Research, Development, & Technology Transfer Tri-annual ...€¦ · ADOT&PF, local transportation agencies, and their partners. RD&T2 provides these services largely through collaborative

Alaska Department of Transportation & Public Facilities Research, Development, & Technology Transfer

Tri-annual Report 2008–2010 Facilitating Continuous Success of Alaska’s Transportation Infrastructure

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Research Development and Technology Transfer Alaska Department of Transportation & Public Facilities

The Research Development and Technology Transfer (RD&T2) Section within the Division of Design and Engineering Services of the Alaska Department of Transportation & Public Facilities (ADOT&PF) pro-vides training, technical assistance, library, research management, and technology deployment services to ADOT&PF, local transportation agencies, and their partners.

RD&T2 provides these services largely through collaborative relationships with and financial sup-port from the Federal Highway Administration, the Alaska University Transportation Center and the ADOT&PF. By leveraging resources and developing partnerships with a variety of transportation orga-nizations and professionals, RD&T2 taps into a vast network of expertise and resources and eliminates duplication of effort. RD&T2 also provides an avenue for multidisciplinary support from a network of university transportation centers to meet the needs of transportation practitioners in areas as diverse as engineering, law, management, leadership, planning, and environment.

RD&T2 is service-oriented and continuously engages its customers to assist in identifying opportuni-ties and managing the changes inherent in successful deployment of beneficial research results and tech-nologies. RD&T2 is committed to helping its customers achieve continuous success and thereby continu-ously improving transportation in Alaska and beyond.

For additional information, contact:Clint Adler, P.E., Chief of Research & Technology TransferResearch, Development, & Technology Transfer SectionDivision of Statewide Design & Engineering ServicesAlaska Department of Transportation & Public Facilities2301 Peger RoadFairbanks, Alaska 99709(907) [email protected]

Editorial/Writing: Clint Adler, Angela Parsons, Jim Sweeney, David Waldo ADOT&PF Research Development & Technology Transfer Section

Fiscal Summary: Suzanne HaroldADOT&PF Research Development & Technology Transfer Section

This publication reports the transportation research, technology transfer, and education activities of the Research Development & Technology Transfer Section for federal fiscal years 2008–2010 (October 1, 2007–September 30, 2010).

Cover photos: Background: Front of Ted Stevens Anchorage International Airport. Photo by Dave Krause, Alaska DOT&PF.Left: From bridge of M/V Columbia overlooking the M/V Leconte and M/V Matanuska, Ketchikan. Photo by Johnathon Robichaud, Alaska DOT&PF.Center: Douglas Roundabout and Bridge, Juneau. Photo by Malcolm Menzies, Alaska DOT&PF.Right: Brooks Range and Sukakpak Mountain on Dalton Highway. Photo by Todd Boris, Alaska DOT&PF.

Graphic design and layout: Russell C. Mitchell, Graphic Artist

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Contents

Section Chief’s Message. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Fiscal Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

FFY 2008, 2009, and 2010 RD&T2 Fiscal Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Programmed Funding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Federal Research Programming, FFY 2008–2009 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Research Project Reports Completed in FFY 2008–2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Active SP&R-Funded Research Projects, FFY 2008–2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Active State-Funded AUTC Research Projects, FFY 2008–2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Research Project Summaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17Bridges and Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

T2-06-10 Yukon River Bridge Decking Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17T2-07-03 Steel Column to Steel Cap Beam Bridge Pier Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19T2-07-14 Alaska Bridge Bent Pushover Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20T2-07-15 Seasonally Frozen Ground Effects on the Seismic Response of Highway Bridges. . . . . . . . . . . . . . . . . . . . . . . . . . 21T2-08-02 Plastic Strain Limits for Reinforced Concrete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22T2-08-18 Bridge Life-Cycle Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23T2-09-01 Seismic Performance of Bridge Foundations in Liquefied Soils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23T2-10-05 Ductility of Welded Steel Columns to Cap, Part II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24T2-10-06 Effect of Load History on Performance Limit States of Bridge Columns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25T2-10-07 Testing and Screening Surfacing Materials for the Yukon River Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26T2-10-09 Shake Table Experiments of Bridge Foundations in Liquefied Soils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Hydraulics & Hydrology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27T2-07-10 Evaluation of Ecological Benefits of Revegetated Riprap and Bioengineering T2-07-12 Development of Design Criteria for Vegetated Riprap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27T2-08-15 Updated Rainfall Frequency Analysis for Alaska Highway Corridors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27T2-08-17 Impacts of Climate Change in Flood Frequency Analysis for Transportation Design . . . . . . . . . . . . . . . . . . . . . 28T2-09-07 Compare Two Designs to Prevent River Bend Erosion in Arctic Environments . . . . . . . . . . . . . . . . . . . . . . . . . . 29TPF-5(164) Fish Passage in Large Culverts with Low Flows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Environmental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31T2-04-03 Development of a Rapid Wetland Assessment Model for Alaska . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31T2-07-11 Environmental Impact of Creosote Treated Marine Piles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31T2-08-11 Bridge Deck Runoff: Water Quality Analysis and BMP Effectiveness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32TPF-5(140) Structural Acoustic Analysis of Piles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32T2-10-13 Selection of Preservatives for Marine Structural Timbers in Herring Spawning Areas . . . . . . . . . . . . . . . . . . . . 33

Geotechnical and Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34T2-07-16 Effects of Permafrost and Seasonally Frozen Ground on the Seismic Responses of Transportation Infrastructure Sites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34T2-07-17 Seismic Design of Deep Bridge Pier Foundations in Frozen Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36T2-08-01 Analysis of Pile Driving and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37T2-08-03 & T2-10-04 Development of an Unstable Slope Management Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38T2-08-04 Embankment Soil Temperature Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39T2-08-19 Geotechnical Investigations for the Dalton Highway Innovation Project as a Case Study for Ice-rich Syngenetic Permafrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40T2-08-20 Investigation of Shallow Soil Anchors in Frozen Soils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41T2-09-06 Evaluation of In-Place MEMS Inclinometer Strings in Cold Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42T2-10-11 Stabilization of Erodible and Thawing Permafrost Slopes With Geofibers and Synthetic Fluid . . . . . . . . . . . . . 43

Materials and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44T2-02-05 Design Manual for Air Convecting Embankment (ACE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44T2-03-11 Evaluation of Alternate Embankment Construction Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45T2-04-01 Aggregate Abrasion Using Nordic Ball Mill Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

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T2-04-02 Use of Rubber in Hot Asphalt Concrete to Reduce Rutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46T2-06-04 Experimental Features: Sasobit and Foamed Warm Mix Asphalt Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46T2-06-09 Characterization of Asphalt Treated Base Material (AUTC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47T2-07-04 Documenting Best Management Practices for Ice-Rich Soils and Permafrost Sites . . . . . . . . . . . . . . . . . . . . . . . 48T2-07-05 Development of Construction Dust Control Protocols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48T2-07-18 Impact of Fines Content on Resilient Modulus Reduction of Base Courses during Thawing . . . . . . . . . . . . . . . . 49T2-07-19 Study of Concrete Maturity Meter in Very Cold Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50T2-07-20 Guidelines for Risk Analysis in Construction Contract Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51T2-08-09 Feasibility Study of RFID Technology for Construction Load Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51T2-08-16 Stabilizing Marginal Soils with Geofibers and Synthetic Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52T2-08-21 Laboratory Evaluation of Warm Mix Asphalt in Cold Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53T2-08-22 Naturally Occurring Asbestos in Alaska and Experiences and Policy of Other States Regarding its Use . . . . . 53T2-09-04 Alaska Specifications for Palliative Applications on Unpaved Roads and Runways . . . . . . . . . . . . . . . . . . . . . . . 54T2-09-08 Verification of Job Mix Formula for Alaska Hot Mix Asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54T2-09-09 Inclusion of Life Cycle Cost Analysis in Alaska Flexible Pavement Design Program . . . . . . . . . . . . . . . . . . . . . . 56T2-10-08 Use of the Micro-Deval Test for Assessing Alaska Aggregates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56T2-10-10 Characterization of Alaskan HMA Mixtures with the Simple Performance Tester . . . . . . . . . . . . . . . . . . . . . . . . 57T2-10-14 Guidelines for Pavement Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58T2-10-15 Experimental Feature - Agreement for Evaluation of AASHTOWare Products . . . . . . . . . . . . . . . . . . . . . . . . . . 58TPF-5(064) Western Alliance for Quality Transportation Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Alaska Marine Highway System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60T2-06-08 Optimizing Implementation of Civil Rights Requirements for Vessel Construction . . . . . . . . . . . . . . . . . . . . . . 60T2-08-07 New EPA Diesel Emission Level Impacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60T2-08-08 Response of Pile Guided Floats Subjected to Wind Generated Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61T2-09-03 Load Environment of Washington State Ferry & Alaska Marine Highway Landings . . . . . . . . . . . . . . . . . . . . . . 62

Planning and Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63T2-07-02 Development of GPS Survey Data Management Protocols/Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63T2-07-09 Demonstration of Nonintrusive Traffic Data Collection Devices in Alaska . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64T2-08-10 LiDAR Testing under Heavy Tree Canopy and in Steep Terrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65TPF-5(192) Loop and Length Based Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

Administration and Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66T2-09-05 Succession Planning for the ADOT&PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66T2-10-02 Research & Technology Deployment Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66TPF-5(181) Transportation Research Program Management Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66TPF-5(191) Northwest Transportation Consortium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67TPF-5(196) 2009 National Asset Management Conference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

Traffic and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68T2-07-07 Evaluation of Risk Factors for Repeat DUI Offenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68T2-07-08 Review of Crash Reduction Factors for Use in the HSIP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68T2-08-05 Performance Modeling of Dowling Multilane Roundabouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69T2-08-06 Overheight Detection System Effectiveness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70T2-08-13 Frequency and Potential Severity of Red Light Running in Anchorage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71T2-08-14 At-Grade Wildlife Crossing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72T2-10-03 Pavement Marking Systems Demonstration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73TPF-5(114) Roadside Safety Pooled Fund Research Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Maintenance and Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75T2-07-06 Evaluation of Alternatives for Integrated Vegetation Management for ADOT&PF . . . . . . . . . . . . . . . . . . . . . . . . 75T2-09-02 Alaska Rural Airport Inspection Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76T2-10-12 Performance of Dust Palliatives on Unpaved Roads in Rural Alaska . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77TPF-5(145) Western Maintenance Partnership . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

Alaska Technology Transfer (T2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

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During the last three years, the Research, Devel-opment, and Technology Transfer (RD&T2) sec-tion of the Alaska Department of Transportation & Public Facilities (ADOT&PF) has much to be proud of. Their hard work has been instrumen-tal in promoting excellence and improvement of transportation systems, organizations, workforce, and policies in Alaska—activities critical for the sustained success of ADOT&PF.

In particular, they are actively conducting, managing, and facilitating implementation of research results that:• help transportation agencies in Alaska develop,

recruit, and retain a high-quality workforce;• help Alaska plan, operate, and maintain a

unique marine highway and ferry system;• improve understanding of bridge safety and

performance in Alaska, where large earth-quakes and frozen ground present unique structural demands;

• promote new construction technologies and practices that improve project management and reduce financial and safety risks;

• promise to streamline analysis of and reduce environmental impacts on wetlands, air quality, and marine water quality;

• improve understanding of changing permafrost and hydrologic conditions and techniques to economically adapt;

• reduce stream bank erosion while protecting fish habitat;

• improve dust management at rural airports and road construction projects;

• improve roadside vegetation management;• reduce vehicle collisions with moose and other

wildlife;• increase the life and quality of asphalt

pavements;• improve economy and reliability of highway

data and its collection and analysis (a small effort to develop a geographical interface for highway right-of-way data won the Federal Highway Administration’s 2009 Excellence in Right of Way Award);

• improve design of road facilities to enhance safety of motorists, pedestrians, and bicyclists.

With respect to training and workforce development, section staff achieved numerous notable accomplishments, including:• delivery of technical training classes to nearly

2,000 transportation professionals each year;• development of an electronic training manage-

ment system for ADOT&PF;• advising the University of Alaska in the devel-

opment of a graduate certificate program in construction management;

• managing and facilitating the production of safety awareness videos on rural road and airport construction and maintenance (one of these videos, “Building Rural Alaska—Part-nership for Progress” won the FHWA’s 2008 Exemplary Human Environment Initiative award); and

• developing Alaska’s future workforce by fa-cilitating career educational events for middle and high school students such as Construction Career Days and Alaska Summer Research Academy.

Also, all of RD&T2’s professionals continu-ously identify and collaborate with external part-ners, and monitor international, national, state, and local sources of technology and innovation for anything that promises value to ADOT&PF. They believe in making deals unabashedly and

Section Chief’s Message

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marketing boldly. They attend annual meetings and participate in technical and policy com-mittee activities of the Transportation Research Board (TRB), Federal Highway Administration (FHWA) technology transfer programs, Ameri-can Association of State Transportation Officials (AASHTO), and Research and Innovative Tech-nology Administration (RITA). These collab-orative activities are important for professional development and continuously return value to ADOT&PF through greater awareness and inno-vation. As an example, RD&T2 contributed to the ongoing development of Alaska’s climate change strategy through service and leadership on the Research Needs Workgroup serving Alaska’s Sub-cabinet on Climate Change.

Through RD&T2, ADOT&PF continues ef-fective liaison with influential national transpor-tation interests such as TRB and the AASHTO Standing Committee on Research and Research Advisory Committee. Through service as Alaska’s state representative to TRB and as chair of the AASHTO Region IV Research Advisory Com-mittee, I’ve worked to maximize Alaska’s return in its investments in TRB’s core services and national cooperative research programs such as the National Cooperative Highway Research Pro-

gram, Transportation Pooled Fund Program, and Second Strategic Highway Research Program.

I am particularly proud of the successful partnership the RD&T2 section has developed between ADOT&PF and the Alaska University Transportation Center within the University of Alaska: one of the ten National University Transportation Centers in the United States administered by RITA. Within this report you will note the aggressive leveraging of resources to maximize the effectiveness of our research and development efforts while simultaneously devel-oping expertise within Alaska’s university system and engaging students (and future transportation professionals) with challenges ADOT&PF faces every day.

I believe these activities, partnerships, and connections are paying off for ADOT&PF and will continue to do so. ADOT&PF faces signifi-cant challenges ahead as it adapts to changing transportation policies, financial pressures, and workforce challenges. I’m confident that our Research, Development, & Technology Transfer team will continue to be trusted, influential, and effective champions for innovation, efficiency, and excellence in transportation for Alaska.

—Clint Adler, P.E.

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RD&T2 staff from Left to right: Simon Howell, Dave Waldo, Clint Alder, Jim Sweeney, Angela Parsons, Suzanne Harold.

6 7

Fiscal SummaryRD&T2 receives funding from the Federal Highway Administration’s (FHWA) State Planning and Research Program (SP&R), Local Technical Assistance Program (LTAP), Surface Transportation Program (STP), and state matching funds (SM). Additionally, RD&T2 leverages funding with the Alaska University Transporta-tion Center (AUTC), and FHWA’s Transportation Pooled Fund Program.

FFY 2008, 2009, and 2010 RD&T2 Fiscal Summary Revenues 2008 2009 2010

SP&R Program Funds (STIP ID#6451) $1,612,780 $1,317,840 $1,533,840 State Project Funds $1,150,000 $305,000NHI Funds (STIP ID #6452) $350,000 $350,000 $350,000Unstable Slope Management Program (STIP ID #21894)

$545,820

State Matching Funds $403,195 $329,460 $437,640 Total $3,515,975 $2,302,300 $2,867,300

Expenditures & Obligations NCHRP Dues –$277,063 –$346,450 –$170,819TRB Dues –$106,500 –$99,325 –$99,325.00Pooled Fund Studies –$45,000 –$35,000 –$98,700Technology Transfer/Training –$630,000 –$630,000 –$630,000Research Project Programming –$2,457,412 –$886,525 –$1,268,456Total –$3,515,975 –$1,997,300 –$2,267,300

8 9

Programmed FundingCategory Total 2008 2009 2010

AHMS $359,000 $180,000 $107,000 $72,000Traffic & Safety $660,000 $483,000 $127,000 $50,000Administration/Policy $19,349 $5,000 $14,349Planning $57,100 $22,200 $34,900Maintenance & Operations $48,600 $8,600 $40,000Construction $45,000 $45,000Environmental $0Hydraulics/Hydrology –$29,027 –$62,527 $33,500Preconstruction $40,000 $40,000Materials/Geotechnical $1,508,571 $167,000 $365,585 $975,986Bridges/Structures $923,917 $401,200 $76,717 $446,000Technology Transfer (LTAP) $1,120,000 $280,000 $280,000 $280,000Supplemental Research Programs $478,831 $73,707 $211,522 $193,602TRB & NCHRP $804,428 $383,563 $420,865

Grand Total (30) $6,035,769 $2,018,143 $1,680,038 $2,057,588

AMHS 4%

Traffic & Safety 9%

Administration/Policy 4%

Planning 0%

Maintenance & Operations2%

Materials & Construction14%

Environmental 1%

Hydraulics/Hydrology 4%

Preconstruction 1%

Geotechnical & Foundations16%

Bridges/Structures13%

Technology Transfer (LTAP)15%

Supplemental Research Programs

6%

TRB & NCHRP11%

Research Programming, FFY 2008–2009

8 9

Research

(continued on next page)

Research Project Reports Completed in FFY 2008–2010

Title ADOT&PF Project No.

Report Number Date Published

Solving Plastic Deformation Problem for Anchorage Flexible Pavements

n/a AK-RD-09-001 April 2009

Fatigue Characterization of Alaska’s Polymer-Modified Asphalt Mixes

T2-02-18 FHWA-AK-RD-05-05 December 2008

Seismic Retrofit of CISS Pile Bent Cap Connections

T2-03-02 FHWA-AK-RD-06-06 March 2008

Evaluation of Alternative Embankment Construction Methods

T2-03-11 FHWA-AK-RD-08-02 March 2008

Evaluating a Simplified Method to Estimate Compaction of Soils & Aggregates

T2-03-12 FHWA-AK-RD-07-02 May 2008

Seismic Behavior of Concrete Bridge Columns at Sub-Freezing Temperatures

T2-05-01 FHWA-AK-RD-08-01 March 2008

Vegetated Riprap Survey of Highways in Southcentral and Interior Alaska

T2-05-05 FHWA-AK-RD-05-08 June 2008

Evaluation of Wearing Surfaces for the Yukon River Bridge

T2-06-10 FHWA-AK-RD-09-07 July 2009

The Effects of a Winter Ice Jam Event on Bioengineered Bank Stabilization Along the Kenai River

T2-07-01 FHWA-AK-RD-07-03 January 2008

Documenting Best Management Practices for Ice-rich Soils & Permafrost Sites


Evaluation of Risk Factors for Repeat DUI Offenses

T2-07-07 FHWA-AK-RD-09-02 April 2009

Review of Crash Reduction Factors (CRF) for Use in the Highway Safety Improvement Program Handbook

T2-07-08 FHWA-AK-RD-09-03 August 2009

Unstable Slope Management Program Research, Phase I


AMHS Vessel: EPA Diesel Emission Level Impact Study

T2-08-07 FHWA-AK-RD-09-05 October 2009

Air Convecting Embankment (ACE) Design Guide

T2-02-05 FHWA-AK-RD-09-06 February 2009

Evaluation of Wearing Surfaces for the Yukon River Bridge

T2-06-10 FHWA-AK-RD-09-07 July 2009

Naturally Occurring Asbestos in Alaska and Experiences and Policy of Other States Regarding its Use


10 11

Title ADOT&PF Project No.

Report Number Date Published

Effects of Permafrost and Seasonally Frozen Ground on the Seismic Response of Transportation Infrastructure Sites


Use of Rubber-Modified Hot-Mix Asphalt to Reduce Studded Tire Wear and Plastic Deformation

T2-04-02 FHWA-AK-RD-10-03 June 2010

Ductility of Welded Steel Column to Steel Cap Beam Connections


Study of Concrete Maturity Method in Very Cold Weather


Geotechnical Investigations for the Dalton Highway Innovation Project as a Case Study of the Ice-Rich Syngenetic Permafrost


Characterization of Asphalt Treated Base Course Material

T2-06-09 FHWA-AK-RD-10-07 June 2010

Resilient Modulus Characterization of Alaskan Granular Base Materials


Impacts of Climate Variability and Change on Flood Frequency Analysis for Transportation Design

T2-08-17 FHWA-AK-RD-10-09 September 2010

All research reports are available in full text electronically in our online research library at: http://www.dot.state.ak.us/stwddes/research

Active SP&R-Funded Research Projects, FFY 2008–2010

Research Projects Reports Completed in FFY 2008–2010 (continued)

Project Name ADOT&PF Project No.

Project Manager

Principal Investigator

ADOT&PF Funding

Estimated Completion

DateDesign Manual for Air Convecting Embankment (ACE)

T2-02-05 Jim Sweeney Doug Goehring & Robert McHattie,

UAF

$53,000 Completed

Evaluation of Alternate Embankment Construction Methods

T2-03-11 Jim Sweeney Stephen Saboundjian ADOT&PF

$20,000 Completed

Aggregate Abrasion Using Nordic Ball Mill Test

T2-04-01 Steve Saboundjian

ADOT&PF Regional Materials

Engineers

$65,000 12/31/10

Use of Rubber in Hot Asphalt to Reduce Rutting

T2-04-02 Steve Saboundjian

Stephen Saboundjian, ADOT&PF

$70,000 Completed

(continued)

10 11



Project Manager


ADOT&PF Funding


DateDevelopment of a Rapid Wetland Assessment Model For Alaska

T2-04-03 Jim Sweeney HDR Alaska, Inc. $90,000 Completed

Optimizing Implementa-tion of Civil Rights Re-quirements for Vessel Construction

T2-06-08 Jim Sweeney E. W. Morris & Assoc.

