TRANSPORTATION INNOVATIONS FROM STATE DOTS … · Simplified SPT Performance-Based Assessment of Liquefaction and Effects Region State DOT Project Title 1 Vermont Agency of Transportation

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TRANSPORTATION INNOVATIONS FROM STATE DOTS

RESEARCHIMPACTS

R&I RAC

Better

Faster

Cheaper

Research Impacts 2019: Better—Faster—Cheaper ii

TABLE OF CONTENTS

INTRODUCTION .................................................................................................................................... 1

Alabama Department of Transportation .............................................................................................. 4 WIM-Based Live Load for Alabama Bridges .............................................................................................. 4

Measurement of Bridge Deck Layout Prior to Concrete Placement ......................................................... 7

Development of a Means to Calculate Project-Specific Liquidated Damages (LDs) on ALDOT Projects Exceeding $20 Million ................................................................................................................. 9

Alaska Department of Transportation and Public Facilities ................................................................ 11 Seismic Repair of Reinforced Concrete Bridge Columns via Plastic Hinge Relocation ........................... 11

Arkansas State Highway and Transportation Department .................................................................. 12 Mapping Subsurface Conditions for Transportation Applications (S16) ................................................ 12

California Department of Transportation (Caltrans) ........................................................................... 14 Determination of In-Situ Precast Concrete Girder Compressive Strength ............................................. 14

Web-Based Processing System for Automating Location and Sequence of Events Coding of Traffic Collision Reports ..................................................................................................................................... 15

Connecticut Department of Transportation ........................................................................................ 17 Connecticut Pedestrian Safety Guide (S16) ............................................................................................ 17

Quantification of Research Benefits ....................................................................................................... 21

Florida Department of Transportation ............................................................................................... 23 Development of Wrong-Way Driving (WWD) Countermeasure Implementation Plan (S16) ................. 23

Georgia Department of Transportation .............................................................................................. 25 Human Resource (HR) Data Tool: Modular System for Supporting Transportation-HR Planning and Decision Making (S16) ............................................................................................................................. 25

Developing a Comprehensive Pavement Condition Evaluation System for Rigid Pavements in Georgia .................................................................................................................................................... 26

The Integration of the Regional MPO Models into the Georgia Statewide Travel Demand Model—Phase 1 .................................................................................................................................................... 28

Estimated Economic and Transportation System Impacts of Selected Georgia Department of Transportation Projects .......................................................................................................................... 29

Idaho Transportation Department ..................................................................................................... 31 Effectiveness of High-Early Strength Concrete as a Cost-Effective Alternative for Connection of Precast Elements in Accelerated Bridge Construction (S16) .................................................................. 31

Illinois Department of Transportation ................................................................................................ 33 Ultrasonic Imaging for Concrete Infrastructure Condition Assessment and Quality Assurance (S16) ... 33

Indiana Department of Transportation .............................................................................................. 35 Strategic Scheduling of Infrastructure Maintenance & Rehabilitation ................................................... 35

Research Impacts 2019: Better—Faster—Cheaper iii

Updating the Crash Modification Factors and Calibrating the IHSDM for Indiana ................................. 37

Assessment of Bridges Subjected to Vehicular Collision ........................................................................ 39

Capital Program Cost Optimization through Contract Aggregation ....................................................... 41

Iowa Department of Transportation .................................................................................................. 43 UHPC for Bridge Deck Overlays (B) ......................................................................................................... 43

Hybrid Concrete for Advancing Pavement Performance ........................................................................ 45

Virtual Reality Implementation for Public Engagement (S) .................................................................... 46

Orange Work Zone Pavement Marking Midwest Field Test ................................................................... 47

Kansas Department of Transportation ............................................................................................... 49 Updating the Lane Closure Guide for Urban Highways in Kansas .......................................................... 49

Evaluate the Effectiveness of High Friction Surfaces to Mitigate Highway Tire Noise ........................... 50

Development of a Load Distribution Program for Design and Load Rating of Buried Culverts and Pipes (S16) ............................................................................................................................................... 51

Improving the Accuracy and Applicability of Kansas Traffic Data ........................................................... 52

Kentucky Transportation Cabinet ....................................................................................................... 53 Collecting Taxes and Fees Using the Observation System ...................................................................... 53

Safety Concepts for Workers (S) ............................................................................................................. 55

Retrofit of Impacted Bridge Girders—KY 562 over I-71 Bridge in Gallatin County, KY ........................... 57

Louisiana Department of Transportation and Development ............................................................... 58 Enhancement of Flexible Pavement Design Using Geosynthetic Reinforcement .................................. 58

Evaluation of Non-Destructive Density Determination for QA/QC Acceptance Testing ........................ 59

Maine Department of Transportation ................................................................................................ 60 NETC 13-3 Phase II: Development of Implementation Plan for Unified Quality Assurance (QA) Processes of Precast and Prestressed Concrete Elements (PCE/PSE) for New England (B) ................... 60

Massachusetts Department of Transportation ................................................................................... 61 Performance of Adhesive and Cementitious Anchoring Systems (S16) ................................................. 61

Michigan Department of Transportation ............................................................................................ 63 Bridge Scour Technology Transfer Event and Website ........................................................................... 63

The Sidepath Intersection and Crossing Treatment Guide (S) ................................................................ 65

Developing Michigan Pedestrian and Bicycle Safety Models and Web Tool .......................................... 67

Development of Secondary Route Bridge Design Plan Guide Drawings (B) ........................................... 69

Minnesota Department of Transportation ......................................................................................... 71 Optimal Culvert Designs for Aquatic Organisms and Stream Connectivity ............................................ 71

Affordable Bridge Girder End Repair Method Restores Concrete Beams to Original Strength (S16) .... 72

Adding Snowplow Camera Images to MnDOT's Traveler Information System ...................................... 74

Research Impacts 2019: Better—Faster—Cheaper iv

Mississippi Department of Transportation ......................................................................................... 75 Knowledge of Effects of Different Mississippi Soil Deposits on Pavement Performance ....................... 75

Missouri Department of Transportation ............................................................................................. 76 Impact of Missouri's Public Ports (S16) ................................................................................................... 76

Field Implementation Using Crumb Rubber Aggregate in Chip Seals ..................................................... 78

Montana Department of Transportation ............................................................................................ 80 Development of Non-Proprietary Ultra-High Performance Concrete—Phase 1 .................................... 80

Investigation of Prefabricated Steel Truss/Bridge Deck Systems (B) ...................................................... 82

Advanced Methodology to Determine Highway Construction Cost Index (HCCI) .................................. 84

MDT Wildlife Accommodations Process ................................................................................................. 86

Effective Production Rate Estimation Using Construction Daily Work Report Data .............................. 88

Nevada Department of Transportation .............................................................................................. 90 Streamlined Automated Procedure to Identify No-Passing Zones Using Existing Nevada DOT Resources ................................................................................................................................................ 90

Prioritization of Wildlife-Vehicle Conflict in Nevada (S) ......................................................................... 93

New Hampshire Department of Transportation ................................................................................. 95 Gusset-less Truss Connection Physical and Structural Model to Aid Bridge Inspection and Condition Assessment (B) ....................................................................................................................... 95

New Jersey Department of Transportation ......................................................................................... 97 New Protocol for Accepting Over-Coating Paint Systems on Steel Surfaces (S16) ................................. 97

Environmental Impacts of Reclaimed Asphalt Pavement (RAP) ............................................................. 99

Local Access Management Regulations ................................................................................................ 102

New Mexico Department of Transportation ..................................................................................... 103 Free Energy Solar Highway Program (S16) ........................................................................................... 103

North Carolina Department of Transportation ................................................................................. 105 Chip Seal Construction Variability and Its Impact on Performance ...................................................... 105

Preventive Maintenance Criteria Validation ......................................................................................... 108

Compatibility Testing of Supplemental Fall Protection Devices on NCDOT Bridges (B) ....................... 111

Capturing and Communicating the Value of NCDOT Research ............................................................ 113

Ohio Department of Transportation ................................................................................................. 114 Evaluation of Reserve Shear Capacity of Bridge Pier Caps Using the Deep Beam Theory ................... 114

Extended Life Concrete Bridge Decks Utilizing Internal Curing to Reduce Cracking: Final Report ....... 117

South Carolina Department of Transportation ................................................................................. 120 Development of SC Databases and Calibration Factors for the Highway Safety Manual (HSM) .......... 120

Compliance with the United States Environmental Protection Agency (USEPA) Effluent Limitation Guidelines – Turbidity Control and Surface Outlets ............................................................................. 122

Research Impacts 2019: Better—Faster—Cheaper v

Implementation of the U.S. Geological Survey’s StreamStats Application for South Carolina Department of Transportation (S16) .................................................................................................... 124

Texas Department of Transportation ............................................................................................... 126 Exploring Rapid Repair Methods for Embankment Slope Failure (S16) ............................................... 126

Application of a Laser Scanning System to Dynamic Friction Test Specimens: Correlation Between Texture and Friction .............................................................................................................................. 128

Assessment of Curb Inlet Interception Capacity ................................................................................... 130

Utah Department of Transportation ................................................................................................ 132 Accuracy of Traffic Volume and Speed Data for Automated Traffic Signal Performance Measures .... 132

Simplified SPT Performance-Based Assessment of Liquefaction and Effects (S16) .............................. 134

Vermont Agency of Transportation .................................................................................................. 136 New England Transportation Consortium (NETC) Quick Response: Cross-Border Connected and Automated Vehicles (S) ......................................................................................................................... 136

Real-Time Pavement Condition Ratings by Vermont Drivers: Assessing the Condition of Road Segments Through a Location-Based Smartphone App ....................................................................... 137

VTrans Employee Retention and Knowledge Management Study (S16) .............................................. 139

Development of Pay Factors for QA/QC Concrete Compressive Strength ........................................... 141

Washington State Department of Transportation ........................................................................... 143 Bridge Element Deterioration ............................................................................................................... 143

Field Analysis of Wood Guardrail Post Decay ....................................................................................... 145

Coordinated Traffic Incident & Congestion Management (TIM-CM): Mitigating Regional Impacts of Major Traffic Incidents in the Seattle I-5 Corridor ................................................................................ 147

Promises of Data from Emerging Technologies for Transportation Applications: Puget Sound Region Case Study ................................................................................................................................. 149

Pilot Testing of SHRP2 Reliability Data and Analytical Products: Washington ..................................... 152

Wisconsin Department of Transportation ......................................................................................... 155 Concrete Joint Sawing Practices and Impacts on Durability ................................................................. 155

Regressing Air Voids for Balanced Mix Design ...................................................................................... 157

Self-Consolidating Concrete for Prestressed Bridge Girders ................................................................ 158

Fresh Air Content Test Methods and Analysis of Hardened Air Content in Concrete Pavements ....... 160

Wyoming Department of Transportation ......................................................................................... 162 Traffic Thresholds in Deer Road-Crossing Behavior .............................................................................. 162

A Comprehensive Technology Assessment for Highway Avalanche Hazard Management: Choosing the Right Tool for the Job ...................................................................................................................... 165

Research Impacts 2019: Better—Faster—Cheaper 1

INTRODUCTION

Research Impacts 2019: Better—Faster—Cheaper

This publication is the latest annual compilation of high value research results submitted by state departments of transportation (DOTs). The research summaries are solicited and published every year by the Value of Research Task Force of the American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Committee (RAC). State DOTs are encouraged to submit innovative projects that impact transportation agencies’ practices and policies and that benefit the traveling public.

Award-Winning “Sweet Sixteen” Projects

From among all the submissions in this volume, each of the four RAC geographic regions voted to select its top four research projects (no more than one project per state) to form the AASHTO Research “Sweet Sixteen” Awards.

• States selected for a Sweet Sixteen award were invited to give a poster session presentation at the Sweet Sixteen session at the AASHTO RAC and Transportation Research Board (TRB) State Representatives summer meeting in Santa Fe, New Mexico.

• The projects are highlighted in a four-page AASHTO brochure, “Research Makes the Difference 2019,” which is available on the AASHTO website (research.transportation.org/research-makes-the-difference).

In this compendium, the Sweet Sixteen projects are indicated with (S16) in the table of contents and a trophy icon on their corresponding project pages.

Region State DOT Project Title

1 Connecticut DOT

New Jersey DOT Vermont Agency of Transportation Massachusetts DOT

Pedestrian Safety Guide

New Protocol for Accepting Over-Coating Paint on Steel

VTrans Employee Retention and Knowledge Management Study Performance of Adhesive and Cementitious Anchoring Systems

2 Arkansas DOT Georgia DOT Florida DOT

South Carolina DOT

Mapping Subsurface Conditions for Transportation Applications

Human Resource (HR) Data Tool: Modular System for Supporting Transportation-HR Planning and Decision Making

Development of Wrong-Way Driving (WWD) Countermeasure Implementation Plan

Implementation of the U.S. Geological Survey’s StreamStats Application for SCDOT

Sweet 16

https://research.transportation.org/research-makes-the-difference/


High Value Research in Safety and Bridges/Structures and Hydraulics

Additionally, AASHTO publishes two topic-specific brochures each year to highlight key research areas. The topics for 2019 were safety and bridges/structures and hydraulics, and each of the RAC regions voted to select one to two additional projects for each brochure. The 2019 brochures highlight the projects below. In this compendium, featured safety projects are indicated with (S) and featured bridges/structures and hydraulics projects are indicated with (B) in the table of contents and with ribbon icons on their corresponding project pages.

Safety Research

3 Illinois DOT Minnesota DOT Kansas DOT Missouri DOT

Ultrasonic Imaging for Concrete Infrastructure Condition Assessment and Quality Assurance

Affordable Bridge Girder End Repair Method Restores Concrete Beams to Original Strength

Development of a Load Distribution Program for Design and Load Rating of Buried Culverts and Pipes

Impact of Missouri's Public Ports

4 Idaho Transportation Department New Mexico DOT Texas DOT Utah DOT

Effectiveness of High-Early Strength Concrete as a Cost-Effective Alternative for Connection of Precast Elements in Accelerated Bridge Construction

Free Energy Solar Highway Program

Exploring Rapid Repair Methods for Embankment Slope Failure

Simplified SPT Performance-Based Assessment of Liquefaction and Effects

Region State DOT Project Title 1 Vermont Agency of

Transportation New England Transportation Consortium (NETC) Quick Response: Cross-Border Connected and Automated Vehicles

2 Kentucky Transportation Cabinet

Safety Concepts for Workers

3 Iowa DOT Michigan DOT

Virtual Reality Implementation for Public Engagement

The Sidepath Intersection and Crossing Treatment Guide 4 Nevada DOT Prioritization of Wildlife-Vehicle Conflict in Nevada

Safety Bridges


Bridges/Structures and Hydraulics Research

Learn More

The electronic version of this document, as well as the “Research Makes the Difference 2019,” “Safety Research 2019,” and “Bridges/Structures and Hydraulics Research 2019” brochures may be found in the RAC Value of Research Task Force document library on AASHTO’s research website (research.transportation.org/rac-value-of-research-task-force-document-library).

Acknowledgments

Cover image sources (top to bottom): Nevada DOT Location Services, Idaho DOT, New England Transportation Consortium, Iowa DOT

Region State DOT Project Title 1 New Hampshire

DOT Maine DOT

Gusset-Less Truss Connection Model NETC 13-3 Phase II Implementation Plan for QA Processes of Precast and Prestressed Concrete Elements

2 North Carolina DOT Compatibility Testing of Supplemental Fall Protection Devices on NCDOT Bridges

3 Michigan DOT Iowa DOT

Development of Secondary Route Bridge Design Plan Guide Drawings UHPC for Bridge Deck Overlays

4 Montana DOT Investigation of Prefabricated Steel Truss/Bridge Deck Systems

https://research.transportation.org/rac-value-of-research-task-force-document-library/


Alabama Department of Transportation

WIM-Based Live Load for Alabama Bridges

Project ID 930-870

Cost $97,956

Duration 21 months

Submitter Alabama Department of Transportation Ron Johnson 1409 Coliseum Boulevard Montgomery, Alabama 36110 334-353-6944

Links Report available upon request

Research and Results

Overarching conclusions regarding live load: The WIM database for Alabama includes 97 million vehicles. After filtering to eliminate vehicles lighter than 20 kips and questionable records, the data were reduced to 57 million. The collected records were provided from 13 WIM stations and they cover a period of nine years (2006–2014). The statistical parameters are determined for GVW and live load effects such as moment and shear forces. The data can be considered as representative for the state of Alabama. About 50% of the original database was filtered out as lightweight vehicles or incorrect readings. In particular, this percentage varies from 5% (934—Sumiton, US78 and 965—Shorter, I-85) to 80% (US-231). Permit trucks and illegally overloaded vehicles were identified using the filtering criteria II previously developed and used in SHRP2 R19B and NCHRP 12-83. The percentage of permit trucks and illegally overloaded vehicles is less than 0.1% for most locations, but about 1% for 963 (Grand Bay, I-10). According to permit criteria listed in the Alabama code (2015), about 10% of recorded truck traffic (data remained after filtering I) requires either a regular or special permit. Location-wise, about 5% of the truck/traffic requires a permit. On average, about 10% of all recorded vehicles are heavier than 80 kips. The mean value of truck GVW varies from 30 to 60 kips. The heaviest vehicles with GVW of about 300 kips were recorded in Alabama in 2006–2008. There is no significant variation in GVW with regard to the time of taking records.

However, the maximum values of GVW decreased from 300 kips in 2006–2008 to 220 kips in 2009–2014. The most recent records have a cut-off region at the upper tail of the CDF curves. It indicates a certain limitation of the maximum recorded truck weight. Vehicle class 9 (five-axle, single trailer truck) is


the most common type for Alabama as well as in other states. However, class 9 is not the dominating type for location 963 and years 2013 and 2014. The heaviest vehicles in this location mostly belong to class 13 (multi-trailer, seven- or more-axle trucks). CDFs of the bending moment ratios demonstrate certain changes with regard to the time and region. Thus, during 2006–2007, the distribution curves show a similar shape for all considered span lengths for all locations (mean value—below 0.5, maximum—around 2). In 2008, a significant increase in the maximum moment ratios for locations 961 (Mobile, I-85) and 965 (Shorter, I-85) for all span lengths (2.5 for 30 ft span and above 2 for 200 ft). Since 2009, long span moment ratios are mostly around 1 for most locations, while short span ratios decreased to 1.5 in most locations and then increased to 2–2.5 for locations US-231 and 963 (Grand Bay, I-10). However, the 2009–2012 WIM database was represented by a few locations; the shapes of CDFs for the same locations are consistent. Vehicle class 7 (single-unit, four- or more-axle truck) caused the highest bending moment for short (30 ft) spans, while class 13 (multi-trailer, six-axle trucks) controls longer spans. The changes in moment ratio distribution are mostly caused by changes in traffic mix over the years. Thus, the population of the vehicles of class 7–10 with GVW over 100 kips is highest (%) in 2013–2014 in location 963 (Grand Bay, I-10).

There is a visible change of traffic at location 963 (I-10) from 2008 to 2013. In 2008, the CDFs of GVW were about the same for three WIM stations on I-10, one in Alabama, one in Florida, and one in Mississippi. The 2013 records show that even though the maximum GVW decreased, the moment and shear force ratio drastically increased, for short spans from 1.5 to 2.1. A state load model was developed that based the extrapolation of the upper tail of the moment and shear ratio CDFs. This approach allowed calculation of the maximum live load effect for different periods of time. Thus, the maximum moment ratio for 75 years is below 1.5 for most locations and span lengths. The maximum expected moment ratio for 30 ft span reaches 3.0 in locations 963 (Grand Bay, I-10) and 2.2 in 931 (Athens, I-65), 961 (Mobile, I-65) respectively. The maximum ratio for 200 ft is 1.8 in the location 918 (Bucksville, I-20). The slope of the CDF’s upper tail is sensitive to the number of records in the database. It also represents the distribution of less than 1% of all records. These trucks mostly belong to the permit or illegally overloaded category of vehicles due to the GVW and axial configuration. Excluding this 0.005% of records will result in the maximum expected live load effects 1.67 for 30 ft span and 1.45 for 200 ft with 10,000 ADTT. It is similar to the live load model developed based on the FHWA and NCHRP WIM database. 126 8.2.

Recommendations: 1) Continue WIM data collection. Weight-in-motion data are an important source of information about the actual traffic load presented in the particular region or state. Traffic records are also weighty in terms of the frequency and configuration of vehicles and can be widely used for road planning, bridge evaluation, design live load modeling, damage accumulation models, etc. 2) Develop continuous WIM records. The obtained database was irregular with several years missed. To analyze changes in truck traffic configuration, it is important to operate a permanently collected database. 3) Ensure the accuracy of recording devices. GVW analysis of the different classes of vehicles indicated a significant percentage of vehicles loaded over their physical limit. The system of vehicle class determination should be verified in the WIM system algorithm. Similarly, data filtering indicated a number of systematic errors in records (0-axle spacing, missing axle loads, partial records of the vehicles and incorrect classification). Thus, the calibration of the WIM systems as well as testing the routine for the data processing is useful. 4) Prioritize WIM stations upgrades/calibration. Analysis of WIM data from locations 961, 963, and 964 demonstrated significant changes in truck load distribution over the time of taking records. Thus, these WIM stations should be calibrated prior to the others. 5) Upgrade WIM stations with cameras to provide visual information. The B-WIM station was initially equipped with a


camera, and visual information about the traffic configuration was provided to the research group. These data were useful for verification of the actual WIM records from this site, as well as identification of possible errors and potentially harmful truck configurations. 6) Conduct real-time WIM data processing. Substantial changes in truck traffic distribution, as well as the load effects, can be noticed in real time. The algorithms that can be used in real time to process the raw WIM data can be useful. 7) Identify permits and police citations. A certain percentage of the recorded vehicles can be classified as permit or illegally overloaded. The actual database of issued permits should be considered along with WIM data records to determine the actual percentage and configuration of illegal vehicles.



Measurement of Bridge Deck Layout Prior to Concrete Placement

Project ID 930-900

Cost $138,488

Duration 23 months




Conclusions: Two bridge decks were measured using laser scanners and a robotic total station for this project. The two research questions were:

• Could the bridge deck layout (forms, rebar layers and bottom of screed) be measured with sufficient accuracy to serve as a check on the adequacy of the contractor’s work?

• Could the measurements be taken and the data processed in a timely manner so as not to overly delay the contractor?

Since neither of the two bridges yielded measurements of sufficient accuracy to serve as a check on the contractor, the answer to Question 1 is “no.” The measurements were not wildly off, however, considering the first-time nature of this work. Future bridge deck measurements would likely be more accurate. The answer to Question 2 is also “no.” Faro produces state-of-the-art software for constructing models of building interiors from scan data. However, no software currently exists for constructing a model of a bridge deck from scan data. As a result, no special time-saving and accuracy-improving tools exist for the data processing tasks. One of the principal data processing challenges consisted of identifying individual reinforcing bars from millions of overlapping point measurements (the point cloud). A software tool for this purpose would both speed up the process and improve the accuracy of measuring rebar mats.


Recommendations: Bridge decks on two different bridges were scanned and the data processed to provide a check on the contractor’s deck layout (forms, rebar mat, and bottom of screed). While laser scanners now exist with sufficient capacity and accuracy to measure a bridge deck layout, obtaining useful information from the data was a big challenge. Probably the biggest obstacle occurred during the data processing phase: identification of individual rebar in an extensive rebar mat was difficult and time-consuming. We recommend revisiting this topic in several years after scanner and data processing technology have improved. On another note, 3D bridge modeling capability could be linked with 3D measurement equipment to help the contractor lay out the forms (especially the cantilever sections), rebar, and screed supports. This would likely be an improvement in both time and accuracy over current field-calculated offsets and hand measurements.



Development of a Means to Calculate Project-Specific Liquidated Damages (LDs) on ALDOT Projects Exceeding $20 Million

Project ID 930-932

Cost $142,446

Duration 23 months




ALDOT used SPSS software to conduct multiple regression analyses on project-specific data to create a project-specific LD calculation method and tested seven combinations of three different variables to monitor their accuracy when computing daily E&I costs. An initial validation process of the cleaned database 14 showed that a 10-year model was suitable when creating equations for LD rates. The values began to level out at 10 years of data. This was reinforced using the Moving Window Cross-Validation method, where other 10-year sets of data were used to create seven LD equations based on three variables. In the project-level performance analysis, each of the seven models had a more accurate average percent error (-13% to 2%) than the current ALDOT method (-29%). The mean absolute percent error values (MAPE) of the models ranged from 35% to 48%, while the current ALDOT method had a MAPE of 36%. The agency-level performance for late projects analysis showed that each of the seven models recovered damages at a more accurate rate than the current ALDOT model. The percent recovery range of the seven models was 88% to 115%, while ALDOT recovered only 73%.

Error estimates were plotted for each of the seven models against the ALDOT method, which showed a more equitable distribution of risk between ALDOT and the contractor. From the Levene’s test, used to determine if variances across different models are equal, it was determined that the seven new models had similar variances and could be considered homogenous. The ANOVA test further reinforced the similarity in models by showing a lack of statistical difference between the mean errors of each model.


All seven models perform similarly. After conducting a sensitivity analysis based on number of data years, a moving window analysis with differing variable combinations, and a final model analysis (error plots, Levene’s test, ANOVA test), it was determined that ALDOT would gain similar benefits from any of the seven models. In-depth data analysis was also conducted on the most successful state method from the previous analysis, which was the %E&I method used by Oregon and Washington. In the project-level performance analysis, all five models had a more accurate average percent error (-12% to 10%) than the current ALDOT method (-29%). The mean absolute percent error (MAPE) values of the models ranged from 34% to 38%, while the current ALDOT method had a MAPE of 36%. The agency-level performance for late projects analysis showed that four of the five models recovered damages at a more accurate rate than the current ALDOT model. The percent recovery range of the seven models was 106% to 133%, in comparison to the 73% recovery currently achieved by ALDOT. In a similar way, as done with the multiple regression models, error estimates were plotted for each of the five models against the ALDOT method, also showing a more equitable distribution of risk between ALDOT and the contractor. The distribution of risk was even more equitable than the distribution offered by the multiple regression models. The Levene’s and ANOVA tests also allowed ALDOT to strongly assume that all five of the %E&I models perform similarly in terms of their average errors and variability. As a final recommendation from this study, ALDOT should consider implementing the 8.5% E&I method for the following two reasons: 1) The use of a %E&I is simpler than the implementation of multiple regression models, which would offer a similar estimating performance; and 2) all %E&I show a similar performance, but 8.5% of the time, it produced more accurate results than the current ALDOT method at both the project level and agency level and it created a more balanced risk share between the agency and contractor (60% to 40%) than is currently in place (85% to 15%).


Alaska Department of Transportation and Public Facilities

Seismic Repair of Reinforced Concrete Bridge Columns via Plastic Hinge Relocation

Project ID 4000142

Cost $228,000

Duration 40 months

Submitter Alaska Department of Transportation and Public Facilities Anne Zenger, Director P.O. Box 112500 3132 Channel Drive Juneau, Alaska 99811-2500 907-465-3911

Links http://dot.alaska.gov/stwddes/research/assets/pdf/4000-142v2.pdf


The bridge design engineer has pre-qualified repair techniques that can be rapidly deployed according to the damage level observed after an earthquake. The cost savings to the State of Alaska will be significant when bridges that would otherwise need to be replaced can be repaired. Further, the indirect economic and social impacts of not rapidly returning a bridge to service following an extreme event will be many times greater than the direct replacement cost, particularly considering the lack of redundancy in the Alaskan road transportation network.

https://nam04.safelinks.protection.outlook.com/?url=http%3A%2F%2Fdot.alaska.gov%2Fstwddes%2Fresearch%2Fassets%2Fpdf%2F4000-142v2.pdf&data=02%7C01%7CJennifer.Sharp%40erg.com%7C143d886dc5654668c60508d73e13fd33%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C1%7C637046127917686157&sdata=%2BWxfn15FLZpz%2BynvnIn9%2BvCyEyH7JRroCjfonZHtIP8%3D&reserved=0


Arkansas State Highway and Transportation Department

Mapping Subsurface Conditions for Transportation Applications (S16)

Project ID TRC1803

Cost $451,912

Duration 35 months

Submitter Arkansas State Highway and Transportation Department Elisha Wright-Kehner Arkansas Department of Transportation 10324 Interstate 30 Little Rock, Arkansas 72209 501-569-2074

Links http://www.ardot.gov/System_Info_and_Research/TRC/Presentations/2018 Spring TRC Presentations in pdf/5-17-2018 Thursday/203-204/Session 2/2 - Wood -TRC 1803 Presentation.pdf


The overarching objective of this research effort is to examine the applicability of using various geophysical methods to map problematic soil and rock conditions along highway alignments. Four sites will be tested (two in Phase I and two in Phase II) where shallow bedrock exists or where slope stability problems exist. The advantages, benefits, costs, and limitations of each geophysical method will be examined in Phase I of the project, and the preferred geophysical equipment/method will be chosen and purchased as part of Phase II. In Phase ll, two sites will be tested to further examine the accuracy of the method and develop best practices for field testing. Finally, training and a testing guidebook will be provided to AHTD on the use of the equipment/method. The plan for this research is to:

1. Identify ARDOT project sites that could benefit from geophysical testing.

2. Analyze collected field data to determine accuracy, advantages, benefits, cost, and limitations of each geophysical method for specific tasks.

3. Recommend a system to purchase.

4. Conduct field trials on ARDOT sites to develop best practices and sample datasets for the equipment.

Sweet 16

http://www.ardot.gov/System_Info_and_Research/TRC/Presentations/2018%20Spring%20TRC%20Presentations%20in%20pdf/5-17-2018%20Thursday/203-204/Session%202/2%20-%20Wood%20-TRC%201803%20Presentation.pdf




5. Conduct slope stability analyses on sites using geophysical and other data from the tested slope stability site.

6. Produce project deliverables and provide training. Implementation has already been utilized in three construction projects, saving ARDOT over $750,000. Once fully implemented, this project is estimated to save ARDOT over $3 million in the first year.


California Department of Transportation (Caltrans)

Determination of In-Situ Precast Concrete Girder Compressive Strength

Project ID Task 2748

Cost $247,176

Duration 21 months

Submitter California Department of Transportation (Caltrans) Larry Baumeister 1727 30th Street, 3rd Floor, MS-83 Sacramento, California 95816 916-227-2197

Links https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/final-reports/ca17-2748-finalreport-a11y.pdf


The outcome of this research will help Caltrans to reliably estimate the concrete strength of precast/post-stress I-girder bridges, which is needed to increase the capacity recognition of these bridges. Additionally, seismic strengthening upgrades on bridges can be assessed more accurately. Without in-situ concrete strength determination, it was anticipated that the majority of California's precast girder bridges would require strengthening or replacement, resulting in millions of dollars in unnecessary upgrades.

https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/final-reports/ca17-2748-finalreport-a11y.pdf

https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/final-reports/ca17-2748-finalreport-a11y.pdf


California Department of Transportation (Caltrans)

Web-Based Processing System for Automating Location and Sequence of Events Coding of Traffic Collision Reports

Project ID P1015

Cost $891,389

Duration 44 months

Submitter California Department of Transportation (Caltrans) Hamid Ikram 1120 N Street, 5th Floor Sacramento, CA 95814 916-654-4481

Links https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/research-notes/task2906-rns-11-15-a11y.pdf


This research project has developed a web-based application that can extract data from traffic collision reports (TCRs) and perform location coding and sequence of events coding of TCRs. Data can be extracted from digital as well as PDF files of TCRs and is automatically stored in a database that can be used to perform traffic safety analysis activities, including the following: evaluating the trends of collisions on California highways, identifying work site attributes that reduce the risk of collision, and determining positive protection devices to mitigate the risk and injury in intrusion accidents, etc. This project evaluated and developed methods and algorithms using open source software for streamlining and digitizing the process of TCRs coding and populating the Traffic Accident Surveillance and Analysis System (TASAS) database. A pilot study was conducted to test and debug the system developed. The research team is working with Caltrans Information Technology to integrate the developed system into the Caltrans workflow. TASAS is an electronic database that contains traffic collisions data for approximately 15,200 miles of highway, 20,000 intersections, and 16,000 ramps in California. Each collision record in the database is referenced to a post mile address that ties to the highway database. The Caltrans collision coding unit processes TCRs and assigns them specific post mile values. The collision detail information is then transferred to the Statewide Integrated Traffic Records System (SWITRS) and TASAS databases. Automating the extraction of data from TCRs, populating the database,

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https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/research-notes/task2906-rns-11-15-a11y.pdf


coding the collision post mile location, and coding the sequence of events of TCRs can help improve safety and efficiency.


