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| SPR 672 |
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Mechanistic Pavement Design Instrumentation
| Project Coordinator: |
Norris Shippen |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Todd Scholz |
| Start Date for ODOT: |
April 2008 |
| Completion Date for ODOT: |
February 2010 |
OBJECTIVES:
The principal objective of the research project is to obtain key information (i.e., engineering properties of the materials used for construction and in-service response of these materials to applied truck loads) that will be used to assess the validity of predicted tensile strain via layered elastic analysis, which is a key input into the fatigue cracking model of the new design procedure. More specifically, the objectives of the project are to:
1. Instrument three new HMA pavements that have differing structure (i.e., HMA thickness, base course thickness and type, and subgrade type), truck loading volume, and that are constructed in differing climatic conditions such that pavement response due to truck loading can be measured periodically throughout the year.
2. Conduct necessary field testing and obtain field samples for laboratory testing.
3. Conduct the necessary laboratory tests on the samples obtained from the test sites.
4. Collect data from the instrumented test sites on a frequent basis (e.g., at least once per month).
5. Use the data collected from the instrumented pavements (i.e., axle loads, axle configurations and/or truck classification, induced tensile strain, and pavement temperature) as well as information derived from laboratory tests conducted on the field samples to validate tensile strain prediction via layered elastic analysis for the range of pavement structures, truck traffic volumes, and climatic conditions investigated.
OVERVIEW:
The project involves installing several instruments within and on top of three hot mix asphalt pavements during the construction process and periodically collecting data from the instruments. Analyses of the data will be used to validate a key component of the new pavement design procedure currently being implemented by the Oregon Department of Transportation (ODOT). In addition, loose hot mix asphalt and cores extracted shortly after construction will be obtained and tested in the laboratory for dynamic modulus, a key input in the new design procedure. Other field samples will be obtained and tested as necessary for analysis purposes. Falling weight deflectometer testing will be conducted on a seasonal basis to obtain layer moduli of the aggregate base course and subgrade soil. Predictions of tensile strain using layered elastic analysis will be generated and compared to the measured values. It is expected that the results of the study, in combination with the results of a current study, will provide sufficient evidence to determine the validity of tensile strain prediction using layered elastic analysis (as required in the new design procedure) for a range of pavement thickness, traffic loads, and climatic conditions.
PROPOSED ACTIVITIES:
The effort to move to mechanistic pavement design procedures does not end with the implementation of the new work procedures. There will be significant work to prepare for the implementation of the AASHTO design guide. A schedule for implementation of the new design guide cannot be made at this time. There is much work happening at the national level in addition to the work being conducted by the states.
The plan at this time is to tap into other states work and use this information to determine and prioritize the additional research required by ODOT. The implementation schedule for the AASHTO design guide is dependent upon completion of the current national research work, adoption by AASHTO and the ability of ODOT to continue research efforts in preparing for use of the AASHTO design guide.
Quarterly Reports:
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| SPR 680 |
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Oregon Open-Graded Wearing Course Update
| Project Coordinator: |
Norris Shippen |
| Research Agency: |
University of Washington |
| Principal Investigator: |
Steve Muench |
| Start Date for ODOT: |
March 3, 2009 |
| Completion Date for ODOT: |
June 30, 2010 |
OBJECTIVES:
1. Determine what and where open graded friction courses are being used in the U.S. and what their general performance has been.
2. Inventory Oregon open graded friction course locations and performance. This includes an evaluation of expected function and design life versus actual performance. Data from Washington State Modified Class D mixes will also be included in this analysis, as they are quite similar to ODOT 3/4 inch open graded mix.
3. For those mixtures that have not performed adequately, attempt to determine mixture, construction, and environmental reasons for their poor performance.
4. Develop a set of best design and construction practices for producing and placing 3/4 inch open graded mixes and/or recommend other types of open graded mixes suitable for the Northwest.
5. Develop guidelines for where open graded mixes should and should not be used.
OVERVIEW:
ODOT initiated a research study on open graded mixes back in the early 1990’s to document performance and identify improvements. The project included several publications that noted: Open graded mixtures in Oregon were originally developed as a friction course, but they have also proven to reduce noise, splash and spray and rutting. The benefits, along with some problems such as reduced durability and increased winter maintenance, have made it necessary to improve the quality of the mixes used in the porous pavements. To facilitate the improvement, there is a need to quantify the… change in mixture properties (e.g. permeability, voids) over time (Younger, et al 1994).”
Since the time the research findings were published there have been several changes that may have affected the properties of constructed open graded mixes. The changes include but are not limited to:
- A move from PBA graded asphalt to PG graded asphalt.
