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2016Research ImpactsBetter—Faster—Cheaper

Research Impacts: Better-Faster-Cheaper 2

Contents

Introduction 7

List of Sweet Sixteen High Value Research Projects 7

Alabama Department of Transportation 8Self-Centering Connections for Traffic Sign Structures 8

Arizona Department of Transportation 10Communication Plan for Windblown Dust 10Detection and Warning System for Wrong-Way Driving 12

California Department of Transportation 14Research & Development of Open-Source Advanced Traffic Management 14Bay Area Airport Disaster Recovery Plan 15Mobile Terrestrial Laser Scanning Workflow Development, Technical Support and Evaluation 16Compliance Crash Testing of the Type 732SW Bridge Rail 17Travel Time Detector Installation and Integration 18

Connecticut Department of Transportation 19Connecticut Department of Transportation Safety Techniques Enhancement Plan 19Repair of Steel Beam/Girder Ends with Ultra High Strength Concrete 20Winter Highway Maintenance Operations: Connecticut 21

Florida Department of Transportation 22Soil Mixing Design Methods and Construction Techniques for the use in High Organic Soils, Phase 2 22ITS Data Capture and Performance Management (ITSDCAP) Tool to Optimize TSM&O Efforts 24FDOT Research Concerning the Detection, Mitigation and Prevention of Wrong Way Crashes 26

Georgia Department of Transportation 28Corrosion-Free Precast Prestressed Concrete Piles Made with Stainless Steel Reinforcement: Construction, Test, and Evaluation 28Implementing Communities of Practice in the Georgia Department of Transportation 30Developing Education and Extension Recommendations on Vegetation Management for the Georgia DOT 32Developing a GDOT Pavement Marking Handbook Using Field Test Deck Evaluation and Long-term Performance Analysis 34Innovative Project Delivery Using Alternative Financing Mechanisms: Assessment of Benefits, Costs, and Risks 35Streamlining Project Delivery through Risk Analysis 37STEM and Our Future Transportation Leaders 39

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


Illinois Department of Transportation 41Performance Evaluation of Snow and Ice Plows 41Evaluation of Flashing Yellow Arrows (FYA) for Protected/Permissive Left Turn (PPLT) control 43Evaluation of Aggregate Subgrade Materials Used as Pavement Subgrade/ Granular Subbase 45Testing Protocols to Ensure Performance of High Asphalt Binder Replacement Mixes Using RAP & RAS 47Development of Public Right of Way Accessibility Guideline (PROWAG) Resource Material 49

Indiana Department of Transportation 52Increasing Bridge Deck Service Life 52Crack Sealing/filling: The Best Practices 54Active Corridor Management 56Optimizing Laboratory Mixture Design as it Relates to Field Compaction in order to Improve Hot-Mix Asphalt Durability 58Engineering Properties of Marls 60Performance Assessment Measure that Indicates Geometry Sufficiency of State Highways 62Indiana State Highway Cost Allocation and Revenue Attribution Study/Estimation of Travel by Out-of-State Vehicles on Indiana Highways 64Relating Design Storm Events to Ordinary High Water Marks in Indiana 66Evaluation of Alternative Intersections and Interchanges: Roundabouts on High-speed Roads 68Evaluation of Alternative Intersections and Interchanges: Diverging Diamond Interchange Signal Timing 70Culvert Inspection and Data Management 72

Iowa Department of Transportation 74Implementation of a Pilot Continuous Monitoring System: Iowa Falls Arch Bridge 74Implementation Manual - 3D Engineered Models for Highway Construction: The Iowa Experience 76Structural Characterization of UHPC Waffle Bridge Deck and Connection 77Development of Self-Cleaning Box Culvert Design: Phase II 78Optimization of Snow Drifting Mitigation and Control Methods for Iowa Conditions 79Embankment Quality and Assessment of Moisture Control Implementation 81

Kansas Department of Transportation 83Kansas Department of Transportation Column Expert: Ultimate Shear Capacity of Circular Columns Using the Simplified Modified Compression Field Theory 83Pullout Resistance of Mechanically Stabilized Earth Wall Steel Strip Reinforcement in Uniform Aggregate 85Guardrail and Bridge Rail Recommendations for Very Low Volume Local Roads in Kansas 87Evaluation of Repeatability of Kansas Test Method KT-73, “Density, Absorption and Voids in Hardened Concrete,” Boil Test 88

Kentucky Department of Transportation 89IBRC / FRT 126 - Repair of I-65 Bridge using CFRP Composites (Phase I, IV) 89

Louisiana Department of Transportation & Development 91Development of DARWin-ME Design Guideline for Louisiana Pavement Design 91Evaluation of LADOTD Aggregate Friction Rating Table by Field Measurements 93


Maine Department of Transportation 95Use of Remote Sensing and a Real Time Decision Support System for Seasonal Load Restriction Timing 95Use of Hamburg Wheel Tracker to Quantify Effects of Aggregate Loss Distress 98

Maryland Department of Transportation 100Sustainable Landscaping Practices for Enhancing Vegetation Establishment 100

Michigan Department of Transportation 102Evaluation of Michigan’s Engineering Improvements for Older Drivers 102Cost and Benefits of MDOT Intelligent Transportation System Deployments 104Michigan Urban Trunkline Intersections Safety Performance Function (SPFs) Development and Support 105Evaluation of Non-Freeway Rumble Strips - Phase II 106

Minnesota Department of Transportation 107Using Mobile Mapping to Inventory Barriers 107A Toolkit for Improving Safety Among Younger Drivers 109Next Generation Bridge Management Tools and Inspection 110Wave-Shaped Rumble Strips Reduce Nuisance Noise 112Unmanned Aerial Vehicles Enable Safe and Cost-Effective Bridge Inspection 114Research-Based Approach Helps Double Farmer Participation in Snow Control Program 116New Lab Test Leads to More Crack-Resistant Asphalt Pavements 11860-Year Concrete Design Performs Well in Early Tests 120

Mississippi Department of Transportation 122Evaluation of MSDOT’s Distress Thresholds for Maintained Pavement (Warranty) Projects 122

Missouri Department of Transportation 123Transportation Library Connectivity and Development Pooled Fund TPF-5(237) 123Polyurethane Foam Infill for Fiber-Reinforced Polymer (FRP) Bridge Deck Panels 124Evaluation of Resistivity Meters for Concrete Quality Assurance 125Evaluation of Finger Plate and Flat Plate Connection Design 127

New Hampshire Department of Transportation 129Improve the Quality and Service Life of Water-based Pavement Marking Paints on Pavements with High-Iron Aggregates 129Instrumentation, Digital Image Correlation, and Modeling to Monitor Bridge Behavior and Condition Assessment 130Validating Pollutant Load Estimates from Highways and Roads 131

New Jersey Department of Transportation 132Impacts of EPA 2012 Commercial Pump-Out Regulation 132Compatibility of Highway Railroad Crossing Gates with Overhead Catenary System High Voltage Power for Trains 134Impact of EPA 2012 Pump-Out Regulations - Implementation 136


Offshore Wind Development Research 138Landfill Closure with Dredged Materials - Desktop Analysis 139Hot Mix Asphalt (HMA) Pay Adjustment 140Oversize/Overweight Permitting Practices Review - Phase I (NJ-2011-002) 142Oversize/Overweight Permitting Practices Review - Phase II 143Oversize/Overweight Public Documentation Benchmarking and Effectiveness Study 144

New Mexico Department of Transportation 145Optimization of Elastic Polymer Modification Rates Based on Contemporary Relative Costs vs. Benefits. 145River Restoration Through Application of Fluvial Geomorphological Theory vs. Reactive Repairs 147

New York State Department of Transportation 148Designing, Developing and Implementing a Living Snow Fence Program for New York State 148

North Carolina Department of Transportation 149In-Situ Determination of Emulsion Application Rate for Tack Coats and Surface Treatments 149Planning-Level Extensions to NCDOT Freeway Analysis Tools 151Ecology of Corynorhinus townsendii virginianus in North Carolina 153CFRP Strands in Prestressed Cored Slab Units 155

Ohio Department of Transportation 158Evaluation of the Effectiveness of Salt Neutralizers for Washing Snow and Ice Equipment 158Development of Strategic Enterprise Architecture Design for ODOT 160Plow Blade Optimization 161Evaluation of Alternative Methods of Temporary Traffic Control on Rural, One-Lane, Two-Way Highways 162

Oklahoma Department of Transportation 163Creep Compliance and Percent Recovery of Oklahoma Certified Binders Using the Multiple Stress Creep Recovery (MSCR) Method 163

Rhode Island Department of Transportation 164Using Urban Organic Residuals to Improve Soil Function on Roadsides 164Stimulating Transformational Thinking for Long Term Resilience Planning: Port of Providence (RI) Demonstration Project 165Coupling GPR and IR Thermography to Detect Damage in Reinforced Concrete Bridge Decks 166

South Carolina Department of Transportation 167Support for the Development and Implementation of an Access Management Program through Research and Analysis of Collision Data 167Seismic Site Coefficients and Acceleration Design Response Spectra (ADRS) Based on Conditions in South Carolina 170


South Dakota Department of Transportation 171Agricultural Freight Data Improvement 171

Texas Department of Transportation 172Effects of New Prestress Loss Predictions on TxDOT Bridges 172Validate Surface Performance-Graded (SPG) Specification for Surface Treatment Binders 174Evaluation of Design and Construction Issues of Thin HMA Overlays 176Accounting for Electric Vehicles in Air Quality Conformity 178Assessment of the Effectiveness of Wrong Way Driving Countermeasures and Mitigation Methods 179Creep Behavior of Soil Nail Walls in High Plasticity Index (PI) Soils 181The 2055 Freight Transportation System and the Impact of Near Term Rail Improvements on TxDOT Planning 183Statewide Implementation of Very Thin Overlays 185

Utah Department of Transportation 186Correlation of Lab and Field Friction Measurements to Optimize Asphalt Aggregates 186Developing a Utah Bicycle and Pedestrian Counts Guidebook 188

Virginia Department of Transportation 190Reducing Cracks in Concrete Bridge Decks Using Shrinkage Reducing Admixture (SRA) 190An Evaluation of Roadside Activity and Behavior of Deer 191Evaluation of the Virginia Department of Transportation Adaptive Traffic Signal Control Technology Pilot Project 193Continuous Friction Measurement Equipment As a Tool for Improving Crash Rate Prediction: A Pilot Study 195Asphalt Mixture Performance Characterization Using Small-Scale Cylindrical Specimens 197

Washington State Department of Transportation 198HeadLight: A Mobile Project Inspection System 198DRIVE Net: Online Moving Washington Platform for Network-Wide System Operations, Monitoring, and Analysis 200Evaluation of the Safety Performance of Continuous Mainline Roadway Lighting on Freeway Segments in Washington State 202

West Virginia Department of Transportation 204Evaluation of Deer-Vehicle Collision Rates in West Virginia and a Review of Available Mitigation Techniques 204

Wisconsin Department of Transportation 206Performance and Design of Bridge Approach Panels in Wisconsin 206

Wyoming Department of Transportation 208Implementation and Local Calibration of the MEPDG Transfer Functions in Wyoming 208Effects of Wildlife Warning Reflectors ("Deer Delineators") on Wildlife-Vehicle Collisions in Central Wyoming 210Pronghorn and Mule Deer Use of Underpasses and Overpasses Along US Highway 191, Wyoming 211


Region 1Connecticut DOT Repair of Steel Beam/Girder Ends with Ultra High Strength ConcreteMaryland DOT Sustainable Landscaping Practices for Enhancing Vegetation EstablishmentNew Hampshire DOT Instrumentation, Digital Image Correlation, and Modeling to Monitor Bridge Behavior and Condition AssessmentRhode Island DOT Coupling GPR and IR Thermography to Detect Damage in Reinforced Concrete Bridge Decks

Region 2Florida DOT FDOT Research Concerning the Detection, Mitigation and Prevention of Wrong Way CrashesGeorgia DOT Corrosion-Free Precast Prestressed Concrete Piles Made with Stainless Steel Reinforcement: Construction, Test, and EvaluationNorth Carolina DOT In-Situ Determination of Emulsion Application Rate for Tack Coats and Surface TreatmentsVirginia DOT Continuous Friction Measurement Equipment As a Tool for Improving Crash Rate Prediction: A Pilot SRegion 3Illinois DOT Testing Protocols to Ensure Performance of High Asphalt Binder Replacement Mixes Using RAP & RASIowa DOT Development of Self-Cleaning Box Culvert Design: Phase IIMichigan DOT Evaluation of Michigan's Engineering Improvements for Older DriversMinnesota DOT Unmanned Aerial Vehicles Enable Safe and Cost-Effective Bridge Inspection

Region 4California DOT Research & Development of Open-Source Advanced Traffic ManagementNew Mexico DOT Optimization of Elastic Polymer Modification Rates Based on Contemporary Relative Costs vs. BenefitsTexas DOT Assessment of the Effectiveness of Wrong Way Driving Countermeasures and Mitigation MethodsWyoming DOT Pronghorn and Mule Deer Use of Underpasses and Overpasses Along US Highway 191, Wyoming

List of Sweet Sixteen High Value Research Projects

IntroductionEvery January, the American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Committee (RAC) Value of Research Task Force solicits states to select recently completed “High Value Research” (HVR) projects for submission as examples of “Transportation Excellence Through Research.” Projects are submitted to the Value of Research Task Force by the end of March. The RAC then publishes an annual compilation of all HVR projects in a document entitled Research Impacts: Better-Faster-Cheaper. This document provides substantial value to states as a quick reference to all HVR projects.

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

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


PROJECT INFORMATIONProject Title Self-Centering Connections for Traffic Sign StructuresID 930-865RProject Cost $106,000Duration 12 monthsSUBMITTERSubmitter Agency Alabama Department of TransportationSubmitter Contact Ron Johnson, ALDOT

[email protected] PROGRAMSponsor Contact Alabama Department of Transportation

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

RESEARCH AND RESULTSBrief Summary of Research Project

RESEARCH NEED: Steel structures for supporting traffic signs, luminaries, and signals are designed as intended to dissipate energy by developing inelas-tic deformation during severe wind loading (ex. hurricanes or tornadoes, etc.). Inelastic deformations result in permanent damage and out-of-plumb appearance to structures (Fig. 1). Repairing or replacing damaged members have caused enormously direct and indirect costs.

APPROACH: Self-centering traffic poles have the potential for the following features : (a) energy dissipation is provided by cost-effective devices, not by member permanent deformations; (b) elastic stiffness and strength are similar to conventional traffic sign structures; (c) gap opening at connections enables relative rotations without damage to members; (d) forces in ten-sioned bolts close connection gap opening and bring the structure back to its plumb position (i.e., self-centering).

SELF-CENTERiNG CONNECTION CONCEPTUAL BEHAVIOR: The features described above are due to the self-centering behavior of bolted connec-tions. As shown in Fig. 2 as one example of applications to traffic sign struc-tures, the traffic pole base plate-support connection is pre-compressed by tensioned bolts. The connection conceptual behavior is presented by the bending moment-relative rotation (M-8r) response as shown in Fig. 3. When connection bending moment reaches the imminent gap opening bending moment (MGoL the softening behavior at point A occurs, and a gap opens at the base plate-support interface (see Fig. 4) which initiates a connection rela-tive rotation. Note that this rotation is not a result of permanent deforma-tions. Therefore, there is no damage to the members. When the connection bending moment in Fig. 3 reaches the yield bending moment of the

Alabama Department of Transportation

mailto:johnsonrl%40dot.state.al.us?subject=AASHTO%20High%20Value%20Research

http://www.dot.state.al.us/


PROJECT INFORMATIONtensioned bolts (MBTYL the second softening behavior occurs at point B. Upon unloading at point C in Fig. 3, energy is dissipated by the energy dis-sipation (ED) devices shown in Fig. 2. Eventually, at point D in Fig. 3, the force in the tensioned bolts closes the gap shown in Fig. 4, bringing the traffic pole structure back to plumb position (i.e., self-centering behavior).

KEY DESIGN CONSIDERATIONS: Self-Centering traffic pole systems use similar components (ex. bolts, base plate, etc.) for existing traffic pole systems. The differences are: (1) the initial tension force in the bolts is controlled and (2) cost-effective ED devices are added. Torque wrenches can be used on site to control the bolt initial tension force during construction. ED devices could be sealed piston dampers or friction ED devices that made of sandwiched metal plates to meet the costeffective consideration.

If MGO is selected to be smaller than the bending moment yield capacity (My) of the pole as shown in Fig. 5, the connection can open a gap and rotate without damage to the pole.

Gap opening does not occur under frequently occurring wind, but only oc-curs when severe wind strikes. Therefore, self-centering traffic sign structures act like conventional structures under frequently occurring wind; under severe wind loads, they do not damage.

Web Links (if available) http://ntl.bts.gov/lib/56000/56700/56733/ALDOT_930-865R_Final_Report_by_Ying-Cheng_Lin.pdf

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Arizona Department of Transportation

PROJECT INFORMATIONProject Title Communication Plan for Windblown DustID SPR-723Project Cost $125,000Duration 16 monthsSUBMITTERSubmitter Agency Arizona Department of TransportationSubmitter Contact Dianne Kresich

Arizona Department of Transportation Research Center206 S. 17th Avenue, MD 075RPhoenix, AZ 85007602-712-3134, [email protected]

RESEARCH PROGRAMSponsor Contact See Submitter Contact info

RESEARCH AND RESULTSBrief Summary of Research Project Windblown dust events occur along Interstate 10 between Phoenix and

Tucson, and have been considered a contributing factor in serious crashes in that region. The Arizona Department of Transportation (ADOT) Research Center conducted a study to learn the most effective means to acquire data about approaching or in-progress dust events, and to communicate infor-mation about approaching and in-progress dust storms to the public using a variety of means, such as social media, traditional media, and Intelligent Transportation System technologies.

WHAT WE DID:The research team:(a.) Evaluated the meteorological conditions that lead to windblown dust on Arizona highways(b.) Identified practices that ADOT and other state transportation agencies use to acquire and communicate information about conditions of reduced visibility(c.) Collected perspectives from Arizona travelers on ADOT’s current dust-related communication methods and travelers’ need for such information through a survey and focus groups

WHAT WE LEARNED:The research provided ADOT with an evidence-based understanding of driver behavior during dust storms, driver perceptions of the department’s dust-related messaging, and preferred channels of communication about dust.

Findings led to the development of recommendations relevant to the I-10 corridor that include: installation of additional dynamic message signs;

mailto:dkresich%40azdot.gov?subject=AASHTO%20High%20Value%20Research


PROJECT INFORMATIONcommunication through more diverse channels to reach drivers of all ages; refinement of the “Pull Aside, Stay Alive” campaign, particularly by adding the rationale behind specific driving tips; distribution of dust-related materials at rest stops, truck stops, and visitor centers to reach out-of-state drivers who are not familiar with dust event; and further research on to evaluate a dust detection and communication system (now under way).

HOW IT’S MAKING A DIFFERENCE:The findings and recommendations are considered a communication plan that is helping ADOT Communications staff convey important information to the public, including the media and commercial and noncommercial drivers. The plan details tools, process steps, and the desired outcomes of the com-munication outreach.

In a direct response to study’s qualitative and quantitative findings and recommendations, ADOT produced a new dust-oriented public service announcement (PSA) and purchased television air time to distribute the message throughout Arizona. In contrast to past PSAs that focused on the “Pull Aside, Stay Alive” slogan, the new announcement depicts a driver demonstrating the steps to take during a dust event. The PSA, titled “Where Will You Be When the Dust Settles?,” is posted at https://www.youtube.com/watch?v=pkBOtAn83oQ.

Also in response to study recommendations, ADOT conducted a short-term campaign to inform commercial drivers of tips for driving during dusty weather conditions through the distribution of informational cards.The research has drawn the attention of a diverse range of stakeholders. The research project manager and communication director presented findings and ongoing implementation at the 2015 Arizona Conference on Roads and Streets, an annual event that attracts nearly 1500 transportation profession-als. They also presented at the 2014 and 2015 Dust Storm Workshops, which were sponsored by ADOT and the National Weather Service, and attended by elected officials, the media, and experts in traffic safety, climatology, air quality, and public health. A poster representing the project was accepted for display at the 2016 Transportation Research Board Annual Meeting.

Further research recommended by this project is now under way. ADOT's goal is to inform drivers about windblown dust hazards in real-time so that they can make decisions to enhance their safety. The current research is exploring dust detection and communication technologies to determine if any might help the department to achieve this goal and be feasible for field testing.

Web Links (if available) http://apps.azdot.gov/ADOTLibrary/publications/project_reports/pdf/az723.pdf

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PROJECT INFORMATIONProject Title Detection and Warning System for Wrong-Way DrivingID SPR-741Project Cost $100,000Duration 10 monthsSUBMITTERSubmitter Agency Arizona Department of TransportationSubmitter Contact Jean Nehme, Ph.D., P.E.

206 S. 17th Ave., MD 075RPhoenix, AZ 85007602.712.4515, [email protected]

RESEARCH PROGRAMSponsor Contact See Submitter Contact info

RESEARCH AND RESULTSBrief Summary of Research Project BACKGROUND

From 2004 through 2014, 245 wrong-way crashes occurred in Arizona, result-ing in 91 fatalities. Following a spike in wrong-way crashes that resulted in multiple fatalities in mid-2015, the Arizona Department of Transportation (ADOT) director initiated various efforts to address wrong-way driving. One of these efforts was to conduct a short-term research study to develop a plan for a pilot deployment of wrong-way countermeasures.

APPROACHThe research included an extensive literature search and analysis of Arizona and national statistics on wrong-way driving to better understand wrong-way crashes. In addition, the study explored state-of-the-art systems of de-tecting, notifying, and tracking a wrong-way driver; and of providing timely warnings to the wrong-way driver, relevant authorities, and other motorists. The research then assessed the viability of these systems for use in Arizona, and developed a comprehensive pilot deployment and monitoring plan for ADOT consideration.

FINDINGS AND RECOMMENDATIONSThis research developed an innovative conceptual system to detect a wrong-way driver upon entry, inform the errant driver of the mistake, notify the ADOT Traffic Operations Center and law enforcement instantly, track the wrong-way vehicle on the highway system, and warn right-way drivers in the vicinity of the oncoming vehicle. The proposed design integrates readily available technologies with ADOT's existing freeway management system infrastructure.

Currently, ADOT is working with its vendors to test the feasibility of using existing loop detectors and controllers to detect wrong-way drivers. Two locations in the Phoenix metropolitan area are being tested.

mailto:jnehme%40azdot.gov?subject=AASHTO%20High%20Value%20Research


PROJECT INFORMATIONANTICIPATED BENEFITSThe pilot deployment is expected to determine whether the recommended wrong-way detection, notification, and warning system on Arizona highways results in a more rapid response to wrong-way driving, and a reduction in crashes, fatalities, and injuries involving wrong-way and right-way drivers. Larger-scale implementation may follow the assessment of the deployed technology at the two test locations.

Web Links (if available) http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/az741.pdf

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PROJECT INFORMATIONProject Title Research & Development of Open-Source Advanced

Traffic ManagementID P338Project Cost

Duration 116 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Melissa Clark

1227 O Street Sacramento, CA 95814 (916) 657-4448 [email protected]

RESEARCH PROGRAMSponsor Contact California Department of Transportation

1227 O StreetSacramento, CA 95814

RESEARCH AND RESULTSBrief Summary of Research Project Rural areas need a unified ATMS that is designed for their traffic requirements

and environment. IRIS offers rural districts a robust, unified, traffic manage-ment program that is extensible, scalable, and reliable. Traffic management operators can centrally manage traffic devices and applications from a single, integrated interface at a fraction of the cost of a full ATMS software running in urban areas. The open-source software enables collaboration among government agencies, universities, and private companies. Reduces life cycle costs by approximately 72% versus the existing ATMS. Deployment of IRIS to Caltrans Districts 1, 2, 5, and 10 was successful. The number of traffic management software applications and servers in the four districts has been reduced, with IRIS assuming the roles. The improved and simplified build and deploy process facilitates adoption and makes it easier to train new develop-ers. Through knowledge transfer from the research team, supporting IRIS has transitioned to a third-party contractor. Caltrans District 3 is expected to be the next district to implement part of the IRIS system.

Web Links (if available) http://www.dot.ca.gov/research/researchreports/reports/2014/final_report_task_2293.pdf

California Department of TransportationSWEET

SIXTEEN

mailto:melissa.clark%40dot.ca.gov?subject=AASHTO%20HVR

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PROJECT INFORMATIONProject Title Bay Area Airport Disaster Recovery PlanID P566Project Cost

Duration 23 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Patrick Tyner

227 O Street Sacramento, CA 95814, (916) 657-3964, [email protected]


1227 O StreetSacramento, CA 95814

RESEARCH AND RESULTSBrief Summary of Research Project The Bay Area Airport Disaster Recovery Plan focuses on identifying the vul-

nerabilities, and interdependencies airports have relative to lifeline systems (transportation, power, water, gas, etc.), as a way to understand how to bet-ter to exploit the opportunities that Bay Area airports could provide to the recovery.

Web Links (if available) http://resilience.abag.ca.gov/wp-content/documents/Cascading_Failures/Role-of-Airports-in-Disasters_2015.pdf

mailto:patrick.tyner%40dot.ca.gov?subject=AASHTO%20HVR

http://resilience.abag.ca.gov/wp-content/documents/Cascading_Failures/Role-of-Airports-in-Disasters_2015.pdf

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PROJECT INFORMATIONProject Title Mobile Terrestrial Laser Scanning Workflow Development, Technical Support

and EvaluationID P625 (Task Number 2517) Project Cost

Duration 20 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact Arvern Lofton

1227 O Street Sacramento, CA 95814 (916) 657-4062, [email protected]


1227 O Street, Sacramento, CA 95814RESEARCH AND RESULTSBrief Summary of Research Project Caltrans requires survey grade measurements for various projects such as

bridge and pavement construction, major accident investigations, roadside assets management, and more. Performing a survey typically exposes field personnel to high-speed traffic, often without any barrier or protection. Mo-bile Terrestrial Laser Scanning (MTLS), a relatively new technology, enables surveyors to work safely from inside a vehicle. An MTLS system produces accurate and precise geospatial data at or near highway speeds, enabling surveyors to collect many miles of roadway point-cloud data in a single day, thus accelerating project delivery. Users in the office can then work with the broad range of data collected, removing the need for surveyors to return to the field for measurements. For these reasons, Caltrans purchased an MTLS system in 2012. As a result of the research, Caltrans surveyors successfully utilized the MTLS system throughout northern California on over 90 projects. In addition, the research findings led to a new MTLS research effort, which proposes to extend training, technical support, and integration of MTLS into Caltrans workflow throughout central and southern California.

Web Links (if available) http://www.dot.ca.gov/research/researchreports/reports/2014/CA14-2517_FinalReport.pdf

mailto:alofton%40dot.ca.gov%20?subject=

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PROJECT INFORMATIONProject Title Compliance Crash Testing of the Type 732SW Bridge RailID P703Project Cost

Duration 30 monthsSUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact David Whitesel

5900 Folsom Blvd., MS-5 Sacramento, CA 95819 (916) 227-5849, [email protected]


5900 Folsom Blvd, Sacramento, CA 95833RESEARCH AND RESULTSBrief Summary of Research Project The outcome of this research is a standard plan for a MASH-compliant bridge

rail that includes a pedestrian and bicycle friendly sidewalk. This will improve Caltrans’ goal of providing Complete Street design aspects that are ADA, pedestrian, and bike friendly. Caltrans plans to use this design throughout California.

Web Links (if available) http://www.dot.ca.gov/research/operations/roadsidesafety/compliance_crash_testing/index.htm

mailto:david_whitesel%40dot.ca.gov?subject=

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http://www.dot.ca.gov/research/operations/roadsidesafety/compliance_crash_testing/index.htm


PROJECT INFORMATIONProject Title Travel Time Detector Installation and IntegrationID P979Project Cost

Duration

SUBMITTERSubmitter Agency California Department of TransportationSubmitter Contact John Slonaker

1227 O Street Sacramento, CA 95814 (916) 657-4063, [email protected]


1227 O Street, Sacramento, CA 95814RESEARCH AND RESULTSBrief Summary of Research Project The City of South Lake Tahoe asked Caltrans to post estimated travel times

on its changeable message signs on US 50 to let travelers know how long it would take them to get back to the Sacramento area. However, there was no existing infrastructure to measure travel times along this route. One of Caltrans' strategic goals is to improve travel time reliability and reduce peak-period travel times and delays, so Caltrans wanted to fulfill the request.The solution was to use Bluetooth readers, which detect Bluetooth signals from travelers' mobile devices as they travel along a highway. By capturing these signals, and keeping track of them as the associated vehicle travels from the first field unit to other field units miles down the road, the travel time for that vehicle can be measured. This data is then averaged with the similar travel time measurements provided by other vehicles to result in a timely, accurate, and reliable travel time for the route. Caltrans then posts this information on its changeable message signs and on QuickMap, the Cal-trans mobile app that provides motorists with real-time travel conditions.Bluetooth readers were installed at multiple locations along US 50, and soft-ware was created to push the information out to QuickMap and the change-able message signs. The system has been operating since the Fourth of July weekend in 2015. The success of this project indicates that it may be a solu-tion in areas of the state where travel time data is currently not available, but would be beneficial to the traveling public and as a way to stimulate local economies. Total cost for the US 50 project was about $150,000, including labor and materials.

Web Links (if available)

mailto:john.slonaker%40dot.ca.gov?subject=


Connecticut Department of Transportation

PROJECT INFORMATIONProject Title Connecticut Department of Transportation Safety Techniques Enhancement

Plan ID CT-2287-F-15-4Project Cost $187,367Duration 8 monthsSUBMITTERSubmitter Agency Connecticut Department of TransportationSubmitter Contact Bradley OverturfRESEARCH PROGRAMSponsor Contact Connecticut Department of Transportation

[email protected] AND RESULTSBrief Summary of Research Project The Highway Safety Manual (HSM) defines a six-step cycle of safety manage-

ment processes. This report evaluates the Conncituct Department on how well conform to the six safety management steps. The methods recommend-ed in the HSM require additional skills and analytic tools that ConnDOT will need to acquire through training or external sources. In addition, the HSM (Part C) includes a description of Predictive Methods that ConnDOT should consider adopting for use in alternatives analysis and the design exception process of highway design.

This Safety Techniques Enhancement Plan provides recommendations for improvement in each step of the safety management process and a strategic plan for achieving the vision established by the stakeholders: Connecticut has a rigorous, efficient, and automated safety management process coupled with experienced and expert staff that can use the results to improve deci-sion-making on the entire transportation network.

The document concludes with an Action Plan that shows the Goals, Objec-tives, Tasks, and steps to improving ConnDOT™s safety analyses and deci-sion-making processes. The Strategic Plan is designed for easy tracking and maintenance by the involved parties within ConnDOT so that a status report on all action items can be available at any time.

Web Links (if available) http://www.cti.uconn.edu/wp-content/uploads/2014/03/SPR-2287-Safety-Analysis-Strategic-Plan-Final.pdf

mailto:Bradley.Overturf%40ct.gov?subject=

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PROJECT INFORMATIONProject Title Repair of Steel Beam/Girder Ends with Ultra High Strength ConcreteID CT-2282-F-15-2Project Cost $64,034Duration 23 monthsSUBMITTERSubmitter Agency Connecticut Department of TransportationSubmitter Contact Bradley OverturfRESEARCH PROGRAMSponsor Contact Connecticut Department of Transportation

[email protected] AND RESULTSBrief Summary of Research Project A series of three tests were run in the UCONN Structures Laboratory on large-

scale rolled girders. The goal was to perform a proof of concept of a novel method utilizing UHPC to rehabilitate corrosion damage. One girder was undamaged, to determine baseline bearing capacity. A second girder had section loss at the bearing to simulate severe corrosion damage to isolate the effect of corrosion on bearing capacity. A third girder had the same level and pattern of simulated corrosion damage, but included a repair with UHPC. This determined the capacity restored by the repair technique. Each of these tests was instrumented to record data to create a finite element model for use in an analytical study.

The undamaged girder was found to fail due to the buckling of the web at a load of 180 kip. The simulated corrosion at the bottom of the web reduced the capacity of the girder to 43 kip. The failure was still considered to be buckling of the web, but it was isolated in the simulated corrosion. The girder did not fail with the addition of the concrete panel. Instead it experi-enced flexural yielding, and a maximum load of 230 kip.

A finite element model was created from the experimental study. This model saw good agreement with the data collected from the large scale tests. The model was used to run full-scale simulations of rolled and plate girders. This was done to verify the performance of eight different repair methods on three configurations of bridge girders. All of the girders had extreme levels of corrosion damage to test the limits of this repair. All of the repair methods were found able to recover the initial capacity of the girders with limited panel thickness.

Web Links (if available) http://zaghi.engr.uconn.edu/wp-content/uploads/2016/03/CT-2282-F-15-2.pdf

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PROJECT INFORMATIONProject Title Winter Highway Maintenance Operations: ConnecticutID CT-2289-F-15-1Project Cost $150,422Duration 13 monthsSUBMITTERSubmitter Agency Connecticut Department of TransportationSubmitter Contact Bradley OverturfRESEARCH PROGRAMSponsor Contact Connecticut Department of Transportation

[email protected] AND RESULTSBrief Summary of Research Project Ensuring the safety and mobility of the traveling public requires the most

effective winter highway maintenance practices possible. This is a shared responsibilityâ€”to achieve comprehensive and sustainable success, compet-ing factors must be considered, including safety; cost; corrosion; operating practices; materials and equipment; environmental and economic impacts; and communication with the general public, stakeholders, and govern-ment leaders. Balancing these factors presents a challenge that can be met through ongoing monitoring and continuous improvement based on evolving best practices. CTDOT winter highway maintenance operations are consistent with the practices of other states with similar weather conditions. The department engages in an ongoing process of monitoring current prac-tices, identifying areas for improvement, and instituting improvements based on best practices to increase mobility, safety and overall roadway conditions while reducing the amount of deicing chemicals used. CTDOT has been proactive by testing new technologies and implementing those shown to be effective. Additionally, municipalities can benefit from CTDOT™s experience with implementation of state-of-the-art technologies shown to be effectiv providing opportunities for achieving higher levels of service to the traveling public. It is noted that while use of chloride-based deicing chemicals for win-ter highway maintenance has raised concerns regarding impacts on vehicles, infrastructure and the environment, alternative products also have envi-ronmental, corrosion and expense impacts. Although corrosion inhibitors are available for use with deicers, evidence of their effectiveness in the field based on literature reviewed was not found. Research is needed to confirm their effectiveness before considering use. Further, CTDOT™s participation in national initiatives, and ongoing communication with neighboring states, Connecticut municipalities, and other stakeholders, should be continued and strengthened to help balance the competing factors by using the most effec-tive practices.