$50,000 12/31/10

Yukon River Bridge Decking Research

T2-06-10 Angela Parsons

Leroy Hulsey, AUTC

$77,000 Completed

Development of GPS Survey Data Management Protocols/Policy

T2-07-02 Jim Sweeney Jim Sweeney $80,000 12/31/10

Steel Column to Steel Cap Beam Bridge Pier Connection Improvements


Mervyn Kowalsky, NCSU, AUTC

$174,200 Completed

Documenting Best Management Practices for Ice-Rich Soils and Permafrost Sites

T2-07-04 Jim Sweeney Robert McHattie & Ted S. Vinson,

AUTC

$42,500 Completed

Development of Construction Dust Control Protocols

T2-07-05 Jim Sweeney Robert Perkins, AUTC

$50,000 5/31/11

Evaluation of Alternatives for Integrated Vegetation Management for ADOT&PF


David Barnes, AUTC

$63,600 Completed

Evaluation of Risk Factors for Repeat DUI Offenses

T2-07-07 Jim Sweeney Steven Hamilton $27,500 Completed

Review of Crash Reduction Factors for Use in the HSIP


Randy Kinney $120,000 Completed

Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska


Eric Minge $76,100 Completed

Evaluation of Ecological Benefits of Revegetated Riprap and Bioengineering

T2-07-10 Jim Sweeney N/A $100,000 Terminated

Environmental Impact of Creosote-Treated Marine Piles


$100,000 Completed

Development of Design Criteria for Vegetated Riprap

T2-07-12 Jim Sweeney Michael Knapp, ADOT&PF

$80,000 12/30/10

Active SP&R-Funded Research Projects, FFY 2008–2010 (continued)

12 13


Project Manager


ADOT&PF Funding


DateSeasonally Frozen Ground Effects on the Seismic Response of Highway Bridges


Leroy Hulsey & Zhaohui Yang,

AUTC

$47,600 (+$200,000

GF)

12/31/10

Analysis of ADOT Pile Driving Testing


Stephen Dickenson $80,000 12/31/10

Plastic Strain Limits for Reinforced Concrete



$300,000 12/31/11

Measurement of Temperature and Soil Properties for Finite Element Model Verification


Margaret Darrow, AUTC

$58,800 12/31/10

Performance Analysis of the Dowling Multilane Roundabouts


Ming Lee, AUTC $32,000 6/30/10

Evaluation of Overheight Detection System Effectiveness at Eklutna River Highway Bridge


Ming Lee, AUTC $58,500 6/30/11

New EPA Diesel Emission Level Impacts

T2-08-07 Jim Sweeney Elliott Bay Design Group

$80,000 Completed

Response of Pile-Guided Floats Subjected to Wind-Generated Waves

T2-08-08 Jim Sweeney Andrew Metzger, AUTC $100,000

12/31/10

Feasibility Study of RFID Technology for Construction Load Tracking

T2-08-09 Jim Sweeney Oliver Hedgepath, AUTC

$53,000 12/31/10

LiDAR Testing Under Heavy Tree Canopy and in Steep Terrain

T2-08-10 Jim Sweeney Tim Reed, ADOT&PF

$40,000 12/31/10

Frequency and Potential Severity of Red Light Running in Anchorage


TBD $200,000 12/31/11

Analysis of Electromat At-Grade Moose Crossings


TBD $270,000 12/31/16

Naturally Occurring Asbestos & Alaska Policy


$20,000 Completed

Seismic Performance of Bridge Foundations in Liquefied Soils


Zhaohui Yang, AUTC

$86,000 12/31/11

Load Environment of Washington State Ferry & Alaska Marine Highway Landings

T2-09-03 Jim Sweeney Andrew Metzger, AUTC

$107,000 8/31/12


(continued)

12 13


Project Manager


ADOT&PF Funding


DateSuccession Planning for a State ADOT

T2-09-05 Amanda Holland

Robert Perkins, AUTC

$42,000 12/30/10

Evaluation of In-place MEMS Inclinometer Strings in Cold Regions


Margaret Darrow, AUTC

$166,000 12/31/12

Compare Two Designs to Prevent River Bend Erosion in Arctic Environments

T2-09-07 Jim Sweeney Horacio Toniolo, AUTC

$33,500 Completed

Verification of Job Mix Formula for Alaskan Hot Mix Asphalt


Juanyu Liu, AUTC $122,750 12/31/11

Inclusion of Life Cycle Cost Analysis in Alaska Flexible Pavement Design Program


Juanyu Liu, AUTC $65,000 12/31/11

Foamed Warm Mix Asphalt Experimental Features

T2-06-04 Jim Sweeney ADOT&PF regional materials

engineers

$27,000 10/31/12

Research & Technology Deployment

T2-10-02 Clint Adler Various $193,602 Ongoing

Pavement Marking Systems Demonstration


Paul Carlson, TTI $50,000 (100%

FHWA)

3/31/11

Unstable Slope Management Program Research

T2-08-03, T2-10-04

Dave Stanley AUTC; Landslide Technology, Inc.; R&M Consultants

$625,000 6/30/13

Ductility of Welded Steel Columns to Cap, Part II



$180,000 12/31/11

Effect of Load History on Performance Limit States of Bridge Columns


Mervyn Kowalsky, NCSU; Utpal Dutta, AUTC

$167,000 12/31/11

Testing & Screening Surfacing Materials for the Yukon River Bridge

T2-10-07 Jim Sweeney Leroy Hulsey, AUTC

$46,000 12/31/11

Use of the Micro-Deval Test for Assessing Alaska Aggregates


Juanyu Liu, AUTC $60,000 12/31/11

Shake Table Experiments of Bridge Foundations in Liquefied Soils


Zhaohui Yang, AUTC

$53,000 12/31/11



14 15


Project Manager


ADOT&PF Funding


DateCharacterization of Alaskan HMA Mixtures with the Simple Performance Tester


Juanyu Liu, AUTC $90,000 12/31/11

Stabilization of Erodible & Thawing Permafrost Slopes with Geofibers & Synthetic Fluid

T2-10-11 Jim Sweeney Leroy Hulsey & Xiong Zhang,

AUTC

$132,000 12/31/11

Performance of Dust Palliatives on Unpaved Roads in Rural Alaska

T2-10-12 Clark Milne & Jim Sweeney

David Barnes, AUTC

$40,000 12/31/11

Selection of Preservatives for Marine Structural Timbers in Herring Spawning Areas


$60,900 12/31/11

Guidelines for Pavement Preservation


Juanyu Liu, AUTC $67,000 12/31/11

Evaluation of AASHTOWare Products

T2-10-15 Jim Sweeney Frank Ganley, ADOT&PF

$104,500 12/31/10

Structural Acoustic Analysis of Piles pooled fund study

TPF-5(140) FHWA TBD $50,000 Not awarded

Fish Passage in Culverts with Low Flows

TPF-5(164) FHWA Kornel Kerenyi, FHWA

$30,000 Ongoing

Western Alliance for Quality Transportation Construction (WAQTC)

TPF-5(064) Utah DOT AASHTO Subcommittee on

Materials

$80,000 Ongoing

Roadside Safety Research Program

TPF-5(114) Jeff Jeffers Various $125,000 Ongoing

Western Maintenance Partnership

TPF-5(145) Clint Adler Michael Coffey $5,000 Ongoing

Transportation Research Program Management Database

TPF-5(181) Clint Adler WSDOT $10,000 Ongoing

Northwest Transportation Consortium

TPF-5(191) Clint Adler Various $25,000 Ongoing

Loop and Length Based Classification

TPF-5(192) Clint Adler Maryann Dierckman

$30,000 Ongoing

2009 National Asset Management Conference

TPF-5(196) Clint Adler Michael Coffey $10,000 Completed

AUTC = Alaska University Transportation CenterNCSU = North Carolina State UniversityTTI = Texas Transportation Institute


14 15

Active State-Funded AUTC Research Projects, FFY 2008–2010 Project Name ADOT&PF /

AUTC Project No.

ADOT&PF Project

Manager


State Match Funding


DateCharacterization of Asphalt Treated Base Course Material

T2-06-09 / 107049

Jim Sweeney Juanyu Liu, AUTC

$75,000 Completed

Alaska Bridge Bent Pushover Software

T2-07-14 / 107013

Angela Parsons

Michael Scott, Oregon State University &

AUTC

$40,000 12/31/10

Effects of Permafrost and Seasonally Frozen Ground on the Seismic Responses of Transpor-tation Infrastructure Sites

T2-07-16 / 107017

Angela Parsons

Zhaohui Yang, AUTC

$72,700 Completed

Seismic Design of Deep Bridge Pier Foundations in Frozen Ground

T2-07-17 / 107033

Angela Parsons

Sri Sritharan, Iowa State

University & AUTC

$110,000 12/31/10

Impact of Fines Con-tent on Resilient Modulus Reduction of Base Courses During Thawing

T2-07-18 / 107045


$75,000 Completed

Study of Concrete Maturity Meter in Very Cold Weather

T2-07-19 / 107052

Jim Sweeney Yongtao Dong, AUTC

$55,000 Completed

Guidelines for Risk Analysis in Construc-tion Contract Changes

T2-07-20 / 107059

Jim Sweeney Robert Perkins, AUTC

$10,000 Completed

Bridge Deck Runoff: Water Quality Analysis and BMP Effectiveness

T2-08-11 / RR08.13

Jim Sweeney Robert Perkins, AUTC

$37,500 Completed

Updated Rainfall Frequency Analysis for Alaska Highway Corridors

T2-08-15 / 207119

Jim Sweeney Doug Kane, AUTC

$232,550 8/31/11

Stabilizing Marginal Soils with Geofibers and Synthetic Fluids

T2-08-16 / 207117

Jim Sweeney Billy Connor, AUTC

$200,000 5/31/11

Impacts of Climate Change in Flood Fre-quency Analysis for Transportation Design

T2-08-17 / 207120

Jim Sweeney Amy Tidwell, AUTC

$50,000 Completed


16 17

Project Name ADOT&PF / AUTC Project

No.

ADOT&PF Project

Manager


State Match Funding


DateLife Cycle Cost Analy-sis for Alaska Bridge Components

T2-08-18 / 207083

Jim Sweeney Leroy Hulsey & Andrew Metzger, AUTC

$150,000 7/31/11

Geotechnical Investi-gations for the Dalton Highway Innovation Project as a Case Study for Ice-rich Syngenetic Permafrost

T2-08-19 / 207122

Jim Sweeney Yuri Shur, AUTC

$50,000 Completed

Investigation of Shallow Soil Anchors in Frozen Soils

T2-08-20 / 207121

Jim Sweeney Xiong Zhang, AUTC

$150,000 7/30/11

Laboratory Evaluation of Warm Mix asphalt in Cold Regions

T2-08-21 / 207086


$75,000 Completed

Alaska Rural Airport Inspection Program

T2-09-02 / 309029

Clark Milne & Angela Parsons

David Barnes, AUTC

M&O $80,000

9/30/11

Alaska specifications For Palliative Applica-tions on Unpaved Roads and Runways

T2-09-04 / 3090015

Clark Milne & Jim Sweeney

David Barnes, AUTC

M&O $37,540

6/30/11

AUTC = Alaska University Transportation Center

Active State-Funded AUTC Research Projects, FFY 2008–2010 (continued)

16 17

Research Project Summaries

Bridges and structures

Principal Investigator: Leroy Hulsey, AUTCFunding: GFStart Date: July 2007End Date: July 2009

Project SummaryResearchers at the Alaska University Transportation Center (AUTC) have completed a study of six differ-ent bridge decking systems and determined that only the high-density polyethylene system called Cobra X provided an acceptable wearing surface to replace the current high-maintenance wood decking on

the E. L. Patton Bridge over the Yukon River on the Dalton Highway.

Although this Cobra X system was installed on a portion of the bridge in 1992 as an experimen-tal feature, it is not currently available because its manufacturer is no longer in business. However, the principal investigator, Hulsey, and his gradu-ate students provided recommendations to the ADOT&PF on specifying, testing, and selecting future cost-effective decking replacement systems

T2-06-10 Yukon River Bridge Decking Research

Timber wearing surface before it was replaced (source: project final report).

18 19

based on the results of this research. These include recommendation to consider products similar to the Cobra X system, as well as modular rubber grade crossings, coatings used by the U.S. Navy for aircraft carriers that improve traction and gouge resistance, or other coatings such as aggregate ep-oxy that can be field applied by maintenance forces.

This research project was undertaken to pro-vide a solution to the high maintenance costs as-sociated with this bridge’s wooden decking, which has historically required repair or replacement on a five to six year cycle due to extreme weather condi-tions and traffic wear due to trucks using chains to improve winter traction while climbing the bridge’s 6% grade.

The three-year research study involved math-ematical modeling, laboratory testing, and field in-vestigations of a variety of alternative wearing-sur-face solutions, focusing on the areas of structural durability, traction, resistance to wear, and damage caused by track tire chains, and field performance.

Seven different surfaces or systems were con-sidered including three that had been previously installed on the bridge for field testing and were also tested in the laboratory (Transonite, timber/timber, Cobra X), two that were not installed on the bridge but were tested in the laboratory (timber on solid UHMW, timber on M-Shaped UHMW, Super Panel), and one system that was previously installed on the bridge but was not available for laboratory testing (concrete with steel grid).

Although the bridge had to be resurfaced with timber in 2007 before this study was completed, the research recommends specific performance criteria for a synthetic wearing surface and suggests that ADOT&PF solicit a vendor-provided solution with field evaluations if necessary. Because the tim-ber surface is likely to require replacement by 2014, it is recommended that a STIP project be initiated as soon as possible to allow enough time to select and test a solution, building on this research, that will provide a reduced life-cycle cost alternative to conventional timber decking.

Research student working with the traction test equipment (source: project final report).

Equipment used for traction testing (source: project final report).

Cobra X crossing module after approximately 15 years of use (source: project final report).

18 19

Principal Investigator: Mervyn Kowalsky, PhD, North Carolina State University

ADOT&PF Project Manager: Angela ParsonsFunding: $174,200 ADOT&PFCompleted: December 2009

ProblemA bridge structural system that is sometimes used in Alaska consists of steel pipe columns welded to a steel cap-beam. The advantage of such a system is that it is easily constructible. However, there are concerns regarding the ductility capacity of this type of system. Since Alaska is located in a very active seismic region, structures must be capable of de-forming to at least a displacement ductility of 6 or more. Given the joint geometry and common weld details that are typically specified in these connec-tions, it is questionable that such bridge piers may achieve their design ductility level.

These types of structures are often designed and constructed by independent consultants and other government agencies. The ADOT&PF then assumed ownership of the bridges that were de-signed by these other agencies.ObjectivesThe purpose of this research is to assess the ductility of steel pipe pile to steel wide flange cap beam con-nections in order to refine bridge design parameters for this type of connection. Based upon the results of this study, design guidelines will be prepared to address the design of steel piers.MethodologyThe first phase of this research will test the structur-al system as it is currently designed and constructed. If the system exhibits adequate ductility, other variables will be introduced such as adverse weld-ing conditions and poor joint locational accuracy. Depending on the outcome of the initial testing, im-provements to the connection detail may be incor-porated in subsequent tests. Alternative connection details will be proposed as appropriate.

T2-07-03 Steel Column to Steel Cap Beam Bridge Pier Connection

Implementation PotentialThis research will provide recommendations for both the current load and reduction factor design (LRFD) method as well as for 2009 AASHTO Guide Specification for LRFD seismic bridge design.

Local pipe wall buckling.

Specimen 6, pipe wall buckling below tapered column stub.

20 21

T2-07-14 Alaska Bridge Bent Pushover Software

Principal Investigators: Michael Scott, Ph.D., Oregon State University

ADOT&PF Project Manager: Angela ParsonsFunding: $80,000 ($40,000 ADOT&PF, $40,000

AUTC)Estimated completion: December 2010

Problem AASHTO is developing seismic bridge design provi-sions using an explicit displacement-based method-ology where a bridge’s lateral displacement capacity is compared directly to demands induced by seismic events (earthquakes) through a pushover analysis. This represents a departure from past and current AASHTO guidelines where an approximate force-based methodology was employed to design bridges based on the forces generated during a seismic event. The displacement-based approach can lead to improved bridge designs; however, the calculations required for the pushover analysis are difficult for an engineer to perform without the aid of a com-puter program. To adopt the forthcoming AASHTO displacement-based bridge design specifications using tools currently available, ADOT&PF bridge engineers would have to rely on a patchwork of dis-

parate computer programs plus hand calculations to conduct a pushover analysis. ObjectiveCreate a single, automated software tool for push-over analysis to reduce the cost of future bridge designs in Alaska by minimizing the amount of time ADOT&PF engineers spend analyzing bridges for seismic loads.MethodologyThis project primarily involves using the OpenGL graphics library to develop a graphical computer interface for the nonlinear structural analysis framework, open-source software OpenSees. Tasks required to accomplish the research plan include gathering published research results of full-scale tests of Alaska-style bridge bents, reviewing similar analysis software, developing and verifying analyti-cal models in OpenSees, developing the graphical interface, and refining it with input from ADOT&PF bridge engineers. Implementation PotentialThis research will provide a software tool and as-sociated user manual with detailed examples that ADOT&PF bridge engineers can immediately incor-porate into their bridge design process.

Schematic of pushover analysis of Alaska-style bridge bent (source: project proposal).

20 21

T2-07-15 Seasonally Frozen Ground Effects on the Seismic Response of Highway Bridges

Principal Investigators: Leroy Hulsey, Ph.D., INE UAF AUTC& Zhaohui (Joey) Yang, Ph.D., UAA

Funding: $247,600 ADOT&PF, $200,000 AUTCADOT&PF Project Manager: Angela ParsonsEstimated completion: December 2010

Problem ADOT&PF’s bridge designers currently use a rule-of-thumb approach for analyzing the effects of seasonally frozen ground with respect to seismic demand on bridges due to lack of analytic or ex-perimentally derived data. Alaska has widespread occurrences of both seasonally frozen ground and seismic activity. Frozen ground is stiffer than un-frozen ground, and the overall stiffness of bridges supported on deep foundations appears to measur-ably increase in winter months, thereby producing increased seismic demand. Currently there are no design guidelines to account for effects of seasonally frozen ground in a seismic analysis.ObjectiveThe purpose of this study is to produce guidelines for consistent, accurate implementation of design details by all designers. This project will investigate how pile stiffness is influenced by the freezing of ice-rich materials and will evaluate the changes in pile stiffness in winter months under a variety of soil moisture contents and compaction energies.

MethodologyThis study is a collaborative effort between research-ers at UAF and UAA and involves laboratory ex-perimentation, field testing of piles in known soil conditions in both frozen and thawed conditions, in-situ testing of a bridge, and a sensitivity analysis of boundary conditions through computer model-ing. These studies include investigation into how pile stiffness is influenced by the freezing of ice-rich materials (silts) and if there are changes in pile stiff-ness in winter months where granular materials at varying moisture content and compaction energies are present.Implementation PotentialThe anticipated products of this research include p-y curves for frozen soils; pile design tools includ-ing simplified fixity location in terms of displace-ment and bending movement for extended pile-shaft foundations; highway bridge modeling tools with increasing level of complexity including fixed-base stick approximation, soil-spring supported, and soil-pile-structure model; conclusions regarding season-ally frozen soil effects; and design recommendations for bridges supported by extended pile-shaft founda-tions in cold regions. The researchers will interact closely with ADOT&PF bridge design engineers throughout this project to ensure creation of design guidelines that can be readily implemented to im-prove the ADOT&PF bridge design process.

Using resistivity mapping equipment to determine frost penetration at the in-situ investigation site, the North Fork Campbell Creek Bridge on Elmore Road in Anchorage (photo by Joey Yang, August 2009 project status report).

UAF civil engineering graduate student Duane Davis describes the cyclic load-deformation testing procedure conducted in thawed conditions at the Fairbanks field testing site in September 2009 (photo by Angela Parsons).

22 23

T2-08-02 Plastic Strain Limits for Reinforced Concrete

Principal Investigator: Mervyn Kowalsky, North Carolina State University

Funding: SPRStart Date: November 2008End Date: December 2011

ProblemThere are two related problems addressed in this research:1. Currently, structural engineers use concrete and

steel strain limit states that have minimal experi-mental or theoretical basis. While the strain lim-its that are typically used attempt to account for cyclic loading, there is no current basis for their selection. Furthermore, the strain limits typically proposed do not consider the effects of tempera-ture. Lastly, while strain limits that occur early in the nonlinear range are well established (i.e., serviceability limit state), the strain limits that define maximum structural capacity are less well defined. Most well detailed modern reinforced concrete sections fail by buckling of reinforce-ment—a limit state which is still ill-understood.

2. In design, engineers relate strains to displacement via monotonic section analysis; however, earth-quakes impose cyclic loading on structural sys-tems. As a result, strain limits that are currently used can be correlated to different displacement limits depending on the load history the structure is subjected to.

ObjectivesThe objectives of this research project are to propose strain limit states that account for low temperature effects and regional seismic load histories and to de-velop an approach to allow ADOT&PF engineers to easily relate proposed strain limits to target displace-ments for design.MethodologyThis project involves the use of analytical, numerical, and physical modeling to investigate plastic strain limits used for designing reinforced concrete struc-tures. For typical ADOT&PF reinforced concrete circular column sections, the researchers will study the role that load history plays on the selection of strain limits for key performance limit states such as serviceability, damage control, maximum load, and collapse (defined as a percent reduction of maxi-mum load). A determination will then be made if the

strain limits are affected by seismic load history and temperature. Consideration of these criteria will be made in order to recommend strain limits and how the limits can be used for displacement-based seis-mic design of bridges to achieve predefined levels of seismic performance under predefined levels of seismic hazard typical for Alaska.