Connecticut Department of Transportation

Connecticut Pedestrian Safety Guide (S16)

Project ID SPR-2303

Cost $396,528

Duration 20 months

Submitter Connecticut Department of Transportation Flavia Pereira 2800 Berlin Turnpike P.O. Box 317546. Newington, Connecticut 06111 860-594-2000

Links https://www.ct.gov/dot/lib/dot/documents/dresearch/CT-2303-F-19-1.pdf


In 2016, Connecticut ranked 20th in the National Highway Traffic Safety Administration’s (NHTSA) ranking of state’s pedestrian fatality rates, with a pedestrian fatality rate of 1.65 per 100,000 population. Despite having a population that is roughly 91 times smaller than the entire U.S. population, the state’s pedestrian fatality rate is not much better than the national rate of 1.88. Crash data analysis from 2015 to 2017 suggested that many of the pedestrians who were killed or suffered a suspected serious injury in these crashes were between 25 to 34 years old. This is unlike national traffic safety trends where a greater proportion of pedestrians who are killed are either younger or older and most middle-aged adults are driving vehicles. Just under 40% of pedestrian-involved crashes occurred at or near an intersection. Using historical pedestrian crash data from 2015 to 2017 occurring on state highways and local roads, four different analytic methods were used to rank and identify the hotspot locations, each method utilizing different performance measures and proximity analysis techniques. A brief description of each method is presented:

• Method 1: Three-year crash totals—no buffer distance. Three-year crash totals for eachintersection were used as the performance measure for this method. The site with the largestfrequency of crashes in the three-year period is given the highest rank. The site with the secondhighest number of total crashes is ranked second, and so on. In this method, each crash wasassigned to the nearest possible intersection based on planar distances. The limitations of this

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method include no separation of pedestrian crashes at the midblock crossing, treating all the crashes as intersection-related crashes, and not accounting for crash weights/costs (i.e., treating all crashes with similar weights).

• Method 2: Three-year crash totals—250 feet buffer distance. A buffer of 250 feet around each intersection was used to define the intersection-related pedestrian crashes and to separate the midblock crossing crashes from the total crashes. The limitations of this method include excluding pedestrian crashes at the midblock crossing and not accounting for crash weights/costs (i.e., treating all crashes with similar weights).

• Method 3: Three-year crash totals—500 feet buffer distance. In Method 3, the buffer distance of 250 feet used in Method 2 was increased to 500 feet around each intersection to see the differences in hotspot rankings. A total of 522 crashes out of 4,407 crashes were excluded from crash assignment to the intersection. Like Method 2, this method does not account for crash weights/costs.

• Method 4: Equivalent property damage only (EPDO) three-year crash totals—250 feet buffer distance. The EPDO total three-year crashes per intersection assigns weighting factors to crashes by severity (fatal, severe injury, non-incapacitating injury, possible injury, and PDO) to develop a combined frequency and severity score per intersection. This method was used as the performance measure to address the limitation of treating all crashes with similar weight. Despite the differences between the four methods of analyses, several of the same locations appeared in the results for each. In order to further rank the intersection sites, the severity of crashes was also considered. Intersections that exhibited higher cases of fatal and serious-injury crashes were weighted more heavily. Site selection for the pedestrian safety study was accomplished utilizing a combination of the results of the pedestrian crash data analysis, as well as direct input from CTDOT regarding predetermined targeted areas of interest for further research. Fourteen locations around the state were selected for the 2017 Pedestrian Safety Study. Video footage of pedestrian behaviors was captured from December 2017 to August 2018. This footage was obtained via CTDOT-issued Leetron Vision, LLC, traffic monitoring cameras. These cameras are equipped with “AI Count”—a portable, real-time, video-based traffic counting system.

The cameras were mounted on two traffic light poles at opposite ends of the intersection and set to record activity for approximately two to three days in each location. CTDOT personnel were responsible for installation and collection of data from cameras. In addition, video footage provided by the Western Connecticut Council of Governments was included in the observations. Graduate students hired and supervised by the CTSRC were responsible for viewing the collected video footage and documenting the observed behaviors of pedestrians. The data collected focused on pedestrian characteristics, misuse events, distraction events, behavior in cases of conflict, and environmental variables. For the purpose of this study, ideal pedestrian behavior was considered to mean the following: “pedestrian crosses road using designated crosswalk, pedestrian waits for pedestrian ‘walk’ signal before crossing, pedestrian looked both ways for vehicles before crossing, and pedestrian is not distracted while crossing.” If any one of the above conditions was not met by the pedestrian while crossing, then it was considered as atypical/risky behavior, and that information was then collected and entered in our database. For pedestrians exhibiting risky behavior, data was collected for the following items:

• Site conditions: intersection, start time, end time, age, race, gender, visibility on road, road conditions, light conditions, was pedestrian clearly visible, reasons for pedestrian obscurity.


• Pedestrian actions: pedestrian looked for vehicles/waited before crossing; misuse of crosswalk; whether pedestrian was distracted or not; possibility of conflict with vehicle; pedestrian actions in case of conflict; pedestrian use of crosswalk, ramp, island, or signal; eating; grooming; jay-walking; jogging; listening to music; looking at electronics; using a wheelchair; pushing a wheelchair/stroller; running; smoking; talking on the phone; talking with a person; texting; walking a pet.

• Presence in crosswalk: bicycle, jogger, vehicle, wheelchair, blind person, disabled person, scooter, skateboard, rollerblade, Segway, baby stroller, crossing guard.

From this list, the study team decided to concentrate the focus of the analysis on four main classifications of risky pedestrian behavior:

1. Whether the pedestrian looked for vehicles.

2. Whether the pedestrian waited before crossing.

3. Whether the pedestrian was distracted or not (listening to music, looking at electronics, talking on the phone, or texting).

4. Pedestrian use of crosswalk, ramp, island, or signal.

A total of 9,769 pedestrians were found to exhibit some form of risky behavior out of a total pedestrian volume of 38,768 (25%).

Analysis is focused on the 7,737 pedestrians who exhibited risky behaviors at the six intersections. General findings suggest distraction is not as prevalent among pedestrian populations as general risky behaviors are. Distraction was present in 31.13% of those pedestrians who were exhibiting risky behaviors but in only 5.24% of the overall study population. However, study locations with a high percentage of observed pedestrians exhibiting risky behavior usually also had a greater proportion of distracted pedestrians. The exception to this was the New Haven location of Chapel Street at Temple Street. Observations of this intersection revealed the highest percentage of pedestrians exhibiting risky behaviors for the whole study (28.59%) but the lowest rate of distracted pedestrians (1.96%) and the lowest proportion of those exhibiting risky and distracted behaviors (6.86%). The study results exposed a large number of pedestrians who did not wait for the appropriate pedestrian signal to cross—more than 86%. Pedestrians either did not utilize the available signal at all or did not wait for the signal to change before they started walking across the intersection. There were no substantial findings in terms of age, gender, or race cohorts. This safety guide is intended to serve those working towards CTDOT’s goal of zero traffic-related deaths. Transportation engineers, law enforcement, town and regional planners, injury prevention specialists, and others are encouraged to read through the findings of the pedestrian study for each location and determine if the site-specific countermeasures could be applied to traffic safety issues in their target areas. This guide is unique in that it ties together the industry’s current best practices and the results of naturalistic observation to attack pedestrian-specific traffic safety issues in targeted areas. Another rare component of this safety guide is that it focuses exclusively on countermeasures to change the behavior of pedestrians. Countless other national and state-released safety guides understandably focus heavily on motorists’ actions behind the wheel to try and diminish pedestrian-vehicle collisions. The purpose of the observational study, however, was to try a different approach of examining pedestrian behaviors in a naturalistic environment and determine how those observations could serve to combat this population’s risky behaviors. Based on the observations, strategies and safety improvements were proposed, which included education-based, enforcement-based, and engineering-based strategies.


Benefits

This study helped better focus the state’s funding and resources on the areas that have the greatest opportunity to reduce the rate of fatalities, injuries, and crashes involving pedestrians. The study provided a detailed summary of site-specific condition analysis at each of the intersections studied and specific strategies for each of the sites. Guidance for pedestrian safety improvements by way of educational, enforcement, and engineering approaches was a major outcome of the study. A full-scale, state-of-the-art driving simulator was purchased as part of the project for further studies.


Connecticut Department of Transportation

Quantification of Research Benefits

Project ID NETC 17-2

Cost $50,000

Duration 7 months

Submitter Connecticut Department of Transportation Flavia Pereira 2800 Berlin Turnpike P.O. Box 317546. Newington, Connecticut 06111 860-594-2000

Links http://www.newenglandtransportationconsortium.org/research/netc-research-projects/netc-17-2/


What was the problem? Quantifying research benefits and evaluating the economic effectiveness of research projects is becoming increasingly important to agencies. With limited research funds, agencies must evaluate and justify the economic effectiveness and contributions of research projects to the agencies and other stakeholders. Quantifying research benefits can allow agencies to understand and improve the effectiveness of their research. The six states comprising the NETC were interested in developing a consistent way to evaluate and quantify the monetary benefits from research projects. It is important to have a tool that can analyze different types of transportation research projects and quantify their benefits in comparable financial terms. Additionally, having all New England states use the same estimation tool will allow the NETC to better collaborate and coordinate joint research.

What was done? The objective of this project was to develop a tool with guidelines for quantifying the benefits of NETC’s research projects. This objective was achieved by adapting an estimation tool developed by the Minnesota Department of Transportation with updates and enhancements to fit NETC’s needs and improve its usability.

What are the results? The results are updated guidelines for research benefit quantification and a companion Excel-based tool for performing the calculation. The research benefit quantification guidelines are structured as a five-step process with nine potential benefit categories. The five-step

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process includes 1) determining applicable benefit categories, 2) collecting input data, 3) populating the benefit estimation tool, 4) calculating the benefits and benefit/cost ratio, and 5) evaluating the results. The nine potential benefit categories include engineering/administrative costs, construction/installation costs, operation/maintenance costs, road user costs, environmental costs, life cycle costs, insurance/risk management costs, and all other costs. The companion Excel tool provides a set of calculation templates with color-coded sections for inputs and outputs that help guide users through the process, from determining applicable benefit categories to collecting required input data and performing the analysis. The tool was refined and the process was demonstrated through two NETC example research projects. The tool includes a set of Excel spreadsheet templates for all benefit categories, provides one calculation sheet with guidance for each benefit category and one general sheet for project information, lists key inputs and outputs, and automates the calculation built-in formulas and linked sheets.

What are the potential impacts? The Benefit Estimation Tool provides the NETC with a consistent way of evaluating and financially justifying its research projects. The results can be a key piece of input for assessing the effectiveness of agency research programs and making informed decisions to implement or not implement research findings. The development of this tool also provides information that can help NETC with more detailed research questions for its future requests for proposals. The Excel-based tool provides a user-friendly approach with the flexibility to adapt the tool in the future as needed.

Benefits

Quantifying research benefits can allow agencies to understand and improve the effectiveness of their research and greatly improve implementation potential.


Florida Department of Transportation

Development of Wrong-Way Driving (WWD) Countermeasure Implementation Plan (S16)

Project ID BDV29-977-36

Cost $145,000

Duration 13 months

Submitter Florida Department of Transportation David Sherman 605 Suwannee Street, MS 30 Tallahassee, Florida 32399 850-414-4613

Links https://fdotwww.blob.core.windows.net/sitefinity/docs/default-source/research/reports/fdot-bdv29-977-36-rpt.pdf


Understanding the seriousness of WWD incidents, FDOT has endeavored to continually explore ways for strategically drafting, designing, and deploying countermeasures while proactively identifying areas that can help mitigate these incidents. This research project, which aimed at developing a WWD Countermeasure Implementation Plan, is considered as a culmination of FDOT’s several years of research efforts in understanding and proactively addressing WWD issues, especially on limited-access facilities. This project has tied together the research results from several recently completed FDOT projects to develop a process-centric approach to prioritize each of the 1,447 off-ramps in Florida for deploying WWD countermeasures. A systematic and data-driven process was developed to:

• Determine the most predominant factor that could potentially contribute to WWD incidents at each of the 1,447 off-ramp locations.

• Prioritize the 1,447 off-ramp locations for installing WWD countermeasures.

In essence, this research has developed a process-centric approach to prioritize off-ramps for installing WWD countermeasures not merely based on WWD crashes that occurred in the past, but based on the potential that WWD incidents could occur in the future. The statewide and the district-wide prioritized lists of off-ramps, along with the suggested countermeasures, has provided the FDOT Central Office and

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the Districts the necessary information needed to deploy countermeasures. Information on the potential costs associated with deploying the suggested countermeasures has helped FDOT gain a better understanding of the benefits-to-cost (B/C) ratio and return on investment (ROI) once the suggested countermeasures are implemented. In summary, this project is an implementation-oriented project, with the main goal being to help the FDOT Central Office and the Districts to strategically and systemically deploy WWD countermeasures on off-ramps. FDOT now has all the necessary information in the form of the prioritized statewide and district-wide list of off-ramps and the suggested predominant factors (impaired drivers, drivers aged 65 years, or tourists) to be addressed to immediately deploy WWD countermeasures. Preliminary analysis, on a very conservative scale, has estimated B/C ratios for implementing the WWD countermeasures at the top-ranked locations to be anywhere from 10 to 20.

Benefits

If the suggested WWD countermeasures were deployed at the top-ranked off-ramps across Florida, a majority of WWD crashes (if not 100%) resulting from drivers going the wrong way on an off-ramp would be eliminated. The WWD countermeasures that were suggested in this research have already been deployed at a few off-ramp locations across Florida. The review of the performance of these countermeasures at the deployed sites and anecdotal evidence suggested a close to 100% success rate in preventing WWD incidents.

Safety: Crashes

Using the most conservative approach, even a 5% reduction in crashes at the prioritized off-ramps will result in a B/C ratio of 1.0. Even a reduction of one fatal crash at any of the prioritized off-ramps will result in a B/C ratio of 1.0. In reality, a reduction in crashes of over 50% (close to 100%) is expected at the off-ramps with the suggested WWD countermeasures.

Identify Specific Regions That Could Benefit from Education and Enforcement Countermeasures

In addition to recommending specific engineering countermeasures at each of the 1,447 off-ramps, this project also identified the most predominant factor (impaired drivers, older drivers, or tourists) that needs to be addressed. Proactively knowing at-risk locations and the predominant factors can help law enforcement agencies and advocacy groups identify where to focus their efforts to deploy resources such that their efforts can be most effective.


Georgia Department of Transportation

Human Resource (HR) Data Tool: Modular System for Supporting Transportation-HR Planning and Decision Making (S16)

Project ID RP 16-23

Cost $210,078

Duration 19 months

Submitter Georgia Department of Transportation, Division of Human Resources Brian Robinson One Georgia Center, 600 West Peachtree St, NW Atlanta, Georgia 30308 404-631-1516

Links http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/16-23.pdf


This research provided GDOT the ability to rigorously analyze employee data and obtain critical insight into all aspects of its HR management. The project involved data-mining and data analysis techniques such as network analysis, spatial analysis, and pivot charts and tables to gain a deeper understanding and insight into the existing GDOT employee database. The project resulted in the creation of an integrated software platform called the “HR Data Tool” (HRDT), which is a modular system that can explore and leverage existing HR data to assist in organization-wide training, planning, and decision-making. The HRDT is helping guide GDOT workforce planning decisions regarding knowledge management. This tool has enabled identification of persons in key positions across GDOT to capture key competencies of leadership positions. This information is critical for HR to build training and development activities preparing GDOT’s workforce for those roles as they become vacant. Conversely, this tool also allows GDOT to identify areas where it may be lacking in qualified candidates for certain critical positions; thus, HR can focus on internal developmental opportunities or, if necessary, focus on specialized recruitment efforts if those skill sets are not available in-house.

GDOT plans to present this tool at an upcoming AASHTO conference to highlight how it is using data to drive workforce planning and knowledge management decisions.

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Developing a Comprehensive Pavement Condition Evaluation System for Rigid Pavements in Georgia

Project ID RP 15-02

Cost $252,091

Duration 38 months

Submitter Georgia Department of Transportation Erany Robinson Office of Maintenance One Georgia Center, 600 West Peachtree St. NW Atlanta, Georgia 30308 404-631-1516

Links https://rosap.ntl.bts.gov/view/dot/40264


This research developed advanced pavement condition evaluation systems for Georgia’s rigid pavements, including continuously reinforced concrete pavement (CRCP) and jointed plain concrete pavement (JPCP). Significant deliverables from this project included:

• First-ever CRCP pavement condition evaluation system (CRCPACES), integrated into a tablet-based application to simplify data collection and thereby enhance safety for field personnel.

• Enhanced JPCP pavement condition evaluation system (JPCPACES), integrated into a tablet-based JPCPACES application with features similar to the CRCPACES application to improve data collection by eliminating the existing pen-and-paper recording method.

• Modern Georgia Faultmeter (GFM) upgraded from an earlier model developed by GDOT and used for annual concrete faulting measurements by many state DOTs. Technology transfer of the original GFM had been initiated under the Strategic Highway Research Program’s Accelerating Infrastructure Innovations category (see FHWA-SA-96-012 publication).

Statewide training sessions for implementing JPCPACES and CRCPACES were completed and will be repeated for future training and system updates. The project advanced GDOT’s real-time data collection

https://rosap.ntl.bts.gov/view/dot/40264


system that helps manage rigid pavement assets (i.e., CRCP and JPCP) through standardized procedures for prioritizing maintenance and rehabilitation projects and allocating funding by considering various risk metrics. The new JPCPACES and CRCPACES provided not only a safer tool to conduct pavement ratings on the road—by tablet instead of handwriting—but also a streamlined method that can improve data quality and pavement rater productivity.



The Integration of the Regional MPO Models into the Georgia Statewide Travel Demand Model—Phase 1

Project ID RP 16-12

Cost $297,000

Duration 30 months

Submitter Georgia Department of Transportation Habte Kassa Office of Planning One Georgia Center, 600 West Peachtree St. NW Atlanta, Georgia 30308 404-631-1516



This research integrated the Georgia Statewide Travel Demand Model (GSTDM) with 14 regional Travel Demand Models (TDMs) used by metropolitan planning organizations (MPOs) by developing a methodology that updates the GSTDM zonal system, socioeconomic inputs, and transportation network, and makes them consistent with the corresponding features in the MPO models. The research also introduced a unified attribute table for the MPO and GSTDM networks, as well as a new attribute that identifies statewide relevant links in the MPO networks, thus streamlining the process for future model updates (i.e., for the GSTDM and a total of 14 MPOs). The project addressed a top priority for GDOT and further provided other state DOTs and their regional planning partners with a solution that could be replicated and implemented. It provides an efficient way to integrate MPO models into the statewide model, compares inputs and outputs across models, and simplifies maintenance of future travel models. The results of the research have been implemented. An MPO model update procedure was developed and shared for future MPO model updates. This is a significant benefit to GDOT, considering the estimated benefits of $200,000 for each MPO’s TDM update. Actual benefits, however, are likely much higher though harder to quantify (e.g., when all 14 MPOs models are updated and the economic benefits of improved travel forecasting across the state are realized).




Estimated Economic and Transportation System Impacts of Selected Georgia Department of Transportation Projects

Project ID RP 17-35

Cost $235,092

Duration 7 months

Submitter Georgia Department of Transportation Joshua Waller Division of Policy and Government Affairs One Georgia Center, 600 West Peachtree St. NW Atlanta, Georgia 30308 404-631-1007



In this study, GDOT estimated the economic impacts of its $1.8 billion expenditures in 2017 for road and bridge construction and maintenance, in terms of jobs, labor income, value added to the state economy, and total economic output. This study was completed by a third party that examined the considerable evidence for the multiplier effect of infrastructure investment supported by the Georgia General Assembly House Bill 170, which changed the method Georgia uses for taxing motor fuel effective July 1, 2015. The research provided further evidence that infrastructure investment not only has a multiplying effect but also benefits the Georgia-based economy primarily. This product can help answer critical questions about the economic benefits of investing in transportation infrastructure for stakeholders and policymakers. This spending supported a total of 21,428 jobs in-state with labor income of more than $1.02 billion and $3.35 billion in total economic output. Other significant estimated impacts included the following: 1) the jobs multiplier statewide for road/bridge construction and maintenance is 1.85 (i.e., each job in road/bridge construction and maintenance supports nearly one 0.8 additional job); 2) the economic output multiplier effect for road/bridge construction and maintenance spending is 1.85 statewide (i.e., every $1 billion spent on road and bridge construction and maintenance results in another $850 million of economic activity); and 3) the estimated value of benefits from transportation system efficiency improvements from 29 projects that enhanced capacity in metropolitan areas is $5.7 billion over a 10- year period (2019–2028). These benefits accrue from an estimated reduction in



congestion, travel times, emissions, accidents, injuries, and fatalities, plus increased productivity. This research also augmented a previous GDOT study, Assessment of the Impact of Future External Factors on Road Revenues, selected as an AASHTO high value research project in 2012, that examined factors affecting future motor fuel tax revenue in Georgia. These factors influence vehicle miles traveled and fuel economy and can be demographic, environmental, technological, or political.


Idaho Transportation Department

Effectiveness of High-Early Strength Concrete as a Cost-Effective Alternative for Connection of Precast Elements in Accelerated Bridge Construction (S16)

Project ID RP 265

Cost $

Duration 19 months

Submitter Idaho Transportation Department Ned Parrish P.O. 7129 Boise, Idaho 83707-1129 208-334-8296

Links https://apps.itd.idaho.gov/apps/research/Completed/RP265.pdf


Like other state DOTs, ITD has begun utilizing accelerated bridge construction (ABC) methods to reduce construction time, minimize delays for the traveling public, and increase construction quality. In ABC projects, precast bridge elements are utilized and connections made with ultra-high performance concrete (UHPC). UHPC has a number of superior qualities that have made it a good choice for ABC applications (including high compressive strength of up to 26,000 psi, excellent adhesion, and long-term durability).

However, due to its proprietary nature and limited availability, UHPC is extremely expensive ($10,000 to $15,000 per cubic yard in Idaho). In addition, it has to be batched in small quantities at the bridge site, its placement is labor intensive, and it requires very rigorous quality controls in the field. The research sought to evaluate the feasibility of using an ITD-developed high early strength (HES) concrete mix with polypropylene fibers, which cost $700 per cubic yard, as an alternative to UHPC in ABC applications. Researchers at Idaho State University evaluated the ITD mix through laboratory testing and used finite element (FE) modeling of the proposed closure pour detail to assess the connection strength under one- time truck load and to assess fatigue performance under repeated loading. Lab testing showed that

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ITD's HES class 50AF concrete with addition of polypropylene fibers achieved compressive strength of about 8,500 psi, closely matching the strength of precast girders.

Researchers then used results from the lab testing to create an FE computer model of an ITD bridge. The model was subsequently loaded with a representation of an AASHTO design truck and fatigue design truck and the connection between the girders analyzed under three AASHTO bridge design limit states: 1) Strength I Limit State for flexural capacity, 2) Service I Limit State for controlling flexural cracking, and3) Fatigue I Limit State for infinite load-induced fatigue life. The analysis showed that the proposed newconnection satisfied all three limit states. Given the promising results of this study, Bridge Section staffprogrammed an ABC project to utilize the alternative concrete mix and a second research project wasinitiated to evaluate the field performance of the mix. Strain gauges have been placed at the closurepour to collect information on actual strains on the closure pour and the long-term performance of thedetail will be monitored and evaluated. The use of the ITD-developed concrete mix could result insubstantial savings to the department.

Researchers estimated the cost savings for one project alone at approximately $100,000. In addition, use of the ITD mix offers a number of other benefits. The HES concrete with fibers can be batched in a ready-mix plant, brought to the field in a mixing truck, and placed similarly to conventional concrete. In addition, ITD allows removal of forms for HES concrete after one day, while for UHPC a minimum curing time of four days and a compressive strength of 14 ksi is required before removing the forms. The ITD mix could potentially be used by other agencies, extending the costs savings and workability benefits beyond ITD.

Benefits

The benefits of this research are difficult to determine at this point. Researchers estimated cost savings at approximately $100,000 per bridge based on costs from projects from 2016 to 2018. However, actual cost savings will depend on the size and design of bridges, the number of ABC projects, and future costs of materials (both ITD mix and UHPC).


Illinois Department of Transportation

Ultrasonic Imaging for Concrete Infrastructure Condition Assessment and Quality Assurance (S16)

Project ID R27-146

Cost $500,000

Duration 35 months

Submitter Illinois Department of Transportation Megan Swanson 126 East Ash Street Springfield, Illinois 62704 217-782-3547

Links https://apps.ict.illinois.edu/projects/getfile.asp?id=5179


In July 2013, IDOT began a project to identify rapid and cost-effective evaluation tools to optimize economy, effectiveness, and efficiency in bridge and pavement testing. Non-destructive testing (NDT) and non-destructive evaluation (NDE) technologies offer solutions to these issues by providing effective, efficient, economical, and often rapid data collection without significant detriment to a pavement or bridge structure and potentially without the need for road closure. While a number of methods were initially discussed, the IDOT Technical Review Panel and principal investigators determined that the MIRA device was the most feasible option to meet IDOT’s needs. The project kicked off with a literature review and interviews with a small group of practitioners from other states and private industry on their experiences with the MIRA. The project continued with several laboratory and field performance tests on plain and reinforced concrete infrastructure components. Laboratory testing enabled the researchers to fully learn the operation of the device and provided the opportunity to study the actual performance and limitations of the device for specific NDT tasks. Laboratory tests were carried out on slabs containing embedded ducts, open cracks, delamination and on columns containing embedded voids, and de-bonded reinforcing bars. Field testing provided an opportunity for practical deployment of the device to real-world transportation infrastructure testing tasks. The MIRA device was employed to assess concrete pavements, bridge decks, concrete columns, parapets, and girder elements. The portable nature of the device aided in the speed of deployment to field locations, with few barriers to

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applications presented. Based on the observed performance of the unit, three classification categories of applications were defined: field ready, potentially ready, and challenging. As a result of this project, the researchers believe the MIRA device works best as a focused and localized detection tool rather than a general large-scale assessment tool. Using the MIRA for targeted inspection or failure analysis to determine general geometric and internal features of concrete elements is beneficial because MIRA can be quickly deployed for spot inspections with little site preparation. In general, the MIRA device is not well suited to provide full-coverage rapid scans over an entire structure, as the amount of time to obtain an accurate scan volume is prohibitive. Thus, the MIRA device can serve as a good complement to global inspection efforts, in addition to troubleshooting specific problems that are within the device’s main capability. A user’s manual was produced to help introduce new users to the proper operation and interpretation of the MIRA device. Because the device is relatively new to the market and existing standards do not cover use and functional limitations, the manual is intended to convey lessons learned by the researchers over the course of implementation, including a thorough overview of the device’s features and operation process. To provide a high level of information to potential IDOT practitioners, a technology transfer session was offered by the researchers to provide instruction and access to laboratory samples for hands-on training. The objective of this technology transfer was to enable personnel to be able to independently deploy the device and correctly interpret the resulting datasets. Additionally, a video was created showing the steps necessary to use the MIRA, so that it could be “checked out” from IDOT’s Bureau of Bridges and Structures for use by IDOT staff.

Use by IDOT staff

Anticipated benefit: We anticipated that this device would be able to be used for forensic or detailed area investigations.

Actual benefit to date: Located in our Bureau of Bridges and Structures, the device was recently checked out by IDOT's District 6. Working collaboratively with the U.S. Army Corps of Engineers, the MIRA was used to assist with the identification of rebar on the new Meredosia Bridge, allowing the U.S. Army Corps of Engineers to successfully drill anchors for river gauge installation without interfering with the rebar system. Currently, the University of Illinois is borrowing the device from IDOT to do further work on identification of defects and objects in concrete.


Indiana Department of Transportation

Strategic Scheduling of Infrastructure Maintenance & Rehabilitation

Project ID 3827

Cost $335,000

Duration 40 months

Submitter Indiana Department of Transportation Tommy Nantung 1205 Montgomery Street West Lafayette, Indiana 47906 765-463-1521

Links https://doi.org/10.5703/1288284316511


Highway agencies seek to apply appropriate treatments for their bridge and pavement assets at the right time. Even for the right treatment, improper timing can have consequences: premature application (treatment is applied too early) could mean wasteful spending even if users enjoy the benefits of higher asset condition; on the other hand, deferred or delayed application (treatment is applied too late) could result in higher user costs due to poor condition, as well as reduced asset longevity. The objectives of this research were to establish the optimal condition or timing for each of the standard maintenance and rehabilitation (M&R) treatment types typically used by INDOT, quantify the consequences of departures from such optimal conditions or timings, and establish the optimal M&R treatment schedule for each asset family. The study focused on 1) painting of steel bridges; 2) bridge deck M&R; and 3) pavement maintenance, rehabilitation, and replacement.

Steel bridge painting. The study established a cost-effective way of timing the painting of steel superstructures. Deterioration models were developed for painted steel superstructures of highway bridges. A painting cost model was developed using INDOT’s painting contract records. Scenario analyses were conducted by varying the relative weights of agency and user costs. A painting decision tree was developed to serve as a framework that would enable the agency to consider other paint maintenance treatment types—namely, spot repair/painting and overcoating. The results suggest that the agency should apply complete recoating at identified trigger values and carry out spot repair and overcoating at specific levels of paint condition.

https://doi.org/10.5703/1288284316511


Bridge deck. The study established appropriate performance thresholds for triggering bridge deck M&R activities. Statistical functions were applied to model the deterioration rate of the bridge deck as well as the wearing surface condition and performance jump (condition improvement) due to deck overlays (latex modified concrete and polymeric). The agency cost models for the overlays accounted for the pre-treatment deck condition and the effect of scale economies. Regarding the user costs associated with painting, two types were considered: travel time increase due to work zone delays and the incremental vehicle operating costs during normal operations due to the increased surface roughness of the bridge deck. A life cycle cost analysis optimization framework was developed, using data from in-service bridges in Indiana. Various weights were assigned to the agency and user costs for sensitivity analysis purposes. The results indicated that different weighting would impact the optimal trigger or the threshold associated with the life cycle cost. The study also developed optimal deck M&R strategies over the life cycle. Some modifications are recommended to be made to the original decision tree (DTREE) used in the Indiana Bridge Management System to incorporate the triggers for specific deck overlay treatments in the DTREE flow paths.

Pavements. The study established a framework for determining the appropriate (condition-based) performance triggers for pavement maintenance, rehabilitation, and replacement activities. Fourteen treatment types were considered. Using empirical data from in-service pavements, the study developed statistical models for post-treatment performance trends, agency costs, and user costs. An optimization approach was used to identify the optimal pavement condition for applying each treatment type. The life cycle cost analysis incorporates both agency cost and user cost. The study analyzed the sensitivity of the optimal threshold to traffic load, discount rate, pre-treatment condition of the pavement, and the importance ratio of an agency cost dollar relative to a user cost dollar. The results show how the change in these factors can influence the optimal condition trigger results. The study established a framework to determine the optimal schedules for multiple treatments and recommended appropriate long-term M&R strategies for flexible and rigid pavements and for different road functional classes.

Implementation. It is anticipated that the study product, when implemented, will help highway agencies enhance the timing of their M&R decisions in terms of the performance threshold for treating specific assets, provide a basis for long-term M&R scheduling and programming, and serve as a tool for assessing the consequences of premature or delayed treatments.



