim Willoughby Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research The Pavement Interactive (PI) has been in existence since 2005 and Project was created as a part of the Pavement Tools Consortium (PTC). The goal of the PI was to educate people about pavements and create a place for the PTC members to share information and research. It was first created in a wiki format to facilitate contributions from active members of the PTC. After several years in use, it was found that the predominant use of the PI was as a reference and online resource and contributions were not taking place as hoped. Therefore, to best serve the needs of the PTC members and the pavement community, the PI has been revamped to improve content management, organization, layout, and ability to rapidly edit and manage content.
Impact, or Potential Impact, of The Pavement Interactive is used internationally as a resource and Implementing Research Results reference guide and there are new users just about every day. The PI has already made a tremendous impact as a resource for the pavement community, but with this current transformation of the PI, the end user can now easily add and edit content. If the regular users of the PI were to add content, the value of the PI increases exponentially and becomes the pavement go-to information resource. Web Links (if available) http://www.pavementinteractive.org/
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Wisconsin Department of Transportation (WisDOT)
PROJECT INFORMATION
Project Title Best Practices from WisDOT Mega- and ARRA-Projects ID 0092-10-20 Project Cost $94,860 Duration March 2010 to March 2012 SUBMITTER Submitter Agency WisDOT Submitter Contact Daniel Yeh Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization WisDOT, Policy Research Program Sponsoring Agency Contact Daniel Yeh Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research With the inception of the Marquette Interchange Project in 2004— Project Wisconsin‘s first ever mega-project (over $500 million)—WisDOT developed a number of new techniques, methods, processes, and procedures for project management. The department continued to utilize many of these methods on the $1.9 billion I-94 North-South Corridor project starting in 2009. Also in 2009, the Federal Government required a slate of project and financial management tools for projects funded through the American Recovery and Reinvestment Act of 2009 (ARRA).
WisDOT managers called on the Policy Research Program to conduct a comprehensive evaluation of procedures, standards, and programs used in these projects. The study evaluated effectiveness of practices, determined benefits for future use, and discussed how and when they could be most readily adopted by the department. Impact, or Potential Impact, of Researchers from the Construction & Materials Support Center at the Implementing Research Results University of Wisconsin–Madison identified 49 best practices from all four areas of the construction phase that could be applicable to other projects. They provided guidance about the use, application, and cost implications of these practices in a standalone reference, Practices from WisDOT Mega and ARRA Projects—Best Practice Catalog. Each practice was categorized by primary or secondary objective (such as cost control, safety or dispute resolution) to aid WisDOT staff in matching an effective practice to a project management need.
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Researchers also matched best practices with project type—mega, ARRA or 3R (resurfacing, restoration, rehabilitation)—and identified those practices that could be applicable statewide.
The research also indicated eleven high-priority practices that could be applicable to any type of project:
Establish a clear hierarchy for project decisionmaking to avoid slowdowns.
Use a Request for Information form and process.
Require the contractor to submit three-week look-ahead schedules that reflect planned activities and potential impacts to traffic, community activities, and the environment.
Establish project closeout procedures early in the project, and track progress toward meeting all milestones.
Assign responsible parties for action items.
Track and address open issues at project progress meetings.
Hold separate specialty group progress meetings for functions such as utility coordination or traffic management.
Use a contractor Work Authorization Form to communicate work to be performed or any changes to the work requested.
Encourage third-party representation at meetings.
Establish goals for timely approval of documents.
Conduct weekly internal WisDOT project management meetings to discuss overall project status.
Web Links (if available) http://wisdotresearch.wi.gov/project?id=796 Project final report scheduled to be posted at the end of April.
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PROJECT INFORMATION
Project Title Effect of Recycled Binders on Resultant Binder Performance Grade ID 0092-10-06 Project Cost $69,991 Duration October 2007 to November 2011 SUBMITTER Submitter Agency WisDOT Submitter Contact Daniel Yeh Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization WisDOT, Wisconsin Highway Research Program Sponsoring Agency Contact Daniel Yeh Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research Like many States, Wisconsin uses recycled materials in asphalt Project pavement to reduce costs and environmental impacts. However, aged binders in reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) do not perform the same as virgin binders, especially in sensitivity to thermal cracking. WisDOT‘s 2010 specifications allow RAS as a binder replacement at 15 percent of the liquid in surface courses and 20 percent in lower courses. RAP can be used as a binder replacement at up to 25 percent in surface courses and 35 percent in lower courses.