Resources used for this project include ap-proximately 12 reinforced concrete column speci-mens fabricated to the order of the research team and computer modeling software tools such as OpenSees, SeismoStruct, and CUMBIA (developed by one of the PI’s students). Implementation PotentialThe project’s PI works closely with ADOT&PF technical advisors to convey interim results that may provide valuable preliminary insights for con-sideration on current bridge engineering design. The project’s final report will provide design recom-mendations and examples of application for both a force-based approach (current practice) and a displacement-based approach. It is anticipated that a workshop will also be conducted at the conclusion of this project.

Snapshot from webcam showing research team evaluating results of monotonic testing after the column had been returned to a near vertical condition, September 28, 2009.Live webcam scenes of the project’s lab testing are available from NSCU’s website (source: http://flextps.ce.ncsu.edu/portal?section=local_video).

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T2-08-18 Bridge Life-Cycle Cost

Principal Investigator: Leroy Hulsey, AUTC, P.I., Andrew Metzger, UAF

Funding: $150,000 ADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: July 2011

ProblemDecaying infrastructure and limited renewal funds are moving our national transportation system toward crisis. Which bridges are past their service life? Which ones could function for another decade or so? How much will it cost to replace each? The U.S. Department of Transportation has asked every state to develop a long-range plan (through 2030) for bridge replacement. To meet this goal, Alaska must create a priority list and a plan to replace its own ag-ing transportation infrastructure. The accepted de-sign life for a bridge is set at 75 years, but this rather arbitrary number does not take into account new

building techniques, seasonal stresses, or variations in frequency and size of vehicles supported, to say nothing of environmental stresses like scouring, ice damage, and earthquakes. Bridges deteriorate in dif-ferent ways, at different rates. A more accurate way to determine an existing bridge’s service life is essen-tial to the state’s plan. Led by AUTC’s Leroy Hulsey and Andrew Metzger of UAF’s CEE, the research team is collecting data on environment, material ag-ing processes, repair records, and current costs.

The results of this study will create a process to conduct a life-cycle cost analysis for a highway bridge in Alaska. This project provides state plan-ners and bridge engineers with the tools to estimate an average cost per bridge, as well as upper and lower bounds of maintenance and/or damage costs.Benefits to the StateThe research will enable engineers to more accu-rately calculate bridge life cycle costs to develop a long-range bridge replacement plan.

T2-09-01 Seismic Performance of Bridge Foundations in Liquefied Soils

Principal Investigator: Zhaohui (Joey) Yang, University of Alaska An-chorage AUTC

Funding: SPRStart Date: July 2009End Date: September 2011

ProblemAlaska experiences major earthquakes that result in liquefaction and associated ground failures. The March 1964 and November 2002 Denali earthquakes caused extensive ground failure and structural dam-age in Southcentral and Interior Alaska. A substan-tial portion of the ground failures and structural damage was the direct result of or related to lique-faction and lateral spreading that occurred in winter conditions with frozen soils.

In order to improve the seismic performance of Alaska bridges, answers are needed for ques-tions such as: What would be the impact to a bridge foundation if there is a frozen crust resting on a liquefiable soil layer? How large are the loads that are generated by the frozen crust–foundation inter-action when an earthquake occurs in winter? How should these loads be considered by the designer? The resulting understanding will allow creation of

guidelines needed to account for the effects of fro-zen ground crust on bridge foundations at liquefi-able sites in a seismic analysis. ObjectivesThe goal of this project is to solve key problems in the seismic design of pile foundations penetrating a frozen crust overlying a liquefiable sand layer in cold regions. The objectives are to (1) gain in-depth un-derstanding of the impact of a frozen ground crust on a typical bridge foundation (e.g., steel-pipe pile and drilled shaft) embedded in a liquefiable soil layer overlying competent soils during earthquakes; (2) evaluate the loads on the bridge foundation imposed by a frozen crust; and (3) recommend guidelines for considering these loads by using a simplified pseu-do-static approach (p-y approach).MethodologyThis study will be carried out primarily by using numerical simulation of the soil-foundation super-structure system with models validated by field ob-servations, physical experiment data and laboratory testing results of Alaska soils.

The three major tasks are: (1) Selecting a realistic model for frozen soil, calibrating mod-els for frozen crust and liquefiable soils with

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for the effects of a frozen crust on bridge founda-tions under the influence of liquefaction and lateral spreading. This knowledge should lead to improve-ments in seismic design of new and retrofit of old bridges across the state.

Liquefaction and lateral spreading of the frozen crust observed at south abutment of Slana River bridge milepost 75.6 of Tok Cutoff in the 2002 Denali Earthquake. Ground displacement up to 2.5 foot horizontal and 1.5 foot vertical towards the channel occurred (source: Shannon & Wilson, Inc.).

laboratory testing data and validating the mod-els with physical experiment data; (2) perform-ing three-dimensional nonlinear analyses of the superstructure-pile foundation-soil system (includ-ing a crust overlying a liquefiable layer overlying a competent layer) under realistic earthquake mo-tions and obtain foundation performance data due to both inertial and kinematic loading conditions with presence of liquefaction and lateral spreading; and (3) predicting the foundation performance by simplified p-y approach and proposing guidelines for designers to account for the effects of a frozen crust on bridge foundations.

To accomplish these tasks, the researchers will incorporate results from other closely related research in-progress and will be working with the Opensees and GUI OpenseePL software. The researchers will also be interacting closely with ADOT&PF bridge design engineers throughout the project.Implementation PotentialThis project is expected to benefit bridge design engineers in the State of Alaska as well as other northern states with seismic activity, primarily by creating recommended guidelines to account

T2-10-05 Ductility of Welded Steel Columns to Cap, Part II

Principal Investigator: Mervyn Kowalsky, North Carolina State University

ProblemThis research project is a follow up to a recently conducted project in which a structural system in common use in Alaska was evaluated. Of primary interest in the prior project, and in this proposed phase two project, is the welded connection be-tween the circular pipe piles and the double HP cap beam, a system commonly used as the supporting bents for Alaska bridges and marine structures. Phase one was essentially an assessment of current design practice and a proof of concept to identify improved connection design approaches.

The results of phase one indicated that the cur-rent practice of fillet welding the cap beam to the pile is inadequate. Additional tests on alternative weld details proved that welding alone is not likely to produce the necessary ductility and energy-absorb-

ing capacities required for satisfactory designs in Alaska. The final test in phase one, in which a plastic hinge-relocating concept was investigated, proved successful. In this concept, a round steel column capital was used, in which the top portion welded to the cap beam is thicker than the bottom thinner portion welded to the pile. This turned down col-umn capital was successful in reducing the inelastic demands of the cap beam weld and forced the inelas-tic action to occur in the pile itself.ObjectivesThe research proposed in this project (phase two) includes optimization of the column capital design to improve displacement capacity and ductility and an investigation of additional connection designs proposed by ADOT&PF engineers (kerf, pocket, and truss-type connections).MethodologyA set of nine full-scale tests will be conducted in conjunction with both finite element and frame

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analyses. The research team will work closely with ADOT&PF engineers, as they have in current and past projects, to design the tests to achieve the most meaningful results. Since the number of full-scale tests is limited, it is important to learn as much as possible from each. The design of subsequent tests will take into consideration all results from previ-ous tests.

Implementation PotentialThe research will result in a series of design recom-mendations consistent with the various levels of seismicity found in Alaska. The primary benefit of this project will be the improved design and per-formance of steel bridges and marine structures containing similar connections. ADOT&PF engi-neers will be provided with guidelines to ensure that Alaska’s bridges and marine structures remain safe in major earthquakes.

T2-10-06 Effect of Load History on Performance Limit States of Bridge Columns

Principal Investigator: Mervyn Kowalsky, North Carolina State University; Utpal Dutta, Univer-sity of Alaska Anchorage

ProblemThis research project investigates the impact of seis-mic loading history on the design of reinforced con-crete bridge columns typical of those used in Alaska. Currently, structural engineers use concrete and steel strain limit states in seismic design that have minimal experimental or theoretical basis. While the strain limits that are typically used attempt to account for the cyclic loading that earthquakes impose, there is insufficient basis for their selection. These strain limits are often converted, through monotonic section analysis, to displacement limits for design purposes. The cyclic nature of earthquake loading can significantly alter the relationship be-tween strain and displacement. An understanding of this relationship between strain and displacement, as a function of loading history, is essential for reliable seismic design. ObjectivesThis research project will determine strain limit states that account for regional seismic loading his-tories in Alaska and will relate these proposed strain limits to displacement limits. MethodologyThe goals of this project will be met through a combination of analytical and experimental studies. A key requirement of the experimental work is the ability to measure large strains (up to 12%). NCSU has an optical measurement system previously pur-chased for this purpose, which has been shown to

be reliable for measurement of strains in reinforcing steel. The seismic loading histories to which the test specimens will be subjected will be determined from a dataset developed by researchers at the University of Alaska Anchorage.

Results from both frame-type and fiber-based analyses using the ground motions from the dataset will guide the initial selection of specimen design variables. A total of nine tests on essentially full-scale circular bridge columns will be performed. The details of the specimens will be determined based on the results obtained from the current project, from the analytical results, and from each of the previous tests in this proposed phase two project. Given the limited number of tests, it is im-portant to learn as much as possible from each test before designing and conducting additional tests. This approach has worked successfully in current and previous projects sponsored by the ADOT&PF. These nine test units will be subjected to load his-tories with varying characteristics, but typical of those experienced in Alaska.Implementation PotentialThe results of this research project will be pre-sented as proposed tensile and compressive strain limits and corresponding displacement limits. The primary benefit of this project will be a better un-derstanding of how seismic load history influences the performance of reinforced concrete bridges in Alaska. ADOT&PF engineers will be provided with tools to refine bridge designs optimized for regional seismicity, ensuring that bridges in Alaska remain safe in major earthquakes and serviceable in smaller earthquakes.

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T2-10-07 Testing and Screening Surfacing Materials for the Yukon River Bridge

Principal Investigator: Leroy Hulsey, AUTCFunding: $46,000 ADOT&PF Project Manager: Jim SweeneyExpected Completion Date: December 2011

Problem This research is a continuation of T2-06-10 Yukon River Bridge Decking Research, which determined that only the Cobra X product (now unavailable) would provide an acceptable wearing surface for the bridge. A lightweight, durable, and traction-resistant material is needed as a wearing surface to replace the existing timber deck. There is urgency within the state to find a wearing surface for the Yukon River Bridge. A five-inch two-layer timber wearing surface was installed in 1976 and replaced in 1981, 1992, 1999, and 2007, costing millions of dollars. The price of timber decking continues to rise while the qual-ity declines. Thermal cracking, abrasion, durabil-

ity, fatigue characteristics, flexural strain, traction, weight, and fastening methods to the steel deck are important parameters for selecting a replacement material for this wearing surface. The driving surface may be dry, wet, or ice- and snow-covered. During the winter, because of the 6% grade, trucks typically use tire chains, which damage the timber.

The objective of this research is to find a mate-rial that can perform satisfactorily in all respects and last fifteen years. The previous research found that Cobra X (the company no longer exists) will likely provide more than a 15-year satisfactory ser-vice life. All other wearing surfaces, including tim-ber were rejected. The researchers will undertake a search of additional promising treatments such as epoxy-aggregate coatings or products similar to Cobra-X. The researchers expect that the manufac-turers will provide samples for evaluation at no cost. Discovery of a suitable alternate decking material will save millions of dollars in maintenance costs.

T2-10-09 Shake Table Experiments of Bridge Foundations in Liquefied Soils

Principal Investigator: Zhaohui (Joey) YangFunding: $44,513 ADOT&PF SP&R funds, $44,493

AUTC funds, $40,000 in kind by Harbin Insti-tute of Technology, China

ADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2011 Problem Currently, there are no seismic analysis guidelines to account for the effects of frozen ground crust on earthquake-induced liquefaction of soils at bridge foundations. Major earthquakes, such as the Great Alaska Earthquake of 1964, cause great damage through soil liquefaction and lateral spreading. Lateral spreading is particularly damaging if a frozen crust rides on top of the liquefied soil. Designers are unsure of the best way to account for this situation.ObjectivesThis research will carry out large-scale shake table tests of single piles embedded in liquefiable soils through a cooperative agreement with Harbin In-stitute of Technology (HIT), China. These physical experiments will be used to validate the results of

computer modeling to gain insight into the interac-tion between a bridge foundation and a frozen crust overlying liquefied soils.

This project aims to conduct physical experi-ments for gaining insight into liquefaction-induced ground failures and consequences on highway bridge substructures, and to validate results of computer modeling through an international collaboration. Numerical modeling research per-formed under the ongoing AUTC research project “Seismic Performance of Bridge Foundations in Liquefiable Soils” will be validated by the full-scale shake table testing at HIT. This project will for the first time provide a physical model evaluation of the lateral loads imposed by a frozen crust resting on a liquefiable soil layer.Benefits to the StateThe knowledge gained from this project will lead to improvements in seismic design of highway bridge foundations in Alaska and design tools such as ul-timate pressure and the relation between force and frozen soil lateral deflection.

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Hydraulics & Hydrology

T2-07-10 Evaluation of Ecological Benefits of Revegetated Riprap and Bioengineering T2-07-12 Development of Design Criteria for Vegetated Riprap

Principal Investigators: Mike Knapp and regional hydrologists.

Funding: T2-07-12: TerminatedT2-07-10: $80,000 SP&R funds

ADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2010

These research projects were initiated to iden-tify, evaluate, and document the biological impacts of vegetated streambank protection and develop criteria for facilitating design, construction, and maintenance of vegetated riprap streambank pro-tection. These research projects were initially dis-cussed by a Technical Advisory Committee (TAC) composed of ADOT&PF, DNR, Fish and Game, Fish & Wildlife, EPA, and DEC employees famil-iar with steambank protection issues. A draft RFP received many contentious comments. The projects were subsequently offered up in the negotiations between EPA and ADOT&PF over violations re-sulting from the Kenai Peninsula flooding in 2004. However, the final negotiations ultimately did not include either research project. “Development of Design Criteria for Vegetated Riprap” has been taken over as an internal ADOT&PF research effort with the results to be incorporated into chapter 17 of the ADOT&PF Highway Drainage Manual.

Research on “Evaluation of Ecological Benefits of Revegetated Riprap and Bioengineering” was terminated after much discussion because of the lack of agreement on achievable project goals and objectives.Benefits to the StateGuidance on the design of vegetated riprap will re-duce conflicts over the costs and benefits of vegetat-ed versus bare riprap designs, which should stream-line the permitting process and result in a general permit to construct this type of installation.

Photo credit: cityofmadison.com

T2-08-15 Updated Rainfall Frequency Analysis for Alaska Highway Corridors

Principal Investigators: Kane, Berezovskaya, and Tidwell, Water and Environmental Research Center, UAF.

Funding: $232,550 SP&R Funds + $232,500 AUTC Funds, plus an equal match of $465,000 by NWS.

ADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: August 2011

The major objective of this effort is to provide more realistic precipitation frequency estimates (PFE) for the state of Alaska for use in numer-ous engineering applications from transportation to water resources to geotechnical. The design of bridges and culverts, for instance, requires an evaluation of the typical periodic stormwater volumes at the site of the structure. Hydrologists

determine these flows by determining the prob-ability of a storm of a given intensity and dura-tion from recorded rainfall patterns. This analysis of the probability (or return period) of a storm of a given intensity and duration is routinely car-ried out at the national level by National Oceanic and Atmospheric Administration(NOAA) and the National Weather Service (NWS). This exercise was last performed for Alaska in the early 1960s when the length of record for the sparse network of rain gauges was quite short and the measurement shortcomings of the gauges were not known. This research proposes to revisit this issue and carry out similar analysis using both the original data and the data collected in the past approximately 50 years since the last effort published in 1963. It is

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Assessing flood damage on Richardson Highway in Keystone Canyon, 2006 (Photo: Mike Isaacs, ADOT&PF).

anticipated that the results will be quite different and that with the enhanced computational power and analysis that now exist, storm probabilities can be predicted with much better spatial detail.

This project is a cooperative effort between the UAF and the NWS, which is contributing an addi-tional $465,000.

A variety of products will be developed by this research to assist users in interpreting and using the precipitation frequency estimates. The primary artifacts will be (1) digital versions of the spatially interpolated grids, (2) vector representations of the contoured grids and high quality cartographic maps in PDF format, and (3) probabilistic temporal distributions in chart form for 6-, 12-, 24-, and 96-hour durations.

Benefits to the State Better precipitation frequency estimates will

result in a safer, more reliable transportation system.

T2-08-17 Impacts of Climate Change in Flood Frequency Analysis for Transportation Design

Principal Investigator: Amy C. Tidwell, UAF re-search faculty

Funding: $50,000 SP&R Funds + $50,000 AUTC Funds

ADOT&PF Project Manager: Jim SweeneyCompleted: July 2010

The objective of this research is to determine if climate variability and/or climate change can be identified as significant factors in flood frequency estimation errors in southcentral Alaska. Engineer-ing design criteria continue to rely heavily on the assumption that historical conditions will persist into the future. Recent climate change documen-tation, as well as the importance of climate vari-ability, seriously undermines the validity of this assumption. In the past few decades, and particu-larly in the past several years, southcentral Alaska has experienced noticeably high incidence of low-probability flood events. For example, in 2002 the Kenai Peninsula experienced two months (October and November) of extreme flooding with estimated return periods greater than 100 years. The Trapper Creek area has experienced two flood events (1986 and 2006) with return periods in excess of 150 to 200 years within a 20-year period. On Montana Creek, two out of 12 years have experienced floods with greater than 100-year return periods, while Willow Creek has seen two in 20 years. The public

risk and infrastructure maintenance costs associ-ated with the perceived higher-than-expected flood frequency suggests that there may be realizable and tangible benefits to better understanding the re-gional hydrology.

This study addresses whether or not current flood frequency estimates for southcentral Alaska adequately characterize true flood occurrences given limited observational data, the influence of natural climate variability on extreme events, and potential climate change.Benefits to the StateUnderstanding of regional hydrology will result in the least total cost for this aspect of the transporta-tion infrastructure.

Emergency response to flood damage on Richardson Highway, 2006 (photo Mike Coffey).

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T2-09-07 Compare Two Designs to Prevent River Bend Erosion in Arctic Environments

Principal Investigator: Horacio Toniolo, UAFFunding: $30,000 SP&R Funds + $110,000 AUTC

& AKRR FundsADOT&PF Project Manager: Jim SweeneyCompleted: September 2010

The main objective of this project is to gather field data from two different designs of riverbend protection structures in interior Alaska. Bank ero-sion along river bends is a natural process. Streams tend to erode laterally and this displacement can impose serious risks to adjacent infrastructure. To avoid damage or destruction to roads or structures on the banks, engineers developed various strate-gies to prevent erosion, including water course re-alignment, which moves the streamflow away from the bank. ADOT&PF constructed the Sag River project to protect the Dalton Highway at milepost 414, and the Alyeska Pipeline Service Company

built the Hess Creek project to protect the Trans-Alaska Pipeline. The data set will be used to evalu-ate the performance of the installations at Sag River and Hess Creek. The research will describe positive and negative aspects of both designs. A sediment budget will be established and turbulence fields will be developed for the sites. Alyeska and ADOT&PF can directly benefit by incorporating findings from the project in new designs that are less envi-ronmentally intrusive than a standard revetment. Field data will serve as a baseline for future studies related to climate change. Turbulence fields could provide information to improve habitat conditions in future designs.Benefits to the StateTo improve on erosion prevention designs by study-ing current installations.

Aerial photograph showing bend-away weirs on the Sag River designed to protect the Dalton Highway (photograph provided by Don Carlson, ADOT&PF).

Hess Creek looking downstream, spring 2005 breakup. Hydraulic and thermal erosion of right bank resulting in misalignment with pipeline bridge (from Lai and Gabouri, 2008).

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TPF-5(164) Fish Passage in Large Culverts with Low Flows

Principal Investigator: Kornel Kerenyi, FHWAFunding: $30,000 SP&R FundsADOT&PF Project Monitor: statewide hydraulic

engineerEstimated Completion Date: Ongoing Pooled

Fund Study

The proposed research will study low flow hy-draulics in large culverts. National attention is now focused on modifying traditional design methods, which emphasize culvert efficiency, in such a way that the objective of fish passage is also achieved. To prepare successful designs for fish passage, there is an immediate need to develop more information about the hydraulics of low flows in large culverts. Because of the availability of advanced instrumen-tation, FHWA is now able to obtain more precise

measurements than were possible in the past to ad-dress the concerns about low flow hydraulics. The study will be conducted by the FHWA at the Turn-er-Fairbank Highway Research Center’s J. Sterling Jones Hydraulic Research Laboratory in McLean, Virginia. The study results can be incorporated in FHWA hydraulic engineering circulars (future HEC-26, etc.) for nationwide distribution and implementation. The report will include a practi-cal design method for estimating average and local velocities in culverts and will describe how the re-sults can be used to develop improved methods for designing culverts to facilitate fish passage.Benefits to the StateThis research will lead to improved culvert designs, conserve fish populations, and facilitate compliance with existing laws and regulations.

If fish ladders hadn’t been included in a culvert-paving contract, this ladder might never have been built.

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environmental

Principal Investigator: HDR Alaska, contractorFunding: $45,000ADOT&PF Project Manager: Jim SweeneyCompletion Date: August 2010

ADOT&PF must by law assess the func-tions and values of wetlands potentially affected by transportation project alternatives. No single or standard method exists specifically for assess-ing wetlands throughout Alaska. Lack of a stan-dardized wetland assessment method for highway projects in Alaska has resulted in inefficient en-vironmental reviews. Objective, consistent, and efficient assessment techniques are needed that reflect Alaska’s varied climates and ecosystems. ADOT&PF needs guidance for development of a rapid wetland functional assessment procedure for Alaska’s transportation projects.