- The use of fibers to reduce drain down during construction.
- A shift from agency mix design to contractor mix design.
The changes noted above warrant a reinvestigation of open graded mixes in the Northwest to evaluate the impacts and the affect on performance. Also, more performance data over a much longer period of time is available to allow for a more objective evaluation to determine the best use of open graded mixes.
PROPOSED ACTIVITIES:
Results of the research will be used to modify ODOT publications and specifications for the use of open graded friction courses. In Oregon, the Principal Investigator, along with the Pavement Services Engineer, will be responsible for making presentations at industry meetings to describe the research findings. Other implementation efforts include the following:
· Post the construction best practices and use guidelines in Pavement Interactive (http://pavementinteractive.org), an online open Wiki, for wide dissemination within ODOT and beyond.
· Publish at least one refereed journal article based on the study.
· The potential exists, with possible future funding from TransNow (U.S. DOT Region 10 University Transportation Research Center) or other research center matching funds, that research findings could be turned into a 20- to 30-minute online course. Such training could be taken by designers or inspectors associated with projects that either already have or are considering ¾ inch open graded mixes..
Quarterly Reports:
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| SPR 681 |
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Evaluation of Wet Weather Reflectivity
| Project Coordinator: |
June Ross |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Ida van Schalkwyk |
| Start Date for ODOT: |
July 2008 |
| Completion Date for ODOT: |
June 2010 |
OBJECTIVES:
The objectives of this research are:
· Provide recommendations on how ODOT testing and specifications can be adjusted to accommodate explicit consideration of wet pavement marking retroreflectivity.
· Recommend a pavement marking selection process for the selection of pavement markings (excluding waterborne paints) that incorporates wet pavement marking retroreflectivity.
3.1 Benefits
The research findings will:
· Provide recommendations for modifications to ODOT specifications for white and yellow markings (location specific if necessary).
· Provide recommendations for modifications to ODOT testing procedures used for white and yellow markings at the ODOT test deck.
· Provide recommendations for a possible in-service performance evaluation process that would support continuous assessment of wet weather performance of yellow and white pavement markings.
OVERVIEW:
Having pavement marking materials that perform well in wet weather is particularly important in Oregon. Longer exposure to rainy conditions, adverse weather conditions, and higher rates of wear with studded tires requires Oregon Department of Transportation (ODOT) to perform product evaluation at in-state test facilities. However, the current assessment process is limited and does not address aspects such as wet-weather reflectivity or in-service performance evaluation for wet weather yellow and white pavement markings.
Pavement markings are vital to traffic operations and the safe negotiation of drivers through the transportation system. During wet weather conditions a minimum level of retroreflectivity (luminance) is necessary to ensure adequate performance and to meet the needs of older drivers that require higher levels of retroreflectivity.
PROPOSED ACTIVITIES:
The findings and recommendations from this project will directly impact the process whereby ODOT selects pavement marking materials and assesses in-service performance of pavement markings. It will also affect the specifications and requirements set for pavement materials for state highways. It will therefore impact the selection of pavement marking materials across Oregon, resulting in material selection that will not only lead to improved wet-weather retroreflectivity of pavement marking materials across the state. This will likely lead to cost savings because of an expected reduction in the frequency of pavement marking re-application. The project supports scientific discovery and understanding of retroreflectivity and wear of pavement markings on state highways under adverse weather conditions.
The TAC includes representatives from the Maintenance Leadership Team and Pavement Marking Committee who are responsible for the testing, selection and application of pavement marking materials. Their involvement in the study will increase the likelihood that the results will be implemented. The involvement of the Maintenance Engineer as the Project Champion should provide additional impetus to consider the findings of the research.
Quarterly Reports:
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| SPR 682 |
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Replacing Thermal Sprayed Zinc Anodes
| Project Coordinator: |
Steve Soltesz |
| Research Agency: |
Montana State University |
| Principal Investigator: |
Xianming Shi, PdD, PE |
| Start Date for ODOT: |
July 2008 |
| Completion Date for ODOT: |
June 2010 |
OBJECTIVES:
The objectives of the research are the following:
1) To determine the most cost-effective method to remove existing zinc anodes;
2) To develop a protocol to prepare the concrete surface for the new anode.
1.1 Benefits
The research will allow ODOT to specify the most cost-effective approach to replace failing and end-of-life cathodic protection anodes. The outcome will ensure that the ODOT CP systems installed on historic coastal structures continue to protect those structures and extend their service lives.
