| ODOT Reseach Unit - Active Projects |
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| SPR 317 |
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Intermittent Application of Cathodic Protection
| Project Coordinator: |
Steven Soltesz |
| Research Agency: |
Albany Research Center |
| Principal Invest: |
Sophie Bullard |
| Start Date for ODOT: |
April 1, 2002 |
| Completion Date for ODOT: |
September 30, 2008 |
BACKGROUND:
Impressed current cathodic protection (ICCP) has been used on several historically-significant reinforced concrete bridges in Oregon to mitigate corrosion. More recently, with bridges of low historical significance, sacrificial anode cathodic protection (SACP) has been used. A zinc anode is applied to the surface of the bridge that has exposed rebar without restoring the original dimensions of the structural elements and without applying an external electric current. This is done to reduce the corrosion rate by sacrificing the zinc to extend the life of the structure until it can be rehabilitated or replaced. Similarly, SACP can be applied to structural elements that have been restored to original dimensions. This method may be viable for small structures in which ICCP is economically unattractive. SACP has been used effectively in Florida, but its usefulness has not been demonstrated in Oregon, which has much lower average temperatures.
Research on impressed current systems indicates that circuit resistance and electrochemical age (the amount of current passed) can provide a measure of the anode and the anode/concrete interface condition. Oregon collects this data that could be used to characterize ICCP and SACP systems. Consequently, the data collected by Oregon DOT could be used to establish the present condition of the ICCP and SACP systems to evaluate system performance and predict remaining service life.
OBJECTIVES:
The objectives of this research are to develop a means to assess the condition of CP anodes in service from operating data and to determine whether SACP is an effective option for corrosion mitigation in Oregon.
APPROACH:
Oregon DOT’s cathodic protection field data will be collected and analyzed to provide estimates of CP system performance, anode performance and remaining anode service life. Polarization and depolarization data will be used to evaluate system performance. Circuit resistance (kohm-m2) and anode electrochemical age (coulomb/m2) will be used to determine anode performance and remaining service life. New field data and bridge core samples will be used to validate the results of previous laboratory testing. Where possible, CP system operating parameters will be correlated with local temperature, precipitation, and relative humidity conditions.
Quarterly Reports:
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| SPR 345 |
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Effectiveness of Cathodic Protection
| Project Coordinator: |
Steven Soltesz |
| Res. Agency: |
Albany Research Center |
| Principal Invest: |
Sophie Bullard |
| Start Date for ODOT: |
April 1, 2002 |
| Completion Date for ODOT: |
June 30, 2008 |
BACKGROUND:
Impressed current cathodic protection (ICCP) has been used on several historically-significant reinforced concrete bridges in Oregon to mitigate corrosion. More recently, with bridges of low historical significance, sacrificial anode cathodic protection (SACP) has been used. A zinc anode is applied to the surface of the bridge that has exposed rebar without restoring the original dimensions of the structural elements and without applying an external electric current. This is done to reduce the corrosion rate by sacrificing the zinc to extend the life of the structure until it can be rehabilitated or replaced. Similarly, SACP can be applied to structural elements that have been restored to original dimensions. This method may be viable for small structures in which ICCP is economically unattractive. SACP has been used effectively in Florida, but its usefulness has not been demonstrated in Oregon, which has much lower average temperatures.
Research on impressed current systems indicates that circuit resistance and electrochemical age (the amount of current passed) can provide a measure of the anode and the anode/concrete interface condition. Oregon collects this data that could be used to characterize ICCP and SACP systems. Consequently, the data collected by Oregon DOT could be used to establish the present condition of the ICCP and SACP systems to evaluate system performance and predict remaining service life.
OBJECTIVES:
The objectives of this research are to develop a means to assess the condition of CP anodes in service from operating data and to determine whether SACP is an effective option for corrosion mitigation in Oregon.
APPROACH:
Oregon DOT’s cathodic protection field data will be collected and analyzed to provide estimates of CP system performance, anode performance and remaining anode service life. Polarization and depolarization data will be used to evaluate system performance. Circuit resistance (kohm-m2) and anode electrochemical age (coulomb/m2) will be used to determine anode performance and remaining service life. New field data and bridge core samples will be used to validate the results of previous laboratory testing. Where possible, CP system operating parameters will be correlated with local temperature, precipitation, and relative humidity conditions.