Phase I of this research analyzed and synthe-sized rapid wetland functional assessment practices from other states and agencies that are potentially applicable to Alaska. The contractor’s task was to identify protocols necessary to develop an Alaskan statewide rapid wetland functional assessment. The completed Phase I report by HDR Alaska is avail-able at http://dot.alaska.gov/stwddes/research/as-sets/pdf/fhwa_ak_rd_05_09.pdf.

Under Phase II, HDR adapted the Montana Wetland Assessment Method for use in Alaska.

In the past, using “best professional judgement” in wetland determinations has resulted in unpre-dictable, costly, and frustrating negotiations with agencies over mitigation decisions. Standardization is necessary to efficiently characterize wetlands in a practical, repeatable and easily understood manner to meet the requirements of the Clean Water Act. Standardized results will speed authorization and result in better mitigation decisions.Benefits to the StateThis research to standardize wetland assessments is expected to result in faster environmental permit approvals and consistent mitigation decisions.

T2-04-03 Development of a Rapid Wetland Assessment Model for Alaska

T2-07-11 Environmental Impact of Creosote Treated Marine Piles

Principal Investigator: Robert Perkins, UAFFunding: $85,000ADOT&PF Project Manager: Jim SweeneyCompletion Date: June 2010

ADOT&PF is responsible for many structures that incorporate wood pilings in Alaska waters. Most of these are treated with creosote, which is generally the most economical method of wood preservation. However, creosote contains many toxic chemicals, and some governments and or-ganizations are limiting creosote use. At present, ADOT&PF does not have a policy regarding use of

creosoted wood. ADOT&PF seeks to develop such a policy after answering a number of questions regarding the relationship between creosoted piles and Alaska’s environment. The general question concerns whether these piles are safe or not.

The researchers evaluated the physical and legal aspects of this question and consulted with Alaska and federal agency specialists to develop policy recommendations for design, construction, and maintenance.Benefits to the StateThe research will guide state policy with regard to the use of creosote piles.

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T2-08-11 Bridge Deck Runoff: Water Quality Analysis and BMP Effectiveness

Principal Investigator: Robert Perkins, UAF Funding: $37,500 ADOT&PF + $37,500 AUTC.ADOT&PF Project Manager: Jim SweeneyCompleted: July 2010

Problem EPA regulations have gradually addressed storm-water regulation under the Clean Water Act and requires municipalities of over 100,000 in population to develop comprehensive plans to manage storm-water, including runoff from bridges. Future regula-tions may require that stormwater runoff from rural bridges will also have to be treated to remove con-taminants. What stormwater management practices should ADOT&PF incorporate into designs for new or replacement bridges?

Studies have shown that highway runoff con-tains metals such as lead and copper, hydrocarbons,

nutrients, salts, and road deicing chemicals. Ad-dressing the treatment of bridge deck runoff must also consider loads added to the bridge by the physi-cal presence of a treatment device, such as piping or filters. Cold weather factors must also be considered. ObjectiveThis research will identify best practices in cold-weather affected states and develop a database of runoff parameters for Alaska bridges. Benefits to the State The research will enable the state to comply with the Clean Water Act in a way that does not affect the structural integrity of bridges. Adopting best man-agement practice solutions from other cold region states is efficient. The research will enable bridge de-signers to select the best methods to mitigate storm-water pollution from Alaska’s bridges.

TPF-5(140) Structural Acoustic Analysis of PilesPrincipal Investigator: Pooled Fund Study.Funding: $50,000 SP&R funds. ADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: Pending: the project

has not been awarded.

The technical advisory committee is determining the scope and methods for the study. The research is pending.

Bridges, ferry terminals, and other structures constructed over water commonly have driven pile foundations. Driving piles in water may produce intense underwater sound that can negatively im-pact aquatic animals. State DOT’s, harbor districts, and others must be able to reasonably predict the acoustical properties of sound generated by a proj-ect to forecast and mitigate the possible impacts to aquatic animals.

There is little scientific knowledge on noise characteristics produced in relation to variables in pile driving such as pile material, pile shape, ham-mer characteristics, and so on. Understanding the acoustical properties of pile driving will help government and private entities select the proper materials and methods and noise reduction strate-gies for pile driving to economically ensure proper structural integrity while minimizing the adverse impacts of underwater noise.

The objectives of this study are:1. To investigate how modifications in pile materi-

als, pile shape, hammer characteristics, the nature of the substratum into which the pile is driven, water depth, the depth to which the pile is driven into the substratum, the load-bearing objective of the pile, and other variables influence the proper-ties of noise generated during pile driving.

2. To develop and validate acoustical source models of pile driving based on pile materials, pile shape, hammer characteristics, and other variables.

3. To develop and validate sound field models of the effects of sound attenuation systems on the sound field close to piles. This includes defining the limits of the near field for different physical conditions (that is, size and shape of pile, depth of water, wavelengths of interest).

4. Develop guidance for DOT’s and other entities to select appropriate materials, methods, and noise reduction strategies for pile-driving projects.

5. To identify additional ranked research topics necessary to address regulatory or other concerns and to adequately address practical application solutions.

Benefits to the StateThis research will provide guidance to foundation and bridge designers when working on projects af-fecting aquatic animals.

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T2-10-13 Selection of Preservatives for Marine Structural Timbers in Herring Spawning Areas

Principal Investigator: Robert Perkins, UAF Funding: $60,889 ADOT&PF SP&R + $60,889

AUTC+ $80,000 (pending) industry funds and RITA match

ADOT&PF Project Manager: Jim SweeneyCompletion Date: December 2011

ProblemWood must be treated with a preservative or oth-erwise protected from marine borers that would quickly degrade unprotected wood. The use of pre-servatives in the marine environment is controver-sial, because the toxicity of the chemicals in labora-tory studies may be quite different than the toxicity in a natural setting.

The project will test the toxicity of marine structural materials to herring eggs under a variety of conditions common in Alaska marine waters, focusing on Southeast Alaska, and also compare the durability of creosote versus ammoniacal cop-per zinc arsenate (ACZA) treated marine timbers under comparable climatic and service conditions. This research will provide relevant information to ADOT&PF and other DOTs to improve their selec-tion of wood structural materials in the marine environment, especially the selection of wood-pre-serving methods.

ObjectivesThe goal of the research is to provide designers of Alaska marine structures information they need to make wise selection of materials for piles and floats. The research on herring will be conducted in Juneau in partnership with UAF Fisheries and NOAA Auke Bay Laboratories.

The project will test the toxicity of wood treat-ment and alternative piling materials to the most critical life stage of the Pacific herring, a commer-cially important species that is currently stressed in some Alaska locations. The research will involve two separate but related lines of investigation. One line leads to laboratory testing of the toxicity of creosoted wood materials to herring eggs and the other line leads to the evaluation of installed wood materials in the marine environment to assess their durability. The lines converge in the final report, which will make recommendations based on the observations and experiments.

The research is expected to result in design specifications that guide the designer in the choice between creosote and ACZA. These specifications should be based on field data on the serviceability of the two options.Benefits to the StateThe study will improve the design of marine struc-tures in Alaska waters by answering crucial ques-tions related to the selection of wood treatment methods and wood structural materials.

Creosote piles exposed at low tide showing fouling

Creosote pile with growth of fouling organisms and starfish.

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geotecHnical and Foundations

T2-07-16 Effects of Permafrost and Seasonally Frozen Ground on the Seismic Responses of Transportation Infrastructure Sites.Extracted from AUTC’s 2008 Annual Report with Permission

Principal Investigator: Zhaohui (Joey) Yang, Uni-versity of Alaska Anchorage AUTC

Funding: GF and Rapid Research ResponseStart Date: July 2007End Date: February 2010

ProblemAlaska is one of the most seismically active areas in the world, and past earthquakes have caused con-siderable damage to its highway infrastructure. How the ground under a bridge behaves during an earth-quake is influenced by the type of soil present and whether it is frozen or not. Although some studies suggest that a frozen surface layer can reduce surface ground motion during an earthquake, no one has systematically studied how permafrost or seasonally frozen ground affects site response characteristics, and current seismic design codes do not address specifically how to take these effects into account. ObjectivesThe objective of this research was to investigate the effects of permafrost and seasonally frozen ground on the characteristics of site response to strong ground motions for transportation infrastructure. The project provides design guidance for typical soil profiles as a result of the research.MethodologyThis project involved an interdisciplinary research team who combined seismic data recorded at bridge sites with computer models performing one-di-mensional analysis to identify how highway bridges built on permanently and seasonally frozen ground behave during an earthquake and to quantify the uncertainty in calculated results.

The methodology adopted for site response analysis consists of following procedures: (1) select-ing a suitable site response analysis model and con-structing a soil profile at each site by using avail-able geotechnical engineering data, (2) conducting probabilistic seismic hazard and de-aggregation analyses at each site to construct seismic design spectra for various levels of seismic hazard, (3) generating hazard-consistent ground motions at the selected sites by appropriate scaling of the recorded ground motions from other parts of the world with similar tectonic settings, and (4) propa-gating hazard-consistent ground motions from the bedrock through the soil column to the surface and finding the ground motion parameters.

A bridge in Anchorage representing typi-cal seasonally frozen soils was instrumented with seismic and other sensors along with installation of adjacent ground temperature profile recording instruments. A bridge in Fairbanks was selected to represent a typical discontinuous permafrost location. Implementation PotentialThe investigation and analysis was concluded by ear-ly fall 2009 and a draft final report distributed to the project’s technical advisory committee for review. Draft conclusions and recommendations include that it is generally conservative to ignore the effects of seasonally frozen ground on seismic site response. It is not necessarily conservative to classify perma-frost soil sites by using average shear wave velocity of the upper 30 m soils and use code-defined site coefficients in seismic design. The effects of season-ally frozen soil and permafrost are not very sensi-tive to the shear wave velocity of frozen soils. These results are expected to contribute to new guidelines to help engineers design better highway bridges and embankments in Alaska.

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The 14th

World Conference on Earthquake Engineering October 12-17, 2008, Beijing, China

Effect of Seasonally Frozen Soil and Permafrost on Seismic Site Response

U. Dutta1, Z. Yang2, G. Xu3 and K. Hazirbaba4

1 Asso. Professor, Dept. of Civil Engineering, University of Alaska Anchorage, 3211 Providence Dr., Anchorage, AK 99508, USA. Tel: (907) 786-1952, Fax: (907) 786-1079, Email: [email protected] Asso. Professor, Dept. of Civil Engineering, University of Alaska Anchorage, 3211 Providence Dr., Anchorage, AK 99508, USA. Tel: (907) 786-6431, Fax: (907) 786-1079, Email:[email protected] Graduate Student, Dept. of Civil Engineering, University of Alaska Anchorage, 3211 Providence Dr., Anchorage, AK 99508, USA. Tel: (907) 786-6431, Fax: (907) 786-1079, Email: [email protected] Asst. Professor, Dept. of Civil and Environmental Engineering, University of Alaska Fairbanks, PO BOX 755900, Fairbanks, AK 99775, USA. Tel: (907) 474-7497, Fax: (907) 474-6087, Email: [email protected]

ABSTRACT:

The existence of deep seasonally frozen soils might pose a serious problem in to structures supported by deep foundations. Moreover, in a highly active seismogenic zones, the presence of such layer might alter the ground response during any strong earthquakes. To understand the influence of the seasonally frozen layer on the ground motions, the impact of seasonal frost on the site response at one selected bridge site in the State of Alaska has been study by using 1-D wave propagation method. At this site, 1-D soil profile has been constructed based on the available geotechnical and geological information. The hazard-consistence bedrock motions have been estimated from the recorded ground motion data of several earthquakes occurred at different parts of the world in similar tectonic regime. The generated bedrock motions were then propagated through the soil column and the transfer function between the motions observed at bedrock and surface were computed. The parametric studies have been conducted to investigate the effect of thickness, depth and other physical properties of the frozen layers by comparing the computed transfer functions. The paper discusses the impact of seasonally frozen ground on the amplitude and shape of the site response spectrum.

KEYWORDS: Site Response, earthquake hazard, frozen ground, equivalent linear analysis

1. INTRODUCTION One of the key factors that might influence the soil properties and hence the observed ground motion is the existence of the seasonal frost. It will be interesting to understand how the presence of this layer in the sub-surface alters the ground motion characteristics during seismic loading. Early studies (e.g. Singh and Donovan, 1977) indicate that the presence of the frozen surface layer affects the ground motion characteristics and reduces the observed acceleration at the surface in compare to the summer months. However, no systematic studies have so far been made to estimate quantitatively the effect of this layer during earthquakes. The existence of deep seasonally frozen soils across the State of Alaska poses a serious problem for the seismic design of infrastructures including the transportation system. Current seismic design codes (e.g. IBC 2000) do not address specifically how to take into account such effects on the structural design.

2. OBJECTIVE

The objective of this study is to understand the effect of the frozen soil on the ground motion characteristics during earthquakes. Several earthquake engineering related parameters, e.g. peak ground acceleration

1

This research was presented at the 14th World Conference on Earthquake Engineering in Beijing, China, in October 2008. (Source: AUTC’s website, www.alaska.edu/uaf/cem/ine/autc/publications_docs/S09-009.pdf).

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Comparison of test results to those predicted by the sophisticated design method (source: Sri Sritharan’s May 2008 project update presentation).

T2-07-17 Seismic Design of Deep Bridge Pier Foundations in Frozen Ground

Extracted from AUTC’s 2008 Annual Report with Permission

Principal Investigator: Sri Sritharan, Iowa State University AUTC

Funding: GFStart Date: July 2007Estimated Completion: December 2010

ProblemMore and more Alaska bridges rest on drilled shaft foundations, where a shaft is constructed deep in the soil using reinforced concrete, sometimes with a steel casing. Bridge columns are built atop these foundation shafts. A bridge designer planning this relatively cost-effective and simple foundation takes into account many variables, including soil type and bridge behavior given a moderate-to-large earth-quake. When an earthquake occurs, the foundation shafts respond by yielding and forming a “plastic region” in particular areas and controlling the lateral force that actually impacts the rest of the bridge. The location of these plastic regions, as well as their length, depends largely on the properties of the sur-rounding soil.

But what if these properties change after the bridge is built? Frozen soil behaves differently than unfrozen, and this drastically changes where and how these plastic “hinges” form. A bridge built to withstand a large-magnitude earthquake in warm weather may fail in cold, essentially because the lateral force demand on the bridge is 40 to 50% higher at –20°F. New design methods are needed to address the effects of earthquake-induced lateral forces in frozen conditions, increasing the likeli-hood that bridges will survive both summer and winter earthquakes safely.ObjectivesThe goal of this project is to establish two differ-ent design methods (one simple, one sophisticated) for drilled shafts for use with Alaska bridges. The research objectives are to perform control material tests, to enhance section analysis capabilities, con-duct pushover analysis, formulate design methods, and to disseminate the project outcomes.

MethodologyMaterial testing during this project involved soil, concrete, and steel. Typical Alaska foundation soil types (such as alluvial deposits and glacial till and outwash) were selected with input from ADOT&PF technical advisors and tested for characteristics such as unload/reload moduli, shear strength, and Pois-son’s ratio. Testing of concrete samples established parameters such as compressive and tensile strength and impact of confinement as functions of tempera-ture (below and above freezing). Reinforcing steel bars were also tested to show stress, strain, and elas-tic modulus relationship with temperature.

Design methods are being established based on the results of the materials testing with the sim-plified method involving charts and/or equivalent fixed based method, and the sophisticated method modeling foundation soil using Winkler springs and a program such as LPILE for analysis.

The PI has found that the formulation of the sophisticated method has been relatively straight-forward with the simplified equivalent fixed base method to be more challenging, even without in-clusion of temperature effects.

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Implementation PotentialThe reporting and design methods resulting from this research are expected to be applicable not only in Alaska conditions but in other areas of the coun-try that experience seasonally frozen ground condi-tions. The implementation potential includes the

Preliminary analysis of the testing of mild steel found that the impact of temperature changes is greater for ultimate strength than yield strength, which is opposite to the trends reported in previous research (source: Sri Sritharan’s July 2009 project update presentation).

ability of engineers to more confidently design new bridges with deep foundations for winter earthquake conditions and for bridge design codes to be modified to take into account the effects of seasonal tempera-ture on seismic design of bridges.

T2-08-01 Analysis of Pile Driving and Testing Principal Investigator: Stephen Dickenson, P.I.

In 2000, the Federal Highway Administration and AASHTO set a transition date of October 1, 2007, after which all new bridges must be designed by the Load and Resistance Factor Design (LRFD) Method.

AASHTO recommends that the resistance factors should be obtained from a probability ap-proach based on risk of failure in order to make sure that the design is neither excessively conserva-tive nor unsafe. While no load test data is available for Alaska pile foundations, a large number of pile driving records and dynamic pile test results have been collected over the years. Analysis of the data can provide a perspective regarding past pile design experience. This information may also be used for

future LRFD calibration of the resistance factors for deep foundations in Alaska when sufficient load test data is accumulated or with the use of nation-wide databases of load test data.

The principal investigator, Stephen Dickenson, will establish a database of historic pile driving and dynamic pile testing information that ADOT&PF can maintain in the future. The work also involves refining existing models or developing more accu-rate empirical models for estimating the unit skin friction and unit toe bearing for axially loaded piles.

Implementation is in the safety and economic advantages gained from the improved estimation of pile length. Results of this research will provide an important data source for improving the design of ADOT&PF’s pile foundations.

The project PI (Steve Dickensen, far right) met with the technical advisory committee in September 2009 to initiate the project, refine the research plan, and collect and review on-site pile driving and testing records. TAC members (from the left): Dave Stanley, chief engineering geologist; Angela Parsons, research engineer, Guan Griffin, Northern Region construction engineer; and Dave Hemstreet, statewide foundation engineer.

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T2-08-03 & T2-10-04 Development of an Unstable Slope Management Program

Principal Investigators: Phase I (T2-08-03): Margaret Darrow & Scott Huang, University of Alaska Fairbanks Phase II (T2-10-04): Lawrence Pierson, Land-slide Technology Inc. & Peter Hardcastle, R&M Consultants, Inc.

This project is supporting the necessary re-search, development, and initial activities to imple-ment an unstable slope management program

(USMP) within ADOT&PF. The USMP will become an integral component of the department’s asset management program.

Activities to date include preliminary research and organizational alignment and planning neces-sary for implementing geotechnical asset manage-ment principles and practices within ADOT&PF. The phase I report is available at http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_09_04.pdf.

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T2-08-04 Embankment Soil Temperature Monitoring

Project summary extracted from the AUTC 2008 Annual Report with permission

Principal Investigator: Margaret Darrow, Univer-sity of Alaska Fairbanks

Many stretches of Alaska’s highways show signs of damage caused by the thawing of ice-rich permafrost under the road’s embankment. Also, many older road projects were designed with slopes cut into ice-rich soils. These slopes were designed to thaw, slump, and flow until a new thermal equi-librium and a new slope angle stabilized. But this practice resulted in more thawing ground than necessary and more roadside erosion than cur-rent federal environmental regulations approve. ADOT&PF currently uses a two-dimensional finite element program to analyze heat flow through a typical roadway embankment and its underlying foundation soils, which gives designers more ac-curate information for stable slope design and for preserving frozen soils. But such a program is only as good as the data that goes into it.

This project, led by UAF’s Margaret Darrow, monitors ground temperature data from two ex-isting embankments, their underlying foundation soils, and in a back slope cut into frozen ground. Researchers have also collected and preserved soil samples in their original state (thawed or frozen)

from each location for lab testing, including ther-mal conductivity measurements, water content, and unit weight. These data will be used to ground-truth ADOT&PF’s thermal modeling program, con-firming the model’s ability to predict an embank-ment design’s impact on frozen ground.

Researcher installing a thermistor into a borehole at the Dalton milepost 9 monitoring site (source: Margaret Darrow’s September 2009 project update presentation).

Frozen soil sample cores showing ice veins running through sandy clay. Samples were taken along the Richardson Highway, which runs from Fairbanks to Valdez near Glennallen (source: AUTC 2008 Annual Report).

Location map showing one of the project’s two thermal monitoring sites. This one is just south of Glennallen near milepost 113 of the Richardson Highway. This site is of interest for study because the highway is threatened by erosion due to the Copper River’s channel migration (source: Google Earth).

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T2-08-19 Geotechnical Investigations for the Dalton Highway Innovation Project as a Case Study for Ice-rich Syngenetic Permafrost

Principal Investigator: Yuri Shur, UAFFunding: $50,000 ADOT&PF Project Manager: Jim SweeneyCompletion Date: December 2009

Syngenetic permafrost was formed during the Pleistocene Era at the same time as surrounding sediments. It consists of ice in the form of segregat-ed and massive ice, including large ice wedges. The extremely high ice content of syngenetic perma-frost creates a high risk to any kind of structures in such areas and especially to roads. Underestimation of this risk may result in (1) significant thaw settle-ment of soils beneath the road, (2) rapid retreat of the road cuts’ slopes, (3) contamination of surface water due to thawing of ice-rich silts at the slopes, and (4) formation of ponds in the roadside ditches, which will cause talik formation and thaw settle-ment of sediments beneath the water layer.

This project addresses the AUTC theme of designing for permafrost, i.e., exploring and devel-oping designs that will perform better over these sensitive areas. Through study of the geotechnical conditions of Pleistocene permafrost, we can de-velop the best approaches to geotechnical investiga-tions of such permafrost.

