000high value-research-final-20111

Transportation Excellence Through Research

Research Impacts
Better—Faster—Cheaper
July 2011


Table of Contents
Introduction ................................................................................................................................. 10
The University of Alabama (UA) ................................................................................................. 11
Feasibility Study Guideline for Public Private Partnership Projects, Volumes I and II ............................. 11
Feasibility of Developing a Pilot Car Training and Certification Program in Alabama .............................. 13

Auburn University (Alabama) ..................................................................................................... 15
Development of an Integrated Economic, Land Use & Transportation Forecasting Model for the State of
Alabama ................................................................................................................................................. 15
An Evaluation of the Benefits of the Alabama Service and Assistance Patrol ......................................... 17

Alaska Department of Transportation (AKDOT) ....................................................................... 19
Alaska DOT and PF Pile Extension Pier Pushover Program .................................................................. 19
Stabilizing Marginal Soils with Geofibers and Synthetic Fluid ................................................................. 21

Connecticut Department of Transportation (ConnDOT) .......................................................... 22
A Study of Bus Propulsion Technologies Applicable in Connecticut and Demonstration and Evaluation of
Hybrid Diesel-Electric Transit ................................................................................................................. 22
Evaluation of Stormwater Quality Associated with Milling of HMA Surfaces ........................................... 28
Evaluation of Alternative Fuel Light Trucks and Automobiles ................................................................. 31
New Technologies for Photolog Image and Data Acquisition.................................................................. 34

Florida Department of Transportation (FDOT) .......................................................................... 37
Web-based Safety Inspector Training and Certification Program ........................................................... 37
Travel Time Reliability Modeling for Florida ............................................................................................ 39
Inlet Protection Devices and Their Effectiveness .................................................................................... 40
The ACS Statistical Analyzer.................................................................................................................. 42
Use of Aggregate Screenings as a Substitute for Silica Sand in Portland Cement ................................. 43

Georgia Department of Transportation (GDOT)........................................................................ 45

Research Impacts: Better—Faster—Cheaper

2


Bridge Repair and Strengthening Study, Part 1 ...................................................................................... 45
Development and Evaluation of Devices Designed to Minimize Deer-vehicle Collisions (Phase II) ........ 46
19th & 20th Century Trolley System Contextual Study ........................................................................... 47

Idaho Transportation Department (ITD) .................................................................................... 49
2009 Customer Satisfaction Survey ....................................................................................................... 49

Illinois Department of Transportation (IDOT)............................................................................ 51
Implementation and Evaluation of the Streamflow Statistics (StreamStats) Web Application for
Computing Basin Characteristics and Flood Peaks in Illinois.................................................................. 51
Development and Application of Safety Performance Functions for Illinois ............................................. 53
Evaluation of 3D Laser Scanning for Construction Application ............................................................... 55
Queue and User‘s Cost in Highway Work Zones .................................................................................... 57
Simple Cost-Effective Scour Sensor....................................................................................................... 59
Conference Proceedings: Midwest Transportation Air Quality Summit ................................................... 61
Improving the Safety of Moving Lane Closures – Phase II ..................................................................... 63

Indiana Department of Transportation (INDOT) ........................................................................ 66
Implementation of Laterally Loaded Piles in Multi-Layered Soils ............................................................ 66
Assessment of Delivery Risks in Transportation Projects ....................................................................... 68
Identification and Implementation of Best Management Practices for Erosion and Sediment Control That
Conform to Indiana Storm Water Quality Regulations and Guidance ..................................................... 70
Improving Safety in High-Speed Work Zones: A Super 70 Study ........................................................... 72
Real-Time Socio-Economic Data for Travel Demand ............................................................................. 74
Saw-Cutting Guidelines for Concrete Pavements: Examining the Requirements for Time and Depth of
Saw Cutting ............................................................................................................................................ 76
Use of Steel Slag in Subgrade Applications ........................................................................................... 78
Construction of Embankments and Fills using Lightweight Materials ...................................................... 80
Automated Pavement Condition Data Collection Quality Control, Quality Assurance, and Reliability ..... 82
Safety Impacts of Design Exceptions ..................................................................................................... 84
Travel Time Reliability in Indiana ............................................................................................................ 86
Classification of Marl soils ...................................................................................................................... 88


3


Field Investigation of Subgrade Lime Modification .................................................................................. 90
Construction of Embankments and Fill using Ash................................................................................... 91

Iowa Department of Transportation (DOT) ................................................................................ 93
Investigation of Improved Utility Cut Repair Techniques to Reduce Settlement in Repaired Areas, Phase
II ............................................................................................................................................................. 93
Laboratory Performance Evaluation of Cold In-Place Recycling (CIR)-Emulsion and Comparison Against
CIR-Foam Results from Phase II ............................................................................................................ 95
Pavement Markings and Safety .............................................................................................................. 97
Biofuel Co-Product Uses for Pavement Geo-Materials Stabilization ....................................................... 99
Development of Non-Petroleum Based Binders for Use in Flexible Pavements.................................... 101
Improving Concrete Overlay Construction ............................................................................................ 103
Use of Video Feedback in Urban Teen Drivers..................................................................................... 105
Multiple-Blade Snowplow Project ......................................................................................................... 107
Comprehensive Bridge Deck Deterioration Mapping of Nine Bridges by Nondestructive Evaluation
Technologies ........................................................................................................................................ 109
Design, Construction, and Field Testing of an Ultra High Performance Concrete Pi-Girder Bridge ....... 111

Kansas Department of Transportation (KDOT)....................................................................... 113
Use of Surface and Borehole Ground Penetrating Radar in Geologic and Engineering Investigations of
Transportation Projects ........................................................................................................................ 113
Development of Recommended Resistance Factors for Drilled Shafts in Weak Rocks Based on O-Cell
Tests .................................................................................................................................................... 115
Stream Realignment Design Using a reference Reach......................................................................... 117
A Study of Fluvial Geomorphology Aspects of Hydraulic Design .......................................................... 119
Lateral Capacity of Rock Sockets in Limestone Under Cyclic and Repeated Loading .......................... 121
Evaluation of Multiple Corrosion Protection Systems and Corrosion Inhibitors for Reinforced Concrete
Bridge Decks ........................................................................................................................................ 122

Kentucky Transportation Cabinet ............................................................................................ 124
Shear Repair of P/C Box Beams Using Carbon Fiber Reinforced (CFRP) Fabric ................................. 124
Change Orders and Lessons Learned.................................................................................................. 126


4


Nondestructive Testing of Defective ASTM A 514 Steel on the I-275 Twin Bridges over the Ohio River in
Campbell County.................................................................................................................................. 128
Factors Affecting Asphalt Pavement Density and the Effect on Long-Term Performance ..................... 130
Evaluation of Pavement Marking Performance ..................................................................................... 131
Evaluation of Warm-Mix Asphalt .......................................................................................................... 132

Louisiana Department of Transportation and Development (LADOTD), Louisiana
Transportation Research Center (LTRC) ................................................................................. 134
Development and Performance Assessment of an FRP Strengthened Balsa-Wood Bridge Deck for
Accelerated Construction ..................................................................................................................... 134
Accelerated Loading Evaluation of Subbase Layers in Pavement Performance ................................... 136
Updating LADOTD Policy on Vibration Monitoring ................................................................................ 138
Evaluation of Surface Resistivity Measurements as an Alternative to the Rapid Chloride Permeability
Test for Quality Assurance and Acceptance ......................................................................................... 140

Maine Department of Transportation (MaineDOT).................................................................. 142
Bridge Safety Initiative: Slab Bridge Load Rating using AASHTO Methodology and Finite Element
Analysis................................................................................................................................................ 142
A Financial Impact Assessment of LD 1725: Stream Crossings ........................................................... 144

Maryland State Highway Administration (SHA) ...................................................................... 146
Evaluation of Laboratory Tests to Quantify Frictional Properties of Aggregates.................................... 146
Soil Slope Failure Investigation Management System .......................................................................... 148

Michigan Department of Transportation (MDOT), Office of Research and Best Practices
(ORBP) ....................................................................................................................................... 150
ECR Bridge Decks: Damage Detection and Assessment of Remaining Service Life for Various Overlay
Repair Options ..................................................................................................................................... 150
Effects of Debonded Strands on the Production and Performance of Prestressed Concrete Beams .... 152
Development of New Test Procedures for Measuring Fine and Coarse Aggregate Specific Gravities .. 154
Improving Drivers‘ Ability to Safely and Effectively Use Roundabouts: Educating the Public to Navigate
Roundabouts ........................................................................................................................................ 156

Minnesota Department of Transportation (Mn/DOT) .............................................................. 158
TH-36 Full Closure Construction: Evaluation of Traffic Operations Alternatives ................................... 158


5


Mn/DOT Combined Smoothness Specification ..................................................................................... 160
Development of an Advanced Structural Monitoring System ................................................................ 162
Sign Retroreflectivity – A Minnesota Toolkit ......................................................................................... 164
Minnesota‘s Best Practices for Traffic Sign Maintenance/ Management Handbook .............................. 166