Quarterly Reports:
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FY 08
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| SPR 353 |
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Monitor Bioengineering Stabilization Projects
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
United States Geological Survey |
| Principal Invest: |
Glen Hess |
| Start Date for ODOT: |
January 2, 2003 |
| Completion Date for ODOT: |
April 30, 2008 |
BACKGROUND:
Historically, engineers designed bank stabilization projects using solely riprap. Recently, the endangered species act has required engineers to consider alternative methods to stabilize banks. Lower riprap quantities along with large woody debris, riparian vegetation and geo-synthetic matting are now the components often used.
Specific design guidance based on empirical data is scarce or lacking in the bioengineering field. So any information, particularly regarding hydraulic tolerances of specific types of installations, is very useful to designers faced with challenges in this ever-growing arena. Monitoring existing bioengineered sites to develop information useful for design is a tangible approach to the problem.
OBJECTIVES:
The project focuses on monitoring existing bioengineered sites to document how bioengineered bank protection performs over a range of hydraulic conditions. This information, combined with that covering the design and construction of the bioengineered bank protection installations will assist in the development of design guidance. ODOT developed an interagency agreement with the United States Geological Survey (USGS) to establish the monitoring protocol, monitor, compile and analyze data and make recommendations.
APPROACH:
The approach that will be taken is to quantitatively monitor the stream flows along with the stream channel and bank geometry. These measurements will be used to assess how the bioengineering performed and what conditions it was subjected to.
Quarterly Reports:
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FY 03
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FY 04
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FY 05
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FY 06
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FY 07
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FY 08
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| SPR 356 |
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Detailed Geotechnical Analysis of Large Translational Landslides in Seaward-Dipping Sedimen
| Project Coordinator: |
Matthew Mabey |
| Res. Agency: |
Oregon Dept. of Geology and Mineral Industries |
| Principal Invest: |
George Priest |
| Start Date for ODOT: |
June 27, 2002 |
| Completion Date for ODOT: |
June 30, 2007 |
BACKGROUND:
Uplift of coastal mountain ranges in the Pacific Northwest over the last several million years has inclined sedimentary rock bedding planes toward the coastline, causing widespread translational landslides measuring thousands of feet in length and width. The Johnson Creek Landslide and others of similar nature (large translational slides in seaward dipping Tertiary sedimentary rock) pose an ongoing threat to public safety and are a continual, expensive highway maintenance issue. In the Beverly Beach-Moolack Beach area alone there are 5 of these landslides, 4 of which constantly damage US Highway 101.
To date remediation of most of these landslides was thought to be more expensive than continual repaving, but this decision is not based on a detailed understanding of the forces causing movement. Continual addition of asphalt to the highway may in fact be exacerbating the problem by adding load. Reducing the factor of safety requires an understanding of landslide geometry and relative importance of forcing mechanisms (pore pressure, wave erosion, etc.).
OBJECTIVES:
The overall objective is to provide information and a process that can be used as a model for investigation and remediation of large translational landslides that are affecting the coastal transportation system in Oregon and possibly other parts of the US.
APPROACH:
The three dimensional geology and geometry of the Johnson Creek Landslide will be determined. This information will be combined with observations of porewater pressure, rainfall and slide movement to understand the processes at work before during and after movement.
Quarterly Reports:
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FY 03
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FY 04
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FY 05
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FY 07
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| SPR 613 |
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Culvert Condition Assessment and Database Development
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
Oregon Department of Transportation |
| Principal Invest: |
Paul Wirfs & Matthew Mabey |
| Start Date for ODOT: |
March 1, 2004 |
| Completion Date for ODOT: |
April 30, 2008 |
BACKGROUND: The aging transportation system in Oregon is riddled with deteriorating and failing culverts and other drainage components. ODOT is responsible for maintaining the drainage systems to assure safety and protect highway assets. Also, ODOT is required by the Environmental Protection Agency (EPA) to report the locations and conditions of a variety of drainage facilities annually. Currently ODOT has no data management system for drainage facilities necessary to (1) develop strategic maintenance activities or project development priorities that assure safety for the traveling public or (2) to comply with environmental regulations concerning the monitoring and reporting of all ODOT drainage facilities.
