| SPR Active Projects |
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| SPR 658 |
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Institutional Barriers Delaying Incident Clearance
| Project Coordinator |
June Ross |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Karen Dixon |
| Start Date for ODOT: |
October, 2007 |
| Completion Date for ODOT: |
July, 2008 |
BACKGROUND:
The Oregon Department of Transportation (ODOT) has a comprehensive incident management program in place. Due to cooperative efforts among ODOT, Oregon State Police, local police, and emergency providers most incidents are cleared rapidly and traffic operations resume normally. However, a major traffic-related incident can take considerable time to clear; closure of a major highway during peak travel periods can cause major problems. It is not known to what extent institutional constraints may account for some inefficiency in incident clearance. These inefficiencies may result in extended time elapsing from incident detection through final site clearance.
OBJECTIVES:
The research proposed in this study will address several key objectives. These are summarized as follows:
· Using a variety of data resources, examine recent traffic incidents where full highway closure occurred to determine the extent to which the incident and associated traffic obstructions impact traffic operations;
· Identify institutional barriers that may affect the rapid clearance of incidents occurring on Oregon highways; and
· Identify administrative procedures that could be implemented to expedite incident clearance and estimate the benefit of these recommended procedures.
3.1 Benefits
Benefits of improved incident management are far-reaching. In addition to the potential for reducing the non-recurrent delay that often follows an incident, other benefits include reduced fuel consumption and vehicle emissions, fewer secondary crashes that result directly from the congested environment, improved travel reliability, and less direct impact on the stress or aggression levels of drivers. For the region, quick clearance times would benefit freight delivery, and minimize the impact on adjacent land use and the economy. An additional benefit of this project would be improved understanding by participating organizations regarding incident response and clearance procedures by various responding agencies.
IMPLEMENTATION:
Through the diverse structure of the TAC membership, the research results will be distributed to the various responding agencies in a truncated summary format suitable for use by multiple agencies. The results of this research may potentially modify the way that responding agencies in Oregon react to an incident, change the procedure for incident clearance, and result in a safer incident site for responders, injured parties, and the general traveling public. It is also possible that additional equipment investments may be identified such as adding supplemental message signs, providing additional incident response trucks, and improving information delivery to the traveling public and freight carriers.
The research results will be incorporated, as appropriate, in the Oregon Traffic Incident Management Strategic Plan currently being developed under the leadership of ODOT’s Maintenance Leadership Team.
Quarterly Reports:
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| SPR 660 |
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Safety & Operations of High-Speed Signalized Intersections
| Project Coordinator: |
Mark Joerger |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Karen Dixon |
| Start Date for ODOT: |
Feb. 2008 |
| Completion Date for ODOT: |
July 31, 2009 |
BACKGROUND:
Many rural intersections occur at locations with approaching operating speeds of 45 mph or greater. These locations often occur on rural or urbanized two-lane or multi-lane highways. When such an intersection is placed under signalized control, it is not uncommon for a less alert driver to be forced to execute a rapid deceleration. Often this unexpected deceleration can result in a high number of rear-end or angle crashes. In the United States and Oregon, crashes at high speed signalized intersections are a significant safety concern. For example, in the ODOT 2006 Amendment One for the "Oregon Transportation Safety Action Plan" these high speed signalized intersection crashes are specifically cited as key safety emphasis areas. ODOT has recently examined efforts to improve the transition between low and high speed sections of State highways. Including the visibility and management of the initial signal and assessing the decision zone required for these high-speed intersections are natural complements to these current efforts.
OBJECTIVES:
The objective of this research is to study effective means for improving safety as high-speed signalized intersections (sites with posted speed limits of 45 mph or greater). The research will seek to answer questions about incremental measures required to enhance intersection safety. These may include improved advanced signing, extended amber or all-red clearance intervals, modified decision zones based on alternative reaction times, enhanced signal visibility, and assessment of potential technologies that will further increase safe vehicle operations at these high-crash locations.
Implementation:
The research results will be provided to ODOT for potential consideration as candidate treatments or countermeasures at the increasing number of high-speed signalized intersections. These treatments can range from physical traffic control devices such as advance signage or conspicuous signage to operation changes such as modified decision zone reaction-time assumptions or extended amber or all-red timing to accommodate at-risk maneuvers.