Updating the Crash Modification Factors and Calibrating the IHSDM for Indiana

Project ID 4015

Cost $155,000

Duration 30 months

Submitter Indiana Department of Transportation Tommy Nantung 1205 Montgomery Street West Lafayette, Indiana 47906 765-463-1521



In 2017, more than 900 traffic-related deaths and 45,000 injuries occurred on Indiana roads. This project was aimed at reducing road crash fatalities and injuries on Indiana roads by improving the factual basis for considering safety in Indiana transportation planning, road design, traffic operations, and asset management. Two primary elements needed by transportation professionals are safety performance functions (SPFs) and crash modification factors (CMFs). Consistently, the objective of this study was twofold: 1) comprehensive improvement of the SPFs and CMFs applicable to Indiana conditions, and 2) implementation of the SPFs and CMFs to tools for prioritizing, scoping, and developing transportation projects with a considerable safety component. The set of Indiana CMFs was improved by updating CMFs with the values obtained from this and other recent Indiana research studies and by transferring additional CMFs from other states, with a preference for Midwestern states and those with conditions considered similar to Indiana. The resulting CMF table includes 431 CMFs associated with 82 improvements of various geometric elements, traffic controls, pavement, and other road features. These CMFs apply to different crash types at varying levels of crash severity for rural and urban intersections, interchanges, and road segments. INDOT has posted selected CMFs and corresponding crash reduction factors (CRFs) as the INDOT-approved CRF/CMF values on its website (http://www.in.gov/indot/2731.htm). The resource is available to planners, designers, traffic engineers, and other professionals involved in safety-related engineering activities. The produced SPFs and CMFs are used in two INDOT safety management tools: the Safety Needs Identification Program and the Road

https://doi.org/10.5703/1288284316646

http://www.in.gov/indot/2731.htm


Hazard Analysis Tool. These tools support prioritization and scoping of safety projects on Indiana state-administered roads. To facilitate use of the SPFs and CMFs to road design, the study implemented them in the Interactive Highway Safety Design Model (IHSDM). This was accomplished with a two-phase novel procedure that may also be applied by other states. First, the IHSDM CMF multi-parametric functions were recalibrated to match the Indiana CMF values. Then, the SPFs embedded in the IHSDM were calibrated to Indiana conditions with a new method that utilizes available data to the full extent. Instead of using a small portion of data that represent the HSM-defined base geometric conditions, the SPFs for the base conditions should be calibrated with the entire dataset representing any geometric conditions. This was done in the project by including the Indiana CMF reciprocals in the calibrated SPFs to convert the crash frequencies observed for any geometry into the values corresponding to the base geometry. This calibration promotes the most efficient and consistent safety prediction by end users. A total of 13 SPFs were estimated with high confidence using all available Indiana data.

The obtained CMFs, SPFs, and Indiana crash proportions (types and severities) were included in .xml files that can be read with the IHSDM software and used in design. The .xml files with instructions to end users are provided by INDOT at the following website: http://www.in.gov/indot/2731.htm. The importance of the effort in calibrating the IHSDM is justified in that driving culture and traffic safety may vary considerably from one geographic region or jurisdiction to another. In this vein, the tool’s default SPFs, CMFs, and crash proportions for rural and urban segments were calibrated using available local data. In some instances, the calibrated Indiana parameters yielded considerable differences from the default values, highlighting the importance of calibrating the predictive method for local conditions. Examples were presented in the research showing the safety performance comparison when using default parameters versus those developed specifically for Indiana conditions. In addition to posting the updated CMFs for use by state, local, and consulting engineers and amending the Safety Needs Identification Program and the Road Hazard Analysis Tool, the CMFs have been incorporated into INDOT Safety Asset Scoring Business Rules for the prioritization of all proposed new safety improvement projects to ensure that HSIP and other safety funds are allocated to the projects with the greatest need and expected effectiveness at reducing safety risks for all road users. The revised SPFs incorporated in IHSDM are already being used by INDOT designers to ensure the safest practical geometric design of major infrastructure projects.

http://www.in.gov/indot/2731.htm



Assessment of Bridges Subjected to Vehicular Collision

Project ID 4119

Cost $129,081

Duration 24 months

Submitter Indiana Department of Transportation Tommy Nantung 1205 Montgomery Street West Lafayette, IN 47906 765-463-1521

Links https://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3218&context=jtrp


Vehicles often collide with bridges. However, there are no available guidelines for bridge inspectors to assess damage to girders and make repair decisions. There is a major research gap in understanding the remaining capacity of girders damaged by collision. This project addressed this knowledge gap by investigating the behavior of steel girder bridges subjected to vehicular collision through 1) non-destructive field testing, using the photograph measurement technique known as digital image correlation (DIC) on four bridges in the state of Indiana; 2) development of high-fidelity finite element (FE) numerical models validated using the measured data; and 3) parametric FE numerical investigations to extend research findings. The focus was on two- and three-span continuous multi-girder steel bridges for which an exterior girder has sustained Category T damage (i.e., torsion about the longitudinal direction). The behavior of the bottom flanges of damaged exterior girders, symmetric exterior undamaged girders, and adjacent interior girders was monitored. Overall, the measured and predicted strains in the bottom flanges of the girders for all four bridges were small (less than 0.022%, or approximately 6.4 ksi), indicating conservatism in design. Loads were generally redistributed away from damaged girders to adjacent girders and to the bridge rail. FE analyses showed that the shear connectivity between the deck and the damaged girder in composite bridges might be damaged by vehicular collision. FE analyses demonstrated that the bridge rail participated in carrying load and also that cracked or damaged rails may cause positive moment redistribution, resulting in higher strains in damaged girders. Further parametric FE numerical investigations evaluated the effect of varying shapes and locations of damage on the load-deflection behavior of a single girder and an entire bridge. Results showed that damage at the center of the span with a large rotation angle of the web results in the

https://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3218&context=jtrp


greatest loss of stiffness, compared to other locations and smaller rotation angles. This loss of stiffness is mitigated by load redistribution and continuity in the entire bridge model.

Based on these measured and numerical findings, recommendations for bridge inspectors to evaluate two- or three- span continuous multi-girder steel bridges for which an exterior girder has sustained Category T damage (i.e., torsion about the longitudinal direction) from a vehicular collision include the following: 1) Bridges should always be inspected after a vehicular collision. 2) Generally, load redistribution in multi-girder bridges and continuity reduce safety issues for Category T damage from vehicular collision. Bridge inspectors must evaluate this load redistribution potential for each case. The measure of redundancy (for example, as it relates to number of girders, spacing of girders) to provide this load redistribution is an area for future research. 3) During inspection of composite bridges, special attention should be paid to the shear connection between the girder and deck, as this can be damaged during collision and result in higher live load strains in the steel girders. 4) Category T damage in the center of a span with a large angle of deflection of the web results in the most severe loss of stiffness. Bridges with this type of damage should be prioritized for repair. 5) Girders adjacent to damaged girders may carry live load that is being redistributed away from the damaged girder. While the expected strain in these adjacent girders is still small, they should be inspected for increased deflections as an indication of carrying higher loads. 6) Bridge rails participate in carrying live load; this is an area for future research, but repairs should be implemented to reduce reliance on rail participation. 7) Bridges with open rails, severely cracked or damaged rails, and/or less redundancy (related to number or spacing of girders) require more detailed evaluation. 8) Inspectors should take into account prior heat straightening of damaged girders and its effect on the material properties of the steel when evaluating a girder.

Implementation of this research includes the following: 1) The above-listed recommendations have been compiled into a Recommendations for Bridge Inspectors for Evaluating Steel Girder Bridges Subjected to Vehicular Damage document. This document and the final report will be made available on the INDOT website. 2) Research results and these recommendations were presented at the INDOT Bridge Inspector Workshop on February 13, 2019 (presentation available online for one year) and the 2019 Purdue Road School on March 6, 2019. 3) To further investigate rail participation, a new project, “SPR-4311 Evaluating Reserve Strength of Girder Bridges due to Bridge Rail Load Shedding,” has been awarded and began January 2019. 4) Research results are being disseminated in two journal papers.

Benefits

Expected benefits from implementing the recommendations include 1) bridge inspections following vehicular collisions that focus on identifying key factors that affect behavior (e.g., shear connectivity, rail cracking) and 2) prioritization of repair for bridges with specific damage profiles (e.g., damage in the center of a span with a large angle of deflection). This can result in cost savings, as bridge inspections can be performed more quickly, bridges with the most severe damage (i.e., those with the greatest loss in stiffness) can be prioritized for repair, and unnecessary repairs could potentially be avoided.



Capital Program Cost Optimization through Contract Aggregation

Project ID 4156

Cost $98,347

Duration 16 months

Submitter Indiana Department of Transportation Tommy Nantung 1205 Montgomery Street West Lafayette, IN 47906 765-463-1521



The concept of project bundling—combining multiple projects into a single contract—continues to gain momentum. However, unanswered questions include how to quantify project bundling benefits. This study addressed the issue using a data-driven approach that involves initial comparisons of the unit average project costs of single and bundled projects, preliminary investigations of the potential influential variables of project cost, development of statistical project-cost models, and analysis of bundling strategies involving past and possible future projects.

• Economies of scale. The extent of economies of scale—the decline in unit cost as the project size increases—was measured for each work category analyzed in this study (pavement, bridge, traffic, other). This was done for both single-project contracts and multiple-project contracts.

• Economies of bundling. Reductions in project cost as projects are bundled into a contract were found for all bridge project types and for most traffic, small structure, and miscellaneous project types. For pavements, however, the reduction in project cost due to bundling was equivocal.

• Economies of competition. Increased market competition (more bidders) was found to lower costs for most work categories and project types within each wok category. However, increasing contract sizes were found to discourage small firms from bidding, leading to less competition and therefore higher unit costs. This was investigated/modeled using both deterministic and probabilistic methods.

https://doi.org/10.5703/1288284316729


• Project similarity (compatibility). The study developed a “measure of similarity” between different project types based on their constituent pay items, and thus verified that the “similarity distance” measure significantly influences the cost savings to be earned from bundling. This novel measure can help highway agencies to identify candidate projects for bundling.

• Maintenance of traffic (MOT) costs. The study found that project bundling can reduce MOT costs for certain bridge project types but increase MOT costs for other bridge project types. The MOT cost for most project types in the pavement, traffic, and small structure work categories was found to be generally reduced in cases of project bundling. Of the four work categories, pavement work was found to benefit the most from project bundling in terms of MOT cost savings.

• Bundling strategy. The most beneficial (in terms of cost savings) combinations of work categories were bridge with pavement work, traffic work with pavement work, bridge work with traffic and pavement work, and bridge with small structures work.

• Future bundling strategies. The “similarity distance” measure developed in this study can help agencies identify the extent to which future projects are suitable for bundling.

In sum, the study found that 1) the primary drivers of project cost include the project size (economies of scale), bundling strategy (economies of bundling), and bidding market conditions (economies of competition); 2) the similarity between different project types in terms of their constituent pay items is an influential factor on project cost; and 3) larger contracts yield economies of scale, but may also lead to less competition. The study identified contract-size thresholds beyond which the unit project cost increases. The study also quantitatively verified the hypothesis regarding the cost-savings effect of similarity of bundled project types in same or different work categories.

This project has had great impact at a national level. Dr. Jon Fricker, a principal investigator, was invited by FHWA to partake in a national panel on project bundling, currently a major emphasis of USDOT. Also, a TRB paper authored by the study team received a major TRB award: the 2019 Grant Mickle prize for outstanding paper in the field of operations and maintenance of transportation facilities.

Implementation. The study product is currently being implemented by INDOT. It is being used to investigate the expected cost savings associated with various alternative bundling strategies if applied to actual future projects in the coming construction season. So far, it has shown that bundling future projects using a carefully designed strategy can yield significantly reduced overall contract costs. The research team is monitoring these future contracts, and for validation purposes, will compare the actual costs and cost savings observed in the future with those predicted using this study’s models.


Iowa Department of Transportation

UHPC for Bridge Deck Overlays (B)

Project ID TR-683

Cost $

Duration 22 months

Submitter Iowa Department of Transportation Brian Worrel 800 Lincoln Way Ames, Iowa 50010 515-239-1471

Links http://publications.iowa.gov/27040/1/TR-683 Final Report Use of Ultra-High-Performance Concrete for Bridge Deck Overlays.pdf


The most common bridge deterioration begins with cracking in the deck followed by water and chloride infiltration into the concrete core and corrosion damage to the reinforcement of the deck. Further damage to bridge deck occurs due to freeze-thaw cycles, exposure to deicing salts, and dynamic loads from vehicular traffic and plow trucks. Cracking on bridge decks is common, and bridge deck deterioration is a leading cause of structurally obsolete or deficient inspection ratings. One innovative and conceptually simple solution developed at Iowa State University to combat this problem involves overlaying a thin layer of highly durable ultra-high performance concrete (UHPC) integrally at the top of the normal concrete deck.

Project objectives:

• Evaluate a new UHPC mix design that will allow bridge deck overlays to be completed with appropriate crowning.

• Demonstrate the applicability of the new UHPC mix by performing a deck overlay on an existing bridge.

• Evaluate the performance of the UHPC overlay.

Bridges

http://publications.iowa.gov/27040/1/TR-683%20Final%20Report%20Use%20of%20Ultra-High-Performance%20Concrete%20for%20Bridge%20Deck%20Overlays.pdf

http://publications.iowa.gov/27040/1/TR-683%20Final%20Report%20Use%20of%20Ultra-High-Performance%20Concrete%20for%20Bridge%20Deck%20Overlays.pdf


• Evaluate the benefits of using UHPC overlays through experimental testing.

• Conduct workshops on new UHPC overlay technology.

The new UHPC mix developed by LafargeHolcim was found to be suitable for use in bridge deck overlay projects and to be appropriate for crowning and for placement on sloping deck surfaces. No concerns have been identified for the top surface or the interface bond between the old concrete deck and the UHPC overlay, suggesting that the surface preparation adopted for Mud Creek Bridge was satisfactory. Due to its high tensile strength and low permeability, a UHPC overlay can improve the performance of a bridge deck by providing resistance against moisture penetration and chloride ingress.

With the developed overlay technology, UHPC can be applied as a thin layer on top of a concrete deck with a roughened surface, making it an attractive solution for bridge rehabilitation and new bridge construction. The success of this project (hand-placed UHPC) led directly to a current project underway utilizing mechanical methods for placing UHPC overlays. Equipment from Europe was delivered to Iowa for the first such use in North America.



Hybrid Concrete for Advancing Pavement Performance

Project ID TR-708B

Cost $

Duration 35 months


Links http://publications.iowa.gov/29836/


The goals of this project were to explore the advantages, challenges, and feasibility of using a hybrid, semi-flexible, semi-rigid concrete for highway pavements, bridge decks, and overlays. Specifically, the objectives were as follows:

• Develop a hybrid concrete—a casting cement asphalt mixture (CCAM)—using raw materials sourced locally in Iowa.

• Evaluate key engineering properties, including rutting, shrinking, and freeze-thaw resistance, for the hybrid concrete in Iowa’s environment and for its transportation needs.

• Provide insights and recommendations to develop guidelines for applying the CCAM in practice.

Benefits

The hybrid concrete mixture has potential benefits not seen in traditional counterparts, including opening to traffic sooner than on a conventional cement concrete pavement, a longer service life, a higher resilient modulus, and better rutting performance than traditional asphalt mixtures. This hybrid concrete uses Iowa materials and shows promising signs of reducing rutting in wheel paths, among other benefits.

https://nam04.safelinks.protection.outlook.com/?url=http%3A%2F%2Fpublications.iowa.gov%2F29836%2F&data=02%7C01%7CJennifer.Sharp%40erg.com%7C77f647b53d88498b911a08d740230aad%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C0%7C637048391591718277&sdata=3J3%2FLFuPGNdsh1JilYC21z3H9xr4BVcTgSjofahDubk%3D&reserved=0



Virtual Reality Implementation for Public Engagement (S)

Project ID ST-005

Cost $

Duration 8 months


Links https://www.engineering.uiowa.edu/news/university-iowa-virtual-reality-simulation-featured-iowa-state-fair


Two virtual reality (VR) scenarios were developed in this effort:

• Work Zone Safety Demonstration: a virtual work zone, with the viewer placed as the construction worker exposed to high traffic conditions along a work site in a fully immersive VR environment, including traffic and construction noise effects. The intent is to increase awareness of safety issues surrounding work sites and to illustrate the daily high risk exposure of highway workers.

• Buckle Up for Life: demonstrates the lifesaving aspects of wearing a seatbelt in low- to moderate-impact crash events, when staying engaged with the vehicle’s controls (steering, braking) is important during and after initial impact; shows how the seatbelt is critical to the function of airbags by keeping the viewer/occupant in the proper position during crash events; and demonstrates the belted viewer’s ability to survive a severe head-on crash compared to an unbelted passenger (crash test dummy).

The VR applications were then deployed to multiple public venues for public interface opportunities, including the 2018 Iowa State Fair, 2018 Iowa Farm Progress Show, 2018 Innovations in Transportation Conference. Future plans include deployments at the 2019 Iowa Drivers Education Conference, 2019 Governor's Transportation Safety Board Conference, and 2019 Iowa State Fair. New scenarios are currently under development.

Safety

https://www.engineering.uiowa.edu/news/university-iowa-virtual-reality-simulation-featured-iowa-state-fair

https://www.engineering.uiowa.edu/news/university-iowa-virtual-reality-simulation-featured-iowa-state-fair



Orange Work Zone Pavement Marking Midwest Field Test

Project ID TPF-5(295)

Cost $

Duration 38 months


Links http://publications.iowa.gov/29693/


Construction operations on roadways frequently require adjusting the lateral position of driving lanes. Incomplete removal of old pavement markings or surface scarification from marking removal can leave "phantom" or "ghost" marks that create ambiguity for drivers, more so under certain weather and lighting conditions.

Ambiguity about lateral position of the vehicle can be exacerbated on facilities that have three or more lanes open to traffic and when lane positions have been moved multiple times. Some international jurisdictions have advocated the use of special-color pavement markings to mitigate these issues. To assess the driver behavior aspects of orange markings, a matched pair study was conducted on two bridge re-decking projects on I-94 near Oconomowoc, Wisconsin, as part of this research project. Since orange pavement markings are not in the MUTCD, the research team prepared a request for experimentation (RFE) in accordance with the MUTCD guidelines. Following the approval of the RFE, orange pavement marking tapes were procured and installed. Orange pavement marking tapes were installed at the I-94 bridge over Golden Lake Road work zone. This site was paired with a very similar work zone approximately 2 miles to the east on the I-94 bridge over Dousman Road, which had standard-color marking tapes to serve as an experimental control. The markings were implemented using wet-recoverable pavement marking tapes (Brite-Line Deltaline TWR), supplied in fluorescent orange and in standard white and yellow colors. Lateral positioning sensors, site overview cameras, and approach speed radars were installed to monitor vehicle lane positioning and travel speeds at both the test and control sites. Following data cleaning, 77,757 and 137,379 lateral positioning observations were

http://publications.iowa.gov/29693/


available at the control and test sites respectively. No statistically significant difference was found between the distributions of lane position data for the test and control sites. Subjective visual examination appears to indicate that some vehicles in the right lane of the test section (orange markings) tended to track slightly farther to the right than vehicles in the control section; this difference was perhaps 100 to 150 mm (4 to 6 inches). Video image samples obtained from trailer-mounted cameras were used to assess lane choice and the prevalence of vehicles straddling or changing lanes. Based on the field data, driver survey, and interviews of field engineers, there was no evidence of driver miscomprehension of the orange markings, nor did there appear to be any problems resulting from the non-use of yellow left edge-line markings at the test site. Perhaps the most pragmatic approach is to reserve orange as an emphasis color for specific work zone locations that require difficult driving maneuvers. This approach is similar to the British practice of parsimoniously using special marking colors to emphasize problematic areas, and it would help reduce the potential for drivers to become desensitized to the special color. This research evaluated orange markings at one study site and therefore the results are preliminary and suggestive. Future research should evaluate orange markings at multiple sites and different work zone scenarios than the one studied in this research.


Kansas Department of Transportation

Updating the Lane Closure Guide for Urban Highways in Kansas

Project ID KSU-16-4

Cost $60,161

Duration 14 months

Submitter Kansas Department of Transportation Richard E. Kreider, Jr. 2300 SW Van Buren Topeka, Kansas 66611 785-296-1195

Links http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=10115499


Each year, short- and long-term work zones are put into place to allow for maintenance and rehabilitation of highways. However, work zones can have a significant impact on traffic flow. To reduce the impacts of work zones, KDOT developed a Lane Closure Guide (LCG) to recommend times during the day that a lane could be shut down for construction. However, the existing LCG was developed based on limited information and estimations of traffic volumes. The objective of this research was to evaluate the existing LCG, survey other highway agencies on lane closure guidance and work zone capacities, and to update the LCG with current traffic management center data. The LCG was updated based on the most current data, and a quality control (QC)/quality assurance (QA) process was developed to check the consistency and accuracy of the LCG.

In addition, a literature review confirmed that the work zone capacity KDOT uses for lane closures falls within the acceptable range used by other state DOTs. Two recommendations have been developed as a result of this research: 1) a program should be developed that can automatically update the LCG each year or in real time, and 2) gaps in data coverage should be updated when additional information is available or obtained from counters placed in areas that previously lacked counters.

http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=10115499




Evaluate the Effectiveness of High Friction Surfaces to Mitigate Highway Tire Noise

Project ID KS-18-01

Cost $5,922

Duration 10 months

Submitter Kansas Department of Transportation Richard E Kreider, Jr. 2300 SW Van Buren Topeka, Kansas 66611 785-296-1195

Links http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=10193597


The data collected from these tests resulted in an average sound change less than the 5-dB amount considered noticeable to the human ear. As a result, this report concludes that high friction surfaces are not an effective stand-alone alternative to sound barrier walls but could be used in conjunction with other actions to reach an acceptable level of noise reduction in urban areas.





Development of a Load Distribution Program for Design and Load Rating of Buried Culverts and Pipes (S16)

Project ID Ku-16-5

Cost $45,680

Duration 23 months


Links http://www.ksdot.org/Assets/wwwksdotorg/bureaus/KdotLib/2018/KU-16-5.pdf


The improved load distribution method developed by researchers (Han and Parsons) during a past K-TRAN project in 2013 has received attention from the AASHTO committee and the culvert industry. Since the AASHTO software is not an open source program, no change can be made by users for this software. The load distribution program to be developed in this project will enable KDOT engineers to use the current software with equivalent parameters. The consideration of the pavement effect on the load distribution in design and load rating will result in safe and economic design and use of buried box culverts; therefore, this research will have immediate and long-term impacts on the cost and performance of these buried structures.

Benefits

Benefits of this work include operation and maintenance savings, increased life cycles, and decreased costs.

Sweet 16

http://www.ksdot.org/Assets/wwwksdotorg/bureaus/KdotLib/2018/KU-16-5.pdf



Improving the Accuracy and Applicability of Kansas Traffic Data

Project ID KU-17-2

Cost $60,000

Duration 3 months


Links https://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx


Comparison of the manual field counts and KC Scout records showed acceptable accuracy (less than 5% difference compared to field counts) if KC Scout verified that the subject sensors were recently checked and calibrated. Reliability assessment of the subject sensors revealed excellent year-long quality of data for two pairs of detectors (about 98% good data), while the other four pairs provided approximately 85%, 79%, 75%, and 68% good-quality data, respectively. Sources of error that resulted in bad-quality data were duplicate records, zero traffic counts when vehicle speed was non-zero, extremely high traffic counts, or missing intervals. Investigating the temporal distribution of each error type provided insight on their probable causes. Finally, an assessment of the automated quality checks process of the KC Scout data portal identified errors and inconsistencies, which hinder the use of aggregate data by KDOT. Strategies that can mitigate the above issues were suggested.

https://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx


Kentucky Transportation Cabinet

Collecting Taxes and Fees Using the Observation System

Project ID SPR-15-510

Cost $160,000

Duration 19 months

Submitter Kentucky Transportation Cabinet Jarrod Stanley 200 Mero Street Frankfort, Kentucky 40622 502-782-4090

Links http://ktc.uky.edu/intelligent-transportation-systems/collectingtaxes/


KYTC officials quickly realized great potential benefit in the use of the Observations System data. One application that interested DMC administrators was to harness Observations System data to combat growing compliance issues with the state’s weight-distance tax. Two factors drove this decision. The first was that KYU revenue declined significantly, from $84.4 million in FY 2008 to $70.5 million in FY 2010. Some of the cause was the Great Recession, but even as of FY 2014—well into the economic recovery—revenues were still at $76.9 million, which was significantly below pre-recession levels. DMC administrators suspected the lagging recovery was due to another factor, which is an increase in tax evasion due to the decline of available KSP officers and inspectors in the Commercial Vehicle Enforcement Division. Shorter hours of operations at weigh stations and fewer citations issued at fixed facilities and roadside reduced the risk of getting cited, fined, or impounded for not having a current tax license or rendering taxes owed to Kentucky. Given declining KYU revenues and increasing personnel shortages in KSP’s Commercial Vehicle Enforcement Division, KYTC officials wanted to devise a way to use Observations System data to identify non-complaint carriers. The research team devised two basic approaches: enhanced auditing and remote enforcement. For the enhanced audits approach, researchers analyzed tax return data, temporary permits data, and Observations Systems records to determine if carriers 1) were observed operating in the state during the weight-distance tax quarter but did not file a return, 2) filed a return indicating “0” miles but were observed during the tax quarter, 3)

https://nam04.safelinks.protection.outlook.com/?url=https%3A%2F%2Furldefense.proofpoint.com%2Fv2%2Furl%3Fu%3Dhttp-3A__ktc.uky.edu_intelligent-2Dtransportation-2Dsystems_collectingtaxes_%26d%3DDwMFaQ%26c%3DjvUANN7rYqzaQJvTqI-69lgi41yDEZ3CXTgIEaHlx7c%26r%3DUzRuVDf7FlsD7Zd6IlnOMXJ3fTeqF4k8O74i1psGddA%26m%3DzgDq6DTtNlYcFXTripobiQaVpKq3jUmP5vEKfI1F4iU%26s%3DxNlS_MFzOLk-pwYvv_mMn2z5fi3NtSvEPyZtF2Yd-eU%26e%3D&data=02%7C01%7CJennifer.Sharp%40erg.com%7Ca44016ea4f7249f3840308d7474b219a%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C0%7C637056260351190408&sdata=9eCBxlal5yN%2F6iupZ3mV5wK0WIN9lz3g0EM6P%2BVfRYA%3D&reserved=0


provided a return with reported mileage much lower than estimated mileage based on screening observations, and 4) had no KYU tax account or temporary permit. Based on project annualized revenues for 2015, researchers estimated enhanced collections would generate $6.2 million in additional revenue based on the unpaid tax owed, along with penalties and interest. The second strategy was to develop a remote enforcement concept where carriers who pass through the station without an active KYU tax authority or temporary permit be cited and sent a collection with a combined fine and administrative fee of $65.

Rather than penalize non-payment of taxes, this enforcement mechanism sanctions carriers for operating without a valid tax authority or temporary permit. There are far more violators of KYU requirements (i.e., people with no KYU account or with a cancelled, suspended, or revoked account) than can reasonably be detained by KSP-CVE officers and inspectors, who can only inspect about 1 in every 200 trucks passing through the weigh station. Enacting the remote enforcement mechanism would require state legislation to authorize remote enforcement and ideally would reclassify such violations as civil penalties enforceable by an administrative board rather than local courts. Annualized projections show automated enforcement of KYU licensing requirements could yield as much as $4.2 million.

Overall, using the Observations System to pursue enhanced collections and automated enforcement of KYU could generate $10.4 million per year. In addition, these enforcement mechanisms and strategies could be adapted for other credentials such as a Unified Carrier Registration, International Registration Plan, and International Fuel Tax Agreement to boost compliance, enhance collection efforts, and allow KSP-CVE officers to spend more time focused on safety enforcement.



Safety Concepts for Workers (S)

Project ID SPR-15-508

Cost $170,000

Duration 31 months


Links https://uknowledge.uky.edu/ktc_researchreports/1584/


As part of the efforts of KYTC to improve safety for their employees, this project developed a data-driven pre-task safety talk tool. This tool is based on previous incident data of KYTC maintenance workers, making it relatable and true-to-form for the Cabinet. The tool is intended to be used prior to any workday task among 10 of the typical work operations found in KYTC’s Field Operations Guide. The goal of this safety tool is to improve safety performance of KYTC maintenance crews by increasing workers’ awareness of potential hazards to expect at the worksite and introducing safety controls to be practiced to prevent or minimize the possibility of encountering such hazards. By analyzing data associated with incidents involving KYTC maintenance employees over a period of 10 years (2005–2015), this study was able to develop the pre-task safety tool applicable to 10 different operations these employees perform. The final product of this study is an electronic tool that can be used by KYTC maintenance foremen and supervisors prior to workday operations. The tool is simple to use and would ideally prepare foremen or supervisors for a pre-task safety talk specific to the workday’s activities, their associated hazards, and specific measures for mitigating these hazards. This tool can be expanded to include all KYTC maintenance operations once data are available and can be improved based on safety performance. The toolbox presents these hazards along with incident causes and the appropriate safety practices to avoid or mitigate the associated risk. The goal of this safety toolbox is to improve safety

Safety

https://uknowledge.uky.edu/ktc_researchreports/1584/


awareness of KYTC maintenance crews. An implementation effort followed this project with a comprehensive systematic evaluation of the effectiveness of the tool. There were three evaluation phases, including reaction and knowledge evaluation, implementation evaluation, and behavior change evaluation carried out to assess the effectiveness of the tool. The results showed that the talks informed by the pre-task safety tool can increase highway workers’ safety awareness, improve their hazard identification skills, and increase their safe behaviors. Maintenance workers that participated in a pre-task safety talk using the developed tool engaged in 33% safer behaviors than those that did not have a pre-task safety talk. In addition to reaching an underserved audience of the highway maintenance workforce, this study contributes to the body of knowledge in several ways. First, it sheds light on a significant portion of highway maintenance workers and the unique hazards present in their work environment. Second, it involves the design, implementation, and evaluation of a data-driven safety intervention that addresses the most critical safety issues in highway maintenance operations. Finally, it presents an empirical trial to evaluate the effectiveness of a common practice used in the construction industry in a unique sector of highway maintenance that has not received sufficient research efforts.