Mississippi Department of Transportation (MDOT)................................................................ 168
Summary of Lessons Learned from the MDOT MEPDG Materials Library ........................................... 168
Incorporation of MDOT‘s Faulting Calculation Algorithm into ProVAL FHWA Software ........................ 170
Sediment Management Alternatives for the Ports of Biloxi, Gulfport, Bienville, and Pascagoula .......... 172

Missouri Department of Transportation (MoDOT) .................................................................. 173
Bathymetric Surveys at Highway Bridges Crossing the Missouri River in Kansas City, Missouri, using a
Multibeam Echo Sounder, 2010 ........................................................................................................... 173
Evaluation of an Adaptive Traffic Signal System: Route 291 in Lee's Summit, Missouri ....................... 174
Diverging Diamond Interchange Performance Evaluation (I-44 & Route 13) and Diverging Diamond
Lessons Learned document ................................................................................................................. 176
Light Detection and Ranging (LiDAR) Technologies ............................................................................. 178
MTI Geotechnical Research Program .................................................................................................. 180
Spalling Solution of Precast-Prestressed Bridge Deck Panels.............................................................. 182
Calibration of Live Load Factor in LRFD Design Guidelines ................................................................. 183

Montana Department of Transportation (MDT) ....................................................................... 184
Highways for Life Culvert Rehabilitation Project/ NH-HFL 8-1(30)23 MacDonald Pass Guardrail/Erosion184
Steep Cut Slope Composting: Field Trials and Evaluation .................................................................... 186
Montana Rest Area Usage: Data Acquisition and Usage Estimation .................................................... 188

New Hampshire Department of Transportation (NHDOT) ...................................................... 190
Development and Implementation of Interactive Stormwater Outreach Model and Related Materials .. 190
In-Service Performance Monitoring of a CFRP-Reinforced HPC Bridge Deck ...................................... 192

New Jersey Department of Transportation (NJDOT) .............................................................. 194
Heavy Metal Contamination in Highway Marking Glass Beads............................................................. 194
Incorporating Alternative Energy into NJDOT‘s Physical Plant ............................................................. 196


6


Eliminating Barriers to Transit-Oriented Development .......................................................................... 198
IR Scan of Concrete Admixtures and Structural Steel Paints................................................................ 199
Design and Evaluation of Bridges for Scour Using HEC 18 .................................................................. 201

New York State Department of Transportation (NYSDOT) .................................................... 203
Performance of Gravel Aggregates in Superpave Mixes with 100/95 Angularity................................... 203
HydroTracker Sub-surface Moisture Meter ........................................................................................... 205
Solar Transit Stops on Central Avenue ................................................................................................ 207

North Carolina Department of Transportation (NCDOT) ........................................................ 209
Behavior of Micropiles in Bridge Bent Applications ............................................................................... 209
Precipitation Alert: Ongoing Maintenance of Precipitation Alert and Visualization Tool in Support of
NCDOT‘s Storm Water Quality Monitoring ........................................................................................... 211
Reducing stormwater flows and pollution from ocean outfalls at Kure Beach NC using Dune Infiltration
Systems ............................................................................................................................................... 213
Local Calibration of the MEPDG for Flexible Pavement Design ............................................................ 215
Development of Undercut Criteria and Alternatives for Subgrade Stabilization ..................................... 217
Superstreet Benefits and Capacities .................................................................................................... 219

Ohio Department of Transportation (ODOT) ........................................................................... 221
Forensic Investigation of AC and PCC Pavements with Extended Service Life .................................... 221
Cost Benefit Analysis of Including Microsurfacing in Pavement Treatment Strategies and Pavement
Design .................................................................................................................................................. 223
Analysis of Public Benefits for Pennsylvania Rail Freight Funding........................................................ 225
Impacts of Vanpooling in Pennsylvania ................................................................................................ 227
Concrete Overlay Field Application ...................................................................................................... 229
Determining Structural Benefits of PennDOT-Approved Geogrids in Pavement Design ....................... 231

South Carolina Department of Transportation (SCDOT) ....................................................... 232
Evaluating the Effect of Slab Curling on IRI for South Carolina Concrete Pavements........................... 232

South Dakota Department of Transportation (SDDOT) .......................................................... 234
Application of Paleoflood Investigations in the Black Hills .................................................................... 234
Development of a Maintenance Decision Support System ................................................................... 236

7


Texas Department of Transportation (TxDOT)........................................................................ 238
Aggregate Resistance to Polishing and Its Relationship to Skid Resistance......................................... 238
Develop Guidelines and Procedures for Stabilization of Sulfate Soils ................................................... 240
Rapid Field Detection of Sulfate and Organic Content in Soils ............................................................. 242
Estimating Texas Motor Vehicle Operating Costs................................................................................. 244
Longer Combination Vehicles & Road Trains for Texas? ..................................................................... 245
Equipment Replacement Optimization ................................................................................................. 246
Evaluation of Superheavy Load Criteria for Bridges ............................................................................. 247
Development of Field Performance Evaluation Tools and Program for Pavement Marking Materials ... 248
Mitigation Methods for Temporary Concrete Traffic Barrier Effects on Flood Water Flows ................... 250
Super 2 Design for Higher Traffic Volumes .......................................................................................... 252
Optimizing the Design of Permeable Friction Courses (PFC) ............................................................... 253

Transportation Research Board (TRB) .................................................................................... 255
Advancing Bridge Specifications .......................................................................................................... 255
AASHTO Asset Management Guide: Volumes I and II ......................................................................... 257
Highway Capacity Manual .................................................................................................................... 259

Utah Department of Transportation (UDOT) ........................................................................... 260
Construction Machine Control Guidance Implementation Strategy ....................................................... 260
Failure of Surface Courses Beneath Pavement Markings .................................................................... 261
Infrasound Avalanche Monitoring System Research Evaluation ........................................................... 262
Assessing Corrosion of MSE Wall Reinforcement ................................................................................ 264

Virginia Department of Transportation (VDOT) ...................................................................... 266
Determining the maintenance superintendent and facility needs for residencies in the Virginia
Department of Transportation............................................................................................................... 266
Examination of an implemented asphalt permeability specification....................................................... 268
Analysis of Full-Depth Reclamation Trial Sections in Virginia ............................................................... 270
Condition assessment and determination of methods for evaluating corrosion damage in piles
encapsulated in protective jackets on the Hampton Roads Bridge-Tunnel ........................................... 272


8


Investigation of the use of tear-off shingles in asphalt concrete ............................................................ 274
Best practices in traffic operations and safety: Phase II – Zig-zag pavement markings ........................ 276

Washington State Department of Transportation (WSDOT) .................................................. 278
Precast Systems for Rapid Construction of Bridges ............................................................................. 278
Identifying High Risk Locations of Animal-Vehicle Collisions on Washington State Highways .............. 280
Bituminous Surface Treatment Protocol ............................................................................................... 281
State Highways as Main Streets: A Study of Community Design and Visioning.................................... 282
Quantifying Incident Induced Travel Delays ......................................................................................... 284
Incident Response Evaluation .............................................................................................................. 286

Wisconsin Department of Transportation (WisDOT).............................................................. 288
Rapid Bridge Construction Technology – Precast Elements for Substructures ..................................... 288
Best Practices on Mega-Projects and ARRA Projects .......................................................................... 290
Evaluation of Intelligent Compaction Technology for Roadway Subgrades & Structural Layers ........... 292


9


Introduction
This document is the 2011 collection of High Value Research highlights from across the Nation. These
highlights, which were compiled for the American Association of State Highway and Transportation Officials
Research Advisory Committee summer meeting, showcase projects that are providing ―Transportation
Excellence Through Research.‖ The highlights encompass a variety of research with topics ranging from
pavements and bridge construction, to deer-vehicle collisions, to Hybrid Diesel-Electric Transit.
States that submitted projects include: Alabama, Alaska, Connecticut, Florida, Georgia, Idaho, Illinois,
Indiana, Iowa, Kansas, Kentucky, Louisiana, Maine, Maryland, Michigan, Minnesota, Mississippi, Missouri,
Montana, New Hampshire, New Jersey, New York, North Carolina, Ohio, Pennsylvania, South Carolina,
South Dakota, Texas, Utah, Virginia, Washington, and Wisconsin. See the Federal Highway
Administration‘s (FHWA) Telling the R&T Story for FHWA‘s project highlights.