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| SPR 661 |
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Flexural Steel Anchorage Performance at Diagonal Crack Locations
Project Coordinator:
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Steve Soltesz
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Research Agency:
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Oregon State University
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Principal Investigator:
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Christopher Higgins
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Start Date for ODOT:
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December 2007
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End Date for ODOT:
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June 2008
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BACKGROUND:
Many of Oregon's reinforced concrete (RC) bridges built in the 1950's were designed to permit higher shear stress in the concrete than is permitted by current AASHTO standards. In addition, modern truck loads are significantly larger than service loads of the past. A large number of reinforced concrete bridges in the ODOT inventory have exhibited significant web-shear and flexure-shear cracks. A research project recently completed at OSU developed a reliability-based method to predict the remaining capacity and life of 1950's vintage conventionally reinforced concrete bridges with diagonal-tension cracks. The proposed method also requires a tensile capacity check of the longitudinal reinforcement on the flexural tension side per AASHTO LRFD 5.8.3.5. Application of LRFD 5.8.3.5 to several bridges indicates that many girders will be limited by the tensile capacity check.
OBJECTIVES:
The main objectives of the proposed research are:
- Assess longitudinal rebar anchorages in the presence of diagonal cracks for RC bridge girders
- Compare current capacity prediction methods with experimental results
- Based on laboratory test results, develop improved methods and recommendations for rating of longitudinal rebar anchorages in diagonally cracked bridge girders
1.1 Benefits
Ratings of 1950’s vintage RCDG bridge girders are often limited by the longitudinal steel anchorage check in the AASHTO specification. If the actual diagonal-crack angle may be used or improved analysis methods are available, the bridge rating may be increased, thereby permitting higher loads, fewer bridge replacements, or reducing the need for repairs. Alternatively, the AASHTO LRFD/LRFR specifications may require recalibration to ameliorate the current provision for evaluation of existing bridges.
IMPLEMENTATION:
Meetings and workshops will be held with ODOT personnel to present research findings in-progress as well as summary findings. Background information and findings will be described in reports, papers, and peer-reviewed journals. Explicit examples will be provided for the analytical methods developed to predict the capacity of longitudinal bar anchorages in the presence of diagonal cracks.
Quarterly Reports
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| SPR 662 |
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Multi-Modal Investment Criteria & Freight's Economic Importance
Project Coordinator:
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Amanda Pietz
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Research Agency:
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Oregon State University
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Principal Investigator:
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Starr McMullen & Chris Monsere
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| Start Date for ODOT: |
October 2007
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End Date for ODOT:
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September 2008
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BACKGROUND:
The Oregon Transportation Commission (OTC) makes decisions about investments on the highways and to a lesser extent for other freight-moving modes; e.g., through special funding programs for specific purposes such as rail spur improvements. To guide investment decisions, the OTC has adopted project eligibility criteria and prioritization factors. For example, “projects that support freight mobility” is one of the prioritization factors established for the 2008-2011 Statewide Transportation Improvement Program (STIP). As used for the STIP, projects that support freight mobility are defined as modernization projects on freight routes of statewide or regional significance. These are projects that would remove identified barriers to the safe, reliable, and efficient movement of goods and/or would support multimodal freight transportation movements.
More recently, the OTC has been charged by the Oregon Legislature with making decisions on state-authorized funding for aviation, marine, public transit, and rail projects through the ConnectOregon program. ConnectOregon I (ORS 367.080) from the 2005 Oregon Legislative session directed the OTC to consider factors, such as transportation cost reduction, multi-modal connections, system efficiency, project costs, and economic benefits, in selecting projects to be funded via the ConnectOregon program. However, these broadly-defined investment criteria have not been used consistently to assess alternative multi-modal projects in the ConnectOregon program, highlighting the research need for a data-driven yet practical procedure for applying investment criteria and achieving policy objectives. Systematic methods (e.g. risk analysis and management) for decision-making under imperfect information (due to future uncertainty and data inadequacy) can be employed to improve the existing investment criteria and decision-making processes.
Past work related to multimodal investment criteria includes a 1998 ODOT research report titled The Prioritization of Mobility Improvements using a Multi-Criteria Prioritization Algorithm [1], which develops a ranking procedure for selecting multimodal mobility improvement projects. Similar freight investment criteria have been proposed in Vermont, Washington State, and the Midwest corridor studies [2, 3, 4]. However, these previous studies emphasize a comprehensive and deterministic approach that often assumes substantive data availability and agency commitment. More promising probabilistic methods that are likely to produce immediately useful investment criteria and procedures have not been adequately explored.