Retrofit of Impacted Bridge Girders—KY 562 over I-71 Bridge in Gallatin County, KY

Project ID KHIT 126

Cost $120,000

Duration 36 months


Links http://ktc.uky.edu/structures/retrofit-ky562-i71/


The CatStrong Process has been used extensively throughout Kentucky to repair emergency deck strikes and even damage to pier caps. This technology has been deployed at approximately nine locations statewide and each repair has resulted in significant savings in work time and traffic disruptions; in some cases, it has also resulted in avoided costs of total structure replacement.

https://nam04.safelinks.protection.outlook.com/?url=https%3A%2F%2Furldefense.proofpoint.com%2Fv2%2Furl%3Fu%3Dhttp-3A__ktc.uky.edu_structures_retrofit-2Dky562-2Di71_%26d%3DDwMFaQ%26c%3DjvUANN7rYqzaQJvTqI-69lgi41yDEZ3CXTgIEaHlx7c%26r%3DUzRuVDf7FlsD7Zd6IlnOMXJ3fTeqF4k8O74i1psGddA%26m%3DzgDq6DTtNlYcFXTripobiQaVpKq3jUmP5vEKfI1F4iU%26s%3DA89aFDUSABAD5pC3_7vXcQy7RjDd5qFmN9LkHR8ay9o%26e%3D&data=02%7C01%7CJennifer.Sharp%40erg.com%7Ca44016ea4f7249f3840308d7474b219a%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C0%7C637056260351180415&sdata=NXLiCzN3eK8KHtrCC9cMC1V1fYThLT9wA%2FQTPm1ittE%3D&reserved=0


Louisiana Department of Transportation and Development

Enhancement of Flexible Pavement Design Using Geosynthetic Reinforcement

Project ID 11-3GT

Cost $686,957

Duration 90 months

Submitter Louisiana Department of Transportation and Development Tyson Rupnow 4101 Gourrier Avenue Baton Rouge, Louisiana 70808 225-767-9124

Links https://www.ltrc.lsu.edu/pdf/2019/FR_603.pdf http://www.ltrc.lsu.edu/pdf/2019/ts_603.pdf


The results of a cost-benefit analysis for different geosynthetic reinforced base thicknesses show that the cost savings due to reduced base thickness can reach up to $4.5/yard2 and $11.0/yard2 for a single layer and double layers of geosynthetic reinforcements, respectively, as compared to unreinforced/untreated pavement sections. Compared to the 12-inch cement/lime treated subgrade with the cement-stabilized base section, the use of a single geosynthetic layer is cost-effective for a base thickness < 12 inches, whereas the use of a 12-inch treated subgrade with a cement-stabilized base is somehow cost-effective for a base thickness > 12 inches. This is mainly due to the relative high cost of aggregate stone compared to cement-stabilized materials. However, the cost benefit of using double geogrid layers exceeds the cost savings of a 12-inch treated subgrade with cement-stabilized base, up to $11.0/yard2 compared to up to $6.3/yard2. The results of a life cycle cost analysis (LCCA) for unreinforced/untreated pavement in terms of extending the pavement service life show cost savings up to $6.2/yard2 for a single geosynthetic layer and $8.0/yard2 for double geogrid layers, as compared to unreinforced/untreated pavements. However, the cost savings from using 12-inch cement/lime treated subgrade pavement with the cement-stabilized base, as compared to unreinforced/untreated pavements, can reach up to 6.3/yard2 for a base thickness of 12 inches. The LCCA results demonstrate it is more cost-effective to use one geosynthetic layer or double geogrid layers for base aggregate thicknesses < 15 inches (or < 12 inches of cement stabilized base). However, the cost benefit becomes close for base thicknesses > 12 inches (or > 15 inches of aggregate base).

https://nam04.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.ltrc.lsu.edu%2Fpdf%2F2019%2FFR_603.pdf&data=02%7C01%7CJennifer.Sharp%40erg.com%7C68f813a7e04b4abfe1d108d740251688%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C1%7C637048400394830618&sdata=SAM69a5Ue7PNrYIM0pZURoSQwd2D7Hn314AfyAB%2FBA8%3D&reserved=0

https://nam04.safelinks.protection.outlook.com/?url=http%3A%2F%2Fwww.ltrc.lsu.edu%2Fpdf%2F2019%2Fts_603.pdf&data=02%7C01%7CJennifer.Sharp%40erg.com%7C68f813a7e04b4abfe1d108d740251688%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C1%7C637048400394830618&sdata=9rZI6Gw9ZKouWeZ0wXgmoi6fDMicSJBLVaS5HFigBak%3D&reserved=0


Louisiana Department of Transportation and Development

Evaluation of Non-Destructive Density Determination for QA/QC Acceptance Testing

Project ID 17-2B

Cost $141,544

Duration 15 months

Submitter Louisiana Department of Transportation and Development Tyson Rupnow 4101 Gourrier Avenue Baton Rouge, Louisiana 70808 225-767-9124

Links http://www.ltrc.lsu.edu/pdf/2018/FR_600.pdf http://www.ltrc.lsu.edu/pdf/2018/ts_600.pdf


DOTD currently acquires cores for density evaluations of roads. Coring asphalt pavements for density acceptance is destructive testing and presents safety concerns, reduces sampling potential, delays results with testing, and creates early damage to a freshly paved mat. A desired outcome of this research was to provide Louisiana a safer and more efficient method for density QA acceptance. Low to non-nuclear density gauges have been in development for over a decade around the country and are increasing in technology/accuracy. Construction contractors have been using these devices in their QC procedures. This research evaluated the accuracy and cost-effectiveness of these devices and provided recommendations regarding the use of these devices for the DOTD QA procedures. A simple cost analysis was conducted for the coring rig as well as the nuclear and non-nuclear density gauges to determine the implementation potential. This analysis compared initial costs, training requirements, and typical maintenance costs. A typical core rig requires oil changes, diesel fuel, water, and multiple core bits over the year, which makes the costs higher for maintaining a core rig. The TLNDG and NNDG require less maintenance but do require annual calibration. TLNDG does require extensive safety training, which makes it costlier over time versus the NNDG. The costs for each device after five years was calculated to be $25,000 for a core rig, $13,099 for a TLNDG, and $10,700 for a NNDG. The findings of this research have led to the development of supplemental specifications to the 2016 Louisiana specifications (Appendix C) to permit use of non-destructive testing devices for QA procedures in asphalt construction. The specifications outlined new testing and density QA acceptance procedures.

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Maine Department of Transportation

NETC 13-3 Phase II: Development of Implementation Plan for Unified Quality Assurance (QA) Processes of Precast and Prestressed Concrete Elements (PCE/PSE) for New England (B)


Cost $

Duration 0 months

Submitter Maine Department of Transportation Headquarters 24 Child St Augusta, Maine 04330 207-624-3000

Links https://www.newenglandtransportationconsortium.org/research/netc-research-projects/netc-13-3/


The use of quality assurance (QA) systems in highway infrastructure is critical to ensure durable, safe, and economical transportation operations. These processes ensure that the desired level of quality is maintained throughout the manufacturing and construction processes. For regions such as New England, a significant cost savings can be realized if uniform QA processes are acceptable to all states, as this enables sharing of QA resources and streamlines producer and construction contractor operations. The objectives of this phase of the study were to understand existing transportation agency cost-sharing mechanisms, develop uniform QA inspection paperwork, and select projects for pilot testing of shared QA resources. Through interviews with transportation agency financial personnel and a survey of agency technical personnel, current cost-sharing practices among agencies were understood, and a list of upcoming agency PSE/PCE projects has been identified. This phase obtained information that will aid in selection of a project for pilot testing as well as in development of interagency agreements that will allow for sharing of QA inspection resources.

Bridges

https://www.newenglandtransportationconsortium.org/research/netc-research-projects/netc-13-3/



Massachusetts Department of Transportation

Performance of Adhesive and Cementitious Anchoring Systems (S16)

Project ID 83600

Cost $222,189

Duration 36 months

Submitter Massachusetts Department of Transportation Massachusetts Executive Office of Transportation and Construction Hongyan (Lily) Oliver 10 Park Plaza Suite 4150 Boston, Massachusetts 02116 857-368-9025

Links http://www.umasstransportationcenter.org/Document.asp?DocID=402


An implementation plan was recommended and implemented by MassDOT to provide a method for acceptance of new bonding materials for adhesive anchors on MassDOT’s Qualified Construction Materials List upon specific testing conditions being met. Prior to this research, the list could not be updated because limited information was available nationally on adhesive anchors, and the materials list remained unchanged until these test methods could be developed. Associated with the implementation, four manufacturers have submitted their products for the Qualified Construction Material List. Three proposed products are currently being reviewed, and one has been approved. The approved material is currently being used on a MassDOT bridge replacement project. Use of adhesive anchors, as allowed for under the implementation of this research, is expected to generate labor cost savings. They can also be installed at below-freezing temperatures, which would not be possible with grout materials.

Sweet 16

http://www.umasstransportationcenter.org/Document.asp?DocID=402


Benefits

Environmental

Adhesive anchors allow for repairs to be made more efficiently. With adhesive anchors, it is possible to reinstall instead of using scrap materials. Adhesive anchors also are expected to have greater longevity, which could lead to less frequent in-kind replacements.

Reduced Congestion

Installation can be expedited using adhesive and cementitious anchoring systems, which can reduce congestion around work zones through a shorter installation period.

Labor Costs

Cost savings are anticipated with lower labor costs required for installing adhesive and cementitious anchoring systems The material can also be installed in cold temperatures versus using grouts.

Product Approvals

Cost savings can also be incurred in terms of product acceptance. Due to having a test method in place, less time is needed to work with manufacturers on approving their products on a one-off basis. The test method allows for manufacturers to directly submit their product for approval.

Life Cycle Costs

Life cycle costs are expected to decrease from materials approved through the developed test methods. In using a higher-quality product approved through these methods, it can be expected that the materials installed will have longer-term durability. Material acceptance methods with higher-quality products being approved can lead to decreased costs in inspections, with longer lifespans of the product being used.


Michigan Department of Transportation

Bridge Scour Technology Transfer Event and Website

Project ID 2016-0067 Z4

Cost $70,914

Duration 12 months

Submitter Michigan Department of Transportation Michael Townley 8885 Ricks Rd Lansing, Michigan 48917 517-636-0144

Links https://www.michigan.gov/documents/mdot/Spotlight_Bridge_Scour_Tech_Transfer_Event_-_Final_622166_7.pdf https://www.michigan.gov/documents/mdot/SPR-1673_FinalReport_REVISED_622106_7.pdf https://mtri.org/mdot_scour_workshop.html


The National Cooperative Highway Research Program’s Domestic Scan (NCHRP Project 20-68A) on bridge scour risk management brought more than 30 national bridge scour experts together for a week in July 2016 to examine ways to prevent and remediate bridge scour. To help disseminate these experts’ knowledge and innovations to professionals in Michigan, MDOT’s bridge management engineer, who was also chair of the NCHRP scan team, worked with the Michigan Tech Research Institute (MTRI) to plan and host a one-day conference in Lansing in October 2017 dedicated to bridge scour risk management. The workshop sessions were wide-ranging, covering five general areas: 1) scour procedures and risk analysis; 2) modeling and analysis; 3) scour monitoring and field inspection; 4) countermeasure design, construction, and sustainability; and 5) scour plans of action. Monitoring was the focus of five sessions, including sessions on multi-beam sonar and bathymetric survey boat methods. A discussion of the Federal Highway Administration’s future scour design approaches gave participants a look ahead.

Benefits

The conference demonstrated that Michigan has a sizable cohort of knowledgeable and engaged professionals addressing bridge scour. With more than 40 participants at the technology transfer event, MDOT now has a group of professionals with a better understanding of scour-related issues and tools,

https://www.michigan.gov/documents/mdot/Spotlight_Bridge_Scour_Tech_Transfer_Event_-_Final_622166_7.pdf

https://www.michigan.gov/documents/mdot/Spotlight_Bridge_Scour_Tech_Transfer_Event_-_Final_622166_7.pdf

https://www.michigan.gov/documents/mdot/SPR-1673_FinalReport_REVISED_622106_7.pdf


and Michigan is emerging as a leader in the field of innovative and effective bridge scour risk management. By investigating, evaluating, and mitigating the effects of bridge scour throughout the state, MDOT’s bridge professionals are extending the service lives and enhancing the safety of Michigan’s bridges.



The Sidepath Intersection and Crossing Treatment Guide (S)

Project ID 2016-0274

Cost $329,506

Duration 24 months


Links https://www.michigan.gov/documents/mdot/SPR-1675_Sidepath_Application_Criteria_Development_for_Bicycle_Use_Final_Report_2018-07-09_628346_7.pdf https://www.michigan.gov/documents/mdot/SPR_1675_Spotlight_635336_7.pdf https://www.michigan.gov/documents/mdot/2018-06-28_Sidepath_Intersection_and_Crossing_Treatment_Guide_FINAL_with_Appendices_635121_7.pdf


This project’s aim was to acquire data particular to Michigan through primary research investigating bike-crash characteristics on sidepaths, and to examine Michigan residents’ preferences, attitudes, and behaviors toward bicycling. Results were used from these investigations to develop educational materials for bicyclists and motorists. Crash analyses would provide foundational data informing a guide for sidepath designers. Bicycle crash data were closely analyzed to find statistically significant trends in both sidewalk and sidepath crashes. A survey was sent out to 5,000 Michigan residents to learn about residents’ bicycle facility preferences and their attitudes and behaviors toward bicycling. The crash analysis data showed three statistically significant trends: 1) Bicyclists riding against traffic are at higher risk than those riding with traffic. 2) Bicyclists riding through signalized intersections are at greater risk than at intersections with other types of traffic control. 3) Sidepath/sidewalk bicycle crashes tend to occur with left- or right-turning vehicles at signalized and unsignalized intersections. Survey results showed that safety concerns, distance, and weather were the most limiting barriers for all cyclist types. Nearly 89% of respondents reported that safety concerns about riding in fast or busy traffic at least

Safety

https://www.michigan.gov/documents/mdot/SPR-1675_Sidepath_Application_Criteria_Development_for_Bicycle_Use_Final_Report_2018-07-09_628346_7.pdf



https://www.michigan.gov/documents/mdot/SPR_1675_Spotlight_635336_7.pdf

https://www.michigan.gov/documents/mdot/2018-06-28_Sidepath_Intersection_and_Crossing_Treatment_Guide_FINAL_with_Appendices_635121_7.pdf




somewhat limited their ability to bicycle to work. A large majority (73%) agreed or strongly agreed that many drivers don’t seem to notice bicyclists. Respondents showed an overwhelming preference for bicycle accommodations, with separated facilities preferred. The Sidepath Intersection and Crossing Treatment Guide was developed based on crash analysis and survey results obtained during the project’s research. The guide offers a methodology that integrates best practices for sidepath design into roadway projects. Planners, designers, and engineers can use this methodology to improve safety and reduce the risk of crashes. Potential next steps for MDOT to further this work include developing, implementing, and evaluating targeted bicycle safety campaigns using the materials created through this project.

Benefits

The project’s research provides MDOT, as well as engineers and planners from other organizations, with the up-to-date data they need to make decisions about incorporating sidepaths into roadways. The survey about bicycle usage preferences shows that Michigan residents strongly prefer to use separated bicycle facilities, such as sidepaths. Although specific risks are associated with sidepaths, road agencies can address those risks through public messaging and through designers’ use of different safety practices in roadway projects incorporating sidepaths. Potential next steps for MDOT to further this work include developing, implementing, and evaluating targeted bicycle safety campaigns using the materials created through this project.



Developing Michigan Pedestrian and Bicycle Safety Models and Web Tool

Project ID

2016-0068 Z1

Cost $273,499

Duration 26 months

Submitter

Michigan Department of Transportation Michael Townley 8885 Ricks Rd Lansing, Michigan 48917 517-636-0144

Links https://www.michigan.gov/documents/mdot/SPR-1651_-_Final_Report_Developing_Michigan_Pedestrian_and_Bicycle_Safety_Models_626802_7.pdf https://www.arcgis.com/apps/webappviewer/index.html?id=dd4d65089b0840c0a035f0087ecf587a


This project developed a web tool and risk assessment model for bicycle and pedestrian crashes. To accomplish this, the team developed statistical and data science methods to identify the places throughout the state in need of countermeasures and to identify the factors that contribute to pedestrian and bicycle crashes. Despite existing research and facility improvements, pedestrian and bicycle-involved crashes, injuries, and fatalities have remained relatively stable in Michigan. However, it is difficult to systematically identify and compare areas of high risk for non-motorized users. Relying solely on observed crashes or hotspot analysis can be misleading due to statistical anomalies or not properly accounting for exposure and other risk factors. Unfortunately, the Highway Safety Manual doesn’t provide a satisfactory solution to measuring non-motorized risk. The research staff leveraged the Empirical Bayes methods from the Highway Safety Manual in combination with a model of non- motorized exposure to create both a bicycle and pedestrian risk score for each 160,000 square meter area throughout the state. The risk model considered crashes, roadway geometry, land use, U.S. Census household characteristics, and travel behavior. Another important data source used in the exposure model was a statewide travel survey. The main results are risk scores for every county in Michigan as well as a visual representation of calculated exposure for roadways. These results are available in two

https://www.michigan.gov/documents/mdot/SPR-1651_-_Final_Report_Developing_Michigan_Pedestrian_and_Bicycle_Safety_Models_626802_7.pdf

https://www.michigan.gov/documents/mdot/SPR-1651_-_Final_Report_Developing_Michigan_Pedestrian_and_Bicycle_Safety_Models_626802_7.pdf

https://www.arcgis.com/apps/webappviewer/index.html?id=dd4d65089b0840c0a035f0087ecf587a

https://www.arcgis.com/apps/webappviewer/index.html?id=dd4d65089b0840c0a035f0087ecf587a


output formats: graphic information system files and a web tool. Users can find locations of higher associated risk and higher exposure to then dig deeper and review what safety issues are of concern at those locations.

Digging deeper can include conducting a road safety audit, talking with the community, reviewing a local non-motorized plan, etc. Ultimately the tool helps find non-motorized risk. Safety engineers can utilize their time and resources more efficiently using this tool in the safety process.

Benefits

The value is in the tool's output of risk and exposure. This gives users at MDOT more information and context to look into the pedestrian and bicycle issues their region or local office is facing. Pedestrian and bicycle crashes can tend to be sporadic and may not represent the full picture in pedestrian/bike safety. We can utilize our time and resources more efficiently using this tool in our safety process.



Development of Secondary Route Bridge Design Plan Guide Drawings (B)

Project ID 2016-0070 Z1

Cost $239,472

Duration 26 months


Links https://www.michigan.gov/mdot/0,4616,7-151-9622_11045_24249_76865_76873-470365--,00.html https://www.michigan.gov/documents/mdot/Spotlight_Cost-Benefit_of_Secondary_Bridges_-_final_629361_7.pdf


MDOT has developed four ready-to-use bridge design drawings to assist counties, cities, and villages that face expensive bridge replacement projects. Local agencies and their consultants are being encouraged to review the design guides and templates for the four bridge types and tailor plans to local site conditions. Michigan has nearly 6,500 bridges of which 1,000 have been assessed as structurally deficient and in need of replacement. Some of the villages, cities, and counties that own these bridges lack experience in bridge design and often turn to MDOT plans and design guides for guidance. These MDOT plans usually address larger structures with higher traffic volumes and do not always fit local needs.

Local agencies may then look at designs based on previously built bridges of their own, which may not be cost-effective in terms of design, durability, and lifetime costs. The results have been a wide variety of bridge types and performance quality, as well as increased design and construction uncertainties for local agencies and contractors. MDOT worked with researchers from Wayne State University to examine bridge design practices around the state; consult with stakeholders, including local agencies and their consultants; and develop a set of bridge designs specifically suited to smaller agencies and low-volume

Bridges

https://www.michigan.gov/mdot/0,4616,7-151-9622_11045_24249_76865_76873-470365--,00.html

https://www.michigan.gov/mdot/0,4616,7-151-9622_11045_24249_76865_76873-470365--,00.html

https://www.michigan.gov/documents/mdot/Spotlight_Cost-Benefit_of_Secondary_Bridges_-_final_629361_7.pdf

https://www.michigan.gov/documents/mdot/Spotlight_Cost-Benefit_of_Secondary_Bridges_-_final_629361_7.pdf


roads. Researchers narrowed the pool of design concepts down to four bridge types. After creating designs for these four types, the team conducted a detailed life cycle cost analysis for each. The research team then refined the designs to balance economy and constructability and developed four sets of plans ready for use by local agencies. Galvanized steel spread box beam, side-by-side box beam, and spread bulb-tee structures were the most viable bridge types for plan development, as noted by the researchers and stakeholders. Plans are provided in three bridge widths (30, 34, and 40 feet) suitable for lower traffic volumes, with spans from 20 to 110 feet and skew angles from 0 to 30 degrees. Life cycle cost analysis established similar trends in initial and life cycle costs for all four bridge types, with galvanized steel beam bridges generally the most expensive. Researchers determined that steel- girder bridges were suitable for spans up to about 60 feet, and bulb-tee bridges for spans greater than 70 feet. Box beam bridges were appropriate throughout the range of span lengths considered. Detailed plans were developed for each of the four bridge types in the selected widths, span lengths, and skews. Guides, plans, and procedures are available from MDOT in AutoCAD and MicroStation formats.

Benefits

Using these plans to replace deteriorating bridges, local agencies can optimize costs with savings in design, construction, and maintenance over the lifetime of the new bridges. Over time, these designs will become increasingly familiar to local agencies and their contractors, reducing design and construction uncertainties, further reducing construction costs, and improving bridge quality. MDOT is leading an outreach effort to build awareness and encourage local agencies to take advantage of the bridge designs.


Minnesota Department of Transportation

Optimal Culvert Designs for Aquatic Organisms and Stream Connectivity

Project ID 2019-02

Cost $164,353

Duration 30 months

Submitter Minnesota Department of Transportation Shannon Fiecke 395 John Ireland Blvd, MS 330 St. Paul, Minnesota 55155 651-366-3738

Links https://researchprojects.dot.state.mn.us/projectpages/pages/projectDetails.jsf?id=16010&type=CONTRACT&jftfdi=&jffi=projectDetails%3Fid%3D16010%26type%3DCONTRACT


Researchers examined fish passage research and consulted with experts in many fields to write and assemble a culvert design guide for Minnesota’s varied ecological regions. The Minnesota Guide for Stream Connectivity and Aquatic Organism Passage Through Culverts, developed in partnership with the Minnesota Department of Natural Resources, is intended primarily for culvert designers and hydraulic engineers who are tasked with creating highway culverts that facilitate the movement of fish and other aquatic organisms and that do not block the free flow of streams and rivers. The guide is the first of its kind for the state. A presentation was made at the Minnesota Transportation Conference, and training workshops are being planned to implement design guidance to surveyors, culvert designers, project managers, environmental coordinators, and highway designers.

Benefits

This project resulted in a first-of-its-kind, Minnesota-specific guide that will help practitioners design culverts that allow for the movement of fish and other aquatic organisms and that do not block the free flow of streams and rivers.

https://researchprojects.dot.state.mn.us/projectpages/pages/projectDetails.jsf?id=16010&type=CONTRACT&jftfdi=&jffi=projectDetails%3Fid%3D16010%26type%3DCONTRACT




Affordable Bridge Girder End Repair Method Restores Concrete Beams to Original Strength (S16)

Project ID 2018-07

Cost $65,090

Duration 14 months




Researchers evaluated a cost-effective technique for repairing the damaged ends of reinforced concrete bridge beams using a reinforcement cage and hydraulic cement. Although the repair method appeared to work well in the field, the technique had not been scientifically analyzed. Laboratory testing of repaired and unrepaired girders from Highway 169's Nine Mile Creek bridge showed that the repair method restored damaged girders to their original design shear strength. Using this method, severely deteriorated beam ends can be repaired with reinforcement cages and shotcrete for only $5,000 to $10,000, versus a time-intensive full beam replacement that can cost an estimated $300,000. MnDOT and the City of St. Paul have used the repair on three projects since the study, including at Interstate 94 in downtown Minneapolis. Results were presented at state and Midwest conferences in late 2017, and at the National Bridge Preservation Partnership Conference in April 2018. Kansas DOT plans to employ the bridge end repair on an upcoming project.

Benefits

Using this method to repair bridge girders, deteriorated beam ends can be repaired with reinforcement cages and shotcrete for $5,000 to $10,000. The alternative is full beam replacement, which involves constructing a new beam, closing traffic, removing the bridge deck over the damaged beam as well as

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the beam itself, and recasting the bridge deck and barrier—an intrusive process that costs hundreds of thousands of dollars and can involve more than a month of bridge lane closures.

Operational Cost

This repair method costs approximately $10,000, versus an estimated $300,000 for a more expansive repair. MnDOT has used the bridge end repair technique on seven beams (two projects) since the study at a savings of at least $1.3 million. Full beam replacement (some beams were on the same bridge) would have cost approximately $1.4 million, excluding public service interruption impacts. These costs are based on past project experience. Beam-end-only repairs for these seven beams, meanwhile, totaled just $70,000 (5% of full beam replacement cost.) St. Paul’s cost savings (one project) were unavailable.

Traveler Comfort

Anticipated benefit: More than a month of bridge closures will be avoided thanks to this technique.

Actual benefit to date: Three MnDOT bridges—at least three months of bridge lane closures avoided. (No information available from the City of St. Paul.)

Reduced Congestion

Anticipated benefit: More than a month of bridge closures will be avoided thanks to this technique.

Actual benefit to date: Three MnDOT bridges—at least three months of bridge lane closures avoided. (No information available from the City of St. Paul.)



Adding Snowplow Camera Images to MnDOT's Traveler Information System

Project ID 2017-41

Cost $199,085

Duration 6 months




MnDOT installed network dash cameras and ceiling-mounted cameras on 226 snowplows, approximately one-quarter of MnDOT’s snowplow fleet. The cameras, integrated with the onboard mobile data computer and automated vehicle location equipment, automatically captured snapshots of road conditions during plowing. The snapshots were incorporated into several facets of MnDOT’s 511 traveler information system: the desktop and mobile versions of the website and the 511 app.

Benefits

This project demonstrated the successful integration of various hardware, software, and network systems, carrying the road weather imagery step by step from the cameras to the public 511 interface. The project also succeeded in scaling up an earlier, modest effort to furnish snowplows with cameras. MnDOT collected input on the value of the cameras from a range of interested parties: the public, snowplow operators and supervisors, and MnDOT management staff. Motorists and MnDOT alike found the project to be valuable, with up-to-the-minute imagery helping members of the public and MnDOT’s maintenance staff make well-informed decisions during winter storm events. The public response itself was overwhelmingly positive, with 319 Facebook users responding to a MnDOT post about the cameras. Based on the successful deployment of this system, MnDOT recommended wider use of this equipment throughout its snowplow fleet.




Mississippi Department of Transportation

Knowledge of Effects of Different Mississippi Soil Deposits on Pavement Performance

Project ID

MSDOT—SS271

Cost $44,104

Duration

19 months

Submitter

Mississippi Department of Transportation Cynthia Smith PO Box 1850 Jackson, MS 39215-1850 601-201-6696

Links http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20271%20-%20%20Knowledge%20of%20Effects%20of%20Different%20Mississippi%20Soil%20Deposits%20on%20Pavement%20Performance.pdf


This research focused on a series of interviews with experienced MDOT materials and construction personnel with familiarity of the problematic soils in their respective districts of the state to determine how they addressed the problems at the time and what they would do differently to address them today. The conclusions from these experiences are addressed by submittal of recommended changes for MDOT Standard Operating Procedures, as well as recommendations for the additional chapter in the MDOT Pavement ME Design User Input Guide.

Knowledge Capture

Documenting challenges from Mississippi soils with all District Materials Engineers will help on-boarding and passing of institutional knowledge.

Better MEPDG Characterization

Our native soils will be better characterized for Pavement-ME.

http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20271%20-%20%20Knowledge%20of%20Effects%20of%20Different%20Mississippi%20Soil%20Deposits%20on%20Pavement%20Performance.pdf





Missouri Department of Transportation

Impact of Missouri's Public Ports (S16)

Project ID TR201711

Cost $360,255

Duration 17 months

Submitter Missouri Department of Transportation Jen Harper 1617 Missouri Blvd. Jefferson City, Missouri 65101 573-526-3636

Links https://www.modot.org/economic-impact-public-ports-study


Missouri’s marine transportation ranks 10th in the United States with 1,050 miles of inland waterways, 15 public port authorities, and one tri-state commission. These waterways connect the state to the entire Mississippi River system and its tributaries, including the Ohio, Tennessee, and Illinois Rivers. They also provide connections to Gulf Coast ports such as New Orleans and Mobile, providing Missouri shippers with access to global markets. Capital improvements at Missouri’s public ports are funded through a combination of local, private, federal, and state funding. State general revenue (GR) for public ports is requested annually through the General Assembly, but all state government requests for GR far exceed Missouri’s revenue. In order to get broad support in the legislature, MoDOT needed to demonstrate benefits to the state beyond the borders of the physical ports. MoDOT undertook an 18-month project that provided economic data demonstrating how the public ports support employment in nearly every county in Missouri. MoDOT and the public port authorities association used the data included in this study to educate legislators, the governor, and the public about the potential increases in Missouri jobs and tax revenues for a small capital investment. Since publication in 2018, MoDOT has received greater interest in funding public ports and experienced fewer reductions in the program. In state fiscal year 2018, the ports were funded at $1.5 million; in 2019, the funding rose to $7.8 million. Ports are no longer the “best kept secret in Missouri.” An additional benefit of the project was the marketing aspect for each public port. The contractor used unmanned aerial vehicles to fly over each port and take pictures. The contractor then developed a brochure for each public port listing the services, existing facilities, infrastructure connectivity, and availability for expansion. The ports have been able to use these brochures to further market their ports and try and bring in more private

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https://www.modot.org/economic-impact-public-ports-study


investment. The DOT benefits in that every barge on the river removes trucks from our overcrowded interstate system. Visit the report website to view all individual port brochures.

Benefits

Funding

Since the study was published in 2018, MoDOT has received 1) greater interest in funding ports, 2) increased state funding for public ports and experience levels for ports, and 3) fewer reductions in the port program reductions program. In state fiscal year 2018, the ports were funded at $1.5 million; in 2019, the funding rose to $7.8 million.


Missouri Department of Transportation

Field Implementation Using Crumb Rubber Aggregate in Chip Seals

Project ID TR201804

Cost $54,167

Duration 15 months

Submitter Missouri Department of Transportation Jen Harper 1617 Missouri Blvd. Jefferson City, Missouri 65101 573-526-3636

Links https://www.modot.org/media/18804


In the United States, roughly 250 million scrap tires are generated per year. While recycling efforts and alternative use programs have ramped up in the last couple decades, almost 20% of those scrap tires still end up in a landfill or illegal dump each year. Approximately 30% of recycled or reused tires are ground for a variety of end uses, including paving projects and aggregate substitution. Chip seals have been identified nationwide as a cost-effective preventative maintenance treatment for asphalt pavements. When used on a suitable pavement at the most appropriate time, a chip seal treatment will help to seal the existing surface from water and air intrusion, slow the deterioration of the existing surface, improve safety by increasing skid resistance, and extend the life cycle of the existing roadway. MoDOT funded a 13-month long research project that evaluated the effectiveness of replacing mineral aggregate with crumb rubber obtained from recycled scrap tires. As part of the study, researchers prepared laboratory chip seal specimens and, in collaboration with MoDOT, constructed a field chip seal section on a Missouri travelway. The effects of varying crumb rubber replacement ratios to mineral aggregate in a chip seal were evaluated. A series of six tests measured aggregate macrostructure, retention, and skid resistance in both laboratory and field conditions. The crumb rubber showed remarkable performance in aggregate retention using multiple test methods.

Additionally, the values of the mean texture depth of rubberized chip seal specimens were significantly higher than those of the conventional aggregate chip seal. A reduction in the British Pendulum Number (BPN; used in measuring skid resistance) was recorded with an increase in the crumb rubber replacement ratio immediately after construction. However, after more than a year of service life in the experimental roadway section, the chip seal segments with 25% and 50% crumb rubber replacement ratios recorded a much higher BPN compared to that of the conventional chip seal segment.

http://www.modot.org/media/18804


Anecdotally, researchers reported a significant decrease in perceived noise levels when traveling over the field test section, compared to a mineral aggregate chip seal. This study concluded that crumb rubber can be used in a chip seal as a partial replacement of mineral aggregates by volume up to 50%. This offers MoDOT an additional, environmentally friendly option for chip seal aggregate selection while helping to divert and use scrap materials from the waste stream.

Benefits

• Reduce and divert scrap materials from the waste stream.

• Increase recycled material use.

• Establish viability of mineral aggregate replacement.