In engineering practice, there is usually not enough information characterizing such perma-frost and until recently, this type of permafrost was understudied in Alaska. The Dalton Highway study project is located in the area with ice-rich syngenetic Pleistocene permafrost. The University of Alaska now has experts on this kind of perma-frost who will participate in the field investigations and present a showcase for such investigations. This cooperative effort between UAF and ADOT&PF includes field mapping, core logging, soil sampling, laboratory testing, and recommendations for field and laboratory study of ice-rich syngenetic Pleisto-cene permafrost for highway design.ObjectivesProposed tasks and objectives of this research are to provide comprehensive evaluation of permafrost

conditions at this Dalton Highway site and to help choose design alternatives, including experimental approaches. The report will include borehole logs; descriptions and sketches of frozen cores; results of lab analyses (moisture content, grain size, thaw strain); analysis of permafrost structure and prop-erties; and evaluation of possible impacts of road construction on permafrost.

Workshops and training sessions for field ge-ologists and engineers will be developed and pre-sented. The researchers will also advise on a moni-toring program.Benefits to the StateThis information will be applicable to other ADOT&PF projects in areas with similar permafrost conditions, which exist in different parts of Alaska. Because of the very prominent properties of syn-genetic Pleistocene permafrost, its comprehensive description for this project could be used for other projects in similar conditions, which can greatly increase cost-effectiveness of geotechnical investiga-tions for future projects.

Massive permafrost deposits.

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Principal Investigator: Xiong Zhang, University of Alaska Fairbanks AUTC

Funding: GFStart Date: December 2008End Date: August 2011

ProblemPermafrost soils present special problems to builders of roads and other transportation facilities in Alaska. When a sloped bank in a permafrost area is cut to make way for a road, the soil may thaw and slump or collapse. It may take six years for vegetation grow and restablize the slope, and in this time, erosion increases and extends the damage, often making roadways hazardous with mud and landslides. Build-ers have tried many strategies for slope stabilization, some more effective (and more expensive) than others. One strategy is to use wire netting held in place by soil anchors, but there is little information on how this approach performs in Alaska’s frozen, shallow, silty soils and under harsh environmental conditions. The ideal solution to these problems would be an anchored wire mesh system that is safe, environmentally acceptable, cost-effective, and low maintenance.ObjectivesThe purpose of this research is to investigate the performance of shallow anchor systems in frozen soils and develop a suitable system for mitigation of cutslopes in ice-rich permafrost. Project objectives include investigating (1) the rate of thermal degrada-tion of ice-rich permafrost cut slopes, (2) the load transfer characteristics of shallow anchors during freeze-thaw cycles, (3) the local and global stability of the slope protection systems, (4) the performance of different anchored systems for ice-rich perma-frost cut slopes exposed during construction and optimum design for ice-rich permafrost cut slopes, and (5) methods to construct ice-rich permafrost cut slopes with an anchorage slope protection system.MethodologyThe project’s investigation objectives will be met through laboratory testing and numerical simulation using the theoretical expertise of the PI supplement-ed with the field expertise of the project’s consul-

tant (a retired ADOT&PF engineer) along with the geotechnical experts from ADOT&PF participating as technical advisors.

Initial project work involved literature survey, identification of project sites (currently the CRREL permafrost tunnel), collection of field data, and soil sample collection. Laboratory testing is ongoing to determine the soil properties and strength and deformation behavior of ice-rich soils. Laboratory and field tests will be used to investigate the pull-out capacity of different types of anchors (grouted anchors, helical anchors, and duckbills) in ice-rich permafrost. Numerical simulations (using high-performance computers from ARSC) are being created to evaluate conceptual designs for differ-ent extreme conditions. Based on the analyses, an optimum design option will be selected for field validation.Implementation PotentialThe results from this project are expected to be incorporated into design and construction guidance for anchored slope protection systems for a variety of Alaska field conditions. In addition to a compre-hensive technical report, the researchers will provide seminars and workshops for highway engineers and will facilitate implementation of an anchored mesh system as an experimental feature as the opportunity arises.

T2-08-20 Investigation of Shallow Soil Anchors in Frozen Soils

Extracted from AUTC’s 2008 Annual Report with Permission

When a sloped bank in a permafrost area is cut to make way for a road, the soil may thaw and slump or collapse as shown on this photo from the Dalton Highway (source: AUTC’s 2008 Annual Report).

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Principal Investigator: Margaret Darrow, Univer-sity of Alaska Fairbanks AUTC

Funding: SPRStart Date: July 2009 end date: June 2012

ProblemInclinometers are used to measure ground move-ment of slopes, embankments, and bridge and retaining wall structures. The technology currently used in Alaska has many limitations that newer in-strumentation using micro-electro-mechanical sys-tems (MEMS) accelerometers have the potential to overcome. These newer In-place MEMS inclinom-eter strings (IMIS) are composed of a series of ac-celerometers that are connected with flexible joints and encased in watertight housing and are suitable for direct burial in the ground, unlike the current technology which requires installation casing. The IMIS are far more flexible than grooved casing and can provide measurements over a greater range of ground movement. When an IMIS installation includes a power supply and a telemetry link, it can provide nearly continuous observation of ground movement without fre-quent field trips currently needed for manual read-ings. The IMIS manufac-turers state that these de-vices are reusable, as they can be removed from one installation and placed into another, resulting in potential cost savings.

However, the use of IMIS has not been fully evaluated, especially in cold regions. Although IMIS potentially can be reused, the tech-niques used to extract the strings are not well defined and are prob-lematic. New extraction techniques for use in

frozen ground need to be created and the durabil-ity of IMIS at subfreezing temperatures needs to be evaluated to help determine if the IMIS can be an effective and efficient replacement of current incli-nometer technology.ObjectivesThe objectives of this study are to compare IMIS against the existing methodology and to evaluate IMIS for versatility and accuracy in cold regions, and for their ease of use and recoverability. MethodologyIMIS will be evaluated for three different applica-tions in Interior Alaska: (1) to monitor creep in frozen ground, (2) to monitor settlement of soft foundation soils under a high embankment, and (3) to identify and monitor a slide shear zone. Two dif-ferent IMIS products will be compared to the exist-ing manual method and to each other to identify relative benefits. This project will include extracting IMIS from both horizontal and vertical installations, in order to evaluate their reusability. The research team will work with the ADOT&PF Northern Re-gion Materials section to select and drill appropriate

The Tenderfoot slide located on the Richardson Highway near milepost 294 is one of the sites selected for an automated IMIS (AIMIS) installation in November 2009. The hill has required yearly patching for the last 20 years and the dip shown in the photo may be related to the slide further up the hill. (Source: Margaret Darrow).

T2-09-06 Evaluation of In-Place MEMS Inclinometer Strings in Cold Regions

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Principal Investigator: Leroy Hulsey and Xiong Zhang, UAF

Funding: $132,088 ADOT&PF + $118,088 AUTC.ADOT&PF Project Manager: Jim SweeneyCompletion Date: December 2011

ProblemInstability of erodible slopes due to extreme climate events and of permafrost slopes due degradation and thawing is a significant engineering problem for northern transportation infrastructure. Engineers continually look for mitigation alternatives to stabi-lize erodible slopes and reduce thaw instability and related hazards in permafrost areas. Traditional sta-bilization techniques tend to be costly as they require specialized skills and equipment to ensure adequate performance. Also, the effectiveness of traditional slope stabilization methods becomes limited in cold climates. Recently, geofibers and synthetic fluid have been used to improve very loose sandy soils.Methodology The researchers propose to conduct a large-scale field investigation to study the feasibility of stabiliz-

T2-10-11 Stabilization of Erodible and Thawing Permafrost Slopes With Geofibers and Synthetic Fluid

ing erodible and thawing permafrost slopes with geofibers and synthetic fluid. The research will be coordinated between the Alaska University Trans-portation Center (AUTC) and ADOT&PF.Objectives • development of design guidelines for producing

plans and specifications for geofiber/synthetic fluid reinforced slopes

• a guidance manual (based on the experience throughout this research) for construction instal-lation and maintenance of the constructed slope

• implementation of research findings in the geo-materials and transportation curriculum

• completion of a master degree by the student in-volved in the research

Benefits to the StateThe proposed research will greatly help minimize the problems and risks posed by thawing permafrost slope instability in cold regions. The outcome of this research will be useful in ensuring a reliable, safe, and economic design.

The Richardson Highway at milepost 113 south of Glennallen is the site of a second proposed AIMIS test installation. As shown on the photo, erosion from the Copper River is threatening the highway. (Source: Margaret Darrow).

project sites that leverage ongoing project activities and funding. Implementation PotentialBased on the field work and data analysis, a set of best practice guidelines for choosing IMIS for spe-cific applications, IMIS installation, monitoring and maintenance, and retrieval will be developed for the ADOT&PF to use when designing ground move-ment monitoring installations.

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T2-02-05 Design Manual for Air Convecting Embankment (ACE)

materials and construction

Principal Investigator: Doug Goering, UAFFunding: $53,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyCompleted: February 2009

ProblemRoadway embankments constructed in areas of warm permafrost (interior Alaska) experience high rates of failure due to thaw-induced settlement of the foundation soils. This problem is most pro-nounced beneath the embankment shoulders where additional snow cover in winter due to snow plowing operations and hot dry conditions during summer produce mean annual surface temperatures that are several degrees higher than their preconstruc-tion values. Thaw settlement beneath embankment shoulders often causes side-slope instability and the formation of large longitudinal cracks in the asphalt pavement surface with consequent maintenance requirements. To reduce maintenance costs and improve roadway safety, the research investigated a new type of thermal treatment that uses an open highly porous rock cover on the shoulder side slope. Thermal modeling studies and field measurements were used to understand the thermal behavior of these ventilated shoulder features and formulate design procedures.

ObjectiveThe goal of this study was to produce a design manual for porous rock embankments used to preserve permafrost by seasonal cooling with the natural convection of air currents. ACE provides no-maintenance convective cooling during winter-time conditions and ceases convective heat transfer during the summer, in effect a passive one way heat valve. Advanced computer models were combined with field measurements and synthesized into a set of design guidelines. These guidelines were incorpo-rated into the “Air Convecting Embankment (ACE) Design Guide.”

The data collected for this study on the Loftus Road/Thompson Drive Project in Fairbanks showed that the ventilated shoulder berms of pourous rock cause freezing at the embankment shoulders, a very promising result. The study is complete and the report and new design guidelines are available at http://www.dot.state.ak.us/stwddes/research/search_lib.shtml, then search with the keywords: “ACE Design Guide.”Benefits to the State This manual presents a useful design methodology for applying ACE technology without the need for numerical modeling. The design method was de-veloped as a Microsoft Excel spreadsheet solution based on equations describing convective heat flow in porous, layered media. The ACE embankment design method can be quickly understood. It was developed for routine use by Alaska Department of Transportation and Public Facilities (ADOT&PF) geotechnical and highway design engineers.

Pavement

Cold air sinks Cold air sinks

Warm air rises Warm air rises

Convection cells form

ACE material (coarse rock)

Heat (warmer than outside air)

Permafrost

Winter operation of an air convection embankment.

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T2-03-11 Evaluation of Alternate Embankment Construction Methods

Principal Investigator: Steve Saboundjian, State Pavement Engineer

Funding: $20,000 SP&R FundsCompleted: March 2008

This study researched alternative materials and construction methods that could be practical alternatives to imported gravel. Many rural Alaska communities have poor material resources and must import gravel by barge, which is very expen-sive. A literature search identified alternate materi-als and methods that are in use and could possibly be successfully used in western Alaska. The draft report developed in 2006 was formatted and edited

for content under a Task Order. Upon completion, the finished document will be circulated for com-ment to design managers to determine if a further effort is desired to estimate the economic cost/ben-efit and practicality of these techniques.

The published report, “Evaluation of Alterna-tive Embankment Construction Methods” is at http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_08_02.pdfBenefits to the StateThe report synthesizes various embankment tech-niques for designers of remote projects with poor material resources.

T2-04-01 Aggregate Abrasion Using Nordic Ball Mill Test

Principal Investigator: State of Alaska Regional Materials Engineers

Funding: $65,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2010

Aggregate durability, hardness, and abrasion resistance can be measured using tests such as the Degradation Value test (Deg), the Los Angeles test (LA), and the Nordic Ball Mill test (NB). However the repeatability and reproducibility of the Deg test have been questionable. In addition, when com-pared to the NB test, the Deg and LA tests do not seem to distinguish among varying levels of aggre-gate wear susceptibility. Therefore there was a need to study the NB test results in comparison to the conventional Deg and LA results and to assess its repeatability and reproducibility.

This project tested aggregates from different material sources from the three regions of the state using the Nordic Ball Mill test. Test results were compared with results from the conventional Deg

(ATM 313) and LA (AASHTO T96). Repeatabil-ity and reproducibility of the Nordic test was also assessed. This work required interlaboratory and intralaboratory testing (i.e. replicate testing within a lab, and testing of an aggregate obtained from a given source/region by the three regional labs).

Maximum Nordic abrasion specification val-ues will be established for the different aggregate materials depending on their location in a pave-ment structure—wearing, binder or base course—and the traffic level based on AADT. The aggregate testing is now complete and the final report is being written.Benefits to the StateRepeatability and reproducibility of the NB test was assessed. In addition, the work establishes maximum Nordic abrasion specification values for the different aggregate materials depending on their location in a pavement structure (wearing, binder or base course), and the traffic level (AADT). Roads of greater du-rability and load-bearing capacity can be designed with this knowledge.

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T2-04-02 Use of Rubber in Hot Asphalt Concrete to Reduce Rutting

Principal Investigator: Steve Saboundjian, State Pavement Engineer; Newt Bingham, Central Re-gion Materials Engineer


The objective of this research is to reevaluate the use of crumb rubber in hot mix asphalt used in projects constructed in the 1980s. Hot mix asphalt (HMA) made using the PlusRide method, a dry process, has demonstrated excellent resistance to studded tires. Although the mix design used in this research is initially more costly, the superior quali-ties of this mix are expected to have a much lower life cycle cost, based on the known performance of the similar PlusRide mix which was placed on the A-C couplet in 1986. The mix design will use the Marshall method then the Prall test to simulate studded tire wear and the loaded wheel rut tester to evaluate resistance to plastic deformation. The mix design has dry crumb rubber added into the mixing chamber of a hot plant with the hot aggregate and asphalt cement.

Pavement performance data records from the Pavement Management System indicate that the

life of asphalt pavements is less than eight years on highways having high traffic volumes in the central and south eastern regions of Alaska. These roads typically have traffic volumes over 5,000 ADT per lane. The observed failure modes are rutting from studded tires in winter and plastic deformation in summer.

The researchers are now writing the final re-port based on the recently completed Elmore Road project in Anchorage and newer projects on the Glenn Highway and East Dowling Road. The final report will include a specification for the use of HMA with crumb rubber additive and may pos-sibly include rut depth measurements of completed construction using this technology. Benefits to the State This research is an effort to improve on the A-C couplet design and to reduce the risk of failure of rubberized asphalt mixes by using highly crushed aggregate, coarse crumb rubber, and polymer modi-fied asphalt cement. The deliverable from this re-search is new construction specifications for hot mix asphalt (HMA) with crumb rubber.

T2-06-04 Experimental Features: Sasobit and Foamed Warm Mix Asphalt Techniques

Principal Investigator:Alaska Highway Experimental Feature: Leo

Woster, Northern Region Materials Engineer and staff

Petersburg Mitkof Highway Experimental Fea-ture: Bruce Brunette, Southeast Region Materials Engineer and Steve Saboundjian, State Pavement Engineer

Funding:Alaska Highway Experimental Feature: $64,000

SP&R FundsPetersburg Mitkof Highway Experimental Fea-

ture: $70,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date:Petersburg Mitkof Highway Experimental Fea-

ture: December 2011Alaska Highway Experimental Feature: October

2012

Two experimental features projects were initiated to study long-term performance and constructability of warm mix asphalt (WMA) technologies in Alaska’s cold weather environment. WMA reduces the high mixing temperatures of conventional hot-mix asphalt, which has the effect of reducing fuel consumption and emissions dur-ing asphalt concrete production and placement. The use of WMA can increase the time between production and final compaction, which allows increased haul distances and extension of the pav-ing season. WMA decreases binder viscosity, which improves mix workability and helps compaction. EPA will likely mandate the use of WMA in the fu-ture because emissions are greatly reduced by this technology.

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The research assessed two commonly used WMA methods:• Sasobit, a synthetic wax additive, is mixed into

the binder and does not require plant modifica-tions. This method was studied as part of the Petersburg-Mitkof Highway Upgrade Project, Phase II.

• Foamed warm mix asphalt using the Astec dou-ble-barrel green system, which injects steam into the binder to lower its viscosity. This method, favored by contractors, was studied as part of the Alaska Highway milepost 1267–1314 project.

These projects studied the field placement and handling characteristics of WMA, included Super-pave testing, and allow for three years of monitor-ing including visual inspection, measurement of rutting, and falling weight deflectometer testing if available.Benefits to the StateThese studies will ensure successful construction practices on projects that use the WMA technol-ogy. Long-term monitoring should reveal potential problems and the necessary adjustment needed for success.

T2-06-09 Characterization of Asphalt Treated Base Material (AUTC)

Principal Investigator: Jenny Liu, AUTC Funding: $75,000ADOT&PF Project Manager: Jim SweeneyCompleted: August 2010

This study systematically investigates three types of Alaskan asphalt treated base material: hot asphalt treated, emulsion treated, and foamed as-phalt treated base course materials. The study will collect data on their properties, including stiffness, fatigue, and permanent deformation characteristics at different asphalt contents and temperatures. The thorough study of ATB in this project will directly benefit current pavement design systems in Alaska. Improved design equations and moduli values will be incorporated in a new edition of the “Flexible Pavement Design Software and Manual.” Designers will then be able to use this tool to design improved pavement structures. This study will also enhance the use of marginal or locally available materials by detailing the beneficial effects of ATB on pavement life and their economic advantages.

Asphalt treated bases (ATB) are the most commonly used type of stabilized layers in Alaska

because of material availability and relative cost. The “Alaska Flexible Pavement Design Manual” and the statewide policy on stabilized base courses stipulate the use of stabilized layers for the major-ity of roadway pavements. The inclusion of asphalt, either hot or in the form of emulsion, is one of the options mentioned to construct asphalt treated bases. However, at present there is a lack of data on engineering material properties for typical Alaska base materials which are necessary for use in pave-ment design.

AUTC researchers are continuing the fabrica-tion of samples and the testing of material proper-ties. These lab test results will be compared with core samples and Falling Weight Deflectometer data from finished projects.Benefits to the StateMore accurate design equations and material param-eters will directly impact life cycle costs and perfor-mance of asphalt treated bases. Pavement quality and longevity will improve with greater understand-ing of design parameters.

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T2-07-04 Documenting Best Management Practices for Ice-Rich Soils and Permafrost Sites

Principal Investigator: Ted S. Vinson, Ph.D., P.E.Funding: $42,500 SP&R FundsADOT&PF Project Manager: Jim SweeneyCompleted: May 2009

ProblemIn northern Alaska ice-rich permafrost is often un-expectedly encountered during the construction of roads and other projects. When exposed during con-struction in warm weather, a rapid thawing process usually begins. Ice-rich permafrost, typically ranging from peat to silt, experiences a substantial reduc-tion in strength owing to extemely high water con-tent, slow drainage, and consolidation during thaw. Results of this process can include failed slopes and material flows. The material is easily eroded and can be a quagmire for equipment. Environmental over-sight has focused increased attention on particulate-rich effluent and poor aesthetics that are common byproducts of the thaw process.

This research project has resulted in a report by T. Vinson and R. McHattie, titled “Document-ing Best Management Practices for Cutslopes in Ice-rich Permafrost.” The report describes several

construction projects in northern Alaska where problems due to thawing permafrost were a signifi-cant environmental concern. The report describes techniques employed or proposed to mitigate the problems and several best management practices.

ADOT&PF will implement this research by making sure that the report is made readily avail-able as a working document to all staff engineers involved in projects containing permafrost soils. Training based on the report will be scheduled. As part of the implementation process, T. Vinson included training based on this project’s report in his more general permafrost education DVD titled “Road Engineering and Construction Practices for Cold Regions.”

The final report is at http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_09_01.pdfBenefits to the StateThe report and DVD chapter will provide guid-ance to field engineers in dealing with unexpectedly encountered melting permafrost on construction projects.

T2-07-05 Development of Construction Dust Control Protocols

Principal Investigator: David Barnes and Robert Perkins, UAF

Funding: $50,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: May 2011

This research will establish clear criteria for temporary dust control methods on construction projects where water is not an effective dust control application because of extended dry conditions. Construction engineers need a specification for a contingent sum item to be used in those situations where the Item 643(18) Watering is not sufficient. These dust control measures are needed for only

a one to six week interval and must not have an adverse effect on the pavement structure or the en-vironment. The specification must also be written to account for variances in soil conditions, proxim-ity to houses, environmental effects, corrosiveness, cost, application equipment, storage considerations, and logistics.Benefits to the StateA construction dust control specification would benefit the travelling public, improve construction site safety, and result in better bids and contract per-formance by contractors.

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T2-07-18 Impact of Fines Content on Resilient Modulus Reduction of Base Courses during Thawing

Principal Investigator: Juanyu (Jenny) Liu, UAFFunding: $75,000 ADOT&PF Project Manager: Jim SweeneyCompleted: July 2010

This research investigates the material proper-ties of crushed aggregate base course with different characteristics under freeze-thaw conditions.