10


The University of Alabama (UA)

PROJECT INFORMATION
Project Title

Feasibility Study Guideline for Public Private Partnership
Projects, Volumes I and II

ID

930-722R

Project Cost

$116,567

Duration

25 months

SUBMITTER
Submitter Agency

UA

Submitter Contact

Dr. Jay Lindly; Dr. Qingbin Cui

Submitter E-mail

jlindly@eng.ua.edu; cui@umd.edu

RESEARCH PROGRAM
Sponsoring Agency or Organization

Alabama Department of Transportation (ALDOT)

Sponsoring Agency Contact

Jeffery W. Brown

Sponsoring Agency Contact’s E-mail

brownje@dot.state.al.us

RESEARCH AND RESULTS
Brief Summary of the Research
Project

For many state Departments of Transportation (DOTs), a shortage of
transportation funds requires the agencies to combat the shortage by
implementing innovative programs. Nationwide, Public Private
Partnerships (PPP) in transportation projects are increasingly gaining
acceptance as an alternative to the traditional approaches of project
delivery and public financing. Due to the complexity of scale of PPP
projects, it remains a challenging task for state DOTs to identify PPP
opportunity while protecting public interest.
The research study presents a framework for PPP feasibility study at the
early phase of project development. The PPP feasibility study
procedure included five components: namely prescreening checklist,
debt financing test, equity financing evaluation, sensitivity analysis, and
capital structure optimization. The integrated analysis framework would
help state DOTs:
Evaluate PPP maturity
Identify risk factors and implementation barriers


11


Determine debt capacity
Establish minimum requirement for private equity investment
Determine equity and public fund needs
Evaluate and compare public and private financing plans
Optimize capital structure under uncertainty
A financing analysis process model was developed and refined for the
guideline. An Excel-based software package named P3FAST was
developed.
A case study was performed to demonstrate the analysis process and
outcome. The analysis was compared with three types of PPP models
and evaluated to achieve a feasible financing structure.
Some of the recommendations from the study were as follows:
ALDOT could integrate the partnership program into the
multimodal transportation development process. Highway, rail
and transit projects could all be developed through various PPP
formats.
Successful PPP projects in essence root in an appropriate
allocation of project risks between public and private partners.
Identifying, evaluating, pricing, and allocating those risks are still
challenging work and deserve further investigation.
PPP project governance becomes an increasingly important
issue that requires public agencies to integrate good
governance standards into PPP practices including participation,
decency, transparency, accountability, fairness, efficiency and
sustainable development. The guidebook on good governance
practices in PPPs; however, has not been established.
Impact, or Potential Impact, of
Implementing Research Results
Web Links (if available)

http://utca.eng.ua.edu/projects/final_reports/08403-FinalReport_.pdf


12


PROJECT INFORMATION
Project Title

Feasibility of Developing a Pilot Car Training and
Certification Program in Alabama

ID

930-669

Project Cost

$108,034

Duration

4.25 years

SUBMITTER
Submitter Agency

The University of Alabama

Submitter Contact

Dr. Jay Lindly

Submitter E-mail

jlindly@eng.ua.edu

RESEARCH PROGRAM



Jeffery W. Brown



Project

In response to a devastating, early-morning crash involving an escorted,
oversize/overweight load and a train in Glendale, California in January
2000, the National Transportation Safety Board produced a Safety
Recommendation (Blakey 2001, 3). The recommendation stated that
pilot car drivers perform ―a safety-sensitive function and are an integral
component of many oversize/overweight vehicle movements;
consequently, it is important that they be trained and qualified‖.
However, when the recommendation was released in 2001, only 8 states
required pilot car escort driver certification for oversize/overweight loads.
The State of Alabama does not currently require pilot car driver
certification. Only 11 states currently require this type of certification.
However, the Permit and Operations section within the Maintenance
Bureau of ALDOT made a request to investigate certification within
Alabama and reciprocity of certification with neighboring states. Three
key areas were identified and addressed through the research study
efforts. The areas were as follows:
Modifying the escort driver section §32-9-29, Code of Alabama
(1975) to update them and to make them more uniform with
other southeastern states. Suggested modifications were
written, but would not be placed into effect in Alabama without
being adopted under the Administrative Procedures Act.


13


Producing teaching materials and a plan to teach the
certification course if it is authorized. A 28-page training booklet
was completed.
Educating truckers about the permit requirements and pilot car
requirements for oversize/overweight loads, in addition to other
trucking issues. The Truckers Guide to Permits, Weights and
other Commercial Vehicle Regulations was completed. It is a 28page document with input from 5 agencies essential to freight
transportation and is ready for publication.

http://utca.eng.ua.edu/projects/project_descriptions/10401%20RiP
.pdf


14


Auburn University (Alabama)

PROJECT INFORMATION
Project Title

Development of an Integrated Economic, Land Use &
Transportation Forecasting Model for the State of Alabama

ID

930-766

Project Cost

$250,000

Duration

13 months

SUBMITTER
Submitter Agency

Auburn University

Submitter Contact

Dr. Michael Clay

Submitter E-mail

Clay@byu.edu

RESEARCH PROGRAM



Jeffery W. Brown



Project

Data development and concern over what it might entail constrain many
smaller and medium-sized Metropolitan Planning Organizations‘ (MPO)
ambitions to develop an integrated transportation/land use modeling
framework. Yet growing demands for more detailed answers to evolving
questions that such frameworks can answer will likely only increase with
time as local policymakers and federal requirements grow more
demanding in the infrastructure selection and justification process.
In 2007 the ALDOT in cooperation with the Montgomery Area MPO and
Auburn University initiated a research project to explore the potential of
developing an integrated transportation/land use model framework for
use in transportation planning throughout the state. The Montgomery
area was selected as the ―test bed‖ of those efforts which culminated in
2009 with the development of rich geospatial datasets. Both the
Montgomery MPO and ALDOT recognized the need and jointly
sponsored research to evaluate the viability of a complex integrated
transportation/land use framework given limited data and resources. In
2009 ALDOT initiated a second phase research project to implement
Cube Land as the land use model component of an integrated
transportation/land use model. The Montgomery case study was the


15


first of this particular land use model to be employed in the United
States. A predecessor of Cube Land was successfully employed in
Santiago, Chile under the name MUSSA (Martinez, 2007).

The research project successfully demonstrated that a medium-sized
MPO had most of the data to build such a model, and that disaggregate
data, normally cost prohibitive for such an agency, could be acquired
and augmented for minimal cost. By reducing data development costs
and schedule, opportunities exist for such agencies to address the
complex interactions between land use policies and transportation
infrastructure improvements over time and facilitate a more informed
project selection process.



16


PROJECT INFORMATION
Project Title

An Evaluation of the Benefits of the Alabama Service and
Assistance Patrol

ID

930-635

Project Cost

$89,307

Duration

2 years

SUBMITTER
Submitter Agency

The Highway Research Center, Auburn University

Submitter Contact

Dr. Rod Turochy; Dr. Steven Jones

Submitter E-mail

rodturochy@auburn.edu; sjones@eng.ua.edu

RESEARCH PROGRAM

Alabama Department of Transportation


Jeffery W. Brown



Project

The Alabama Service and Assistance Patrol (A.S.A.P.) is a freeway
service patrol operated by the Alabama Department of Transportation in
the Birmingham region of Alabama. This patrol of service vehicles
travels continuously on approximately 112 miles of freeway on
weekdays, and responds to incidents such as crashes, and vehicle
breakdowns, rendering assistance from basic services to motorists to
temporary traffic control. The A.S.A.P. program provides benefits to the
public through reductions of travel time delay, vehicle emissions, and
secondary or follow-on crashes. The program also provides basic
services to motorists such as fuel, air, and emergency starting. The
economic values of these benefits were estimated in order to conduct an
evaluation of the economic effectiveness of the program.
This study, which was the first comprehensive study that addressed all
categories of benefits since program inception in 1997, provided an
economic evaluation of the program using assist and program cost data
that was provided by ALDOT for a 12-month period (July 2004 – June
2005). Four categories of benefits were evaluated during the research:
mobility, safety, environmental, and customer service.
The mobility benefits, the most commonly studied category, consist of
the value of travel time saved due to the operations of the A.S.A.P.
program. Since previous studies have shown that a substantial
percentage of traffic congestion and resulting delay are due to non-


17


recurring congestion (i.e. incidents) rather than typical daily congestion
associated with volume and capacity relationships, a detailed and
thorough approach was developed to estimate the mobility benefits of
the A.S.A.P. program. Analysis of benefits related to emissions
reduction warranted a high level of detail due to the original motivation
and funding for the A.S.A.P. program. The program was originally
supported through the Congestion Mitigation and Air Quality (CMAQ)
federal funding category. The focus of CMAQ funds was to support
projects and programs that improve air quality.
Safety benefits are those associated with secondary crashes avoided
through the operations of the program. Quantification of safety benefits
in prior studies has been relatively limited and predicated on many
assumptions. Attempts to relate incident durations and clearances to
actual changes in rates or occurrences of secondary crashes were
identified challenges. Environmental benefits are those attributable to
reduced emissions. The value of services directly provided to motorists
through the program constitutes the customer service benefits. Finally,
customer service benefits were valued economically through the use of
values provided in several studies of other programs. These values
were then adjusted across time and location to the study period for the
current effort (2004-2005). An additional guiding principle in the
analyses was the use of range-based rather than deterministic results.
Due to the assumptions that needed to be made to establish values of
these categories, a range of benefits, rather than a single value, was
reported, except for the environmental benefits. Since the
environmental benefits were based directly on the simulation model and
assumptions did not need to be made about socioeconomic values, a
single value was reported. These values are summarized in Table 8-1.
The range of economic benefits, as well as most likely values, were
estimated in each of the four categories described above. The ratio of
benefits to program costs during the study period, for each category, is
shown Table ES-1. The overall benefit-cost ratio was found to be
between 3.5:1 and 33:1, with a most likely value of approximately 15:1.
This demonstrates that the benefits of the A.S.A.P. program greatly
exceed the investment in the program.