Montana Department of Transportation

Development of Non-Proprietary Ultra-High Performance Concrete—Phase 1

Project ID 8237

Cost $143,716

Duration 32 months

Submitter Montana Department of Transportation Sue Sillick 2701 Prospect Avenue, PO Box 201001 Helena, Montana 59620-1001 406-444-7693

Links https://www.mdt.mt.gov/research/projects/mat/high_performance_concrete.shtml


Ultra-high performance concrete (UHPC) has mechanical and durability properties that far exceed those of conventional concrete. Thus, elements made with UHPC are thinner/lighter than elements made with conventional concrete. The enhanced durability properties of UHPC also allow for longer service lives and decreased maintenance costs, which also decreases the life cycle costs. However, using UHPC in conventional concrete applications has been cost-prohibitive, with commercially available/proprietary mixes exceeding $2,500 to $3,500 per cubic yard, which is about 20 times the cost of conventional concrete. The overall objectives of this project were to develop and characterize non-proprietary UHPC mix designs made with materials readily available in Montana. These mixes were anticipated to be significantly less expensive than commercially available UHPC mixes, thus allowing for the use of UHPC in construction projects in Montana. In this research, suitable materials for production of UHPC that are readily available in Montana were obtained and characterized. Initial trial UHPC mixes were then prepared and tested to determine concrete behavior across a range of potential mix proportions (e.g., water to cement ratios, paste contents, admixture dosage rates). A statistical experimental design procedure (Response Surface Methodology: RSM; see attached typical response surface figure) was then used to characterize the effects of these various parameters on the behavior/performance of the UHPC. Ultimately, RSM was used to determine optimized mixes that met specified performance criteria (e.g., 8-11-in flow, 20 ksi compressive strength). The effect of batch size and the mixing/curing procedure was then investigated with these optimized mixes. Based on this investigation, a mix protocol was established, and a modified mix design was selected for further evaluation. The mechanical properties and durability of this selected UHPC mix was then evaluated through a suite of ASTM tests. Specifically,

https://www.mdt.mt.gov/research/projects/mat/high_performance_concrete.shtml


the mechanical properties tested in this research were compressive and tensile strength, elastic modulus, and shrinkage. Durability tests included alkali-silica reactivity, absorption, abrasion, chloride permeability, freeze-thaw resistance, and scaling. The research concluded the following: 1) Suitable materials for use in UHPC can be easily obtained in the state of Montana. 2) The RSM proved to be an efficient tool for characterizing the effect of the various constituents on the performance of UHPC and for optimization. Using this methodology, four mixes were identified that met the desired performance criteria: $300 to $350 cost, 8- to 11-inch flow, and 20 to 21 ksi strength at 56 days. This cost is about double the cost of conventional mixes, making this material cost-effective due the reduced life cycle cost. The measured responses from these mixes were all within 12% of the predicted responses, and all easily within the 95% confidence interval. 3) The mechanical and durability tests performed on the selected UHPC mix demonstrated the exceptional mechanical properties and durability of this material.

Benefits

Environmental

Decreased maintenance and construction activities will reduce the environmental impact.

Efficiency and Operational Benefits

Operational costs will be reduced due to improved performance and decreased life cycle cost.



Investigation of Prefabricated Steel Truss/Bridge Deck Systems (B)

Project ID 8226

Cost $47,841

Duration 39 months


Links https://www.mdt.mt.gov/research/projects/structures/prefab.shtml


Steel truss bridges are an efficient and aesthetic option for highway crossings. Their relatively light weight compared with plate girder systems make them a desirable alternative for both material savings and constructability. A prototype of a welded steel truss constructed with an integral concrete deck was proposed by a steel fabricator as a potential alternative for accelerated bridge construction (ABC) projects in Montana. This system consists of a prefabricated welded steel truss topped with a concrete deck that can be cast at the fabrication facility (for ABC projects) or in the field after erection (for conventional projects).

This specific bridge and prefabricated construction technique are not well represented in the literature; thus, there was a need to identify potential bridge spans and traffic volumes where the proposed system is viable and economical. A truss configuration was designed with economical wide flange vertical members and bolted diagonal member connections. The steel truss used a welded connection between the vertical compression members and top and bottom chords. The truss members and bolted connection configuration produced a system that satisfied the strength and fatigue requirements for an infinite-life design.

A 205-foot span was used in this re-design, as MDT had a plate girder design at this span length available from a recent project (the Swan River project), allowing for cost comparisons to be readily prepared between the two systems. To further investigate the potential material and fabrication cost savings for the truss system, a three-dimensional finite element model was created to more accurately estimate the distribution of multiple lane and axle loads to the trusses in the system and attendant individual truss

Bridges

https://www.mdt.mt.gov/research/projects/structures/prefab.shtml


members. Results of this analysis indicated that a distribution factor for use with a 2D model could be lower than previously calculated using the relatively simple and typically conservative lever rule (by approximately 25%), and in further analyses, this new distribution factor was used. The 205-foot steel truss bridge was re-analyzed and designed using a 2D finite element model with the refined distribution factors. Conventional and accelerated construction scenarios were considered in the design of the truss members, connections, and splices. The conventional construction scenario assumed a single splice at midspan with a concrete deck cast after the truss was erected. For the accelerated construction scenario, the assumption was made that the truss elements with integral concrete deck would bridge the span in three segments (resulting in two splices). The steel weight of the bolted and welded steel trusses assuming conventional and accelerated construction were 15% and 28% less than the steel weight of the Swan River plate girders. Using an average of the materials and fabrication estimates from various fabricators yields a reduction in cost of 10% and 26% for the two construction alternatives, respectively. Based on this investigation, a steel truss with integral concrete deck, either precast on the truss for accelerated bridge construction, or cast-in-place for conventional construction, are attractive alternatives for bridge projects in Montana.

For the case considered in this study, using a combination of bolted and welded connections in the trusses, this system was found to offer good performance at a potentially lower cost than comparable plate girder construction. An implementation meeting was held with MDT staff, design consultants, construction contractors, and steel fabricators. The next step in implementation will be field deployment of such a structure.

Benefits

The conventional construction scenario assumed a single splice at midspan with a concrete deck cast after the truss was erected. For the accelerated construction scenario, the assumption was made that the truss elements with integral concrete deck would bridge the span in three segments (resulting in two splices).


The light weight of prefabricated steel truss bridges as compared to plate girder systems yields lighter bridges, decreasing material costs and increasing aesthetics. Also, construction and operational costs are decreased by 10% for conventional construction and 26% for accelerated bridge construction of prefabricated steel truss bridges.



Advanced Methodology to Determine Highway Construction Cost Index (HCCI)

Project ID 8232

Cost $199,673

Duration 31 months


Links https://www.mdt.mt.gov/research/projects/const/const_cost_index.shtml


A highway construction cost index (HCCI) is an indicator of the purchasing power of a highway agency. Thus, it must reflect the actual construction market conditions. However, the method previously used by MDT was not robust enough to meet this primary goal due to 1) a significantly insufficient sample size of bid items used in HCCI calculation and 2) an inability to address the need to track cost trends of construction submarket segments such as, but not limited to, various project types, sizes, and locations. This study resulted in the development of an advanced methodology to overcome these limitations using two new concepts: 1) dynamic item basket and 2) multidimensional HCCIs. The dynamic item basket process identifies and utilizes an optimum amount of bid-item data to calculate HCCIs in order to minimize the potential error due to a small sample size, which leads to a better reflection of the current market conditions. Multidimensional HCCIs dissect the state highway construction market into distinctively smaller sectors of interest and thus allow MDT to understand the market conditions with much higher granularity. A methodology was developed to integrate these two concepts and a standalone MDT GIS visualization HCCI Calculation and Bid Analysis System was developed to automate the HCCI calculation process. The results show an eightfold increase in terms of the number of bid items used in calculating HCCIs and at least a 20% increase in terms of the total cost of bid items used. In addition, the multidimensional HCCIs reveal different cost-change patterns across different highway sectors. For example, the bridge construction market historically shows a very different trend compared with the overall highway construction market. The new methodology is aiding MDT in making more reliable decisions in preparing business plans and budgets with more accurate and detailed information about the construction market conditions.

https://www.mdt.mt.gov/research/projects/const/const_cost_index.shtml


Benefits


The new methodology improves MDT efficiency and reduces operational costs in preparing business plans and budgets with more accurate and detailed information about the construction market conditions. Further, the system is providing insights on the cost trends of a specific item; aiding in identifying project types, locations, and sizes with higher construction cost growth; and aiding in identifying hidden relationships, such as the cost-quality relationship. Additional benefits include the following:

• Research team evaluated current practice and determined best statistical method to use.

• Research team brought in new practice procedures that may have been missed by MDT staff.

• Documented process.

• Help guidance available inside the tool.

• Tool can be used by anyone within MDT to produce customized results specific to the need versus one person posting the information to a shared site for all to use.

• Cost estimators are able to observe cost trends in real time.

• Potential to improve engineer’s estimate.

• Can be used as additional data for developing inflation rates.

• Results are comparable to national index and other states’ data.

• New GIS visualization tool to automatically mine construction cost data versus MDT staff spending over 40 hours each year.

• New tool allows dynamic statistical analysis versus static, one-value result.

Also, the old method provided a statewide index that was based on all project types and most common materials used. The new tool provides options to:

• Select data from projects statewide or by district.

• Select data from specific project types.

• Select categories of materials or specific materials.

• Limit the range of data to a specific time period.

• View contract and project statics in addition to the construction cost index.

• View results on a colored heat map with interactive features to see the specific information behind a data point.

• Export results to a spreadsheet for further analysis.



MDT Wildlife Accommodations Process

Project ID 5896

Cost $232,968

Duration 33 months


Links https://www.mdt.mt.gov/research/projects/env/wap.shtml


Wildlife accommodations are features designed and implemented into a transportation facility to moderate the effects of the infrastructure on wildlife and their habitat. MDT has accommodated a variety of wildlife species in the last two decades in a number of different ways. However, MDT recognized there was not a defined, standardized procedure for addressing wildlife accommodations within the project development process. Prior to this research, wildlife accommodations had been addressed on a case-by-case basis using an informal process that lacked definition and consistency and often resulted in last-minute design changes, increased costs, and project delays. This project investigated how to establish a process to incorporate these features into construction projects through a documented, objective, and standardized evaluation process to determine the appropriateness of including wildlife accommodations in the development and design of each construction project. The overall objective was to develop a wildlife accommodations process and guidelines specifically tailored to meet MDT’s project development processes and Montana wildlife, as well as to evaluate needs and feasibility. This process includes justification, feasibility of incorporating accommodation features, timing, and applicable methodologies to optimize project development schedules. This project resulted in the development of a formal Wildlife Accommodations Process (WAP) that identifies the need for wildlife accommodations early in project development and then recommends wildlife accommodations as part of a new activity (Wildlife Accommodations Recommendations Memo) in MDT’s design process. The design team consists of all stakeholder groups, including planning, design, construction, maintenance, and the districts and works through an iterative evaluation to determine the wildlife accommodations that will be carried forward into design. A new decision report, the Wildlife Accommodations Decision Report (WADR), documents the accommodations moving forward into design,

https://www.mdt.mt.gov/research/projects/env/wap.shtml


with decisions summarized in the scope of work and other milestone documents that are part of MDT’s design process. In addition to defining the changes to project delivery, an implementation plan, performance measures, and process review documents were developed.

The process review includes a five-year adaptive management plan to allow for adjustments to improve upon the original process. Also, a Desk Guide (attached) was developed to serve as a quick reference for MDT staff and outside partners.

Benefits

Environmental

Increased efficiency and cost-effectiveness in mitigating the effects of the Montana transportation system on wildlife.


This project is resulting in decreased operational costs by proactively developing construction projects with wildlife in mind. There is a defined and consistent process eliminating last-minute design changes that increased project costs and caused project delays.



Effective Production Rate Estimation Using Construction Daily Work Report Data

Project ID 9344

Cost $139,582

Duration 24 months


Links https://www.mdt.mt.gov/research/projects/const/production_rates.shtml


Accurate and practical production rate estimates are crucial for an accurate forecast of contract completion time. As costs of highway projects increase with time, the importance of estimating highway construction contract time has increased significantly, thereby emphasizing the need for effective production rates due to the interrelatedness between the two. By reviewing the literature, various aspects of production rate estimation were identified, including factors that influence production rates, production rate adjustment factors, statistical methods, and current practices of MDT. The purpose of this research was to develop historical, data-driven estimates of production rates using daily work report (DWR) data in order to enhance current contract time determination practices. The research team analyzed MDT’s DWR data along with bid data and GIS data to estimate realistic production rates. Descriptive analysis, regression analysis, and Monte Carlo simulation were deployed to offer insights into historical projects’ characteristics and production rates of 31 controlling activities of MDT. The major findings of the descriptive analysis were statistical measures (i.e., mean, first quartile, median, and third quartile) of 31 controlling activities, which provide more practical, detailed, and updated estimates in comparison with the current published values. In addition, variations of production rates in terms of different seasons of work, districts, area types (urban/rural), and budget types were explored. The study also developed regression equations to estimate production rates of 27 out of 31 controlling activities. For each activity, factors that had a significant effect on production rate were included in the regression model as predictor variables. In addition, a production rate-based method was developed to

https://www.mdt.mt.gov/research/projects/const/production_rates.shtml


evaluate contractor’s performances, and a Microsoft Excel-based Production Rate Estimation Tool (PRET) was developed to assist MDT practitioners.

Benefits


This project resulted in decreased operational costs and improved efficiency by providing a tool to more accurately determine contract time using more realistic production rates, which is crucial to contract administration because the predicted duration and associated cost form a basis for budgeting, planning, monitoring, and even litigation purposes. Excessive contract time is costly because it extends the construction crew’s exposure to traffic, prolongs the inconvenience to the public (unnecessary increase of road user costs), hinders local businesses, increases construction costs, and subjects motorists to less than desirable safety conditions for longer periods of time. Insufficient contract time results in higher bids, overrun of contract time, increased claims, substandard performance, and safety issues. Since a transportation agency maintains numerous ongoing projects under its portfolio, accurate contract time estimation will lead to the timely completion of projects, better success rate, and efficient use of funds.


Nevada Department of Transportation

Streamlined Automated Procedure to Identify No-Passing Zones Using Existing Nevada DOT Resources

Project ID P638-16-803

Cost $129,075

Duration 19 months

Submitter Nevada Department of Transportation Lucy Koury 1263 S. Stewart Street Carson City, Nevada 89712 775-888-7223

Links https://www.nevadadot.com/home/showdocument?id=16034



Before the subject research, the process for conducting passing sight distance studies at Nevada DOT utilized the two-vehicle method. The lead vehicle would drive the route to be studied at a predetermined constant speed. The trailing vehicle followed behind. A passenger in the tailing vehicle had a laptop connected to hardware in the vehicle that measured the distance between the lead vehicle and the trailing vehicle. A certain sight distance is required to safely pass for a given speed, and the goal was to drive the two vehicles with exactly this distance between them while conducting the study and manually observing whether adequate sight distance to the lead vehicle existed along each segment of the route. Sight distance was manually recorded on this software by clicking a button when the lead vehicle was lost to sight due to horizontal curvature, vertical curvature, or some other obstruction. The software then recorded the location where sight distance was inadequate and adequate along the route being driven. In rural routes, there are places with no cell coverage where the operators of the two vehicles had to communicate via hand-held radios to stop and start the study as needed. This system was at the end of its life when the research was done. The software had become slow, and the equipment required special adapters to work with a modern laptop. It was not easy to get all the parts and pieces of hardware in the two vehicles to work with each other and the laptop software. The subject research developed a software program that analyzed LIDAR data the Department had already started collecting independently of this research project. From the LIDAR data, the software can tell the vertical and horizontal sight distance along the route. The LIDAR survey data has the location and elevation of

https://nam04.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.nevadadot.com%2Fhome%2Fshowdocument%3Fid%3D16034&data=02%7C01%7CJennifer.Sharp%40erg.com%7C9c3f0f39627049d3dd7108d7402a2a9e%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C0%7C637048422196223352&sdata=%2Fm0hvH7DDgjiTvbyqcQu%2FVxdLm%2BA09gi9VDHbD5iWE0%3D&reserved=0


each point along the roadway centerline, edges, and shoulders. The software allows the user to input the lane width and the shoulder width to allow for the calculation of greater sight distances where no obstructions exist on the shoulder in the field. This research has eliminated the need for the trailing vehicle, and it has reduced the use of the vehicle that was formerly utilized as the lead vehicle in these studies. (A vehicle will still occasionally be needed to drive out and verify that the shoulder widths present in our databases are correct and that no other obstructions exist.) The subject research has eliminated the need for the radio, the laptop, and the specialized software and hardware. It has eliminated the need to maintain the sight distance measuring system hardware components, which were a difficult system to maintain and operate. The system was quite temperamental when it was finally removed from service due to this research. The subject research has allowed the studies to be performed by one staff member at their desk, with a small amount of time spent on field verification as necessary. This is a huge savings as compared to sending three people out into the field statewide to conduct each study. The survey results are also now more precise, with no lag from the manual operation of the old sight distance software.

Benefits

Field verification of software inputs will be done using shared NDOT motor pool or other existing crew vehicles that serve other primary purposes. The two vehicles used for passing sight distance studies in the past are no longer needed. The passing sight distance hardware in these vehicles is no longer needed to be maintained or repaired. The software and dedicated laptop previously used will no longer be needed. This new software is being run on standard NDOT desktop workstations already assigned to each relevant employee. Actual benefits accrue from not having to replace the lead vehicle or the following vehicle previously used for these studies. The second trailing vehicle was scheduled for replacement at the time of the research study. This saved the entire cost of a new vehicle and retrofitting the vehicle to meet state standards and installing hardware to be able to perform passing sight distance studies. An unknown dollar amount of benefit is accrued from obviating the need to repair and upgrade the hardware used for these studies. This need was quite pressing at the time of the research study. A suitable vendor with appropriate technology ready to use at the time could not be found, so the savings here are significant, but the dollar amount is unknown. NDOT IT also benefits from not having to supply and maintain the laptop used for these studies. An estimated savings from not having to maintain a laptop with software for these studies is approximately $500. Below is the estimation of time needed for the typical passing sight distance prior to this research. Three people are engaged in each study, and their hours are summed below. Typically, the three-person crew would work four 10-hour shifts to accomplish a rural sight distance study. For studies in rural Nevada, the first and last day of the week would be dedicated to travel to and from the study location and the setup of the hardware and software.

• Average 50 segments to review for northbound and southbound in a typical rural 30-mile segment.

• Total hours for rural Nevada study: 120.

Below is the estimation of staff time needed for the typical passing sight distance study using the software developed as a product of this research.

• Average 50 segments to review for northbound and southbound in a typical rural 30-mile segment.


• Total hours for rural Nevada study with new software: 8 per diem saved is estimated at $4,000 per year in staff lodging and travel expenses.

This figure is based on an average of two large rural studies per year (such as those identified above) and two or three smaller local studies each year that would amount to one week of work in addition to the two weeks of work each year for the larger studies. This is a total of three weeks of staff time per year, as well as three weeks of the per diem for the three-person crew. Staff time has been calculated for one Transportation Planner Analyst I at a Step 1, one Transportation Planner Analyst II at a Step 5, and one Transportation Planner Analyst III at a Step 10. This represents the variety of folks used to accomplish the studies and the reporting. With this research, 336 hours of staff time is being saved per year. The value of this staff time is $13,898.08 per year, including benefits. The average annual cost to own and maintain the two dedicated vehicles for passing sight distance studies has been eliminated. Vehicular expenses saved each year include $4,641.42 per year for the lead vehicle and $3,245.22 each year to own and maintain the following vehicle. The value of the staff time, the per diem, and the cost to own and maintain the vehicles is $25,784.72 saved each year as a result of this research. This research has resulted in more accurate data as well. The studies can now be completed more quickly on average as well, since a team does not need to be scheduled, assembled, and driven out to the study location.

NDOT Traffic Information Data. Installing passing lanes and striping no-passing zones could result in approximately a 40 percent reduction in head-on crashes.

NDOT Traffic Information Data. On rural roads in Nevada, approximately 136 head-on crashes occurred between 2015 and 2017, resulting in 42 fatalities. The anticipated reduction in crashes could save six lives per year.

Operational Cost

Anticipated benefits include the ongoing annual savings described above that will occur on an ongoing basis. This software methodology per year for performing passing sight distance and realizing these savings is anticipated to be valid for 10+ years.

Environmental

Fewer vehicles on the road will reduce the carbon output.

Traveler Comfort

More accurate data results in safer no-passing zones.

Reduced Congestion

No longer needing two vehicles on the roads to perform no-passing zone studies allows for fewer vehicles on the road.


Nevada Department of Transportation

Prioritization of Wildlife-Vehicle Conflict in Nevada (S)

Project ID P604-16-803

Cost $100,000

Duration 18 months

Submitter Nevada Department of Transportation Lucy Koury 1263 S. Stewart Street Carson City, Nevada 89712 775-888-7223

Links https://www.nevadadot.com/home/showdocument?id=16038 https://www.nevadadot.com/doing-business/about-ndot/ndot-divisions/planning/research


Along with the steady human population growth observed across the state, animal-vehicle collisions have been increasing with the addition of more roads and more vehicles. Knowing animal-vehicle collisions pose a safety risk for motorists, NDOT wanted to better understand the current situation across the state as a whole. We knew there was a high cost to the taxpayer, but this report estimated the value of animal-vehicle collisions in Nevada to be between $19 and $21 million annually—much higher than we imagined. Since tax dollars are limited, it is important for NDOT to focus its limited resources, maximize our efforts, and obtain the greatest benefit for the taxpayer. Therefore, the overall objective of this study was to identify the priority locations where mitigation is needed to reduce the risk of animal-vehicle conflict and make roads safer for both motorists and animals. Deliverables included a formal report with various statistical summaries and the creation of numerous georeferenced hotspot maps that prioritized animal-vehicle conflicts across Nevada. These maps of animal-vehicle hotspots can be used during the early planning processes to integrate mitigation with upcoming roadway projects to reduce planning, engineering, and construction efforts, all of which creates cost savings. This research project, although still very new in its implementation, has already supported past, current, and future decisions for wildlife mitigation, which has improved the way NDOT integrates wildlife considerations. Several locations in Elko County were highlighted as problem areas, including U.S. 93 north of Wells and I-80 east of Wells. Through this research, we saw that U.S. 93 had hotspots prior to mitigation efforts, but after construction of several underpasses, overpasses, and fencing, these hotspots were eliminated. Additionally, Pequop Summit was listed as Nevada’s #1 priority for conflicts

Safety

https://www.nevadadot.com/home/showdocument?id=16038

https://www.nevadadot.com/doing-business/about-ndot/ndot-divisions/planning/research


with animals-vehicle collisions. Although mitigation for this area was under construction during this research project, it validated our decision to address this area. The Pequop Summit wildlife project was completed in late 2018 and now consists of 10 miles of wildlife fencing that ties into six existing underpasses and two of the largest overpasses in North America. This report has already shown benefits as a tool in our decision-making processes. It has highlighted areas that we knew had some issues, but we were not aware of the magnitude of the problem. For example, we were made aware that animal-vehicle collisions encompassed almost 50% of all collisions in Lincoln County, with one stretch of U.S. 93 between Caliente and Panaca as high as 65%. This area recently had a road safety audit (RSA) and since we are now aware of the high animal-vehicle conflicts along this stretch, we are investigating ways to reduce these conflicts and incorporate these measures into the upcoming roadway improvements. Through this report, we now can identify how these problem areas line up with other roadway projects and we can consider options to reduce animal-vehicle conflicts. Although it is a common understanding that the larger species cause more injuries when involved in animal-vehicle collisions, Nevada had not run summaries looking at how the different species have caused harm to motorists. Collisions with horses, although low in frequency, were highlighted as the most dangerous animals in Nevada. The percentage of human fatalities and injuries caused by collisions with horses was highest when compared to other species. Cattle and burros were also in the top five species for human safety concerns. Therefore, this study brought livestock to the front of NDOT’s safety concerns when considering animal-vehicle conflicts. We didn’t want this report to be just another product that sat on a shelf, but we wanted the report to be a tool for long-range planning. Therefore, we worked closely with NDOT Planning staff to include an implementation plan in the report. This section highlighted the current NDOT Planning processes, when animal-vehicle conflicts could be integrated into early planning, and action steps to follow through with depending on the site-specific needs that are identified in early investigations. Staff in NDOT Planning have continued to support the implementation plan, and we hope to improve it as we move forward with each project, learning from both strengths and weaknesses.

Benefits

Since trends across the natural landscape tend to change slowly, and animal movements tend to be learned over several generations, we believe this study will provide us valuable information for at least the next decade. After 10 years, we will need to rerun the analyses to see if animal-vehicle conflict patterns have changed, how priorities may have shifted, as well as if mitigation projects have eliminated previously existing hotspots. Since we knew we would need to account for changing conditions over time, the report was completed in a way that can be replicated using GIS-based analysis. We accounted for a change in staff and created a manual to assist in future replications. This should allow for a proper comparison over time. One common question is if the study provided site-specific guidance. The answer is no. Going into this, we knew that each location is unique and requires detailed investigations to determine the most appropriate site-specific mitigation methods. Therefore, this study highlighted the areas of concern at this present time, and we will have to address each area individually as funding and project limits allow.

Safety

Anticipated 50 percent reduction in wildlife-vehicle collisions over the life of the structure. This is based upon the successes of other high-traffic areas within Nevada.


New Hampshire Department of Transportation

Gusset-less Truss Connection Physical and Structural Model to Aid Bridge Inspection and Condition Assessment (B)

Project ID 26962M

Cost $110,000

Duration 29 months

Submitter New Hampshire Department of Transportation Deirdre Nash P.O. Box 483 Concord, New Hampshire 03302-0483 603-271-8995

Links https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/26962m.htm



The objective of this research was to investigate the fatigue performance of the gusset-less truss connection used in place on the Memorial Bridge, particularly the radiused fillet welds. To investigate the performance, a scale-model of the connection was designed, fabricated, and tested with fatigue loading. The structural response was recorded through strain gauges and Digital Image Correlation (DIC) measurements. Several finite element models of the test setup were developed and refined. The measured responses were compared to numerical responses to check the validity of the model. In terms of loading the specimen in fatigue, a fatigue-life prediction was estimated using the design assumptions and the specimen was loaded to the expected number of cycles to failure: 1.6 million. No damage was detected in the test specimen.

Benefits

The procedure developed in this study provided a reliable way to ensure consistent behavior across a high-cycle fatigue test performed in multiple testing intervals. Because the research results showed no visual evidence of damage to the test specimen, NHDOT is assured that the connection has a substantial life span. The testing results validated that the design assumptions were reasonable and can be used for

Bridges

https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/26962m.htm


future projects. Knowledge gained concluded that visual inspections of the gusset-less connection at the Memorial Bridge should focus on the web-to-flange interface.


New Jersey Department of Transportation

New Protocol for Accepting Over-Coating Paint Systems on Steel Surfaces (S16)

Project ID FHWA-NJ-2018-006

Cost $213,862

Duration 35 months

Submitter New Jersey Department of Transportation Giri Venkiteela Bureau of Research 1035 Parkway Avenue Trenton, New Jersey 08625-0600 609-963-2239

Links https://www.state.nj.us/transportation/refdata/research/ https://www.njdottechtransfer.net/wp-content/uploads/2019/05/FHWA-NJ-2018-006.pdf


A new protocol for evaluating the durability of coatings and their effectiveness in reducing corrosion of steel structures was developed. Basic concepts of accelerated testing specified in American Society for Testing Materials (ASTM) and recent research investigations are incorporated in the proposed method. Growth of corrosion from a damaged-coat location, thinning of coating, color changes, and influence of weld and bolt holes were evaluated. The major differences between the proposed method and the current practice are a circular geometry of preformed damage instead of X shape, use of adhesion strength of the coating to obtain corrosion-creep growth at various stages of corrosion, and addition of deep-freezing cycle as part of accelerated corrosion to enhance creep growth. The pull-off strengths provide quantitative and repeatable measurements for estimating the degradation as compared to measuring small amounts of creep growth that are typically fussy. These measures provide significant and clearly measurable degradation within three months of accelerated exposure. The protocol was evaluated by comparing the performance of six coating systems. Out of the six coatings, two were known to provide very good corrosion protection while two others were known to be very weak. The test results were compared with one from the long-term field study. The experimental results and the

Sweet 16

https://www.state.nj.us/transportation/refdata/research/

https://www.njdottechtransfer.net/wp-content/uploads/2019/05/FHWA-NJ-2018-006.pdf


comparative evaluation of the laboratory and field study indicate that the proposed protocol provides an effective procedure for evaluating the performance of protective coatings. Zinc-based base coatings were found to be best choice based on both accelerated test results and field performance.

Potential Impact of Implementing Research Results

Implementation of research results will lead to the use of new coatings that can provide better performance. Current test methods are both time-consuming and expensive and therefore very few new coating systems are submitted for approval. Only coating systems manufactured by large companies are currently approved. Even large companies shy away from submitting new systems. In addition, the new test protocol will provide a good estimate of coating life in actual field conditions. Using durable coating systems selected through accurate test methods will not only save money, but also provide environmental benefit and fewer traffic disruptions. Note that frequent over-coating will always result in some environmental pollution and traffic re-routing.

Benefits

It is assumed that effective and economical accelerated test methods to identify the performance of new coating systems will lead to the approval of new coating systems that will provide longer life in the field. The approving committee will have access to clearly measurable parameters for evaluating the new coating systems. In the area of environmental pollution, the two main sources for reduction will be: 1) the pollution caused by degraded coatings and rust, and 2) dust produced during the cleaning and application of new coatings. Even with carefully designed protective systems, limited pollution could occur. Cost savings are based on the assumptions that the new coatings will have longer life and that the traffic disruption caused during the recoating will be eliminated. Traffic disruption could be significant when transportation structures such as sign posts are recoated.

Environmental

Reduction of particle pollution caused by degrading coatings and any possible pollution during recoating.

Accelerated Testing for Innovative Coatings

The accelerated testing can be completed within 6 months; therefore, any new innovative coatings developed can be submitted for approval with minimum delay. The current tests not only take about 2 years, but also do not provide clearly measurable response variables.



Environmental Impacts of Reclaimed Asphalt Pavement (RAP)


Cost $450,000

Duration 24 months

Submitter New Jersey Department of Transportation Stefanie Potapa 1035 Parkway Avenue Trenton, New Jersey 08625-0600 609-963-2227

Links https://www.state.nj.us/transportation/refdata/research/ https://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-008.pdf https://www.njapa.com/njapa-achieves-major-policy-success-final-days-legislative-session/


RAP is considered the most recyclable material in the United States. The main factor driving the recycling of RAP materials into new pavements is the sizable amount of natural aggregates typically used in producing those pavements, enhancing the benefits of conserving these natural resources and reducing costs of new asphalt pavements. Despite the benefits of recycling RAP materials, not all of them can be recycled into new asphalt pavements. As a result, the unused RAP materials have to be either stored on site for long periods of time or disposed of in waste landfills, which is often costly. In the state of New Jersey, storage stockpiles of RAP have been growing in size over the years and storage space is becoming limited. According to the New Jersey Asphalt Pavement Association (NJAPA), over 11 million tons of RAP were produced in New Jersey between the years 2007 and 2012 alone. Most of these millings were obtained from roadway construction/rehabilitation projects funded by NJDOT. Using RAP in pavement applications alone resulted in recycling RAP at a slower pace than that at which it is produced (only half of the RAP produced was being recycled). This has led to the following drawbacks:

• The available space for storing RAP in New Jersey was quickly filled to the point where recyclingfacilities no longer accepted RAP (because they were not able to).

• The need to ship millings to landfills increased costs for transporting RAP and overall project costs.


https://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2017-008.pdf

https://www.njapa.com/njapa-achieves-major-policy-success-final-days-legislative-session/


• With higher project costs, lower projects were funded, leading to fewer construction jobs in New Jersey.

These factors warranted the need for investigating other potential engineering applications, such as unbound aggregates under guiderails, for using RAP materials. While such engineering applications are plentiful, the New Jersey Department of Environmental Protection (NJDEP) did not allow the use of RAP in unbound applications before conducting this study. This was mainly due to the concern of harmful toxins leaching from RAP when exposed to nature’s elements. Based on the findings of this project, Governor Chris Christie signed legislation that dramatically expanded the permissible uses of RAP materials. The bill was approved by the Assembly and Senate in the final days of the legislative session. This legislation allows the use of RAP for quarry reclamation in stone quarries, establishes a regulatory framework for quarry reclamation in sand quarries, and allows RAP materials to be used for a host of other beneficial uses—including farm roads, pothole repair, and parking lots. Therefore, this project played a key role in addressing NJDEP’s concerns regarding the safety of RAP materials usage in unbound engineering applications.

Benefits

The benefits of the Environmental Impacts of RAP project implementation include: 1) reduced RAP stockpiles in New Jersey due to the newly allowed applications, 2) lower RAP disposal costs for NJDOT and contractors in New Jersey, and 3) increased roadways construction projects due to lower project costs.