Web Links (if available) http://www.ctcase.org/summaries/winter-highway-2015-sum.pdf


http://www.ctcase.org/summaries/winter-highway-2015-sum.pdf


Florida Department of Transportation

PROJECT INFORMATIONProject Title Soil Mixing Design Methods and Construction Techniques for the use in High

Organic Soils, Phase 2ID BDV25 977-14Project Cost $271,823Duration 39 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

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

RESEARCH PROGRAMSponsor Contact Florida Department of Transportation; Research Center

605 Suwannee St. MS 30Tallahassee, FL 32399(850)414-4615, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Stabilizing soils to increase their load capacity is necessary in construction

projects. However, the composition of the soil, namely the presence of high amounts of organic materials, can drastically affect the success of soil mixing stabilization methods. Current soil mixing guidelines developed by an FHWA pooled fund study, provide adequate guidance for inorganic clay soils. How-ever, high organic soils were not studied.

In this project, researchers sought to fill this gap in the knowledge. They identified the mechanisms which produce excessive settlement of organic soil, explored and evaluated various soil mixing options that can be used to effectively stabilize organic deposits for roadway applications, and identified ground modification techniques that could potentially be cheaper and faster than other alternatives such as soil replacement, surcharge, and/or columns. Soil mixing stabilization was tested in the laboratory to assess the effect of ce-mentitious binder type, binder content, mixing method, organic content, and curing time on strength gain. Over 700 tests were conducted and, in every case where organic content was higher than approximately 10% of the total volume, much more cement was required to achieve the same strength gain than was needed for inorganic or low organic content samples.

mailto:steve.bolyard%40dot.state.fl.us?subject=

mailto:research.center%40dot.state.fl.us?subject=


PROJECT INFORMATIONFollowing the bench-scale tests, a tenth-scale test bed was built in which soil containing approximately 60% organics was placed and conditioned with rain water. The bed was divided into three equal testing regions: dry soil mix-ing (binder + soil), wet soil mixing (binder + water + soil), and no treatment (soil only). A simulated roadway was placed on each section of the test bed, left in place for several weeks, and monitored for movement. Results showed marked improvement for the soil mixed sections relative to untreated; dry or wet methods, using identical amounts of cement per volume, showed nearly identical results.

FDOT staff will be discussing with FHWA about the potential to update the national design manual with the new guidance developed as part of this research project. FDOT has currently adopted the recommendations from this project on an interim basis, and the FDOT Soils and Foundations Handbook has been updated and will be released in print in January 2017. Typically be-tween 6 and 12 projects across the state will benefit from this guidance every year.

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_SMO/FDOT-BDV25-977-14-rpt.pdf

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PROJECT INFORMATIONProject Title ITS Data Capture and Performance Management (ITSDCAP) Tool to Optimize

TSM&O EffortsID BDV29 977-09Project Cost $210,290Duration 26 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

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

RESEARCH PROGRAMSponsor Contact Florida Department of Transportation

605 Suwannee Street Tallahassee, FL USA 32399-0450

RESEARCH AND RESULTSBrief Summary of Research Project This project produced a data analysis dashboard that supports the objec-

tives and activities of FDOT™s Transportation Systems Management & Op-erations (TSM&O) program. In this project, two previously developed tools, the ITS Data Capture and Performance Management module (ITSDCAP) and the Integrated Regional Information Sharing and Decision Support System (IRISDS), have been integrated into a single Web-based environment.

The new ITSDCAP tool is able to model and analyze different scenarios and influencing factors using data specific to that arterial or system, helping TMCs to move from a purely reactive to a more predictive method of manag-ing system performance. Using actual system data allows TMC staff to more accurately perform a benefit/cost analysis for evaluation of arterial inci-dent management, estimate the impacts of construction and maintenance activities on system performance, predict breakdown conditions on arterial streets based on system performance and develop tools for automatic iden-tification of arterial performance problems.

ITSDCAP consists of two components: one online and one offline. The online component would allow TMCs to manage the system in near real-time. How-ever, few locations have both the necessary ITS data and bandwidth to fully utilize the online component. The offline component of ITSDCAP has been fully implemented at the Broward County, FL Traffic Management Center (TMC). Currently, the TMC staff use the offline component of ITSDCAP each month to analyze potential areas of concern with regards to travel time



PROJECT INFORMATIONdelay and incident mitigation. The TMC typically uses the data and tools from ITSDCAP to focus on certain traffic control signals that may need to be retimed with regards to their contribution to traffic congestion. Using ITSD-CAP, TMC staff can easily analyze different retiming scenarios, select the most appropriate scenario with the highest cost/benefit ratio, and can then work with county officials to implement the retiming plan.

The best alternative is determined using the ITSDCAP built-in benefit/cost module: the Tool for Operations Benefit Cost Analysis, or TOPS-BC. TOPS-BC allows TMC staff to recommend signal retiming based on a quantified rubric that determines the overall benefit and cost in the system being analyzed. TOPS-BC also takes into account numerous TSM&O strategies such as HAR, DMS, Ramp Metering, Incident Management, Signal Control, Signal Pre-emption, TDM, weather, work zones and more. The benefits are determined and analyzed primarily by improvement in travel time reliability and crash reduction; secondary options include fuel savings, speed harmonization, and secondary crash reductions. As an example, TOPS-BC has estimated that retiming signals at six locations within the central Broward County corridor will result in a 7% reduction in travel time delay during the Peak AM (7 to 9) hours and Peak PM (4 to 6) hours. This reduction equates to approximately $330,000 savings for January 2016 alone. FDOT District 4 is currently part-nering with Broward County to implement this retiming plan on a monthly basis.

This tool suite is currently being implemented at several other TMCs within the state of Florida. AzDOT has also contacted FDOT and the researchers to explore an adaptation of the ITSDCAP dashboard for use in Arizona.

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_TE/FDOT-BDV29-977-09-rpt.pdf

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PROJECT INFORMATIONProject Title FDOT Research Concerning the Detection, Mitigation and

Prevention of Wrong Way CrashesID BDV30 977-10Project Cost $220,838Duration 20 monthsSUBMITTERSubmitter Agency Florida Department of TransportationSubmitter Contact Steven Bolyard

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

RESEARCH PROGRAMSponsor Contact Florida Department of Transportation

605 Suwannee Street Tallahassee, FL USA 32399-0450

RESEARCH AND RESULTSBrief Summary of Research Project Between 2002 and 2013, there were 1,173 wrong way crashes in the state

of Florida, resulting in 164 fatalities, and 1,322 injuries. The supermajority of these drivers are young and impaired by alcohol, drugs, or both. FDOT has recently concluded four projects related to mitigating wrong-way crashes (WWCs): Turnpike Pilot Project to Install LED Bordered Wrong Way Signs, Statewide Wrong Way Crash Study, Evaluation of the Red Rectangular Rapid Flashing Beacon (RRFB) Implementation, and Driving Simulator Studies of the Effectiveness of Countermeasures to Prevent Wrong Way Crashes.

In a pilot project, Turnpike Pilot Project to Install LED Bordered Wrong Way Signs, LED bordered wrong way signs were installed on 17 exit locations along the Florida Turnpike and the Sawgrass Expressway in South Florida. This pilot project uses a TAPCO Blinker sign, a wrong-way sign bordered with LED lights that flash red when a wrong-way vehicle is detected. The system also uses a BlinkLight Alert CCTV system to snap a picture whenever the system is activated.

The second project, Statewide Wrong Way Crash Study, quantified the loca-tion, time of day, manner, severity, and extent of the WWC problem within the state of Florida and recommended a system of countermeasures to combat this problem. This project was a comprehensive analysis of all of the WWC within the state, and helped FDOT better understand the factors which may contribute to a WWC as well as identify trends and patterns.

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PROJECT INFORMATIONThe third project, Evaluation of the Red Rectangular Rapid Flashing Beacon (RRFB), evaluated a specific WWC countermeasure for effectiveness. In this project, research-ers surveyed citizens to determine their reactions to, and understanding of, the Red Rectangular Rapid Flashing Beacon (RRFB) with regards to freeway entrance and exit ramps and their effect on adjacent roadways. The results determined that the place-ment of these devices have no deleterious effect upon adjacent roadways. After this research concluded, beacons were placed at 6 intersection (2 sets per intersection) along interstates in the Tampa Bay area. The RRFBs alert the wrong-way driver of their error via a radar-activated flashing beacon. The sign then takes a picture of the vehicle which is sent to local law enforcement and also sends a signal to the local TMC so that dynamic message signs in the area can be updated to warn drivers of this potentially lethal wrong way driver.

The fourth project, Driving Simulator Studies of the Effectiveness of Countermeasures to Prevent Wrong Way Crashes, used laboratory tasks and driving simulator scenarios to understand and evaluate countermeasures for effectiveness at preventing wrong-way entries. Drivers were separated into younger and older groups and tested in conditions most likely to predicate a WWC: younger drivers at night, older drivers dur-ing the day. A subset of younger participants was asked to drive scenarios while under conditions of simulated impairment, with visual distortion and under cognitive load.

In the simulator task, drivers were instructed to enter a highway and exit ramps were marked with the minimum number of countermeasures recommended by the Manual for Uniform Traffic Control Devices and then again with a greater number of countermeasures and enhancements recommended by the Statewide Wrong Way Crash Study. Researchers found that, in general, a greater number of different types of countermeasures installed increased the accuracy rate of rejection of exit ramps. Both younger and older adults benefited from an increase in diversity of countermea-sures. In addition to a greater variety of countermeasures, the presence of redundant signs improved the identification of exit ramps though more so for younger adults as compared to older adults. The visibility of wrong way signs was also found to be one of the best predictors of drivers correctly rejecting an exit ramp. The presence of other vehicles was also a strong predictor of accuracy, consistent with the fact that many WWCs occur at night with few other vehicles on the road.

Since the TAPCO Blinker signs were installed in October 2014 on Florida™s Turnpike and Sawgrass Expressway, 23 people have attempted go the wrong way at just the 17 exits in South Florida being monitored; all but one driver turned around (~96% suc-cess rate). Quantified numbers with regards to the 6 locations of the RRFB in Tampa Bay will be available soon (as this was a more recent installation.) FDOT is also moving forward with adding WWC countermeasures such as the RRFB to additional intersec-tion locations throughout the state of Florida. The countermeasure type, quantity and placement will continue to be evaluated and refined. Future ongoing and planned research will allow FDOT to better understand the impact of various countermeasures on WWC mitigation.

Web Links (if available) http://www.dot.state.fl.us/research-center/Completed_Proj/Summary_TE/FDOT-BDV30-977-10-rpt.pdf

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PROJECT INFORMATIONProject Title Corrosion-Free Precast Prestressed Concrete Piles Made with

Stainless Steel Reinforcement: Construction, Test, and EvaluationID RP 11-34Project Cost $499,239Duration 36 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Bill DuVall

600 W. Peachtree St. NWAtlanta, GA 30308404-631-1883, [email protected]

RESEARCH PROGRAMSponsor Contact Supriya Kamatkar, Georgia Department of Transportation

15 Kennedy Dr.Forest Park, GA 30297404-608-4797, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project The use of duplex high-strength stainless steel (HSSS) grade 2205 prestress-

ing strand and austenitic stainless steel (SS) grade 304 spiral wire reinforce-ment was proposed as a replacement of conventional prestressing steel. This replacement is to provide a 100+ year service life for prestressed concrete piles located in coastal Georgia. Researchers investigated 16-in. square, 70-ft. long piles constructed using duplex HSSS 2205 strands and SS 304 spiral wire reinforcement and compared their behavior with identical piles which were built using conventional strands and spirals. The piles were successfully driven to refusal without visible damage, extracted, and tested in flexure and shear.

Transfer and development length of piles using duplex HSSS 2205 strands were 57% and 55%, respectively, of values predicted by AASHTO LRFD (2013). Transfer length of duplex HSSS 2205 strands was not affected by pile driving and extraction. Flexural and shear strength of piles using duplex HSSS 2205 strands were greater than predicted by ACI 318-11 and AASHTO LRFD (2013) specifications. Experimental prestress losses at 335 days for piles using duplex HSSS 2205 strands were 82% of the predicted losses by AAS-HTO LRFD refined method. Prestress losses were not affected by pile driving and extraction.

It was concluded that duplex HSSS 2205 can be used for prestressing strands, in combination with austenitic SS 304, for the transverse confinement and shear reinforcement for prestressed concrete piles, using the same design requirements and construction procedures for conventional prestressing strand and wire reinforcement.

Georgia Department of TransportationSWEET

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mailto:bduvall%40dot.ga.gov?subject=AASHTO%20HVR

mailto:skamatkar%40dot.ga.gov?subject=AASHTO%20HVR


PROJECT INFORMATIONGDOT used stainless steel reinforced piles on a bridge to be constructed in Liberty County as a result of this research. This research also encouraged Vir-ginia DOT and Florida DOT to construct and test similar piles made with the same high strength stainless steel (2205 strands) that GDOT studied. In short, GDOT innovation has encouraged other states to initiate their own applied research for development of corrosion-free piles.

Web Links (if available) http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-34.pdf

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PROJECT INFORMATIONProject Title Implementing Communities of Practice in the Georgia Department of Trans-

portationID RP 11-37Project Cost $391,433Duration 32 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Jeff Conrad

3993 Aviation CircleAtlanta, GA 30336404-507-3404, [email protected]

Andrew Heath935 E. Confederate Ave.Atlanta, GA 30316, 404-635-2828, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Communities of Practice (COPs) are groups of professionals within an organi-

zation who develop on-going, informal knowledge exchanges to learn and performing key job-related processes and skills. This research, through ex-perimental group studies, investigated strategies by which GDOT can devel-op COPs to facilitate critical exchanges of knowledge, support organizational learning, and ultimately improve performance outcomes. The research also explored knowledge retention agency-wide. Researchers interviewed man-agers nearing retirement who were also associated with the various COPs ob served in this project. The research identified practices and functions of four COPs within GDOT: Environmental Services, Geographic Information Systems, Practical Design Training (PDT), and Roundabout and Alternative Intersection Design (RAID). The first two were non-treatment groups in place before the research project and the other two were treatment groups. Share-Point sites were created for the PDT and RAID COPs.

mailto:jconrad%40dot.ga.gov?subject=

mailto:aheath%40dot.ga.gov?subject=



PROJECT INFORMATIONThe following findings were observed between the treatment groups and non-treatment groups:

• All community members (whether in a treated or untreated group) re-ported an increase in the number of knowledge sources used.

• Members of treatment groups demonstrated improvements over non-treatment groups in accurately identifying sources of knowledge. This was true whether the knowledge was documented or tacit.

• Treatment groups also reported greater reductions in problem-solving time and hence greater job effectiveness. These gains were highest among younger managers.

• The treatment group with members and their offices distributed throughout GDOT saw some of the biggest gains from the workshops and the development of the COP website.

All four groups continued to be active after the research project ended. The COP websites were still active resources for the PDT and RAID groups. The RAID group had also dedicated a portion of a staff member’s time to update and maintain their website.


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PROJECT INFORMATIONProject Title Developing Education and Extension Recommendations on Vegetation

Management for the Georgia DOTID RP 12-09Project Cost $250,034Duration 36 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Ray Dorsey




RESEARCH AND RESULTSBrief Summary of Research Project Weed control is the greatest challenge for Georgia DOT (GDOT) in grassy

roadside management. Weeds reduce aesthetics, safety, and visibility for drivers on highways, interstates, and other roads. Weed competition with desirable grasses may also result in significant soil erosion that could reduce safety and stability of roadside vegetation. Also, roadsides are mowed infre-quently, usually once or twice per year, which may thin grass canopies and reduce competition with weeds. Study of herbicide use for growth regula-tion of grasses and weed control has reduced annual GDOT mowing costs to approximately $7 million per year.

The objectives of this research were to (1) improve the ability to produce an intended result of GDOT weed management practices by evaluating herbi-cide selection and vegetation management practices (application timing and herbicide combinations) on emerging weeds on Georgia roadsides; and (2) develop the smartphone mobile application, "Georgia Roadside Manage-ment," to allow agronomists to access real-time recommendations for weed and grass control from the University of Georgia (UGA).

During this research, herbicide application timing was observed for roadside vegetation during spring, summer, or fall months. Mowing and herbicide ap-plication timing apparently affected the release of certain desirable grasses (such as Bermuda grass) while reducing the effectiveness of grassy weed control. Findings also suggest that GDOT should consider new herbicide combinations. The observed combinations consistently provided greater release of desirable grasses versus single use herbicides and had superior control of certain weeds affecting the desired grasses under observation.

mailto:rdorsey%40dot.ga.gov?subject=



PROJECT INFORMATIONThe mobile application, "Georgia Roadside Management," was developed and released in October 2014. The application contains (1) pictures and in-formation of important weeds and grasses in vegetation management with recommendations for control; and (2) a pesticide database listed by common and trade names of all products used in GDOT spray programs. The applica-tion is routinely updated so agronomists have access to real-time extension recommendations from UGA. This technology provides GDOT agronomists quick access to information for education and enhanced productivity.


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PROJECT INFORMATIONProject Title Developing a GDOT Pavement Marking Handbook Using Field Test Deck

Evaluation and Long-term Performance AnalysisID RP 12-31Project Cost $253,526Duration 36 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Richard (Rick) Douds




RESEARCH AND RESULTSBrief Summary of Research Project The two primary goals of this research project were (1) review of best prac-

tices on selecting, installing, and inspecting pavement marking materials (PMM); and (2) evaluation of PMM performance and retroreflectivity data from test sites compared with data from the National Transportation Product Evaluation Program. A methodology was developed to enhance the reli-ability of PMM retroreflectivity data analysis by systematic removal of any data variability due to construction issues. Statistical models were further developed to predict the retroreflectivity and expected service life of the PMM studied. Life cycle cost analysis was also conducted for each material type. Results from this research were compiled in a GDOT Pavement Marking Manual. An interactive tutorial was also developed to simplify the manual content through interactive means (graphic user interfaces) such as images, videos, and user inputs.

GDOT developed PMM training to disseminate this research to the GDOT Offices of (1) Materials and Testing; (2) Construction; (3) Traffic Operations; and (4) Maintenance. This is to ensure proper protocol among the offices concerning PMM design, selection, installation, and inspection, so that GDOT uses the most cost effective PMM that improve visibility for motorists. The training will also be provided to local governments through GDOT's Local Technical Assistance Program for their on PMM management needs.


mailto:rdouds%40dot.ga.gov?subject=



PROJECT INFORMATIONProject Title Innovative Project Delivery Using Alternative Financing Mechanisms:

Assessment of Benefits, Costs, and RisksID RP 13-01Project Cost $206,164Duration 21 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Darryl VanMeter




RESEARCH AND RESULTSBrief Summary of Research Project The U.S. Department of Transportation (U.S. DOT) and state DOTs seek

private investments to leverage their shrinking financial resources. Involve-ment of the private sector in financing highway projects is subject to various limitations and challenges that affect state DOT's project planning and devel-opment, and limit the expansion of private financing for highway projects. State DOTs face different kinds of financial, political, legal, management, and organizational issues affecting their ability to attract private investments in highway projects.

The purpose of this project was to enhance GDOT understanding of incor-porating financing into the innovative project delivery process, particularly by capturing the underpinnings of private financing in highway projects in the following areas: (1) latest developments and trends in utilizing innovative financing mechanisms for highway projects; (2) main objectives and major concerns of state DOTs in decision-making processes; (3) deal-breaker issues and major concerns of private sector participants; and (4) recommended best practices to enhance adoption of private financing for highway projects.

A comprehensive literature review was conducted to analyze and document the latest developments and trends in utilizing private financing for highway projects. To document the current state of private financing for highway proj-ects, a survey of state DOTs was conducted from state DOTs. Finally, through conducting interviews with the industry experts in private financing, the research team identified a list of deal-breaker issues and major challenges that hinder private sector involvement in financing highway projects.

mailto:dvanmeter%40dot.ga.gov?subject=



PROJECT INFORMATIONThe findings of this research have helped guide many decisions, including the current design-build finance contract for the I-285/Georgia 400 inter-change reconstruction. This construction project is the largest contract in GDOT, and potentially Georgia, history. Key elements of the research have been used to ensure market favorableness to GDOT's approach. The study also facilitated the delivery analysis for other potential public-private part-nerships in the program. Because the design-build finance model is relatively new in the U.S. and cuts across traditional delivery approaches by introduc-ing a private finance component that can be considered as non-debt to a state, the research helps characterize the risks and rewards with careful consideration of market perceptions.


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PROJECT INFORMATIONProject Title Streamlining Project Delivery through Risk AnalysisID RP 13-05Project Cost $499,994Duration 28 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Genetha Rice-Singleton




RESEARCH AND RESULTSBrief Summary of Research Project Project delivery is subject to several risk factors throughout GDOT's Plan De-

velopment Process. These risk factors are attributed to major areas of project development. Occurrence of the risk event negatively impacts the project outcomes as experienced as cost overrun and schedule delay by GDOT. Risk management is a systematic process of identifying, analyzing, and respond-ing to the project risks. Two main benefits of risk management are: (a) identi-fication of potential problems long before they occur; and (b) development of strategies to increase the likelihood of favorable outcomes.

The objective of this research was to develop a comprehensive guidebook that advances the adoption of risk analysis tools in GDOT to expedite project delivery. Various project risk management processes developed by different organizations were reviewed. Furthermore, current practice of risk manage-ment in different state DOTs was studied. A semi-structured interview was conducted with subject matter experts at GDOT to explore key factors that influence risk management practices within GDOT.

The results were analyzed and a model explaining the current risk manage-ment practice and future needs was developed. The most important risks to GDOT were identified, and a short list of major potential risks was developed for each office at GDOT. Finally, a risk analysis software tool, Comprehensive Risk Management For Transportation (CRAFT©), was specifically developed to assist GDOT in identification and qualitative assessment of highway project risks during the pre-construction phase of the project.

mailto:grice-singleton%40dot.ga.gov?subject=



PROJECT INFORMATIONGDOT has decided to implement the results of this study and use the devel-oped software in all projects. Several software training workshops were held at GDOT for more than 80 staff. The CRAFT® software has been well received by the users. The developed risk management guidebook and software tool will help project managers engage all stakeholders from different offices in identifying and analyzing the project issues in early steps of the project development process.


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PROJECT INFORMATIONProject Title STEM and Our Future Transportation LeadersID RP 14-08Project Cost $90,000Duration 21 monthsSUBMITTERSubmitter Agency Georgia Department of TransportationSubmitter Contact Genetha Rice-Singleton




RESEARCH AND RESULTSBrief Summary of Research Project Between 2012 to 2022, 40 to 50 percent of the transportation workforce is

expected to retire taking valuable knowledge with them. State Departments of Transportation (DOTs) are expected to play a significant role in replenish-ing the workforce pipeline. STEM (i.e., science, technology, engineering and mathematics) development is considered a critical priority in Georgia and the U.S. to preserve science and technology efficacy and promote economic competitiveness.

This study reviewed state DOT involvement in transportation-related STEM outreach programs and identifies opportunities to engage kindergarten through high school (K-12) students in STEM programs to enhance their in-terest in the transportation field. STEM theory and empirical evidence both show that STEM has academic and behavioral benefits, and that students exposed to STEM are more likely to choose a career in STEM.

The study showed that over 40% of state DOTs are involved in K-12 STEM outreach programs: most commonly residential or non-residential summer programs, teacher training and curriculum development programs, intern-ship and shadow opportunities, one-day STEM awareness events, and peri-odic employee visits to schools to present on transportation-STEM. A busi-ness case analysis conducted shows that agencies will benefit from including both longer-term and shorter-term alternatives in their STEM

mailto:grice-singleton%40dot.ga.gov?subject=



PROJECT INFORMATIONboth longer-term and shorter-term alternatives in their STEM program-ming to cultivate STEM efficacy while building long-term relationships with a smaller percentage of students and increasing STEM awareness broadly among K-12 students. Such strategic programming will contribute to de-veloping a pool of students for recruitment to replenish the transportation workforce and enhancing STEM culture within the agency.

Strategic STEM program implementation by GDOT, in conjunction with Georgia's STEM stakeholders, has the potential to increase Georgia's college graduates with transportation-related STEM efficacy and an interest in the transportation field. This will improve the transportation workforce pipeline while advancing Georgia's science and technology effectiveness and eco-nomic competitiveness.


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PROJECT INFORMATIONProject Title Performance Evaluation of Snow and Ice PlowsID ICT-R27-094Project Cost $338,709Duration 50 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Megan Swanson, Research Coordinator

Bureau of Physical Research126 East Ash StreetSpringfield IL 62704217-782-3547, [email protected]

RESEARCH PROGRAMSponsor Contact Illinois Department of Transportation

2300 S. Dirksen ParkwaySpringfield, IL 62764

RESEARCH AND RESULTSBrief Summary of Research Project Removal of ice and snow from road surfaces is a critical task in the northern

tier of the United States, including Illinois. Highways with high levels of traf-fic are expected to be cleared of snow and ice quickly after each snow storm. This is necessary for maintaining the safety of the public and the efficiency of the highway system. In 2011, the Illinois Department of Transportation (IDOT) initiated a research project to conduct a comprehensive study to evaluate the performance of snow and ice plows. The project targeted sev-eral plow performance indicators including blade type, scraping forces, and shock acceleration, among other suggested parameters.

The project involved a literature review, a synthesis of best practices in snow and ice plowing operations, development of a plow and blade performance evaluation procedure, instrumentation of a snow plow and associated field tests, development of finite element models to synthesize a comprehensive performance database, and documentation of project results.

In this project, the research team achieved the following:

1.Existing information in literature pertaining to best practices in snow and ice control was collected and presented.

2.A survey of best practices in snow and ice control was administered to a number of snow and ice control professionals from around the country. The interviews generated a number of recommendations with respect to effec-tive snow and ice control. The summary of results was shared by IDOT per-sonnel during outreach trainings with local agencies throughout the state.

Web Links (if available) https://apps.ict.illinois.edu/projects/getfile.asp?id=3692

Illinois Department of Transportation

mailto:Megan.Swanson%40illinois.gov%20?subject=

https://apps.ict.illinois.edu/projects/getfile.asp?id=3692


Carbide insert blade on asphalt pavement

Carbide insert blade on concrete pavement

3D front plow model


PROJECT INFORMATIONProject Title Evaluation of Flashing Yellow Arrows (FYA) for Protected/Permissive

Left Turn (PPLT) controlID ICT-R27-097Project Cost $399,154Duration 64 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Megan Swanson, Research Coordinator




RESEARCH AND RESULTSBrief Summary of Research Project In the spring of 2010, the Illinois Department of Transportation initiated

an area wide implementation of the flashing yellow arrow (FYA) as the display for the left-turn permissive interval at more than 100 intersections operating with protected/permissive left-turn (PPLT) control in the Peoria, Illinois, area (See Figure 1 Vertical FYA Signal Head). Researchers evaluated the effectiveness of FYAs on safety at 86 intersections and 164 approaches where no other improvements were made. The effectiveness evaluation was performed using three years of "before FYA installation" crash data and three years of "after FYA installation" crash data using the naÃ¯ve before and after and empirical Bayes methods for highway safety evaluation.

Analyses were also performed to assess the effects of the FYA supplemental signs and to assess the effects of the FYA overall on two subsets of driv-ers: older drivers (age 65+) and younger drivers (age 16 to 21 years). Crash modification factors for statistically significant crash reductions at the FYA approaches based on the empirical Bayes method were provided. The find-ings of this research, conducted on 164 FYA approaches in the Peoria area, indicate that FYAs for PPLT control greatly improve safety for left-turning vehicles.

During this project, IDOT held the 2012 National State Safety Engineers and Traffic Engineers Peer-to-Peer Workshop, with 31 states attending. Represen-tatives from the Federal Highway Administration (FHWA), American Traffic Safety Services Association (ATTSA) and American Association of State High-way and Transportation Officials (AASHTO) also participated. At this peer exchange attendees from both IDOT and Oregon DOT presented on FYA, helping to advance the FYA initiative and research project.



PROJECT INFORMATIONThe researchers analyzed the costs using the Highway Safety Manual stated costs of various types of crashes and average construction prices to install the signal heads. The equivalent uniform annual benefit of the decreased crashes was found to be approximately $1,630,000 at the 86 intersections studied. The equivalent uniform annual cost of the implementation of the signal heads was approximately $82,500. The results of the economic effec-tiveness of the FYAs yielded a benefit to cost ratio of 19.8 to 1.0. The results of this research may be used to make informed decisions on future instal-lations of the FYA countermeasure to improve safety at signalized intersec-tions.

The research also demonstrated that at the intersections studied the number of left-hand turn related crashes was reduced by as much as 24% when just the left-turn signal arrow was installed and as much as 31% when additional supplemental signage was installed with the left-turn signal arrow (See Figure 2).

Based on the findings of the research, IDOT has implemented a Bureau of Design and Environment (BDE) specification from the anticipated Crash Modification Factors developed from the research. In addition, BDE is look-ing to incorporate FYAs into IDOT's design and traffic operations policies.

Priscilla Tobias, Director of IDOT's Office of Program Development, stated "In my discussions with community members and the Illinois State Police, both have communicated that the like the Flashing Yellow Arrows because they allow traffic to move more quickly and with fewer crashes." She continues, "Flashing Yellow Arrows have been implemented in IDOT Districts Four and Six, and other Districts are planning to follow suit."

Web Links (if available) https://apps.ict.illinois.edu/projects/getfile.asp?id=4814https://www.youtube.com/watch?v=l3x_Z9Cm-Cg

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https://www.youtube.com/watch?v=l3x_Z9Cm-Cg


PROJECT INFORMATIONProject Title Evaluation of Aggregate Subgrade Materials Used as Pavement Subgrade/

Granular SubbaseID ICT-R27-124Project Cost $486,617Duration 35 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Megan Swanson, Research Coordinator




RESEARCH AND RESULTSBrief Summary of Research Project With recent focus on sustainable construction practices and the ever-in-

creasing transportation costs and scarcity of natural resources, integration of large-size and marginally acceptable aggregates and recycled materials (e.g., reclaimed asphalt pavement [RAP]) with current construction specifications is becoming imperative. The Illinois Department of Transportation has been using large-size rocks, popularly known as aggregate subgrade, to stabilize unsuitable soils as a construction practice for several years. However, ad-equate scientific knowledge about material performance is largely unknown. To this end, a research study was conducted to evaluate the adequacy and field performances of IDOT's new aggregate subgrade specifications.

A state-of-the-art image analysis technique was used to characterize the size and shape as well as the texture and angularity properties of selected aggregate subgrade materials (See Attached Figure 1 Excavated Trench and Imaging). For a field evaluation, 24 combinations of pavements were con-structed over subgrade with controlled low immediate bearing value (IBV) or unsoaked California bearing ratio (CBR) strength properties. Construction quality control was achieved through in-place density and modulus mea-surements on aggregate layers using a nuclear gauge, lightweight deflec-tometer, and soil stiffness gauges. Periodic rut measurements were carried out on the pavement surface throughout the accelerated loading process using an Accelerated Transportation Loading Assembly (ATLAS). Contribu-tions of the underlying pavement layers to the total rut accumulation were evaluated through innovative applications of ground-penetrating radar, a lightweight variable-energy penetrometer device, known as the PANDA, and a geo-endoscopy probe. Layer intermixing and material migration at the ag-gregate subgrade interface improved the foundation layer stiffness proper-ties and pavement performance results significantly.



PROJECT INFORMATIONRAP-capped construction platforms consistently exhibited a higher magni-tude of rutting. Performances of flexible pavement sections were governed by the as-constructed HMA thicknesses, which varied considerably during the paver operation because of RAP subbase sinkage and the weak sub-grade. Adequate validation and potential revisions to current IDOT specifica-tions were recommended.


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(A) Excavated trench in Section CP-I (B) GPR scan from Section CP-I; (C) excavated trench in Section CP-II (D) GPR scan from Section CP-II



PROJECT INFORMATIONProject Title Testing Protocols to Ensure Performance of High Asphalt Binder

Replacement Mixes Using RAP & RASID ICT-R27-128Project Cost $780,000Duration 35 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Megan Swanson, Research Coordinator




RESEARCH AND RESULTSBrief Summary of Research Project The use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles

(RAS) in Hot Mix Asphalt (HMA) mixtures can reduce demand for virgin ag-gregates and asphalt binder, bringing environmental and economic benefits. However, replacing virgin asphalt binder in HMA mixtures poses challenges in terms of low-temperature cracking, fatigue cracking, and other deteriora-tion related to long-term aging. To counter these effects, softer virgin asphalt binder grades or modifying agents are used to improve production con-sistency. The purpose of this study was to develop and evaluate protocols, procedures, and specifications for testing engineering properties and perfor-mance of HMA mixtures with high amounts (up to 60%) of RAP and RAS.

A practical test method, the Illinois modified semi-circular bending test (IL-SCB), was developed that can be readily implemented to quantify HMA mixture's cracking potential (See Attached Figure 4.5). In addition, a flexibil-ity index (FI) was introduced to determine cracking resistance in a consistent way. The IL-SCB test and the FI showed consistent and repeatable trends for changes in HMA mix design properties. The developed FI was shown to pro-vide greater separation between HMA mixes to capture some of the changes that could not be identified by fracture energy alone.

This approach does not enforce any limits on HMA mixture design char-acteristics, such as RAP and RAS content, or other alternative materials or technologies. Instead, it categorizes HMA mixes based on their performance index. Hence, this approach encourages innovation and sustainability at the same time.

SWEETSIXTEEN



PROJECT INFORMATIONEleven (11) pilot projects for experimental features in 2016 are slated pend-ing funding. IDOT also requested solicitations for municipal and county highway projects to participate. IDOT has created and implemented a spe-cial provision specification regarding the use of RAP and RAS content for se-lect pilot projects throughout the State of Illinois which includes IDOT's test-ing of the mix design using I-FIT. IDOT has installed I-FIT testing machines in three of nine district offices to test the mix designs with RAP and RAS for the selected projects. All Districts, and the Central Bureau of Materials, will have an I-FIT testing machine once fiscal year budgets are appropriated.