18


Alaska Department of Transportation (AKDOT)

PROJECT INFORMATION
Project Title

Alaska DOT and PF Pile Extension Pier Pushover Program

ID

T2-07-14

Project Cost

$80,000

Duration

2.5 years

SUBMITTER
Submitter Agency

AKDOT

Submitter Contact

Angela Parsons; Elmer Marx

Submitter E-mail

angela.parsons@alaska.gov; elmer.marx@alaska.gov

RESEARCH PROGRAM

University of Alaska, Fairbanks


N/A


N/A

Project

Unlike the current American Association of State Highway and
Transportation Officials (AASHTO) Load and Resistance Factor Design
(LRFD) Bridge Design Specifications, the AASHTO Guide Specification
for LRFD Seismic Bridge Design is a displacement-based seismic
design methodology. This methodology allows for the direct comparison
of the earthquake induced deformations to the bridge‘s displacement
capacity. Unfortunately, although the displacement-based approach is
more accurate and appropriate, the computational requirements are
challenging and cannot be easily be performed without the aid of
computer automation. No reliable commercial software program is
available to calculate a structure‘s displacement capacity.
The AKDOT has sponsored research to investigate the full-scale
performance of the standard bridge pier used in Alaska. The project was
successful and the results have been incorporated into all new bridge
designs resulting in greatly improved performance while also reducing
bridge cost. The researchers on this project had developed computer
programs (without Department assistance) capable of accurately
predicting the displacement capacity of bridge piers. These programs
were developed as research tools and are not useable by design
engineers. This project has adopted the existing ―academic‖ software


19


(OpenSEES) into a useable design program to generate the
displacement capacity (pushover response) of typical Alaska style
bridge piers.

http://ine.uaf.edu/autc/projects/alaska-bridge-bent-pushover-softwareincluding-concrete-confinement/
http://rip.trb.org/browse/dproject.asp?n=13618


20


PROJECT INFORMATION
Project Title

Stabilizing Marginal Soils with Geofibers and Synthetic Fluid

ID

AUTC207117

Project Cost

$400,000

Duration

3 years

SUBMITTER
Submitter Agency

Alaska Department of Transportation (AKDOT) and Public
Facilities (PF)

Submitter Contact

James Sweeney

Submitter E-mail

jim.sweeney@Alaska.gov

RESEARCH PROGRAM

Alaska University Transportation Center


N/A


N/A

Project

Many soils encountered in Western Alaska are marginal and lack the
required engineering properties for pavement base courses, subbase
courses, subgrades and building foundations. Alternatives include
importing costly quality soils and stabilizing locally available soils.
Traditional stabilization techniques require large amounts of additives to
improve the engineering properties of soils. Moreover, many of these
techniques require specialized skills and equipment to ensure adequate
performance. Recently researchers have used geofibers and synthetic
fluid to improve very loose sandy soils. This technology requires minimal
installation equipment. The stabilization of soils with the combination of
geofibers and synthetic fluid and the application of the technology in
transportation infrastructure have not been thoroughly investigated. A
systematic experimental study is underway on various local marginal
soils. An early research attempt on a local soil (Bethel silty sand)
showed the use of geofiber and synthetic fluid can significantly increase
the bearing capacity and strength of the soil.


This study will directly benefit a wide range of transportation construction
projects. The technology is very promising as it allows engineers to use
locally available materials, and thus providing a significant reduction in
overall construction costs.


http://ine.uaf.edu/autc/files/2011/02/INE_AUTC_RR07_03.pdf
(Note this is the report of the preceding pilot project.)


21


Connecticut Department of Transportation (ConnDOT)

PROJECT INFORMATION
Project Title

A Study of Bus Propulsion Technologies Applicable in
Connecticut and Demonstration and Evaluation of Hybrid
Diesel-Electric Transit

ID

CT-222-42-03-15; CT-170-1884-F-05-10; JH 03-8 Report No.
JHR 05-304

Project Cost

$166,618 (plus $1,023,756, the purchase price of two busses at
$511,878 per bus)

Duration

15 years, 6 months

SUBMITTER
Submitter Agency

ConnDOT

Submitter Contact

Ravi V. Chandran

Submitter E-mail

Ravi.Chandran@ct.gov

RESEARCH PROGRAM

Project

This project spans a period of over fifteen years during which time
CTTransit™ has been a national leader in testing and adopting new and
emerging bus propulsion technologies. The goal of the project was to
identify, for future bus fleet replacement, the next generation of transit
buses; these buses must have improved fuel economy, produce fewer
emissions, and be cost effective and reliable when compared to the
standard heavy-duty, clean-diesel powered buses. Project partners
include the Connecticut Department of Transportation (ConnDOT),
CTTransit™, the Connecticut Academy of Science and Engineering
(CASE) and the University of Connecticut (UConn).
In 2000, ConnDOT and CTTransit™ were interested in introducing new
bus propulsion technologies into the CTTransit™ bus fleet that would
meet both transportation and environmental needs.
ConnDOT/CTTransit™ asked CASE in 2000 to evaluate available and
emerging bus propulsion technology, and to suggest bus purchase


22


scenarios as guidance for decision making involving the purchase of
new buses (A Study of Bus Propulsion Technologies Applicable in
Connecticut, February 2001). Then, in 2002, ConnDOT/CTTransit™
asked CASE to update the initial CASE study (Study Update: Bus
Propulsion Technologies Applicable in Connecticut, March 2003).
These studies were useful to ConnDOT/CTTransit™ in designing an
initial pilot program for the acquisition and testing of two 2003-model
year, 40-foot hybrid diesel-electric buses, and two virtually identical
2002-model-year, 40-foot, standard clean-diesel buses.
The pilot program included an 18-month testing program that was
developed by CTTransit™ and reviewed by a CASE committee that
resulted in a report (Review of CTTransit Diesel Bus Research Program,
March 2003) that provided guidance to CTTransit™ for its consideration.
The testing program included the measurement of gaseous and
particulate emissions with the assistance of and evaluation by two
UConn professors. It is believed that this was the first time ever that
emissions comparisons between hybrid-electric buses and similar
conventional diesel buses were made on-board buses, on routes that
represent in-service conditions. As such, this program was a unique
opportunity that evaluated buses operating in real-world conditions. The
testing program involved operating the two hybrid buses and two cleandiesel buses in virtually identical conditions on equivalent routes each
day, duplicating revenue service in all cases. Emissions were measured
using on-board equipment. The testing program was completed in
December 2004.
The experience gained from the pilot program provided CTTransit™ with
internal expertise to continue to examine innovative emerging
technologies for additional bus fleet acquisitions. In 2007, CTTransit™
st
acquired its 1 fuel cell-hybrid bus which has operated on a circulator
route in Hartford, CT, for the past 3 3/4 years. Experience gained with
this initial fuel cell-hybrid bus resulted in the acquisition of four additional
fuel cell-hybrid buses that were placed into revenue service in late 2010.
CTTransit™ also purchased thirty-one 40-foot hybrid buses and ten 60foot articulated hybrid buses in 2010 that are just now being placed into
revenue service. The company is also in the process of replacing all 16
of its Transportation Supervisor vehicles with hybrid models.
The following represents a summary of the recommendations of the
studies and results of the testing program that comprise the foundation
of this project:
CASE Study: A Study of Bus Propulsion Technologies
Applicable in Connecticut (February 2001)
(http://ctcase.org/reports/bus_propulsion.pdf]: The study
examined several bus propulsion technologies including:
existing diesel system technology; ―clean diesel‖; hybrid dieselelectric; compressed natural gas (CNG); and fuel cell-based.
The study offered recommendations that provided several
options that were designed to reduce emissions, match service