This research will also provide owners of reinforced concrete structures (including highway agencies), engineers, architects, contractors, and other stakeholders with improved understanding pertinent to concrete surface preparation, anode performance monitoring, anode life prediction, and anode removal, which will lead to best practices of selecting, installing, maintaining, and replacing CP systems. These CP systems are expected to provide a powerful tool to greatly extend the service lives of existing reinforced concrete structures (especially those exposed to marine environments and deicing applications) in a measurable and predictable manner, and enable cost-effective corrosion mitigation strategies to provide safe and reliable structures for the traveling public and the freight.
This research will lead to best practices of preserving reinforced concrete (bridge decks, bridge substructures, buildings, car parks, etc.) and thus potentially realize considerable payoff in cost savings and benefits to the user and the environment. The cost of maintenance and rehabilitation required to reserve the structural integrity and overall safety of ODOT highway structures is phenomenal. Repeated rehabilitation and repair also incur a significant environmental toll, as well as the delays caused by closing roads or bridges. In contrast, appropriate selection, installation, maintenance and replacement of CP systems would generate substantial cost savings for the Department by minimizing the premature rehabilitation or failure of highway bridges and reducing the construction costs.
OVERVIEW:
Corrosion of reinforced concrete structures is a major and increasing problem worldwide. The remediation of concrete bridges undertaken as a direct result of chloride-induced rebar corrosion was estimated to cost the U.S. highway departments $5 billion per year[1]. ODOT has historic reinforced concrete bridges at the coast that employ impressed current cathodic protection (CP) to greatly reduce the corrosion of the embedded steel reinforcement. The CP systems rely on passing an electric current into the concrete through zinc metal anodes that have been sprayed onto the surface of the concrete. Some of these zinc anodes are nearing the end of their design lives, while others are beginning to separate from the concrete prematurely possibly due to erratic current controllers or initial contractor inexperience during installation. Anode sections that have debonded no longer protect the underlying steel reinforcement. When the natural rate of corrosion resumes, the unprotected sections are on the path to concrete spalling and steel section loss - the conditions that required ODOT to undertake expensive repairs and protection schemes. Currently, there is no procedure established by ODOT to remove old anodes, prepare the concrete surface, and install new anodes.
[1] FHWA, FOCUS Federal Highway Administration, Washington DC, 1999, Sept.: 6.
PROPOSED ACTIVITIES:
The main “product” expected from this research will be the final report that documents the background, methodology, and research findings of this project and includes procedures and recommendations for old anode removal and surface preparation before new anode application that can be incorporated into field specifications for CP systems. Interim deliverables will also be prepared and delivered to the ODOT TAC to report progress on the project tasks and to seek ODOT input on the overall project direction. The Principal Investigator (PI) will keep the ODOT bridge preservation engineers apprised of project progress and issues that may require direction through interim deliverables and through teleconferences arranged with the TAC as necessary. To minimize cost and delay, all deliverables will be sent electronically for review and comments.
The audience or “market” for this product will be ODOT bridge engineers, maintenance engineers, contractors, and other stakeholders. ODOT decision makers using the bridge management system can also benefit from the improved knowledge gained from this research on CP best practices.
At this stage, there are two major impediments identified for the successful deployment of the CP technology. First, the performance and durability of anodes in the field are affected by many other factors beyond the scope of this research, such as the site-specific contaminants and climatic conditions, structure-specific concrete conditions (depth of cover, resistivity, microstructure, levels of carbonation and chloride contamination, etc.), contractor practices, and CP system malfunctioning. Second, there are expected institutional issues to be addressed and resistance to change in practices and specifications. To minimize the difference between research findings obtained from the laboratory testing and what actually occurs in the real coastal environments, this research will consist of both laboratory investigation and field investigation.
The institutions and individuals who might take leadership in applying the research product will be the ODOT bridge preservation engineers that hopefully will benefit from its implementation.
The activities suggested for successful deployment include:
- Throughout the project duration, the research team will work closely with ODOT end users to identify user requirements for the CP technologies, to integrate previous ODOT research knowledge and field experience into this research, and to identify areas for improvement, in order to ensure the successful implementation of research results after the completion of this project in June 2010.
- At the conclusion of the project, the PI will present the research results to ODOT in a workshop forum, including a full explanation of the applied usefulness of the research. The research findings will also be transferred to all ODOT stakeholders through the circulation of the final report.
- This research includes deployment at the concept stage and at the laboratory prototype stage, which could lead to additional research phases as necessary, such as controlled field demonstration and field pilot projects before full corporate deployment.