The proposed research is especially timely due to several recent developments in multimodal transportation planning in and outside Oregon. The 2006 Oregon Transportation Plan (OTP) provides guidance on addressing freight’s economic importance through an economic vitality goal as well as calling for on-going public information and education about transportation needs and funding alternatives. During 2007, ODOT expects to begin work on a Freight Master Plan, which will help shape freight policies and future investments in freight transportation systems. The master plan will include further development of criteria and procedures for prioritizing multimodal projects. The new National Freight Cooperative Research Program sponsored by the US Department of Transportation and managed by the Transportation Research Board (TRB), also identifies freight investment criteria as a key research area.
OBJECTIVE:
The proposed research will be conducted in two phases. The goal of Phase One, detailed in this research work plan, is to review multimodal investment criteria adopted by public sector transportation agencies, and summarize how system performance and economic impact issues are currently considered in multimodal planning and investment decision-making. The Phase One project has the following specific research objectives:
1. Review literature on multi-modal investment criteria for freight projects, ways to describe the economic importance of freight transportation, and ways of communicating freight’s economic importance. Given the observed difficulty and inconsistency in implementing qualitative investment criteria in Oregon and elsewhere, the review will focus on measures and techniques for quantifying project benefits and costs.
2. Identify Oregon perspectives on multimodal investments and project selection criteria.
3. Recommend new or refined multimodal freight investment criteria that ODOT could use.
IMPLEMENTATION:
The research findings will be implemented in a variety of ways to help ODOT and other relevant agencies improve freight investment decision-making and achieve the identified policy goals with minimum costs, including:
- Production of a research report which details the background, methodology, findings and limitations of the research;
- Presentations to ODOT staff, advisory committees, the OTC, and at other meetings/seminars;
- Preparation of written and visual materials for inclusion in ODOT documents and web pages where appropriate;
- Preparation of papers for submission to professional journals.
Ouarter Reports:
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| SPR 663 |
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Copper Toxicity and ESA Listed Salmon
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Jeffrey A. Nason |
| Start Date for ODOT: |
September, 2007 |
| Completion Date for ODOT: |
December, 2008 |
BACKGROUND:
Highway stormwater runoff is a non-point source of many pollutants to surface receiving waters in the State of Oregon and across the United States. Because many of the pollutants found in stormwater are toxic, these discharges represent a potential threat to aquatic species. One contaminant of particular concern is copper. Copper is a common constituent in stormwater, with the primary sources being tailpipe emissions and the wear of tires, brake linings, moveable engine parts and asphalt pavement (Makepeace et al., 1995). The toxicity of copper to a number of aquatic species ranging from diatoms, to fish has been shown (USEPA, 2007). For example, recent research by Sandahl et al. (2007) has shown that low concentrations (2-5 μg/L) of dissolved copper can impair the olfactory system of juvenile coho salmon, one of several ESA-listed fish species. Damage to the chemosensory system reduces the ability of fish to navigate and avoid predators, likely increasing mortality.
Taking these results into consideration, the National Marine Fisheries Service (NMFS) has changed the way it evaluates the potential impacts of transportation projects with regard to stormwater discharges to surface receiving waters inhabited by T&E species. Historically, Section 7 Biological Assessments were made by comparing pre- and post-project pollutant concentrations. Following the dissolved copper/salmon research, NMFS began basing effects determinations on dissolved copper concentrations as well. Consequently, even if an ODOT project decreases pre-project concentrations and loads of dissolved copper in runoff, if the concentration in post-project runoff is greater than 1 μg/L, NMFS may determine that project is “Likely to Adversely Affect” T&E species. As the severity of effects determinations increases, so does the potential for project delays and increased project costs (e.g., requirements for advanced stormwater treatment).