To better understand the impact of this study, the example of unpaved roadways is given. Unpaved roadways constitute 53% of all roads in the United States. This translates to 1.6 million lane miles, most of which were paved using gravel materials. The outcomes of our study allows the use of RAP as “gravel” for unpaved roadways and parking lots. At an estimated cost of $5.00 per ton for an area of 1 mile long by 12 ft. wide by 5 in. thick, the total cost of gravel required is approximately $5,866.65 (that’s only for 1 lane mile). The use of RAP, which has an estimated cost of $3.0 per ton, results in savings of approximately $2,347 per lane mile. This amounts to approximately 40% in cost savings of the materials used for unpaved roadways. Another example is the cost savings in reclaiming quarries in New Jersey. RAP presents an excellent, cost-effective, and environmentally friendly alternative to reclaiming quarries in New Jersey.

Environmental

Anticipated benefit: Identified that RAP is not harmful to the environment if disposed of in certain applications. The use of RAP as unbound "aggregate" material is highly beneficial.

Actual benefit to date: Allowed the use of more RAP in pavement applications, thus reducing costs. With this study, RAP is allowed in unbound applications such as under guiderails, unpaved roadways, parking lots, quarry reclamation, etc.

Reduced Operational Costs

Anticipated benefit: Reduced costs of RAP disposal (it is used in beneficial applications).


Actual benefit to date: Reduced roadway construction project costs (estimated at 40% reduction in costs of unpaved roadways from materials only).

Informed Legislative Actions

Anticipated benefit: The Environmental Impacts of RAP research study by Rowan University was instrumental in providing supporting documentation, through the final report of this project, for making informed policy decisions, which directly led to a legislative action for quarry reclamation less than a year from the end of the project (final report was submitted on April 30, 2017).

Actual benefit to date: The recommendations from our NJDOT Research Project "Environmental Impacts of RAP" was accepted by a New Jersey State House Committee (A5195) and on January 16, 2018, the New Jersey State Senate Environment and Energy Committee (S3521) approved it.



Local Access Management Regulations


Cost $259,469

Duration 27 months

Submitter New Jersey Department of Transportation Priscilla Ukpah 1035 Parkway Avenue Trenton, New Jersey 08625-0600 609-963-2238

Links https://www.state.nj.us/transportation/refdata/research/ https://www.njdottechtransfer.net/wp-content/uploads/2019/04/FHWA-NJ-2018-003.pdf


Access management on local roads is particularly challenging in New Jersey since it is a home-rule state. Although the NJDOT State Highway Access Management Code (N.J.A.C. 16:47) applies to access management on state roads, the state’s local governments do not have consistent regulations or guidelines for managing access on local roads. As a result, many county and municipal roads operate in unsafe conditions due to poor access management. The lack of consistent regulations and guidelines at the local level often creates unsafe conditions at locations where state roads intersect with local roads with high traffic volumes. This research will identify and recommend strategies, tools, and guidelines to facilitate access management on local facilities intersecting and/or impacting state roads.


https://www.njdottechtransfer.net/wp-content/uploads/2019/04/FHWA-NJ-2018-003.pdf


New Mexico Department of Transportation

Free Energy Solar Highway Program (S16)

Project ID R917036

Cost $83,400

Duration 11 months

Submitter New Mexico Department of Transportation David Soherr-Hadwiger PO Box 94690 Albuquerque, New Mexico 87199-4690 505-239-0498

Links https://www.dot.state.nm.us/content/dam/nmdot/Research/NMDOT_Solar_Highway_Plan.pdf


Highway rights-of-way (ROW) can host alternative energy generation system resources for many state DOTs. In an era of limited state DOT budgets, ROW areas can be a source of income and cost reduction to DOTs through alternative energy development, especially in the area of solar energy. In addition, generating power via solar systems is a way for state DOTs to reduce their overall carbon footprints by reducing greenhouse gas emissions and promoting positive public relations through adoption of innovative approaches to transportation sustainability. This research project identified best practices nationally and determined the financial feasibility of generating solar power on NMDOT property at the lowest possible cost. The best practices section describes experiences at 11 solar highway projects in the United States. This portion of the study identifies and provides samples of types of legal agreements used by state DOTs, including power purchase agreements, airspace/land lease agreements, and energy savings performance contracts. The study also examines best practices for maintenance, security, liability, and long-term ownership of photovoltaic systems. It examines projected and actual financial outcomes of the installation where data are available. The feasibility section examines district-specific opportunities for NMDOT to develop solar power generation in state ROWs. The study identifies agreements that can be employed and performs financial analyses to determine which opportunities promise the greatest revenues or savings. This study is particularly useful for the level of detail in the discussion of the topic, including FHWA policy directives and resources, regulatory constraints, state DOT best practices, project partnership agreement types, solar PV system types, project drivers, cost

Sweet 16

https://www.dot.state.nm.us/content/dam/nmdot/Research/NMDOT_Solar_Highway_Plan.pdf

https://www.dot.state.nm.us/content/dam/nmdot/Research/NMDOT_Solar_Highway_Plan.pdf


incentives, agreement investors, utility partners, assignment of responsibilities for infrastructure ownership/security/installation/maintenance/liability, facility buyback provisions, level of DOT effort/hidden costs to create PV projects, project bundling, safety considerations, and savings estimates calculated using Energy Toolbase and NREL’s SAM financial modeling tool.

Benefits

The consulting team evaluated each individual NMDOT District for the PPA and land leasing pathways using two solar PV modeling tools: the Energy Toolbase and NREL’s SAM financial modeling tool. The team interviewed NMDOT Districts and gathered facility electricity usage from each of the six NMDOT Districts. The research team developed an Excel spreadsheet to support the feasibility modeling and evaluations. The researchers identified opportunities to reduce energy costs by more than $300,000 over 20 years. Additionally, the project presented data on acreage needed for ground-mounted solar systems, array size, and annual kWh production that could create revenues between ~$21,500 and ~$325,000 over a 20-year period.

Environmental

Anticipated benefit: Reduced greenhouse gas emissions; carbon reduction; transition to renewable energy sources.

Actual benefit to date: In progress.

Other

Promote positive public relations through adoption of innovative approaches to transportation sustainability.

Anticipated benefit: NMDOT can demonstrate opportunities to provide renewable energy successfully through solar energy projects.

Actual benefit to date: In progress.


North Carolina Department of Transportation

Chip Seal Construction Variability and Its Impact on Performance

Project ID FHWA/NC/2015-19

Cost $

Duration 35 months

Submitter North Carolina Department of Transportation Mustan Kadibhai 1549 Mail Service Center Raleigh, NC 27699-1549 919-707-6667

Links https://connect.ncdot.gov/projects/research/Pages/ProjDetails.aspx?ProjectID=2015-19


Recent mandates by the State Legislature of North Carolina have made chip seals even more important as preservation treatments. The new legislature requires 4,300 lane miles to be covered by pavement preservation treatments in North Carolina. Chip seals would be a large part of the $65 million pavement preservation program that is needed to meet this goal. Another major change in chip seal construction practice is the new directive that prescribes gradual increases in outsourcing chip seal construction from 30% in fiscal year 2015–2016 to 80% by the 2017–2018 fiscal year. This increase in the amount of outsourced chip seal construction changes the NCDOT’s focus from good construction practices to the development of specifications and quality assurance (QA) programs. A series of research projects has been funded by the NCDOT for North Carolina State University (NCSU) to investigate various ways to improve chip seal performance by enhancing material specifications, the effectiveness of chip seal construction, and mix design methods, and ultimately maximizing the life cycle and cost benefits of each chip seal treatment. The research described herein uses the findings and experience gained from these projects to guide the NCDOT to meet these new challenges and recent legislative mandates. In order to help guide the transition towards a higher percentage of contracted chip seal work performed in North Carolina, a synthesis of chip seal best practices was developed and presented as a comprehensive chip seal construction manual. In addition, both field construction and sampling efforts as well as a laboratory experimental testing plan were employed to identify and quantify the variability associated with chip seal construction and the effect of such variability on the performance of chip seals.

https://connect.ncdot.gov/projects/research/Pages/ProjDetails.aspx?ProjectID=2015-19


The overall objectives of this research were to: 1) identify the sources of construction and materials variability in chip seal construction, 2) determine the range of the variability in contracted chip seal construction and the impact of the variability on the performance of chip seals, 3) develop a comprehensive synthesis of best practices for chip seal construction, and 4) develop guidelines for a chip seal certification and QA program.

The methodology employed for this research includes field experimentation and analysis as well as laboratory tests of extracted field samples. The research approach involved the construction of three double-seal test sections in Rowan, Moore, and Caswell Counties, respectively, followed by the sampling of chip seal specimens from these sections for performance testing by the NCSU research team to assess the amount and nature of any construction variability and the impact of any such variability on the performance of the chip seal treatments. Two contractors and three construction crews constructed the chip seal sections. The materials utilized for all the field sections were granite 78M and granite #14, each with CRS-2L emulsion. The granite aggregate used for each field chip seal construction project was obtained from aggregate sources typically used by the bituminous paving crew in each NCDOT Division where the construction would take place. The double seals constructed in Rowan and Caswell Counties consisted of a bottom seal made with granite 78M and a top seal made with granite #14. Both layers of the double seal constructed in Moore County were made with granite 78M. The NCSU research team conducted ignition oven tests using chip seal samples obtained from the constructed field test sections on Vialit plates to determine the material application rates. Using the resulting test data, the research team compared the measured material application rates and the targeted design application rates to quantify the construction variability for each field section. The team also conducted third-scale model mobile load simulator (MMLS3) tests using the chip seal specimens obtained from the field sections to investigate the impact of the observed variability on the aggregate loss and bleeding resistance of the chip seal treatment. To assess the effects of the application rates, the research team evaluated the effects of the emulsion material properties on the chip seal performance. The test procedures that were utilized to assess the materials’ performance are included in the emulsion performance-graded (EPG) specifications, developed by the NCSU research team under NCHRP Project 9-50 and fully detailed in NCHRP Report 837. Key test procedures that the research team utilized in this NCDOT project include the multiple stress creep and recovery (MSCR) test that uses a dynamic shear rheometer as well as spray ability and drain-out tests that use a rotational viscometer in accordance with the EPG specifications.

Benefits

The best practices document can be used by the NCDOT Divisions and chip seal contractors immediately. The QA training program can be implemented. The Divisions will be able to use the products of this research to focus on the key factors that impact the performance of chip seal surface treatments. This final report will assist bituminous construction crews in implementing methods to control variability in the field. Importantly, reducing the variability in the construction of chip seal surface treatments will result in a more consistent service life for the treatments and a reduction in the number of costly corrective actions needed for recently treated roadways. The following recommendations are made for future research:

• The performance-related construction specification framework provided in this report should be field-validated by extracting samples from sections statewide and conducting ignition oven and Vialit tests using those samples. Also, the field performance of those sections should be monitored


to adjust, as needed, the recommended preliminary threshold values that translate to acceptable performance.

• Additional performance and cost data should be obtained to establish and refine pay adjustment factors based on the percentage of aggregate loss observed from Vialit testing of field samples.

• A sampling and measurement plan should be finalized that measures the critical AQCs that are deemed practical by both the NCDOT and the contracted personnel who typically construct chip seals in the state. The goal of this plan is to strike the appropriate balance between not testing enough, which increases risk to the NCDOT, and testing too rigorously, which causes practical problems in terms of increased costs, traffic closings, and specimen testing time.

• A QA training program should be developed and implemented to standardize the education of personnel who are involved in chip seal construction.



Preventive Maintenance Criteria Validation


Cost $198,670

Duration 23 months

Submitter North Carolina Department of Transportation Mustan Kadibhai 1549 Mail Service Center Raleigh, NC 27699-1549 919-707-6667



Preventive maintenance (PM) is a strategic component an effective fleet management program designed to ensure vehicles and equipment are fully functional and safe to operate. PM plans that include a variety of actions are typically scheduled at fixed and predetermined intervals set by equipment manufacturer’s specifications or other external sources (Bernspang and Kali 2011). Regularly draining and replacing engine oil is a common PM action performed to maintain engine health and prolong engine life. Oil drains for machines in the NCDOT maintenance fleet are scheduled to be performed at intervals of 5,000 miles for vehicles, 200 hours for equipment, or annually if the miles/hours threshold is not met. Engine oils are complex mixtures of base oils and additives designed to reduce engine wear, help prevent harmful deposits, and lubricate moving parts (PennzOil 2014). Regardless of the oil formulation, oil quality degrades throughout its useful life as a result of degradation and/or contamination. Oil is drained and changed regularly to maintain quality and counter the effects of degradation and contamination. The interval at which oil should be drained and changed depends on the rate at which it degrades and/or becomes contaminated. Intervals that are too short result in unnecessary PM costs and downtime, while intervals that are too long increase engine wear and the likelihood of engine damage. Previous NCDOT research studied the rate at which engine oil degrades to an unacceptable quality (Hildreth and Tymvios 2016). The work focused on equipment in a limited number of classes and operated in the greater Charlotte region.



The purpose of this project was to further the research by expanding the equipment classes and geographic region studied. The goals were to:

1. Evaluate engine oil quality throughout its service life to identify controlling factors and quantify degradation rates.

2. Compare the results to those from similar equipment classes to evaluate operational environment factors.

3. Compare existing results to those from additional equipment classes to recommend oil drain intervals.

The Spectro Scientific MicroLab 30 on-site oil analyzer was used to analyze the physical and chemical properties of fresh and used oil samples of Xtreme synthetic blend 15W-40 oil and Rotella T6 5W-40 synthetic oil. Samples of used oil were collected and analyzed from 15 machines that consisted of trucks in classes 0205, 0210, and 0212; backhoe loaders in class 0314; and excavators in class 1854. Oil drain intervals for these machines were extended beyond the typical schedule and changed based on a comparison of analysis results with the established threshold values. Oil samples were collected at 3,000, 6,000, and then every 1,000 miles for the trucks. The backhoe loaders and excavators were sampled every 100 hours. Analyses of the used oil sampled from the NCDOT equipment showed that the oils degraded chemically as the oil aged, and viscosity degradation and/or contamination was not observed.

Benefits

The results indicate that the oil drain intervals for the studied equipment can be conservatively extended. It was conservatively estimated that over $530,000, over 11,800 gallons of oil, and over 4,400 hours of downtime can be saved annually.

The primary recommendation resulting from this research is that extended oil drain intervals should be considered for machines in the tested equipment classes with the same engine type and size included in the experimental program. Based on the oil analyses performed, specific recommendations are as follows:

1. Trucks with the Navistar DT466 engine in various classes: Consider extending the drain interval for these engines to 10,000 miles or 1,200 hours. Additional testing is required to confirm the results obtained and that this recommended drain interval is appropriate.

2. Trucks with the Ford 6.7L engine: Consider using the synthetic blend oil in these engines as it performed better than the previously tested synthetic and conventional oils. Also consider extending the oil drain interval to 15,000 miles or 600 hours.

3. Model GU713 Mack trucks: Consider defining the oil drain interval in terms of hours operated and extending interval to 750 hours. If the PM schedule is maintained in terms of miles driven, consider extending it to 10,000 miles.

4. Class 0314 JCB backhoe loaders with the JCB 444 engine: Consider extending the drain interval to 600 hours of operation or 24 months.


5. Class 1854 excavators with the Hyundai 4.2L engine: Consider extending the drain interval to 1,000 hours of operation or 24 months.

The above recommended drain intervals are all predicated on use of the synthetic blend oil tested in this study. For all machines on extended oil drain intervals, oil analysis should be performed at least at the time of oil change to confirm that the oil quality is sufficient to provide protection to the engine. Additionally, it is recommended that machines on extended oil drain intervals be operated at least once per month to prevent dry starts and to deter rust accumulation in the engine. Machines should be operated under load a sufficient period of time to ensure they come to normal operating temperature to burn off any accumulated moisture. Extending oil drain intervals may impact equipment warranties. It is recommended that any and all PM actions be performed to maintain a valid warranty. The annual savings resulting from extending the oil drain intervals for the engines tested was estimated to be over $530,000, over 11,800 gallons of oil, and over 4,400 hours of downtime. It is recommended that similar research be conducted on machines in additional equipment classes to investigate further potential savings within the NCDOT fleet.



Compatibility Testing of Supplemental Fall Protection Devices on NCDOT Bridges (B)


Cost $126,384

Duration 35 months

Submitter North Carolina Department of Transportation John Kirby 1020 Birch Ridge Drive Raleigh, North Carolina 27610 919-707-6662



Falls from bridge decks are a common safety issue among bridge maintenance and inspection workers. More than 80% of fall-related fatal incidents occur when work is performed on bridge decks. Bridge deck workers traditionally rely on existing bridge guardrails for their protection against falls when performing on-the-deck work operations. However, a disproportionate number of the bridge guardrails do not provide sufficient protection based on the 42 ± 3 inches OSHA recommended barrier height requirement. If the bridge rail height is less than 42 inches, OSHA regulations require workers stay at least 6 feet away from the rail or mitigate the fall hazard. Each state DOT has a multitude of daily bridge- related maintenance, inspection, and construction activities that are non-static, of short duration, and require employees to work along and across bridges and be closer than 6 feet to the rail.

Over the decades, AASHTO/FHWA bridge standards related to rail height resulted in several hundred thousand existing bridges being constructed around the country with current bridge rail heights at or near 32 inches. In North Carolina, 88% of bridge guardrails are at or below 39 inches. The cost to retrofit the rail height of existing bridges that have rail heights less than 42 inches would be significant. One proactive and effective intervention that NCDOT and a few other transportation agencies have adopted is the installation of fall protection supplementary devices (FPSDs) to temporarily increase the barrier height during work. However, many manufactured and marketed FPSDs are not compatible, or do not firmly attach onto every bridge guardrail. Therefore, workers are often tasked with assessing the

Bridges



compatibility of FPSDs with bridge guardrails before initiating work. Traditionally, this has been performed using an inefficient trial-and-error based approach—where potential FPSDs are procured, transported, and iteratively tested with several bridge guardrails. To address this issue, this research focused on identifying compatible FPSDs that offer the most advantages for over 22,000 bridge guardrails across the state of North Carolina.

The study objectives were accomplished by: 1) building virtual prototypes of existing bridge guardrails and FPSD systems and assessing compatibility in a virtual setting; 2) identifying desirable FPSD characteristics that lead to improvements in work efficiency, productivity, and safety; 3) evaluating potential FPSD systems for each guardrail using the structured Choosing by Advantages (CBA) method; and 4) conducting field experiments with workers where physiological responses and productivity rates were monitored. The results suggest that the adoption of the CC120 as manufactured by Fall Protection Guardrail Systems, LLC. The CC120 is compatible with the 13 most common guardrails evaluated and offers the most advantages in being easy to transport and install, reducing worker exposure to the bridge’s unprotected edge, having minimal protruding parts in the work area, having few movable and removable parts, and being the most lightweight device.

Benefits

The findings of this research address a significant and nationwide safety and work efficiency issue experienced by all transportation agencies as reported by AASHTO’s Policy Resolution PR-10-14, “Fall Protection Requirements for Highway Workers on Existing Bridges,” dated November 24, 2014.

Currently, NCDOT’s Safety & Risk Management Unit is creating four regional training sessions for bridge engineer supervisors and safety professionals to share the results. NCDOT is also creating an installation video to share with transportation workers.

Other Benefit: Bridge Worker Fall Protection

Anticipated benefit: Worker protection from bridge falls.

Actual benefit to date: Worker in North Carolina fell to his death in 2017—provides solid fall protection for all bridge workers.



Capturing and Communicating the Value of NCDOT Research

Project ID RP 2017-21

Cost $106,000

Duration 16 months

Submitter North Carolina Department of Transportation John Kirby 1020 Birch Ridge Drive Raleigh, North Carolina 27610 919-707-6662



This research project investigated the value of research for NCDOT. Some of the products and implementation efforts that came from this work are as follows:

1. Multiple research projects will utilize the benefit-cost formula outlined in the report.

2. The report assisted NCDOT with some of the surveys, technology transfer, and implementation plans that it currently uses.

3. NCDOT is conducting follow-up research to expand on the findings from this research. In particular, NCDOT is investigating the tangible benefits of knowledge gained.

https://nam04.safelinks.protection.outlook.com/?url=https%3A%2F%2Fconnect.ncdot.gov%2Fprojects%2Fresearch%2FPages%2FProjDetails.aspx%3FProjectID%3D2017-21&data=02%7C01%7CJennifer.Sharp%40erg.com%7Caf6dc2b9d4954f8afc4408d7401b9159%7Ca17e3fab8d2346f287f33fceb7c6a000%7C1%7C0%7C637048359481041594&sdata=hQ5kaaro7mIgIZQhNc6Azg6XiB5phCciweqBvkNulaM%3D&reserved=0


Ohio Department of Transportation

Evaluation of Reserve Shear Capacity of Bridge Pier Caps Using the Deep Beam Theory

Project ID State Job Number 135499

Cost $37,418

Duration 15 months

Submitter Ohio Department of Transportation Zona Kahkonen Keppler 1980 West Broad Street Mail Stop 3280 Columbus, Ohio 43223 614-466-2882

Links http://www.dot.state.oh.us/pages/home.aspx https://cdm16007.contentdm.oclc.org/digital/collection/p267401ccp2/id/17613


Background

• In Ohio, there are approximately 29,000 bridges and multiple pier caps per bridge.

• Many bridge pier caps are deep due to short shear spans. When analyzed using the sectional method, a large number of pier caps are found to be shear overloaded even though they may not exhibit any noticeable cracking or signs of distress.

• AASHTO LRFD 2017 recommends the use of either a strut-and-tie or nonlinear finite element modeling for the analysis of deep members. Both methods require more effort than the sectional method.

Research Context

• Explore innovative strategies to reduce the complexity of the strut-and-tie method (STM) to a level comparable to the sectional method for analyzing deep cap beams.

http://www.dot.state.oh.us/pages/home.aspx

https://cdm16007.contentdm.oclc.org/digital/collection/p267401ccp2/id/17613


• Develop a computer program with strong graphical capabilities to automatically generate efficient STM models while intuitively educating practicing engineers on the correct use of STM.

• Determine if sectional methods underestimate the shear capacities of deep beams, and if so, to what extent and under what conditions.

Research Approach

• Development, testing, debugging, and refinement of the STM-CAP (STM for pier caps), a Microsoft Excel Visual Basic Application (VBA) coding solution algorithm using STM.

• Verification of the STM-CAP results by CAST (Computer Aided Strut-and-Tie) and modeling with Non-Linear Finite Element Analysis (NLFEA).

Research Findings and Recommendations

• STM-CAP overcomes the difficulties encountered in the practical application of STM.

• STM-CAP uses VBA coding to provide graphical solutions and eliminates the need to install and learn new software.

• STM-CAP predicts up to three times higher shear load capacities than the sectional method for a/d ratios of 0.50.

• STM-CAP predicts similar behaviors to the NLFEA.

• STM-CAP provides a good compromise between accuracy and complexity. It is more accurate than the sectional method while being much easier/faster than the NLFEA.

Research Benefits

• STM-CAP provides higher and more accurate shear strength predictions for deep pier caps and facilitates correctly identifying and ranking overloaded pier caps.

• The entire modeling and analysis process can be performed in less than an hour by a beginner user.

• STM-CAP is designed to intuitively educate practicing engineers on the correct use of STM.

Benefits

It is anticipated that this tool will help designers efficiently and easily analyze pier caps on bridge rehabilitation projects where applied loading has changed. This methodology of analysis will increase the capacity of ODOT’s existing assets and should lead to reduced construction costs. District bridge engineers will either use the tool during scoping/evaluation to limit scope of work to the superstructure only or direct the designers to utilize this tool to take advantage of reserve capacity in the pier caps. Designers could always propose to use this tool as a potential cost savings to the Department. The format, descriptions, and help support guide the user through the process logically; the research team focused on making this tool as intuitive as possible. The deliverable provides a very useful tool that simplifies a complex, overwhelming analysis into something more in line with the same efforts as traditional analysis. The result should mean the state can reuse more existing pier caps on deck and superstructure replacements than it has in the past simply by using a different analysis. This research


comes at the right time as ODOT just changed loading requirements in 2019. LRFD is now required to be used on all rehabilitation projects. This is expected to add more loading to the existing substructure than the Standard Specifications did. Being able to counter some of this additional loading without replacement is a big benefit to the Districts, especially ones that continue to see less and less bridge allocation funding.


Ohio Department of Transportation

Extended Life Concrete Bridge Decks Utilizing Internal Curing to Reduce Cracking: Final Report

Project ID State Job Number 134985

Cost $246,966

Duration 45 months

Submitter Ohio Department of Transportation Zona Kahkonen Keppler 1980 West Broad Street Mail Stop 3280 Columbus, Ohio 43223 614-466-2882

Links http://www.dot.state.oh.us/pages/home.aspx https://cdm16007.contentdm.oclc.org/digital/collection/p267401ccp2/id/17867


Background

There is an ongoing concern about premature cracking of concrete bridge decks that reduces the service life of bridges and results in increased maintenance and replacement costs. Research has reported the benefits of using lightweight fine aggregate (LWFA) in concrete mixtures to provide internal curing (IC). This work aimed at assessing the benefits of this technology in Ohio.

Research Context

Internal curing for bridge decks has been adopted or tested by some states to reduce deck cracking. This work combined the guidance from other researchers regarding mixture proportioning with internal curing to help ODOT specify and build decks with a lower risk of cracking and hence longer life.

Research Approach

The work was conducted in three parts. The first was a review of the literature and existing specifications that provide guidance on reducing deck cracking risk. Based on the review, a suite of test mixtures was selected for subsequent lab evaluation. The lab testing led to the recommendation that

http://www.dot.state.oh.us/pages/home.aspx

https://cdm16007.contentdm.oclc.org/digital/collection/p267401ccp2/id/17867


mixtures containing up to 50% slag cement, internal curing, and shrinkage reducing admixtures (SRA) should be utilized for optimum performance. The third phase of this project involved the construction of two bridge decks: one a control using a conventional mix design, and the other containing slag cement and internal curing. The decks were instrumented and load tested shortly after construction, in addition to an inspection one year after placement. A life cycle cost analysis was also conducted to assess the feasibility and affordability of the recommendations.

Research Findings and Recommendations

• All of the mixtures tested in the laboratory provided adequate strength.

• All of the mixtures were sufficiently impermeable.

• As the amount of slag in the mixture increased, shrinkage and cracking risk decreased.

• Mixtures containing LWFA exhibited lower shrinkage and cracking risk than mixtures without LWFA.

• Mixtures containing SRA exhibited lower shrinkage and cracking risk than mixtures without SRA. SRA was not used in the test deck because of cost.

• There was no significant difference in structural response between the two bridges.

• In terms of cracking after one year, the bridge deck with the internal curing mix design outperformed that of the normal concrete mix in all areas observed by the inspection team.

• Life cycle cost assessment of the recommended approach demonstrated that internal curing will provide long-term savings despite being more expensive at the time of construction.

Internal Curing

Curing is the provision of sufficient heat and moisture to promote adequate hydration of a concrete mixture. Traditional curing methods have been to control water loss from free surfaces. This is of limited benefit in low w/c systems because there is insufficient water to hydrate all of the cement. Providing extra water from the exterior is only useful to the outer inch (or less), because the water cannot penetrate any further into the system during curing. The concept behind internal curing is to deliver added curing water uniformly through the system, without compromising the w/c ratio at the time of mixing. This concept can enhance hydration and reduce moisture profiles, both of which lead to reduced cracking.

Benefits

The impact to the Department based on the findings of this research will be of great reward in long-life bridge applications. Internal curing is a practice that is very beneficial to the concrete system during a time period when the concrete is most vulnerable (initial curing stages). Specifications will be updated and changed to allow for the pre-wetted lightweight aggregate materials to be used for internal curing in the near future. We are working with District 7 to conduct testing similar to what was done for this research. Those findings will be shared with folks at the completion of the project and a one-year deck cracking analysis has been completed. ODOT will implement this research into future projects. Cleveland State University conducted a project in 2005–2007 with regards to internal curing (ODOT Project


134227). They developed a list of approved sources of pre-wetted lightweight fine aggregate, which will be developed in the near future.

Other Benefit—Standards

More projects are needed, and one is currently scheduled to be completed in District 7 over the next 2 years. We are looking for other areas with twin structures to assist us with getting this product out to the industry so that it can become the norm in long life bridge construction. As more projects come online and contractors become more familiar with the material, bid item costs will be lowered based on the amount of material being used in the state and their fear of the unknown being of a lesser risk. While our local source in District 12 has recently been closed and is being remediated into greenspace for the Cuyahoga Valley National Park, we do have sources that are in close proximity that can be used. The biggest hurdle is the cost of the pre-wetted lightweight material and having the material shipped in from locations in other states (Indiana, Kentucky, New York). Contractor fear is also an issue at the time of bidding and will cause minor inflation of bids, provided they are read properly, for a short period of time. As ready-mix suppliers use this material more and more, Department projects and costs should/will go down.


South Carolina Department of Transportation

Development of SC Databases and Calibration Factors for the Highway Safety Manual (HSM)

Project ID SPR No. 712

Cost $181,020

Duration 53 months

Submitter South Carolina Department of Transportation Terry Swygert SCDOT Office of Materials and Research 1406 Shop Road Columbia, South Carolina 29201 803-737-6691

Links https://www.scdot.scltap.org/wp-content/uploads/2019/02/SPR-712-Final-Report.pdf


South Carolina initiated research to develop a predictive model method to improve the overall safety of the state’s network. The research compiled discrete databases used for calibration and developed facility calibration factors for 18 different roadway intersection types and basic freeway segments. Using South Carolina crash data from 2013 to 2015, state-specific safety performance functions (SPFs) that will analyze and accurately predict the safety performance of individual facilities were developed. The results of this research enable SCDOT analysts to more accurately utilize the Highway Safety Manual (HSM) to improve every aspect of crash analysis, identify high crash locations, and determine the most cost-effective solution in adding safety countermeasures. Traffic safety engineers will be able to implement the state-specific SPFs to conduct data-driven safety analysis (DDSA) in a newly developed Safety Management System (SMS) for all planning, programming, project development, construction, operations, and maintenance activities. The SMS utilizes a data-driven approach for network screening and diagnosis processes to identify safety hazards.

https://www.scdot.scltap.org/wp-content/uploads/2019/02/SPR-712-Final-Report.pdf


Benefits

The state-specific SPFs utilized in the new system will allow SCDOT to reduce the number of traffic fatalities and crashes within the state while making the most informed investment decisions for highway construction and maintenance.



Compliance with the United States Environmental Protection Agency (USEPA) Effluent Limitation Guidelines – Turbidity Control and Surface Outlets


Cost $498,629

Duration 68 months


Links https://www.scdot.scltap.org/wp-content/uploads/2019/02/SPR-702-Final-Report.pdf


The main goal of this research was to assess turbidity reduction with the use safe of passive polymer flocculants (polyacrylamide [PAM]) in an effort to establish a best management practice (BMP) that would assist in meeting proposed turbidity standards. The research evaluated turbidity and total suspended solids (TSS) in stormwater discharges using various linear BMPs and the effects of PAM applications with the BMPs, at project sites and in controlled experiments. Selected SCDOT project sites from different regions of the state were used to quantify BMP performance, with and without PAM, for SC soil types. Turbidity and TSS measurements were taken during storm events and under controlled experiments to determine the effects of varying both application techniques and time intervals. Additional research evaluated the effectiveness of surface water withdrawal systems (skimmers) and baffle configurations, with and without PAM applications, utilizing an SCDOT scaled model sediment basin.

Laboratory bioassays were conducted to evaluate acute and chronic toxicological effects resulting from exposure to commercially available PAM formulae. The results of the research indicate that PAM applications may be necessary for significant turbidity and suspended sediment reduction, and that granular PAM applications can significantly reduce turbidity below USEPA’s proposed 280 NTU turbidity numeric effluent limit. Based on this work, SCDOT developed a new supplemental technical specification



and quality products list (QPL) requirements for polymer coagulants/flocculants for sediment control. The flocculant specification provides guidance and standards for utilizing nontoxic flocculants as an option for enhanced performance of sediment control BMPs for situations where turbidity requirements warrant the use.