23


and market needs, reduce risk, and minimize cost. In summary,
the study suggested the purchase of some hybrid diesel-electric
buses paired with state-of-the-art ―clean diesel‖ buses with the
possibility of moving more aggressively into ultra-low-sulfur fuel
buses fitted with advanced exhaust treatment systems.
CASE Study Update: Bus Propulsion Technologies Applicable
in Connecticut (March 2003) [Report No. CT-222-42-03-15
(http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-222-4203-15.pdf)]: This study identified that current markets and
findings were similar to those found in the 2001 study.
However, several issues and developments occurred since
issuance of the original report that were of interest. The
reported reliability of first generation hybrid diesel-electric buses
was significantly poorer than equivalent conventional diesel
buses and the number of suppliers remained small. CASE
found that the inherent technical and operational advantages of
hybrid diesel-electric buses merited continued exploration of this
option, with expectation that future generations of these buses
would overcome the reliability issues experienced with the first
generation buses. Therefore, it was recommended that
CTTransit™ continue to concentrate its bus acquisition program
on the purchase of conventional diesel buses, equipped with
state-of-the-art exhaust gas treatment systems and operated
using ultra-low-sulfur fuel; and continue to explore hybrid dieselelectric technology by purchasing a small number of such
buses, and evaluating their operation on CTTransit™ bus
routes.
CTTransit™ Demonstration and Evaluation of Hybrid DieselElectric Transit Buses: The 18-month testing program (July
2003 – December 2004) included testing of two 2003-modelyear 40-foot hybrid diesel-electric buses, and two virtually
identical 2002-model-year, 40-foot standard clean-diesel buses
in identical conditions on equivalent routes each day, duplicating
revenue service. Emissions were measured using on-board
equipment. The program included two broad categories of
testing. CTTransit™ tracked fuel usage, oil usage, mean time
between road calls and maintenance costs. Two professors
from the UConn, Baki M. Cetegen, Professor of Mechanical
Engineering (CTTransit Hybrid and Conventional Bus Gas
Emission Measurement Test Report [2005]) (available on CD),
conducted the testing of gaseous emissions (carbon dioxide,
carbon monoxide, oxides of nitrogen, and unburned
hydrocarbons), and Britt A. Holmén, Professor of Civil and
Environmental Engineering [Particulate Matter Emissions from
Hybrid Diesel-Electric and Conventional Diesel Transit Buses:
Fuel and Aftertreatment Effects [2005] [Report No. JHR 05-304
(http://docs.trb.org/01011179.pdf)]] conducted the testing of
particulate matter, including both total particulate mass and a
detailed measurement of the size distribution of the particles.


24


The results of the testing program found that the hybrid dieselelectric buses were very reliable and achieved 10% better fuel
economy than the comparable clean-diesel buses. For any
given fuel/exhaust gas treatment situation, the gaseous
emissions and particle mass and number emissions were
virtually identical for the hybrid diesel-electric buses and the
base clean-diesel buses when averaged over the real-world
driving routes used in the program. For both bus types, the gas
and particle emissions were essentially unaffected by the
change to ultra-low-sulfur diesel fuel. In addition, the gaseous
emissions were unaffected by the addition of the diesel
particulate filter. For both bus types, and in all cases, particulate
emissions were greatly reduced by the addition of the diesel
particulate filter in the exhaust system. For the particle size
range of 10 – 130 nanometers – a size range of great current
interest due to public health concerns – the reductions in particle
number concentration were on the order of 99% (i.e., a
reduction of 100 times). The hybrid diesel-electric buses had a
lower life cycle cost, when the current Federal Transit
Administration (FTA) 80% purchase subsidy was considered.
Also, as determined from customer surveys, the hybrid diesel
electric buses were rated very favorably by both bus operators
and customers.
CASE Report: Demonstration and Evaluation of Hybrid DieselElectric Transit Buses (October 2005) [Report No. CT-1701884-F-05-10 (http://docs.trb.org/01015091.pdf)]: This report
summarized the findings of the CTTransit™ testing program and
concluded that CTTransit™ should continue to evaluate the
operation of its hybrid diesel-electric buses especially with
regard to fuel economy and maintenance history; consider
follow-up study of cost, reliability, and emissions after several
years of operation to evaluate aging of both the hybrid and base
(clean-diesel) buses; consider purchase of additional hybrid
buses of newer and different designs in study quantities to
better understand if the expected inherent advantages of a
hybrid design will be realized; continue to purchase conventional
clean-diesel buses, fitted with state-of-the-art exhaust systems,
including particulate matter filters operated on ultra-low-sulfur
diesel fuel for a majority of bus fleet acquisitions.


25


CTTransit Hydrogen Fuel Cell Bus In-Service

CTTransit 2003 Hybrid Electric Bus

CTTransit 2011 Hybrid Electric Bus


26


CTTransit Nova Artic Bus

http://ctcase.org/reports/bus_propulsion.pdf
http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-222-42-0315.pdf
http://docs.trb.org/01015091.pdf


27


PROJECT INFORMATION
Project Title

Evaluation of Stormwater Quality Associated with Milling of
HMA Surfaces

ID

JHR 10-322

Project Cost

$57,702

Duration

3 years

SUBMITTER
Submitter Agency

ConnDOT

Submitter Contact

Ravi V. Chandran

Submitter E-mail


RESEARCH PROGRAM

ConnDOT


Ravi V. Chandran



Project

Background
The common practice of milling old pavement from roadways prior to
placing a new wearing surface has the potential to increase contaminant
loads released from roadway surfaces during rain events. It is
commonly recognized that runoff from undisturbed roadway surfaces
constitute an important non-point source of contaminants to surface
waters in the US (US EPA 1995). Materials on the roadway surface that
are deposited from the atmosphere, vehicle emissions and vehicle
component (e.g., brakes) and tire wear are washed from the surface by
precipitation and suspended or dissolved in the stormwater (FHWA
1999). Typical stormwater constituents of concern include suspended
solids that may clog receiving water bodies and heavy metals that may
be toxic to aquatic organisms (US EPA 1995). Other contaminants may
include nutrients and oil and grease (FHWA 1999). The extent to which
these roadway contaminants may contribute to stormwater quality from
milled roadway surfaces is unknown. Possible milled surface
stormwater quality impacts could include an increased suspended solids
load resulting from fine particles generated during milling. Anecdotal
reports suggest oily sheens on waterways around milled surfaces that
may result from fine asphalt particles from the road surface. Obviously,
any generation of runoff from the milled surface requires that a rainfall
event occur prior to placement of the new pavement surface, but this
occurrence may be high given that a several-day to week interval can
pass between pavement removal and placement of a new wearing


28


surface. Thus, to assess whether stormwater best management
practices (BMPs) should be integrated into pavement milling activities,
and to provide insight to develop such BMPs, if required, there is an
urgent need to characterize the release of roadway-derived
contaminants from milled pavement surfaces.
Objective(s)
The objective of the proposed research was to characterize differences
in water quality parameters between stormwater runoff from milled
roadway surfaces and unaltered roadway surfaces.
Conclusions and Recommendations
Milling of HMA surfaces had no direct impact on water quality of
roadway runoff obtained from these surfaces. Stormwater quality of
runoff obtained from milled roadway surfaces differed little from runoff
from unaltered roadway surfaces. Comparisons of road surface flushing
mechanisms and event mean concentrations of water quality
parameters yielded similar values for both milled and unaltered roadway
surfaces. The one exception was event mean total suspended solids
that were greater for milled surfaces; however, correlation of high total
suspended solids with the occurrence of particle-associated lead in the
milled surface runoff suggested a roadside source of solids, not residual
HMA particles generated during milling.
The coincident observations of suspended solids and lead at milled
locations may suggest alterations of stormwater conveyance systems
and structures. For example, removal of asphalt curbing may allow
overland flow from disturbed soil embankments onto the road surface,
contributing to roadway runoff. Therefore, milling activities should
proceed with consideration not to create new hydraulic connections with
adjacent roadside areas that do not drain onto the road surface.
Scheduling of roadway resurfacing projects in Connecticut need not be
modified for weather conditions to minimize impacts on water quality of
stormwater generated during the project duration. The lack of trends in
total suspended solids or heavy metal event mean concentrations with
precipitation suggest that rain storm intensity was not a factor in storm
water quality. The somewhat higher event mean total suspended solids
concentrations for milled surfaces were within ranges reported for other,
unaltered road surfaces. The timing of the milling season with summer
in Connecticut results in localized convective rainfall events
characterized by sporadic generation of rainfall runoff that is short in
duration. Milled roadway surfaces that employ catch basin and storm
drain runoff conveyance systems may not yield any stormwater during
summer convective storm events because water accumulation on the
road surface must be great enough to overtop drainage structures.