The typical springtime condition in most northern regions is road base course saturation resulting in reductions in the resilient properties of the affected materials. The percentage of fines usually controls the aggregate’s ability to support vehicular loads, especially during the springtime thaw period. However, the impact of fines content on the resilient behavior of base course materials during thawing has not been thoroughly investi-gated, especially with respect to the material types and climatic conditions typical of most northern regions. This research monitors the changes in re-silient modulus (MR) and permanent deformation of samples with different fines contents, gradations, and moisture contents during freeze-thaw cycling.

The material properties, K1 and K2, will be evaluated for the MR values obtained. These prop-erties are required inputs in the AASHTO pave-ment design equation. The research will establish multiple linear regression models for predicting the MR values. The research findings from this study will directly benefit current pavement designers in

Alaska and other northern regions. Incorporating the influence of factors important for cold region pavements, this study will provide important data for proper characterization of materials properties to be used as necessary design inputs in mecha-nistic pavement design. In some rural areas, where project engineers might be forced to use marginal or locally available materials with high fines con-tents, the recommendations developed from this research will be useful in ensuring a reliable and economic design.

The anticipated results of this research are:• Development of a database of resilient behavior

of base course materials during thawing to be incorporated in current Alaskan and other north-ern regions’ pavement design guides

• Development of MR prediction equations based on the multiple linear regression analysis for dif-ferent aggregates with different fines content and moisture contents at different temperatures

• Recommendations for increasing use of mar-ginal or locally available materials with high fines content.

Benefits to the StateA better understanding of the behavior of base materials will enable design and construction of more durable roads with greater strength and lower lifecycle cost.

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T2-07-19 Study of Concrete Maturity Meter in Very Cold Weather

Principal Investigator: Yongtao Dong, UAFFunding: $55,000 ADOT&PF Project Manager: Jim SweeneyCompleted: December 2009

This research will produce a procedures guide for ADOT&PF personnel regarding application of the maturity method to concrete construction projects.

In-place tests, such as the concrete maturity meter, can be used to very accurately estimate concrete strength during construction so that construction operations can be performed safely or concrete form heating can be stopped and the forms stripped. The maturity method, when prop-erly employed, provides a good estimate of concrete strength. The method now used to test concrete is compression tests on field cylinders. This testing method does not necessarily represent the strength of concrete as it exists in the structure.

As with any other technique, the maturity test needs to be accompanied by other in-place tests or compressive cylinder tests to assure safety. This research will develop protocols for use of the maturity meter to facilitate in-place estimation of compressive strength of concrete on bridges and other structures. Maturity parameters—that is, the activation energy and the datum temperature for ADOT&PF concrete mixes—will be determined through laboratory experiments that pertain to monitoring the thermal history of sample concrete mixtures cured under different curing tempera-

tures. The compressive strengths of these samples will be determined through uni-axial compression tests. Laboratory strength-maturity correlation relationships for typical ADOT&PF concrete mix designs can then be developed.

Concrete pours for bridge seismic upgrades on the 2009 Chena Hot Springs Road Project were chosen for field studies. At these sites, the thermal history of critical locations of concrete structures or pavements was recorded via embedded electron-ic maturity meters. Statistical analysis of this data was carried out and the maturity data interpreted for compilation of the guide.

This research is expected to produce these results:1. Laboratory and field testing protocols for the use

of the maturity concept in ADOT&PF’s concrete.2. Implementation of the maturity method in

ADOT&PF’s projects in a new specification.3. Assessment of the reliability and potential ben-

efit of using the concrete maturity method in ADOT&PF’s projects.

4. Practice guidelines for using maturity method in very cold climate.

Laboratory testing and field data collection is complete, the PI presented two seminars and the guide and specification are pending.Benefits to the StateUse of the concrete maturity method of concrete testing is expected to result in faster form re-moval, less testing expense, and accelerated project completion.

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T2-07-20 Guidelines for Risk Analysis in Construction Contract Changes

Principal Investigator: Robert Perkins, UAFFunding: $10,000ADOT&PF Project Manager: Jim SweeneyCompleted: June 2010

This research will produce a brief guide for analyzing the risk portion of changes. This guide will be suitable for use by ADOT&PF managers and en-gineers in negotiations for changes. In addition, the researcher will put on two seminars for ADOT&PF to introduce the guide and discuss its contents.

It is usually in an owner’s best interest to forward-price a contract change; that is, to negoti-ate a lump-sum price for the changed work before the changed work starts. These negotiations are fundamentally asymmetric, since the costs being negotiated are those of the contractor and the con-tactor is the expert on his own costs. Although the goal of both parties is a fair and reasonable price, the owner also realizes that there are uncertain-ties that must be accounted for in the price. Since a firm lump-sum price will pass all the reasonably foreseeable risks of the changed work to the con-tractor, the contractor must be compensated for assuming these risks. Risks include delays to the

work and impacts to the contractor’s operations. Alaska’s extreme seasonality and remote project lo-cations increase the risks of extending projects into the following year. This can have severe direct cost consequences for a second mobilization and other indirect costs of staffing and bonding capacity in the following year.

The guide will examine the change process and standard estimating procedures, then examine risks that are often issues in Alaska transportation construction. The next section of the guide will provide analysis of these risks and demonstrate common software tools used and provide working examples. The methods of software analysis and how they are used will be described in the guide. An appendix will include notes on two software packages often used to analyze claims. By referring to the guide, ADOT&PF project managers and en-gineers should be better prepared for negotiations regarding changes and better able to make fair and reasonable offers to contractors.Benefits to the StateThe research will facilitate sound negotiations and fairly priced changes which will benefit both the ADOT&PF and its contractors.

T2-08-09 Feasibility Study of RFID Technology for Construction Load Tracking

Principal Investigator: Oliver Hedgepeth, UAAFunding: $53,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2010

This project is a feasibility study to assess the practicality, cost and modes of use of radio fre-quency identification (RFID) technology to track weighed material used on ADOT&PF construction projects. The goal is to demonstrate potential in-creases in operational efficiencies and decreases in labor, materials, and equipment costs. The current tracking process uses a computer-generated ticket carried by the truck driver to the dump point. The truck driver initially receives a cargo ticket at a plant weigh scale. At the dump point, the ticket is handed to a ticket taker on the grade. The ticket taker records additional information on the ticket, such as the time and the station of the dump point.

There are at least four people who handle this cargo tracking ticket: a truck driver, scale person, ticker taker, and an office person. A driver is expected to maintain possession of the ticket at all times dur-ing cargo or load transportation. A scale person updates this ticket. A ticket taker at the end records the final data. An office person tallies the day’s tickets to create an account payable item (payment) to the contractor. These tracking tickets must be physically stored for three years after project.

RFID technology is proposed to be used to track or record the same data. Data from a certified scale would be transmitted electronically to an ac-tive RFID tag in the truck. The same data would be electronically read at the dump point with a handheld portable RFID reader, with the dump location automatically recorded.

This study is to answer the question: What will this technology contribute to improving quality

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control compared to the current manual data col-lection process? This process is part of a systems analysis within a closed system concept. Part of the process analysis includes documenting the cost and the benefits toward the efficiency of the transport system under investigation. This process also in-cludes documenting the success and failure rates of transmission, battery life, radio interferences, need

for backup, software for scale to RFID link, training needs, etc. Benefits to the StateThe successful use of RFID technology will result in more efficient methods to weigh, track and measure unit price items weighed on certified scales. Con-tractor payments can be processed faster and claims documentation will become easier.

T2-08-16 Stabilizing Marginal Soils with Geofibers and Synthetic Fluids

Principal Investigator: Kenan Hazirbaba, UAFFunding: $200,000 ADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: May 2011

This research is a study of a new technol-ogy using geofibers and synthetic fluid to stabilize marginal soils. While the use of geofibers has been researched to some extent, the combination of geo-fibers and synthetic fluid has not been thoroughly investigated. A systematic experimental study will be conducted on various local marginal soils. An early research attempt on a local soil (Bethel silty sand) showed the use of geofiber and synthetic fluid significantly increased the bearing capacity and strength of the soil.

The objectives of this project are:• to provide design guidelines for using this tech-

nology with poor soils from western and north-western Alaska,

• to evaluate the effectiveness and feasibility of the technology for typical Alaska soils, and

• to gain an in-depth understanding of the im-provement mechanism through laboratory and field tests.

Many soils encountered in Alaska, especially western Alaska, are typically marginal in that they lack the required engineering properties to func-tion as pavement base, subbase, subgrade, or as foundation support for buildings. Alternatives include importing quality soils, which is often ex-tremely costly, and stabilizing locally available soils. Traditional stabilization techniques require large amounts of additives to improve the engineering properties of soils. Moreover, many of these tech-niques require specialized skills and equipment to ensure adequate performance.

This research will independently characterize the properties of soil, geofibers, and synthetic fluid. The research will specifically concentrate on:1. long-term stability and performance of stabilized

soils,2. evaluation of aging effects, 3. low-temperature workability, 4. evaluation of resilient properties through resilient

modulus testing, 5. field performance testing, 6. investigation of various soil types from different

parts of Alaska and potentially other states, and 7. the use of combinations of geofibers of various

lengths and strengths and fluid additives, includ-ing soil cement.

Benefits to the StateThe research findings from this study will directly benefit a wide range of transportation construction projects by presenting engineers with techniques that allow the use of locally available materials, and thus provide significant reduction in overall con-struction costs.

Close-up of blended geo fibers before final application of synthetic fluid and compaction.

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T2-08-21 Laboratory Evaluation of Warm Mix Asphalt in Cold Regions

Principal Investigator: Jenny Liu, UAFADOT&PF Project Manager: Jim SweeneyCompleted: July 2010

This study is focused on laboratory evaluation of warm mix asphalt (WMA) binders and mixes in cold weather conditions and complements the WMA Experimental Features Projects field stud-ies being conducted on the Petersburg-Mitkof and Alaska Highway milepost 1267–1314 projects. See Experimental Features Projects above.

Warm mix asphalt technology has many benefits. Field practices and studies, including an ongoing NCHRP and other state research proj-ects showed that using WMA can reduce the high mixing temperatures of regular hot mix asphalt. WMA also increases the temperature gap between production and cessation, allowing increased haul distances and decreasing the binder viscosity, al-lowing effective compaction. This is beneficial for stiff mixes, paving during extreme weather condi-tions, and reduction in compaction effort.

This study will focus on evaluating the perfor-mance of WMA binders and mixes in cold weather conditions. Testing will assess the correlation between the content of the Sasobit additive and the Superpave Performance Grade (PG) and binder stiffness. The engineering properties of control and WMA mixes will be investigated in the laboratory as well, including low-temperature performance,

rutting potential, dynamic modulus, and mois-ture sensitivity. The research findings will provide recommendations to determine the suitability of WMA technology for Alaska conditions.Benefits to the StateThe use of WMA can increase the time between production and final compaction, which allows increased haul distances and extension of the pav-ing season. Also, WMA decreases binder viscosity, which improves mix workability and serves as a compaction aide. EPA will likely mandate the use of WMA in the future because emissions are greatly reduced by this technology.

T2-08-22 Naturally Occurring Asbestos in Alaska and Experiences and Policy of Other States Regarding its Use

Principal Investigator: Robert Perkins, UAFFunding: $20,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyCompleted: December 2009Final Report #: FHWA-AK-RD-10-01

Naturally occurring asbestos (NOA) is a con-taminant found in some gravel material sources in Alaska. The use of gravel contaminated with NOA is not addressed in state regulations. This study examines the issue of NOA through a study of available background information in Alaska and a literature search of information from other states that have similar NOA issues.

Some localities in Alaska do not have gravel sources that are NOA-free, which impacts the cost of heavy construction projects such as roads and airports. Because airborne asbestos fibers are a sig-nificant human health risk, mining and industrial use of asbestos is rare in the United States. Disposi-tion of existing asbestos materials from industry

Asbestos from a Dalton Highway project

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and building demolition is tightly regulated by federal and state authorities. The use of NOA is not regulated by federal agencies or most states. Deter-mining if NOA can be safely used in heavy con-struction materials and what can or should be done with NOA materials that are already in place are complex questions. The ultimate answer depends on propensity for the NOA in each scenario to actually release asbestos fibers that may be inhaled by humans, which in turn depends on the amount and type of asbestos mineral, how it is handled in processing, and how it is maintained. Practical analysis of this depends on laboratory analysis, as

well as regulation or control of operations. Imple-mentation of these requires stakeholder education and cooperation and agency oversight. NOA has delayed roadway work on the Dalton Highway and is currently stalling ADOT&PF airport, roadway, and other public projects in Ambler. Benefits to the StateThis study addresses concerns about NOA and examines how other states are addressing this issue. The study can be used as a source of information for efforts by others to establish future procedures or regulations.

T2-09-04 Alaska Specifications for Palliative Applications on Unpaved Roads and Runways Principal Investigator: David Barnes, AUTCFunding: $37,540 ADOT&PF Project Manager: Jim SweeneyExpected Completion Date: December 2011

The objective of this research is to write performance based specifications that govern the application of dust control palliatives to unpaved transportation surfaces in Alaska. To meet this project objective, researchers will assess the ef-fectiveness of palliatives to reduce loftable dust using a newly developed portable dust monitoring instrument nicknamed DUSTM. With DUSTM, researchers will compare the effectiveness of newly laid palliative and palliative that has been applied one to three years prior to develop a reasonable performance based specification. The researchers expect that the specification will include the use of UAF-DUSTM or a comparable instrument to measure palliative performance. For the past seven years, ADOT&PF Northern Region has been ap-

plying different palliatives to 33 runways at rural airports in Alaska’s northern region. However, the only guidance in applying these palliatives has come from the manufacturers of the palliatives. The specifications provided to the contractors ap-plying these palliatives have been very loose. Spe-cifically, the specification calls for an “effective and evident dust palliative effect for at least two full years after application.” Further, the specification instructs that the “dust palliative effect must be available when the dust control product is applied to a wide range of normal and common surfac-ing aggregates…” In the specification as written, a dust palliative effect is not quantifiable. Thus if the palliative does not perform, the ADOT&PF would have a difficult time arguing that the contractor did not satisfy the terms of the contract.

A measurement-based performance specifica-tion will result in better use of funds, enforcement of contracts, and better quality dust control.

T2-09-08 Verification of Job Mix Formula for Alaska Hot Mix Asphalt

Principal Investigator: Jenny Liu, University of Alaska Fairbanks AUTC

Funding: SPRStart Date: August 2009End Date: September 2011

ProblemSome of Alaska’s hot mix asphalt (HMA) pave-ments may not be performing as well or for as long as originally designed. Premature pavement repairs

and excessive maintenance needs result in increased life cycle costs. In reviewing the potential causes of unexpected HMA performance, one of the fun-damental questions is whether or not the HMA is produced in the field to the same quality as the mix design. FHWA recently conducted a materials qual-ity assurance (QA) review of ADOT&PF and recom-mended that the state should move away from using gradation as acceptance criteria and move towards accepting asphalt mixes on volumetric properties.

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Although the NCHRP is requesting a study on field versus laboratory volumetrics and mechanical properties, no research has yet been focused on the performance of HMA mixtures with respect to the material types and climatic conditions particular to Alaska. Research is needed to help the ADOT&PF to respond properly to the FHWA recommenda-tions and facilitate satisfactory construction of HMA pavements by investigating the variability of HMA field performances due to production factors, verifying the HMA job mix formula (JMF), and evaluating how well contractors meet the require-ments of mix designs. ObjectivesThis research will investigate how the properties of HMA mixtures vary due to mixture production and how it will affect current mix design and QA specifi-cations by:• comparing volumetric properties of as-built

and JMF properties of HMA for asphalt paving projects,

• evaluating the variability involved in the con-struction processes and the impact of construc-tion processes on HMA performance,

• investigating the essential causes or significant influencing factors,

• developing testing protocol and inspection levels for verifying HMA JMF, and

• addressing associated changes or improvements regarding current HMA design and QA.

MethodologyThis project will perform a comprehensive study on HMA field data collection, compilation, and analy-sis, along with lab testing and analysis. The research team includes experts from UAF and ADOT&PF and involves support and cooperation from regional construction and materials sections of ADOT&PF.

The three scenarios for production of HMA specimens for volumetric and mechanical property testing in this study are (1) laboratory mixed and laboratory compacted, (2) plant mixed and labo-ratory compacted, and (3) plant mixed and field compacted. The research team will coordinate with ADOT&PF to identify the paving projects for this study, obtain pertinent data during different phases of paving projects, and conduct field work. Implementation PotentialThis project will produce a report, seminars, and presentations describing the causes of variability for field versus laboratory volumetric and mechanical properties of Alaska asphalt mixtures and recom-mending how the ADOT&PF can incorporate these results into specifications and criteria for QA and mix design verification or validation.

UAF graduate student Lily Zhang demonstrates the simple performance tester that the project’s P.I. Jenny Liu will use for analysis of the laboratory-compacted HMA samples for dynamic modulus, flow time, and flow number (source: Angela Parsons).

Next summer the project’s P.I. will be on-site during selected construction projects to collect, process, and analyze field-produced HMA. A similar sample collection is show above from Anchorage’s Fifth Avenue repaving project, summer 2009. These samples were provided to Jenny Liu to begin establishing representative SPT results for typical Alaska HMA mixes (source: Angela Parsons).

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T2-09-09 Inclusion of Life Cycle Cost Analysis in Alaska Flexible Pavement Design Program

Principal Investigator: Jenny Liu, University of Alaska Fairbanks AUTC

Funding: SPRStart Date: August 2009End Date: July 2011

ProblemThe life cycle cost analysis (LCCA) is a key criterion for more appropriately selecting materials and tech-niques for optimizing the service life of pavement relative to cost and performance. The Alaska Flex-ible Pavement Design (AKFPD) software has been developed and used since 2004. However, no com-puterized analysis tool is available to help pavement engineers in determining the associated life cycle costs of design alternatives. ObjectivesIncorporate a LCCA component into the AKFPD software to help pavement designers make cost-effective roadway pavement and structural section recommendations. This single software package will be capable of executing the economic

cost analysis and structural analysis functions to provide a systematic and methodical approach for achieving proper designs optimizing both perfor-mance and cost. MethodologyA team of two UAF professors and a computer science student will conduct the project using ADOT&PF’s AKFPD software and with support and cooperation from ADOT&PF professionals in pave-ment design, management/maintenance, and plan-ning/programming. The project will be completed in four tasks: (1) design of the analytical methods and software architecture; (2) collect information; (3) program, debug, and test software; and (4) update the software manual, document the case studies, and provide user training.Implementation PotentialThis project will produce an updated AKFPD soft-ware package along with a modified user manual and case studies with complete analysis processes pro-viding examples for the users of the software.

This integrated LCCA and pavement design software and documenta-tion can be used by pavement

designers working on ADOT&PF projects.

This project will update the current AKFPD software and manual (startup screen and cover page shown above) to incorporate life-cycle cost analysis for improved paving project design recommendations.

T2-10-08 Use of the Micro-Deval Test for Assessing Alaska Aggregates

Principal Investigator: Juanyu “Jenny” Liu, Uni-versity of Alaska Fairbanks AUTC

ProblemAggregates used in the construction of roads must be durable, abrasion resistant, and freeze-thaw resistant in order to perform well as a base course or in a hot mix asphalt (HMA) pavement. Currently, ADOT&PF Standard Specifications for Highway

Construction (2004) specifies percentage of Los Angeles (LA) wear by the LA abrasion test and deg-radation value by Alaska Testing Method (ATM) 313 (or Washington degradation test) along with other parameters for evaluating durability of aggregates for asphalt concrete pavements.

The Micro-Deval test is a wet test of how ag-gregates degrade when tumbled in a rotating steel drum with water and steel balls. Compared with

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the Washington degradation test, Micro-Deval test considers both degradations due to mechanical abrasion and weathering, which better simulates field performance during construction and under traffic and undesirable environment. Several recent National Cooperative Highway Research Program (NCHRP) studies have shown the Micro-Deval test to be a good indicator of aggregate durability, toughness, and abrasion resistance with best cor-relation with field performance. ObjectivesThis research will evaluate the feasibility of utilizing the Micro-Deval test as a rapid, simple & inexpen-sive technique for assessing the durability of Alaska aggregates used for paving projects.MethodologyThe research will involve testing a wide range of Alaska sourced aggregates with both currently used materials tests and the Micro-Deval test, statistically comparing the results, and providing correlations between the test methods.

Implementation PotentialThe researcher will provide recommendations regarding the potential for implementation of the Micro-Deval test at ADOT&PF based on the re-search results.

AUTC’s Micro-Deval Tester (source: Project Proposal).

T2-10-10 Characterization of Alaskan HMA Mixtures with the Simple Performance Tester

Principal Investigators: Juanyu “Jenny” Liu, Uni-versity of Alaska Fairbanks AUTC

ProblemWith the current trend toward developing mecha-nistic flexible pavement design and the need for more reliable design procedures, accurate charac-terization of Hot Mix Asphalt (HMA) properties is needed. NCHRP Project 1-37A considers the dy-namic modulus master curve as a design parameter in AASHTO 2002 Mechanistic-Empirical Pavement Design Guide (MEPDG), and simple performance tests (SPTs) are recommended to compliment the Superpave volumetric mixture design method which include dynamic modulus, flow number, and flow time tests. The current ADOT&PF mechanistic de-sign method uses resilient modulus to characterize hot mix asphalt. Recent research indicates that the dynamic modulus provides better characterization of HMA than the resilient modulus. Objectives and MethodologyThis research study aims at developing a catalog of dynamic modulus values for HMA mixtures typi-cally used in Alaska. The correlations between the SPT’s results and HMA lab performance will be in-

vestigated. The suitability of the Witczak and Hirsch models in the dynamic modulus prediction of local mixtures will be evaluated as well. Implementation PotentialThe research findings will enhance understanding of Alaskan HMA mixes. The results will provide practi-cal information to ADOT&PF regarding how Alas-kan HMA mixtures respond to new test procedures (SPTs), and how it will affect current flexible pave-ment design method.