Quarterly Reports:
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| SPR 683 |
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Calibration of LRFD Resistance Factor for the Wave Equation Analysis Program
| Project Coordinator: |
Steve Soltesz |
| Research Agency: |
Portland State University |
| Principal Investigator: |
Trevor Smith |
| Start Date for ODOT: |
July 2008 |
| Completion Date for ODOT: |
June 2010 |
OBJECTIVES:
The objective of the research is to recalibrate the LRFD resistance factor for restrike for use with the GRLWEAP program.
A comparison conducted under the preliminary study showed that the number of piles could double on some bridge projects when strictly following the new AASHTO LRFD code requirements (as compared to earlier designs using ASD procedures). It is believed that this research will result in a much less conservative resistance factor for the GRLWEAP method than what is currently provided in AASHTO but still maintain the level of safety required by the LRFD code. As Oregon continues replacing many of its highway bridges, employing more accurate, less conservative resistance factors will reduce bridge construction costs significantly. These benefits could be extended to other states, counties and governmental agencies that use the wave equation method to determine pile bearing capacity.
OVERVIEW:
Many Oregon bridges are supported by groups of steel and concrete piles driven deep into the underlying soils. The load bearing capacity of a pile depends on a complex interaction involving pile dimensions, pile structural capacity, the surrounding soil properties, time to loading and the depth of the pile.
The Wave Equation Analysis of Pile Driving program (WEAP) is a common computer algorithm used to estimate pile load bearing capacity while the pile is being driven. The most popular commercial program is released by GRL Inc. of Cleveland, Ohio, and is called GRLWEAP. ODOT has used the GRLWEAP program very successfully for pile driving operations over the last fifteen years in conjunction with the Allowable Stress Design (ASD) method. Starting in 2007, the FHWA required states to use a new design method on structures called Load and Resistance Factor Design (LRFD). The LRFD design method, as described in the AASHTO LRFD Bridge Design Specifications, has a default resistance factor of 0.40 that is applied to the ultimate (nominal) load bearing capacity generated by the GRLWEAP program. It is known that by using the AASHTO LRFD default resistance factor with GRLWEAP results in significantly more conservative pile designs than those prior to LRFD. In essence, the new design code forces ODOT to build foundations beyond the high level of safety achieved with the previous design (ASD) method. This will result in much more expensive foundation costs for bridge construction.
The new AASHTO LRFD code allows recalibration of resistance factors to account for standard of practice, site specific soil and pile conditions, and local judgment of transportation jurisdictions. A recalibration of the WEAP resistance factor using site specific soil parameters and Beginning of Restrike (BOR) pile driving data should result in a less conservative resistance factor for use in design. The TRB Circular “Calibration to Determine Load and Resistance Factors for Geotechnical and Structural Design” documents the procedure for conducting the recalibration that assures the level of safety intended by LRFD. A preliminary study funded by ODOT and OTREC determined that most of the data needed to perform the recalibration are already available.
PROPOSED ACTIVITIES:
ODOT foundation engineers and FHWA personnel responsible for authorizing new LRFD factors will be on the technical advisory committee to provide technical oversight of the research. Therefore, the recalibrated LRFD resistance factor for GRLWEAP that results from the research should be quickly available for use in new bridge designs in Oregon. The results of this research study will be submitted to AASHTO for adoption into the national code.
Quarterly Reports:
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| SPR 684 |
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Calibrating the Future HSM Predictive Methods for Oregon
| Project Coordinator: |
Mark Joerger |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Karen Dixon |
| Start Date for ODOT: |
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| Completion Date for ODOT: |
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OBJECTIVES:
The goal of this research effort is to prepare Oregon for the changing national safety assessment procedures for corridor or site-specific projects. Without this research, Oregon will be ill equipped to use the HSM predictive methods and their proactive analysis strategy. With this research, Oregon will continue to establish itself as a national leader in transportation safety. The funding of this research project in FY09 will enable project completion that will correspond with release of the manual and Oregon will be able to immediately achieve safety benefits from the HSM. The objective of this research will be to:
- Explore the recommended calibration procedures identified in the HSM and quantify the results of application to Oregon.
- Explore the appropriate level of calibration for Oregon-specific applications
- Produce calibration constants that can be readily used following the release of the HSM.