The primary objective of the research was to evaluate the effect of recycled binders on the performance grade binder in mixtures containing RAP and RAS and to evaluate WisDOT‘s criteria for binder replacement. To effectively perform this evaluation, the research included the extension of current RAP blending chart analyses to RAS and to blends of RAP and RAS, and the characterization of RAP and RAS sources from Wisconsin. Impact, or Potential Impact, of The overall findings of this study show that WisDOT is currently allowing Implementing Research Results too much recycled binder in surface courses, but the agency can increase the recycled binder percent in the lower courses. Researchers from Advanced Asphalt Technologies developed a blending chart that works effectively with both RAP and RAS.
WisDOT 2011 allowable binder replacement for RAS and RAP indicated reduced low temperature grade reliability. At current maximum allowable replacement levels for surface courses, mixtures with RAS binders are expected to have significantly poorer performance in low temperature
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cracking than RAP mixtures, and RAP mixtures are expected to have poorer low temperature performance than virgin mixtures.
The study calls for changes to asphalt pavement practice at WisDOT:
For surface courses, WisDOT percent binder replacement levels of RAS should be limited to 5 percent or less, and to 20 percent or less for RAP. For combinations of RAS and RAP, the RAP level should be reduced by 4 percent for every 1 percent of RAS used.
For lower layers, RAS should be limited to 20 percent binder replacement or less, and RAP to 45 percent or less. For combinations of RAS and RAP, RAP should be reduced by 2.25 percent for every 1 percent of RAS used.
Exceeding recommended recycled binder replacement levels can be permitted as long as methods from this study are applied to samples to demonstrate reliability at sites where they will be used.
This study‘s procedures should be applied to a random sampling of recycled binder sources in Wisconsin to keep abreast of variations in the performance of RAP and RAS binders. Through analysis of both recycled and virgin binders, this study‘s reliability analysis can be updated for use in evaluating future mixes.
The WHRP Flexible Pavements Technical Oversight Committee will call for further evaluation and potential adoption to WisDOT‘s Standard Specifications for three study results: (1) the adjusted mixing chart; (2) procedures to analyze alternative levels; and (3) recommended general replacement levels of RAS and RAP.
Web Links (if available) http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP- project-0092-10-16-brief.pdf http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP- project-0092-10-06-final-report.pdf
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PROJECT INFORMATION
Project Title Reduction of Minimum Required Weight of Cementitious Materials in WisDOT Concrete Mixes ID 0092-08-08 Project Cost $186,075 Duration October 2007 to November 2011 SUBMITTER Submitter Agency WisDOT Submitter Contact Daniel Yeh Submitter E-mail [email protected] RESEARCH PROGRAM Sponsoring Agency or Organization WisDOT, Wisconsin Highway Research Program Sponsoring Agency Contact Daniel Yeh Sponsoring Agency Contact’s E-mail [email protected] RESEARCH AND RESULTS Brief Summary of the Research WisDOT has set a maximum limit on Portland cement replacement Project through supplemental cementitious materials to ensure concrete pavement performance while reducing costs and environmental impacts. To further reduce costs and impacts, WisDOT needed research to determine the minimum amount of cementitious material content (CMC) that WisDOT can use in its concrete mixtures and still preserve pavement strength and durability, and maintain a workable mix that can be compacted and placed properly.
The goal of this project was to evaluate the effects of reducing CMC, measured in pounds per cubic yard of concrete. Researches contracted through Michigan Technological University compared strength and durability of mixtures with the standard CMC content of 564 lbs/yd3, required by current WisDOT specifications, to mixtures with 470, 423 and 376 lbs/yd3 of CMC. They also explored the use of optimizing aggregate gradation as a way to reduce CMC without compromising workability. In all, researchers conducted laboratory testing on fresh and hardened properties of 37 mixtures with varying CMC and ratios of coarse to fine aggregates. Properties tested included strength, workability, and air content.
Impact, or Potential Impact, of While certain mixtures had workability and consolidation issues, all Implementing Research Results variations performed adequately in terms of freeze-thaw durability. Some mixtures with reduced CMC consolidated well and had greater compressive and tensile strengths compared with a typical mixture.
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The study recommends that WisDOT Grade A concrete specifications be expanded to include mixtures with a CMC of 470 lbs/yd3, and that additional categories be created for 470 lbs/yd3 mixtures containing coal fly ash and slag cement. Based on aggregate optimization results, researchers do not recommend changes to WisDOT‘s current coarse and fine aggregate grading limits. They also do not recommend that CMC be reduced below 470 lbs/yd3, given the potential for poor workability and lower durability.
WisDOT issued a request for proposal (RFP) in December 2011 seeking the development of guidelines for optimized concrete mix design based on these results, with the study to be completed in late 2014.
Web Links (if available) http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP- project-0092-08-08-brief.pdf http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP- project-0092-08-08-final-report.pdf
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