29


Sample Collection Apparatus.
Apparatus was deployed in an asphalt stormwater conveyance gutter (1)
to await initiation after 60 mm/h precipitation intensity detected by a
tipping bucket rain gauge (2). Stormwater flow was measured with an
H-flume equipped with a bubble flow meter (3). Flow exiting the flume
via a dump cup (4) was sampled using a 12-position automated sampler
contained within a secure box (5).

http://www.ct.gov/dot/LIB/dot/documents/dresearch/JHR_10322_JH_06-9.pdf


30


PROJECT INFORMATION
Project Title

Evaluation of Alternative Fuel Light Trucks and Automobiles

ID

CT-2223-1-04-6; CT-2223-2-05-3; CT-2223-F-08-8

Project Cost

$614,600

Duration

10 years, 1 month

SUBMITTER
Submitter Agency

ConnDOT

Submitter Contact

Ravi V. Chandran

Submitter E-mail


RESEARCH PROGRAM

ConnDOT


Ravi V. Chandran

Sponsoring Agency Contact’s Email


Project

The goal of the project was to gather first- and second-hand data and
information about the performance of alternative fuel (ALT-Fuel) light
trucks and automobiles; analyze and synthesize the materials; and,
develop findings to aid State and Federal officials in their planning for
future government fleets to comply with Section 507(o), the Energy Policy
and Conservation Act of 1992 (EPACT).
Background
In 2005, the State fleet consisted of 4,041 passenger vehicles. The DOT
was assigned 221 of these vehicles. In addition, the DOT owned and
operated 2,099 specialty vehicles (528 buses, 713 dump trucks, 344
pickups, etc.). Both the Department of Administrative Services (DAS) and
DOT must comply with EPACT requirements to purchase specified
minimum percentages of cars and light trucks that operate on fuels other
than gasoline or diesel fuel. EPACT excludes emergency vehicles from
these requirements. Compliance with EPACT strengthens US energy
security by reducing dependency on foreign oil. In 1996, Department of
Energy (DOE) regulations were modified, but the basic goals remained
intact. In 1998, DAS purchased 70 dual-fuel compressed natural gas
(CNG)/gasoline sedans that met the federal 15% fleet-purchase
requirement. In 1999 and 2000, larger purchases were carried out to
comply with 25% and 50% fleet-purchase requirements. After 2000, flex-


31


fuel vehicles were purchased to meet EPACT requirements. In 2000, the
national consumption of alternative fuels was 0.2% of total transportation
fuels in the US. CNG represented 29.5% of all alternative fuels in the US.
In 1998, the Department initiated research project SPR-2223, titled
―Evaluation of Alternative Fuel Light Trucks and Automobiles,‖ to gather
field data and performance information on vehicles operated in
Connecticut that are powered from electricity and CNG, to assist both
State and Federal Officials with information about these options, which
could be used to comply with the Energy Policy and Conservation Act of
1992, Section 507(o).
Compressed Natural Gas (CNG) Vehicle
A 1998 Chevy Cavalier Sedan, bi-fuel compressed natural gas vehicle,
that was part of the state fleet, was selected for evaluation. It was
operated under various weather conditions, trip lengths, and fuel types to
document the performance, practicality, and limitations of operating this
type of vehicle in Connecticut. From November 1998 to May 2003, the
Research staff accumulated 27,000 miles on the subject vehicle.
Production of the bi-fuel Chevy Cavalier was discontinued after the 2004
model year.
In conclusion, the bi-fuel CNG Chevy Cavalier did function as described
by the automobile manufacturer‘s literature. The bi-fuel capability of this
vehicle worked well and provided a means of operating fleet automobiles
on an alternative fuel. However, the limited CNG supply infrastructure in
Connecticut, together with no requirement to report the amount of CNG
fuel consumed by fleet operations and the lack of price-differential
incentives between the two fuels in Connecticut limited the acceptance of
CNG vehicles in the State Fleet.
Nickel Cadmium (NiCd) Battery-Electric Vehicle (BEV)
ConnDOT and The Connecticut Rideshare Company of Greater Hartford
(Rideshare) previously partnered to evaluate electric subcompact cars
that utilized lead acid batteries. Nickel cadmium (NiCd) batteries, popular
in European electric vehicles, were anticipated to provide longer and more
reliable service. The accuracy of marketing claims of battery electric
vehicle (BEV) and battery manufacturers was uncertain.
There was a need to obtain and disseminate some first-hand information
about the practicality of this Alt-Fuel option. ConnDOT partnered with
Rideshare to retrofit three subcompact BEVs with nickel-cadmium (NiCd)
batteries to conduct the two-phase study. The vehicles used were 1995
General Motors Geo Metro(s) retrofitted by the Solectria Corporation. For
Phase 2, thin-film photovoltaic laminates were integrated in the NiCd
BEVs in order to provide power to offset the small power losses
experienced while parked and unplugged.
The study accumulated data from more than 550 individual trips, spanning
a distance of nearly 35,000 miles over an eight year period. While
researchers were able to attain the 70 mile range in Phase 1, they were
unable to replicate the results in Phase 2, as the nominal range of the


32


retrofitted vehicles was approximately 57 miles.

Compressed Natural Gas (CNG) Vehicle Bi-Fuel System

Nickel Cadmium (NiCd) Battery-Electric Vehicle (BEV)

Under the Hood of a Battery-Electric Vehicle (BEV)

http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2223-2-05-3.pdf
http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2223-F-08-8.pdf
http://www.ct.gov/dot/LIB/dot/documents/dresearch/SPR2223_Evaluation_of_Alternative_Fuel_Light_Trucks_and_Automobiles.pdf


33


PROJECT INFORMATION
Project Title

New Technologies for Photolog Image and Data Acquisition

ID

N/A

Project Cost

$500,000

Duration

On-Going Project [February 2003 – Present]

SUBMITTER
Submitter Agency

ConnDOT

Submitter Contact

Ravi V. Chandran

Submitter E-mail


RESEARCH PROGRAM

ConnDOT


Ravi V. Chandran



Project

Background
Since 1973, ConnDOT has acquired ground-based images and data
with state-of-the-art photolog vehicles. The photolog program in
ConnDOT, administered by the Data Services Section (DSS) of the
Division of Research, has been successful due to the emphasis placed
on maintaining data quality and internal marketing, which includes
distributing acquired information to as many ―clients‖ as will derive
benefit from it.
Over the years, Department-wide photolog retrieval tools had evolved
from film viewing stations used through the 1970s and early 1980s, to
thirty-four PC-controlled Photolog Laser Videodisc (PLV) workstations
employed from the mid 1980s through the 1990s.
In 2003, ConnDOT‘s photolog cameras captured images at a low
640x480 pixel resolution, which precluded clear viewing for many
applications. For example, researchers at FHWA and the University of
Connecticut (UConn) were attempting to employ pattern recognition to
automatically extract lane, pavement markings, sign, and curb attributes
from photolog images, but had met with limited success due to the low
image resolution. Although many aspects of photologging had
undergone upgrading and improvements, imaging improvements had
not been addressed at ConnDOT since 1997. DSS became aware of
technologies, such as high resolution digital cameras and high-definition
(HD) cameras that could provide photolog‘s client-base immediate


34


improvement in general viewing applications, as well as potentially allow
for many new applications. A research project was created to
investigate and implement high definition/high resolution imaging for
photolog applications.
Objective(s)
The project implemented an upgraded, optimal, driver‘s-eye-view
imaging solution for desktop retrieval at ConnDOT, other State
agencies, UConn and the Connecticut University System.
Conclusions and Recommendations
HDTV images, bridge under-clearance, and incremental indexing and
image distribution are the latest in a series of improvements to photolog
in ConnDOT. As described herein, savings from these technologies are
impressive even in a small state. States with larger areas should realize
equal, or more substantial, savings; therefore, it appears to make sound
economic sense for state transportation agencies to place a high priority
and adequate resources to continually improve and upgrade their
ground-based image and data acquisition systems, as well as, provide
widely-accessible local area network (LAN) and non-LAN access to
HDTV photolog images and data.
The photolog images are available to approximately 500 Department
personnel who can view condition of roadways and their surroundings
from their computer desktops without having to go into the field.
ConnDOT‘s photolog usage saves the State an estimated $2 million
annually in fleet vehicle use and man-hours spent in the field and 2.4
million miles driven. This delivers an impressive 3:1 benefit/cost ratio,
based on the annual operating budget, for this Departmental function.
Photolog has become a mainstream tool used daily by all ConnDOT
Bureaus, other State agencies (including the Department of
Environmental Protection, State Agricultural Experiment Station, State
Police, and University System), Regional Planning Organizations
(RPOs), municipalities, and private sector clients. Based on
ConnDOT‘s experience, the old adage ―a picture is worth a thousand
words‖ can be extended to include a thousand practical applications and
millions of dollars saved.
Successful use of this technology is dependent upon proper network
storage and bandwidth sufficient to carry images across a LAN
efficiently.

(a)


(b)

35


(c)
Sequential Photolog Images

(d)


www.ct.gov/dot/photolog


36


Florida Department of Transportation (FDOT)

PROJECT INFORMATION
Project Title

Web-based Safety Inspector Training and Certification
Program

ID

BD548-19

Project Cost

$575,644

Duration

2 years

SUBMITTER
Submitter Agency

Florida Department of Transportation

Submitter Contact

Darryll Dockstader

Submitter E-mail

Darryll.dockstader@dot.state.fl.us

RESEARCH PROGRAM

Florida Department of Transportation


Darryll Dockstader



Project

The Office of Motor Carrier Compliance (OMCC) assists FDOT in fulfilling
its mission to provide a safe transportation system by performing
commercial vehicle safety and weight enforcement inspections. Safety
inspectors must be knowledgeable of regulations established by the
Federal Motor Carrier Safety Administration. OMCC‘s training academy
conducts training and certification programs for potential and current
safety inspectors. However, the programs had been experiencing an
unacceptable failure rate of over 25 percent. To improve graduation rates,
researchers at the University of Central Florida‘s Center for Advanced
Transportation Simulation Systems and the Institute for Simulation and
Training designed a web-based program to assist training and certification
of safety inspectors. The program teaches inspectors how to apply
regulations, exceptions, and other criteria during a safety inspection. It
allows participants to study mechanical parts and features practice
scenarios, quick reference aids, and simulated walk-around inspections.
Graduation failure rates during the training academy phase of the program
dropped to zero, and evaluation scores during the field training officer
program phase resulted in three of the past four classes achieving a 100
percent pass rate, thereby increasing safety inspector job performance


37


and enhancing the safety of commercial trucking in Florida.