The outcome of this study was documented as a draft test method specifi-cation to enable characterization of an HMA material's potential for overall damage caused by the mixture's increasing brittleness. An AASHTO provi-sional test specification TP-124 was submitted by IDOT and approved by the AASHTO committee for publication in March of 2016. This information will be posted by AASHTO in May of 2016.

IDOT believes that the I-FIT test incorporates reliable, repeatable testing re-sults to evaluate recycled asphalt binders of varying mix designs along with providing durable pavements while achieving long-term lower life-cycle costs. It is emphasized that the new testing protocol does not enforce any limits on RAP or RAS content and encourages innovation and sustainability of future mix designs.

Technical Review Panel Chair Matt Mueller, who retired as the IDOT Engineer of Materials in December 2015, states, "It had become clear that volumetric design, while very important in successful pavement performance, was not a guarantee of performance. Pavements were prematurely falling apart. The research team overcame existing test limitations, expanded our knowledge about the problem, and developed a validated test method that has gar-nered national and international interest."


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Semi-circular bending beam test fixture and specimen configuration



PROJECT INFORMATIONProject Title Development of Public Right of Way Accessibility Guideline (PROWAG)

Resource MaterialID ICT-R27-136Project Cost $216,665Duration 25 monthsSUBMITTERSubmitter Agency Illinois Department of TransportationSubmitter Contact Megan Swanson, Research Coordinator




RESEARCH AND RESULTSBrief Summary of Research Project Public agencies are required by state and federal laws to provide accessibility

on their right-of-way (ROW). Failure of public agencies to provide accessibil-ity on their ROW has resulted in costly settlements. Accordingly, the Illinois Department of Transportation (IDOT) needs to provide information for local public agencies, consultants, contractors, and IDOT personnel about current accessibility requirements and ways to improve accessibility and avoid costly penalties resulting from non-compliance.

This report presents the findings of a research project that meet the latest accessibility requirements. The objectives of this project were the following:

1. Conduct a comprehensive literature review to gather and analyze the most current resource materials on public ROW accessibility require-ments.

2. Recommend content for public ROW accessibility requirements on an IDOT website.

3. Develop a comprehensive and practical field guide for IDOT that can be used by field engineers and construction inspectors to verify compli-ance with all applicable accessibility laws and regulations in the State of Illinois.

4. Create e-learning modules on accessibility requirements for IDOT class-room training, and

5. Develop recommendations that provide guidance to IDOT on improving compliance with public ROW accessibility requirements.



PROJECT INFORMATIONThe findings and results of this research project developed comprehensive federal and state accessibility design guidelines for designers and construc-tion personnel. The manual is available for public use (see attached web link and attached Figure 51 Excerpt from Field Guide). In addition, IDOT has im-plemented an e-learning module (see attached web link) and has conducted in-house training presentations on the design/field guide throughout the districts in Illinois. Carrie Nelsen, an IDOT southern district Program Develop-ment Engineer stated "â€¦nice job on the field guide. Our designers and con-struction field personnel are really finding it helpful." In addition, comments from participants in the e-learning module included "â€¦All instructors were very thorough in their explanations, while keeping the subject matter inter-esting for everyone. A lot of new information given that I previously did not have knowledge of."

As defined in the summary statement, public agencies are required to design and construct accessible routes in public rights-of-way. Failure to provide ac-cessibility can result in costly legal battles, court ordered judgments or both. The U.S. Courts have approved many structured settlements stemming from non-compliant accessibility routes. Five recent court cases (Table 6 Attached) shows the financial impact of such structured settlements. In 2007, the City of Chicago entered into a court approved settlement agreement for $50 Million over seven years in remediation projects for accessibility compliance. They have also committed an additional $18 Million over that same period. On a national level, in 2010 the California Department of Transportation en-tered into a structured settlement agreement where California is obligated to spend $1.1 Billion dollars over 30 years on repair and construction proj-ects of accessible routes.

The development of the training courses and outreach to local governments will greatly reduce the future risk and exposure to lawsuits, claims and reme-diation construction costs of accessible routes in the future by proactively designing and constructing compliant routes. The economic and societal benefits to the taxpayers and citizens of Illinois are almost incalculable, as we anticipate a decrease in court judgments and associated construction costs by prevention of non-compliance in current and future projects. In addition to ensuring that these routes are constructed in compliance with the law, the society benefits as a whole by ensuring safe routes for people with disabili-ties.


http://www.idot.illinois.gov/Assets/uploads/files/About-IDOT/Laws-&-Rules/Accessible%20Public%20ROW%20Field%20Guide%20January%202016.pdf

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Sample field guide illustrations


Indiana Department of TransportationPROJECT INFORMATIONProject Title Increasing Bridge Deck Service LifeID SPR-3422Project Cost $315,399Duration 45 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung

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

RESEARCH PROGRAMSponsor Contact Indiana Department of Transportation and

Joint Transportation Research Program - Purdue UniversityDelon and Elizabeth Hampton Hall of Civil Engineering550 Stadium Mall DriveWest Lafayette, IN 47907-2016Phone: (765) 494-6508, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project This research program examined the efficacy of using alternative reinforcing

materials in a bridge deck from both technical and economic perspectives. For the technical evaluation, a three phase experimental investigation was conducted considering a wide range of corrosion-resistant reinforcing ma-terials. These materials included stainless steels, microcomposite steel, and coated steels considering a variety of metallic and nonmetallic coatings. The first phase evaluated the bond between corrosion-resistant reinforcement and concrete using lap splice tests. The second phase evaluated the cracking behavior of slabs reinforced with corrosion-resistant reinforcement. Finally, the third phase evaluated corrosion resistance under uncracked and cracked conditions using macrocell test specimens. Transverse steel was also tied to the longitudinal steel to simulate actual bridge deck conditions. Recommen-dations are provided on development and splice lengths for conventional black and corrosion-resistant reinforcing steel, control of cracks widths, as well as the selection, design, and construction of corrosion-resistant rein-forcement. For the economic evaluation, a decision support methodology and associated spreadsheet tool for robust analysis of the cost-effectiveness of alternative material types for bridge deck reinforcement was developed. The two evaluation criteria are agency and user costs, and the input data that influence these criteria include the deck service life, material process, discount rate, detour length, and bridge size. The methodology incorporates

mailto:tnantung%40indot.in.gov?subject=

mailto:JTRP%40purdue.edu?subject=


(CONT.)PROJECT INFORMATION

analytical techniques that include life cycle analyses to evaluate the long-term cost and benefits of each material over the bridge life; Monte Carlo simulation to account for the probabilistic nature of the input variables; stochastic dominance to ascertain the probability distribution of the out-come that a specific reinforcement material is superior to others; and analyti-cal hierarchical process to establish appropriate weights for the agency and user costs. Through this study, it is demonstrated that the use of corrosion-resistant reinforcing materials can significantly increase bridge deck life, reduce agency and user costs associated with bridge deck rehabilitation and maintenance, and lower the financial needs for long-term preservation of bridges. The life cycle tools that have been developed will be incorporated into INDOT guides for project scoping decisions to provide guidance regard-ing when alternative reinforcing steel types should be considered. The tools will be implemented by the INDOT engineers and consultants.

Web Links (if available) http://dx.doi.org/10.5703/1288284315516 http://dx.doi.org/10.5703/1288284315517

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http://dx.doi.org/10.5703/1288284315516

http://dx.doi.org/10.5703/1288284315517


PROJECT INFORMATIONProject Title Crack Sealing/filling: The Best PracticesID SPR-3533Project Cost $117,506Duration 45 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project This study reviewed the current state of practice for crack sealing/filling and

experimentally evaluated the Indiana Department of Transportation (INDOT) crack sealing/filling practice, including 1) the effectiveness of crack sealing/filling; 2) the effectiveness of routing; 3) the performance of crack sealant and filler; 4) the sealant performance grade system; and 5)the crack sealing/filling equipment performance.

The key findings from an extensive literature review and nationwide/state-wide survey performed in 2012 are the following: 1) 65% of the responses indicated that the routing is required for the crack sealing/filling application; 2) ASTM D 6690 Type II was the most widely used sealant type and only Mis-souri and Indiana included emulsions in their specifications as crack sealing/filling materials; and 3) crack sealing/filling equipment availability and main-tenance were the most concerned for the maintenance units.

Based on the two-year experimental investigation, the crack sealing/fill-ing was determined to be effective in preventing pavement surface crack distress occurrence. The crack sealing/filling was concluded to be effective in maintaining crack integrity and resisting sealant and filler deformations due to the seasonal crack movement. The routing was not determined to be effective in terms of the pavement performances. However, Adhesive/Cohe-sive/Spalling (ACS) failure result showed that the routed section significantly outperformed the non-routed section. In addition, the test results indicated





that the ASTM 6690 Type II crack sealants performed relatively well in terms of pavement and crack sealing/filling performances.

The mixed results regarding the effectiveness of the routing were obtained from the literature review and the field evaluation. As a result, it was recom-mended from the Maintenance Division that routing is limited to transverse cracks (reflective cracks) on asphalt overlay over concrete pavements, which was added in the INDOT Maintenance Manual. INDOT currently uses the ASTM Type II crack sealants, which showed an overall good pavement and crack performances from the evaluation. Therefore, the current INDOT crack sealant material selection process (ASTM Type II) is concluded to be ad-equate.

Finally, a hot air lance (HAL) to clean routed reservoirs was experimentally evaluated and its result showed that the wet cracks treated with HAL had significantly higher bonding to sealants than the wet cracks treated with the conventional air compressor. The research results (Field Handbook, training, and workshops) were disseminated Statewide to the Districts and they be-came the INDOT State of the Practice in pavement maintenance to achieve longer lasting pavement preservation program.


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PROJECT INFORMATIONProject Title Active Corridor ManagementID SPR-3615Project Cost $500,000Duration 47 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project Signalized arterial represent a substantial component of the highway trans-

portation network in the United States. The National Transportation Opera-tions Coalition (NTOC) in their 2007 Traffic Signal Report Card noted that na-tionally 5 to 10 percent of all traffic delay is caused by improper traffic signal timings along major roadways. In 2007, the National Report Card for overall traffic signal systems operations was a D. The situation is not expected to im-prove as travel demand is forecast to grow significantly faster than network capacity. The increase in national attention on sustainable and livable com-munities necessitate a concentrated effort be placed upon improved man-agement and operation of our nations traffic signal system inventory. With the assistance of Utah DOT, several state and local agencies have deployed real-time web sites implementing these performance measures :• http://udottraffic.utah.gov/signalperformancemetrics/• http://challenger.nvfast.org/spm/• http://spm.seminolecountyfl.gov/signalperformancemetrics/

As a result of these strong engagement and implementation efforts, the number of industry vendors embracing the Purdue traffic signal perfor-mance measures has grown from the initial three partners to five leading US manufacturers of traffic control equipment. This initiative has published two widely distributed monographs.



http://udottraffic.utah.gov/signalperformancemetrics/

http://challenger.nvfast.org/spm/

http://spm.seminolecountyfl.gov/signalperformancemetrics/



To further accelerate the dissemination of this research, an Automated Traffic Signal Performance Measures Workshop was held in Salt Lake City, Utah, on January 26-27, 2016, that attracted 169 attendants from 85 organizations representing 28 states, the District of Columbia, and Ontario, Canada. There was strong consensus from participants that use of automated traffic signal performance measures developed through SPR and Pooled Fund Study has changed the management of traffic signal programs. Decision making is now based on real-time feedback on how systems are actually operating and no longer relies on public feedback, isolated traffic counts or traffic models. This research and its broad implementation has resulted in Traffic Signal Perfor-mance Measures being nominated as a Federal Highways Every Day Counts Initiative, which will facilitate even broader implementation nationwide.

Web Links (if available) http://dx.doi.org/10.5703/1288284315333http://dx.doi.org/10.5703/1288284316063http://docs.lib.purdue.edu/atspmw/

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http://dx.doi.org/10.5703/1288284315333

http://dx.doi.org/10.5703/1288284316063

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


PROJECT INFORMATIONProject Title Optimizing Laboratory Mixture Design as it Relates to Field Compaction in

order to Improve Hot-Mix Asphalt DurabilityID SPR-3624Project Cost $204,114Duration 48 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project The Indiana Department of Transportation currently uses the Superpave

mixture design method to design asphalt mixtures. The method specifies op-timum asphalt content for a given mixture gradation is selected at 4 percent air voids. During construction, mixtures so designed are typically compacted to 92-93 percent of maximum density, leaving them permeable to air, thus increasing the likelihood of binder oxidation that leads to cracking and a pavement life reduction. Designing asphalt mixtures that are more easily compacted will produce increased field densities, less binder oxidation and pavement cracking, and result in better pavement durability. This research seeks to optimize the relationship between laboratory and field compaction in order to increase in-place asphalt mixture density, and thereby improve pavement durability significantly.

Three asphalt mixtures were designed using the standard Superpave design method and 100 gyrations of the Superpave Gyratory Compactor, suitable for traffic levels of 3 to 30 million Equivalent Single Axle Loads. Each mixture was then used as a starting point to design three additional mixtures using 30, 50, and 70 gyrations, with optimum binder content chosen at 5 percent air voids, rather than the currently specified 4 percent. The effective asphalt content was held constant for the original and re-designed mixtures. Me-chanical properties of the four mixture sets were determined and results




PROJECT INFORMATIONindicate that asphalt mixtures designed using 30, 50, and 70 gyrations have mechanical properties equal to, or better than the original 100-gyration mixtures.

Based on the laboratory results, implementation of the research results were applied in two field trial projects to evaluate the modified design method, ease of construction, and to compare the construction results of the re-designed and original mixtures. Samples from both projects were collected during construction, test specimens compacted, and additional physical testing completed. Results show that it is possible to design and place asphalt mixtures at 5 percent air voids and that they should have equivalent performance to those designed with the conventional Superpave mixture design method.

Designing asphalt mixtures to allow for increasing their average in-place density to 95 percent will significantly decrease pavement cracking and increase pavement durability. The estimated pavement life increase is antici-pated to be two to three years, representing a 12 to 20 percent increase in pavement life.


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PROJECT INFORMATIONProject Title Engineering Properties of MarlsID SPR-3639Project Cost $203,516Duration 41monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project The term "marl" is used to designate soft, carbonate-rich, fine-grained soils,

which pose concerns related to both settlement and stability. Despite the prevalence of marls in the Midwest US and the concerns associated with their behavior, very limited work has been done to study the engineering properties of these soils. The objectives of the study are: a) the creation of a map and database of existing information on marl deposits in Indiana; and b) an in-depth characterization of the properties of a marl deposit in Daviess County, IN, which was considered representative of similar deposits encoun-tered throughout the Midwest.

The marl database was generated using ArcGIS 10.0.from information avail-able at the INDOT, and involved mining data from over five thousand bore-holes.

The second part of the project involved field tests (seismic cone penetration tests, standard penetration tests, field vane shear tests), and laboratory ex-periments (index tests, incremental and constant rate of strain consolidation tests, and consolidated undrained triaxial tests) conducted on high quality Shelby tubes samples. Additionally, the mineralogy and the microstructure of the soil were studied in detail.




PROJECT INFORMATIONComparison of the field data and laboratory results provides the means to validate published correlations for interpretation of the geotechnical proper-ties of marls from field results. For the site examined, correlations to estimate shear wave velocity, stress history, and undrained strength from Cone Pen-etration Test results are identified.

The research study also generated guidelines for soil identification, sampling and specimen preparation, interpretation of filed data, and preliminary de-sign in marl deposits.

The greatest contribution provided by the project come from the data and knowledge-base developed, which fill former knowledge gaps and specifi-cally address previously widespread concerns with construction on soft marl deposits. The most tangible benefit is the resulting increased confidence in construction methods and prediction of performance for projects on marls. The associated cost (or time) benefits are project dependent. They derive from greater freedom in selecting the alignment, the improved prediction of long-term (creep) settlements, the minimization/optimization of the vol-ume of ground to be removed or treated, the more accurate prediction of repaving costs. As an example of the potential cost savings that this could produce, one might consider the impact that ground improvement proce-dures have on the overall cost of a project (e.g. for a bridge structure ground improvement costs may represent as much as 15% of the overall cost of the structure).

Additional savings are associated with the availability of extensive high qual-ity data that can be used to guide the design especially in the preliminary stages, the reduced scope of the laboratory and field testing program that can derive from relying on the existing data and soil specific correlations de-veloped through the project, with additional tests limited to "confirmation" purposes.

Web Links (if available) http://dx.doi.org/10.5703/1288284315533

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http://dx.doi.org/10.5703/1288284315533


PROJECT INFORMATIONProject Title Performance Assessment Measure that Indicates Geometry Sufficiency of

State HighwaysID SPR-3640Project Cost $150,000Duration 35 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project The study replaced the point-based project scoring method used in Indiana

asset management with a more accurate method that estimates the safety (reduced crashes) and mobility (increased speed) benefits of improving road cross-sectional and alignment elements. A tool has been developed to facili-tate a two-step scoring process: (1) Screening the Indiana road network for segments that have the highest needs for geometry improvement, (2) Scor-ing projects developed for the roads selected in the first step. The developed method applies safety performance functions, crash modification factors, average speed equations, and speed adjustments. The proposed evaluation methodology is for improvements carried out on state-administered rural two-lane, rural multi-lane, urban two-lane, and urban multi-lane roads.

The new method was designed for available data available in Indiana and is ready for implementation. The Excel-based application allows the user enter-ing data on different road segments in the scope of a project. The output from the spreadsheet application includes the safety benefit and mobility benefit corresponding to every segment and the project benefit-cost ratio. The project documentation includes a user manual to support the method application.




PROJECT INFORMATIONAnother important component of the research was to check if the current information technology allows extracting road data elements from existing high-resolution maps and ortho-images in a practical manner to better sup-port the asset management. Based on the estimated paved surface center-line and width, we were able to generate cross section lines and calculate the slopes along these lines.

This research result gives Indiana an efficient method to improve decisions on such matters, toward highest/best use of available funding relative to the core mission to deliver superior transportation service â€” both mobility and safety. INDOT considers each engineering decision to be equally an econom-ic one. Recognizing that, INDOT's goal is to have or add business processes that effect continuous advancement in our ability to produce more output (transportation service) for the same level of investment. The relatively straightforward, Excel-based tool that came out of the research project is a historic step forward in INDOT's ability to meet the goals, specifically to collectively gauge the cost-effectiveness of a geometric treatment relative to improvements in mobility and safety, in much more than qualitatively measures. It allows the agency for the first time to explore those investment vs. payoff scenarios in site-specific cases rolled up to network or systems level, in a deliberate, systematic manner, an efficient way to judge or score one option against another, in other words, in a manner closer to ideal asset management.

Web Links (if available) http://dx.doi.org/10.5703/1288284315528

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http://dx.doi.org/10.5703/1288284315528


PROJECT INFORMATIONProject Title Indiana State Highway Cost Allocation and Revenue Attribution Study/

Estimation of Travel by Out-of-State Vehicles on Indiana HighwaysID SPR-3704Project Cost $375,000Duration 27 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project This study investigated the cost responsibilities and revenue contributions

of highway users with regard to state and local highway infrastructure upkeep in Indiana. The costs consisted of expenditures on construction, maintenance, and operations related to pavements, bridges, safety assets, and mobility assets. The study framework duly accounted for the dichotomy between costs that are common across vehicle classes, and costs that vary by vehicle class load or size contributions. The framework also included a statistical sampling methodology and field studies to determine the fuel purchases and travel by out-of-state vehicles as a percentage of the total fuel purchases and travel on Indiana's highways.

The study results indicated that the user and non-user revenue sources contributed 64% and 36% respectively of total revenue for highway upkeep. For each vehicle class, the share of revenue contribution was compared to the share of cost responsibility, to determine their respective equity ratios. Vehicle classes 1â€“4 are found to be overpaying their cost responsibilities while classes 5â€“13 are underpaying: specifically, class 2 is overpaying its cost responsibility by 8% while class 9 is underpaying by 16%.




PROJECT INFORMATIONAlso, the splits of travel by out-of-state vehicles on Indiana's interstates, NHS non-interstates, non-NHS and local roads were determined as 21%, 10%, 9%, and 7% respectively, as a percentage of the total travel (VMT) on these highway systems.

The research results can be used to update the existing fee structures in a manner that improves the current inequities that exist in the state's highway funding mechanism. Also, at the current time that states are mulling VMT fee implementation, the study results will provide a quantitative basis for making policy related to this initiative by the state policy makers, estimating the potential total revenue therefrom, and measuring the sensitivity of such revenue to out-of-state splits.


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PROJECT INFORMATIONProject Title Relating Design Storm Events to Ordinary High Water Marks in IndianaID SPR-3716Project Cost $125,000Duration 31 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project This study provided a reliable way to estimate ordinary high water mark

(OHWM), an essential variable used for hydraulic design and environmental permitting. This study used hydrologic and hydraulic modeling for 26 sites in Indiana and related OHWM to storm return periods by analyzing hydraulic and hydrologic parameters corresponding to different design streamflow events. The study concluded that OHWM depend on a variety of hydraulic and hydrologic parameters which include drainage area, 2-year discharge, watershed slope and flood frequency estimates. The results showed that OHWM corresponds to discharges that have return periods ranging from 0.7â€“1.1 years. The results also suggested that that OHWM discharge is smaller than bank-full discharge, which typically has a return period of 1.5â€“2 years. The OHWM discharges were then related to 100-year discharg-es to enable the use of this relationship in approximately estimating the OHWM discharge when the 100-year discharge is known. For Indiana, it was found that ratio of OHWM discharge and 100-year discharge had an average value of 4.99% for the northern part, 3.60% for the central part, and 5.49% for the southern part.




PROJECT INFORMATIONThe findings and recommendations from this study are expected to be incor-porated in the next update of the Indiana Design Manual. The revised poli-cies will be used by the hydraulics division at INDOT for design projects and Federal Aid local projects. One of the primary applications of this study was to provide assistance in sizing bridge-waterway openings that rely heavily upon the estimation of OHWM. The existing INDOT channel clearing policy depends on estimation of OHWM based on 2-year discharge values and the results in this study suggest that a modification in the existing policy is re-quired. The regional OHWM ratios based on 100-year discharges developed in this study will be used to estimate OHWM discharges in existing hydraulic models. Based on previous projects, lowering the OHWM elevation by one foot reduces the bridge size by 650 square feet. Assuming an average bridge construction cost of $120/sq ft, this has the potential to reduce structure costs by $78,000. The cost savings will be greater for structures with higher profile grades, since the length of the structure is also affected by the rise of the structure. In addition to construction cost savings, an accurate estima-tion of OHWM can help reduce future maintenance costs by avoiding chan-nel meandering, scouring and bridge or abutment repair.

Web Links (if available) http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3099&context=jtrp

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PROJECT INFORMATIONProject Title Evaluation of Alternative Intersections and Interchanges: Roundabouts on

High-speed RoadsID SPR-3830aProject Cost $235,000Duration 28 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project Motivation. Planning and building roundabouts on high-speed roads pro-

gresses in many states. The increased presence of trucks on such roads brings the concern about the risk of rollover. This study examined the risk of rollover in relation to the roundabout circulatory superelevation, aggressive driver behavior, roundabout readability, and nighttime conditions. Moreover, the key capacity components: critical and follow-up headways were estimat-ed for trucks and other vehicles

Findings. A novel method was developed and applied based on general-ized rollover conditions checked for field-observed semi-trailer speeds and paths. The "delta speed" was used to measure the proximity of rollover. The research detected no excessive rollover risk on the studied roundabouts. The benefit of an inward-sloped circulatory roadway was too small to justify its introduction to design practice. High-speeds in advance of a roundabout, associated with aggressive driver behavior, did not result in a considerable increase in the rollover propensity at the roundabout. Night conditions did not bring any increase in the propensity for rollover. In contrary, the driver behavior under night conditions tended to be more cautious than during daylight conditions. Furthermore, a wider circulatory roadway may reduce the rollover propensity by allowing drivers to compensate by following flat-ter paths. An examination of literature and crash reports found that a cau-tious design of the truck apron is warranted.




PROJECT INFORMATIONThis research has revealed that heavy vehicles required a critical headway 1.1 seconds longer than other vehicles. Furthermore, drivers on dual-lane round-abouts in rural areas accepted a 0.6 sec longer critical headway than drivers on single-lane roundabouts in urban areas.

Implementation. No considerable difference in the rollover propensity between the studied roundabouts on low and high-speed roads encourages continuation of in the current design policy for roundabouts. It should be noted though, that Indiana is in the early phase of introducing roundabouts on high-speed roads. The estimated critical and follow-up headways will be used instead of the default national values in capacity and LOS evaluation by designers and traffic engineers.


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PROJECT INFORMATIONProject Title Evaluation of Alternative Intersections and Interchanges: Diverging

Diamond Interchange Signal TimingID SPR-3830bProject Cost $235,000Duration 28 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project This study investigated signal timing for diverging diamond interchanges

(DDIs). This interchange type has been growing in popularity and Indiana constructed its first DDI during this project. At the inception of this project, there was very little practice-ready guidance on signal timing for DDIs avail-able in the literature, and there had been no field studies on coordinating DDIs with neighboring intersections along an arterial. The study had four major components:

1. A field study in Utah focused on traffic performance within the DDI, and provided an opportunity for peer exchange between INDOT and UDOT personnel. As a result of that collaboration, an new "three-phase" method of establishing the DDI timing was developed that improved coordination and reduced queuing within the interchange.

2. A field study in Indiana focused on coordinating the DDI with neighboring intersections along the corridor. A five-intersection corridor at I-69 and SR 1 was optimized. Travel times along various routes were measured using Blue-tooth MAC address matching, and an annualized user benefit of $564,000 was estimated to have been achieved.




PROJECT INFORMATION3. A simulation study looked at alternative cycle length strategies for a DDI with two neighboring intersections. Six different traffic scenarios were tested. It was found that a half-cycle strategy yielded the lowest user cost and lowest average delay for most movements.

4. The report investigates practical details of DDI signal timing and contains 10 draft design templates taking into account alternative pedestrian treat-ments and signal controller hardware options.

Finally, the report for this project includes a generalized approach to phase assignment and a detailed discussion of practical considerations, which goes further than the guidance currently available in the literature.


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PROJECT INFORMATIONProject Title Culvert Inspection and Data ManagementID SPR-3859Project Cost $25,000Duration 9 monthsSUBMITTERSubmitter Agency Indiana Department of TransportationSubmitter Contact Tommy E. Nantung




RESEARCH AND RESULTSBrief Summary of Research Project Culverts are a critical asset to facilitate drainage. Proper drainage is essential

for pavement to maximize life expectancy and minimize maintenance. As with many assets, culverts deteriorate with age and require regular inspec-tion. It is important to have a formalized process of inventory and inspec-tion that is efficient and can effectively support culvert asset management. This study was undertaken to evaluate the current culvert inspection and asset management practices for the Indiana Department of Transportation (INDOT). Approximately 700 small culverts and catch basins were visited and evaluated using both the traditional culvert inspection practices and a revised asset management evaluation scale. Based upon this assessment, several recommendations for process improvement were made, including the addition of photos to the culvert database, a revised rating scale, ad-vanced planning of inspection schedules, a formalized process for culvert reassessments, the creation of a separate catch basin inlet inventory, various improvements to the inventory process, and a dedicated staff to complete inspections efficiently. It was also noted that building a reliable database will show historical trends and can eventually lead to a study of small culvert




PROJECT INFORMATIONinspections and culvert longevity, which will lead to improved asset man-agement. Implementation of the project recommendations is on-going at INDOT to move from a "worst-first" management model to a structured asset management model. As a result of ongoing peer exchange with local agen-cies, Elkhart County has adopted this methodology for culverts inspection.

Web Links (if available) http://dx.doi.org/10.5703/1288284315502http://dx.doi.org/10.4231/R7K935F2

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Iowa Department of Transportation

PROJECT INFORMATIONProject Title Implementation of a Pilot Continuous Monitoring System:

Iowa Falls Arch BridgeID HR-1088Project Cost

Duration 64 monthsSUBMITTERSubmitter Agency Iowa Department of TransportationSubmitter Contact Peggi Knight

800 Lincoln Way, Ames, IA [email protected]

RESEARCH PROGRAMSponsor Contact Iowa Department of Transportation

800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project The goal of the project was to move SHM one step closer to being ready for

mainstream use by the Iowa DOT Office of Bridges and Structures, as well as other agencies’ bridge offices. The objective of this project was to imple-ment a pilot multi-sensor continuous monitoring system on the Iowa Falls Arch Bridge so that autonomous data analysis, storage, and retrieval could be demonstrated.

The project was successful.

In summary, the system developed in this project is capable of:1. Detecting and notifying authorities of catastrophic events or potentially catastrophic bridge conditions using real-time data analytics. 2. Detecting and notifying authorities of changes in condition resulting from deterioration and degradation using specially developed algorithms cou-pling advanced statistical analysis and high-order bridge engineering.3. Quantifying bridge load carrying capacity in real-time based upon mea-sured bridge behavior and calibrated structural characteristics.

This system is valuable because it eliminates the subjectivity of current inspection approaches; increases evaluation frequency from once every two years to continuously, virtually removes human error, bias, and limitations; and provides feedback that can be used to perform proactive, rather than reactive, preventative maintenance.

mailto:peggi.knight%40dot.iowa.gov?subject=


PROJECT INFORMATIONThe pilot system of this project was developed for general performance evaluation purposes such that it could be easily adapted for bridge and other monitoring needs. The system was developed allowing easy access to nearly real-time data. Integration steps are outlined in the full report; it is expected that the process - including system testing and verification - could be com-pleted in 18 months or less.

This project proved that not only could a continuous, multi-sensor monitor-ing system be implemented, but it was done in such a way as to serve as a prototype for use on other bridges. The system in this study was developed to be used on any bridge type to evaluate performance.

Having a continuously-updating system means that data are routinely acces-sible by DOT staff, and readily and directly implementable for timely decision making. Again, the researchers emphasize that this system is fully imple-mentable on multiple bridge types without difficulty.

Web Links (if available) http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1125&context=intrans_reports

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PROJECT INFORMATIONProject Title Implementation Manual - 3D Engineered Models for Highway Construction:

The Iowa ExperienceID RB33-014Project Cost


800 Linclon Way, Ames, IA [email protected]


800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project 1. This documentation demonstrates the thought process and steps that

Iowa went through when implementing 3D design and machine guidance. This will allow other states and agencies to understand the rationale behind certain decisions and allow them to compare their situation to that of Iowa and make changes accordingly.

2. The guidance in this document should help other states and agencies avoid the mistakes that Iowa made in their implementation, short-cutting costly trial-and-error methods.

3. The encouragement and tips in this manual should help motivate and reduce implementation time of 3D design for other states and local agencies. This will cut costs, improve reception at both the agency and stakeholder levels, and give clearer guidance throughout the process.

Web Links (if available) http://publications.iowa.gov/id/eprint/20318


http://publications.iowa.gov/id/eprint/20318


PROJECT INFORMATIONProject Title Structural Characterization of UHPC Waffle Bridge Deck and ConnectionID TR-614Project Cost




800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project In summary, this project:

• Introduced an innovative and durable precast concrete deck panel• Demonstrated an efficient use of Ultra High Performance Concrete

(UHPC) in bridge deck construction• Established an accelerated construction technique for the bridge deck

using UHPC on site • Used experimental and field data to confirm excellent performance of

the waffle deck

The use of a prefabricated UHPC waffle deck system in the Wapello County Bridge was the first of its kind in the United States, and is one of many in-novative methods being employed to reduce road closure time. Use of these waffle decks is part of the ever-improving Accelerated Bridge Construction practices which the Iowa DOT and its partners have long championed.

The reduced weight and increased durability of the deck panel (compared to traditional precast concrete) will increase the longevity of the structure, thus decreasing maintenance costs.

A design guide (attached), based on analytical studies and supported by the findings of this research, will help speed the implementation process by showing how waffle deck panels could be used in a variety of new and exist-ing bridges.

Web Links (if available) http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1033&context=intrans_reports





PROJECT INFORMATIONProject Title Development of Self-Cleaning Box Culvert Design: Phase IIID TR-619Project Cost




800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project The Phase II research was implemented to field test the self-cleaning box cul-

vert "wedges" that were modeled at the University of Iowa's hydraulic flume for the original research project (TR-596). The research has verified to date that the wedges have prevented the initiation of sedimentation into one or more of the RCB barrels. Phase III (TR-665) will develop a web-based applica-tion that will assess the potential sedimentation for the design of multi-barrel culverts. This will provide the designer with another tool for assessing the structure type at a particular location.

Some key takeaways from the TR-619 (Phase II) research • The fillet-based self-cleaning culvert design proved its reliability and ef-

ficiency throughout the testing and monitoring phases• The design is simple to implement in any stage of the culvert lifetime.

For retrofitting, the fillet-based geometry requires less effort because the existing deposited sand in the culvert area can be used to "build" the fillet base.

• Geomats are reliable solutions but grouted "rip-rap" is also feasible (the first solution is more expensive than the second)

• Due to the number and complexity of the factors involved in the sedi-mentation process and the limited amount of resources available for the study, one culvert geometry and site was thoroughly investigated

• Follow up study: TR-665: Mitigation of Sedimentation at Multi-Cell Box Culverts

Web Links (if available) http://publications.iowa.gov/16341/1/Iowa_DOT_UnivIowa_TR-619_Self_cleaning_box_culvert_Final.pdf

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PROJECT INFORMATIONProject Title Optimization of Snow Drifting Mitigation and Control Methods for Iowa

ConditionsID TR-626Project Cost




800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project In summary, this project set out to find the following:

1. The drifting research was intended to take national practices and un-derstanding of snow drifting and apply it to Iowa's conditions. It would allow us to compare a sophisticated 3D modeling software to real condi-tions.

2. This effort was also aimed at solving specific drifting and sifting issues that maintenance was having along I-35 north of Ames. There was lim-ited right of way so traditional methods were not working well. Several new configurations were tested to see how well they performed.

3. As part of this effort we were also hoping to define a snow relocation coefficient for Iowa. That coefficient would help determine the amount of snow that need to be stored by snow fences for a specific amount of snow fall. The coefficient would be used in a drift modeling software that we obtained from Wyoming. Due to several technical issues we were not able to determine a good relocation coefficient though.