Benefits

The results of this project have a state-wide impact, as the newly created specification and QPL are available for review and adoption by all municipalities within South Carolina.



Implementation of the U.S. Geological Survey’s StreamStats Application for South Carolina Department of Transportation (S16)


Cost $698,183

Duration 50 months


Links https://www.scdot.scltap.org/wp-content/uploads/2019/01/SPR-714-Final-Report.pdf https://pubs.er.usgs.gov/publication/fs20183070


South Carolina initiated research to adapt the USGS StreamStats web application for state-specific conditions. StreamStats is an easy-to-use, web-based application that delineates watersheds using current LiDAR topography for scoping, design, and reporting purposes. The application provides streamflow statistics at gaged locations and uses regression equations developed using basin characteristics to estimate flood-frequency statistics at rural and urban ungaged locations. Further, the research incorporated use of USGS streamgages, field measurements of historic bridge scour in South Carolina, SCDOT bridge and roadway information, and USGS historic indirect flow measurements into the StreamStats application. This application has several novel approaches that are unique to the South Carolina StreamStats application. South Carolina is the first to have statewide LIDAR-derived elevation data in the StreamStats application. This allows the application to delineate watersheds with increased accuracy compared to previous topographic survey-based elevation data. In addition, the South Carolina StreamStats application uses LIDAR-derived streamlines, which are the same scale as the LIDAR-derived elevation data, to ensure hydrography and elevation data spatially align. The use of LIDAR allowed for the generation of improved hydrologic unit code (HUC) boundaries at the 8-digit level. Several South Carolina specific layers were created for the application. These layers include field measurements of historic bridge scour in South Carolina, SCDOT bridge and roadway information, and USGS historic indirect flow measurements. The scour layer allows engineers to compare results for scour analyses to

Sweet 16


https://pubs.er.usgs.gov/publication/fs20183070


bridges where historic sour data have been collected. Doing so helps engineers to gain insight into and to compare regional trends at bridge sites to their potential scour calculations. The bridge and roadway information feature helps to identify the roadways and bridges at given locations. This helps with identifying project locations and areas affected by flooding. The USGS historic indirect flow measurements layer gives users quick access to historic flood data to help gain insight for new designs and comparisons for future floods.

Benefits

The results of this research have streamlined the process for SCDOT to obtain basin characteristics such as drainage area, percent impervious area, percent of drainage area in each region, and mean basin slope along with flood-frequency statistics for South Carolina watersheds. The Hydraulic Design Support engineers have noted a dramatic reduction in the computation time to delineate watersheds and determine basin characteristics to use in scoping and designing discharge areas since the StreamStats application was implemented. What would previously take three days for each watershed was reduced to five minutes (or less). Over the next 10 years, SCDOT anticipates a savings of $20.3 million dollars in engineering costs. Further, the research led SCDOT to modify the Requirement for Hydraulic Design Studies and designate StreamStats as the recommend method for delineating watersheds and obtaining discharges.


Texas Department of Transportation

Exploring Rapid Repair Methods for Embankment Slope Failure (S16)

Project ID 0-6957

Cost $59,596

Duration 11 months

Submitter Texas Department of Transportation Wade Odell Research and Technology Implementation Division 200 E. Riverside Drive Austin, Texas 78704 512-416-4737

Links https://library.ctr.utexas.edu/hostedpdfs/uta/0-6957-1.pdf


Recurring slope failures happen frequently in Texas due to the extreme weather and soil conditions. TxDOT spends millions of dollars annually to repair recurring embankment slope failures along state highways. The primary objectives of this research project were to 1) synthesize and critically evaluate existing methods for rapid repair of embankment slope failures, and 2) recommend appropriate implementation procedures to avoid recurring failures considering different district conditions. The research findings were obtained through an extensive literature review, fact-finding surveys, structured follow-up interviews of subject matter experts, and several case studies. Synthesis of the current state of knowledge and practice helped to identify and present slope repair practices that ensure the long-term performance of embankment slopes along roadways. The identified slope repair methods were evaluated and compared based on various factors, such as 1) long-term performance and applicability to the embankment soil, 2) constructability considering the minimal impact to existing roadway and traffic conditions, and 3) ease of implementation by TxDOT maintenance workforces. For each method, recommended best practices to prevent recurring failures were determined. The project findings clearly show that there are practices that could reduce the chance of recurring failures of slope repair methods, even for those methods that are highly prone to failure (e.g., rebuilding and compaction method). Moreover, the results show that repair methods could be combined to prevent recurring failures. Case studies highlighted in this research present excellent examples of these combinations. The findings of this research project were presented in various forms (a technical report, a summary report of benefits,

Sweet 16

https://library.ctr.utexas.edu/hostedpdfs/uta/0-6957-1.pdf


a video presentation, educational materials, info-sheets, a GIS web application, and a poster presentation) to actively disseminate the information and conduct technology transfer so that agencies and transportation professionals can implement the results of this research. This research provides an easy-to-access and comprehensive repository of recommended best practices to avoid recurring slope failures. The implementation of this research project is in progress (TxDOT implementation project 5-6957-01). The benefits of reduction in recurring failures go beyond reduced construction and operation costs by enhancing safety, customer satisfaction, infrastructure conditions and service life, environmental sustainability, and transportation system reliability. Moreover, the results of this study could reduce administrative costs and traffic congestion. Although the scope of this research was limited to Texas, the findings and recommendations of this research are ready for implementation in other states, especially those with similar soil and weather conditions.

Benefits

TxDOT spent approximately $28.5 million in slope repair projects for fiscal year 2018. A statewide survey presented in the research study showed that approximately 55% of the slope failures in Texas are recurring failures. Assuming an annual budget of $28.5 million for slope repair projects in Texas, the implementation of the findings of this research (implementation is in progress) leads to cost savings of $15.6 million per year. Assuming a 5% discount rate, the net present value of this research project (with $59,596 capital cost) is about $130 million over the next 10 years. Assuming cost savings over the next 10 years, the benefit-cost ratio is 2,181 to 1.



Application of a Laser Scanning System to Dynamic Friction Test Specimens: Correlation Between Texture and Friction

Project ID 5-6921-01

Cost $135,682

Duration 6 months


Links http://tti.tamu.edu/documents/5-6921-01-R1.pdf


With the goal of improving the measurement of aggregate characteristics and classification, this project undertook the initial implementation of the laser-based system that was developed under TxDOT research project 0-6921, “Use of Lasers for Laboratory Measurements of Aggregate Shape, Angularity, and Texture,” to measure aggregate properties. This laser-based system was adapted to scan ring-shaped specimens specifically prepared to evaluate friction characteristics via the dynamic friction tester (DFT) as part of the Aggregate Quality Monitoring Program. Individual aggregate particles in original state or before Micro-Deval (BMD) and after Micro-Deval (AMD) abrasion were used to prepare the ring-shaped specimens. Researchers identified improvements to the ring-shaped specimen preparation, including the distribution of the aggregates, the mold geometry, and the material used to bind the aggregates. A relationship between DFT friction at 38 miles per hour, or 60 km/h (DFT60), and micro mean profile depth (microMPD) was developed, which allowed for predicting DFT60 values based on microMPD measurements, as well as ranking the various aggregate sources based on these characteristics.

Benefits

• The lack of pavement friction causes vehicles to skid and run off the road (ROR).

http://tti.tamu.edu/documents/5-6921-01-R1.pdf


• In 2016, single-vehicle ROR crashes resulted in 1,293 deaths on Texas highways.

• The TxDOT Highway Safety Improvement Program evaluated the cost of one roadway fatality or one incapacitating injury at approximately $3.3 million. If building better skid-resistant pavement surfaces through the use of this laser scanning system could reduce fatalities by 1%, or 13 fewer fatalities, the potential annual reduction in societal cost would be approximately $42.9 million.



Assessment of Curb Inlet Interception Capacity

Project ID 0-6842

Cost $415,655

Duration 40 months


Links https://library.ctr.utexas.edu/ctr-publications/0-6842-1.pdf


This project was initiated to evaluate the effectiveness of new statewide TxDOT standards for curb inlets. Initially, the primary concern was that the new curb inlet uses flush slab supports for inlets longer than 5 feet. Between every 5-foot curb inlet opening, there is a slab support that breaks up longer inlet openings into several pieces. These slab supports were thought to cause a substantial decrease in the curb inlet capacity, and prior research and literature in this topic area were not available. Without detailed guidance, designers may have resorted to rough estimates of drainage effects, which could over- or under-predict actual interception capacities. Full-scale physical experiments were developed to address this concern and, if necessary, develop updated guidance. As the research progressed, the researchers found another item of concern. In addition to slab supports, the new standards also specified curb inlet extensions for inlets longer than 5 feet. These extensions are much smaller and shallower than standard box-shaped inlets. This new concern was whether the restricted space within the curb inlet extension would also limit hydraulic performance. The researchers developed the full-scale models to investigate both of these concerns in the research work.

While conducting the scale model research and recording measurements and observations, the researchers discovered an unexpected result. This result was that the FHWA HEC-22 equations governing hydraulic interception capacities were not matching their scale model research results. Aside from the two concerns regarding the TxDOT standards, which was the basis of the study, this new result has implications for all curb inlets that use FHWA equations. The researchers investigated prior physical

https://library.ctr.utexas.edu/ctr-publications/0-6842-1.pdf


model research, including the research that was the basis of developing the FHWA equations and determined that this newly found discrepancy between observations and the equations was not previously accounted for in the national equations. The researchers published recommendations on how to address all three concerns in a report, which included correction factors for TxDOT standards and a recommendation for updating the national equations governing curb inlet capture provided by FHWA. For the two TxDOT standard concerns, additional implementation is ongoing regarding development of preferred guidance for statewide issuance.

For the FHWA curb inlet equation concern and after further coordination with FHWA staff, FHWA concurred that their curb inlet equations should be improved and initiated a Transportation Pooled Fund (TPF) study to perform three-dimensional hydraulic modeling using Computational Fluid Dynamics (CFD) software through the Argonne National Laboratory. This analytical study will benchmark off the scale model research conducted in this project to run a much wider variety of simulations than was possible with the physical scale model. Results from both the TxDOT study and the FHWA/Argonne study will then produce updated curb inlet capacity equations for use nationwide.

Benefits

• Improved curb inlet equations for TxDOT which will result in safer inlet designs. In particular, less ponding at sag inlets will improve traffic safety at thousands of locations as the new equations propagate through new design and construction.

• Inlet design and construction cost reductions up to 15 percent. Assuming an estimated $4,000 per 15 ft. long inlet, this is a savings of $4,000 x 0.15 = $600 per inlet.

• Improved curb inlet equations for FHWA, which will result in safer inlet designs, particularly for curb inlets with locally depressed gutters. Depending on various scenarios, both over-designs and under-designs will be minimized, resulting in both construction cost savings and less risk of dangerous flooding or hydroplaning situations. New design equations for curb inlets with locally depressed gutters can reduce inlet design and construction cost up to 18 percent for 15 ft. long inlets. This is a cost savings of $4,000 x 0.18 = $720 per 15 ft. long inlet.

• These cost savings are in addition to improved future traffic safety at tens of thousands of locations across the country. Assuming a 50% efficiency improvement in surface drainage, there will be less likelihood of vehicles hydroplaning.


Utah Department of Transportation

Accuracy of Traffic Volume and Speed Data for Automated Traffic Signal Performance Measures

Project ID 14-8290, UT13.317

Cost $176,300

Duration 32 months

Submitter Utah Department of Transportation David Stevens P.O. Box 148410 Salt Lake City, Utah 84114-8410 801-589-8340

Links https://www.udot.utah.gov/main/uconowner.gf?n=28384521790001597 http://udottraffic.utah.gov/ATSPM/Images/DetectorAccuracyInformation.pdf https://udottraffic.utah.gov/atspm https://www.udot.utah.gov/main/uconowner.gf?n=26445305298673985


UDOT and traffic engineers in Utah use the Automated Traffic Signal Performance Measures (ATSPM) online system for automatic performance evaluations of real-time and historical traffic flow data at signalized intersections. The measures are used to optimize mobility and manage traffic signal timing and maintenance to reduce congestion, save fuel costs, and improve safety. Several states and agencies have similar ATSPM systems. In Utah, the ATSPM system relies heavily on data collected by microwave radar equipment. The purpose of this research was to determine the accuracy of the traffic volume and speed data collected by two different microwave traffic sensors at various signalized intersections in order to give confidence to the users of the data in the ATSPM system. In evaluating the accuracy of approach volume data from the Wavetronix SmartSensor Matrix sensor, the researchers found that volume level and number of approach lanes had a statistically significant effect on the accuracy of traffic volume counts. When the researchers evaluated the accuracy of approach volume data from the Wavetronix SmartSensor Advance sensor, the results showed that high accuracy is achieved when the number of approach lanes is low, or closer to one lane, and the approach volume level is low. The accuracy of approach speeds from the Advance sensor was analyzed by comparing speeds measured by

https://www.udot.utah.gov/main/uconowner.gf?n=28384521790001597

http://udottraffic.utah.gov/ATSPM/Images/DetectorAccuracyInformation.pdf

https://udottraffic.utah.gov/atspm



a LiDAR speed gun and the Advance sensor. This analysis showed that the speeds from the LiDAR gun and the Advance sensor were not significantly different for practical traffic engineering applications. In general, it was found that the Matrix and Advance sensors provide vehicle count accuracy levels that are ready for practical use by traffic engineers. Based on these overall findings, tables of vehicle count accuracy ranges were created for UDOT to present accuracy ranges for the Matrix and Advance sensors on the ATSPM website, along with guidance on accuracy and use of vehicle speed data from the Advance sensor. Results from this research have been implemented at UDOT, although the impact has not been quantified. The volume and speed performance measures are used multiple times each day by users of the ATSPM system, and there is a broad range of users using the metrics. The UDOT Traffic Management Division has worked with the ATSPM system users in helping them understand that the data they use are raw, and they can reference the research reports to understand the accuracy of the data. The traffic statistics (short-term counts) group in UDOT also plans to use the traffic volume data in the ATSPM system after they complete some additional research. The first web link is to the Volume 2 research report on accuracy of volume and speed data from the Advance sensor. The other resources listed are web links to the research summary and accuracy ranges posted on the ATSPM website, the ATSPM system itself, and the Volume 1 research report on accuracy of volume data from the Matrix sensor.


Utah Department of Transportation

Simplified SPT Performance-Based Assessment of Liquefaction and Effects (S16)

Project ID TPF-5(296), 14-8753, UT13.407

Cost $179,500

Duration 54 months

Submitter Utah Department of Transportation David Stevens P.O. Box 148410 Salt Lake City, Utah 84114-8410 801-589-8340

Links https://www.pooledfund.org/Details/Study/538 https://www.udot.utah.gov/main/uconowner.gf?n=6540219924529800 https://www.udot.utah.gov/main/uconowner.gf?n=6539412752487134 https://www.udot.utah.gov/main/uconowner.gf?n=6538918123463124 https://www.pooledfund.org/Document/Download/8388 https://tethys.byu.edu/apps/lfhazard/map/


This research was completed under pooled fund study TPF-5(296), led by UDOT and supported by the Alaska, Connecticut, Idaho, Montana, Oregon, and South Carolina DOTs. This study was aimed at developing a better way to evaluate earthquake-induced soil liquefaction hazard and its effects. It demonstrated how current design approaches to predicting liquefaction and its effects are neglecting numerous uncertainties associated with the problem, resulting in inconsistent liquefaction hazard estimates across different seismic environments. Over the past 20 years, numerous researchers have demonstrated that the incorporation of uncertainties in the probabilistic computation of seismic hazards can lead to more consistent and objective estimates of hazard for use in design of structures and other infrastructure. This type of robust probabilistic analysis is commonly referred to as “performance-based design.” However, the quantification and incorporation of these uncertainties, which in the case of liquefaction include ground motions, site amplification, triggering, and effects, are typically too difficult and/or impractical for geotechnical engineers to routinely perform on transportation projects.

Sweet 16

http://www.pooledfund.org/Details/Study/538




http://www.pooledfund.org/Document/Download/8388


In this study, the researchers developed a simplified performance-based methodology to assess liquefaction triggering and several of its effects using data from the standard penetration test (SPT), a commonly applied geotechnical engineering investigation technique for soils. The research produced a new Excel spreadsheet tool called SPLiq (Simplified Performance-based Liquefaction Analysis Tool) to implement the new simplified performance-based methodology. Liquefaction reference parameter maps, generated by the researchers based on current seismic source models from the U.S. Geological Survey (USGS), were incorporated in a publicly accessible online database for use with the SPLiq tool and the site-specific soil boring data. Using the simplified methodology and analysis tool, users can relatively quickly and with more certainty assess liquefaction triggering, post-liquefaction settlement, lateral spread displacement, and seismic slope displacement for highway projects. This study was a pilot for the benefit of the states that participated in the pooled fund study. It demonstrated that a simplified performance-based liquefaction hazard estimate that closely approximates (i.e., within 5%) the hazard value that would be obtained if the engineer had performed the full performance-based analysis for the specific site is achievable for more engineers, as long as the liquefaction parameter maps have been created for their state. Usefulness of the simplified approach could extend to other states, infrastructure, and industries in addition to highway transportation in the pooled fund states.

Implementation of the research results began with dissemination of the SPLiq tool and research reports to technical contacts in the pooled fund states and training workshops in each of the pooled fund states. The principal investigator of the research gave the one-day workshops to consultants and state DOT engineers in 2016–2018. Updated versions of the SPLiq tool and the liquefaction parameter maps were shared with the partner states through 2018. In its Geotechnical Manual of Instruction, the UDOT Geotechnical Division added the Simplified SPT Performance-based Assessment of Liquefaction and Effects procedure as UDOT’s preferred analysis method for liquefaction triggering, lateral spread, and seismic settlement. UDOT engineers have observed that consultants have used the SPLiq tool to perform liquefaction hazard calculations for geotechnical reports on several projects already.

Benefits

This has been a great tool to check other methods that UDOT and consultants are currently using to make these predictions. It has also been observed that the simplified methodology tends to reduce the amount of predicted liquefaction hazard in Utah at the return periods prescribed for bridge and retaining wall design. This trend is consistent with those observed in other moderate- to low-seismicity states. As such, the implementation of SPLiq should result in an immediate economic benefit to UDOT and the state due to lower costs in design, construction, and mitigation efforts related to liquefaction hazard. The first web link is to the TPF-5(296) pooled fund study webpage, with the interim and final deliverables available there for download. The other resources listed are web links to the original 2016 research report, the 2018 addendum report, the SPLiq User’s Manual, the SPLiq spreadsheet tool, and the online liquefaction parameter database used with SPLiq.


Vermont Agency of Transportation

New England Transportation Consortium (NETC) Quick Response: Cross-Border Connected and Automated Vehicles (S)


Cost $58,500

Duration 0 months

Submitter Vermont Agency of Transportation One National Life Drive Monpelier, Vermont 05633-5001 802-279-8745

Links https://www.newenglandtransportationconsortium.org/ https://www.newenglandtransportationconsortium.org/research/netc-research-projects/netc-17-1/


Our region wants to submit a few NETC projects so that they will be included on the High Value list, but we have decided that they should not be voted on as Sweet Sixteen projects.

Benefits

This project has had a huge benefit to all six states in that it established a working group and the need to discuss CAV issues regionally. The project has provided a roadmap for our future efforts to address CAV cross-border issues and challenges. This is ultra-important to the small New England states and our small region with limited resources and CAV experience.

Safety

https://www.newenglandtransportationconsortium.org/





Real-Time Pavement Condition Ratings by Vermont Drivers: Assessing the Condition of Road Segments Through a Location-Based Smartphone App

Project ID RSCH-975

Cost $160,000

Duration 29 months


Links https://vtrans.vermont.gov/sites/aot/files/planning/documents/research/publishedreports/2018-04_PavementCondition.pdf https://vtrans.vermont.gov/planning/research https://www.youtube.com/watch?v=UtqJWKytYPQ&feature=youtu.be%20 https://vtrans.vermont.gov/planning/research/2018symposium


We wanted this project to validate that road user assessments of pavement conditions match how VTrans categorizes our roadways. This project verifies that user ratings and VTrans ratings match. The project developed a smartphone app for collecting crowdsourced data from Vermont users recruited at the DMV and spanning all Vermont counties. The purpose of this study is to gather feedback from the traveling public on the performance measures and targets that are used to guide decisions by VTrans on the investment, timing, and location of roadway paving projects. This study utilized an original smartphone app (programmed for both iPhones and Android devices) to gather 799 post-trip pavement condition ratings from 267 licensed Vermont drivers. Study participants were recruited through in-person intercepts at six DMV offices around the state. All 14 Vermont counties were represented in the study. Significant findings include:

• Overall, study participants were quite positive about the current condition of Vermont roads.Approximately 70% indicated that the road segment of interest was at least in “acceptable”condition, and only 10% indicated that it was in “unacceptable” condition.

https://vtrans.vermont.gov/sites/aot/files/planning/documents/research/publishedreports/2018-04_PavementCondition.pdf

https://vtrans.vermont.gov/sites/aot/files/planning/documents/research/publishedreports/2018-04_PavementCondition.pdf

https://www.youtube.com/watch?v=UtqJWKytYPQ&feature=youtu.be%20

https://vtrans.vermont.gov/planning/research/2018symposium


• Even road segments that were assigned low condition ratings by VTrans were generally deemed to be in reasonable condition by survey respondents. For example, 80% of segments that VTrans classified as being in “very poor” condition were rated as “good” or “fair” by survey respondents.

• Older respondents, infrequent drivers, and individuals driving cars and SUVs (as opposed to trucks) generally provided higher pavement acceptability and condition ratings.

• Survey respondents who had traveled over road segments that they considered to be in “poor” or “very poor” condition felt that the segments should be repaired relatively quickly. Nearly a quarter (23%) indicated that these segments should be repaired right away, while another 60% felt that they should at least be repaired within 1 to 2 years.

• The majority of respondents indicated that VTrans should have a target of no more than approximately 5% to 15% of roads in “very poor” condition, which is lower than VTrans’ current target of 25%. Given the generally positive ratings provided by respondents, however, there is a mismatch between what respondents consider “very poor” and what VTrans classifies as “very poor.” This mismatch leads to ambiguity in interpreting drivers’ opinions regarding the 25% target. The fact that survey respondents rated only 3% of all segments as currently being in “very poor” condition indicates that VTrans is already exceeding its customers’ targets of having approximately 5% to 15% of roads in “very poor” condition. These findings suggest if VTrans continues to manage to their current standard, they will likely continue to meet or exceed drivers’ standards for pavement quality in Vermont.

• VTrans uses several different engineering- based measures of road quality to develop its pavement condition ratings. These measures are all correlated with respondent acceptability, with higher acceptability ratings generally associated with higher average values for the indices. Although other states have conducted studies where drivers were asked to rate pavement quality on specific road segments (e.g., Minnesota DOT 2015; Garvey, Pietrucha, and Poister 2003), this may be the first state-level study to use a real-time data collection app to gather data on drivers’ perceptions of pavement conditions.

Benefits

We wanted this project to validate that road user assessments of pavement conditions match how VTrans categorizes our roadways. This project verifies that user ratings and the VTrans ratings match.

Other Benefit

Pavement asset management: Validation of VTrans pavement condition ratings.



VTrans Employee Retention and Knowledge Management Study (S16)

Project ID VTRC 16-5

Cost $120,000

Duration 23 months


Links https://vtrans.vermont.gov/planning/research/2018symposium https://www.youtube.com/watch?v=_FwCU8K9L_U&feature=youtu.be


Many facets of this project have been implemented, including an exit survey used on all employees leaving VTrans. The findings of this project—including many employee comments about recruiting, retention, and knowledge management (KM)—were shared by Division Directors to managers and beyond. This project received Executive Team attention. Parts of the findings were implemented immediately, and follow-up continues. In 2015, VTrans developed a new strategic plan that included five goals that would support the agency’s mission and vision. Goal 5 of the plan is to develop a workforce to meet the strategic needs of the agency. VTrans leaders were concerned about the loss of employees due to turnover and the subsequent impact of knowledge loss on the operations of the agency. This applied research study used a mixed methods approach in data gathering to help determine the state of employee retention and KM at VTrans and to provide tools that could help with both retention and KM issues. Key steps in this study involved an organizational assessment of turnover and KM practices at VTrans, a scan of other state DOTs concerning retention and KM practices, and a pilot project to address both issues. Research and pilot efforts provide a tool for conducting comprehensive exit interviews and identified priority areas for possible process improvement. A knowledge management assessment was conducted and specific recommendations on KM practices were advanced, with a specific focus on capturing and sharing tacit knowledge. These were then benchmarked against promising practices at other DOTs.

Sweet 16

https://vtrans.vermont.gov/planning/research/2018symposium

https://www.youtube.com/watch?v=_FwCU8K9L_U&feature=youtu.be


Benefits

This project has had many non-quantifiable impacts. Parts of the project have been adapted into agency practice. The project has received high-level support from the Secretary, multiple Division Directors, HR, and Civil Rights. The researchers worked with a variety of staff from across VTrans, resulting in more attention to our recruitment, retention, and knowledge management efforts.

Other Benefit

Executive team support.



Development of Pay Factors for QA/QC Concrete Compressive Strength

Project ID RSCH 753

Cost $30,000

Duration 21 months


Links https://vtrans.vermont.gov/sites/aot/files/planning/documents/research/publishedreports/2019-05_ConcretePayFactor.pdf


The method used to develop the initial set of pay factors is required by a lack of historical cost data that are specific to the Vermont region. VTrans’s interest in establishing a new upper bound for 28-day strength was motivated by concerns that industry (producers and contractors) are simply trying to minimize their risk and producing a product that exceeds the design strength threshold by a large margin. Excessively strong concrete may move the centroid of the composite section into the concrete deck and exacerbate cracking. The new pay factors will shift the average strength toward the ideal design mean that results in a net over-payment of 3% when compared to payments made without pay factors for an assumed new lot distribution while also balancing risk between VTrans and the industry. Future research should involve revisiting the payment incentive/disincentive structure and the pay factor schedule once several years of projects have been completed under the new PRS.

At that time, the exact form of the new lot CCS distributions should be checked, as the recommended pay factor schedule is based on assumptions regarding the underlying distribution. The objective of this project was to develop new pay factors for use by VTrans in paying its contractors for in-place concrete based on the 28-day compressive strength. The agency’s intent is to use these pay factors to create incentives for its concrete contractors to yield compressive strengths that are within a specified strength range, as opposed to a simple minimum.

https://vtrans.vermont.gov/sites/aot/files/planning/documents/research/publishedreports/2019-05_ConcretePayFactor.pdf

https://vtrans.vermont.gov/sites/aot/files/planning/documents/research/publishedreports/2019-05_ConcretePayFactor.pdf


Benefits

We assume that this research will lead to VTrans receiving concrete with optimal strength. Too much strength leads to brittleness and early failure. This project incentivizes concrete durability.

Other Benefit: Concrete Durability

Anticipated benefit: Pay factors to incentivize concrete durability.

Actual benefit to date: Pay factors to incentivize concrete durability.


Washington State Department of Transportation

Bridge Element Deterioration

Project ID WA-RD 893.1

Cost $

Duration 11 months

Submitter Washington State Department of Transportation Doug Brodin PO Box 47372 Olympia, Washington 98504-7372 360-705-7972

Links https://www.wsdot.wa.gov/research/reports/fullreports/893-1.pdf


The method of modeling deterioration rate is based on linear deterioration from one CS to the next (a concrete column moving from CS1 to CS2 or CS2 to CS3). The probabilities of transition described in the research approach is based on the total inventory of bridges and is independent of the bridge age. The model also does not account for maintenance repairs and bridge rehabilitation.

WSDOT may use the probability transition matrices to determine the risk of a bridge moving linearly from CS1 to CS4. The probability for calculation is determined by multiplying the known vector matrix by the transition probability matrix for the region and element of interest. The method of data analysis conducted in the study is compatible with the current WSDOT BrM user inputs.

To account for maintenance repairs, further research is needed. One method that allows adjustment for new information is the use of a neural network (Lee, 2014). Neural networks adjust for limited data through backwards prediction modeling. Backwards prediction modeling generates synthetic data points for periods before mandatory inspection. Modifying inspection reports to identify the original bridge columns and ones that may have been constructed during a bridge widening would mean inspection data from bridges that were identified with a rebuilt year could be included in the data set. Other inspection practices that may be altered would be a separation of element ID for columns submerged in salt water versus fresh water to account for this variable. Chloride testing could quantify the impact of salt water on the western side of the state and use of rock salt on the east side.

https://www.wsdot.wa.gov/research/reports/fullreports/893-1.pdf


Benefits

Chloride testing could provide data to support or disprove that salt contributed to similar eastern and western deterioration rates.



Field Analysis of Wood Guardrail Post Decay


Cost $

Duration 17 months


Links https://www.wsdot.wa.gov/research/reports/800/field-analysis-wood-guardrail-post-decay


The previous project, finished in 2015 by Olszko and Bender, identified stress wave timing (SWT) as the optimal non-destructive testing technique for field inspection of timber guardrail posts. In conjunction with a local industrial firm, Metriguard, Inc., a SWT prototype was built and delivered to WSDOT. One of the recommendations of the previous study was to field trial the new SWT device and determine an effective inspection strategy for guardrail systems. This project started with the field investigation of 498 guardrail posts in five regions of Washington State—four along the western coast and one in the south central part of the state. The field inspections revealed an overall decay rate of approximately 25%, but the western regions had the majority of the decayed posts (up to 37% in one region) and the central region had a low decay rate of 5%. The 126 decayed posts located during field inspections were removed from service and delivered to Washington State University for additional testing and analysis.

Further analysis investigated factors that could lead to higher rates of decay. It was determined that the posts inspected were most likely of the hem-fir grouping and were in service approximately 23 to 28 years. Neither post age nor species grouping could be strongly linked to increased rates of decay. The strongest factor that predicted high decay rate was climate index, which is a measure of a region’s average annual rainfall and temperature.

Three of the four regions with climate index greater than 40 had decay rates near or above 30%. Material and preservative treatment testing was conducted at Oregon State University and determined that the preservative penetration depth was within the AWPA standard of 10 mm for all sample posts.

https://www.wsdot.wa.gov/research/reports/800/field-analysis-wood-guardrail-post-decay


Preservative retention, however, was lower than the AWPA standard for approximately 70% of the sample posts. It is likely that poor preservative retention could have been a factor in the high decay rate. Lastly, pendulum impact tests were conducted on 15 posts with varying levels of decay. The pendulum was 3,800 lbs and impacted the posts at approximately 9.2 mph. It was determined that decay significantly decreases the post’s impact resistance, as measured by fracture energy. Decayed posts with SWT velocities at the ground level less than 20 in./μs had 50% less fracture energy than posts with SWT velocities at the ground level greater than 38 in./μs. The results of the field and laboratory studies demonstrate that SWT is capable of identifying posts with internal decay. Additionally, it was recommended that SWT test results can be useful in considering the role of post decay in an asset management strategy. A recommendation was also made to specify a UC4C (extreme duty) treatment category for newly acquired batches of treated timber posts in areas with a climate index greater than 60, due to the high decay risk and severe service conditions. Treatment category UC4A (general use for ground contact) should be specified for all other newly acquired batches of treated timber posts based on AWPA standards. Lastly, it was recommended that newly acquired batches of treated timber posts be inspected by an ALSC accredited agency and have the standard quality control mark to ensure that preservative penetration and retention levels meet the AWPA specified minimums for their respective treatment category.



Coordinated Traffic Incident & Congestion Management (TIM-CM): Mitigating Regional Impacts of Major Traffic Incidents in the Seattle I-5 Corridor


Cost $100,000

Duration 11 months


Links https://www.wsdot.wa.gov/research/reports/fullreports/878-1.pdf


The economy and infrastructure of Seattle are growing rapidly, with the population and commuter volume expanding in tandem. As a result, the city of Seattle regularly ranks within the top five cities with the worst traffic congestion across the nation. Within this major metropolitan area, traffic incident management (TIM) operations provide a multi-jurisdictional and coordinated strategy to detect, respond to, and clear traffic incidents so that traffic flow can be restored quickly and safely. There is a need to extend TIM to include congestion management (CM), a complex activity for managing incident-generated congestion and for mitigating regional impacts after the actual incident has been cleared. In comparison to stand-alone TIM, CM involves a wider, more diverse group of stakeholders and covers a greater portion of the freeway, as well as the interconnected arterials and alternative modes of transportation. It also involves the people, facilities, and services that rely on this infrastructure for mobility.