AUTC’s simple performance tester (source: project’s proposal).

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T2-10-14 Guidelines for Pavement Preservation

Principal Investigators: Juanyu “Jenny” Liu, University of Alaska Fairbanks AUTC; Gary Hicks, California Pavement Preservation Center; Hannele Zubeck, University of Alaska Anchorage

ProblemPavement preservation is a core business of future highway programs. With most of the nation’s high-way network completed, the major tasks of highway agencies are shifting to preservation and rehabili-tation of the existing roadway system in terms of extended service life, ride quality and safety.

Alaska’s pavement preservation program is at beginning stages with project selection most often based on fixing the worst condition pavements first. The reactive approach is not the best approach for the network optimization. In fact, pavement pres-ervation emphasizes the proactive approach plus rehabilitation. ObjectivesThis project will develop guidance to help the ADOT&PF build a pavement preservation platform to strategically optimize performance and minimize lifecycle costs of Alaska pavements.MethodologyThe research project includes assessing current pavement preservation practices relative to the department’s overall asset management program, creating a strategic road map to guide future pave-ment preservation, identifying effective cold-region pavement preservation techniques, developing

performance models, integrating with the pave-ment management system, and creating a spatially enabled database to track treatments and facilitate collaboration.Implementation PotentialThis project will help ADOT&PF and local agen-cies in Alaska to recognize the importance of asset management, to identify pavement preservation treatments suitable for their environmental region, and to provide guides for establishing a proactive pavement preservation program within the state. Guidance for integrating pavement preservation into the ADOT&PF’s pavement management system will also be provided.

Rehabilitation project. The Construction Section is evaluating SiteManager as a program that will al-low both on-site and off-site monitoring of the proj-ect during construction and will facilitate project close out. An initial six-month evaluation license is available at no cost.

SiteManager automates construction project record keeping through the following functions:• Data can be electronically transferred to and

from the field to minimize data entry and reduce errors.

• Allows extensive creation, review, and approval of contract changes.

Condition

Time or Traffic

Original Pavement

Optimal Timing

PreventiveTrigger

RehabilitationTrigger

T2-10-15 Experimental Feature: Agreement for Evaluation of AASHTOWare Products Principal Investigator: Frank Ganley, Construc-

tion ManagerFunding: $10,000 ADOT&PF SP&R funds +

$94,500 in federal-aid construction funds for staff training

ADOT&PF Project Manager: Jim SweeneyCompletion Date: December 2010

ADOT&PF’s Northern Region Construction Section is comparing the AASHTO Trns•port SiteManager software to current recordkeeping processes. This pilot project is an experimental fea-ture under the Alaska Highway milepost 1412–1422

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• Estimates are automatically generated, reviewed, and routed for approval.

• Sophisticated adjustments and calculations are provided in the estimate, along with reported dis-crepancies.

• Data can be passed to an agency’s financial man-agement system.

• Reports can be generated to provide a variety of project information such as contract status, daily work report history, installed work report, and change order report.

• SiteManager has material management mod-ules and a laboratory information management system.

• The system uses client/server architecture: data is stored on a server.

About 24 other state DOT’s are currently using this software with excellent results. Evalua-tion of the software through This pilot project is a cost-effective way to explore improvements to the construction documentation process.

TPF-5(064) Western Alliance for Quality Transportation Construction

Principal Investigator: Pooled Fund StudyFunding: $80,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyOngoing Pooled Fund Study

In the mid 1990s, several western state and federal highway agencies recognized the need to have qualified materials test technicians and labo-ratories conducting acceptance testing on materials purchased and incorporated into transportation fa-cilities. This loose organization of highway agencies formed the Northwest Alliance for Quality Trans-portation Construction (NAQTC), which produced five technician training and qualification modules for use within their organizations. Since materials testing procedures vary little from state to state, the NAQTC determined that all highway agencies in the western United Sates would benefit from a united effort. The NAQTC invited all WASHTO states to join their organization. Eventually, sev-en additional state highway agencies joined the NAQTC to form the Western Alliance for Quality Transportation Construction or WAQTC.

The WAQTC is actively seeking to expand beyond the current member agencies, consisting of state departments of transportation and FHWA agencies: Alaska, Arizona, Colorado, Hawaii, Idaho, Montana, Nevada, New Mexico, Oregon, Utah, Washington, and FHWA Western and Central Federal Lands highway departments are currently members. The WAQTC is dedicated to improving the quality of transportation products and services through a comprehensive Technician Training and Qualification Program (TTQP).

The goal of this pooled fund study is to sup-port the development and refinement of a train-ing and qualification program for construction inspection and materials testing technicians by the WAQTC, a cooperative technology transfer effort of multiple western states and FHWA.Benefits to the StateThe quality of state project will improve with uni-formity in testing of materials and training of personnel.

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alaska marine HigHway system

T2-06-08 Optimizing Implementation of Civil Rights Requirements for Vessel Construction

Principal Investigator: E. W. Morris & Assoc.Funding: $50,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2010

The research goal is to determine how to ef-fectively implement the Disadvantaged Business Enterprise (DBE), On the Job Training (OJT), and Equal Employment Opportunity (EEO) require-ments for contracting on Alaska Marine Highway System (AMHS) ship projects. These contracts do not adapt well to out-of-state shipyards when let with in-state DBE goals and OJT and EEO require-ments. In addition, shipyards have difficulty un-derstanding FHWA civil rights implementation requirements. The research examines practices in other states with ferry systems such as Washington, California, and New York. AMHS and ADOT&PF Civil Rights Office personnel explained the prob-lems they have encountered in meeting federal civil rights contacting requirements in contracts for AMHS refurbishment and new vessel construction contracts. In instances where projects are funded by only one agency monitoring contractors’ compli-ance with required contract provisions is relatively straightforward. However, when multiple agencies (in this case the FHWA and the Federal Transpor-

tation Administration) are involved, civil rights re-lated requirements and other guidance may diverge or conflict, adding to the complexity of the matter is the fact that neither agency’s requirements ad-dress shipbuilding.Benefits to the StateThe goal of the research is to develop improved bid and contract specifications and a plan to effectively implement DBE requirements of 49 CFR 26 and the ADOT&PF’s federally approved DBE program.

T2-08-07 New EPA Diesel Emission Level ImpactsPrincipal Investigator: Elliott Bay Design Group,Funding: $80,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyCompleted: October 2010

Future compliance with newly instituted EPA emission regulations aboard Alaska Marine High-way System (AMHS) passenger/vehicle ferries will involve modifications to and/or replacement of shipboard systems and possibly entire vessels. A fleet-wide compliance program will pose financial challenges that demand careful planning to be ef-fectively addressed. Such planning requires a clear understanding of the regulations, their impacts and technical understanding of available remedies. The Alaska Marine Highway System (AMHS) is seeking

a detailed EPA study that will be used as a tool to make future decisions regarding all aspects of the AMHS fleet. The AMHS fleet includes 11 passen-ger/vehicle ferries ranging from the Matanuska, Malaspina, and Taku built in 1963 to the Fair-weather and the Chenega built in 2004 and 2005. These vessels comprise critical infrastructure links across a rugged and widespread state, providing a total capacity of almost 3,800 passengers and over 13,000 lane-feet of vehicles. This capacity is mul-tiplied many times over by the transits each vessel makes many times per year. Though the mechani-cal systems aboard AMHS’ newest vessels enjoy the benefits of relatively modern technologies, some of the systems aboard the oldest vessels are over 45 years old. Even considering the maintenance and

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T2-08-08 Response of Pile-Guided Floats Subjected to Wind-Generated Waves

Principal Investigator: Andrew T. Metzger, UAFFunding: $100,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2010

The intent of this research is to develop a ra-tional basis for estimating the dynamic response of floating pile-guided structures. The design loads for guide-piles that support these floats is not apparent in current practice or associated literature. AMHS engineers need methods to reasonably estimate the design load requirements for the guide-piles to avoid over- or under-design of these structures. At this time, little design information is available to estimate the dynamic load environment to which the floats will be subjected.

Some fundamental aspects of pile-guided floating berthing structures make them attractive for use in Alaska. The guide piles may be sized and constructed to accommodate varying and extreme tidal ranges, which can be as much as 30 feet with-in the regions serviced by AMHS. When moored, the vessel(s) move with the float, thus allowing the structure and vessel to be unattended. This is in contrast to many of the AMHS facilities currently in service, which require continuous monitoring when a vessel is moored. Use of floating mooring structures could result is considerable savings in labor cost to the state.

A dynamic analytical computer model will be developed for an idealized single-degree-of-freedom system and a more comprehensive multi-degree-of-freedom system. These systems will be

subjected to temporal forcing functions represent-ing wave action and vessel loading. For the pur-pose of validation, results from the two systems will be compared to a comprehensive dynamic analysis model created with the AQWA Software. AQWA is a software package that can be used to statically and dynamically analyze from simple to highly complex systems in the marine environ-ment. AQWA is used to model mooring, berthing, fenders, and the effects of water levels, winds, wind gusts, waves, currents, and earthquakes.

Results will be presented in a format intended for ready implementation. Benefits to the State Better understanding of design parameters will allow designers to avoid over- or under-design of pile-guided float structures.

Fast ferry berthing facility, Cordova (Photo by Greg Browning, ADOT&PF).

refit programs implemented over the years, it will be a herculean effort to bring these vessels into compliance with upcoming EPA emission regula-tions. Such an effort must be based in a solid un-derstanding of the vessels, their mechanical sys-tems, and their operations, as well as the impacts that proposed regulations will have on the fleet.

This research project is intended to establish such an understanding.Benefits to the StateThe research will provide a clear understanding of the relation between AMHS vessel emissions, sched-uling, maintenance costs, and EPA emission regula-tions, including future anticipated regulations.

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T2-09-03 Load Environment of Washington State Ferry & Alaska Marine Highway Landings

Principal Investigator: Andrew T. Metzger, UAFFunding: $100,000 SP&R Funds plus $100,000

WashDOT + $200,000 AUTCADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: August 2012

The goal of this research is to accurately determine loads on ferry landing structures. The results of the study can then be applied to design of these structures. Implementation would likely take the form of revised engineering design criteria for future projects. Formal adoption of such design criteria would be at the discretion of the Alaska and Washington DOTs.

The vast majority of literature related to the design of berthing structures is intended for ocean-going cargo vessels and little design information is available for ferry-class or end-berthing vessels. For AMHS facilities, loads imposed on dolphin struc-tures and mooring line loads are of most concern. Due to a lack of information, AMHS and Wash-ington State Ferry (WSF) engineers are forced to make gross assumptions regarding the magnitude of these loads.

The project will use strain gauges and trans-ducers to acquire physical measurements from

in-service AMHS and WSF vessels. The data will then be resolved into a statistical representation of the load environments. Statistical information and proposed design points derived from the data collected during this project will be provided to the engineering component of both AMHS and WSF upon completion of the project. Benefits to the StateBy accurately quantifying berthing and mooring loads, marine structures can be efficiently designed, thus improving reliability and safety and resulting in overall project cost savings. If research confirms current design loads are appropriate, the improved confidence in the reliability and safety of existing structures will prevent over-designing in the fu-ture. If research indicates current design loads are excessive, accurate loading can result in more ef-ficient and less costly structures with a consequent cost savings system-wide. Many of the 35 terminals served by AMHS have dolphins over 25 years old that will require replacement within the next 10 years. With recent steel material price increases, the effect on overall project cost can be significant.

M/V Fairweather foaming the bay at berth2 with the M/V Kennicott in the Ketchikan shipyard (photo by Jennie McGarrigan, ADOT&PF).

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Planning and design

T2-07-02 Development of GPS Survey Data Management Protocols and Policy

Principal Investigator: Jim Sweeney, Research En-gineer, PI, and Location and Construction staff


The goal of this research is to develop policy and criteria for collecting, analyzing, and manag-ing global positioning system (GPS) survey data. The research project will determine the needs of the department in adopting the GPS real time kinetic (GPS RTK) stakeout and automated ma-chine grading (AMG) construction techniques. The project will result in reformatting and editing of the “Alaska Survey Manual,” proposed revisions to the “Construction Manual,” the “Design Manual,” and to Standard Specification 642—Construction Surveying. The Technical Advisory Committee (TAC) consists of experienced ADOT&PF survey-ors, designers and construction engineers who form and direct the research. TAC members are from the three regions of the ADOT&PF.

Project activities so far are as follows:• pilot projects on the Petersburg Runway Safety

Area project, VanHorn Road project in Fairbanks, North Pole Overpass, and on the Eagle River By-pass project in Eagle River

• literature search

• a comprehensive questionnaire to construction engineers in the three regions

• training on GPS in the three regions• monitoring of GPS use at Savoonga Airport proj-

ect and Fairbanks International Airport in 2009• revisions to the Alaska Survey Manual and

to Standard Specification 642—Construction Surveying

A draft of the “Alaska Survey Manual” is in review, two construction survey specification ver-sions have been written, and the final report with recommendations is pending.Benefits to the StateThe state will greatly benefit by proactively adopt-ing the next generation of design and construction tools, which are all linked together through digital technologies and 3D design methods. These meth-ods offer many opportunities to reduce construction costs and errors.

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T2-07-09 Demonstration of Nonintrusive Traffic Data Collection Devices in Alaska

Principal Investigator: Erik Minge, P.I.

Installation of traditional traffic data collec-tion methods, such as inductive loops and road tube counters, require intrusion into the roadway. ADOT&PF often tapes pneumatic tubes to the road surface to collect volume data where inductive loop counters do not exist or are impractical to install. This practice not only exposes staff to traffic haz-ards (especially on high-volume roads), but it col-lects only volume data over a very short timeframe. These tubes are also labor intensive to install and maintain.

The use of nonintrusive technologies for traffic detection has become a widespread alternative to conventional roadway-based detection methods. Field tests in Alaska’s three main highway regions are assessing the capabilities and limitations of two types of late-generation, nonintrusive elec-tronic equipment under a variety of conditions. Wavetronics and AxleLight devices are being evaluated for their ability to accurately count and classify vehicle traffic. The quality of data col-lected using these devices will be judged against data collected using standard methods at the same sites. ADOT&PF staff are installing the sensors and

conducting the data collection. Erik Minge of SRF Consultants is the project’s principal investigator and is performing the data evaluation and prepar-ing the project report.

Implementation of this project’s findings con-sists of ADOT&PF staff’s thorough familiarization with this equipment gained during the project and includes the continued use of the equipment after completion of the research.

Two AxleLight laser sensors mounted on guardrail posts with battery power (white case in foreground). This equipment is mounted low to the ground and has the ability to classify vehicles by axles in up to four lanes. Seward Highway, Potters Marsh, July 2009 (source: Angela Parsons).

Portable laptop showing the PEEK software used to set up the AxleLight laser system. Seward Highway, Potters Marsh, July 2009 (source: Angela Parsons).

Wavetronix radar sensor for automated vehicle classification mounted to a light post. Seward Highway, Potters Marsh, July 2009 (source: Angela Parsons).

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T2-08-10 LiDAR Testing under Heavy Tree Canopy and in Steep TerrainPrincipal Investigator: Tim Reed, location sur-

veyor, Southeast RegionFunding: $40,000 SP&R FundsADOT&PF Project Manager: Jim SweeneyEstimated Completion Date: December 2010

LiDAR (Light Direction and Ranging) is a remote sensing measuring technique accomplished from an airplane using lasers and computers to map areas for road design decisions. LiDAR can be an extremely accurate and efficient mapping method when the surface being measured is unob-structed. However, LiDAR has not been thoroughly tested in the dense vegetation and extreme terrain of southeast Alaska. When foliage and trees ob-struct direct light contact with the surface intended to be mapped, the vertical accuracy of the measure-ments degrade despite techniques to “filter out” and correct for the obstructions. Vertical accuracy of LiDAR data is generally twice as good as the horizontal accuracy, so steep terrain also adversely affects the accuracy of the data.

We need to analyze the quality of LiDAR data collected in Alaska. The data at Alaska’s northern location can be affected by poor geoid definitions, solar weather, and poor satellite geometry. The bet-ter the initial topographic data, the more defined and thorough the design of a preliminary route will be, allowing for alignment changes, bridge site location adjustments, computing cut and fill quan-tities and catch points, determination of soil types, and determination of areas of clearing and grub-bing. Better initial topographic data means fewer requirements for follow-up field surveys that would

equate to repeated mobilization costs, travel time, per diem compensation, and other expenses. In addition, this research has the potential to identify areas of good LIDAR coverage versus those of poor coverage. This in turn will enhance the confidence level in the LIDAR mapping product, resulting in maximum usage of this economical and effective survey method.

Results of this study will be incorporated into the Alaska Survey Manual in a chapter on LiDAR quality control and contract specifications. The report on the accuracy of LiDAR under tree canopy and in steep terrain will be distributed to location and design managers and consultants for informa-tional purposes.Benefits to the StateThe primary benefit of this study will be to provide the department with a better understanding of what kind of accuracy can be expected from LiDAR in a variety of conditions.

Jay Johnson (Southeast Region surveyor) using a inertial navigation backpack near Ketchikan, summer 2008.

TPF-5(192) Loop and Length Based Classification

BackgroundMany states are collecting length-based vehicle clas-sification data, but few are collecting it using the same criteria. Transportation agencies need to know the variability in their data collection and vehicle classifi-cation programs to better use their limited resources to consistently characterize traffic flow characteristics for road network planning and design purposes.

ObjectivesField test installation methods for traffic detection loops to determine the most cost-effective and best-performing procedures and materials. Determine the best traffic detection algorithms for uniform collection of length-based vehicle classification data. Establish equipment calibration standards for ve-hicle length based measurements. Details are online at www.pooledfund.org.

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administration and Policy

T2-09-05 Succession Planning for the ADOT&PF

Principal Investigator: Robert Perkins, AUTC

This project will examine the recruitment and retention strategies of the professional and support staff who accomplish the work of ADOT&PF—those who will serve the future transportation needs of Alaska. Over the last 10 or so years, ADOT&PF has suffered the loss of many senior em-ployees due to retirement and attrition. In addition, the agency loses bright, energetic young employ-ees—after gaining a few years of experience, many move on to faster-advancing jobs with employers that they perceive offer more attractive compensa-tion packages or more attractive organizational cultures. Besides losing the valuable expertise of the disappearing professional and support staff, the agency has lost its historical knowledge of project history and organizational wisdom, often impor-

tant elements in designing and constructing roads, airports, structures, and marine facilities.

The proposed research addresses ADOT&PF’s need to obtain and retain a sufficient number of good qualified people. In addition to analyz-ing changes caused by the recent past, this study will consider the magnitude of changes over time. Therefore, the work will consider plausible future events that may cause large changes in staffing requirements.

This research will provide implementation recommendations that include strategies, goals, and tasks to help ADOT&PF formulate an action plan to accomplish its mission in the future. The report will target a reading audience that includes ADOT&PF leadership, chief-level managers, ad-ministrators, and Department of Administration personnel interested in successful long-term devel-opment of ADOT&PF’s human assets.

T2-10-02 Research & Technology Deployment Program

Project Manager: Clint Adler, ADOT&PF Chief of Research, Development & Technology Transfer

Program DescriptionThis is an ongoing project to fund rapid response projects to facilitate deployment of completed re-

search, such as other state DOT research or research results from national programs like the National Cooperative Research Program. This program can also support a variety of technology development and deployment initiatives that ADOT&PF should choose to pursue.

TPF-5(181) Transportation Research Program Management Database

This Transportation Pooled Fund Program project is developing a web-based program and project management database for ADOT&PF research and technology programs. The software will help ADOT&PF research program managers use best management practices to manage their research and development programs. Details are online at www.pooledfund.org.

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TPF-5(191) Northwest Transportation Consortium

This Transportation Pooled Fund Program project facilitates collaboration among state DOT research programs and University Transportation Research Centers in Alaska, Washington, Oregon, Idaho, and Montana. The pooled funds support pooled fund research projects of mutual interest

TPF-5(196) 2009 National Asset Management Conference

This pooled fund supports a national technol-ogy and knowledge conference to help states imple-ment transportation asset management programs and practices.

Details are online at www.pooledfund.org.

to all the states in this region. Presently, the con-sortium is supporting a $200,000 regional climate change impact assessment on transportation infra-structure and mobility. Details are online at www.pooledfund.org.

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traFFic and saFety

T2-07-07 Evaluation of Risk Factors for Repeat DUI Offenses

Principal Investigator: Steven Hamilton, P.I.Funding: $27,500 SP&R FundsADOT&PF Project Manager: Jim Sweeney/ Bob

McHattieCompleted: October 2009

This study addressed the relationship between individuals having minor consuming court cases and the likelihood of DUI offenses later in life. The project’s research design used secondary data from the Alaska Court System. Research identified in-dividuals with minor consuming cases during the period 1995–1999 and those that had DUI court cases during the period 1995–2006 (database date intervals constrained by available data). Findings indicate 24.4 percent of youth with minor consum-ing arrests go on to have DUI offenses before their 31st birthday. The researcher considered this a very conservative figure because Alaska DUI data shows more than 50 percent of DUI cases are associated with individuals 31 years of age or older (not possible to quantify with available data). People with minor consuming cases were found more likely than oth-ers in the same age groups to get a DUI in any given year, with the difference most pronounced in the

20-to-24-year-old group. Research also found that multiple minor consuming arrests correlated with higher DUI arrest rates, although minor consuming arrests (single or multiple) appeared not to correlate significantly with multiple DUI offenses. A report (awaiting publication), authored by Steven Hamilton, titled “Evaluation of Risk Factors for Repeat DUI Offenses” documents the results of the research.