The Federal Highway Administration (FHWA) has developed the Culvert Management System database software (CMS) for use by government agencies. However, ODOT needs to consider geotechnical stability factors, fish passage issues, non-culvert storm water facilities and compatibility with ODOT computer systems. Development and implementation of a comprehensive Drainage Management Facilities System (DMFS) that includes over 20,000 drainage facilities would require a significant but unknown amount of man-power and resources.
OBJECTIVES: Develop and implement an Oregon-specific system for inventorying and evaluating the condition of pipes, culverts, and storm water facilities based on the FHWA CMS.
Determine the time and effort required for collecting and electronically inputting data on all culverts, pipes, and storm water facilities within the entire ODOT transportation system based on data collected during a small pilot project.
APPROACH: The two key tasks for completing this project will be identifying specifically what information is needed about the drainage facilities and conducting a pilot inventory, gathering that same information. Culverts will be the main drainage facility focused on.
Quarterly Reports:
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FY 04
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FY 05
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FY 06
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FY 07
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FY 08
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| SPR 618 |
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Effectiveness of Oregon Teen Licensing Program
| Project Coordinator: |
June Ross |
| Start Date for ODOT: |
May 2004 |
| Completion Date for ODOT: |
March 2008 |
BACKGROUND:
Significant changes in Oregon’s teen licensing laws went into effect on March 1, 2000. The new laws expanded the provisional driving license program which had been in effect since October 1989 and established a graduated driver licensing (GDL) program for all drivers under age 18. The program is intended to reduce fatal and injury crashes among teen drivers and to promote safe driving.
OBJECTIVE:
The objective of this project is to determine if the Teen Licensing Program has a positive safety impact.
APPROACH:
Two studies are being completed by research organizations that are designed to assess the impact of the teen licensing laws. The National Highway Traffic Safety Administration (NHTSA) is financing a study being conducted by the Center for Applied Research, Inc. (CAR). The American Automobile Association is financing a study which is being conducted by the Traffic Research Injury Research Foundation (TIRF) to review not only Oregon’s graduated licensing program but also programs in Ontario and British Columbia, Canada. Analysis of driver records as well as surveys and focus group research are included in these studies.
ODOT Research Unit staff will prepare background information and synthesize the results of the studies. A report will present the findings and include recommendations for modifying the program elements that will result in a more effective teen licensing program.
Quarterly Reports:
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| SPR 631 |
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Transitions from Rural to Urban Areas on State Highways
| Project Coordinator |
Mark Joerger |
| Res. Agency: |
Oregon State University
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| Principal Invest: |
Karen Dixon |
| Start Date for ODOT: |
October 10, 2005 |
| Completion Date for ODOT: |
January 31, 2008 |
OBJECTIVES
Traffic calming features are well established for use on local roadway systems where speeds and traffic volumes are low. Similar or other traffic calming features need to be developed for highways that transition from a high speed rural environment to an urban setting. This project will identify calming measures are effective and appropriate for high volume facilities, provide designers with traffic calming tools to use in design, and examine the applicability of driving simulation to testing calming elements.
OVERVIEW
The phenomenon of high-speed transitional corridors is a global issue. It is common for a driver to adjust his or her perceptions and reactions to a high-speed condition where the primary purpose of the road is to provide connectivity while minimizing delay. This rural road environment results in the “less-alert driver” who does not anticipate the added disruptions of the urban or suburban land use environment. There has been little research about how to adequately reduce vehicle operating speeds and heighten driver awareness in these rural to suburban/urban transition corridors. This research will result in improved safety for roadway users.
PROPOSED ACTIVITIES
The project will identify and review research and guidance on calming traffic in high-volume rural-urban transition areas. Key elements in transitional traffic calming will be categorized by applicable jurisdiction, cost to implement in new construction and as a retrofit, and effectiveness in speed transition. Suitable sights for pilot projects will be identified and specific calming elements will be listed for those specific projects.