In aquatic systems, copper partitions between the dissolved and particulate phases by adsorption processes. Additionally, in the aqueous phase, free (ionic) copper forms weak complexes with inorganic anions (e.g., Cu(OH)2) and strong complexes with dissolved organic matter. It is generally accepted that the ionic and weakly complexed fractions of the dissolved copper are the most bioavailable to aquatic species (Campbell, 1995; Paquin et al., 2002). However, copper speciation is not the only factor that influences toxicity; as the concentration of hardness causing cations (calcium and magnesium) increase, copper toxicity decreases. This effect is conceptually framed as the competition between hardness cations and bioavailable copper for binding sites on the organism (Campbell, 1995; Paquin et al., 2002). In light of these complicated interactions, it is clear that measurements of total, or even dissolved copper are conservative estimates of toxicity and do not result in a complete picture of the propensity of a given water to exert copper toxicity to aquatic organisms.
A number of researchers have investigated the speciation of copper in ambient freshwater and marine environments; recent examples include Bryan et al.(2002) and Ploger et al. (2005) (freshwater) and Buck and Bruland (2005), and Nuester and van den Berg (2005) (seawater). Results from these studies and previous research show that in natural waters, the vast majority of dissolved copper (90-99.9%) is strongly complexed with organic matter. However, despite the increased regulatory scrutiny surrounding copper, little is known about copper speciation in stormwater. In one study, Boulanger and Nioloaidis (2003) found that ionic copper concentrations ranged from <0.05 to 0.39 μg/L while the dissolved copper ranged from 8 to 14 μg/L in urban stormwater runoff from paved and grassy areas (much higher values were found in runoff from a copper roof and in the ambient receiving water). Here, the dissolved concentrations would raise a red flag when compared with the study by Sandahl et al., but the concentrations of ionic copper (which is likely a better indicator of toxicity) were much lower. It is clear that an improved understanding of copper speciation in highway stormwater runoff is necessary to make fundamentally sound decisions regarding potential impacts.
A standardized test for the bioavailable fraction of dissolved copper does not exist. Furthermore, the recent EPA guidance document for determining copper criteria in ambient freshwater (USEPA, 2007), notes that such an approach is not justified due the heterogeneity of different surface waters and the fact that such a measure would not include the effects of hardness and pH. The EPA approved approach for determining the toxicity of a given freshwater is based on the use of a biotic ligand model (BLM) that accounts for copper speciation and binding to a biochemical site on an organism. Model inputs include temperature, pH, dissolved organic carbon, major geochemical cations (calcium, magnesium, sodium, and potassium), dissolved inorganic carbon (DIC, the sum of dissolved carbon dioxide, carbonic acid, bicarbonate, and carbonate), and other major geochemical anions (chloride, sulfate). To date, these methods give the greatest insight to copper toxicity and are the most broadly applicable. However, to our knowledge, these models have not been applied to stormwater systems, nor have the models been used to evaluate the potential toxicity to the olfactory system evidenced in recent research.
OBJECTIVE:
In planning, designing, and constructing or rehabilitating transportation facilities, ODOT is always balancing the State’s transportation needs with environmental stewardship. Current assessments of the environmental impact of highway stormwater runoff are based on conservative estimates of copper toxicity. The trade-offs for these conservative assessments are lengthened project timelines and increased costs. In large part, the conservative estimate of copper toxicity (total dissolved copper) is used because little is known about copper speciation in stormwater. In other words, the fraction of the dissolved copper that is bioavailable and the extent to which that fraction interacts with other constituents (e.g., calcium and magnesium) and biological organisms to exert toxicity is largely unknown. The proposed research aims to bridge that gap in understanding.
The objective of the proposed research is to develop a fundamental framework for estimating the likely impact of copper in highway stormwater runoff that discharges to surface receiving waters inhabited by ESA-listed fish species in the State of Oregon. This guidance will allow ODOT to predict when, where and to what extent copper toxicity is likely to be a problem and will inform NMFS in their assessment of the risks associated with transportation projects. Copper speciation and the concentrations of other constituents (e.g., hardness and dissolved organic carbon) that influence copper toxicity are keys to this analysis and therefore are the focus of the proposed study. The overall objective of the research will be accomplished by answering the following questions:
(1) What are the concentrations and ratios of various copper species (i.e., ionic, weakly complexed, and strongly complexed) in highway stormwater runoff and can those quantities be predicted (modeled) knowing something about key stormwater quality parameters?
(2) What are the concentrations of other water quality parameters that are known to influence copper toxicity (e.g., hardness and dissolved organic carbon) in highway stormwater runoff?
(3) How do the metrics measured as part of (1) and (2) vary across the highway system, across seasons, and with impervious surface area, adjacent land use and traffic volume?