Air Brake Animation from Web-Based Training

http://www.dot.state.fl.us/researchcenter/Completed_Proj/Summary_MCCO/FDOT_BD548-19_rpt.pdf


38


PROJECT INFORMATION
Project Title

Travel Time Reliability Modeling for Florida

ID

BDK77 977-02

Project Cost

$100,000

Duration

2 years

SUBMITTER
Submitter Agency

FDOT

Submitter Contact

Darryll Dockstader

Submitter E-mail


RESEARCH PROGRAM

FDOT


Darryll Dockstader



Project

The confidence level that travelers have for arriving at their destination
within a certain period of time is a performance measure called travel
time reliability. Determining how to measure, quantify, predict, and report
travel time reliability is difficult. This study improved the methodology
and tools developed in previous FDOT research for estimating and
reporting reliability on the Strategic Intermodal System (SIS), and
applied those tools to estimate various travel time reliability measures
for the Florida SIS freeway system. Methodology and spreadsheets
were updated to consider incident durations longer than one hour.
Various intelligent transportation system (ITS) strategies were evaluated
and recommendations formulated on how the impacts of these
strategies can be incorporated into the reliability estimation method. The
Florida SIS was segmented into sections for travel time reliability
analysis, and the Crash Analysis Reporting System (CARS) database
was used to obtain incident information by milepost. Study results
provide FDOT with improved tools for estimating and reporting travel
time reliability on the SIS. The tools can be used to prioritize roadway
improvement projects, estimate impacts of various types of programs or
improvements on the expected reliability, enhance reporting
requirements, and help freight shippers to schedule trips.


http://www.dot.state.fl.us/researchcenter/Completed_Proj/Summary_PL/FDOT_BDK77%20977-02_rpt.pdf


39


PROJECT INFORMATION
Project Title

Inlet Protection Devices and Their Effectiveness

ID

BDK78 977-03

Project Cost

$160,000

Duration

2 years

SUBMITTER
Submitter Agency

FDOT

Submitter Contact

Darryll Dockstader

Submitter E-mail


RESEARCH PROGRAM

FDOT


Darryll Dockstader



Project

Sediments and nutrients generated and transported during construction
activities block stormwater conveyance systems, plug culverts, fill
navigable channels, adversely impact wetlands and wildlife, and
suppress aquatic life. Researchers at the Stormwater Management
Academy, University of Central Florida tested curb and drop inlet
protection devices (IPDs) used in Florida during construction activities to
determine their effectiveness. Researchers found that both curb and
drop IPDs reduce runoff but to different degrees and with unique
removal rates. They found that the removal efficiency of nutrients,
turbidity, and alkalinity for a curb inlet IPD consisting of rolled up
recycled synthetic material wrapped in a net with 2-inch diameter orifices
was higher than average of all products tested. For drop inlet devices,
researchers determined that placing a product upstream of the inlet to
attenuate flow and a product beneath the grate to filter water is more
efficient at removing pollutants than a product placed on top of the grate.
All IPDs tested require proper installation and maintenance to increase
effectiveness and reduce flooding. Researchers recommend that
products used for sediment and erosion control meet specific standards
before being permitted, and that turbidity and total solids removal
benchmarks be established.


40


Culvert Clogged with Construction Runoff

http://www.dot.state.fl.us/researchcenter/Completed_Proj/Summary_RD/FDOT_BDK78_97703_rpt.pdf


41


PROJECT INFORMATION
Project Title

The ACS Statistical Analyzer

ID

BDK85 977-02

Project Cost

$100,000

Duration

21 months

SUBMITTER
Submitter Agency

FDOT

Submitter Contact

Darryll Dockstader

Submitter E-mail


RESEARCH PROGRAM

FDOT


Darryll Dockstader



Project

The American Community Survey (ACS) is a separate part of the 2010
U.S. Census program and replaces the U.S. Census long form. Through
continuous sampling, the data gathered with the ACS gives communities
detailed population and housing characteristics to help communities
determine where to locate services and allocate resources.
Transportation planners rely on the commuting and socio-demographic
data captured with the ACS to estimate future demand, make long range
transportation plans, and apply for federal and state funding for transit
projects. However, they face challenges in correctly estimating
transportation demand because of the large margin of error inherent in
ACS estimates. To help transportation planners more precisely estimate
future demand, researchers developed a tool called the ACS Statistical
Analyzer. The analyzer is an Excel-based template that allows
transportation planners using ACS estimates to assess more precisely
relative reliability, confidence interval, and margin of error. Using the
analyzer, planners can efficiently compare pairs of estimates in terms of
their statistical differences and account for sampling errors associated
with the ACS estimates.


Implementation of the ACS Statistical Analyzer is expected to decrease
technical barriers for transportation planners and all other users of ACS
data, giving them increased precision in their analysis .


http://www.dot.state.fl.us/researchcenter/Completed_Proj/Summary_PTO/FDOT_BDK85_977-02_rpt.pdf


42


PROJECT INFORMATION
Project Title

Use of Aggregate Screenings as a Substitute for Silica Sand
in Portland Cement

ID

BDL13 977-01

Project Cost

$138,856

Duration

2 years

SUBMITTER
Submitter Agency

FDOT

Submitter Contact

Darryll Dockstader

Submitter E-mail


RESEARCH PROGRAM

FDOT


Darryll Dockstader



Project

Researchers at Embry-Riddle Aeronautical University investigated
whether screenings – a major byproduct of the crushed rock industry –
are a suitable substitute for sand in Portland cement concrete (PCC)
mortar. They studied the properties of screenings from several Florida
mines and their effects on the quality of mortar and PCC made with
them. A comprehensive study of these properties and formulations was
related to compressive strength through mathematical models. Studies
of PCC examined the influence of the angularity of fine aggregate,
blends of screenings and silica sand, cement content, water-to-cement
ratio, sand-to-total-aggregate ratio, and fly ash, based on a control mix
of FDOT Class IV concrete. Researchers found that screenings can be
an acceptable substitute for natural sand in PCC. The screenings used
in this study can replace up to 50 percent of natural sand in PCC for
structural concrete, especially when durability is not a primary concern.
For nonstructural elements, a 100 percent replacement is possible.


43


Limestone Mine Screenings

These findings will benefit FDOT by making available a new material
that has cost advantages over natural sand and benefit the environment
by requiring fewer disposal sites. Rock industries will benefit through
finding a new market for their stockpiles.


http://www.dot.state.fl.us/researchcenter/Completed_Proj/Summary_SMO/FDOT_BDL13_977-01_rpt.pdf


44


Georgia Department of Transportation (GDOT)

PROJECT INFORMATION
Project Title

Bridge Repair and Strengthening Study, Part 1

ID

08-05

Project Cost

$350,406

Duration

30 months

SUBMITTER
Submitter Agency

GDOT

Submitter Contact

Supriya Kamatkar

Submitter E-mail

skamatkar@dot.ga.gov

RESEARCH PROGRAM

GDOT


Supriya Kamatkar


skamatkar@dot.ga.gov

Project

This research is to examine the structural performance of three methods
for in-place shear strengthening, repair, and upgrade of bridge
components in Georgia. The methods are: (1) external clamping system
with post-tensioned rods including the development of all stainless steel
post-tensioned rod system; (2) polymer composite system with carbon
fiber reinforcement; and (3) polymer composite system with stainless
steel fiber reinforcement. The research primarily focuses on the pier
caps and is divided into two parts. The on-going Part 1 covers, the
laboratory investigation, and the future Part 2 will cover the field
implementation. GDOT is currently strengthening concrete bridges to
reduce or remove weight restrictions and/or to provide ten or more years
of service life until they can be replaced.


This research will provide the Office of Bridge Design (includes Bridge
Maintenance) with alternative methods for in-place strengthening, repair
and upgrade of deficient bridge structures. It is estimated that
approximately 700 bridges could benefit from strengthening, primarily
bent caps or reinforced concrete deck girders. Use of these methods in
bridge strengthening and repairs has a potential of saving millions of
dollars.