Quarterly Reports:
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| SPR 632 |
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Investigating Premature Pavement Failure Due to Moisture
| Project Coordinator: |
Norris Shippen |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Todd V. Scholz |
| Start Date for ODOT: |
October 2005 |
| Completion Date for ODOT: |
June 30, 2009 |
Background
Several major interstate projects and some other smaller projects have experienced early pavement distress that appears to be associated with water/moisture damage. A thorough forensic analysis of these projects needs to be performed to determine appropriate site investigation methods and testing to identify what are the sources of moisture and conditions which may lead to pavement failures. Design, construction and material requirements necessary to minimize risk of premature pavement failures will be evaluated.
Objective
The objective for this research project is to develop and implement guidelines for investigating projects during the design phase to identify when the conditions contributing to the failures are present and to recommend materials, construction specifications and testing to reduce the risk of future failure.
Approach
Investigate four failing pavement projects that are experiencing pavement failures due to moisture damage. Investigate to determine sources of moisture to determine if the failure was a result of the materials selected for the project or a result of overall pavement structure flaw. Develop guidelines for site investigations to identify when moisture can be a problem. Develop guidelines for pavement design and construction techniques and material selection in those cases to minimize the risks of pavement failures from moisture damage.
Quarterly Reports:
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| SPR 633 |
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Accoustic Emissions Testing for Reinforced Concrete Bridges
| Project Coordinator |
Steven Soltesz |
| Res. Agency: |
Oregon Department of Transportation
Oregon State University
Portland State University
Mechanical Engineering
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| Principal Invest: |
Steve Lovejoy
Christopher Higgins
Richard Norstrom
Timothy Kennedy |
| Start Date for ODOT: |
November 1, 2004 |
| Completion Date for ODOT: |
March 31, 2008 |
BACKGROUND:
Oregon has approximately 500 bridges that exhibit diagonal tension cracks in the girders, pier caps, and bent caps. New methods have been developed by OSU to more accurately calculate load capacities of bridges with diagonal tension cracks. However, all analytical methods make assumptions about the degree of subsurface damage (e.g., metal fracture, metal-concrete bond failure, concrete micro-cracking). Actual measurement of the existence of damage improves the accuracy and confidence of the calculated load capacity, which helps transportation officials to make correct decisions about corrective actions.
Nondestructive testing (NDT) methods that can detect damage are needed to supplement the analysis procedures in order to make the best decisions on response options. Acoustic emission testing, which “hears” the “sound” given off by the material when it is damaged, has shown to be a highly sensitive method for detecting damage in experiments conducted on conventionally reinforced concrete (CRC) beams. Large quantities of data are produced from AE monitoring, but the state-of-knowledge to routinely and unambiguously interpret the data to quantify damage CRC beams is not well developed.
OBJECTIVES:
The objective of the research is to develop a protocol for applying acoustic emission (AE) testing to reinforced concrete bridges in order to quantify damage state.
APPROACH:
Laboratory and field testing will be conducted to determine acoustic emission characteristics that may be appropriate for monitoring damage in reinforced concrete bridges. Laboratory specimens will include large-size beams with well-defined damage that are exposed to various loading protocols to mimic traffic exposure. Additional laboratory specimens will be used characterize acoustic wave propagation in concrete. Computer modeling will be conducted to create the groundwork for a fundamental understanding of acoustic emission in reinforced concrete beams.
Quarterly Reports:
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| SPR 636 |
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Repair Methods for Reinforced Concrete Bridges with Diagonal Cracks
| Project Coordinator: |
Steven Soltesz |
| Research Agency: |
Oregon State University |
| Principal Invest: |
Dr. Christopher Higgins |
| Start Date for ODOT: |
March 8, 2005 |
| Completion Date for ODOT: |
March 2008 |
BACKGROUND:
Oregon is in the process of replacing and repairing many of its aging bridges. This infrastructure investment was initiated in large part to the large number of reinforced concrete deck-girder bridges with diagonal cracks. For situations where the primary concern is low calculated load capacity because of cracking or computed understrength, repair of strengthening may be a viable option and significantly less expensive than replacement. Unfortunately, the actual capacity, failure mode, and longevity for specific repair types are unknown. In addition, repair methods and configurations have not been optimized for large, lightly-reinforced beams with diagonal cracking.
OBJECTIVE:
The objective is to provide accurate methods of predicting the increase in capacity for repair types, determine the longevity of repairs, and recommend effective repair approaches.