(4) Are there trends in commonly utilized measures of water quality (e.g., total suspended solids, dissolved organic carbon) that can be correlated with copper speciation? If so, how do those parameters vary with the independent variables described in (3)?
(5) How do the concentrations and speciation of copper in highway stormwater runoff compare with the concentrations and speciation of copper in the surface receiving waters to which they are discharged and what are the potential impacts in terms of copper toxicity?
APPROACH:
The proposed work lies at the interface between several scientific disciplines (e.g., civil engineering, environmental engineering, chemistry, biology, and toxicology) and different aspects of the proposed projects will be of interest to each group. Furthermore, there are a great number of stakeholders that are likely to be interested in the results; these include the general public, tribes, municipalities and State and Federal environmental and transportation agencies (e.g., ODOT, Oregon DEQ, USEPA, USDOT, FWHA). As such, it anticipated that multiple outlets for technology transfer will be required to effectively disseminate the results to all interested parties.
Dissemination of the results to the scientific community will be accomplished through publication of the findings in appropriate peer-reviewed journals and oral or poster presentations at local and national conferences. Specific journals, trade journals and conferences will be selected in an attempt to reach a broad population of interested scientists and policymakers.
The results of the research will be directly communicated to the ODOT staff through workshops and targeted presentations. Results will also be directly communicated to NMFS biologists and researchers at OSU who performed many of the recent toxicological studies. It is hoped that the findings of this research will spur further research on the toxic effects of complexed copper and copper in stormwater matrices.
The environmental impacts of highway stormwater runoff are a current concern of DOTs around the country. Transportation officials from across the USwill be reached through links to the research from relevant websites. For example, the American Association of State Highway and Transportation Officials (AASHTO) Center for Environmental Excellence (http://environment.transportation.org/), is a clearinghouse for environmental information for transportation professionals. The general public, local municipalities and Oregontransportation professionals will be reached through links to the research from the Oregon Department of Transportation’s Geo-Environmental Section webpage (http://www.oregon.gov/ODOT/HWY/GEOENVIRONMENTAL/index.shtml).
Finally, through the participation of graduate students, undergraduates, and K-12 students results will be further disseminated as those students continue their studies and begin careers in the public and private sector.
Quarterly Reports:
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| SPR 664 |
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Freight Performance Measures: Approach Analysis
| Project Coordinator: |
Amanda Pietz |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Starr McMullen & Chris Monsere |
| Start Date for ODOT: |
January 2008 |
| Completion Date for ODOT: |
March 2009 |
BACKGROUND:
Significant efforts have been made in recent years to improve the collection and analysis of freight data and to better understand and respond to the needs of the freight community. Despite these efforts there exists relatively little research on approaches to examining the performance of the transportation system relative to freight and to assessing the effectiveness of infrastructure investments on freight performance. Traditional highway performance measures have limited applications to freight transportation issues, while previous FHWA studies focus on freight system performance only at the national level. Selecting appropriate performance measures for the freight transportation system in Oregon is critical. They must be robust enough to accurately measure system changes but simple enough to clearly communicate to decision-makers.
OBJECTIVES:
This project will seek to develop one or two key performance measures for each freight transportation mode (highway, rail, air, marine, and inter-modal) in Oregon, and contribute to a data-oriented framework for making investment and management decisions based on specific policy objectives. Although not developing a comprehensive freight planning method, the proposed approach for freight performance analysis is intended to allow decision makers to assess competing funding needs based on their particular policy priorities and available data sources. The focus will be on performance measures that can record the effectiveness and achievements on policies targeting imperative freight needs and prominent freight issues in Oregon. Another research objective is to assess the availability of existing data to support performance measures, and assess data collections needs to support desired performance measures.
PROPOSED ACTIVITIES:
The results of this research will be used to contribute to a system of ongoing performance measures that will serve ODOT's freight transportation program. Performance measures supported by existing data sources can be used by ODOT to improve infrastructure investment and management decisions, i.e., to evaluate alternative freight investment projects, evaluate freight operational improvement policies, and assess potential outcomes for freight transportation planning. The research findings and recommendations can be immediately incorporated into the Oregon Freight Plan and the ODOT project prioritization process. The base-year freight system performance inventory will be applied to evaluate future projects, and to document the benefits of freight transportation investments.
Quarterly Reports:
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