The research yielded several key findings:• Plastic snow fences with decreased porosity (30%, compared to the

standard 50%) and a wider bottom gap (20-25% fence height, compared to the standard 15%) are a more effective way to protect against snow drifting. The new design 1) has a higher capacity to store snow over less distance from the fence 2) can work well in more severe snow storm events 3) can be used with narrow rights-of-ways



PROJECT INFORMATION• A novel technique based on close range photogrammetry (CRP) to

quantify and measure snow deposits trapped by fences was developed and tested in this research. It proved to be an efficient and accurate way to assess the efficiency of snow fence design compared to other types of structural and living snow fences. The team recommends this method when assessing these qualities.

• Use of living snow fences was shown to be very effective at preventing snow drifting. Precise quantification of this performance would require further research.

Web Links (if available) http://publications.iowa.gov/19046/1/IADOT_UI_IHRB_TR-626_Optimiza-tion_Snow_Drifting_Mitigation_2015_r.pdf

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PROJECT INFORMATIONProject Title Embankment Quality and Assessment of Moisture Control ImplementationID TR-677Project Cost




800 Lincoln Way Ames, Iowa 50010 RESEARCH AND RESULTSBrief Summary of Research Project Earth embankments are critical components of infrastructure that support

pavement systems and bridge approaches. Various factors determine the integrity and quality of these embankments. The current study set out to examine the impact of current agency specifications in terms of quality com-paction and identify areas for improvement given recent advancements in compaction systems and testing technologies.

Field testing was conducted on nine active construction sites in Iowa with various embankment materials. Samples were analyzed and quality control and quality assurance data were compared with data from previous em-bankment research, which was meant to assess differences between current practices and past findings.

Key Findings:Based on field testing and observations documented through this project, although results show a statistically significant improvement over previous projects, the QC/QA results are not consistently meeting approved standards.

Implementation Recommendations:Option 1: Enhance the current Iowa DOT moisture and moisture-density specifications in terms of differentiating the material types, developing a spatial random sampling method, and improving process control through control charts.

Option 2: Develop alternative QC/QA specifications using dynamic cone penetometer or modulus-based testing.

Option 3: Incorporate calibrated intelligent compaction (IC) measurements into QC/QA specifications by developing statistically valid field calibrations and mapping of final layers to determine areas of non-compliance.



PROJECT INFORMATIONImplementation Benefits:Because the quality of embankment construction directly influences the performance of the support infrastructure, improvements to embankment compaction quality will reduce cost of future maintenance and the need for reconstruction.

Web Links (if available) http://www.intrans.iastate.edu/research/documents/research-reports/em-bankment_quality_and_assess_moisture_ctrl_w_cvr.pdf

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Kansas Department of Transportation

PROJECT INFORMATIONProject Title Kansas Department of Transportation Column Expert: Ultimate Shear

Capacity of Circular Columns Using the Simplified Modified Compression Field Theory

ID K-TRAN: KSU-14-4 & RE-0625-01 & C1972Project Cost $61,000Duration 26 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Richard E. Kreider, Jr.

Kansas Department of Transportation Bureau of Research2300 SW Van BurenTopeka, KS 66611785-296-7410, [email protected]

RESEARCH PROGRAMSponsor Contact Kansas Department of Transportation

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

Brief Summary of Research Project IntroductionEven though the behavior of concrete elements subjected to shear force has been studied for many years, researchers do not have a full agreement on concrete shear resistance. This is mainly because of the many different mech-anisms that affect the shear transfer process of concrete, such as aggregate interlock, interface shear transfer across cracks, shear transfer in compression zone, dowel action, and residual tensile stresses normal to cracks. However, researchers agree that aggregate interlock and shear transfer in compression zone are the key components to understanding concrete behavior under full field shear, flexural, and axial stresses.

The importance of the analysis of circular columns to accurately predict their ultimate confined capacity under shear-flexure-axial force interaction do-main is recognized in light of the extreme load event imposed by the current American Association of State Highway and Transportation Officials (AAS-HTO) Load and Resistance Factor Design (LRFD) Bridge Construction Specifi-cations (AASHTO, 2014).

Project DescriptionIn this study, various procedures for computing shear strength are reviewed. Then, the current procedure adopted by AASHTO LRFD specifications, based on the Simplified Modified Compression Field Theory, is evaluated for non-

mailto:RickK%40ksdot.org?subject=


PROJECT INFORMATIONprestressed circular concrete bridge piers. This evaluation is benchmarked against experimental data available in the literature, and against Response 2000 freeware program that depicts interaction diagrams based on AASHTO (1999) LRFD requirements. Differences in results are discussed and future improvements are proposed.

Project ResultsA formulation conforming to AASHTO (2014) LRFD Bridge Construction Spec-ifications is developed to predict the axial force-shear-moment interaction diagrams of circular confined concrete bridge pier sections. Comparisons with a large database of experiments indicate the accuracy of the resulting diagrams. A further step was taken to improve the accuracy of the calcula-tions.

Transverse steel area, spacing, cross section diameter, and applied axial force are the main keys to analyze and increase the shear capacity of the cross sec-tion. Treating the cracked concrete as a new different material proved to be a beneficial approach to predict the capacities and behaviors of sections.

Web Links (if available) http://www.ksdot.org/Assets/wwwksdotorg/PDF_Files/KSU-14-4_FinalRe-port.pdf

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PROJECT INFORMATIONProject Title Pullout Resistance of Mechanically Stabilized Earth Wall Steel Strip Reinforce-

ment in Uniform AggregateID K-TRAN: KU-14-7 & RE-0638-01 &C1970Project Cost $58,000Duration 27 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Richard E. Kreider, Jr.




Brief Summary of Research Project IntroductionA wide range of reinforcement-backfill combinations have been used in mechanically stabilized earth (MSE) walls. Steel strips are one type of rein-forcement used to stabilize aggregate backfill through anchorage. In the cur-rent MSE wall design, pullout capacity of steel strips is evaluated to ensure internal stability of the reinforced mass. The pullout resistance of reinforce-ment is expressed in terms of pullout resistance factor that measures the reinforcement-backfill interaction. This pullout resistance factor is commonly determined by performing pullout tests.

AASHTO (2012) LRFD Bridge Design Specifications provides default values of pullout resistance factor, F*, for strip reinforcement embedded in backfill material with a uniformity coefficient of Cu ? 4, where the uniformity coef-ficient is defined as the ratio of the particle size at 60% finer to that at 10% finer. However, for backfill with a uniformity coefficient of Cu < 4, AASHTO recommends project-specific pullout tests. This AASHTO requirement has disqualified a large amount of aggregates produced in Kansas quarries, or made them difficult and/or costly to be used in MSE wall construction. To address this problem, an experimental study was undertaken in the Geo-technical Engineering Laboratory at The University of Kansas to examine the effect of aggregate uniformity on pullout resistance of steel strips when the uniformity coefficient of aggregate is Cu < 4.



PROJECT INFORMATIONProject DescriptionEighteen pullout tests were carried out on ribbed steel strip reinforcements embedded in six aggregate backfills with uniformity coefficients ranging from 1.4 to 14. The pullout resistance of each reinforcement-backfill combi-nation was investigated under three normal stresses to simulate reinforce-ments placed at different depths of fill. Each test sample was prepared in a consistent way to minimize variations. One of the important influence factors was degree of compaction.

Project ResultsThe test results demonstrated that the overall trend for all types of aggre-gates was similar. The uniform aggregates generally behaved the same way as the well-graded aggregates in terms of pullout resistance. The effect of aggregate uniformity was more obvious in the tests under a lower normal stress than under a higher normal stress. When the normal stress was at 10 psi, there was no obvious effect of aggregate uniformity.

Furthermore, the pullout resistance factors obtained from this study were compared with the default F* values for ribbed strip reinforcement provided by AASHTO (2012). The comparison shows that the pullout resistance factor for ribbed steel strips decreased with depth in the same way as suggested by AASHTO. However, the F* values recommended by AASHTO are conservative as compared with the test results when aggregate backfills with uniformity coefficients ranging from 1.4 to 14 were used. In other words, the F* values recommended by AASHTO can be used to design MSE walls with ribbed steel strips in aggregate backfills with a uniformity coefficient as low as 1.4.

Web Links (if available) http://www.ksdot.org/Assets/wwwksdotorg/KU-14-7.pdf

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

Roads in KansasID KS-14-16Project Cost

Duration 16 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Richard E. Kreider, Jr.




Brief Summary of Research Project IAlthough the findings of this investigation would support a policy that does not require installation of bridge rails on structures between 20 ft. and 50 ft. on roads functionally classified as Local Roads with less than 50 vehicles per day (vpd), it is recognized that there are benefits of the rail that cannot be evaluated by this effort. That is, they provide delineation to all drivers by indicating where the edge of the structure is located; additionally even a lightweight, non-tested rail has the ability to redirect some low-angle and/or low speed impacts. As a result it is recommended that bridge rails installed on new or rehabilitated bridges utilizing federal funds could be of a non-tested design if the structure meets the set of conditions outlined below. This non-tested design is constructed of a w-beam guardrail section mounted on standard guardrail posts that are fastened to the bridge structure either by welding or a bolted connection. In addition, no approach guardrail will be required on these bridges.

In order to use this design, the bridge would need to meet all of the follow-ing conditions:1. The bridge is located on a road functionally classified as a Local Road.2. Traffic volume is less than or equal to 50 vpd.3. The approach roadway is a two-wheel path road.4. Roadway surface on approaches is gravel, sand or dirt.5. Maximum length of bridge is 50 feet.6. The new structure shall be no less than 24 ft. wide7. Bridge is not located on or adjacent to a curve or intersection.8. A Type 3 object marker shall be installed at each end of the bridge rails.

Web Links (if available) http://ntl.bts.gov/lib/54000/54400/54439/KS-14-16_FinalReport.pdf


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PROJECT INFORMATIONProject Title Evaluation of Repeatability of Kansas Test Method KT-73, “Density, Absorp-

tion and Voids in Hardened Concrete,” Boil TestID KS-15-04Project Cost

Duration 10 monthsSUBMITTERSubmitter Agency Kansas Department of TransportationSubmitter Contact Richard E. Kreider, Jr.




Brief Summary of Research Project The Kansas Department of Transportation (KDOT) is observing water-related failures as soon as 10 years after construction. Since water causes many of the aggregate and paste failures in Portland cement concrete pavements (PCCP) , KDOT will implement KT-73 without further modification as a Qual-ity Control/Quality Assurance (QC/QA) test in a Special Provision. Contrac-tors will conduct quality control boil tests on pavement cores and KDOT will conduct the quality assurance testing. The contractors will be able to earn up to 2 percent bonus pay when able to achieve 100 percent within limits on the boil test.

Web Links (if available) http://dmsweb.ksdot.org/AppNetProd/docpop/docpop.aspx?clienttype=html&docid=9281194


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PROJECT INFORMATIONProject Title IBRC / FRT 126 - Repair of I-65 Bridge using CFRP Composites (Phase I, IV)ID FRT 126 (I, IV)Project Cost $130,000Duration 115 monthsSUBMITTERSubmitter Agency Kentucky Transportation CabinetSubmitter Contact Jason J. Siwula, P.E., Innovation Engineer

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

RESEARCH PROGRAMSponsor Contact Kentucky Transportation Cabinet

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

RESEARCH AND RESULTSBrief Summary of Research Project The two phases of the project dealt with the retrofit of ninety five crack loca-

tions on prestressed concrete girders of the I-65 expressway in Louisville, KY. The study objective was achieved through the following tasks:

(1) Instrumentation and remote monitoring of select locations to evaluate degree of crack movement. (2) Evaluate the data collected over a year and identify that the cracks were not growing rapidly.(3) Design of an economical and effective retrofit using CFRP fabric. (4) Repair cracks by high strength epoxy injection and strengthen crack loca-tions using CFRP fabric. (5) Remote monitoring of previous crack locations to evaluate the effective-ness of the retrofit.

The alternative to the performed retrofit was the construction of new piers or the extension of existing pier caps or replace the damaged section of the I-65 expressway, any one of which would have cost more than $1 million considering the number of crack locations. This resulted in a direct savings of no less than $850,000 while also extending the service life of the structure. The combined use of remote monitoring and lightweight CFRP fabric as the method of strengthening provided the most cost effective and efficient retrofit for the cracked girders. By the end of calendar year 2015 these types of repairs have been made on at least 28 locations throughout Kentucky resulting in millions of dollars in cumulative savings.

Kentucky Department of Transportation

mailto:jason.siwula%40ky.gov%20?subject=


PROJECT INFORMATIONFollowing the retrofit (Phase I in 2005 and Phase IV in 2009), the crack lo-cations are still being continuously monitored for the minimal cost of a monthly mobile data usage charge required for data transmission. The repair caused no traffic disruptions and utilized no heavy equipment. The CFRP fabric retrofit extended the service life of the structure. The success of this project lead to the adoption of active and/or passive monitoring coupled with retrofit on other projects in the state.

Web Links (if available) http://www.ktc.uky.edu/files/2013/10/KTC_13_16_FRT126_03_1F.pdf

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Louisiana Department of Transportation & DevelopmentPROJECT INFORMATIONProject Title Development of DARWin-ME Design Guideline for Louisiana Pavement

DesignID 12-4PProject Cost $267,960Duration 37 monthsSUBMITTERSubmitter Agency Louisiana Department of Transportation and DevelopmentSubmitter Contact Tyson Rupnow

4101 Gourrier AvenueBaton Rouge, LA 70808225-767-9124, [email protected]

RESEARCH PROGRAMSponsor Contact Louisiana Department of Transportation and Development

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

RESEARCH AND RESULTSBrief Summary of Research Project Since the release of the first research version of mechanistic empirical pave-

ment design guide (MEPDG) software, Louisiana has conducted a series of studies in preparation to adopt this new mechanistic-empirical based pave-ment design method. The objective of this study was to develop an imple-mentation guideline for the full implementation of AASHTOWare Pavement ME in Louisiana.

For this purpose, a Louisiana default input strategy that reflects state local condition and practice was first developed. Design reliability and perfor-mance criteria were established based on a consensus survey and pavement management system (PMS) distress triggers. A total of 162 projects were selected from the existing Louisiana highway network, including flexible pavements with five types of base, rigid pavements with three types of base, and rehabilitation with asphalt overlays. Performance data was retrieved from the PMS database and validated through additional field performance survey. Through comparing the predicted performance from Pavement ME and the measured performance from PMS, distress models were evaluated and calibrated according to Louisiana local conditions. Subsequently, a Louisiana Pavement ME Design Guideline that contains all necessary design inputs information and calibration coefficients was developed. A comparison of thicknesses designed from the current AASHTO 1993 design and the local-calibrated Pavement ME generally indicated that the two design methods were comparable and the Pavement ME design tended to require on average 0.5-in. thinner thickness than the AASHTO 1993 design for Louisiana pave-ments.

mailto:tyson.rupnow%40la.gov?subject=


PROJECT INFORMATIONFinally, the practical and economic benefits of the full implementation of Pavement ME for Louisiana pavement design were demonstrated by a direct comparison to the current 1993 AASHTO design method through a group of thickness design examples and life cycle cost analyses (LCCA). On aver-age, the LCCA results indicated that, if full implementation of Pavement ME occurs, each lane mile could save $11,065 in present worth value and 7.4% in life cycle costs over a pavement design life time.

Web Links (if available) http://www.ltrc.lsu.edu/pdf/2016/FR_551.pdf

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PROJECT INFORMATIONProject Title Evaluation of LADOTD Aggregate Friction Rating Table by Field

MeasurementsID 12-5PProject Cost $217,957Duration 36 monthsSUBMITTERSubmitter Agency Louisiana Department of Transportation and DevelopmentSubmitter Contact Tyson Rupnow

4101 Gourrier AvenueBaton Rouge, LA 70808225-767-9124, [email protected]

RESEARCH PROGRAMSponsor Contact Louisiana Department of Transportation and Development

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

RESEARCH AND RESULTSBrief Summary of Research Project Research shows that by improving pavement surface friction resistance the

wet pavement crashes can be reduced or prevented. However, the current LADOTD asphalt mixture design procedure does not directly consider friction as a design requirement. The main objective of this study was to evaluate the current coarse aggregate friction rating table and develop a procedure to predict the pavement field skid resistance based on the design traffic, ag-gregate polishing and mixture properties commonly available during a mix design.

Field tests were carried out to collect the pavement surface friction and tex-ture data, which included the measurements from a locked-wheel skid trailer at different sliding speeds (30-, 40- and 50- mph) using both ribbed and smooth tires, laser profiler, Dynamic Friction Tester (DFT), and Circular Track Meter (CTM) tests at the beginning-, mid-, and end-point on each 1000-ft. long test section selected. In addition, multiyear field skid number measure-ments were also retrieved from the DOTD PMS database and included in the analysis.

Statistical correlation models were developed among different measure-ment devices as well as various surface texture and frictional properties. Consequently, the analysis results led to the development of a procedure for predicting pavement end-of-life skid resistance based on the design traffic, aggregate blend polish stone value and gradation parameters from a mix design. The developed friction prediction procedure can be used to update the current DOTD coarse aggregate friction table by specifying the pave-

mailto:tyson.rupnow%40la.gov?subject=


PROJECT INFORMATIONment friction requirements under different traffic levels through selection of different mixture and aggregate types. The new procedure will allow engi-neers to check whether a mix design with a selected blend of aggregates would meet field friction requirements during the mix design stage. The procedure can also assist in the use of lower skid-resistant, locally available aggregates in a wearing course mix design, and thus help produce both cost-effective and skid-resistant surface mixtures.

Web Links (if available) http://www.ltrc.lsu.edu/pdf/2016/FR_554.pdf

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Maine Department of Transportation

PROJECT INFORMATIONProject Title Use of Remote Sensing and a Real Time Decision Support System for Seasonal

Load Restriction TimingID 113-16Project Cost $690,000Duration 24 monthsSUBMITTERSubmitter Agency Maine Department of TransportationSubmitter Contact Dale Peabody

MaineDOT, 16 State House Station Augusta, Maine 207-624-3305 [email protected]

RESEARCH PROGRAMSponsor Contact MaineDOT

16 State House Station Augusta, Maine 207-624-3305

RESEARCH AND RESULTSBrief Summary of Research Project MaineDOT is partnering with the University of Massachusetts at Dartmouth

(UMD) on two projects to develop a real time spring load restriction decision support system.

During springtime the roadway thaws and is significantly weakened for carry-ing heavy truck loads. To minimize damage agencies often will limit the truck loads on hundreds of miles of roads. Although this action may prolong the road service life it creates hardship among the trucking industry that relies on these roadways for commerce. Current methods for when to apply these road load restrictions are based on visual observations and experience of the agency. More accurate, real time, engineering-based methods will enable agencies to better predict and time roadway load restrictions, saving the roads from springtime thaw damage and saving the trucking industry from unnecessary limitations.

The initial project titled "Data Collection via Commercial Remote Sensing &Spatial Information Technology to Determine when to Impose SLR" was conducted by a team of scientists and engineers at UMass Dartmouth: Marguerite Zarrillo (PI), Heather Miller, Ram Balasubramanian and Honggang Wang. Two roadway data collection sites were installed in Maine and one site in New Hampshire. These sites used atmospheric and subsurface instru-mentation to collect real-time conditions of the roadway and climate and reported via satellite and cellular to a decision support system (DSS) server at UMass Dartmouth. The data and results of the DSS were made available

mailto:dale.peabody%40maine.gov?subject=


PROJECT INFORMATIONthrough a user-friendly graphical user interface on a web browser. The DSS also had data evaluation tools to automatically compute cumulative freez-ing index (CFI) and cumulative thawing index (CTI) values. Minnesota DOT (MnDOT, 2009) suggested that CFI and CTI threshold values can be used as indicators of when to apply winter weight premiums (WWPs) and spring load restrictions (SLRs), respectively. MaineDOT managers in two geographic regions began using the DSS as a tool to verify the application of spring load restrictions. Additionally, nearby subsurface data collection units were installed at shady areas along the roadways to determine the impacts of sun and shade to the frost-thaw conditions. This initial project was completed in September 2013.

The second project titled "Expansion of Remote Sensing Using Radio Fre-quency Identification (RFID) Technology for Seasonal Load Restriction (SLR) Timing" is being conducted by Paul Fortier (PI), Heather Miller and Ram Balasubramanian of UMass Dartmouth. A roadway collection site has been installed in northern Maine using low cost RFID wireless technology at the site and low cost radio transmission to the department's Regional office. The real-time data is collected, analyzed and displayed on the DSS website. Using air temperature data from internet sources (www.wunderground.com) and the MnDOT recommended CTI threshold values confirmed in the initial project, additional locations for predicting thaw periods are now available on the DSS website, http://slr.umassd.edu/dss#/sites. Models for predicting frost and thaw depths beneath roadways have also been evaluated and will be incorporated on the DSS in the future.

MaineDOT regional managers and engineers can now use the enhanced DSS website for validating decisions regarding posting load restrictions. Accu-rate and timely spring load restrictions will minimize roadway damage and impacts to the trucking industry and businesses.

Web Links (if available) http://slr.umassd.edu/dss#/sites

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http://slr.umassd.edu/dss#/sites

http://slr.umassd.edu/dss#/sites


Screen Print from DSS website showing map with data collection sites and road conditions.

Screen Print from DSS website showing data collection site detail with thaw index tool.


PROJECT INFORMATIONProject Title Use of Hamburg Wheel Tracker to Quantify Effects of Aggregate Loss DistressID 14-16Project Cost $50,000Duration 23 monthsSUBMITTERSubmitter Agency Maine Department of TransportationSubmitter Contact Dale Peabody

MaineDOT, 16 State House Station Augusta, Maine 207-624-3305 [email protected]

RESEARCH PROGRAMSponsor Contact MaineDOT

16 State House Station Augusta, Maine 207-624-3305

RESEARCH AND RESULTSBrief Summary of Research Project In recent years a new distress mechanism has been causing premature

failure in Hot-Mix Asphalt (HMA) pavements in Maine. A significant loss of aggregate from HMA surface and base courses has been observed. The loss of material from the HMA surface is typically exaggerated in the wheelpaths but is evident across the entire lane width. The phenomenon was initially observed in the Northern portion of the state 3-5 years ago but it has now been seen in projects across the entire State. The distress was initially identi-fied as stripping and or rutting of the HMA surface, however it was concluded that the observed distress did not exhibit the typical mechanisms of either. The distress was therefore identified as aggregate loss or HMA erosion. It is estimated that the aggregate loss distress has caused over $12 million loss in pavement service life of the projects paved in 2010 alone.

The scope of work for this study consists of a 2014 winter-spring laboratory study to first determine the rutting susceptibility of MaineDOT HMA mix de-sign in the Hamburg Wheel Tracker Device (HWTD). Recent testing by Materi-als personnel has found that the HWTD can potentially measure susceptibil-ity of HMA mixtures to the aggregate loss distress.

As of November 2015, over 400 HWT runs have been conducted by MaineDOT labs resulting in a total of 863 HWT data points for use in the study. One third of all samples tested reached 20,000 passes without failure as defined by 1/2” or greater rutting. The remaining samples are nearly uni-formly distributed from 2,500 passes to 20,000 passes. The distribution of the

mailto:dale.peabody%40maine.gov?subject=


PROJECT INFORMATIONStripping Inflection Point (SIP) data was different, with over 25% of samples having no SIP identified. Very few samples had a SIP identified after 15,000 passes (2.9%). The overall distribution for SIP appears to be shifted to lower pass values, which is expected given that stripping must be identified prior to the failure point of the test. The results suggest that a majority of the samples tested would not meet a criteria of 20,000 passes and a SIP no earlier than 15,000 passes.

In 2016 MaineDOT will begin implementation of HWTD testing on higher volume and high priority corridors.

The steps outlined in the draft report will move the current HMA specifica-tion even further towards a performance-related specification, especially in regards to durability. The pavement management data shows a clear decline in HMA service life in recent years, partly due to the effects of the HMA erosion distress. The trend shows that the current specification and mix design requirements is not fully effective in ensuring that the HMA used on MaineDOT's projects are durable and capable of long service lives. The addi-tion of a performance test for rutting and moisture damage is a positive step to improving the quality of pavements long-term. The investment to make Maine's pavements more durable will pay long term dividends in the form of longer service lives, more cost effective treatments, and reduced impact to the travelling public.


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Maryland Department of Transportation PROJECT INFORMATIONProject Title Sustainable Landscaping Practices for Enhancing

Vegetation EstablishmentID SP209B4SProject Cost $100,000Duration 46 monthsSUBMITTERSubmitter Agency Maryland Department of Transportation and DevelopmentSubmitter Contact Hua Xiang

707 N. Calvert St. Mail Stop C-412Baltimore, MD 20142410-545-2953, [email protected]

RESEARCH PROGRAMSponsor Contact Maryland State Highway Administration

707 N Calvert Street Baltimore, MD USA 21202

RESEARCH AND RESULTSBrief Summary of Research Project Compacted soils within highway medians and roadsides result in limited ca-

pacity to support healthy vegetation, storm water infiltration, and afforesta-tion efforts. The Maryland State Highway Administration (SHA) has begun to explore the use of alternative, sustainable practices to improve soil structure within existing medians and former project staging areas along the roadside.

This research supports the integration of new practices and procedures to improve soil structure that will help turf, meadow, forest and landscape plantings to thrive. The project established experimental test plots in Taney-town, Maryland, and field-scale soil decompaction and amendment practices were evaluated alongside standard SHA practices for turf establishment. The Taneytown site was heavily compacted in the old MD 853 roadbed, and has been identified for a future afforestation project. Replicate treatments with suburban subsoiling (the combination of deep soil ripping and compost amendment) were compared to standard SHA turf establishment. Replicate plots were also treated by planting forage radish to explore the feasibil-ity of bio-drilling to loosen and improve compacted soils on the site. Plots were prepared and planted in Fall 2014 and reseeded in Summer 2015. Soil characteristics including texture, bulk density, organic matter, soil strength as measured with a cone penetrometer, and infiltration capacity, were evalu-ated both prior to and after treatment.

SWEETSIXTEEN

mailto:hxiang%40sha.state.md.us?subject=


PROJECT INFORMATIONThe results demonstrated significant improvements to the compacted soils on the project site, resulting in more successful turf establishment and dra-matic increases in storm water infiltration.

(1) Suburban subsoiling resulted in a permeable soil profile with higher organic matter and infiltration compared to standard turf establishment practices. The median soil strength (a surrogate for compaction) with depth for the two treatments was shown in below figure. A soil strength above 200 PSI is generally considered to be limiting and above 300 PSI restrictive for vegetation growth. Suburban subsoiling improved stormwater infiltration and the success of vegetation and afforestation efforts. (2) The mature deer compost used in this project provided stable soil carbon with nutrients and minimized the risk of nutrient losses or leaching when properly applied and soil-incorporated.(3) The significant radish development on plots with successful germination demonstrated the potential for biodrilling as a multi-year strategy to miti-gate compaction.

These findings are appropriate to apply to SHA projects as a low cost, low risk approach to revitalizing compacted soils. Abandoned roadbeds of sufficient size and scale will benefit from subsoiling and biodrilling techniques to ame-liorate soil compaction prior to planting or revegetating the site. Application of forage radishes will be more suitable for existing meadows and other ap-propriate roadside landscape management areas.

Cultivating deep permeable organic soil profiles by adapting these land development practices will result in reduced life-cycle costs for green asset maintenance. SHA can include these techniques in the designer's toolbox for consideration on a site by site basis to promote long term landscape sustainability.

Web Links (if available) http://www.roads.maryland.gov/OPR_Research/MD-16-SHA-UMBC-1-1_Sus-tainable-Landscaping-Practice-for-Vegetation-Establishment_Report.pdf

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PROJECT INFORMATIONProject Title Evaluation of Michigan’s Engineering Improvements for

Older DriversID 2013-0069 Z3Project Cost $302,902Duration 23 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley

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

RESEARCH PROGRAMSponsor Contact Michigan Department of Transportation

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

RESEARCH AND RESULTSBrief Summary of Research Project In 2004, Michigan DOT began a program to implement engineering counter-

measures addressing the needs of older drivers. Now that the improvements have been in place for several years, MDOT wanted to quantify both the safety impacts and the cost-effectiveness of the following improvements: (1) Clearview font: on guide signs that is more legible than the traditional font.(2) Arrow-per-lane signing: which clarifies navigation with an arrow above each highway lane.(3) Fluorescent yellow sheeting: for warning signs that is more visible. (4) Pedestrian countdown signals: which show the seconds remaining to safely cross the roadway.(5) Box span signal configuration: suspending traffic signals along all four sides of an intersection.

The Clearview font and fluorescent yellow sheeting were installed together in many cases, and the combination reduced crashes by 24% on freeways, 30% on urban non-freeways, and 33% on rural non-freeways. These mea-sures combined for a benefit-cost ratio ranging from $1,090 to $7,456 for every dollar spent, depending on the type of location installed.

Arrow-per-lane signing reduced crashes among drivers 65 and older by 68%, producing $1,440 in benefits for every dollar invested.

Michigan Department of Transportation SWEET

SIXTEEN

mailto:townleym%40michigan.gov%20?subject=

http://www.michigan.gov/mdot


PROJECT INFORMATIONPedestrian countdown signals significantly reduced crashes involving pedes-trians.

Box span signals had the smallest impact on collisions, but even they pro-duced $13 in safety benefits for every dollar invested.

This project confirms that all five of the improvements studied provided good safety benefits for the amount of money invested, and several pro-duced exceptional benefit-cost ratios. Researchers recommend continuing to install them in appropriate locations.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC1636_Spotlight_506683_7.pdf

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PROJECT INFORMATIONProject Title Cost and Benefits of MDOT Intelligent Transportation System DeploymentsID 2013-0069 Z5Project Cost $233,395Duration 25 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley




RESEARCH AND RESULTSBrief Summary of Research Project Since 2006, Michigan DOT has invested more than $100 million in Intelligent

Transportation Systems (ITS) technologies to relieve road congestion and improve safety. Measuring the value and cost-effectiveness of MDOT's ITS investments is necessary to ensure these devices are enhancing traffic opera-tions and safety. The following technologies and services were included in the benefit-cost analysis: (1) Mi Drive: MDOT's online traveler information website.(2) Dynamic Message Signs (DMS): provide real-time information about road conditions. (3) Freeway Courtesy Patrol (FCP): provides services to motorists involved in freeway incidents. (4) Closed- Circuit Television (CCTV) cameras: provide real time images to first responders and the public.(5) Microwave Vehicle Detection (MVDS): provide vehicle speeds and vol-umes, useful for incident identification.

A user survey showed that Michigan motorists were satisfied with ITS, and a benefit-cost analysis suggested significant returns on investment. When all benefits are taken into account, ITS in Michigan was found to provide $3.16 in crash reduction, road side service, and travel delay benefits for every dollar invested. CCTV had the greatest benefit statewide, with a benefit-cost ratio of 3.95. DMS and FCP were only slightly lower at 3.81 and 3.82, respectively. MVDS installations were significantly less beneficial, with a benefit-cost ratio of only 1.02. This project confirmed that ITS implementation in Michigan of-fers a good return on investment that could be improved even further.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC1631_Spotlight-ITS_Deploy-ment_509517_7.pdf



http://www.michigan.gov/documents/mdot/RC1631_Spotlight-ITS_Deployment_509517_7.pdf

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PROJECT INFORMATIONProject Title Michigan Urban Trunkline Intersections Safety Performance Function (SPFs)

Development and SupportID 2013-0070 Z4Project Cost $250,100Duration 21 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley




RESEARCH AND RESULTSBrief Summary of Research Project Michigan DOT is focusing resources into the Toward Zero Deaths program

and to that end trying to understand how various factors affect the fre-quency, type, and severity of traffic crashes at specific roadway sites, such as intersections. Gaining a better understanding of the factors affecting crashes provides traffic safety professionals with the ability to develop well-informed, targeted policies and programs to reduce traffic crashes and the resultant injuries and fatalities.

An important tool in this process is the Highway Safety Manual (HSM) predic-tive models that can be utilized to estimate the frequency of traffic crashes on specific road facilities. These models, referred to as safety performance functions (SPFs), are useful for estimating the safety impacts of site-specific design alternatives or for prioritizing candidate locations for safety improve-ments on a network basis.

Web Links (if available) http://www.michigan.gov/documents/mdot/RC1628_497550_7.pdf



http://www.michigan.gov/documents/mdot/RC1628_497550_7.pdf


PROJECT INFORMATIONProject Title Evaluation of Non-Freeway Rumble Strips - Phase IIID 2013-0071 Z1Project Cost $250,000Duration 25 monthsSUBMITTERSubmitter Agency Michigan Department of TransportationSubmitter Contact Michael Townley




RESEARCH AND RESULTSBrief Summary of Research Project Fatigue or distraction can lead drivers to drift out of their lane, potentially

leading to collisions that may result in death or serious injury. In an effort to reduce such crashes, Michigan launched a major system wide installation of both centerline and shoulder rumble strips on 5,400 miles of its rural, non-freeway highway system. As this initiative was believed to be the largest of its kind in the United States, it was important for MDOT to evaluate the impacts associated with the rumble strip installations to provide guidance for future implementation. In this the second phase of a larger research effort, Researchers evaluated the program's overall effectiveness, including the safety gains and cost benefits of rumble strips.

The safety performance analysis indicated statistically significant reduc-tions in the range of 50 percent in all types of target crashes after centerline rumble strips were installed. Researchers identified 2,488 target crashes in the three years before installation of centerline rumble strips and 1,306 in the three years after installation.

Researchers estimated a cost benefit of nearly $80 million over three years as a result of the crash reductions from centerline rumble strip installation.

Rumble strips are proving to be a cost-effective countermeasure to lane-departure crashes on Michigan's state highways. MDOT is reaching out to local agencies to encourage interest in installing rumble strips. To support this effort, MDOT has developed concise, user-friendly design and installa-tion guidelines.