This project identified challenges and opportunities for the enhancement of regional TIM to incorporate CM processes and operational coordination, supported by innovative technologies. The research approach for this project was to engage regional stakeholders in a series of iterative scoping and participatory design activities to identify and articulate desired enhancements to the regional management of major incidents on the Seattle I-5 corridor. These activities were used to 1) identify TIM

https://www.wsdot.wa.gov/research/reports/fullreports/878-1.pdf


and CM stakeholders; 2) identify and review relevant policy documents and related work; 3) work with stakeholders to model the “as-is” TIM and CM processes and procedures; 4) use the as-is model to facilitate stakeholders in identifying current pain points and opportunities for system enhancement; 5) articulate desired interventions (“to-be” model) made possible by innovative applications of emerging technology; and 6) capture results, models, and proposed interventions in a final report.

The research team also worked with regional stakeholders on non-technical aspects of potential system enhancements, such as issues of adoption, stakeholder buy-in, policy, and structural implications. The research team conducted regular working group meetings and sponsor meetings dedicated to documenting congestion management workflows, as well as identifying the information and partnerships needed to develop and execute a coordinated congestion management strategy. The following are the main ideas elicited by these meetings: 1) the Seattle Area Congestion Management Joint Operations Group (SAJOG) charter, 2) strategies for communicating with the “on-road” driver, 3) strategies for affecting “future” driver behavior, and 4) strategies for proactive data collection and sharing.

The research team also conducted two “use case exercises”: an “as-is” exercise and a “to-be” exercise. Based on the two use case exercises, several recommendations for enhancing regional TIM to incorporate CM were identified:

• Create the appropriate TIM-CM joint operations command structure.

• Enhance the information-sharing environment across TIM and CM processes.

• Gather insight into current Seattle commuter behaviors and preferences.

Finally, this project outlines a five-stage approach for phase 2 of this research, based on the aforementioned recommendations. The stages are as follows:

• Stage 1: Formalize, empower, and facilitate the SAJOG.

• Stage 2: Analyze the opportunity space.

• Stage 3: Understand the information-sharing environment.

• Stage 4: Iteratively design prototype solutions.

• Stage 5: Build and test prototype solutions.



Promises of Data from Emerging Technologies for Transportation Applications: Puget Sound Region Case Study


Cost $200,000

Duration 11 months


Links https://www.wsdot.wa.gov/research/reports/800/promises-data-emerging-technologies-transportation-applications-puget-sound-0


The prevalence of mobile devices and the associated location positioning technologies that are needed to enable network connection at any time and any place have led to an explosion of studies that have used the resulting data (often big) to understand travel patterns and to potentially guide policies. Such data are typically termed “passively solicited data.” These are different from the actively solicited data that result from a rigorously designed, probabilistic sampling process with a known target population. Instead, they are the secondary product of primary activities such as billing or operations (e.g., facilitating phone calls or use of mobile apps). Hence, the passively solicited data underlying the data generation process are often unknown, uncontrolled, and non-probabilistic, raising questions regarding representativeness, accuracy, and stability of the estimates derived from such data. One of the major objectives of this research is to demonstrate the importance of knowing your big data before any application, especially in the context of generating origin and destination patterns. In contrast to the vast majority of the studies that have used big data to derive trip-related statistics (e.g., trip rates), this study focused on understanding passively solicited data by developing a three-order analysis framework in which three groups of statistics were calculated. These statistics relate to the data themselves (zeroth order), single locations or trip ends (first order), and a pair of locations or trips (second order). Two types of passive data were analyzed: mobile phone data triggered primarily from phone calls with locations identified through cellular triangulation, and app-based data generated primarily from apps usage, with locations identified through a mix of positioning technologies, including GPS and cellular

https://www.wsdot.wa.gov/research/reports/800/promises-data-emerging-technologies-transportation-applications-puget-sound-0

https://www.wsdot.wa.gov/research/reports/800/promises-data-emerging-technologies-transportation-applications-puget-sound-0


triangulation. These two types of data reflect the evolution of technologies being used to generate such data. Within the two-month study period of the app-based data, an additional technology change in capturing the data occurred, resulting in a roughly 33% increase in the number of observations per device. This offered another opportunity to understand how the stability of the first- and second-order properties (those relating to trip ends and trips) may be affected by changes in technologies used to generate the data. More specifically, the study sought to answer six specific questions related to the data themselves; their implications for deriving trip-related characteristics, such as trip rates and origin-destination (OD) patterns; and how we should leverage different types of data—big and small:

1. What analysis framework and associated metrics can be used to capture various properties of the passively solicited data?

2. What is our current understanding of passively solicited data through the proposed three-order analysis framework?

3. As the underlying data generation process changes, leading to changes in spatial and temporal properties as well as changes in trip-related metrics, how shall we interpret the resulting changes?

4. Can we be more proactive in estimating trip-related metrics as the technologies and other circumstances underlying the big data generation process change over time?

5. How do we deal with the issue that big data lack ground truth?

6. How do we make useful data via big and small data fusion?

Recommendations

The ubiquity of passively generated data promises to transform the landscape of transportation planning, from understanding travel patterns to transportation model development and policy evaluation. There has been an explosion of studies using big data to tackle problems in transportation planning. Transportation agencies across the country increasingly find themselves having to make various decisions regarding the purchase and use of big data and their derived products. However, there is a dearth of information about the data themselves (such as data accuracy and representativeness).

While every case is different and likely requires a unique evaluation on its own, we offer some general short-term and long-term recommendations based on the analysis conducted in this research.

Ask questions. This study showed that it is critical to understand the data and their properties, as they directly affect variables of our interest, such as trip rates and OD patterns and the interpretation of analysis results. It is important to ask data providers questions about how the data were generated, what positioning technologies (or a combination of them) were used to locate the devices, what events triggered the recording of the data, and whether there are any reports available on the properties of the data (e.g., locational accuracy and temporal sparsity, among the zeroth-order metrics proposed in this study).

Conduct pilot tests. Ask for a sample data set from the provider so that the sample data can be analyzed to further understanding of the data and their derived metrics. The three-order analysis framework proposed in this study can be used to calculate various characteristics. Results from the pilot tests can be compared with those from other studies (such as those from this study) for better understanding of consistency and stability.


Create benchmark data sets and test results on the basis of a common framework. The use of big data for transportation planning purposes is at its infancy stage. Data representativeness is of critical importance for various types of transportation studies. Therefore, a broad, systematic understanding of such data is urgently needed for big data to reach their full promise in transportation planning.

Develop a common framework. One way to achieve this is to establish a central inventory database in which various benchmark data sets can be created and metrics can be calculated on the basis of a common framework. This will allow comparisons across different data sets in different geographies, enhancing our understanding of different applications.

Reconcile various data sources. While this research does not touch upon other important data sets that are often used in transportation planning applications (e.g., data on traffic flows and transit ridership data), it is important to recognize each data set (big or small, conventional or emerging) captures a particular view of a transportation phenomenon at a particular scale (both temporally and spatially). In other words, no single data set will have all the advantages that trump all other data sets, big or small. As an example, it is clear that big data, like the ones studied in this research (from mobile phones and apps), lack the rich behavioral and socio-demographic information that traditional small data sets (e.g., household travel survey data and census data) have. Without this information, it is impossible to answer critical questions related to geographical or socio-demographic equity. Therefore, any decision on which data sets to use and how they may be reconciled together hinges upon knowing what particular transportation phenomenon needs to be captured and what data sets will help capture aspects of the phenomenon of interest. In some cases, rigorous data fusion techniques will need to be developed to integrate various data sets together by leveraging their unique advantages. In other cases, individual data sets can be used to capture different aspects, which together form a complete story explaining a transportation phenomenon of interest.

Investigate and understand the evolutionary nature of big data and the impact of changes on the use of big data. It is of paramount importance that we recognize the evolving nature of big data. As demonstrated in our study, as technologies evolve, the nature of big data (as measured by properties such as the zeroth order ones) changes too. This can directly affect the estimation of trip-related characteristics. Technologies will continue to evolve. The advent of autonomous and connected vehicles, for instance, will provide a whole suite of new data related to the car, its driver and passengers, surrounding traffic, and the immediate environment. The new data will not only help us gain new insights into transportation planning, operations, and safety analyses, but will also raise new questions about the data themselves, their properties, and how they may affect the derived trip-related characteristics, analysis results ensuring representativeness, equity and fairness, and impacts on our policies.



Pilot Testing of SHRP2 Reliability Data and Analytical Products: Washington

Project ID SHRP2 Reliability Project L38D

Cost $100,000

Duration 22 months


Links https://www.nap.edu/catalog/22254/pilot-testing-of-shrp-2-reliability-data-and-analytical-products-washington


In recent years, with rapid developments in traffic sensing, data storage, and communication technologies, the volume, accessibility, and diversity of traffic data have increased dramatically. Traffic data can not only be captured by traffic sensors such as inductive loop detectors, monitoring cameras, and Wi-Fi/Bluetooth sensors, but also be collected via personal information terminals, like cellular phones and automotive navigation systems. Moreover, when combined with emerging computing and analysis methodologies, traffic-related data, including weather, traffic incident, and emission data, offer a great deal of value for public agencies and researchers, allowing them to conduct comprehensive traffic analysis and support data-driven transportation management.

The increasing volume and variety of traffic data enhance our ability to provide accurate traffic information but also bring new and difficult challenges. There are several key technical barriers to fully making use of existing multi-source data to analyze and optimize traffic operations. First, there is significant variability in the spatiotemporal resolution/granularity of the multi-source data. Second, there is no standard or universal geospatial representation of traffic roadways/network for multi-source data. Finally, there is no well-designed, widely accepted, and off-the-shelf framework for transportation data integration. Even with fully integrated multi- source traffic data, it is still difficult for public agencies to directly utilize these data due to a lack of available transportation big data analytics tools. With the increasing quantity and variety of data being collected from intelligent transportation systems and other

https://www.nap.edu/catalog/22254/pilot-testing-of-shrp-2-reliability-data-and-analytical-products-washington

https://www.nap.edu/catalog/22254/pilot-testing-of-shrp-2-reliability-data-and-analytical-products-washington


sensors, data-driven or data-based research is rapidly becoming more practical. Nevertheless, today there are few established systems for applying big data tools to transportation analysis and decision support. Most current online data analysis and visualization systems are designed to handle one type of data, such as from freeway or arterial sensors. Therefore, though the scope and ubiquity of transportation data are increasing, making these data integrated, accessible, and usable for transportation analysis is a difficult task. The gap between the requirement of fully utilizing multi-source data and the practical use of data analytical tools in public agencies is huge. To fill this gap, the SHRP2 reliability projects have developed several methods to help public agencies.

The SHRP2 L38 project aims to provide the essential testing and feedback on existing SHRP2 reliability tools. As a site of the Pilot Testing of SHRP2 Reliability Data and Analytical Products (L38), the Washington pilot site (L38D) uses the SHRP2 products to improve the capability of travel time reliability monitoring and analysis in both urban and rural areas of Washington State. In this project, WSDOT worked in collaboration with the University of Washington (UW) to collect travel time data, evaluate travel time reliability, and use the analytical results to inform decision-making on transportation management. In particular, the SHRP2 reliability data and analysis tools produced by the SHRP 2 L02 and L08 projects need to be tested and implemented.

The L02 product describes the procedure for developing a travel time reliability monitoring system and discusses system components ranging from data collection technology to reliability performance analysis algorithms. The L08 product further expands the use of travel time reliability measures by incorporating them into current Highway Capacity Manual (HCM) methodologies for specific facility types. To implement the L02 and L08 methodologies into an established online traffic data analysis platform, WSDOT chooses its freeway network as the study subject and collects its travel time reliability measures under different scenarios (e.g., weather conditions, under the presence of incidents). Meanwhile, multiple available datasets are selected for supporting the SHRP2 reliability data and analysis tool, including freeway loop detector data, the National Performance Management Research Data Set (NPMRDS), and INRIX probe vehicle data. As is commonly known, the data from freeway loop detectors, NPMRDS, and INRIX cover different areas and routes within the state. Instead of analyzing these datasets separately under different approaches, the SHRP2 reliability data and analysis tools need to develop a data integration plan to combine all data, regardless of source.

To address these problems, the Digital Roadway Interactive Visualization and Evaluation Network (DRIVE Net) system, developed by UW, has been expanded from the previous version to include additional data sources and new analytical functions. DRIVE Net is a powerful platform for various kinds of analysis, including travel time, congestion, emission, and safety-related analysis. To link all the aforementioned traffic monitoring data sources to a wide variety of other data sources (e.g., roadway inventory/geometric data, crash data, weather data, and incident data), a comprehensive multi-source data integration framework and a geographic roadway map conflation method are proposed. Based on the integrated data, multiple travel time reliability metrics referenced from SHRP2 products are adopted for further analysis, and the analysis and visualization functional modules are implemented on the DRIVE Net system. In summary, this work describes the integration of multi-source data and the analysis results of the travel time reliability on the Seattle area freeway network. The travel time reliability analysis tool is developed as a module on the DRIVE Net system. Significant contributions are listed below:


• This study implements an efficient and effective algorithm to integrate and visualize immense amounts of transportation data from various sources into a single platform.

• Data quality control methodologies are exploited to handle missing data through prediction models that employ geographic and time series information in the loop detector dataset.

• By incorporating more heterogeneous datasets, including loop detector data, NPMRDS data, weather data, and WITS data, more comprehensive and robust travel time reliability analysis can be achieved for both urban and rural areas of Washington State.

• Guided by the SHRP2 L02 and L08 product reports, enhanced travel time reliability estimation and visualization functions are implemented on the DRIVE Net system. Specifically, users can estimate travel time reliability measures for both predefined and custom corridors and can visualize maximum travel distances for fixed travel times at various levels of reliability. Through using integrated multi-source data, the implemented functions on DRIVE Net can generate improved travel time reliability measures for different roadway facilities during different time periods.

Benefits

The analysis results provide guidance that helps states and metropolitan planning organizations (MPOs) conduct planning and programming tasks. Future developments in the travel time reliability tool will include incorporating data from new technologies, enhancing multi-dimensional data integration, and enriching travel time analysis functions.


Wisconsin Department of Transportation

Concrete Joint Sawing Practices and Impacts on Durability


Cost $199,825

Duration 34 months

Submitter Wisconsin Department of Transportation Andrew Eiter Research Communications Coordinator 6150 W Fond Du Lac Ave Milwaukee, Wisconsin 53218 414-438-4583

Links https://wisconsindot.gov/documents2/research/0092-16-01-research-brief.pdf https://wisconsindot.gov/documents2/research/0092-16-01-final-report.pdf https://www.roadsbridges.com/cut-above-ordinary


Wisconsin and other northern states often see premature deterioration in pavement joints, saw cuts made in hours-old concrete to control cracking. Cracking reduces pavement performance and necessitates high levels of maintenance, such as sealing, which costs $4,500 per lane mile. WisDOT has traced the causes of premature joint deterioration to damage incurred by improper sawing timing, equipment, and methods. The objectives of this research were to evaluate which sawing factors most impact the durability of near-joint concrete and recommend best practices to mitigate damage. Test sections were constructed to assess the impacts of various saw types, specifications, and procedures, and lab tests were conducted on samples recovered from the joints of each constructed test section. Results showed that sawing early in the timing window using early-entry equipment can cause physical damage to the aggregate and concrete. Saw blades that are old, worn, or used interchangeably between concretes with different coarse aggregate types produce higher absorption and more variability in joint quality.

The findings of this research have helped WisDOT make several improvements to its joint sawing practices and specifications. These include discouraging sawing early in the early-entry sawing window, only allowing it on predominantly igneous gravel coarse aggregate mixes and when it has sufficiently

https://wisconsindot.gov/documents2/research/0092-16-01-research-brief.pdf

https://wisconsindot.gov/documents2/research/0092-16-01-final-report.pdf

http://www.roadsbridges.com/cut-above-ordinary


hardened; requiring contractors to maintain a blade log documenting blade type, depth, and distance sawn; and requiring that alignment shoes be replaced at the same intervals as the blades.

Benefits

Optimized saw-cut and crack-sealing practices can improve long-term joint performance and reduce repair costs by $18,000 per mile of four-lane highway.



Regressing Air Voids for Balanced Mix Design


Cost $150,000

Duration 21 months


Links https://wisconsindot.gov/documents2/research/0092-16-06-research-brief.pdf https://wisconsindot.gov/documents2/research/0092-16-06-final-report.pdf


The primary mode of distress in hot mix asphalt (HMA) pavements is cracking, which can be caused by poor mix designs, increased use of recycled materials, problems with construction quality, and failure to adequately address underlying pavement distresses during pavement rehabilitation. To mitigate cracking, many state transportation agencies have specified increased asphalt contents in their mix-design and acceptance programs. The objective of this study was to assess the impacts and determine the viability of increasing asphalt binder contents using the regressed air voids concept. The research team evaluated the effects of regressed air void mix designs on resistance to cracking, rutting, and moisture damage using the Illinois Flexibility Index Test, Disc-Shaped Compacted Tension Test, and Hamburg Wheel Tracking Test.

Benefits

Air void regression improves cracking resistance by 70% without compromising rutting resistance. WisDOT has implemented air void regression in its specifications and expects all HMA pavements constructed from 2017 onward to have improved cracking resistance and longer service life.





Self-Consolidating Concrete for Prestressed Bridge Girders


Cost $74,875

Duration 30 months




Self-consolidating concrete (SCC) is a high-strength, highly workable alternative to conventional concrete (CC) in precast, prestressed concrete bridge girders. SCC mixtures flow through dense reinforcement to fill formwork and achieve minimal segregation without the assistance of vibration mechanisms. Several state DOTs have found success in using SCC in precast PSC bridge girders; however, difficulties exist in maintaining uniformity in mixture properties with low segregation, as well as transporting and placing the girder for bridge construction. The objective of this project was to examine the effects of various SCC mixture constituents on material characteristics in order to develop a uniform mixture design with consistent, high performance. The research team developed mixtures and evaluated them in fresh and hardened states. One mixture was selected to be cast into a full-scale prestressed SCC girder, and one CC girder with similar target compressive strength was created as a control. Each girder’s structural performance was evaluated for prestress loss, camber, and transfer length and installed in a WisDOT bridge for field monitoring. Results indicate that SCC girders are a viable cost- and time-saving alternative to CC girders. The SCC girder contained fewer surface voids, which normally require filling to improve appearance and reduce cracking caused by the ingress of water and chlorides. Since vibration is not required to produce SCC girders, construction noise is reduced, and less labor is required. WisDOT created a special provision based on the report’s recommendations for fabrication and quality-control requirements and is investigating potential pilot projects for implementation.




Benefits

Self-consolidating concrete bridge girders cost less and require less labor and time to construct than conventional concrete girders.



Fresh Air Content Test Methods and Analysis of Hardened Air Content in Concrete Pavements


Cost $249,918

Duration 64 months




Entrained air void systems, miniscule pockets of air created during concrete mixing, mitigate freeze-thaw damage by providing reservoirs for water to expand as it freezes and by suctioning water from surrounding mesopores to reduce pressure within the concrete. Air entraining admixtures (AEA), such as neutralized vinsol resin (NVR) and synthetic alternatives, are added to concrete mixtures to stabilize air bubbles during mixing and ensure proper entrained air void system development in the hardened concrete. There is a narrow window of acceptable air content (too low, and performance and lifespan suffer; too high, and compressive strength is reduced), making accurate measurements of air voids in fresh concrete critical; however, current methods often return inconsistent results. The objectives of this research were to establish reliable methods for testing air content and to determine if disparities in air content exist between use of synthetic and NVR AEAs. The fresh air content of concrete samples from 12 Wisconsin projects were field tested and subjected to pressure, gravimetric, volumetric, and linear traverse testing.

Concrete specimens were created and subjected to atomic force microscopy, nanoindentation scanning electron microscopy, and foam drainage laboratory testing. Results verified the occurrence of disparities between air content in fresh concrete and hardened concrete, and they identified the fundamental




causes of the disparities. Synthetic AEA bubbles are thinner, less robust, less stiff, and less likely to survive concrete manipulation than NVR AEAs. New test protocols were developed to measure the stiffness and thickness of the shells of air bubbles extracted from cement paste and to quantify stability of foams of AEAs in a cementitious environment. These findings are helping WisDOT develop its air void testing methods to ensure more accurate, reliable measurements.

Benefits

Air void testing methods developed through this research will yield more durable, high-quality concrete pavements.


Wyoming Department of Transportation

Traffic Thresholds in Deer Road-Crossing Behavior

Project ID RS04216

Cost $36,960

Duration 28 months

Submitter Wyoming Department of Transportation Enid White 5300 Bishop Blvd Cheyenne, WY 82009 307-777-4182

Links http://www.dot.state.wy.us/home/planning_projects/research-center/final-projects-fy2009-to-present.html http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/1807F%20Traffic%20Thresholds%20Final%20Report.pdf


Roads have two major effects on ungulate populations: they can cause direct mortality through wildlife-vehicle collisions (WVCs), and they can create partial to complete barriers to animal movements, cutting animals off from food and habitat resources they need. WVCs are also dangerous and costly to the traveling public. The most effective way to reduce wildlife-vehicle collisions and the barrier effects of roads is to install wildlife crossing structures with game fencing; these measures are 80% to 100% effective. However, they are costly, and managers are challenged to make informed decisions about where to prioritize their installation. In this project, the Principal Investigator (PI) developed two key pieces of information to help inform these decisions. The PI used a gap-acceptance approach to determine the duration of gaps between consecutive vehicles that enables deer to safely and consistently cross roads. The PI found that a 60 seconds’ gap is necessary to allow deer to safely cross roads 90% of the time. The PI used traffic data to relate this gap duration to hourly traffic volume and to assess the relative degree to which different hot-spots of deer-vehicle collisions in Wyoming are permeable or impermeable to deer.

Transportation planners are faced with complex decisions about where to prioritize measures to mitigate WVCs and the barrier effects of roads, and which measures to choose from. There are many potential mitigation measures available, and these range widely in costs and effectiveness under

http://www.dot.state.wy.us/home/planning_projects/research-center/final-projects-fy2009-to-present.html

http://www.dot.state.wy.us/home/planning_projects/research-center/final-projects-fy2009-to-present.html

http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/1807F%20Traffic%20Thresholds%20Final%20Report.pdf

http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/1807F%20Traffic%20Thresholds%20Final%20Report.pdf


different circumstances. Common mitigation measures include wildlife warning signs (e.g., static icon of a jumping deer), temporary (movable) signs to warn drivers, highway under- and over-passes in conjunction with funnel fencing to guide animals towards crossing structures, wildlife cross-walks (designated locations for crossing, often accompanied by funnel fencing and signage to alert drivers), and animal detection systems. These range in effectiveness from un-detectible effects to >80% reductions in WVCs, as well as cost, from hundreds to millions of dollars.

Cost-benefit analysis is one useful tool that can help managers make informed decisions about which mitigations to consider putting in which locations. A cost-benefit analysis for WVCs measures the costs of installing and maintaining the mitigation for a fixed period of time against the economic benefits of avoiding the costs of WVCs that would accrue without the mitigation measure. The costs of collisions include damages to vehicles, medical expenses associated with human injuries and occasional fatalities, and the economic value of lost wildlife. Although it is impossible to conduct a perfectly accurate cost- benefit analysis, since all of these values fluctuate, a cost-benefit analysis can help show where mitigations are most cost-efficient and illustrate to the public that mitigation dollars are money well-spent.

During this project, the PI conducted a series of cost-benefit analyses for six different WVC mitigation measures, over each mile of Wyoming’s highway network (roads maintained by WYDOT). Below is the process and the results of these analyses. For the purposes of these cost analyses, the PI focused on deer, which make up >85% of all WVCs in Wyoming. The PI calculated costs as the total cost of installing and maintaining the mitigation over 75 years, per mile of highway mitigated; this is the “present value cost.” The present value cost was then amortized over 75 years at a 3% interest rate to get the annual amortized value per mile. This is the “cost” weighed up against the “benefit” of the mitigation. The PI calculated the benefit as the expected average value of avoided collisions per mile per year under the mitigation. Specifically, this was the average number of WVCs per year in that mile, from 2011 to 2015, multiplied by the estimated percent effectiveness of the mitigation, multiplied by the estimated cost per collision, in terms of damage to vehicle, human injury, and deer value. The PI used the estimated mean cost per collision in damage and human injury ($6,500); however, rather than use the value of $100 per deer (a national average that includes areas where deer are less valuable than in Wyoming), the PI used the Wyoming Game and Fish Department’s estimated economic value of $4,000 per deer. Thus, the total benefit per avoided collision is $10,500.

The PI estimated costs and effectiveness of mitigations using the best information available. For some mitigations, there are good data to indicate effectiveness and average costs; for others, data are scant, with effectiveness results ranging widely. In the latter case, the PI conducted two separate analyses, one for an average effectiveness and one for a low effectiveness. For the purposes of the project report, the PI presented results in map form, showing miles in Wyoming where the benefits of mitigations exceed the costs. However, it is important to note that the ratio of benefit to cost (available in tabular form) is ultimately more informative, and map results showing a simple depiction of where benefits exceed costs should not be viewed as the final word on whether a mitigation is “worth it” or not.

Benefits

For the three most expensive mitigations (fencing with underpasses, fencing with overpasses and underpasses, and fencing with gaps), the cost-benefit maps show that the total benefits exceed the cost


for most places in Wyoming that we identified as deer-vehicle collision hotspots. In many of these places, the benefit in avoided injuries and damages alone, and even the benefit in avoided deer losses alone, also exceeds the cost of the mitigation. For the three less expensive mitigations (dynamic message signs, variable speed limits, and reflectors), the benefits exceeded the costs for extensive portions of the state under the average effectiveness scenarios and for most deer-vehicle collision hotspots under the low effectiveness scenarios. Essentially, these mitigations are “worth it” as long as they are at least somewhat effective; however, given the high degree of uncertainty about their actual effectiveness, these measures should be considered experimental and monitored carefully for effectiveness if implemented.

The cost-benefit analyses provide valuable tools to support decisions about what mitigations to consider using in different locations in Wyoming. These decisions should also include other considerations, such as the number of WVCs occurring in different areas, the rate of these collisions per vehicle-mile traveled, and the degree to which a road creates a barrier to animal movements. For Wyoming, the results will be taken under advisement for future wildlife crossings.


Wyoming Department of Transportation

A Comprehensive Technology Assessment for Highway Avalanche Hazard Management: Choosing the Right Tool for the Job

Project ID 1803F; RS06211

Cost $344,428

Duration 79 months

Submitter Wyoming Department of Transportation Enid White 5300 Bishop Blvd Cheyenne, WY 82009 307-777-4182



When it comes to managing avalanche hazards, there is no one right choice or answer for all the avalanches that threaten highways and alpine infrastructure. There are a dozen different technologies that can be naturally sub-divided into two very different avalanche control and defense paradigms that can be used to manage avalanche hazards on mountain highways. Active avalanche control involves forecasting the propensity for avalanching to occur based on winter storm severity and characteristics, as well as prevailing snowpack conditions, and then pro-actively attempting to release the threatening avalanches with various shock sources and shock delivery systems while the highway is temporarily closed.

Passive/constructed avalanche defense is just that: engineered and constructed facilities in the avalanche starting zone that support the snowpack in place and preclude the onset of avalanching, as well as artificial avalanche tunnels, commonly known as avalanche sheds or galleries, which pass any avalanche that may occur naturally on its own over the highway. Active avalanche control is personnel-intensive and results in traffic delays to implement.

Passive/constructed avalanche defense does not require personnel to defend from avalanches and is between 10 and 1,000 times more expensive than active avalanche control to implement. For this project, data from WYDOT’s avalanche control and defense program in Jackson, Wyoming, were



analyzed for nine winter seasons (2008/2009–2016/2017) to examine the distribution of these costs over this period. This project evaluated the number of active avalanche control shots fired by each technology and the cost per shot or round, as well as the impact these technologies and their recent modernization had on traffic delays on State Route 22, Teton Pass, and U.S. Route 189/191 in Hoback Canyon. The total seasonal cost of WYDOT’s avalanche control and defense program rose from $97,000 in the 2008/2009 season to $135,000 by the 2012/2013 season. During the 2012/2013 season, passive/constructed snow supporting structures were implemented at the RM 151 avalanche starting zone on U.S. Route 189/191, south of Jackson, Wyoming, at a cost of $2.8 million, including design and on-site construction inspection. The contractor’s cost, including materials, fabrication, transport to site, erection, and restoration, was $2.3 million. A practical 60-year service life for this passive/constructed avalanche defense facility has effectively added $46,000 annually to WYDOT’s avalanche control and defense costs over the next 55 years.

Starting in the 2012/2013 season, this annualized passive/constructed avalanche defense cost increased the seasonal cost of WYDOT’s avalanche control and defense program to $135,000. In the 2013/2014 season, and again in the 2015/2016 season, one-time capital investments were made in modern active avalanche control technology and the rehabilitation of existing technologies. These expenditures were successfully absorbed in the annual budgets for the 2013 and 2016 budget years. The result is the seasonal cost of WYDOT’s avalanche control and defense program rose to $172,000 by the 2015/2016 season. The 2016/2017 season was an uncommonly severe winter and seasonal costs jumped to $196,000 in response to that external force. The value in having experienced the extreme winter of the 2016/2017 season is discussed further in this project’s final report. As a fraction of these total costs, the personnel costs in WYDOT’s avalanche control and defense program grew much more modestly, from an average of $66,000 annually over the 2008/2009–2011/2012 seasons, to just over $70,000 by the 2015/2016 season. For the extraordinary winter of 2016/2017, personnel costs jumped to $75,000. As total seasonal costs for WYDOT’s avalanche control and defense program have grown, the percent fraction of these costs for personnel has declined.

Defending highways from avalanches with passive/constructed defense is prohibitively costly when the size of avalanche starting zones are very large, on the order of tens of acres, and/or the lengths of affected highway is long, on the order of hundreds of feet or more, as is the case on State Route 22 on Teton Pass. As a consequence, it was recommended that WYDOT should remain committed to its effective active avalanche control program on State Route 22 on Teton Pass, subject to continuing to modernize its active avalanche control technologies to be both reliable and timely to operate. This will further reduce traffic delays due to the duration of the active avalanche control portion of the mission. Based on an analysis of personnel costs, the cost per shot for active avalanche control, the costs to implement passive/constructed avalanche defense, and the impact of modernization and rehabilitation of active avalanche control on traffic delays, the Principle Investigator was able to lay out specific recommendations for WYDOT to help with mitigation of avalanches. Investment in personnel resources and professional development for active avalanche control needs to keep pace with similar investments in active avalanche control and passive/constructed defense technologies in WYDOT’s avalanche control and defense program. This could be rectified in the short term by adding additional, temporary manpower during the winter season, though this is not as simple as just more man-hours. Instead, it must include the temporary addition of individuals with the suite of technical and mountaineer skills needed to perform the duties required for effective active avalanche control. Recommendations on personnel development to help WYDOT be more cost-effective with its personnel resources and professional development were included in this project report. To be a candidate site for


passive/constructed avalanche defense, in the face of the low cost and effectiveness of active avalanche control, there has to be something or some things that are very “special” about a given site.

Benefits

This project helped WYDOT look at ways to take full advantage of existing motorist information infrastructure and WYDOT motorist information services personnel to help better manage long-duration traffic delays due to active avalanche control activities. One hallmark of almost all extreme natural disasters is that emergency planning has either never been put into place for such an event and/or if that planning is in place, it has probably never been tested. Extreme winter storms and their ensuing weather emergencies are no exceptions, and if there are mountains and snow in the mix, avalanching onto highways will be part of it.