APPROACH:
Large-scale laboratory beams will be pre-cracked, repaired, and tested to failure. Some of the laboratory beams will be exposed to fatigue tests in order to evaluate the effect of bridges before and after repair to assess the effectiveness of repairs under operating conditions. The experimental findings will be used to develop design guidelines and recommendations for repairs.
Quarterly Reports:
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| SPR 637 |
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Low Flow Stream Analysis
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
USGS |
| Principal Invest: |
John Risley, Glenn Hess |
| Start Date for ODOT: |
July 15, 2005 |
| Completion Date for ODOT: |
December 31, 2009 |
BACKGROUND:
Fish Passage, Temporary Water Management and Storm water Quality designs all require the use of low flows at a range of probabilities. The current readily available flow data does not extend to flows of appropriate probability.
Fish passage, stream restoration, and culvert projects use the exceedance probability of daily flows to estimate flows for fish habitat simulation and for Temporary Water Management (pumps, temp pipes, etc) during in-water construction. The work required determining these flows from daily stream flow data on a project by project basis is technically difficult and very time consuming.
OBJECTIVES:
The major goal of the proposed project is to provide updated flow information and Web-based tools required for protecting, managing, and developing water-resources in Oregon. Specific project objectives include:
Station flow statistics: Compute flow statistics for unregulated USGS and non-USGS flow gauging stations in Oregon, and Flow statistical models: Develop regional regression equations for estimating flow statistics for sites on ungauged streams in Oregon.
Web based user interface: Incorporate these Oregon regression equations and consumptive use data into StreamStats, an automated national Web-based application, so they are readily accessible.
APPROACH:
Collect all available stream discharge data as well as data about drainage hydrology and consumptive uses. Use this information to develop probabilistic flow curves for all drainages in Oregon.
Quarterly Reports:
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| SPR 638 |
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Wildlife Movement Study
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
USGS |
| Principal Invest: |
John Risley, Glenn Hess |
| Start Date for ODOT: |
July 15, 2005 |
| Completion Date for ODOT: |
June 30, 2010 |
BACKGROUND:
Fish Passage, Temporary Water Management and Storm water Quality designs all require the use of low flows at a range of probabilities. The current readily available flow data does not extend to flows of appropriate probability.
Fish passage, stream restoration, and culvert projects use the exceedance probability of daily flows to estimate flows for fish habitat simulation and for Temporary Water Management (pumps, temp pipes, etc) during in-water construction. The work required determining these flows from daily stream flow data on a project by project basis is technically difficult and very time consuming.
OBJECTIVES:
The major goal of the proposed project is to provide updated flow information and Web-based tools required for protecting, managing, and developing water-resources in Oregon. Specific project objectives include:
Station flow statistics: Compute flow statistics for unregulated USGS and non-USGS flow gauging stations in Oregon, and Flow statistical models: Develop regional regression equations for estimating flow statistics for sites on ungauged streams in Oregon.
Web based user interface: Incorporate these Oregon regression equations and consumptive use data into StreamStats, an automated national Web-based application, so they are readily accessible.
APPROACH:
Collect all available stream discharge data as well as data about drainage hydrology and consumptive uses. Use this information to develop probabilistic flow curves for all drainages in Oregon.
Quarterly Reports:
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| SPR 641 |
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Methodologies for Establishing Advisory Curve Speeds on Oregon Highways
Project Coordinator:
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Alan Kirk
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Research Agency:
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Oregon State University
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Principal Investigator:
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Karen Dixon
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Start Date for ODOT:
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December 16, 2005
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End Date for ODOT:
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January 31, 2008
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BACKGROUND:
A major change was made to Sections 2C.36 and 2C.46 of the Manual on Uniform Traffic Control Devices – 2003 Edition (MUTCD) for establishing advisory speeds on exit, ramp, and curve speed signs. Traditionally, advisory speeds are established by driving a vehicle equipped with a ball-bank indicator around a curve at a specified speed and noting the ball-bank indicator reading. The MUTCD notes that a 10-degree ball-bank indicator was formerly used in determining advisory speeds based on research from the 1930's. The 2003 Edition of the MUTCD changed from a 10-degree to 16-degree ball-bank indicator, based on the performance of modern vehicles and speeds at which most drivers' judgment recognizes incipient instability along a ramp or curve. For years, ODOT has taken a more conservative approach to the posting of advisory curve speeds and has supplemented the MUTCD with its own advisory speed table, published in the ODOT Sign Policy and Guidelines, along with guidance provided in the ODOT Traffic Manual.