Web Links (if available) http://www.michigan.gov/documents/mdot/Non-Freeway_Rumble_Strips_Spotlight_7-30-15_495960_7.pdf



http://www.michigan.gov/documents/mdot/Non-Freeway_Rumble_Strips_Spotlight_7-30-15_495960_7.pdf

http://www.michigan.gov/documents/mdot/Non-Freeway_Rumble_Strips_Spotlight_7-30-15_495960_7.pdf


Minnesota Department of Transportation

PROJECT INFORMATIONProject Title Using Mobile Mapping to Inventory BarriersID 2010-029Project Cost $249535Duration 20 monthsSUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Shannon Fiecke

MnDOT Research Services & LibraryMinnesota Department of Transportation 395 John Ireland Blvd., Mail Stop 330St. Paul, MN 55155(651) 366-3738, [email protected]

RESEARCH PROGRAM

Sponsor Contact Minnesota Department of TransportationMnDOT Research Services & Library395 John Ireland Blvd., MS 330St. Paul, MN 55155-1899651-366-3780, www.mndot.gov/research

RESEARCH AND RESULTSBrief Summary of Research Project To properly maintain its concrete barriers and plate beam guardrails,

MnDOT's Metro District needed an accurate inventory of its assets. To ac-complish this, engineers in the district launched an innovative research implementation project using a pair of mobile mapping technologies—Light Detection and Ranging (LiDAR) and mobile imaging—to collect vast amounts of geospatial data on highway infrastructure in a safe and efficient manner. Many MnDOT staff will use this inventory in a variety of planning, design and maintenance applications.

A consultant collected mobile imagery on 1,100 miles of roadway, including images of all ramps, overpasses, interchanges, weigh stations, rest areas and historical sites. The consultant also collected LiDAR data at selected sites. While potentially very accurate, LiDAR data is significantly more expensive to collect than mobile imagery, which is why data collection was limited to three sites.

Metro District staff reviewed the mobile images and extracted a variety of data. While the project focused on collecting barrier data, the imagery con-tains other valuable assets that MnDOT has already used extract noise wall and sign data.

mailto:shannon.fiecke%40state.mn.us?subject=

http://www.mndot.gov/research


PROJECT INFORMATIONIn general, mobile imaging will be used for asset attribution and location, while LiDAR will be used for design. Both technologies will be used to check bridge, utility and overhead sign clearances. At the time of this project, Mn-DOT planned to conduct mobile imagery and LiDAR data collection projects on Interstate 35W and U.S. Highway 10 in preparation of design projects on those highways. Other mobile LiDAR projects underway included a string-less paving project on Minnesota State Highway 23 near Granite Falls and a concrete rehabilitation project on Minnesota Highway 5 and Trunk Highway 8 in the Metro District.

(Attachments - report, technical summary and photos with captions embed-ded in the file info.)

Web Links (if available) http://dotapp7.dot.state.mn.us/projectPages/pages/projectDetails.jsf?id=10220&type=CONTRACT

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Extracted barrier

Lidar (left); Redwing Lidar (right)

http://dotapp7.dot.state.mn.us/projectPages/pages/projectDetails.jsf?id=10220&type=CONTRACT



PROJECT INFORMATIONProject Title A Toolkit for Improving Safety Among Younger DriversID 2011-073Project Cost $75,373Duration 46 monthsSUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Shannon Fiecke


RESEARCH PROGRAM

Sponsor Contact Local Road Research BoardSandy McCullyMnDOT Research Services and Library395 John Ireland Boulevard, MS 330St. Paul, Minnesota 55155-1899Phone: 651-366-3768www.lrrb.org, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Traffic crashes are the leading cause of death for young people. Local trans-

portation engineers are often asked to speak at events about the factors involved in traffic safety: engineering, enforcement, emergency medical services and education.

Investigators synthesized existing information about road safety and young-er drivers, and used it to develop a toolkit of resources that local agencies, driving educators and others can use in outreach efforts to promote safer driving behaviors among drivers under the age of 29. They used a focus group of young people to identify which public service announcements were the most effective.

The toolkit will a valuable resource for local engineers, teachers, law enforce-ment and others who are working to improve road safety by reducing unsafe driver behavior. The Minnesota Local Road Research Board, Minnesota To-wards Zero Death Initiative and others are actively promoting the toolkit at conferences and through their publications.

Please find a flyer for the project attached. Follow the weblink for the toolkit and other materials.

Web Links (if available) http://dotapp7.dot.state.mn.us/projectPages/pages/projectDetails.jsf?id=4043&type=PROJECT


http://www.lrrb.org

mailto:sandra.mccully%40state.mn.us?subject=

http://dotapp7.dot.state.mn.us/projectPages/pages/projectDetails.jsf?id=4043&type=PROJECT

http://dotapp7.dot.state.mn.us/projectPages/pages/projectDetails.jsf?id=4043&type=PROJECT


PROJECT INFORMATIONProject Title Next Generation Bridge Management Tools and InspectionID 2012-074Project Cost $72,072Duration 30 months

SUBMITTERSubmitter Agency Minnesota Department of TransportationSubmitter Contact Shannon Fiecke


RESEARCH PROGRAM


RESEARCH AND RESULTSBrief Summary of Research Project The MAP-21 highway funding authorization bill enacted in 2012 changes the

requirements for reporting of bridge inspection data in the National Bridge Inventory. The NBI previously collected condition ratings (from 1 to 9) for bridge decks, superstructures and substructures. The new law requires states to also collect element-level data for their bridges: information about the specific components of a bridge such as piers and abutments.

Like many states, Minnesota already collects element-level bridge data on many of its bridges, following AASHTO guidance first published about two decades ago. However, the Federal Highway Administration's new report-ing system incorporates new guidance, AASHTO's Guide Manual for Bridge Element Inspection, which was published in 2011 and revised in 2013. As a result, there were many cases in which Minnesota collected data in formats not compatible with what FHWA now requires.

This project sought to evaluate Minnesota's bridge data collection practices and make recommendations about how to bring them into compliance with FHWA's new formats. MnDOT also had a wealth of historical bridge data that it did not want to lose in the transition.


http://www.lrrb.org



PROJECT INFORMATIONResearchers identified changes in bridge inspection and data reporting procedures necessary to comply with new element-level data requirements mandated by the MAP-21 transportation law. They migrated historical data to the new formats and developed guidelines to help bridge owners adapt to the new methodology.

The new inspection and reporting procedures will be implemented April 1, 2016. MnDOT is offering training on the new system and plans to roll out a new bridge inspection manual.

MnDOT will also be using the first set of data reported under the new inspec-tion procedures as a quality control measure for the migrated historical data. MnDOT expects and will encourage end users to adjust the migrated data as necessary to match a bridge element's actual condition in cases where the migration process introduced errors. Researchers recommended reviewing early data submitted under the new system to identify and correct common problems or inconsistencies among different inspectors.

The necessary upgrades to BRIM and SIMS recommended by this project to be compatible with the new data formats are planned for March 2016.


(CONT.)




PROJECT INFORMATIONProject Title Wave-Shaped Rumble Strips Reduce Nuisance NoiseID 2013-041Project Cost $63,398Duration 13 months



RESEARCH PROGRAM


RESEARCH AND RESULTSBrief Summary of Research Project Rumble strips reduce lane departure crashes by producing vibration and a

loud noise in the vehicle to alert the driver. However, MnDOT has received a significant number of complaints from landowners near rumble strips about the noise they produce, which has been detected more than 3,000 feet away in some rural settings.

In response to landowner complaints, researchers analyzed three rumble strip designs to find a less obtrusive design. Currently MnDOT uses a sharp-edged, rectangular rumble strip design that is milled into the pavement. The study identified a wave-shaped (sinusoidal) rumble strip that produced as much noise inside the vehicle as the Minnesota design, but significantly less sound outside of the vehicle. It also had a better tonal quality than Minne-sota’s design.

A follow-up study is underway to fine-tune the sinusoidal rumble strip de-sign, but MnDOT has already begun to install the design on some roadways. MnDOT installs rumble strips with new pavement projects on most rural two-lane state roads, but has granted exceptions near homes and waited to in-stall rumble strips in some areas until a quieter design could be identified. In some locations, MnDOT even filled in rumble strips due to noise complaints.


http://www.lrrb.org



PROJECT INFORMATIONWhen the follow-up study is complete, the new rumble strip design should be available for wider implementation. Any new design will not be a whole-sale replacement of MnDOT's current design since the sinusoidal designs are more expensive to install and some local roads may not have enough width to install them. However, the new design is likely to be appropriate for noise-sensitive areas.


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Noise chart

Rumble strip




PROJECT INFORMATIONProject Title Unmanned Aerial Vehicles Enable Safe and Cost-Effective

Bridge InspectionID 2015-010Project Cost $34,112Duration 5 months



RESEARCH PROGRAM


RESEARCH AND RESULTSBrief Summary of Research Project Utilizing Unmanned Aircraft Systems (UAS) technology, MnDOT completed a

research project in 2015 to study the effectiveness of drones for bridge safety inspections for both state and local bridges. The project team inspected four bridges at various locations throughout Minnesota. Researchers found that UASs were an effective tool for bridge inspectors, an option that reduces safety risks to inspectors and inconvenience to the public while providing high-quality detail to inspectors. (The UAS can deploy a wide range of imag-ing technologies, including high-definition still, video and infrared sensors, and 3D imaging software.)

In a second research phase (expected to conclude in June 2016), bridge en-gineers used a new drone specifically designed for infrastructure inspections to inspect the Blatnik Bridge in Duluth. Minnesota is the first state known to use this specialized drone technology, which doesn’t require a GPS signal, to inspect state bridge infrastructure. In addition to improving safety for inspec-tors, the drone reduced the time for a bridge inspection from 8 to 5 days. It also increased the quality of collected data and showed a 66% savings in the inspection costs.

SWEETSIXTEEN


http://www.lrrb.org



PROJECT INFORMATIONThis second effort demonstrated UAS imaging on the bridge and investigat-ed UAS use in confined space inspections, project and inspection planning, and emergency response to bridge hits when it is deemed unsafe for inspec-tors and traditional access methods.

As a result of these efforts, the MnDOT bridge inspection team has been asked to speak at local, state and international conferences. The work is espe-cially critical as a new MnDOT bridge policy will require enhanced inspection of around 2,700 local and state bridges. Many counties lack the equipment, such as expensive snooper trucks, to thoroughly inspect confined areas, so the availability of drones will greatly alleviate these costs.

MnDOT is producing a best practices document that identifies what bridges are best suited for UAS inspection. A newly funded research project will implement a statewide UAS bridge inspection contract, which will identify the overall cost-effectiveness, quality improvements and funding sources for both state and local bridges


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PROJECT INFORMATIONProject Title Research-Based Approach Helps Double Farmer Participation in Snow

Control ProgramID 2015-21Project Cost $65,925Duration 25 months



RESEARCH PROGRAM


RESEARCH AND RESULTSBrief Summary of Research Project A web-based tool that allows transportation agencies to determine the

value of land for snow control measures has helped MnDOT double the num-ber of farmers protecting winter roadways with standing corn rows.

The Living Snow Fence Payment Calculator calculates which sites have the physical characteristics and crash history to warrant snow fence payments and the amount that would attract landowner participation. Agencies can help keep roads clear of drifting snow by paying landowners to plant trees, shrubs or corn rows as windbreaks at problem locations.Research has shown these living snow fences can reduce snow and ice-related crashes by up to 40 percent.

A previous research project developed an Excel spreadsheet version of the Living Snow Fence Payment Calculator Tool. This research implementation project created a mobile-friendly Web version of the tool; after several train-ing sessions with MnDOT and county staff, standing corn row landowner contracts more than doubled, from 17 to 43.


http://www.lrrb.org



PROJECT INFORMATIONMnDOT is using this web-based tool along with other promotional aids to further expand the Living Snow Fence program. Try it at snowcontroltools.umn.edu

(See story at http://www.newsline.dot.state.mn.us/archive/15/May/27.html; Video about this project at https://www.youtube.com/watch?v=KyM0ehBD1Co)


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http://www.newsline.dot.state.mn.us/archive/15/May/27.html

http://www.newsline.dot.state.mn.us/archive/15/May/27.html

https://www.youtube.com/watch?v=KyM0ehBD1Co

https://www.youtube.com/watch?v=KyM0ehBD1Co




PROJECT INFORMATIONProject Title New Lab Test Leads to More Crack-Resistant Asphalt PavementsID LAB2012Project Cost

Duration 33 months



RESEARCH PROGRAM


RESEARCH AND RESULTSBrief Summary of Research Project This pilot project continued the work of two phases of a national pooled

fund study (available as MnDOT reports 2007-43 and 2012-23) that recom-mended the disk-shaped compact tension (DCT) test to predict asphalt pavement cracking at low temperatures and to adjust pavement mixes to reduce cracking.

In Minnesota's first effort to use the DCT test to reduce low-temperature cracking in MnDOT pavement projects, researchers performed the test on five asphalt construction projects and used the results to adjust the mixes of three pavements that did not meet minimum fracture energy standards.

This pilot project represented the first attempt to use the DCT test to mea-sure the fracture properties of mixes used on actual construction projects rather than mix designs and to adjust the mixes if they did not meet required fracture energy values.

MnDOT is conducting additional pilot testing of the DCT test this year and expects to roll out a wider-scale implementation of the DCT test next year.


http://www.lrrb.org



PROJECT INFORMATIONIn the short term, the DCT test is likely to be performed by MnDOT on its own construction projects. But a long-range goal is to expand its use to local agency projects as well.

MnDOT is evaluating how to add DCT testing requirements to contracts. The agency will also need to determine which types of projects are best-suited for DCT testing—likely new construction and reconstruction projects, but not overlays.

The application of the DCT test is expected to extend pavement service life of roads by 3.5 years. Over a ten-year period, this is estimated to produce a $9.5 million savings from the increased service life of constructed or recon-structed state highways and another $1.3 million in reduced crack sealing.

Find links to report, technical summary and other materials about the pilot project with the project web link below.

VIDEOS ABOUT DCT TESTDCT Test Sample Preparation tutorial: https://www.youtube.com/watch?v=7gLU83b6eSs&feature=youtu.be

Public education video about DCT Test: https://www.youtube.com/watch?v=GiI3wm4ybO8


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https://www.youtube.com/watch?v=7gLU83b6eSs&feature=youtu.be

https://www.youtube.com/watch?v=7gLU83b6eSs&feature=youtu.be

https://www.youtube.com/watch?v=GiI3wm4ybO8

https://www.youtube.com/watch?v=GiI3wm4ybO8




PROJECT INFORMATIONProject Title 60-Year Concrete Design Performs Well in Early TestsID LAB878-1Project Cost $113,300Duration 74 months



RESEARCH PROGRAM


RESEARCH AND RESULTSBrief Summary of Research Project Concrete pavements designed to last for 60 years were first introduced in

Minnesota about 15 years ago. Since then they have become a standard design for the busiest highways in the metro area. These 60-year pavements use high-quality materials and aggregates along with better construction techniques to extend pavement life over previous designs, which were typi-cally intended to last 30 to 35 years.

The goal of this project was to extrapolate the performance of 60-year concrete pavements based on data from a 7-year-old test cell at MnROAD. Sensors were embedded in the pavement during construction to augment performance testing and strain monitoring.

Researchers conducted a series of tests on the test cell. They found that stress levels within the pavement were significantly lower than in the tradi-tional 35-year designs at a similar point in their service life, which is strong evidence that the 60-year pavement will achieve its intended service life.


http://www.lrrb.org



PROJECT INFORMATIONOne potential improvement to the 60-year pavement design that has been proposed is improved drainage of bases, which can help to reduce dam-age at concrete joints. Initial research has suggested that geocomposite joint drains may improve base layer drainage without making the base layer thicker; MnDOT has already implemented these into pavement designs.

The 60-year concrete design uses stainless steel-clad dowel bars to transfer loads across pavement joints. Since the design was introduced, several other high-performance dowel bars have been introduced. The performance and relative cost of these options may warrant further investigation.


(CONT.)




Mississippi Department of Transportation

PROJECT INFORMATIONProject Title Evaluation of MSDOT’s Distress Thresholds for Maintained Pavement (War-

ranty) ProjectsID 221-MSProject Cost $120,421Duration 27 monthsSUBMITTERSubmitter Agency Mississippi Department of TransportationSubmitter Contact William F. Barstis, P.E.

Mississippi DOT Research Division 86-01PO Box 1850Jackson, MS 39215-1850601-359-7649, [email protected]

RESEARCH PROGRAMSponsor Contact Mississippi Department of Transportation

P.O. Box 1850, 500 North West StreetJackson, MS USA 39215-1850

RESEARCH AND RESULTSBrief Summary of Research Project This project evaluated the effectiveness of MDOT’s warranty thresholds for

pavement performance. The analytical results show that the performance of the warranty pavements is significantly better than that of the non-warranty pavements at the same service time level, and warranty pavements can maintain at high service levels for a longer time than non-warranty pave-ments. The pavement warranty program adopted by MDOT has improved pavement performance, and is effective in practice.

Web Links (if available) http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20221%20-%20Evaluation%20of%20MDOT%27s%20Distress%20Thresholds%20for%20Maintained%20Pave-ment%20Projects.pdf

mailto:wbarstis%40mdot.ms.gov%20?subject=

http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20221%20-%20Evaluation%20of%20MDOT%27s%20Distress%20Thresholds%20for%20Maintained%20Pavement%20Projects.pdf





Missouri Department of Transportation

PROJECT INFORMATIONProject Title Transportation Library Connectivity and Development Pooled Fund ID TPF-5(237)Project Cost $1,525,285Duration 52 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Bill Stone

Missouri Dept. of Transportation P.O. Box 270 Jefferson City, MO 65102 537-526-4328, [email protected]

RESEARCH PROGRAMSponsor Contact Missouri Dept. of Transportation

P.O. Box 270 Jefferson City, MO 65102

RESEARCH AND RESULTSBrief Summary of Research Project Traditionally, a small group of libraries have been responsible for providing

information service within the transportation community to support prac-titioners and decision-makers. This Transportation Pooled Fund (TPF), with Missouri Department of Transportation as lead state, was developed to sup-port and evaluate collaborative library development.

Supporting the work of the previous study TPF-5(105), this study accom-plished its goals of 1) operating a functional library consortium and 2) enhancing existing efforts to develop a national transportation information infrastructure using Transportation Knowledge Networks (TKNs) within the parameters of the pooled fund program.

Members enjoyed the traditional benefits of a typical library consortium including increased access to subscription information resources through group discounts, training and professional development opportunities, in-creased networking and resource sharing, outreach assistance and technical library services support. Collaboration among consortium members allowed for shared problem solving, resource access, as well as time and cost savings through best practices, defrayed costs and collective purchasing power. In addition, the study provided products and solutions to fill needs within the transportation research and information community.

Web Links (if available) http://libraryconnectivity.org/http://library.modot.mo.gov/RDT/reports/TRyy1127/cmr16-005.pdf

mailto:william.stone%40modot.mo.gov?subject=

http://libraryconnectivity.org/

http://library.modot.mo.gov/RDT/reports/TRyy1127/cmr16-005.pdf


PROJECT INFORMATIONProject Title Polyurethane Foam Infill for Fiber-Reinforced Polymer (FRP) Bridge Deck

PanelsID TR201203Project Cost $120,000Duration 33 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Bill Stone

Missouri Dept. of Transportation P.O. Box 270 Jefferson City, MO 65102 537-526-4328, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The objective of the proposed research was to develop, test, and evaluate

fiber-reinforced, polyurethane foams to replace the costly honeycomb con-struction currently used to manufacture FRP bridge deck panels. The effort focused on developing an FRP sandwich panel to replace the precast, stay-in-place forms currently used to construct reinforced concrete bridge decks.

As a result of the study, the research team recommends proceeding with the Type 3 (PRISMA FOAM) sandwich panel as a cost-effective, full-depth alternative to reinforced concrete bridge decks or as a partial-depth, stay-in-place form to replace the current recast panels used to construct reinforced concrete bridge decks. To facilitate this implementation, additional work is required in order to develop the design methodology and construction de-tails necessary to implement FRP deck panels on an actual bridge, address-ing issues such as panel-to-panel connections, panel-to-girder connections, bridge skew, roadway crown, bridge rail attachment, and deck drainage.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TRyy1203/cmr14-016.pdf

mailto:william.stone%40modot.mo.gov?subject=

http://library.modot.mo.gov/RDT/reports/TRyy1203/cmr14-016.pdf


PROJECT INFORMATIONProject Title Evaluation of Resistivity Meters for Concrete Quality AssuranceID TR201414Project Cost $60,001Duration 51 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Jennifer Harper

Missouri Dept. of Transportation P.O. Box 270 Jefferson City, MO 65102 573.526.3636, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Concrete permeability is the single biggest factor controlling long-term dura-

bility of both plain concrete and reinforced concrete structures. However, tra-ditional permeability testing is destructive, time consuming, and expensive. This study developed appropriate test protocols for implementation of the surface resistivity test method as a quality assurance tool for new construc-tion and for evaluation of existing structures in Missouri.

This research evaluated a series of MoDOT concrete mixtures to verify exist-ing relationships between surface resistivity (SR), rapid chloride permeabil-ity (RCP), chloride ion diffusion, and the AASHTO penetrability classes. The research also performed a precision and bias evaluation to provide accept-able limits should SR be implemented for quality assurance and to refine language in the AASHTO test standard. In the precision and bias determina-tion concrete was produced from three field sites and tested at both UMKC and MoDOT labs. Field mixtures included a paving mixture, a bridge deck mixture, and a structural mixture. Eleven other mix designs were produced in the lab and evaluated for RCP correlation and included paving, bridge deck, structural, and repair mixtures per Missouri Department of Transportation requirements. Additional testing included surface resistivity testing on sealed samples and an existing bridge deck.

Results showed excellent correlation between SR and RCP which matched existing relationships provided by AASHTO and other state DOTs. The struc-tural mixture containing 50% Class F fly ash had the best performance with “very low” chloride ion penetrability at 90 days. A ternary paving mixture

mailto:jennifer.harper%40modot.mo.gov?subject=


PROJECT INFORMATIONwith 20% Class C fly ash and 30% slag replacement for cement also dem-onstrated low permeability as well as high compressive strength with an average value of over 9,000 psi at 90 days. The two repair mixtures showed moderate to low penetrability readings and high early strength consistent with their desired purpose. Tests were also performed on a series of slab samples to evaluate SR as a tool for evaluating sealer application. The pres-ence of silane and lithium silicate were able to be detected by the SR test.

The extensive amount of surface resistivity testing (>4500 tests) on 14 con-crete mixtures at ages from 3 hours to 90 days using multiple labs, equip-ment, operators, and curing conditions has verified RCP relationships and allowed refinement of a testing procedure for a MoDOT standard in the Engineering Policy Guide.

Surface resistivity presents an opportunity to improve MoDOT concrete mixtures and specifications to increase durability without adding significant additional testing costs. Resistivity testing is currently the single simplest and lowest cost technique available to improve concrete lifecycle. Missourians will benefit from this project through better quality, lower permeability con-crete which will increase concrete lifecycle, reduced durability distresses and required reconstruction.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TR201414/cmr16-001.pdf

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http://library.modot.mo.gov/RDT/reports/TR201414/cmr16-001.pdf


PROJECT INFORMATIONProject Title Evaluation of Finger Plate and Flat Plate Connection DesignID TR201506Project Cost $297,289Duration 14 monthsSUBMITTERSubmitter Agency Missouri Department of TransportationSubmitter Contact Jennifer Harper

Missouri Dept. of Transportation P.O. Box 270 Jefferson City, MO 65102 573.526.3636, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project MoDOT recently observed earlier than expected distress of its finger plate

and flat plate expansion device connections on structures with high traffic volumes. Although this distress seems to be a common occurrence, there appeared to be no consistent mode of failure as sometimes the damage results in an anchorage spall and other times with weld failures in the plate itself. This early life damage results in costly and difficult repairs which must be accomplished quickly to minimize impact on traffic. Additionally, these repaired expansion devices often end up with similar early distress. The objective of this project was to learn the cause(s) of premature deterioration of MoDOT finger plate and flat plate expansion devices under high traffic volumes and then use that information to design a new Load and Resistance Factor Design (LRFD) finger plate and flat plate design that is intended to last 40 years or more with minimal maintenance. In addition, repair and replace-ment best practices and details were developed as part of this project.

Testing of the flat plate device revealed significant stresses build in the slid-ing plate due to the differential movements of the abutment and bridge span. For more important or high volume routes, a new robust finger plate expansion device, designed and evaluated with the Finite Element Models (FEM), is intended for use as an alternate to Modular Expansion Device Sys-tems and the current standard finger plate design. For less important routes with lower traffic volumes, improvements for the existing finger plate expan-sion device design were recommended. Existing flat plate expansion device designs were modified to include adjustability of the device prior to concrete

mailto:jennifer.harper%40modot.mo.gov?subject=


PROJECT INFORMATIONplacement. Repair and retrofit best practices and details that can be imple-mented without concrete deck removal were developed for existing expan-sion devices. The new designs accommodate a wide variety of superstructure sizes, configurations, from 4 to 16 inches of movement, and from 0 to 60 degree skews when used with steel girders. The new devices and device modifications were developed using infinite fatigue life criteria to exceed a design life of 40 years.

Web Links (if available) http://library.modot.mo.gov/RDT/reports/TR201506/cmr16-008.pdf

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Broken weld

http://library.modot.mo.gov/RDT/reports/TR201506/cmr16-008.pdf


New Hampshire Department of Transportation

PROJECT INFORMATIONProject Title Improve the Quality and Service Life of Water-based Pavement Marking

Paints on Pavements with High-Iron AggregatesID SPR 15680JProject Cost $46,132Duration 45 monthsSUBMITTERSubmitter Agency New Hampshire Department of TransportationSubmitter Contact Elizabeth Klemann, PE

NHDOT Bureau of Materials and Research5 Hazen DriveConcord, NH 03302603-271-8995, [email protected]

RESEARCH PROGRAMSponsor Contact New Hampshire DOT

Ann Scholz5 Hazen DriveP.O. Box 483Concord, NH 03302-0483603-271-3151, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Airports use white pavement paint marking on airport runways and yellow

paint on taxiways to allow pilots to distinguish landing strips. When the white paint was discolored by rust-like staining, it made it difficult for pilots to distinguish the runways from the taxiways. This study determined the cause of the discoloration was from the ferrous minerals found in the pave-ment aggregates. 50% of New Hampshire airports experience staining of the white pavement markings. The staining can be removed by pressure washing but will reoccur with six months to a year. The most cost-effective solution is to modify the specification for type TT-P-1952E paints to include a rust inhibitor.

Web Links (if available) http://www.nh.gov/dot/org/projectdevelopment/materials/research/proj-ects/documents/15680J-FINALREPORT.pdf

mailto:eklemann%40dot.state.nh.us?subject=

mailto:ascholz%40dot.state.nh.us?subject=

http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/15680J-FINALREPORT.pdf

http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/15680J-FINALREPORT.pdf


PROJECT INFORMATIONProject Title Instrumentation, Digital Image Correlation, and Modeling to

Monitor Bridge Behavior and Condition AssessmentID SPR 15680LProject Cost $137,680Duration 48 monthsSUBMITTERSubmitter Agency New Hampshire Department of TransportationSubmitter Contact Elizabeth Klemann, PE




RESEARCH AND RESULTSBrief Summary of Research Project The bridge in Durham, New Hampshire was fitted with both strain gauges

and GoPro® cameras to determine if off-the-shelf digital cameras could pro-vide accurate measurement of bridge movements. Strain gauges are sensors that measure how the bridge responds to a load. Bridge maintainers were concerned with the need to remove a small area of protective paint to attach the gauges. Cameras are easily clamped onto the bridge and removing them requires no paint repairs. The strain gauge data were compared to measure-ments from the camera images. There was correlation of image and strain measurements proving that this technology can be used for structural health monitoring.

Web Links (if available) http://www.nh.gov/dot/org/projectdevelopment/materials/research/proj-ects/documents/15680L-FINALREPORT.pdf

SWEETSIXTEEN



http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/15680L-FINALREPORT.pdf

http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/15680L-FINALREPORT.pdf


PROJECT INFORMATIONProject Title Validating Pollutant Load Estimates from Highways and RoadsID SPR 15680YProject Cost $77,000Duration 36 monthsSUBMITTERSubmitter Agency New Hampshire Department of TransportationSubmitter Contact Elizabeth Klemann, PE




RESEARCH AND RESULTSBrief Summary of Research Project Roadway runoff can potentially carry pollutants to nearby waterways and

wetlands. NHDOT uses the "Simple Method", a spreadsheet based calcula-tion, created by the NH Department of Environmental Services (NHDES), for comparing pre-development to post-development pollutant loads. This method uses factors and ratios and does not involve complex routing of flows or pollutants. This study compared actual pollutant loading at three roadway locations to the historical event mean concentrations used by NHDES. The historical concentrations were slightly higher than the measured concentrations for all three pollutants (e.g. TSS, TP, TN). Continued use of his-torical concentrations to estimate pollutant loads provides a factor of safety in designing filtering systems that treat runoff and provide better water qual-ity of the stormwater before entering our rivers, lakes, and wetlands..

Web Links (if available) https://www.nh.gov/dot/org/projectdevelopment/materials/research/proj-ects/documents/FHWA-NH-RD-15680Y.pdf



https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680Y.pdf

https://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680Y.pdf


New Jersey Department of Transportation PROJECT INFORMATIONProject Title Impacts of EPA 2012 Commercial Pump-Out RegulationID FHWA-NJ-2012-006Project Cost $237,342Duration 19 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners

New Jersey Department of Transportation1035 Parkway Ave Trenton, NJ 08625609-530-2419

RESEARCH PROGRAMSponsor Contact New Jersey Department of Transportation

1035 Parkway Ave Trenton, NJ 08625

RESEARCH AND RESULTSBrief Summary of Research Project The US EPA issued the Vessel General Permit (VGP) for managing vessel dis-

charges, under the Clean Water Act. As a result, commercial vessels operating in the New York/New Jersey Harbor and at Delaware River will be required to comply, including additional conditions imposed by the state. This will affect maritime commerce in terms of cost and operation to meet the VGP requirements. The objectives of this research are to (1) determine how this rule would affect maritime commerce in New Jersey, (2) perform an analysis of the US EPA standards and the VGP rules and determine their impacts on New Jersey maritime operations, and (3) determine what New Jersey needs to do to be prepared. To carry out the project tasks, information on vessels registered under the VGP Notice of Intent and vessels arrivals were solicited from the US EPA and US Coast Guard, respectively, and analyzed. A stake-holder committee was formed where key and urgent issues were discussed in several meetings. New Jersey ports and onshore storage and treatment fa-cilities were investigated. A cost analysis of alternative methods and facilities for pump-out of the discharge, storage, transport to a treatment facility, and waste treatment was performed. A protocol was developed for the maritime industry for filing VGP compliance and reporting. With the 2008 VGP expira-tion date approaching, US

EPA is proposing new, more stringent numeric technology-based effluent limitations for ballast water in the 2013 VGP. A draft sVGP for small vessels is also issued. Finally, the impact on New Jersey and commendations to the maritime industry are presented.

Web Links (if available) http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2012-006.pdf

http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2012-006.pdf




PROJECT INFORMATIONProject Title Compatibility of Highway Railroad Crossing Gates with Overhead Catenary

System High Voltage Power for TrainsID FHWA-NJ-2012-008Project Cost $256,787Duration 23 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners

New Jersey Department of Transportation, Bureau of Research1035 Parkway Ave Trenton, NJ 08625609-530-2419, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Historically, there have been some incidents where there has been contact

between crossing gate arms and the overhead catenary system (OCS) in electrified portions of the New Jersey Transit rail system. The high voltage of the OCS potentially makes such contact a potential risk. This study evaluates each crossing in electrified territory for potential of contact, and makes rec-ommendations to remediate grade crossings with the potential for contact.

Background: New Jersey Transit operates several lines and branches that are electrified and utilize overhead catenary systems (OCS) to power trains. The catenary lines are electrified to a nominal 25 kV potential. In addition, signal power lines have a nominal 6.7 kV potential, and neutral or static lines are also present. Contact between these overhead lines and crossing gate arms have occurred in the past, sometimes leading to significant damage.

Research Objectives and Approach: The purpose of this study was to evalu-ate grade crossings in electrified territory for the possibility of contact between crossing gates and overhead lines, to identify ways to prevent these events, and to reduce the consequences of these events. Records of previ-ous incidents were analyzed, and case studies of crossings with histories that suggested problems were performed. All of the crossing gate arms were evaluated for the potential to contact catenary, signal power, or static lines. Recommendations were made for all crossing gates identified as having the potential to contact overhead lines.

mailto:Research.Bureau%40dot.nj.gov?subject=


PROJECT INFORMATIONFindings: An essential aspect of the findings for this report is the need to maintain a balance between the potential for contact with catenary lines, and the fundamental purpose of crossing gate arms: to prevent grade cross-ing accidents. A summary of the findings is as follows:

• The project identified 75 crossing gate arms with the possibility of con-tacting catenary lines, and 47 crossing gate arms with the possibility of contacting signal power or static lines.

• The most serious condition, contact with catenary lines, can only occur with a complex series of events, beginning with an automobile striking a gate arm in the down position. Because of this, these are rare events.

• Ensuring that the catenary lines are on the far side of tracks will reduce the number of gates with a possibility of contact from 75 to 42.

• Doble testing of crossing gate arms in various states suggest there is no way to insulate a gate arm to allow for safe contact with a catenary line, as rainwater will provide a path for electrical conductivity.

• The use of gatesavers, possibly modified with failsafe switches that cut power when a gate arm is in the down position, is the best solution to prevent contact between gate arms and the overhead catenary lines.

• Ongoing efforts to reduce grade crossing fatalities, e.g., Operation Life-saver, should be encouraged, as vehicles striking crossing gate arms are the first step in possible contact with catenary lines.


(CONT.)

Calculations using the Pythagorean Theorem Schematic wiring for push-button switch




PROJECT INFORMATIONProject Title Impact of EPA 2012 Pump-Out Regulations - ImplementationID FHWA-NJ-2014-007Project Cost $118,426Duration 12 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project With the 2008 VGP expiration date approaching, US EPA issued the 2013 VGP.

There are changes in the 2013 VGP, requiring compliance by vessel owners and operators. As a result, the new requirements will impact the commercial vessels operating in the NY/NJ Harbor and Delaware River. Another concern was an issue related to black water discharge. Therefore, the objectives of this study were to (1) perform an analysis

of the 2013 VGPs and determine the impacts to New Jersey's maritime opera-tions; (2) determine and recommend what New Jersey needs to do to be pre-pared to implement the 2013 VGP; and (3) study issues related to black water discharge and No Discharge Zones in New Jersey. To carry out the project tasks, information and data were collected from the US EPA, US Coast Guard, National Ballast Information Clearinghouse, Tugboat Enthusiasts Society of the American, and the Research and Innovative Technology Administration and analyzed. Meetings of the project stakeholders committee were held and key issues discussed. The findings related to the new requirements of the 2013 VGP, ballast water and non-ballast water discharge limitations, admin-istrative report changes, as well as issues concerning black water discharges arendiscussed in detail and recommendations made for compliance.