This research provides policy makers with more ability to make informed decision about underage drinking intervention and thereby support society’s opportunity to act in a preventative manner be-fore the behavior escalates to acts with more severe consequences. Implementation will begin through distribution of the report to Alaska and federal agen-cies concerned with safety, specifically the control of drunk driving.

The Final Report is posted on the on the RD&T2 web site at: http://www.dot.state.ak.us/ stwddes/research/assets/pdf/fhwa_ak_rd_09_02.pdf.Benefits to the StateThis study of court statistics provides policy makers with data to consider further measures to address alcohol consumption at an early age to reduce fu-ture alcohol-related accidents.

T2-07-08 Review of Crash Reduction Factors for Use in the HSIP

Principal Investigator: Randy Kinney

Highway Safety Improvement Program (HSIP) projects are prioritized based on their estimated effectiveness in saving lives and eliminating inju-ries and crashes. Crash reduction factors (CRF) are critical to the decision process on how HSIP resources should be directed. CRF are then used to estimate the efficiency of crash treatments or counter-measures and enable the program to elimi-nate the maximum number of fatalities, injuries, and crashes. To best estimate effectiveness of vari-ous designs, ADOT&PF needs accurate, up-to-date crash reduction factors. The presently used factors have not been thoroughly reviewed for almost 10 years. During that time, much new national re-search has been conducted. This research effort

has provided for a review of the crash reduction factors currently used by the HSIP and an evalua-tion of potential new reduction factors. Most of the revised values of crash cost reduction factors have been obtained through literature surveys of exist-ing research reports and references. The principal investigator also conducted research to estimate crash reduction factors for active advance warning flashers and shoulder rumble strips.

The research resulted in a report, authored by principal investigator Randy Kinney, titled “Re-view of Crash Reduction Factors (CRF) for Use in the Highway Safety Improvement Program Hand-book.” The new crash reduction factors reported in this document will be incorporated into the ADOT&PF’s HSIP Handbook and routinely used in the annual prioritization of safety projects.

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T2-08-05 Performance Modeling of Dowling Multilane Roundabouts

Principal Investigator: Ming Lee

The first multilane roundabouts in Alaska were constructed in 2004 at the ramp terminals of the Dowling Road and Seward Highway interchange in Anchorage. The Dowling Road roundabouts serve as the junctions for commuters to access the Seward Highway, one of the region’s most important com-muter routes. Since completion, the roundabouts have been operating reasonably well and accord-ing to design. However, traffic at the Dowling Road roundabouts has increased significantly in recent years. The roundabouts are currently operating at or near capacity with long queues for short periods during evening peak hours. There are relatively few roundabouts in the U.S., and ADOT&PF recognized the need to understand more about potential ca-pacity and queuing problems (and solutions) with respect to roundabout intersections.

This research project, conducted by Ming Lee of the UAF Civil and Environmental Engineering Department, examines the performance of multi-lane roundabouts and how drivers interact with the roundabouts compared to typical signalized inter-sections. Roundabout operation was videotaped from 4:45 to 6:15 pm on weekdays in December 2008 and May 2009. The turning movement counts are being analyzed using RODEL and SIDRA soft-ware. Actual speed and queue length data are being compared to the numbers predicted by the two software packages and other available roundabout design guides. In addition, the safety performance of these roundabouts will be examined in compari-son with alternative traffic controls.

The results of this analysis will help ADOT&PF determine whether and where to con-struct future multilane roundabouts. The Dowling Road roundabout study also offers a unique op-portunity for traffic engineers around the nation to learn more about the operating capacity and safety performance of the multilane roundabouts already located in the U.S.

Diagram of the Dowling Road roundabouts (Source: www.alaskaroundabouts.com).

A series of images taken while driving west through the Dowling Road roundabout. From the left to right: entering the first round about, passing under Seward Highway, entering the second roundabout, and exiting the second roundabout (source: ADOT&PF 2007 Pavement Management Photolog).

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T2-08-06 Overheight Detection System Effectiveness

Principal Investigator: Ming Lee

ADOT&PF invested in an overheight vehicle detection and warning system at the Eklutna River bridge overpass on the Glenn Highway with laser detectors, audible alarms, and message boards. After completion of the system, the bridge contin-ued to sustain repeated impacts from overheight vehicles, despite witness testimony that the system was triggered and did issue warnings to the over-height vehicles.

The objective of this project is to assess and improve the effectiveness of this existing overheight detection and warning system. Surveillance equip-ment is being added to the existing detection and warning system. Data captured by the surveillance

system will be analyzed to determine the frequency and characteristics of bridge impact accidents. This research project is being conducted by Ming Lee of UAF’s Civil and Environmental Engineering Department.

The results of the study will help ADOT&PF verify that the overheight detection system is functioning properly, determine if the system is effective, and identify ways to prevent future bridge structural damage from overheight vehicles. The surveillance system will remain in place after completion of this research project. The system will be an asset to ADOT&PF’s M&O by providing im-ages of violating vehicles and revealing more infor-mation about why overheight vehicles do not follow the warning to take the exit ramp.

Eklutna Overpass project location as viewed from the Glenn Highway looking south. This is a screen shot from the Street View component of Google Earth (source: Google Earth).

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T2-08-13 Frequency and Potential Severity of Red Light Running in Anchorage

No P.I. assigned to date

Red light running is among the leading causes of urban automobile crashes. The rate of crashes at traffic signals has been increasing in Alaska. ADOT&PF would like to better understand the problem in order to help determine the most effec-tive strategies for reducing severe crashes at signal-ized intersections. Policy and law makers also need relevant information in order to establish the most effective enforcement measures. This study is part of HI.3 Red Light Running Countermeasures—Tier One of the Alaska Strategic Highway Safety Plan (SHSP).

A principal investigator has not yet been se-lected for this project. However, project objectives will include installation of a sophisticated video monitoring system at five Anchorage intersections that are known to have a high incidence of red

light violations. This “intelligent” video monitoring system will be capable of documenting the number and nature of violations using 25-second-long vid-eos that begin recording 5 seconds prior to viola-tion and end 20 seconds after the violation. Suf-ficient data will be collected to analyze individual violations as well as trends relating violations to traffic and other external conditions.

Although red light running studies have been done before, they have not included data on how far into the red light cycle the violations occur, nor have they acquired video of the violations (which may also include video of crashes). This additional information may help highlight the need for action to reduce red light violations. Depending on the re-sults, this information may be used to convince law and policy makers to approve more effective means of enforcing compliance with red lights.

More information about red light running countermeasures can be found on ADOT&PF’s Alaska Highway Safety Office’s webpages at www.dot.state.ak.us/stwdplng/hwysafety/redlight.shtml.

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T2-08-14 At-Grade Wildlife Crossing

No P.I. assigned to date

Moose-vehicle collisions along the Glenn Highway, between Muldoon Road and the end of the fence on the east side of Fort Richardson, have averaged 4.4 crashes per year over the past five years. This has cost more than $206,000 per year based on accident cost analysis by ADOT&PF traffic engineers. The problem is attributable to moose penetrating the gaps in the existing wildlife exclusion fencing along the Glenn Highway. An affordable, maintainable, at-grade deterrent sys-tem that would prevent moose from mixing with vehicle traffic would be an ideal solution to the collision problem. ElectroMAT is an in-pavement electrical mat that deters animal passage by deliv-ering a harmless but effective electrical shock to the animal’s feet (analogous to the application of electrical cattle fencing). ElectroMAT installations

The proposed ElectroMAT installation on the Glenn Highway near Fort Richardson will be similar to the system installed at Wasilla Airport in 2004 to prevent moose from entering the fenced airport. The mat delivers a harmless but unpleasant low-amp, high-voltage shock when directly touched but will not shock people in cars, wearing shoes, or riding in vehicles with rubber tires (source: Angela Parsons).

are intended to prevent moose entry onto roads, thus providing a potential solution to the collision problem.

Research objectives include installing and evaluating ElectroMAT at two locations east of Anchorage. Installation of the system will be under initial contract with the ElectroMAT manufac-turer. The effectiveness and performance of the installed system will be monitored, analyzed, and documented as a separate research contract. This will include analysis of how well the ElectroMAT

functions under Alaska environmental conditions and road maintenance activities.

If ElectoMAT is successful at the project loca-tions as a moose-vehicle crash countermeasure, the estimate is that it will reduce annual moose-vehicle crash costs approximately $207,000 versus about $15,000 per year in operating costs. There is a much greater potential for crash reduction if the system proves effective enough to use in higher moose crash areas.

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Diagram showing preliminary design of the Arctic Valley Road ElectroMAT installation site, intended to close one of the gaps in the Glenn Highway’s wildlife exclusion fencing. Monitoring and surveillance will be conducted to determine the effectiveness of the system in reducing moose crossings and subsequent collisions, as well as the longevity of the system given Alaska environmental conditions and road maintenance activities (source: Scott Thomas, Central Region Traffic Safety).

T2-10-03 Pavement Marking Systems Demonstration

Principal Investigator: Paul Carlson, Texas Trans-portation Institute

ProblemIn northern climates where winter maintenance activities such as snow plowing and removal are fre-quent, pavement marking retroreflectivity becomes difficult to maintain and difficult to repair until the warmer and dryer weather of summer approaches (when road striping crews can start refurbishing the markings). In these areas, it is difficult enough to maintain pavement marking presence through the winter months, let alone retroreflectivity. Along con-tinuously lit roadways, presence of the markings may provide adequate nighttime visibility. In Alaska’s urban areas (such as Anchorage), many of the state-maintained roadways are provided with continuous roadway lighting. Recessed retroreflective pavement markers are used on some unlighted rural roadways.

ObjectivesThe Federal Highway Administration has started rule-making efforts to establish minimum main-tained pavement markings retroreflectivity levels in the “Manual on Uniform Traffic Control Devices” (MUTCD). The proposed language contains various criteria based on vehicle speed and roadway configu-ration. There are also certain exemptions depending on roadway lighting presence and/or raised retrore-flective marker presence.

The purpose of this project is to assess the nighttime visibility of representative Alaska high-way pavement markings and recessed road markers under lighted conditions relative to the proposed MUTCD pavement markings retroreflectivity levels. MethodologyThe researchers are using new reflectivity measur-ing technology and analytical software to collect field measurements and then to (1) determine the

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visibility of road markings along lighted highway sections, (2) determine the visibility of recessed road markers along unlighted highways, and (3) compare the visibility of road markings along lighted highway sections and of recessed road markers along unlight-ed highways to the requirements of the proposed MUTCD language regarding minimum maintained pavement markings retroreflectivity levels.

Implementation PotentialThis research will help ADOT&PF traffic safety

engineers respond to the pending MUTCD changes by determining if continuous roadway lighting as-sures that durable markings are visible at night and if the use of recessed pavement markers provides visibility of at least three markers at night on un-lighted rural roadways and if they could qualify as RRPM’s per the MUTCD definition.

Pavement marking visibility testing equipment including camera, laptop computer, standard light source. Glenn Highway near Anchorage, September 2010 (source: Angela Parsons).

TTI researcher Jeff Miles takes pavement marking visibility measurements using a specialized system including a camera, laptop computer, and standard light source. Glenn Highway near Anchorage, September 2010 (source: Angela Parsons).

TPF-5(114) Roadside Safety Pooled Fund Research Program

The purpose of this research is to improve roadside safety through the development of crashworthy roadside structures. The research program is being facilitated by Washington State DOT with Cali-fornia, Alaska, Louisiana, Texas, Minnesota, and Tennessee participating. The pooled fund study is a cost-effective means for states to crash test roadside features in accordance with FHWA standards. A committee selects and prioritizes specific research efforts.

This study includes bridge rails, guardrails, transitions, barriers, end treatments, crash cush-ions, and breakaway supports. The specific areas of

interest identified are long-span guardrail, guard-rail on slopes, guardrail post installation in rock, anchored concrete barrier, box culvert guardrail, and curved guardrail. The study will examine the influence of driveways, slopes, ditches, shoulders, medians, and curbs on single-vehicle collisions. It will involve computer simulations, full-scale crash testing, analysis, in-service performance data, and benefit-cost analysis.

This research will improve safety for the trav-eling public by providing new innovative and eco-nomical options for crashworthy roadside features.

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maintenance and oPerations

T2-07-06 Evaluation of Alternatives for Integrated Vegetation Management for ADOT&PF

Principal Investigator: David Barnes, University of Alaska Fairbanks, AUTC

ADOT&PF Project Manager: Angela ParsonsFunding: $121,571 ($63,600 ADOT&PF, $57,971

AUTC)Completion: December 2009ProblemThe ADOT&PF is interested in improving the effec-tiveness, efficiency, and safety of its roadside vegeta-tion control practices. Vegetation in the road right-of-way is not only a safety concern due to its potential to restrict line of sight and attract large animals, it also can facilitate the spread of invasive species and inter-fere with maintenance of road conditions. For more than 20 years ADOT&PF has used only mechanical brush cutting to manage the roadside vegetation and is engaged in ongoing efforts to reduce costs and im-prove effectiveness of these efforts.

The ADOT&PF wants to create an integrative vegetation management program that may include chemical control methods such as the application of herbicides. Herbicides have been successfully used to control target species for decades in many areas and the fate of these applied chemicals in the environment has been extensively studied. How-ever, the majority of these studies have been con-ducted in climatic zones that do not experience the long periods of below-freezing temperatures expe-rienced throughout Alaska. Although it is expected that herbicides will have slower attenuation rates in Alaska conditions, specific information is needed to help ADOT&PF to develop appropriate vegetation management strategies. ObjectiveThe purpose of this research is to quantify the effec-tiveness and attenuation of two different herbicides in two different cold climate environments. MethodologyThe herbicides used in this study (2,4-D and tri-clopyr) were selected as the most likely to actually be used in an integrated vegetation management program. They are both selective systemic post-emergence herbicides effectively used for control of woody and herbaceous broadleaf plants along right-

of-ways. The two subarctic study sites were selected to represent very cold and relatively dry interior Alaska conditions (near Delta Junction), as well as the relatively warmer and wetter but still cold mari-time climate (near Valdez).

Each herbicide was applied with a side- mounted broadcast sprayer to plots located in the right-of-way. Herbicide was also applied to an agricultural field in Delta Junction that contained the same vegetation as the nearby study site but had been mowed prior to the herbicide application. Multiple samples from three depths at each plot were taken at defined intervals up to one year after application and analyzed using gas chromatography with mass spectrophotometry. Data on weather conditions and soil temperatures were gathered and integrated into the analysis. Implementation Potential The information derived from this research de-scribes the fate and effectiveness of two representa-tive herbicides in cold climates. This analysis will be considered by the ADOT&PF in its evaluation of whether to include or exclude herbicides in the overall strategy to control vegetation to help assure safe passage on Alaska roadways.

Spray truck used in this study applying herbicide to vegetation at the Delta Junction study site.

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T2-09-02 Alaska Rural Airport Inspection Program

Principal Investigators: David Barnes and Dennis Filler, INE, UAF

ADOT&PF Project Manager: Clark MilneFunding: $160,000 ($80,000 ADOT&PF, $80,000

AUTC)Estimated Completion: September 2011

ProblemThe majority of ADOT&PF’s 256 rural airports are unpaved. It is a challenge to maintain good surface conditions of these gravel runways, aprons, and taxi-ways, given the problems frequently arising from the airports’ remote locations, small communities, harsh climates, poor soils, and seismic activity. Surface problems such as cracking and shoulder sloughing, erosion, and air-quality issues from dust decrease the serviceability of the airports and increase main-tenance costs. The loss of experienced engineers at ADOT&PF who are skilled in assessing and design-ing remediation programs for gravel airport surfaces is another complicating factor in developing strate-

gies to cost-effectively maintain the serviceability of these gravel airport surfaces. ObjectiveThis project will develop an airport inspection sys-tem for unpaved airports in rural Alaska. MethodologyThe project researchers are working collaboratively with ADOT&PF Maintenance and Operations staff to develop, pilot, and implement an airfield condition and support system inspection program that includes inspection methodology and creation of a database and reporting formats. This effort leverages an ongo-ing research project to develop an innovative dust monitoring system to quantitatively assess the effec-tiveness of dust control palliatives. These summer in-spections are being conducted by undergraduate civil engineering students and include visual inspections of the surface and general airfield conditions, obtaining photographs, conducting dust monitoring and field stiffness testing, and collecting samples and conduct-ing lab tests to determine soil properties. Implementation PotentialThis project is expected to result in an immediately implementable inspection program with the op-portunity to enhance workforce development by providing a system suitable for undergraduate civil engineering students to conduct future inspections. Data from the project will help guide maintenance practices to increase effectiveness and decrease costs, and will integrate with ADOT&PF’s asset management systems. The condition reports will also be directly integrated onto ADOT&PF’s aviation system website for regulatory and public access.

UAF civil engineering student Stephanie Young uses a Dynamic Cone Penetrometer (DCP) to evaluate soil strength on Willow Airport’s runway (photo by Angela Parsons, July 2009).

The principal investigator measures a pothole at Birch Creek Airport in summer 2008 while evaluating the performance of dust palliatives (taken from AUTC’s research proposal).

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UAF civil engineering student Travis Eckhoff prepares to collect dust measurements using the UAF-DUSTM device (innovated by the project’s PI, David Barnes) during an inspection of Wasilla Airport (photo by Angela Parsons, July 2009).

T2-10-12 Performance of Dust Palliatives on Unpaved Roads in Rural Alaska

Principal Investigator: David Barnes, UAF Funding: $40,000 ADOT&PF + $107,130 AUTC

+$39,952 ADEC + $47,671 in-kind matchADOT&PF Project Manager: Jim SweeneyCompletion Date: December 2011

ProblemFugitive dust impacts health and quality of life and increases road maintenance costs as material is lost from the road surface. The longevity of dust control products on unpaved surfaces under different con-ditions is only known qualitatively; i.e., when is the road getting too dusty from a visual perspective? Reapplication is either on a set time schedule (i.e. El-liott Highway) or when the road becomes too dusty for travelers. This method can be expensive depend-ing on the palliative used on the unpaved surface. Agencies commonly use calcium chloride (CaCl2), synthetic fluids, and a few promising other products such as enzymatic fluids. These methods might work well but may not be cost effective.

Objective The first objective of this project is to assess the lon-gevity of different palliatives newly applied to rural Alaska village roads over two summer seasons. The second objective is to correlate loftable dust concen-trations measured with UAF-DUSTM (a dust mea-suring instrument) with stationary monitors of the type used by regulatory agencies. Methodology Researchers will monitor dust in three villages (Tanana, Fort Yukon, and Galena) and roads in North Pole and in Point McKenzie, Alaska.Benefits to the StateBetter understanding of dust palliatives in Alaska will enable timely, cost-effective application of these products. Developing this correlation will enable us to determine how much of the measured fugitive dust is due to unpaved roads, a controllable emis-sion source, and how much is due to uncontrollable sources.

TPF-5(145) Western Maintenance Partnership

This Transportation Pooled Fund Program project facilitates collaboration among western states on best practices and knowledge sharing. Details are online at www.pooledfund.org.

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Alaska Technology Transfer (T2)

Housed within ADOT&PF’s Research Section, Technology Transfer (T2) provides support to federal, state, and local governments and other transportation personnel. We are comprised of three programs, integrated to provide a seamless training and technology transfer service.

local tecHnical assistance Program: $280,000

LTAP is a national network of centers funded by FHWA. The LTAP mission is to foster a safe, efficient, and environmentally sound surface trans-portation system by improving skills and increas-ing knowledge of the transportation workforce and decision makers. Each LTAP center adapts its program to address the unique challenges faced by the customers it serves. LTAP’s primary focus is on:• training events and programs,• quarterly newsletter, and• library services.

national HigHway institute: $350,000

Provides transportation-related education programs to ADOT&PF employees to help improve the quality of the state’s highway system by en-hancing economic growth, improving public safety and quality of life, and promoting environmental stewardship. This is accomplished by technology transfer to the planning, design, construction, and maintenance personnel working for Alaska’s trans-portation infrastructure.

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raPid tecHnology transFer: $100,000

State of Alaska program designed to respond to high-value unprogrammed needs related to training and technology transfer. Funds are limited to courses, projects, programs, or equipment that will benefit the maximum number of stakeholders. Use of funds should result in cost savings, lever-aging of external resources, or enhancement of partnerships. Priorities:• Special project seed funds.• Training to meet crucial project needs, mandates,

or consent decrees.

In CY 2008, we provided 70 training sessions to over 2,000 participants from state and local govern-ments and other transportation personnel.

In CY 2009, we provided 111 training sessions to over 1,817 participants from state and local govern-ments and other transportation personnel.

Launched new training management system. Includes on-line enrollment, dynamic calendar and rosters, student profiles, printable participant transcripts and certificates, and on-line training functions.

Sponsored delivery of more pilot courses with the Construction Management Graduate Certificate in partnership with UAF. The partnership contributed to the program’s approval by the UA Board of Regents.

Completed videography on new heavy equipment training videos on loader, plow truck, and grader. All are near final production and ready for final review.

Reorganized Research & T2 website to make it more user friendly and accessible.

Cosponsored four Construction Career Day events: Two in Palmer and two in Fairbanks, for a total of over 2,200 students and 400 educators.

Completed beta testing of on-line environmental training for stormwater and wetlands, designed for on-line training management system. Ready for launch fall of 2010.

Completed Alaska Aviation Construction Safety—Approach to Communication video.

Created partnership with Fairbanks North Star Borough Public Works and Alaska University Trans-portation Center to create a training and outreach program for road service area commissioners and contractors. Ready to launch in fall of 2010.

T 2 Highlights

Documents

Research, Development, & Technology Transfer Tri-annual ...€¦ · ADOT&PF, local transportation agencies, and their partners. RD&T2 provides these services largely through collaborative