45


PROJECT INFORMATION
Project Title

Development and Evaluation of Devices Designed to
Minimize Deer-vehicle Collisions (Phase II)

ID

07-02

Project Cost

$298,854

Duration

45 months

SUBMITTER
Submitter Agency

GDOT

Submitter Contact

David Jared

Submitter E-mail

djared@dot.ga.gov

RESEARCH PROGRAM

GDOT


David Jared


djared@dot.ga.gov

Project

In this study, the research team (1) evaluated the behavioral responses
of captive white-tailed deer to visual and physical barriers designed to
minimize deer-vehicle collisions; and (2) determined the effects of
exclusion fencing on movements of free-ranging deer, and (3) further
tested visual capabilities of deer; all as related to potential mitigation
strategies for deer-vehicle collisions. The team tested the efficacy of
several fencing designs and that of a layer of rip-rap rock for restricting
movements of captive deer. Woven-wire fences >2.1-m tall and 1.2-m
woven-wire fences with a top-mounted outrigger were most effective.
The team studied movements of free-ranging deer before and after
construction of 1.6 km of 2.4-m woven-wire and 1.6 km of 1.2-m wovenwire with a top-mounted outrigger. Fencing did not affect deer home
range size, and deer often circumvented fence ends. Daily deer
movements in response to fencing were reduced by 98% and 90% for
the 2.4-m and outrigger designs, respectively.


The outrigger design has potential for reducing collisions because of its
relative affordability and ability to function as a 1-way barrier. The overall
cost of the outrigger design installation was 20% less than the standard
2.4 woven-wire design installation ($3,200/mile).


http://www.dot.ga.gov/doingbusiness/research/projects/Pages/Reports.a
spx


46


PROJECT INFORMATION
Project Title

19th & 20th Century Trolley System Contextual Study

ID

10-02

Project Cost

$70,630

Duration

18 months

SUBMITTER
Submitter Agency

GDOT

Submitter Contact

David Jared

Submitter E-mail

djared@dot.ga.gov

RESEARCH PROGRAM

GDOT


David Jared


djared@dot.ga.gov

Project

Trolley tracks survive beneath the paved streets of Atlanta and several
other Georgia cities. Currently remains associated with Georgia‘s early
trolley lines, including the tracks, are considered potentially eligible for
listing in the National Register of Historic Places (NRHP). This
consideration is in part due to a general lack of information about trolley
track construction and use. Therefore anytime a piece of track, or other
associated material, is found it must be assessed as to whether or not it
is eligible for listing in the NRHP.
The scope of this project is to develop (1) a GIS/Microstation database
of trolley lines around the city of Atlanta to (a) identify and plan for these
resources during the concept stage of project development; and (b)
facilitate the identification of other historic resources potentially impacted
by transportation projects; (2) a contextual study of Georgia‘s trolley
system that will help GDOT and other state agencies to determine the
historical significance of trolley resources and their attributes; and (3) an
educational, public website for outreach and dissemination of the
contextual study and GIS/Microstation database.
The project deliverables will provide (1) scalability to statewide inventory
of historic trolley resources; (2) enhanced mapping and spatial data
analysis to support project planning and preconstruction; and (3)
improved coordination with other agencies or consulting parties. Added
benefits to the general public, beyond the project
planning/preconstruction benefits, are an accessible history of the


47


growth and development of trolley lines in Georgia, and culturally
relevant information to communities with trolley line resources.


48


Idaho Transportation Department (ITD)

PROJECT INFORMATION
Project Title

2009 Customer Satisfaction Survey

ID

RP197

Project Cost

$50,000

Duration

10 months

SUBMITTER
Submitter Agency

ITD

Submitter Contact

Ned Parrish

Submitter E-mail

ned.parrish@itd.idaho.gov

RESEARCH PROGRAM

ITD, Research Program


Ned Parrish


ned.parrish@itd.idaho.gov

Project

ITD‘s Customer Service Council requested a telephone survey to gauge
customer satisfaction with department services and to identify
opportunities to improve customer service. This was the first survey of
its kind done by ITD, and it established a baseline against which the
department‘s performance can be monitored over time.
The survey was done by the University of Idaho‘s Social Science
Research Unit. They obtained survey responses from a random sample
of more than 1,600 Idahoans, which included both land line and cell
phone numbers. The survey covered a wide range of topics including
highway maintenance and construction, DMV services, alternative
transportation, public involvement and communications, and customer
service.
The survey results were presented to ITD‘s leadership team, the Idaho
Transportation Board, and the House and Senate Transportation
Committees. The survey report was also included on the performance
dashboard on ITD‘s website (http://itd.idaho.gov/Dashboard_New/). At
the completion of the study, ITD management requested that similar
customer surveys be done every two years.


49


The survey report contained a number of recommendations to improve
ITD customer service. Based on the survey results:
ITD‘s DMV Division has increased awareness of its highly rated
online services and expanded county participation in online
registration renewal services. The number of online registration
renewals increased from about 110,000 in 2008 (prior to the
survey) to approximately 137,500 in 2010.
The department‘s 511 staff has expanded marketing of its
services and added new services, including information on
transit routes and scheduling.
ITD‘s Customer Service Council initiated efforts to develop
public feedback capabilities on the department‘s website.
ITD‘s new long-range plan as a management tool highlighted the survey
as a management tool be used for continuous improvement.

http://www.itd.idaho.gov/planning/research/archived/reports/RP%20197
%20-%20ITD%202009%20Customer%20Satisfaction%20Survey.pdf


50


Illinois Department of Transportation (IDOT)

PROJECT INFORMATION
Project Title

Implementation and Evaluation of the Streamflow Statistics
(StreamStats) Web Application for Computing Basin
Characteristics and Flood Peaks in Illinois

ID

R27-6

Project Cost

$120,000

Duration

28 months

SUBMITTER
Submitter Agency

IDOT

Submitter Contact

Amy M. Schutzbach

Submitter E-mail

Amy.Schutzbach@illinois.gov

RESEARCH PROGRAM

IDOT, Bureau of Materials and Physical Research, Illinois Center for
Transportation


Amy M. Schutzbach



Project

For Illinois, the software StreamStats is an integral aspect of the state‘s
water resources planning and management.
When operating the program, a user can prompt the application to
compute basin characteristics and peak discharges (flood magnitudes)
for streams and waterways throughout Illinois.
Since Web-based applications are only as good as they are statistically
valid, IDOT commissioned researchers from the United States
Geological Survey‘s Illinois Water Science Center to examine the validity
of results obtained through Illinois StreamStats. Specifically, the
researchers tested how accurate flood peak discharge estimates were in
the application. Published peak discharge estimates were compared
against computations in StreamStats for a random sample of 170
stream-flow gauging stations in Illinois.


51


Illinois stream data online |
The Illinois Department of Transportation commissioned
the United States Geological Survey (USGS) to create a Web
application based off the gauge-based hydrologic method reported in
2004 (also called the USGS regression equations).

States implementing StreamStats

http://ict.illinois.edu/publications/report%20files/FHWA-ICT-10-063.pdf


52


PROJECT INFORMATION
Project Title

Development and Application of Safety Performance
Functions for Illinois

ID

R27-20

Project Cost

$140,000

Duration

24 months

SUBMITTER
Submitter Agency

IDOT

Submitter Contact

Amy M. Schutzbach

Submitter E-mail


RESEARCH PROGRAM

IDOT, Bureau of Materials and Physical Research, Illinois Center for
Transportation


Amy M. Schutzbach



Project

The State of Illinois recognizes the need to take a new approach to
highway safety analysis. This is especially necessary in light of the
nation‘s emphasis on decreasing traffic related fatalities and serious
injuries and Illinois‘ Strategic Highway Safety Plan (SHSP) goal of zero
fatalities. Because resources are limited, it is critical to identify those
roadways that are underperforming in regard to safety that have the
largest potential from improvement through the implementation of safety
countermeasures. Illinois had the National Highway Institute (NHI) class,
New Approaches to Highway Safety Analysis, which introduced engineers
to the concept of Safety Performance Functions (SPFs).
SPFs are statistical models that describe the relationship among crash
frequency, crash severity, crash type, traffic volumes, roadway geometric
design, and other factors. SPFs provide a realistic and accurate prediction
of crash frequency as a function of traffic volume and roadway geometries
for different types of roadway sites (e.g., segments, intersections) over a
network. The SPFs, often used together with the Empirical Bayesian
method, can be used to calculate a roadway site‘s Potential for Safety
Improvement (PSI) and thus help identify those locations that have the
highest potential for improvement. Ultimately, sites with highest PSI
values could be given priority during the safety project planning process.
IDOT and the Illinois Center for Transportation (ICT) worked together to


53


develop SPFs and calculate PSIs for all state routes and intersections.


http://ict.illinois.edu/publications/report%20files/FHWA-ICT-10-066.pdf


54

000high value-research-final-20111

000high value-research-final-20111

Recomendados

Recomendados

Mais conteúdo relacionado

Mais procurados

Mais procurados (18)

Destaque

Destaque (8)

Semelhante a 000high value-research-final-20111

Semelhante a 000high value-research-final-20111 (20)

Último

Último (20)

000high value-research-final-20111