Web Links (if available) http://ntl.bts.gov/lib/55000/55600/55606/FHWA-NJ-2014-007.pdf

http://ntl.bts.gov/lib/55000/55600/55606/FHWA-NJ-2014-007.pdf


Flow Diagram of Alternatives in Onshore Treatment of Graywater


PROJECT INFORMATIONProject Title Offshore Wind Development ResearchID FHWA-NJ-2014-008Project Cost $118,426Duration 12 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project With the 2008 VGP expiration date approaching, US EPA issued the 2013 VGP.

There are changes in the 2013 VGP, requiring compliance by vessel owners and operators. As a result, the new requirements will impact the commercial vessels operating in the NY/NJ Harbor and Delaware River. Another concern was an issue related to black water discharge. Therefore, the objectives of this study were to (1) perform an analysis

of the 2013 VGPs and determine the impacts to New Jersey's maritime opera-tions; (2) determine and recommend what New Jersey needs to do to be pre-pared to implement the 2013 VGP; and (3) study issues related to black water discharge and No Discharge Zones in New Jersey. To carry out the project tasks, information and data were collected from the US EPA, US Coast Guard, National Ballast Information Clearinghouse, Tugboat Enthusiasts Society of the American, and the Research and Innovative Technology Administration and analyzed. Meetings of the project stakeholders committee were held and key issues discussed. The findings related to the new requirements of the 2013 VGP, ballast water and non-ballast water discharge limitations, admin-istrative report changes, as well as issues concerning black water discharges arendiscussed in detail and recommendations made for compliance.





PROJECT INFORMATIONProject Title Landfill Closure with Dredged Materials - Desktop AnalysisID FHWA-NJ-2014-012Project Cost $196,183Duration 27 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project The report is designed to analyze the potential for closure of New Jersey

landfills using dredge material from existing Confined Disposal Facilities (CDF). The project included an update of the existing New Jersey Department of Environmental Protection (NJDEP) landfill database, the development of a rating system to identify sites with the highest potential to utilize dredged material for their closure, and the identification and preliminary investiga-tion of the top five candidate landfills based on this rating system. Due to information developed during the project it was determined that all but four of the landfills assessed or closure were considered unsuitable for closure as a result only four landfills were selected and investigate further. The results of this project can be used by the NJDOT to facilitate the efficient closure of selected landfills, the beneficial reuse of the materials in Confined Disposal Facilities CDFs, and the continued use of the state's CDFs and dredging ac-tivities.





PROJECT INFORMATIONProject Title Hot Mix Asphalt (HMA) Pay AdjustmentID FHWA-NJ-2015-007Project Cost $236,310Duration 30 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Background: In the current New Jersey Department of Transportation (NJ-

DOT) specifications, hot-mix asphalt (HMA) pavement is tested and price ad-justed for in-place air voids, total thickness, and ride quality compliances. The current pay factors in the specifications are based on empirical field data and engineering experience. The logical and defensible method to develop pay adjustments should be based on the difference between the life-cycle-cost value of the as-constructed pavement and that of the as-designed pavement.

A number of states have begun to implement longitudinal joint specifica-tions, and most are based on determinations of density. However, distress at the joint is caused by the ability of air and water to enter the pavement structure, which is also related to permeability. This study will recommend the specification limits for air voids at the longitudinal joint based on density and permeability testing results and perform risk analysis for the proposed pay equations.

The requirement on interface bonding strength has not been specified in the construction specification before. The interface bonding between asphalt layers are affected by many factors, such as tack coat type and rate, surface roughness, and testing conditions. Therefore, analysis is needed to determine the minimum requirement of interface bonding strength to withstand the interface stress caused by vehicular loading.

Potential Impact or ImplementationThe following recommendations were made to implement the developed longitudinal joint specification:


PROJECT INFORMATION• Provide contractors opportunities to obtain joint cores for quality control

purpose, even projects that do not include the pay adjustment for joint density

• Apply a proportion of bonus/penalty during the first year after imple-menting the joint density specification

• Offer training in longitudinal joint construction to contractors before implementing the specification with pay adjustment

Monitoring joint deterioration using pavement condition data taken from the NJDOT Pathway vehicle and relate pavement performance at the longitu-dinal joint to the air voids measured at the joint


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PROJECT INFORMATIONProject Title Oversize/Overweight Permitting Practices Review - Phase I (NJ-2011-002)ID NJ-2011-002Project Cost $57,249Duration 13 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project This study explores the experiences and best practices of oversize/over-

weight (OS/OW) permitting agencies in the United States and offers insight into potential opportunities available to improve OS/OW permitting in the State of New Jersey. The study provides a cursory review of OS/OW permit-ting practices for the lead permitting agencies in all 50 states and a detailed review of OS/OW activities within Delaware, Maryland, New York, Pennsyl-vania, and Virginia, and relates these experiences to New Jersey’s existing practices.

Web Links (if available) http://www.state.nj.us/transportation/refdata/research/reports/NJ-2011-002.pdf

http://www.state.nj.us/transportation/refdata/research/reports/NJ-2011-002.pdf



PROJECT INFORMATIONProject Title Oversize/Overweight Permitting Practices Review - Phase IIID NJ-2013-001Project Cost $100,000Duration 15 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project This study explores a more detailed analysis of the permitting process in

the Mid-Atlantic Region and delves into operational practice, and theory and history of the practice among states. The states practices examined in greater detail include Connecticut, Delaware, Maryland, New Jersey, New York, Pennsylvania, and Virginia. Information previously gathered in Phase I provided a starting point for this more comprehensive analysis in Phase II including an extensive regulatory review and analysis for each of the states in the study including fee structure, fine structure, escort policy, non-interstate road jurisdiction, and routing considerations. A summary of findings and a series of recommended actions and implementation steps have been pro-vided to assist New Jersey DOT in more closely aligning their regulations and operations to those of the surrounding states in an effort to support industry needs while continuing to prioritize safety in the state of New Jersey.





PROJECT INFORMATIONProject Title Oversize/Overweight Public Documentation Benchmarking and Effectiveness

StudyID NJ-2015-005Project Cost $54,040Duration 10 monthsSUBMITTERSubmitter Agency New Jersey Department of TransportationSubmitter Contact Camille Crichton-Sumners




RESEARCH AND RESULTSBrief Summary of Research Project Operating commercial vehicles in the United States reguires an understand-

ing of complex Federal and State regulations and policies which often differ from state to state and even at the municipal level within a state. Operators of oversize and overweight vehicles face additional regulations and require-ments that are often presented in dense , legal documents that are difficult to read and understand. Due to these issues, this reseach attempts to iden-tify national best practices for information dissemination on size and weight limits and recommends both material and methods that can be employed by state DOTs to better educate operators, and thus increase compliance with regulations.





New Mexico Department of Transportation PROJECT INFORMATIONProject Title Optimization of Elastic Polymer Modification Rates Based

on Contemporary Relative Costs vs. Benefits.ID NM14-MSC-01-008Project Cost $15,000Duration 22 monthsSUBMITTERSubmitter Agency New Mexico Department of TransportationSubmitter Contact Stephen J. Hemphill, P.E.

P.O. Box 94690 Albuquerque, NM 87199 505-798-6734; [email protected]

RESEARCH PROGRAMSponsor Contact New Mexico Department of Transportation

James Gallegos, P.E., NMDOT Materials Engineer Materials Lab1120 Cerrillos Rd Santa Fe, NM 87504

RESEARCH AND RESULTSBrief Summary of Research Project SBS use has become commonplace, however this project concentrated on

quantifying the benefit of going to an elastomeric vs. plastomeric modi-fier as well as determining the direction of future studies. Additional initial up-front (construction costs) were estimated to be less than 5%, with actual quotes from contractors to change from a PG70-28 to a PG70-28+ averaging less than $2 per ton for H/WMA or from 3% to 4%. Life extension has been estimated to be over 20%. Currently New Mexico spends about $100 million per year on H/WMA with a typical lifetime of 10 years (mostly mill and fill). Using these estimates and a discount rate of 3%, adding two years to the life of the roadways will cost approximately $3.5 million per year and will, when current roadway surfaces are replaced, save approximately $8 million per year. Further, during Phase 2 levels of polymer addition will be analyzed with MSCR, mechanistic analyses, and other tests to be determined to further optimize the economics of quantifying the level of polymer, especially since the relative cost of asphalt vs. e.g. SBS have changed dramatically.

LTPP PG grading recommendations (LTPPBind) were determined when asphalt binder was approximately $100 per ton (1990's), and e.g. SBS was ~$2,000 per ton. In 2007 and 2008, the price of crude skyrocketed, leading briefly to a 7 or 8 fold increase in the cost of asphalt. This tipped the econom-ics for refineries in favor of installing crackers, to maximize the higher profit lighter distillates. This also increased the availability of products for SBS production. Although the price of asphalt has since dropped in half from the peak of 2008, it's still 3 or 4 times what it was when LTPPBind was published, and SBS is still ~$2,000 per ton.

SWEETSIXTEEN

mailto:stephen.hemphill%40state.nm.us?subject=


PROJECT INFORMATIONAlthough it is easy to look up a dogmatic level of PG grading for a certain location based on temperature and traffic, the fact is an engineering solution like this considers the costs and benefits of additional polymerization, as the suitability of a specific PG grade does not just drop off precipitously, but is the superposition of the two curves. As the cost of improving the product drops with reference to the increasing benefit, life cycle analysis will show an increase of polymerization is in order to maximize relative benefit. Therefore, the subsequent phase of this project will analyze that information, along with the increased knowledge of elastic polymer modification gleaned over the last 20 years, in order to optimize the level of modification.

Web Links (if available) http://dot.state.nm.us/content/dam/nmdot/Research/NM14MSC-01_Plus-GradeBinder_final%20report.pdf

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http://dot.state.nm.us/content/dam/nmdot/Research/NM14MSC-01_PlusGradeBinder_final%20report.pdf

http://dot.state.nm.us/content/dam/nmdot/Research/NM14MSC-01_PlusGradeBinder_final%20report.pdf


PROJECT INFORMATIONProject Title River Restoration Through Application of Fluvial Geomorphological Theory

vs. Reactive RepairsID NM14ENV-01Project Cost $59,899Duration 8 monthsSUBMITTERSubmitter Agency New Mexico Department of TransportationSubmitter Contact Amy Estelle, PhD

NMDOT Research Bureau7500B Pan American FreewayP.O. Box 94690Albuquerque, NM 87199

RESEARCH PROGRAMSponsor Contact New Mexico Department of Transportation

James Gallegos, P.E., NMDOT Materials Engineer Materials Lab1120 Cerrillos Rd Santa Fe, NM 87504

RESEARCH AND RESULTSBrief Summary of Research Project Because the NMDOT has extremely limited right-of-way in which to work, it

is not often in the business of ecological restoration. The condition of the channel under NMDOT structures, whether it is causing sedimentation or erosion, is nearly entirely the result of upstream watershed management. However, as climate change-driven droughts, fires, and floods are expected to become more frequent, an increased burden has been placed on the NMDOT to continue to deliver the same level of quality and safety without an increase in funding or manpower.

The fundamental idea behind this project is that an expanded scope of work venturing beyond the right-of-way, coupled with a professionally-designed and implemented restoration plan, can achieve a healthy river system that has room to flood, will not damage transportation infrastructure and thus increase its lifespan, and require nearly zero amount of maintenance. It has become increasingly apparent that healthy streams will less frequently de-stroy roadways and that healthy rangelands do not cause zero visibility dust storms. These dangerous events are the result of ecosystems that are out of balance and are nearly impossible to manage consistently. If the NMDOT is looking at long-term solutions to some of its most pressing problems, per-haps it is indeed in the business of restoration.



New York State Department of Transportation PROJECT INFORMATIONProject Title Designing, Developing and Implementing a Living Snow Fence Program for

New York StateID C-06-09Project Cost $436,624Duration 83 monthsSUBMITTERSubmitter Agency New York State Department of TransportationSubmitter Contact Gary Frederick

NYSDOT50 Wolf RdAlbany NY 12232518-457-4645, [email protected]

RESEARCH PROGRAMSponsor Contact New York State Department of TransportationRESEARCH AND RESULTSBrief Summary of Research Project This study found that Living Snow Fence (LSF) of various vegetation types

can create snow trapping potential equal to the annual quantity of blowing snow at an average site in NYS as early as three years after planting, much earlier than the seven to twenty years or longer often described in the litera-ture. Related to this, as LSF grow and increase in height, they continue to add snow storage capacity. As fence snow storage capacity continues to exceed the quantity of blowing snow at the site by larger and larger amounts, this reduces the length of the downwind drift that forms around the fence during the snow season.

These findings show LSF can be effective much sooner than previously as-sumed and can be safely situated nearer the road than previously assumed, due to reduced setback requirements resulting from reduced drift lengths caused by large storage snow capacity. Applying these design standards along with installation and maintenance best practices developed in this project can increase LSF feasibility and effectiveness. Well designed and man-aged LSF yield economic, safety and environmental benefits to transporta-tion agencies and the public.

Much of this project was focused on training and technology transfer. With the training, the intention was that class participants could use the protocols and best practices developed and disseminated to address blowing snow problems in various locations around the state. The technology transfer included consultations with NYSDOT staff outside the training and overview presentations to groups such as the Cornell Local Roads program.

Web Links (if available) https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-09_Final%20Report_0.pdf

mailto:gary.frederick%40dot.ny.gov?subject=

https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-09_Final%20Report_0.pdf

https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-09_Final%20Report_0.pdf


North Carolina Department of Transportation

PROJECT INFORMATIONProject Title In-Situ Determination of Emulsion Application Rate for Tack Coats

and Surface TreatmentsID 2014-03Project Cost $197,000Duration 28 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact Mustan Kadibhai, P.E.

Research Engineer, NCDOT Research and Development1549 MSCRaleigh, NC 27699-1549919-508-1819, [email protected]

RESEARCH PROGRAMSponsor Contact North Carolina Department of Transportation

Neil Mastin, P.E.; Research Manager, NCDOT Research and Development1549 MSC, Raleigh, NC 27699-1549919-508-1865, [email protected]

RESEARCH AND RESULTSBrief Summary of Research Project Background:

Emulsions are used as tack coats to bond asphalt concrete layers and as a bonding agent for aggregates in chip seals. The rate of emulsion application is critical to the performance of both tack coats and chip seals. It has been demonstrated that field emulsion application rates (EARs) can be highly variable. Emulsion application can vary transversely across a pavement due to variability in emulsion output and fan patterns among distributor nozzles. Emulsion application can also vary longitudinally along the length of paving as a result of fluctuations in distributor speed and flow rates. In addition, the existing paving surface will absorb a fraction of emulsion ap-plied which will be unavailable to act as a bonding agent for aggregate or asphalt concrete placed on top of the emulsion. Thus, it is important to dif-ferentiate between total EAR and "effective" EAR available for bonding. The importance of surface absorption is considered in many tack coat and chip seal design methods. However, specified adjustments to EARs to account for surface absorption lack experimental or theoretical basis. Existing methods for quality control (QC) of EAR are very limited. The only standardized test procedure is ASTM D 2995, which targets calibration rather than in-situ measurements and does not allow for capture of the effective EAR.

Specific Research Objective:1. To identify issues in determining EARs in the field.2. To develop a recommended field test for determination of EARs at spe-

cific locations along a roadway for QC purposes

SWEETSIXTEEN

mailto:mkadibhai%40ncdot.gov?subject=

mailto:%20jmastin%40ncdot.gov%20?subject=


PROJECT INFORMATIONWhat research work was done?A literature review was conducted to identify existing test methods for QC of EARs, sources of variability in the EAR, and issues in determining EARs in the field. The Tack Lifter was developed as a simple and efficient means for in-situ measurements of applied EAR and effective EAR, neglecting emul-sion absorbed by the paving surface to improve QC measures. The Tack Lifter consists of a weight device, frame, and absorbent sheet. Following emulsion application by a distributor, the frame is applied to the surface of interest to seal the test area. The absorbent sheet is inserted into the frame and the weighted device is applied. Emulsion is absorbed into the sheet. The weight of emulsion combined with the sheet area is used to obtain a spot check of EAR. Tests can be applied directly to the paving surface to provide a measure of effective EAR. Alternatively, tests can be applied to pans placed on the paving surface prior to emulsion application to provide a measure of the applied EAR. The difference between applied and effective EARs measured by the Tack Lifter allows for quantifying the rate by which a pavement absorbs applied emulsion. Comprehensive laboratory and field experiments were conducted to develop and evaluate the use of the Tack Lifter for QC of EAR. In addition, ASTM D 2995 was evaluated.

Impact, or Potential Impact, of Implementing Research ResultsA proposed practice for QC of EARs was developed. The practice includes three test procedures: 1. ASTM D 2995 Test Method B for QC of transverse variability in the ap-

plied EAR. 2. Tack Lifter tests applied in the wheel path to flat, steel pans and the pav-

ing surface on a test pavement section to quantify the rate by which the pavement absorbs emulsion and correspondingly, guide adjustment of the target EAR,

3. Tack Lifter tests conducted on elevated plates following removal from the roadway for QC of longitudinal variability in the applied EAR.

Web Links (if available) https://connect.ncdot.gov/projects/planning/Pages/ProjDetails.aspx?ProjectID=2014-03

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https://connect.ncdot.gov/projects/planning/Pages/ProjDetails.aspx?ProjectID=2014-03



PROJECT INFORMATIONProject Title Planning-Level Extensions to NCDOT Freeway Analysis ToolsID 2015-09Project Cost

Duration 19 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact Ernest Morrison, P.E.

Research Staff Engineer, NCDOT Research and Development1549 MSCRaleigh, NC 27699-1549919 508 1874, [email protected]




Conducting a full operational analysis of freeway facilities is a challenging undertaking, as most available methods either lack the necessary detail for specific geometry and demand patterns, or are very data and cost-intensive to implement. For the past few years, NCDOT has been using a customized software application for conducting in-house analyses of freeway facilities, with a special emphasis on work zones. The analysis methodology and as-sociated software tool, FREEVAL-WZ, were deliverables from a prior NCDOT research effort (2010-08). The methodology is founded on the analytical method for evaluating freeway facilities in the most recent Highway Ca-pacity Manual, but has been enhanced to incorporate work-zone analysis details, as well as some state-specific defaults for its application in North Carolina.

The particular focus of this project is on implementing a series of planning-level analysis extensions to the methodology. Planning-level freeway (work zone) analyses are oftentimes performed in a "data poor" analysis context, where the available data is limited to basic freeway geometry characteristics and daily traffic demand patterns. Detailed peak-hour volume estimates are oftentimes not available at the early stages in a project. Further, in a planning-level application for work zones, a key decision of interest is when to close lanes and for how long, which ultimately calls for a full-day analysis context. Finally, customized output reports are needed to present key per-formance metrics in a standardized and readily usable format.

mailto:eemorrison%40ncdot.gov?subject=



PROJECT INFORMATIONSpecific Research Objective:The objectives of this project was to :1. Develop traffic volume distributions by freeway facility type and time of

day for North Carolina freeways; 2. Enhance the FREEVAL-WZ tool through additional planning-level en-

hancements, including customized output features such as PDF reports; and

3. Improve the user-friendliness, reliability and computational perfor-mance of the FREEVAL-WZ tool.

What research work was done?The research team collected and investigated the hourly volume data from permanent and temporary traffic count stations across North Carolina. By investigating the traffic volumes, the research team has developed a set of default hourly traffic distributions that can be used to analyze freeway facilities based on HCM context with only AADT. Also, the research team has used new work zone analysis methodology based on NCHRP 03-107 in the FREEVAL-WZ tool.


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PROJECT INFORMATIONProject Title Ecology of Corynorhinus townsendii virginianus in North CarolinaID FHWA/NC/2013-35Project Cost $307,278Duration 30 monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact John Kirby

NCDOT104 Fayetteville StRaleigh, NC [email protected], 919-508-1816




The North Carolina Department of Transportation (NCDOT) has several State Transportation Improvement Projects (STIP) scheduled in Avery, Caldwell and Watauga counties. At the intersection of these three counties is the pri-mary winter roost site of an endangered bat species, the Virginia big-eared bat (VABEB), Corynorhinus townsendii virginianus. The species has a very limited range in the eastern U.S., and very little was known about it. Only 12,000 to 20,000 Virginia big-eared bats remain in N.C., T.N., W.V., V.A. and K.Y. These docile animals provide a valuable service by eating many harmful insects on their nightly excursions. The major causes of the species' decline are loss of habitat, vandalism, and increased human visitation to maternity roosts and hibernacula. Virginia big-eared bats are extremely sensitive to human disturbance. Even slight disturbances can cause adults to aban-don caves, abandon young, and force bats to use valuable energy reserves needed to survive hibernation. As a result, anticipating whether the effects of NCDOT highway and bridge projects by the presence of this species was not understood by NCDOT biologists or any other state or federal agency. STIP projects are proposed in the three counties within ten miles of known VABEB occurrences, a distance that bats can easily fly in one night. The most notable of the STIP projects occurring near the VABEB roost is STIP R-2566, the proposed widening of N.C. 105 in Watauga county.

Specific Research Objective:Virginia big-eared bats are extremely difficult to capture with nets. Although the bats were known to be in the vicinity of STIP R-2566, two summers of mist-netting survey work by NCDOT staff had not produced any data about

mailto:jkirby%40ncdot.gov%2C?subject=



PROJECT INFORMATIONthe species. U.S. Fish and Wildlife Service staff concluded that more infor-mation must be collected on the VABEB before formal consultation under the Endangered Species Act could occur. The project(s) could not proceed until more information was obtained.

NCDOT contracted with researchers at Indiana State University's Center for Bat Outreach, Research and Conservation. Graduate student Joey Weber and other researchers used advanced radio telemetry techniques to discov-er more about the migration routes and foraging areas used by these bats. Cave entrances were monitored with acoustics and night time emergence counts were recorded. Contact was established with approximately 20 private property owners to gain property access to bat roosts and foraging telemetry stations. Telemetry towers with data loggers were installed near North Carolina's Grandfather Mountain, including 5 points along N.C. 105. Tiny radio transmitters were attached to the backs of captured bats. Weber captured 42 bats in caves on Grandfather Mountain and other springtime roosts, attaching tiny radio transmitters to their backs. Researchers tracked the bats to caves at the base of Beech Mountain, North Carolina, eight miles away and to 31 additional roosts. This is the first time maternity roosts have been found in North Carolina. One transmitter was found in scat after the bat ran afoul of an owl and another was tracked to the basement of an unfinished house in a nearby golf course community. In addition, the re-searchers developed conservation outreach materials for the general public and private land owners affected by the VABEB.

The research provided NCDOT with essential data for writing Biological Assessments as mandated under the Endangered Species Act to determine the effects on STIP R-2566 and other STIP projects, and developed potential conservation measures for VABEBs. In addition, it provided the US Fish and Wildlife Service with the necessary data to produce Biological Opinions necessary to allow STIP projects to proceed.


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PROJECT INFORMATIONProject Title CFRP Strands in Prestressed Cored Slab UnitsID FHWA/NC/2014-09Project Cost $217,758Duration 21monthsSUBMITTERSubmitter Agency North Carolina Department of TransportationSubmitter Contact F. Rasay Abadilla, Jr., P.E.

Research Staff Engineer, NCDOT Research and Development1549 MSC, Raleigh, NC 27699-1549919 508 1832, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Steel-cable, prestressed concrete cored slab superstructures are commonly

used for bridges in coastal North Carolina (NC). This type of bridge is sub-jected to an aggressive marine environment, so corrosion of the internal reinforcement is of significant concern. Several of these bridges in NC are in need of repair or replacement after having been in service for little more than 40 years.

To prevent corrosion in future cored slab superstructures, the North Carolina Department of Transportation (NCDOT) chose to evaluate the performance of cored slabs reinforced with non-corroding Fiber Reinforced Polymer (FRP) instead of traditional steel. The objective of the study was to investigate the performance of cored slabs prestressed with carbon FRP (CFRP) strands and reinforced with glass FRP (GFRP) stirrups. The structural performance of these experimental cored slabs was compared to that of steel control specimens to evaluate their suitability with respect to the current standard design. The general objective was accomplished through the following specific tasks:

Previous research in the field of FRP reinforcement was reviewed, with an emphasis on FRP prestressing.• FRP material tests were performed to confirm manufacturers' design

values.• The bond properties of the CFRP prestressing strands were compara-

tively measured using tests on beam-end specimens• The current standard NCDOT cored slab design was reviewed and an all-

FRP substitute reinforcing scheme for cored slabs was designed.

mailto:rabadilla%40ncdot.gov%20?subject=



PROJECT INFORMATION• Three full-scale, 45 ft. long cored slabs were cast and tested to failure

in flexure. Two of the specimens were reinforced with FRP and a third served as a steel-reinforced control specimen.

• Three full-scale, 15 ft. long cored slabs were cast and tested to failure in shear. Two of the specimens were reinforced with FRP and the third served as a steel-reinforced control specimen.

• The tests of the steel and FRP reinforced specimens were compared to each other and to their calculated design strengths.

This report presents the findings from the literature review, testing, and analysis of the test data. Specific findings include the following:

• A large body of research exists on the topic of FRP prestressing. Test results have shown that the capacity of FRP prestressed concrete mem-bers can equal or exceed that of equivalent steel prestressed members.

• A growing number of FRP prestressed bridge decks and piles are being implemented by Departments of Transportation across the country and abroad.

• The manufacturers' reported values for the mechanical properties of the CFRP strand and GFRP rebar used in this project are accurate.

• The voids in a hollow cored slab can float during casting, which has been observed by others, and dramatically weakens the cored slab sec-tion. Care must be taken to prevent this phenomenon during construc-tion when using either steel or FRP reinforcement.

• The experimental flexural capacity of the properly manufactured FRP reinforced cored slab was 9% greater than the capacity of the steel re-inforced control cored slab, however, this capacity was 10% lower than the unfactored ACI 440.4R (2004) capacity.

• The presence of closely spaced, large diameter GFRP stirrups in the compression zone of the FRP reinforced cored slabs appears to have triggered premature compression zone failure in one of the specimens.

• Even with the postulated effect from the GFRP stirrups, ACI 440.4R (2004) predicts a safe flexural design strength that is 8% lower than the experimental flexural capacity.

• The GFRP stirrups remained intact after all full-scale tests.• ACI 440.4R (2004) provided conservative predictions for shear strength.• Due to the nature of the prestressed cored slab section studied, shear

failure is unlikely to be a design concern, as the flexural failure mode dominates the behavior for this section.

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PROJECT INFORMATIONBased on these findings, the all-FRP reinforcement scheme for cored slabs should be a suitable structural replacement for the current design using steel reinforcement. However, the GFRP stirrups may have had a deleteri-ous effect on the strength of the cored slabs. This effect should be explored further so that it may be quantified, and perhaps mitigated. An alternative arrangement of corrosion resistant shear reinforcement would likely ad-dress this situation.

Impact, or Potential Impact, of Implementing Research Results:1) Revise Documents - CFRP strands could be added to the ASTM Specifica-tions and the Bridge Design Specifications.2) Application to Processes - Design tool for highly corrosive sites.3) Application to Projects - Possible application of CFRP in highly corrosive sites where the bridge is close to the saltwater environment.

A life cycle assessment to evaluate the true economic benefit of replacing corrosive steel-reinforced structural systems in aggressive environments with more durable FRP alternatives is recommended.

Web Links (if available) https://connect.ncdot.gov/projects/planning/Pages/ProjDetails.aspx?ProjectID=2014-09

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Ohio Department of Transportation PROJECT INFORMATIONProject Title Evaluation of the Effectiveness of Salt Neutralizers for Washing Snow and Ice

EquipmentID 134718Project Cost $184,758Duration 16 monthsSUBMITTERSubmitter Agency Ohio Department of TransportationSubmitter Contact Cynthia Jones

1980 West Broad Street, MS 3280Columbus, OH 43223614-466-1975, [email protected]

RESEARCH PROGRAMSponsor Contact Ohio Department of Transportation

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

RESEARCH AND RESULTSBrief Summary of Research Project In winter maintenance, the chloride-based deicers used to keep roadways

clear of snow and ice are highly corrosive to vehicles and equipment. Corro-sion of snow and ice equipment is a major issue causing increased mainte-nance and repair costs, reduced vehicle life, and increased vehicle downtime. Statistics show that road salt causes approximately $1500/ton of damage to vehicles, bridges, and the environment. Washing of winter maintenance equipment after exposure to ice control chemicals has been suggested as one possible solution to minimize corrosion. However, washing with soap and water has been shown to be insufficient in removing residual salt from winter maintenance vehicles. Treating winter maintenance equipment with salt neutralizers, used in a variety of household and industrial applications, has been shown to prevent corrosion.

Although the consensus points to the need for a reliable and easy to imple-ment corrosion prevention strategy, at present there is not sufficient infor-mation available to determine the effectiveness of different wash systems at preventing corrosion. As the corrosion reduction data of salt neutralizer solu-tions on bare and coated metal surfaces is lacking, a systematic study has been carried out to provide quantitative information. A parallel study of six commercially available salt neutralizers is carried out for comparison. Analy-sis of the salt neutralizer solutions was carried out using contact angle, Ultra Violet-visible spectroscopy (UV-vis), and Scanning Electron Microscopy iii

mailto:Cynthia.Jones%40dot.ohio.gov?subject=

http://www.dot.state.oh.us/research/


PROJECT INFORMATIONimaging (SEM). Corrosion inhibition for several metals treated with salt neu-tralizer was determined using potentiodynamic measurements and acceler-ated weight loss analysis (ASTM B117). When considering the effects of cor-rosion on winter maintenance equipment, it is important to study not only steel but also various "soft metals" (copper, aluminum, brass, etc.) that can be found in the wiring and other parts of the fleet. Electrical Impedance Spec-troscopy and visual inspection were used to determine the ability of coated metal samples to prevent corrosion. A cost benefit analysis was completed to determine what specific conditions directly impact the cost effectiveness of corrosion prevention strategies.

Web Links (if available) http://ntl.bts.gov/lib/51000/51600/51626/134718_FR.pdf

http://ntl.bts.gov/lib/51000/51600/51626/134718_FR.pdf


PROJECT INFORMATIONProject Title Development of Strategic Enterprise Architecture Design for ODOTID 134756Project Cost $529,980Duration 17 monthsSUBMITTERSubmitter Agency Ohio Department of TransportationSubmitter Contact Cynthia Jones




RESEARCH AND RESULTSBrief Summary of Research Project See attached fact sheet.

The objective of this research was to develop a strategic enterprise architec-ture design for ODOT. To accomplish this task, the researcher

(1) completed an analysis and documented the `as is' organization wide business processes and supporting information systems architecture at ODOT, and (2) made recommendations for a `to be' future state business process and information system architecture. Based on the analysis, recommendations were provided for appropriate governance mechanisms and change man-agement procedures.

FHWA Division Office was very pleased by the concept, development and engagement in this project. Other states have requested information on this unique research project. The recommendations are being implemented through the Technology Council created in early 2015 and through the de-velopment of an integrated system “OAKS PLUS” to manage much of the DOT business.

Web Links (if available) http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsand-plans/Reports/2014/Administration/134756_FR.pdf?Mobile=1



http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2014/Administration/134756_FR.pdf?Mobile=1

http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2014/Administration/134756_FR.pdf?Mobile=1


PROJECT INFORMATIONProject Title Plow Blade OptimizationID 134817Project Cost $172,218Duration 24 monthsSUBMITTERSubmitter Agency Ohio Department of TransportationSubmitter Contact Cynthia Jones




RESEARCH AND RESULTSBrief Summary of Research Project Snow plow blades are bolted to a snow plow, and are the component of

the plowing system that makes contact with the roadway surface. Chang-ing plow takes time, and can be dangerous, so this research compared the cost-effectiveness of using specialty blades compared to the costs for using ODOT's current flame-hardened steel blade (standard blade) and procedures for replacing these standard blades. Two years of measurements and data were evaluated and the researcher found an average savings of $778 per PolarFlex blade and $426 per XL Classic blade implemented in place of a standard blade. ODOT staff is using this information in determining which blades are appropriate for use in their plowing operations.

Web Links (if available) http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12839



http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12839



PROJECT INFORMATIONProject Title Evaluation of Alternative Methods of Temporary Traffic Control on Rural,

One-Lane, Two-Way HighwaysID 134846Project Cost $225,753Duration 16 monthsSUBMITTERSubmitter Agency Ohio Department of TransportationSubmitter Contact Cynthia Jones




RESEARCH AND RESULTSBrief Summary of Research Project See attached newsletter and Technology Tomorrow tech brief.

We assessed the state-of-the-practice for alternative methods for rural, one-lane, two-way temporary traffic control for maintenance operations, con-ducted field studies, compared agency costs and benefits, and conducted a motorist delay analysis. Based on the findings of this research, the research team recommended that the Ohio Department of Transportation (ODOT) use red/yellow lens automated flagger assistance devices (AFADs) and portable traffic signals (PTSs), when appropriate, to control traffic approach-ing the one-lane section of a two-lane highway. AFADs are most suitable for short-term stationary operations that last a few hours up to one day. Due to their smaller size, AFADs are best suited for narrow roadways with limited to no shoulders. As the work duration increases, PTSs become a viable op-tion. Due to the additional time it takes to deploy and setup PTSs, the work activity should last at least a half a day. Due to their larger size, PTSs are best suited for higher volume roadways with shoulders and relatively flat side slopes. Traditional flagging procedures should still be used at maintenance operations where these devices are not suitable due to work duration or other site/work characteristics.