OBJECTIVES:
The objectives of this study are as follows:
- Determine the impact of changes to Sections 2C.36 and 2C.46 in the 2003 MUTCD on Oregon's own policies and guidelines on advisory curve speeds.
- Recommend the best criteria for establishing advisory curve speeds on Oregon highways; and
- Determine safety impacts for implementation and associated costs.
APPROACH:
Review documentation for the recent and proposed changes to the MUTCD. Review advisory speed practices by other states.
- Identify the differences between Oregon methods for locating advisory curve speed signs and the MUTCD approach. Document the current policies by various Oregon jurisdictions (i.e. state, county, and city).
- Inventory advisory curve speed signs on Oregon rural, non-interstate, state maintained corridors.
- Perform field trials in a vehicle equipped with a ball-bank indicator, in order to evaluate varying speed conditions and companion ball-bank readings on selected Oregon highways.
- Evaluate the impact of modifying the approach for establishing advisory curve speed sign placement at horizontal curve locations to match the MUTCD.
Quarterly Reports:
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| SPR 642 |
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Mechanistic Pavement Design Input Parameters
Project Coordinator:
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Norris Shippen
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Research Agency:
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Oregon State University
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Principal Investigator:
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Todd V. Scholz
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Start Date for ODOT:
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October, 2005
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End Date for ODOT:
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February 28, 2008
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BACKGROUND:
Current national pavement design procedures are outdated and typically conservative for the traffic volumes on most of the NHS highways in Oregon. The current 1993 AASHTO Pavement Design Procedure is empirically based and was developed in the 1960’s. AASHTO is in the process of developing a new design procedure that is mechanistic-empirical based. The new design procedure will require ODOT to develop new inputs and calibrate the procedure to local conditions and materials. An ODOT research project is currently underway for the input parameters for AC strength, dynamic modulus. Other inputs required in the new design procedure include aggregate base and subgrade soil properties, calibration of failure criteria and functions to local conditions, AC mix volumetric properties and climatic data
OBJECTIVE:
The objective of this research project is to develop the appropriate inputs for use in mechanistic and perpetual pavement design procedures.
APPROACH:
Determine what information is currently available on mechanistic pavement design. Test and recommend appropriate back calculation software. Determine what information ODOT currently has that can be used in developing material property inputs for mechanistic and perpetual pavement design procedures. Make a recommendation on the use of available climatic data resources.
This research will also determine what additional material properties or inputs are required for implementation of the AASHTO mechanistic design procedure or other perpetual pavement design procedures and recommend future research.
Quarterly Reports:
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| SPR 643 |
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Metallic Reinforcement and Connections in MSE Retaining Walls
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Jerry Yamamuro |
| Start Date for ODOT: |
March 7, 2006 |
| Completion Date for ODOT: |
May 31, 2008 |
BACKGROUND:
Mechanically Stabilized Earth (MSE) retaining walls have become the dominant retaining wall system on ODOT projects. MSE retaining walls accounted for 70% (436,000 ft^2) of the total wall surface area constructed and dollars spent on retaining walls over the last 4-years. These walls are intended to provide a long-term (75+ year) service life. However, all of the permanent MSE walls constructed on ODOT projects in recent years use metallic reinforcements and facing connections buried directly in soil. Accelerated deterioration of these structural elements would have serious financial and safety impacts for the Department. The standard design parameters regarding corrosion are based on a small dataset that may not be representative of the climate and geology found in Oregon.
OBJECTIVES:
Determine if corrosion occurring in ODOT MSE walls is consistent with design assumptions. Recommend changes to specifications and/or design to ensure satisfactory performance of these and future MSE walls.
APPROACH:
Excavate metallic reinforcement materials from a sampling of ODOT MSE walls and collect information about the soil materials from which the MSE is constructed. Analyze this information and compare it to the design assumptions. Evaluate the corrosion performance of ODOT’s MSE walls and make recommendations based on what is found.
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