Web Links (if available) http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12485






Oklahoma Department of Transportation

PROJECT INFORMATIONProject Title Creep Compliance and Percent Recovery of Oklahoma Certified Binders Using

the Multiple Stress Creep Recovery (MSCR) MethodID SP&R 2248SPRY-0010(56)RSProject Cost $210,295Duration 26 monthsSUBMITTERSubmitter Agency Oklahoma Department of TransportationSubmitter Contact Gary Hook

ODOT200 NE21 Oklahoma City, Oklahoma 73105405-522-1042

RESEARCH PROGRAMSponsor Contact Oklahoma Department of Transportation

200 NE 21st StreetOklahoma City, OK 73105

RESEARCH AND RESULTSBrief Summary of Research Project In recent years, the use of polymer-modified binders in the United States has

grown tremendously. Nationally, asphalt industries use more than 22 million tons of neat binders and over 7.5 million tons (about 25% of the total use) of polymer-modified (e.g., styrene-butadiene-styrene (SBS), styrene-buta-diene-rubber (SBR)) binders in producing about 600 million tons of asphalt concrete (AC) mixes annually. Oklahoma consumes about 200,000 tons of asphalt binders, of which about 50,000 tons are polymer-modified, in pro-ducing about 4 million tons of asphalt mixes. In addition, Oklahoma Turnpike Authority (OTA) consumes about 100,000 tons of asphalt binders annually in producing about 2 million tons of AC mixes. The AASHTO T 315 method (AASHTO, 2008), based on a study of neat (unmodified) binders, is being used by the asphalt industry to characterize polymer-modified binders, which may not properly characterize polymer-modified binders (Horan, 2011). Likewise, the usage of reclaimed asphalt pavement (RAP) in preparing new mixes has increased in recent years due to a national movement toward using the “green paving” technology. Thus, the characterization of recovered binder from RAP is required to attain proper blending with virgin binder. Such characterization of the recovered binder at high temperature is currently being performed in accordance with the AASHTO T 315 method even though this method cannot detect the presence of polymer, if any, in the recovered binder. Validated the AASHTO standard and changed the state specification for testing.

Web Links (if available) http://l92018.eos-intl.net/elibsql16_L92018_Documents/FHWA-OK-14-19%202248%20Zaman.pdf

http://l92018.eos-intl.net/elibsql16_L92018_Documents/FHWA-OK-14-19%202248%20Zaman.pdf

http://l92018.eos-intl.net/elibsql16_L92018_Documents/FHWA-OK-14-19%202248%20Zaman.pdf


Rhode Island Department of Transportation

PROJECT INFORMATIONProject Title Using Urban Organic Residuals to Improve Soil Function on RoadsidesID SPR-2(32)-2332Project Cost $136,052Duration 43 monthsSUBMITTERSubmitter Agency Rhode Island Department of TransportationSubmitter Contact Colin A. Franco, P.E.

RI Department of TransportationTwo Capitol Hill, Room 018Providence, RI 02903 (401) 222-2524 x4110, [email protected]

RESEARCH PROGRAMSponsor Contact Rhode Island Department of Transportation

RESEARCH AND RESULTSBrief Summary of Research Project This project grew out of a study to identify salt tolerant grasses. During its

course, it was discovered that the greater impediment to longevity was the level of nutrients in the soil. This looked at how to improve the survivability of roadside grasses, using nutrient sources that are available as waste prod-ucts. A blend of materials at different rates were used to identify the opti-mum.

The identified blend and rate is expected to address the “browning” of the grasses that often occurs early in the desired life span. Aside from making the roadsides more appealing, the healthy grasses are expected to contrib-ute to more stable embankments. In addition, since this is a waste product with limited use otherwise (concerns exist regarding contamination of food-stuffs), the cost is expected to be more constrained.


mailto:colin.franco%40dot.ri.gov?subject=


PROJECT INFORMATIONProject Title Stimulating Transformational Thinking for Long Term Resilience Planning:

Port of Providence (RI) Demonstration Project ID SPR-2(33)-2360Project Cost $119,123Duration 19 monthsSUBMITTERSubmitter Agency Rhode Island Department of TransportationSubmitter Contact Colin A. Franco, P.E.



RESEARCH AND RESULTSBrief Summary of Research Project This project looks at planning and assessing the impacts of storm events on

port facilities. It evaluates tools for visualization of the impacts at various lev-els, with the ability to vary parameters such as category levels for hurricanes in real time. It has brought together a wide variety of stakeholders (federal, state, local and private) in the port to represent a range of perspectives and look at options for promoting the resilience of the facilities.

This approach promotes improved communication between stakeholders about the effects of storm events on elements of the ports, with possible approaches based on the impact levels of storms. This will help improve consensus among the group. This in turn will assist decision makers in deter-mining the best approaches to keep ports functioning or failing that, to bring the ports back on-line. Although this targets coastal areas, it’s important to anyone who depends on ports to ship and receive goods and materials.




PROJECT INFORMATIONProject Title Coupling GPR and IR Thermography to Detect Damage in

Reinforced Concrete Bridge DecksID SPR-2(34)-2367Project Cost $66,927Duration 11 monthsSUBMITTERSubmitter Agency Rhode Island Department of TransportationSubmitter Contact Colin A. Franco, P.E.



RESEARCH AND RESULTSBrief Summary of Research Project This project will correlate data from ground penetrating radar and infrared

thermography to increase the confidence over the results from either meth-od on its own. It will also provide guides to collect and evaluate the data to facilitate the use of the information.

This will assist bridge inspectors and engineers in assessing hidden damage to structures to better assess the overall condition and provide more accu-rate ratings. The data will also allow designers to determine the level of work required to repair/rehabilitate structural elements and make better estimates for quantities when developing plans for projects.


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South Carolina Department of Transportation PROJECT INFORMATIONProject Title Support for the Development and Implementation of an Access Management

Program through Research and Analysis of Collision DataID FHWA-SC-15-02Project Cost $272,887Duration 21 monthsSUBMITTERSubmitter Agency South Carolina Department of TransportationSubmitter Contact Terry Swygert

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

RESEARCH PROGRAMSponsors South Carolina Department of Transportation

1406 Shop RoadColumbia, SC 29201

RESEARCH AND RESULTSBrief Summary of Research Project Overview

The South Carolina Access and Roadside Management Standards (ARMS) provides standards and guidelines for permitting access encroachments onto SCDOT right-of-way. In April, 2013, SCDOT initiated research that would be used to update this manual with the intent that recommended changes could result in a reduction in crashes, injuries, and fatalities on South Caro-lina roadways. The research examined current and historical practices used by other transportation agencies with regard to access management. Us-ing empirical data collected along several corridors that ranked highest in driveway related crashes, the researchers statistically analyzed and identified the correlation of access issues with crash data. Crash data were associated with driveways using complex Geographic Information System (GIS) model-ing tools.

Key FindingsThe statistical analysis identified several significant independent variables that influence crash rates. The results indicate that increasing the distance between driveways, increasing the number of entry lanes, and having a raised median will decrease driveway related crashes. Conversely, increas-ing driveway width, corridor volume and corridor speed limit will increase crashes. Similarly, a driveway with high turnover land use, a driveway with full access (as opposed to right-in/right-out), and the presence of nearby signalized intersections will increase crashes.

mailto:swygerttl%40scdot.org%20?subject=


PROJECT INFORMATIONA summary of key findings:• Converting a full access driveway to a right-in/right-out will reduce drive-

way crashes by 55%.• Driveways within 150' of an intersection have nearly twice the crash

frequency of driveways 150' to 300' from an intersection.• Better access policies result in lower crash severity, not just frequency.• Higher turnover land uses such as fast-food restaurants and gas stations

have over twice the crash frequency of other land uses such as a small business or an apartment complex.

Other ResultsA micro-simulation analysis was used to investigate the operational perfor-mance of different driveway spacing policies adopted by various DOTs in the US. Experimental results indicate that driveway spacing has direct influence on the average travel speed of a corridor. Since reduced driveway spacing negatively impacts corridor travel speed, selection of a minimum spacing should consider its effect on the operational performance of the corridor. Benefit-cost analyses of two different access modification strategies sug-gest that it is beneficial to convert a TWLTL to a raised median. Similarly, it is beneficial to reduce the driveway density on a corridor. The research also reviewed SCDOT access waiver procedures. While the current process suf-fices based on our literature review it is evident that this process could be significantly streamlined and enhanced with a paperless system.

ConclusionBased on findings from the research a series of proposed changes and modi-fications are identified for the SCDOT Access and Roadside Management Standards (ARMS). Most of the standards identified in the current ARMS are still valid. Safety problems are most prevalent at driveways that devi-ate from adopted design standards. It is anticipated that implementation of the findings of this research will result in long-term economic benefits, and improved traffic flow and safety.

Web Links (if available) http://www.scdot.scltap.org/wp-content/uploads/2016/01/SPR-706-Final-Report-12-28-151.pdf

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Crashes were associated with driveways using specialized buffers. Full access driveways are shown with blue dots and right-in right-out driveways are shown with green dots.

CMF for change in driveway spacing

Negative Binomial Estimation Results for Crashes per Driveway


PROJECT INFORMATIONProject Title Seismic Site Coefficients and Acceleration Design Response Spectra (ADRS)

Based on Conditions in South CarolinaID FHWA-SC-14-02Project Cost $401,964Duration 35 monthsSUBMITTERSubmitter Agency South Carolina Department of TransportationSubmitter Contact Terry Swygert

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

RESEARCH PROGRAMSponsors South Carolina Department of Transportation

1406 Shop RoadColumbia, SC 29201

RESEARCH AND RESULTSBrief Summary of Research Project As part of the continuing efforts to improve seismic design of structures built

for SCDOT, the Department recognized the differences between the 3-Point Method of developing Acceleration Design Response Spectra (ADRS) curves and curves that were being developed from Site-Specific Seismic Response Analyses. Prior to conducting this research, SCDOT had begun using Vs100 (shear wave velocities in the upper 100 feet of the soil profile) to determine Site Class. Site Class is used to determine the multiplier (Site Coefficients) used to model the effect a specific site will have on the design response spectrum at that site. The Site Coefficients (F) are based on California type soils and seismic events neither of which adequately represent South Caro-lina foundations. Therefore, SCDOT engaged Clemson University to develop Site Coefficients specific to South Carolina, with the desired outcome of reducing the ground motions when compared to using the Site Coefficients contained in AASHTO. Over 25,000 linear and non-linear site response analyses were performed to develop the Site Coefficients specific to South Carolina. Instead of a single set of Site Factors for the entire state, the new Site Coefficients were varied with geologic province (Coastal Plain versus Piedmont) and with Vs100.

SCDOT continues to implement recommendations from this research. Based on the projects where the new procedure has been used, a reduction in the ADRS curve has been noted when compared to the ADRS curve developing using the former model of California-type soil Site Coefficients. A reduction in the ADRS curve is corollary to a reduction for loadings on all structural components (i.e., bridge, embankment, etc.). Lower loadings tend to reduce costs as fewer materials are required for the structure and ground improve-ment is either not required or significantly reduced.

Web Links (if available) http://www.clemson.edu/t3s/scdot/pdf/projects/SPR686-report.pdf

mailto:swygerttl%40scdot.org%20?subject=

http://www.clemson.edu/t3s/scdot/pdf/projects/SPR686-report.pdf


South Dakota Department of Transportation

PROJECT INFORMATIONProject Title Agricultural Freight Data ImprovementID SD2014-09Project Cost $150,000Duration 13 monthsSUBMITTERSubmitter Agency South Dakota Department of TransportationSubmitter Contact David L. Huft

South Dakota Department of Transportation 700 East Broadway Avenue Pierre, SD 57501-2586 605.773.3358, [email protected]

RESEARCH PROGRAMSponsor Contact South Dakota Department of Transportation

700 East Broadway Avenue Pierre, SD 57501-2586

RESEARCH AND RESULTSBrief Summary of Research Project This research was performed as a proof-of-concept project under the SHRP2

Implementation Assistance Program to explore innovative sources and appli-cations of freight data related to agricultural production and transportation. The research investigated non-traditional sources of data related to current and future productivity, acreage, proximity to transportation facilities, and transportation network condition. Further, the research successfully demon-strated the integration and application of these sources in several previously impossible applications in a 5-county region in central South Dakota.

The research also produced a versatile computational tool that can be configured for other analysis areas and additional types of analysis related to both public and private investment decisions. The work will enable South Dakota DOT and local agencies to analyze current and future transportation demands and system performance. Likewise, the agriculture, trucking, and rail industries can use the tool to analyze facility siting decisions. Although the research and demonstration analyses were performed for South Dakota’s agricultural and transportation environment, the methods are fully transfer-able to any US location and agricultural environment.


mailto:dave.huft%40state.sd.us?subject=


Texas Department of Transportation

PROJECT INFORMATIONProject Title Effects of New Prestress Loss Predictions on TxDOT BridgesID 0-6374Project Cost $787,521Duration 47 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.

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

RESEARCH PROGRAMSponsor Contact Texas Department of Transportation

125 E. 11th Street Austin, TX 78701

RESEARCH AND RESULTSBrief Summary of Research Project This project investigated prestress losses in pretensioned concrete girders.

The prestress loss estimates in the AASHTO LRFD Bridge Design Specifica-tions had been recalibrated in 2005 to be more accurate for "high-strength [conventional] concrete." Greater accuracy implies less conservatism, the result of which may be flexural cracking of beams under service loads. As a result, this project was developed to provide an experimental evaluation and an engineering recommendation of whether implementation of the new prestress loss estimates currently outlined in AASHTO LRFD 2012 is appropri-ate for TxDOT. The primary objectives of this project were: (1) to assess the conservatism and accuracy of the current prestress loss provisions, (2) to identify the benefits and weaknesses of using the AASHTO LRFD 2004 and 2012 prestress loss provisions, and (3) to make recommendations to simplify the prestress loss provisions of AASHTO LRFD 2012. These objectives were accomplished through (1) the fabrication, conditioning, and testing of 30 field-representative girders, (2) the assembly and analysis of a prestress loss database, (3) a parametric study of the design implications of the various prestress loss provisions. The database evaluation, coupled with the experi-mental results, revealed that use of the AASHTO LRFD 2012 prestress loss provisions resulted in an underestimation of the prestress loss in nearly half

mailto:wade.odell%40txdot.gov?subject=


PROJECT INFORMATIONof all cases. Consequently, new prestress loss provisions were developed through simplification and recalibration of the method outlined in AASHTO LRFD 2012, and prestress loss provisions were found to be simpler, more conservative, and more precise than the current methods outlined within the AASHTO LRFD Bridge Design Specifications. Since these new prestress loss provisions have been adopted, TxDOT has experienced longer bridge deck life spans and shorter bridge construction times, resulting is a savings of ap-proximately $11,200,000.

Web Links (if available) http://library.ctr.utexas.edu/ctr-publications/0-6374-2.pdf

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http://library.ctr.utexas.edu/ctr-publications/0-6374-2.pdf


PROJECT INFORMATIONProject Title Validate Surface Performance-Graded (SPG) Specification for Surface Treat-

ment BindersID 0-6616Project Cost $306,866Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project The design and selection of surface treatment binders in service is currently

based on specifications that include tests of emulsion residues or hot-ap-plied asphalt cements at standard temperatures that do not cover the entire range of in-service temperatures, measure properties that are not perfor-mance-related, and do not consider representative aging conditions for the critical first year. Current specifications for these binders consider properties of the material during both construction and in service, and a wide range of materials can be utilized to meet the current specified properties. A surface performance-graded (SPG) specification for the evaluation and selection of chip seal binders which addressed these shortcomings was developed as part of previous Texas Department of Transportation (TxDOT) and National Cooperative Highway Research Program (NCHRP) research projects. In the current study, the SPG specification was revised and further validated. This was accomplished by standardizing the emulsion residue recovery method through the evaluation of two warm oven methods, exploring the exclusive use of the dynamic shear rheometer (DSR) for determining performance-re-lated properties, and further field validating the thresholds for these proper-ties. The laboratory and field results were used to revise the SPG specifica-



PROJECT INFORMATIONtion for surface treatment binders in service. Moreover, the results obtained from the multiple stress creep recovery and DSR frequency sweep tests were compared with field performance to evaluate additional criteria for the specification. The researchers produced a revised SPG specification for performance-related properties that address aggregate retention and bleed-ing in service. In a two-year period following the end of this project, the revised SPG specification has been implemented in 27 locations statewide. It is estimated that this revised specification will increase service life of a seal coat treatment by an additional year, resulting in annual savings to TxDOT of approximately $15,000,000.

Web Links (if available) http://tti.tamu.edu/documents/0-6616-1.pdf

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http://tti.tamu.edu/documents/0-6616-1.pdf


PROJECT INFORMATIONProject Title Evaluation of Design and Construction Issues of Thin HMA OverlaysID 0-6742Project Cost $311,900Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project While the overall implementation of thin HMA overlays in Texas has been

successful, some issues needed to be addressed: appropriate blending of SAC A and SAC B aggregate to ensure adequate skid resistance; best prac-tices to achieve adequate bonding (surface prep and tack coats); and cor-rect quality assurance test methods to achieve adequate compaction. This research addressed these concerns through laboratory and field testing. In addition, preliminary work to refine a crack propagation model for thin over-lays was performed. Laboratory friction testing considered samples with two gradation types, four aggregates types, and five levels of aggregate blend-ing. Samples were polished with simulated traffic in the lab and tested with a dynamic friction tester. Results show the terminal polish value for all designs with 100 percent SAC B replacement failed, as had designs with 50 and 75 percent blending of one SAC B+ and one marginal SAC B aggregate. SAC B replacement up to 25 percent was acceptable for all aggregates. Shear and tensile strength tests were developed to measure interlayer bond strength. A computer model suggested the maximum shear stress at a bonded thin-overlay interface is 120 psi. Bond strength tests were performed on labora-tory samples made with two base mix types, two thin overlay types, 5 tack types (including non-tracking tacks), 3 tack rates, simulated milling, and moisture conditioning. Bond strength was most dependent on the mix type being bonded and compaction effort, and less on tack type and tack rate. In the tensile strength tests and half the shear tests, non-tracking tacks had higher strengths than samples using CSS-1H or no tack. No single non-track-ing tack was found to have better performance than others. Variable tack



PROJECT INFORMATIONrates of CSS-1H were only significant on dense-graded mixes. Low and moderate levels of tack provided the best bond. Milled samples had higher strength than unmilled samples in shear. A tack tracking test was developed to discern different non-tracking times during curing. Four compaction quality assurance test methods were used on three thin overlay projects. Properties measured were flow time with the current TxDOT permeability test, surface dielectric with high-frequency ground penetrating radar, mean profile depth (MPD) with the circular-track meter, and bulk density from field cores. Correlations of the tests were strong on a project-by-project basis, but generally not good when combining the data sets. Flow Time-MPD, Flow Time-Core Voids, and Surface Dielectric-Core Voids were best correla-tions overall. The researchers provided support to TxDOT on many new thin overlay demonstration projects, ranging from mix design, performance testing, construction method recommendations, and bonding testing. Using tack did not influence bond strength except for one fine-permeable friction course in shear testing. Thermal segregation problems were noted on two projects. The researchers developed draft specifications, including aggregate blending guidelines, bond strength testing, micromilling, and minimum and maximum flow times for compaction quality control.


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PROJECT INFORMATIONProject Title Accounting for Electric Vehicles in Air Quality ConformityID 0-6763Project Cost $365,061Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project Electric vehicles (EVs) obtain at least a part of their energy required for their

propulsion from electricity. The market for EVs, including hybrid, plug-in hybrid, and battery electric vehicles continues to grow, as many new and affordable models have become available in recent years. The proliferation of EVs in the vehicle fleet has implications for energy use and emissions. The mobile source (vehicle exhaust) emissions component is of particular relevance to transportation agencies, especially those in nonattainment and attainment maintenance areas that need to meet transportation con-formity requirements. This project presents a framework to incorporate EVs into mobile source emissions estimations. The framework uses the United States Environmental Protection Agency’s Motor Vehicle Emissions Simulator (MOVES) model. It integrates EV driving characteristics, emissions rates, and market penetration information into a MOVES-based emissions inventory analysis. Vehicle activity data collection and drive schedule development, along with in-use emissions measurements, were conducted for a sample of EVs in Texas. Additionally, market penetration scenarios were developed using a consumer choice model. The collected data and market penetration scenarios were then used in the framework to conduct a pilot application for a large county in Texas. The pilot application demonstrated successful use of the framework and showed that including EVs in emissions analyses can potentially have an impact on the overall analysis results specifically for future years.





PROJECT INFORMATIONProject Title Assessment of the Effectiveness of Wrong Way Driving

Countermeasures and Mitigation MethodsID 0-6769Project Cost $321,889Duration 23 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project This project evaluated the effectiveness of wrong way driving counter-

measures and mitigation methods. Researchers reviewed the state of the practice regarding wrong way driving in the United States and Texas. Based on Texas crash data from 2007 through 2011, the majority of wrong way driving crashes on controlled-access highways occur in major metropolitan areas at night between midnight and 5:00 a.m. Driving under the influence was the primary contributing factor; therefore, the researchers designed and conducted two closed-course studies to determine the effectiveness of select wrong way driving countermeasures on alcohol-impaired drivers. In addition, researchers obtained data from several Texas agencies that had installed wrong way driving countermeasures or mitigation methods on their road network. Using these datasets, researchers assessed the effective-ness of these strategies in actual operational environments. Researchers used the findings from these studies to develop recommendations regarding the implementation of wrong way driving countermeasures and mitigation methods. The researchers used the focus group discussion method to obtain motorists’ opinions regarding the design of wrong way driver warning mes-sages. The researchers also reviewed previous literature and message design manuals to gain insight into the design of wrong way driver warning mes-sages that could be posted on dynamic message signs. Based on the find-ings, researchers developed two single-phase wrong

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PROJECT INFORMATIONway driver warning messages for dynamic message signs. In addition, radar and illuminated signs warning drivers of wrong way movements were installed on the US 281 corridor and in construction zones. San Antonio has seen a 30 percent reduction in WWD incidents. The number of WWD calls to 911 decreased between 2012 and 2015 from 330 to 280, and TxDOT person-nel estimate that 40 lives have been saved due to implementation of wrong way warning devices and monitoring high incident WWD corridors.


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PROJECT INFORMATIONProject Title Creep Behavior of Soil Nail Walls in High Plasticity Index (PI) SoilsID 0-6784Project Cost $349,640Duration 35 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project An aspect of particular concern in the Geotechnical Engineering Circular No.

7: Soil Nail Walls (i.e., the soil nail wall manual and construction guidelines) is the creep behavior of soil nail systems in high-plasticity clays. This research project was aimed at gaining a better understanding of the long-term behavior of the soil nail walls in fine-grained soil with plasticity index higher than 20. The project was composed of field, laboratory, and numerical mod-eling investigations. Pullout tests were performed at the National Geotechni-cal Experimental Site at Texas A&M University (NGES-TAMU) and at the actual soil nail wall project site selected by the Texas Department of Transportation (TxDOT). The TxDOT site was also instrumented and monitored for more than one year. The tests at the NGES-TAMU were focused on the effect of the load level on creep behavior of soil nails in a natural clay deposit of high plastic-ity. The tests were conducted on 10 existing anchors, which were installed in 1991, along with 16 vertical soil nails installed in this research project, and six sacrificial soil nails installed during the construction of a TxDOT soil nail wall. This wall corresponds to a new excavation project in an embankment fill, in which nine permanent soils nails were instrumented with the aim of moni-toring the long-term behavior and performance of the wall in a high-plastici-ty clay. Complementary laboratory tests to learn about the creep behavior of



PROJECT INFORMATIONthe clays involved in this research project were performed at Texas A&M University using samples gathered from the two investigated sites. The numerical modeling had three goals: 1) to calibrate the constitutive models using the information gathered from the laboratory and the pullout tests; 2) to simulate the long-term behavior of the actual soil nail wall and compare the model and monitoring results; and 3) to perform a parametric analysis to study the effect of different factors, among others, wall geometry and soil parameters. Based on the information obtained from the project activities, a procedure was proposed to take into account the creep effects in the de-sign of soil nail wall in high-plasticity soils. In addition, the Federal Highway Administration is considering adding these test methods in an update of the Geotechnical Engineering Circular No. 7, thereby increasing the exposure of these test methods to a nationwide level.


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PROJECT INFORMATIONProject Title The 2055 Freight Transportation System and the Impact of Near Term Rail

Improvements on TxDOT PlanningID 0-6809Project Cost $490,343Duration 13 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project Efficient, reliable, and safe freight transportation is critical to the economic

prosperity of any region. An efficient multimodal and intermodal transpor-tation system reduces transportation and supply chain transaction costs and increases connectivity, mobility, reliability, and accessibility to local and global markets. An efficient freight transportation system supports economic development, expansion of international trade, increased employment, growth in personal income, and growth of the gross domestic product of a region, ultimately improving the quality of life of its citizens. This research analyzes major trends (i.e., global trade, sociodemographic, environmental, and technology trends) that could impact the future business models of companies in Texas; identifies and discusses factors that influence companies site selection decisions and explores how Texas ranks compared to other states; discusses changing business models and the associated impacts on and expectations for a future freight transportation system; and provides insight into the foreseen role for the Texas Department of Transportation in planning for an efficient, reliable, and safe freight transportation system in 2055 that supports the growth of industry and ultimately the Texas economy. In particular, growing demand for rail transportation both domestically and between Canada, Mexico, and the United States has had large impacts as



PROJECT INFORMATIONboth imports and exports moving by rail tra verse the state heading to ports of entry at Texas-Mexico border crossings and at Texas seaports. Mexican rail companies that serve the Texas-Mexico border have been experienc-ing high levels of traffic growth in recent years to the point that additional study was needed to quantify the implications of increased rail traffic for short- and long-term transportation planning in Texas. This research explores changes in Texas rail imports/exports, examines recent rail traffic volumes, and assesses potential infrastructure impacts. It also defines potential areas of involvement that TxDOT's Rail Division and Freight and International Trade Office might take to work more closely with Mexican rail stakeholders and private U.S. rail companies to identify the planning efforts and practices that TxDOT must adopt to respond to increased rail traffic throughout the state in order to preserve both rail and highway mobility.


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PROJECT INFORMATIONProject Title Statewide Implementation of Very Thin OverlaysID 5/1/5598Project Cost $305,000Duration 59 monthsSUBMITTERSubmitter Agency Texas Department of TransportationSubmitter Contact Wade Odell, P.E.




RESEARCH AND RESULTSBrief Summary of Research Project Very thin overlays are defined as overlays where the final lift thickness is 1

inch or less. These are designed to be high performance overlays in that they have to pass both a rutting (Hamburg Wheel tracking Test) and reflection cracking (Overlay Test) requirements. In this study, three different types of thin overlays were designed and placed in the field; these being the open graded (fine Permeable Friction Course), gap graded (fine Stone matrix Asphalt) and fine dense graded mix. To meet the performance requirements, only high quality aggregates were recommended for these mixes, and for most applications the use of a PG 76-22 binder was recommended. Conse-quently, these mixes cost approximately 30% more per ton than traditional dense graded mixes; however, because of the thin placement temperatures, a substantial savings per square yard has been reported when using these mixes. Test sections using very thin overlays were built throughout the state, and the performance to date has been excellent. Specifications were written, and many of the recommendations have been incorporated into the current statewide construction and maintenance specifications. In 2014, approxi-mately 2,000,000 tons of hot mix asphalt concrete (HMAC) was used on Texas highways. In 2015, approximately 635,000 fewer tons of HMAC was used due to use on thin overlay HMAC projects, resulting in approximate annual sav-ings of $50,000,000.

Web Links (if available) http://tti.tamu.edu/documents/5-5598-03-1.pdf


http://tti.tamu.edu/documents/5-5598-03-1.pdf


Utah Department of Transportation PROJECT INFORMATIONProject Title Correlation of Lab and Field Friction Measurements to Optimize Asphalt

AggregatesID 14-8610, UT13.106Project Cost $45,000Duration 25 monthsSUBMITTERSubmitter Agency Utah Department of TransportationSubmitter Contact David Stevens

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

RESEARCH PROGRAMSponsors Utah Department of Transportation

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

RESEARCH AND RESULTSBrief Summary of Research Project The basis of the current Utah Department of Transportation specification

requirements for polish value of surfacing aggregates is not supported with a statistically adequate correlation. A statistically significant correlation is needed to pre-qualify surfacing aggregates for the anticipated frictional performance and allow optimal utilization of aggregate sources. Adequate pre-qualification of surfacing aggregates and correlation with the pavement frictional performance allows for suitable matching of the friction supplies to the pavement friction demands. The objective of this research is to develop a three-way correlation of measurements between the British Pendulum Tester (BPT) in the field, the BPT in the laboratory, and the lock-wheel skid trailer. Twelve pavement sections scheduled for resurfacing, each older than 8 years, were selected in Salt Lake, Sevier, and Emery Counties consisting of open-graded surface course (OGSC), hot mix asphalt (HMA), and Stone Matrix Asphalt (SMA). Revised AASHTO laboratory polish value procedures were fol-lowed in order to reduce the variability inherent in the old procedures. Prior to performing skid testing, the laboratory pendulum was brought to the field for friction tests to correspond with the wheel path of the skid trailer. Given the findings of this study, the researchers recommend that UDOT engineers adopt the revised variability-reducing laboratory friction testing techniques. A statistically significant friction correlation (R-squared value of 0.81) be-tween laboratory and field friction tests was found along with a statistically significant temperature correlation (R-squared value of 0.44), and both are recommended as the basis of the polish value specification revision. Imple-menting the research findings is anticipated to improve consistency in pre-qualification of surfacing aggregates, as well as overall safety for roadway users.

mailto:davidstevens%40utah.gov?subject=



PROJECT INFORMATIONIn an effort to implement the research findings of this study, the researchers have proposed to UDOT engineers the following three recommendations: First, based on the strong correlation between laboratory polish value and field friction values, the researchers recommended that this be the basis for a revision to the current pre-qualification specification that requires laboratory polish values to be 31 or higher. The research shows that a skid value of 45 could be obtained with a polish value of 29. In addition, it is recommended that a tiered approach to the polish value specification be consider in order to take into account the trafficking level of the roadway. This research find-ing could be implemented in the next UDOT specification manual. Secondly, based on the correlation between lock-wheeled skid values and temperature, the researchers recommended that the skid trailer be equipped with a pave-ment temperature monitoring device. The skid data could then be normal-ized for temperature in addition to speed. Finally, the researchers found that more accurate testing of pavement macro-texture could be accomplished by replacing the ribbed tire with a smooth tire when operating the lock-wheeled skid trailer. The UDOT skid trailer was recently retrofitted and up-dated with new equipment, including a temperature device. The researchers are helping to come up with equations to normalize pavement temperatures in order to reduce variability.

In 2015 there was an opportunity to use the developed correlation equations to help UDOT engineers correlate the BPT skid friction value of a SMA road surface on I-15 to a skid value. This successful case study is documented in the Appendix of the research report. The researchers have also been able to implement the correlation equations to help rewrite the polyester polymer concrete overlay specification to help establish a BPN friction threshold after construction. In addition, the correlation equations have been used to help Arizona DOT on a section of roadway that did not have enough space for a skid trailer but still needed friction testing.

Web link is to the final report (2016). Attachments provided in RPM include: 1) Project article from the Summer 2015 UDOT Research Newsletter, 2) Project article from the Winter 2015 Pavement Preservation Journal, and 3) Project final report from 2016.

Web Links (if available) http://www.udot.utah.gov/main/uconowner.gf?n=27619626237695278

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http://www.udot.utah.gov/main/uconowner.gf?n=27619626237695278


PROJECT INFORMATIONProject Title Developing a Utah Bicycle and Pedestrian Counts GuidebookID 15-8620, UT14.606Project Cost $50,000Duration 15 monthsSUBMITTERSubmitter Agency Utah Department of TransportationSubmitter Contact David Stevens

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

RESEARCH PROGRAMSponsors Utah Department of Transportation

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

RESEARCH AND RESULTSBrief Summary of Research Project Over the past five years, non-motorized modes of transportation have

become ever more prevalent on Utah's roadways. Historically, these modes have not been included in traffic counts nor are they accurately represented in the long range planning models used by UDOT and the MPOs. This exclu-sion creates an incomplete picture of both state and local transportation systems, making it difficult to evaluate facility usage. This research created a structured approach for conducting non-motorized user counts, including which methods are most appropriate for conducting bicycle and pedestrian counts across Utah’s diverse urban and rural environments. First, existing methods and technologies for counting non-motorized transportation users were identified; Second, methods were evaluated based on their appropri-ateness and effectiveness in different environments/conditions, and for dif-ferent purposes (e.g. recreation, transportation, transit access); Third, Radar Signal and Micro Radar technologies were tested locally to identify their feasibility for use in counting non-motorized system users. After evaluating all existing count methodologies and testing new potential methods, find-ings were summarized and compiled into a practical guidebook.

The Utah Bicycle and Pedestrian Counts Guidebook systematically walks users through a counts process by outlining necessary steps for creating a counts program, preparing to conduct counts, selecting methods and technologies for any given site, collecting count data, and synthesizing the data in a meaningful way. Recommendations from this work promote local technical innovation including the creation of a statewide online repository and storage site for non-motorized count data, which would serve as a data clearinghouse for planning and analysis. The guidebook is intended to edu-cate local jurisdictions, government agencies, UDOT Region staff, MPOs,




PROJECT INFORMATIONadvocacy groups, or even members of the public on how to plan, prepare for, and conduct counts of non-motorized system users. The creation of the Utah Bicycle and Pedestrian Counts Guidebook will allow diverse groups across the state to confidently prepare for and conduct counts using stan-dard techniques that promote uniformity and ensure that data no longer goes to waste. Implementation has begun, in that a few agencies in Utah have shown interest in using the new guidebook in their counting efforts.

Web link is to the final report (2016), which includes the guidebook. Attach-ments provided in RPM include: 1) Project article from the Spring 2016 UDOT Research Newsletter, 2) Utah Bicycle and Pedestrian Counts Guidebook, and 3) Project final report from 2016.

Web Links (if available) https://www.udot.utah.gov/main/uconowner.gf?n=27583506869578923

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https://www.udot.utah.gov/main/uconowner.gf?n=27583506869578923


Virginia Department of Transportation PROJECT INFORMATIONProject Title Reducing Cracks in Concrete Bridge Decks Using Shrinkage Reducing

Admixture (SRA)ID 103636Project Cost $250,268Duration 26 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Michael M. Sprinkel, Associate Director

Virginia Transportation Research Council530 Edgemont Road, Charlottesville, VA 22903434-293-1941, [email protected]

RESEARCH PROGRAMSponsors Virginia Transportation Research Council

Jose P. Gomez, Director530 Edgemont Road, Charlottesville, VA 22903434-293-1900, www.VTRC.net

RESEARCH AND RESULTSBrief Summary of Research Project Restrained shrinkage cracking of concrete bridge decks creates a significant

durability problem. Major U.S. admixture suppliers have introduced a new category of chemical admixtures called shrinkage-reducing admixtures (SRAs). SRAs work by reducing the surface tension of pore water and thereby decreasing the capillary stress and shrinkage induced by drying. Several studies report that use of SRAs in concrete mixes is one of the most effective ways of reducing shrinkage cracking.

The purpose of this research was to investigate the effectiveness of SRAs in reducing drying shrinkage in Virginia Department of Transportation (VDOT) concrete mixes and thus reducing cracks in bridge decks. Nine bridges located in VDOT's Northern Virginia, Staunton and Fredericksburg districts were selected for study. Three different SRA products were used. With the exception of one mix, maximum cementitious content was limited to 600 lb/yd3. Fresh and hardened concrete properties were tested for each mixture, and field placement details were documented. Results showed that low cementitious concrete with SRA was effective in minimizing bridge deck cracking. The study showed that bridges with few and narrower cracks or no cracks can be constructed and that proper construction practices are needed to reduce bridge deck cracking. Further, this project recommends the use of SRA with lower cementitious content in VDOT bridge deck concrete mix. A special provision is developed for future use of SRA in concrete mixtures.

Web Links (if available) http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=16-R13

mailto:Michael.Sprinkel%40VDOT.Virginia.gov?subject=

http://www.VTRC.net

http://vtrc.virginiadot.org/PubDetails.aspx?PubNo=16-R13


PROJECT INFORMATIONProject Title An Evaluation of Roadside Activity and Behavior of DeerID 103647Project Cost $106,870Duration 34 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Amy A. O’Leary, Ph.D

Va Transportation Research Council530 Edgemont RdCharlottesville, VA 22903-2454



RESEARCH AND RESULTSBrief Summary of Research Project Virginia is consistently among the top 10 states with the highest number of

deer-vehicle collisions (DVCs), with more than 56,000 DVCs per year since 2007. The Virginia Department of Transportation has targeted a section of I-64 on and near Afton Mountain for safety and mobility improvements be-cause of a high number of crashes and traffic stoppages. DVCs are a primary driver safety concern in the area, and vehicle collisions with black bears are also relatively frequent. Mitigation strategies are needed to address this is-sue.

The purpose of this study was to evaluate white-tailed deer activity and behavior along (1) an interstate roadside adjacent to unfenced isolated underpasses used by deer and (2) a stream corridor / highway intersection with no viable underpass for deer. Although not a primary focus, black bear and other wildlife activity was also evaluated. Two years of camera data and animal carcass removal data were analyzed to gain a better understanding of deer and black bear activity and behavior relative to the two road and landscape features.

Cameras were installed at a large bridge underpass and a box culvert (both used by deer to cross beneath the highway) and along the adjoining 0.5-mile roadside on both sides of the underpasses. Despite frequent use of the underpasses by deer (1,187 per year), there was high deer activity along the adjacent roadside (1,182 per year). A statistically significant relationship was found between roadside deer activity and DVCs (i.e., as deer activity increased, DVCs increased), and this relationship was strongest in October and November. Although highway crossing attempts comprised a low pro-portion of deer behavioral responses (n = 100 crossing attempts), crossing attempts resulted in 7.5 DVCs per year on the 1-mile highway segments

http://www.VTRC.net


PROJECT INFORMATIONadjacent to each unfenced underpass. Deer along the roadside exhibited relatively low responsiveness (or vigilance) to the interstate; predominant behaviors included walking along the roadside and feeding.

At the stream corridor / highway intersection, cameras were installed at the intersection and extended along the adjoining 0.25-mile roadside on both sides of the intersection. Bear were more active along the roadside near the stream corridor than at the underpass sites. The stream corridor and associ-ated topography were found to concentrate deer movement toward a rela-tively short section of highway; deer activity was statistically higher nearest the stream corridor / highway intersection and decreased farther away from this intersection. DVCs were statistically correlated with roadside deer activ-ity and were significantly higher during October and November than during the other months of the year.

Study recommendations include (1) the installation of fencing along the roadside adjacent to existing large underpasses, and (2) an animal advisory message on the dynamic message signs along I-64 in the Afton Mountain area. Messages should be displayed from dusk through dawn from Octo-ber through November (to correspond with periods of higher deer activity and DVCs). Fencing both sides of just one underpass is expected to result in a savings in costs associated with DVCs of $501,473 over its service life. A planned post-mitigation study may find that these low-cost forms of mitiga-tion could have a substantial impact on drivers and wildlife, particularly if implemented on a larger scale.

Web Links (if available) http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r4.pdf

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http://www.virginiadot.org/vtrc/main/online_reports/pdf/16-r4.pdf


PROJECT INFORMATIONProject Title Evaluation of the Virginia Department of Transportation Adaptive Traffic

Signal Control Technology Pilot ProjectID 1118012-RC00024Project Cost $204,010Duration 49 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Michael D. Fontaine, P.E., Ph.D.

Virginia Transportation Research Council530 Edgemont RoadCharlottesville, VA 22903(434) 293-1980, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Currently, most traffic signals operated by the Virginia Department of Trans-

portation (VDOT) use actuated plans that vary by time of day (TOD) and day of the week. These timing plans are typically developed off-line using traffic count informationcollected in the field and then processed using signal opti-mization software. This method works well as long as traffic volumes remain consistent with the conditions used to develop the timing plan, but timing plans can become suboptimal if traffic demands deviate from those condi-tions. Traffic growth over time, seasonal changes in traffic, special events, or incidents can all cause TOD plans to perform poorly, resulting in increased delays to drivers. As a result, VDOT must regularly retime signalized intersec-tions to deal with long-term changes in travel patterns, which incurs costs to VDOT. Even so, non-recurring events can still cause TOD plans to perform poorly.

Adaptive signal control technology (ASCT) is one tool that has been pro-posed to handle variable traffic demand better. VDOT's Traffic Engineering Division began a pilot program to install the InSync ASCT developed by Rhythm Engineering on 13 corridors around the state beginning in 2011. The InSync system uses enhanced detection along a corridor to adjust signal tim-ing parameters dynamically to meet observed demand in real time, eliminat-ing the need to develop static timing plans. This allows the ASCT system to adjust signal timing parameters to account for variations in flow attributable to special events,

mailto:Michael.Fontaine%40VDOT.Virginia.Gov?subject=

http://www.VTRC.net


PROJECT INFORMATIONseasonal flows, incidents, or simply the increase of volumes over time. In this case, signal timings are not pre-defined based on historic data, so ASCT systems can potentially reduce delays created by outdated static TOD plans. These pilot deployments were evaluated to determine if ASCT created operational and safety improvements large enough to justify the additional costs to install ASCT. Data on mainline traffic operations, side street delays, and intersection crashes were collected with and without ASCT active.

The results showed that mainline traffic operations generally improved if (1) the corridor was not oversaturated; (2) the corridor did not have characteris-tics that encourage platoon dispersion; and (3) the corridor did not already function well. Side street delays generally increased, although net benefits in overall corridor travel time were usually still observed. Mainline travel speeds typically improved by 3 to 5 mph, and the number of stops decreased by an average of around 30 percent. An Empirical Bayes safety analysis of crashes at the intersections where ASCT was installed also found a 17% decrease in total crashes. Overall, ASCT generally produced a favorable benefit/cost ratio, averaging 8.17:1 for a single year based on safety and travel time improve-ments. The findings from the pilot tests were used to identify key consider-ations for future ASCT deployments so that VDOT could better identify future sites that might benefit from ASCT installation. Based on these findings, VDOT has continued to expand the usage of ASCT on new corridors around the state.

Web Links (if available) http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r24.pdf

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http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r24.pdf


PROJECT INFORMATIONProject Title Continuous Friction Measurement Equipment As a Tool for

Improving Crash Rate Prediction: A Pilot StudyID RC00069Project Cost $200,926Duration 20 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Michael M. Sprinkel, Associate Director

Virginia Transportation Research Council530 Edgemont Road, Charlottesville, VA 22903434-293-1941, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The study described in this report developed a pavement friction inventory

for a single construction district in Virginia using the Grip Tester, a low-cost CFME. The continuous friction data were then coupled with crash records to develop a strategy for network analysis that could use friction to improve the ability to predict crash rates. The crash rate analysis applied the well-estab-lished methodology suggested by the FHWA for the identification of high crash risk areas using safety performance functions (SPFs),which include empirical Bayes rate estimation from observed crashes. The current Virginia Department of Transportation SPF models were modified to include skid resistance and radius of curvature (interstate and primary system only) to improve the predictive power of the models.The added predictive power of friction in the current VDOT SPF model proved significant in estimating crash occurrences.

To further illustrate the value of these modified SPF models, a benefit analy-sis was conducted for all sections of the three highway systems in the Salem District for which the B/C ratio for friction repair was greater than 1.0. Using these improved SPFs, the higher the friction, the fewer the expected crashes. When a conventional plant-mix overlay (OL) is used, the analysis predicts 761 fewer crashes. When an HFS is used, the analysis expects to reduce crashes by 1,065. The majority of the comprehensive savings is achieved on the inter-state and primary systems, but regardless of the treatment chosen, the net economic benefit (societal savings) for one VDOT district could be in excess of $100 million every 3 years. Total economic savings of this magnitude

SWEETSIXTEEN

mailto:Michael.Sprinkel%40VDOT.Virginia.gov?subject=

http://www.VTRC.net


PROJECT INFORMATIONwould easily offset the costs of a comprehensive PFMP, the equipment nec-essary to administer it, the construction of the treatments on high volume roads, and even significant skid-crash mitigation on those sites for which traffic volumes would ordinarily be too low to meet strict economic criteria (such as low-volume high-risk rural roads, HRRR). This research ultimately im-proves the ability of the district maintenance and regional traffic engineers to match user demands for pavement friction with the capability of com-mon surface alternatives, both on a local and system-wide basis. An effective PFMP better positions VDOT to respond to its FY15-16 Business Plan, Section 3.2.3., which includes a focus on "lowering the number of deaths and severe crashes through engineered safety improvements."

Implementation will next involve collecting continuous data on Virginia's Corridors of Statewide Significance (CSS), a joint activity with VDOT, FHWA, and VTTI. This effort will include about 3,700 centerline miles of highway; 1,100 miles of divided interstate; and approximately 2,600 miles of divided and four-lane undivided primary routes (see Figure 9). In addition to fric-tion and curvature, the analysis of the CSS data will also incorporate tex-ture, cross-slope, and grade. The preliminary cost is estimated to be around $200,000; and the effort is expected to consume about 1 year.


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PROJECT INFORMATIONProject Title Asphalt Mixture Performance Characterization Using Small-Scale Cylindrical

Specimens ID RC00081Project Cost $38,397Duration 4 monthsSUBMITTERSubmitter Agency Virginia Department of TransportationSubmitter Contact Michael C. Brown, Associate Director

530 Edgemont Rd, Charlottesville, VA 22903434-293-1998, [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The results of dynamic modulus testing have become one of the primarily

used performance criteria to evaluate the laboratory properties of asphalt mixtures. This test is commonly conducted to characterize asphalt mixtures mechanistically using an asphalt mixture performance tester as developed in NCHRP Project 9-29. The typical test specimen geometry consists of a cylinder having a 100-mm diameter and a 150-mm height. This geometry is practical for laboratory-prepared specimens produced using a gyratory com-pactor. However, the specimen scale is problematic when the test specimen is prepared from field cores and the investigator wishes to isolate the test-ing to a single asphalt mixture material/layer. This is because most asphalt mixture layers, especially surface and intermediate layers, are placed having a thickness less than 150 mm.

This study investigated the use of small-scale cylindrical specimens as an alternative means to conduct dynamic modulus testing of asphalt mixtures. To validate the small-scale approach, the dynamic modulus from small-scale specimens was compared to the dynamic modulus from full-size specimens (100 Ã— 150 mm) using asphalt mixtures having a nominal maximum ag-gregate size (NMAS) of 9.5, 12.5, 19.0, and 25.0 mm. Small-scale cylindrical specimens having a diameter and height of 38 Ã— 135 mm, 50 Ã— 135 mm, 38 Ã— 110 mm, and 50 Ã— 110 mm were studied.

Based on the findings of the study, for 9.5- and 12.5-mm NMAS mixtures, any of the four small-scale geometry dimensions appears to be a suitable alternative to the full-size specimen when the full-size specimen cannot be produced. For 19.0- and 25.0-mm NMAS mixtures, the two small-scale geom-etries having a diameter of 50 mm appear to be suitable alternatives to the full-size specimen when the full-size specimen cannot be produced.


mailto:Michael.Brown%40VDOT.Virginia.gov?subject=

http://www.VTRC.net



Washington State Department of Transportation

PROJECT INFORMATIONProject Title HeadLight: A Mobile Project Inspection SystemID K780Project Cost $400,000Duration 30 monthsSUBMITTERSubmitter Agency Washington State Department of TransportationSubmitter Contact Lu Saechao, P.E.

Washington State Department of TransportationResearch and Library ServicesP.O. Box 47372Olympia, WA 98504-7372360-705-7260, [email protected]

RESEARCH PROGRAMSponsor Contact WSDOT

PO Box 47372 Olympia, WA 98504-7372

RESEARCH AND RESULTSBrief Summary of Research Project HeadLight is an easy-to-use mobile project inspection system that is de-

signed to transform current inspection processes, making them more effi-cient, effective and comprehensive. It allows field personnel to enter project inspection information in the field, generate daily documentation and create an integrated, easy-to-search, information repository so other team members can access information in real-time which allows for quick and easy decision-making right now and effective retrieval later on.

The majority of this work was funded by and conducted in Washington, but both Minnesota and Texas DOT’s were a part of this project through a pooled fund. A three month pilot was conducted in all three states to gather feed-back and measure outcomes. Major takeaways included:(1) Elimination of redundant work: Using HeadLight, inspectors were able to eliminate one hour and forty-five minutes per day of extra work effort.(2) Improved data collection: Inspectors collected 275% more data without incurring any additional hours.(3) Easy to learn: Inspectors reported feeling comfortable using HeadLight in fewer than three days.(4) Improved reporting process: 100% of inspectors preferred submitting reports with HeadLight when compared to the prior process.

mailto:saechal%40wsdot.wa.gov?subject=


PROJECT INFORMATION(5) Data access and quality: Project Engineers reported huge value in having real-time access to field data. They also reported significant improvements in the type of data received.

WSDOT is implementing the use of HeadLight in 2015-16 and contemplating opening a new pooled fund to open this project inspection system to other DOT’s.

Web Links (if available) http://www.paviasystems.com/solutions/headlight/

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PROJECT INFORMATIONProject Title DRIVE Net: Online Moving Washington Platform for Network-Wide System

Operations, Monitoring, and AnalysisID T1461-05Project Cost $520,000Duration 56 monthsSUBMITTERSubmitter Agency Washington State Department of TransportationSubmitter Contact Doug Brodin

PO Box 47372Olympia, WA [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project The goal of this research was to remove the barriers in the current datasets

archived by WSDOT, automate the time-consuming data quality control pro-cess, and achieve the integration and visualization of information necessary to support decision making. The research findings describe the data fusion techniques and database design details and are delivered in a functioning online system named WSDOT Digital Roadway Interactive Visualization and Evaluation Network (DRIVE Net). This WSDOT DRIVE Net system is capable of collecting, archiving, and quality checking traffic sensor data from all WSDOT regions. It has also been built to incorporate third party data, including free-way loop data, INRIX GPS, Washington Incident Tracking System (WITS), and weather data, into well-designed databases. Unlike other prevailing trans-portation data archiving systems, DRIVE Net is also capable of processing and storing massive amounts of spatial data by using open-sourced spatial database tools. This significantly alleviates the computational and financial burden of using commercial geographic information system (GIS) software packages and grants maximum flexibility to end users. By properly combin-ing both traditional transportation and spatial data, a more robust GIS-T model is available for large-scale modeling and network-level performance measures following eScience principles. The DRIVE Net is built for a region-wide web-based transportation decision support system that adopts digital roadway maps as the base, and provides data layers for integrating a variety

mailto:brodind%40wsdot.wa.gov?subject=


PROJECT INFORMATIONof data sources (e.g., traffic sensor and incident). Moreover, DRIVE Net of-fers a platform for optimizing transportation analysis and decision making, and serves as a practical tool for visualizing historical observations spatially and temporally. Not only can DRIVE Net be used for a variety of transporta-tion analyses, but with the use of its online computation engine, DRIVE Net can also help evaluate the benefit of a specific transportation solution. In its current implementation, DRIVE Net demonstrates the potential to be used as a standard tool to incorporate more data sets from different fields and provides a platform for real-time decision making. In summary, this research sheds light on the development of an eScience transportation platform and provides an interoperable data-driven online tool to substitute for WSDOT's existing data systems.

Web Links (if available) http://www.uwdrive.net/about.html

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PROJECT INFORMATIONProject Title Evaluation of the Safety Performance of Continuous Mainline Roadway Light-

ing on Freeway Segments in Washington StateID T1461-06Project Cost $125,000Duration 29 monthsSUBMITTERSubmitter Agency Washington State Department of TransportationSubmitter Contact Doug Brodin

PO Box 47372Olympia, WA [email protected]



RESEARCH AND RESULTSBrief Summary of Research Project Roadway lighting is installed with the goal of nighttime crash reduction.

Illumination reform at WSDOT is motivated by a desire to optimize tradeoff decisions made during the design and operations of state highways. The ability to assess these tradeoffs has occurred as the science of highway safety has evolved rapidly in recent years, and these quantitative methods allow advances in understanding. The evolution of science based methods and recent findings by several researchers (Milton, Shankar and Mannering 2008, Bullough, Donnell and Rea 2012; Donnel, Porter and Shankar 2010; Gross and Donnell 2011; and Bullough, Donnell and Rea 2013) all indicated a potential for new and enhanced understanding of the safety performance of continu-ous lighting and subsequently additional efficiency in its asset management and reduced environmental impacts. The 13% growth in illumination systems at WSDOT over 9 years is not sustainable - the annualized life cycle cost of this system is $13.5 million per year and with a current $5 million budget shortfall for annual replacement costs.

Prior to the 1980s WSDOT eliminated lighting as part of a lighting reduction program and in the late 1990s continuous lighting were removed from parts of the interstate to reduce energy costs. WSDOT did not observe any ad-verse impacts on the safety performance of these facilities. From a modeling perspective the presence of these unlit segments are appealing because it creates variation in lighting conditions across similar location characteristics across the system. The research team used a mainline freeway segment data-set with crash data for 2010 through 2014 to estimate random parameter

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PROJECT INFORMATION(RP) models with lighting variables such as median continuous, right side continuous, both side continuous, point lighting and no lighting values. It is important to note that the research did not cover point lighting locations but instead only evaluated the performance of continuous mainline illumination on limited access highways.

Based on the random parameter modeling of continuous mainline light-ing on freeways, the research team concludes that continuous illumination makes no measurable contribution to nighttime safety performance. Also, that the installation of continuous mainline lighting on freeways for safety performance is not warranted. Further, findings from the pilot LED project on US101 (Black Lake Blvd) indicate that LED roadway lighting can significantly increase energy efficiency, reduce greenhouse gas emissions and that the general public experienced the LED project as positive. Leading to the con-clusion that illumination reform is a reasonable and practical way to improve the sustainability of the system while maintaining environmental steward-ship.

The research team recommends that WSDOT discontinue installation of continuous mainline lighting on freeways as a required design element, and where appropriate consider illumination removal. If funding is available and lighting reform remains a priority continue evaluation of illumination safety performance on the remainder of the highway system.

Web Links (if available) http://www.wsdot.wa.gov/research/reports/fullreports/855.1.pdf

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West Virginia Department of Transportation PROJECT INFORMATIONProject Title Evaluation of Deer-Vehicle Collision Rates in West Virginia and a Review of

Available Mitigation TechniquesID RP 291Project Cost $125,000Duration 19 monthsSUBMITTERSubmitter Agency West Virgina Department of TransportationSubmitter Contact Michael E. Pumphrey, P.E.

West Virginia DOT Research & Special Studies Chestnut Ridge Research Bldg., Rm. 705 886 Chestnut Ridge Rd. PO Box 6884 Morgantown, WV 26506 (304) 206-8625, [email protected]

RESEARCH PROGRAMSponsor Contact West Virginia Department of Transportation

Chestnut Ridge Research Bldg., Rm. 705 886 Chestnut Ridge Rd. PO Box 6884 Morgantown, WV 26506

RESEARCH AND RESULTSBrief Summary of Research Project Over the last few years, West Virginia has been consistently identified by

State Farm Insurance Company as the state with the highest rate of deer-vehicle collisions (DVCs). In January 2011, an agency review of the West Virginia Division of Natural Resources (WVDNR), as part of the Departmental Review of the Department of Commerce, was conducted by the Performance Evaluation and Research Division of the West Virginia Legislative Auditor's office. No major wrongdoing with the WVDNR was identified by the audit, however, the legislative auditor recommended that the WVDNR increase efforts to reduce the potential for DVCs in the state. As a partial response to the aforementioned auditor recommendation, WVDNR initiated an evalua-tion and review of DVCs in cooperation with the West Virginia Department of Transportation-Division of Highways (WVDOT-DOH). This project was jointly funded by State Farm Insurance, WVDNR, Federal Aid in Wildlife Restora-tion (W-48-R), and the WVDOT-DOH. This project reviewed police crash reports involving deer and carcass data reported by the WVDOT-DOH from 2008-2012. The police crash reports were deemed the most reliable in terms of location reliability and consistency across the state. This data was used for identifying DVC "hotspots" across the state based on 2-mile segment lengths. Segments identified as being "high" ranged from 13-22 reported DVCs over the 5-year period, which is assumed to be lower than the

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PROJECT INFORMATIONactual number due to underreporting. Modeling completed as part of the project suggested that the DVC frequency was positively related to land-scape diversity and urban/urbanized areas and negatively related to pres-ence of roadside slopes exceeding 60 degrees (uphill or downhill). The research provides a summary of DVC mitigation measures and funding mechanisms, including specific mitigation recommendations for West Vir-ginia. The research evaluates various transportation metrics for normalizing state-by-state DVC estimates generated by State Farm insurance for national ranking purposes, including the rural and urban components of the metrics.

The research showed that the number of DVC fatalities in West Virginia dur-ing the 2008 to 2012 study period was very low (0.73%) when compared to other crash types with fatalities, such as vehicle-vehicle collisions (31%), vehicle rollovers (16%), and roadway departures (20%). The research also showed that DVCs were very dispersed across Interstate, US, and WV state routes. The 2-mile segments that ranked as "High" hotspot locations did not have high enough DVC concentrations to warrant using Highway Safety Im-provement Program (HSIP) funding for possible mitigation. In addition, the research showed that currently there are no cost-effective measures avail-able that have been shown to significantly reduce DVCs.

This research was significant as that it validates that the current level of response to DVC mitigation by the WVDOT-DOH is appropriate. HSIP funds should be appropriated to mitigate the other more prevalent crash types (e.g. road departures crashes, intersection crashes, etc.) before DVCs. The findings from this study have already been referenced in the evaluation of new highway construction projects.

Web Links (if available) http://www.transportation.wv.gov/highways/programplanning/research/Documents/RP291_DeerVehicle_FinalReport_20140825.pdf

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Wisconsin Department of Transportation PROJECT INFORMATIONProject Title Performance and Design of Bridge Approach Panels in WisconsinID 0092-14-04Project Cost $75,862Duration 20 monthsSUBMITTERSubmitter Agency Wisconsin Department of TransportationSubmitter Contact Diane Gurtner

4802 Sheboygan Ave. Madison, WI 53707 608-267-1842, [email protected]

RESEARCH PROGRAMSponsor Contact Wisconsin Department of Transportation

4802 Sheboygan Avenue Madison, WI USA 53707 http://www.dot.wisconsin.gov

RESEARCH AND RESULTSBrief Summary of Research Project Several years ago, the Wisconsin Department of Transportation changed

the bridge approach slab design from a system with one expansion joint to a system that had three expansion joints. The reason for this change was to protect both the pavement and the bridge from differential expansion and contractions. Unfortunately, constructability of the three-expansion joint detail (SDD 13B2) was proving difficult in the field. In the years since making the change, a new detail emerged for use on Interstates and US Highways, with one expansion joint and approach slab footing (Bridge Standard 12.10, 12.11). The objectives of this research project were to provide WisDOT with guidance regarding the use of either three-expansion joint approach details or single-expansion joint approach details, and to determine if the three-expansion joints were needed to provide relief, or if the new design with one joint would improve the constructability and performance of approach slabs. In order to fulfill these objectives, the investigators examined previous stud-ies completed with respect to approach design and construction. In addi-tion, researchers conducted field investigations of 12 WisDOT bridges, which included both single- and three-expansion joint designs. A review of current approach design and construction practices of other Midwestern states showed that most were similar to the practice of using Bridge Standard 12. However, there was less consistency when comparing the standards for sub-base/backfill drainage and required reinforcement.

mailto:diane.gurtner%40dot.wi.gov?subject=

http://www.dot.wisconsin.gov


PROJECT INFORMATIONThe researchers' notes from the field investigations highlighted that the three-expansion joint detail required additional attention to the subbase preparation and condition in order to achieve satisfactory performance. This design was also susceptible to potential cracking and/or differential settle-ment at the joints, which affects rideability and increases required mainte-nance activities. As for the single-expansion joint detail, frequent cracking on the approach slab led researchers to recommend that the slab design be re-visited to ensure proper sizing on future projects. The researchers also noted that both WisDOT's use of an approach slab footing at the joint between the mainline pavement and approach slab, and use of polyethylene sheeting between the approach slab and supporting materials, should be continued. A recommendation was made for WisDOT engineers to pay extra attention to the abutment backfill and approach support materials on future construc-tion projects to mitigate potential differential settlement through improved compaction, reduced erosion and use of alternative materials. One of the key findings of this research project suggested that the expansion and contrac-tion requirement did not seem to warrant the use of multiple expansion and contraction joints. This finding has since been implemented by WisDOT’s Division of Transportation System Development to streamline the design process from two different construction systems and methods to one.

A project brief can be found at: http://wisconsindot.gov/documents2/re-search/WisDOT-WHRP-project-0092-14-04-brief.pdf

Web Links (if available) http://ntl.bts.gov/lib/56000/56200/56232/WisDOT-WHRP-project-0092-14-04-final-report.pdf

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http://ntl.bts.gov/lib/56000/56200/56232/WisDOT-WHRP-project-0092-14-04-final-report.pdf

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Wyoming Department of Transportation PROJECT INFORMATIONProject Title Implementation and Local Calibration of the MEPDG Transfer Functions in

WyomingID RS03209 - FHWA-WY-1602FProject Cost $404,972Duration 80 monthsSUBMITTERSubmitter Agency Wyoming Department of TransportationSubmitter Contact Tim McDowell

RESEARCH PROGRAMSponsor Contact FHWA, WYDOT

Tim McDowell, Wyoming Department of Transportation5300 Bishop Blvd.Cheyenne, WY [email protected], 3077774177

RESEARCH AND RESULTSBrief Summary of Research Project The Wyoming Department of Transportation (WYDOT) used the empirical

AASHTO Design for Design of Pavement Structures as their standard pave-ment design procedure. WYDOT planned to transition to the Mechanistic Empirical Pavement Design Guide (MEPDG) for designing new and rehabili-tated highway pavements. As a part of the transitioning process, WYDOT sponsored a two part implementation project. One part was to verify or confirm that the MEPDG transfer functions and global calibration coeffi-cients derived from NCHRP project 1-40D reasonably predict distresses and smoothness in Wyoming. The Wyoming Long-Term Pavement Performance (LTPP) and non-LTPP roadway segments, as well as LTPP test section in ad-jacent states were used for this verification-calibration process. One of the tasks within this project focused on using the Wyoming LTPP test sections to confirm the applicability of the global calibration coefficients. Results from the initial verification concluded some of the transfer functions exhibited significant bias between the measured and predicted distress and require local calibration. Thus, some of the LTPP test sections in adjacent states with similar design features built in Wyoming combined with some non-LTPP roadway segments in Wyoming were used to determine the coefficients of the transfer functions to eliminate any bias between the measured and predicted distresses. The report documented the local calibration of the transfer functions using LTPP and non-LTPP roadway segments. The calibra-tion process followed the steps presented in the 2010 AASHTO MEPDG Local Calibration Guide. Local calibration coefficients were derived to remove that bias for the rutting, fatigue cracking, and thermal cracking transfer functions of flexible pavements, and the faulting and fatigue cracking transfer func-

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PROJECT INFORMATIONtions of rigid pavements. The global coefficients of the smoothness degrada-tion regression equation for flexible and rigid pavements were also checked for their applicability to Wyoming conditions. As a result of the research study, WYDOT has converted its pavement design approach from the older DARWin 3.1 to the newer mechanistic empirical pavement design. As part of this conversion, WYDOT has purchased the AASHTOWare Pavement ME Design software. Included in the research outcomes are the modifications to the way WYDOT collects and reports traffic data. This data is one of the input parameters of the software. As a follow up to this study, WYDOT is currently conducting a study to further refine the design software by calibrating for local materials.

Web Links (if available) http://ntl.bts.gov/lib/56000/56600/56658/RS03209_FHWA1602F_MEPDG.pdf

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PROJECT INFORMATIONProject Title Effects of Wildlife Warning Reflectors ("Deer Delineators") on Wildlife-Vehicle

Collisions in Central WyomingID RS05212 - FHWA - WY - 15/03FProject Cost $234,303Duration 34 monthsSUBMITTERSubmitter Agency Wyoming Department of TransportationSubmitter Contact Tim McDowell



RESEARCH AND RESULTSBrief Summary of Research Project The purpose of this study was to provide the Wyoming Department of

Transportation with information about (1) the effectiveness of Streiter-Lite wildlife warning reflectors that had been installed in three locations within Wyoming's District 5, and (2) preliminary analysis of patterns of deer-vehicle collisions across Wyoming and the habitat and road variables associated with collision hotspots. We evaluated reflector effectiveness in terms of their abil-ity to reduce deer-vehicle collisions and modify deer road-crossing behavior. Using a series of experimental manipulations of reflectors, we showed that reflectors reduced deer-vehicle collisions by 32 percent and significantly reduced the number of high-risk deer road crossings (those in which deer ran into the road as a car was approaching). However, covering reflectors with white canvas bags â€“ initially done with the intent of creating a con-trol treatment that neutralized the reflectors â€“ proved even more effec-tive than leaving the reflectors exposed. White bags on posts resulted in 33 percent fewer collisions than when reflectors were exposed and significantly reduced the number of high-risk deer road crossings. It is likely that the white bags are more visible or reflective to deer than the red wildlife warn-ing reflectors. A cost-benefit analysis suggests that the benefits of reflectors outweigh their initial materials and installation costs, but may not outweigh the net costs once maintenance is taken into account. Analysis of patterns of deer-vehicle collisions across the state showed that traffic volume, proxim-ity to agricultural land, proximity to deer winter range and migration routes, and high speed limits are all strongly associated with high collision rates. On average, areas with a 55 mph speed limit have 36 percent and 55 percent fewer deer-vehicle collisions than areas with speed limits of 65 and 75 mph, respectively. Reducing nighttime speed limits in high collision areas may be a cost-effective strategy for mitigating deer-vehicle collisions in Wyoming.

Web Links (if available) http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS05212%201503F%20Effects%20of%20Wildlife%20Warning%20Reflectors%20on%20Wildlife%20Vehicle%20Collisions%20in%20Central%20Wyoming.pdf


http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS05212%201503F%20Effects%20of%20Wildlife%20Warning%20Reflectors%20on%20Wildlife%20Vehicle%20Collisions%20in%20Central%20Wyoming.pdf





PROJECT INFORMATIONProject Title Pronghorn and Mule Deer Use of Underpasses and Overpasses

Along US Highway 191, WyomingID RS11211 - FHWA - WY-16/01FProject Cost $139,883Duration 49 monthsSUBMITTERSubmitter Agency Wyoming Department of TransportationSubmitter Contact Tim McDowell



RESEARCH AND RESULTSBrief Summary of Research Project The seasonal migrations of ungulates are increasingly threatened by vari-

ous forms of anthropogenic disturbance, including roads, fences, and other infrastructure. While roadway impacts (i.e., wildlife-vehicle collisions and landscape permeability) of two-lane highways to mule deer (Odocoileus hemionus) can largely be mitigated with underpasses and continuous fencing, similar mitigation may not be effective for pronghorn (Antilocapra americana) or other ungulate species that are reluctant to move through confined areas. The Wyoming Department of Transportation recently in-stalled 6 underpasses and 2 overpasses along 20 km of US Highway 191 in western Wyoming, where we evaluated species-specific preferences by documenting the number of migratory mule deer and pronghorn that used adjacent overpass and underpasses for 3 years following construction. We also measured the amount of back and forth movement across the highway for each species through time. We documented 40,251 mule deer and 19,290 pronghorn migrate across the highway. Of those, 79% of mule deer moved under, whereas 93% of pronghorn moved over the highway. These strong species-specific differences were evident at both sites and support the no-tion that overpasses are more amenable to pronghorn than underpasses. Concurrently, we documented a sharp increase in the amount of back and forth movement of mule deer and pronghorn across the highway during migration periods. Such movement flexibility is presumed to improve their ability to respond to changing environmental conditions by easily accessing habitats on either side of the highway. Our results highlight that species-spe-cific preferences are an important consideration when mitigating roadway impacts with wildlife crossing structures. This project showed that overpass and underpass construction reduced wildlife-vehicle collisions by approxi-mately 81%. Continuous fencing used in conjunction with underpasses and overpasses effectively mitigate roadway impacts (i.e., habitat fragmentation, wildlife-vehicle collisions) to migratory mule deer and pronghorn. From the

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PROJECT INFORMATIONstudy it was found that WVCs involving pronghorn were completed elimi-nated, while those involving mule deer were reduced by 79 percent. Reduc-ing WVCs further will require careful maintenance of fence infrastructure (e.g., cattle guards and gates), especially during periods of peak mule deer movement. It was noted that an investment in overpass construction ap-pears warranted in regions that support pronghorn, but may not be neces-sary in areas inhabited only by mule deer.

Web Links (if available) http://ntl.bts.gov/lib/56000/56900/56922/RS11211_1601F.pdf

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