OVERVIEW:
AASHTO, FHWA, and TRB have combined efforts to develop a document similar to the Highway Capacity Manual known as the Highway Safety Manual (HSM). This publication will be published by AASHTO and is expected to be used as a supporting document in the design and assessment of highway facilities in the United States. The manual is targeted for release in 2010; however, there may be a NCHRP Synthesis released in 2009 so that agencies can see the recommended procedures and know how to prepare for these changes in safety assessment. The first edition of the HSM will include a section known as "Predictive Methods" that will provide science-based analytical procedures for estimating the safety of a road and how modifying certain road characteristics will influence the safety of a facility. The models and adjustment factors were developed from various data sets and it is emphasized in this document the importence of calibrating safety performance functions to specific local conditions. Without calibration of the predictive procedures for local conditions, the HSM methods can provide misleading recommendations that could result in inappropriate investment of safety funds. The calibration effort is generally viewed by most practioners as time consuming and complicated. Moreover, the calibration exercise is efficiently accomplished using a statewide approach and for all models simultaneously. Both Karen Dixon and Chris Monsere serve as members of the TRB Task Force for the Development of the Highway Safety Manual. In fact, Karen Dixon chairs the research sub-committee for this TRB effort. As a result, Oregon researchers already have full access to the procedures that will be included in the HSM and can initiate calibration of these procedures for the State of Oregon so that Oregon transportation agencies will be prepared to use the document to its fullest potential upon release.
PROPOSED ACTIVITIES:
Successful completion of this proposed research effort will include the following tasks:
- Literature Review: The literature review for this task will be limited to a brief review of the HSM procedures, and an evaluation of calibration issues appropriate for determining adequate sample size and variable representation.
- Data Collection and Formatting: The HSM includes predictive methods for rural, two-lane roads; rural, multilane highways; and urban and suburban arterial highways. Each of these predictive methods is based on unique assumptions or crash trends. This proposed research effort will use local conditions (crash data, road geometry information, traffic volume data, etc.) to calibrate the HSM predictive procedures for Oregon facilities. To do this, the research team will need to identify characteristics of the source models included in the HSM and verify that, at a minimum, the representative Oregon samples encapsulate the conditions included in the companion predictive models. This crash data will then be formatted using multiple years of data, varying Oregon regions, and, where possible, varying highway ownership. Upon completion of task 1 and 2, the research team will prepare an interim report. The research team has many synergistic activities that will aid in the efficient gathering and assembly of these data.
- Model calibration: The calibration effort will be divided into three specific model categories consistent with the three HSM predictive method road conditions indicated in task 2. The research team will use crash data calibration to determine how the HSM predictive models should be adjusted for use in Oregon. The team will explore potential calibration techniques and the benefits of local-scale calibration. In addition, accident modification factors included with the HSM predictive models will be compared and contrasted to current Oregon (crash reduction) factors in an effort to minimize confusion regarding the use of these safety adjustment values and assure consistent and accurate future use of the HSM manual in Oregon. An interim report will be prepared.
- Recommendations: Following the model calibration and accident modification factor evaluation, the research team will determine specific calibration factors that should be used so that the HSM procedures can be directly applied to Oregon highways. Included in this effort will be a companion document for dissemination that will identify how to apply the HSM procedures to Oregon roads. This document will include example problems demonstrating the use of these procedures to increase technology transfer.
- Reports. The research team will prepare draft and final reports compiling the results of the interim reports as well as final recommendations.
Quarterly Reports:
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| SPR 685 |
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Safety Evaluation of Curve Warning Advisory Speed Signs
| Project Coordinator: |
June Ross |
| Research Agency: |
Oregon State University |
| Principal Investigator: |
Karen Dixon, Ph.D., P.E. |
| Start Date for ODOT: |
October 2008 |
| Completion Date for ODOT: |
September 2009 |
OBJECTIVES:
The goal of this proposed research is to ensure that advisory speeds are adequately posted in the state of Oregon in a manner that helps improve safety and with particular emphasis on higher speed rural horizontal curve locations. To accomplish this goal, the research proposed in this study will address several key objectives. These are summarized as follows:
· Using the randomly selected curve locations including upstream and downstream corridor segments, the research team can contrast the historic safety record at these curve locations to the advisory speeds posted as well as the required advisory speed thresholds for Oregon and national standards.
· Evaluate potential advisory speed posting assessment procedures that can be performed prior to or instead of the current ball-bank field evaluation. These alternative procedures may ultimately provide more consistent and cost effective advisory speed posting techniques.
3.1 Benefits
If this research is not performed, ODOT will have potentially unsafe conditions at improperly signed horizontal curve locations. Proposed changes to the MUTCD recommend a modified threshold for advisory speeds that varies significantly from the current Oregon threshold. Decision makers in Oregon must determine if they want to adopt new MUTCD thresholds or retain Oregon thresholds. In the event current Oregon thresholds are retained, the recent advisory speed study demonstrated that many of the current advisory speed signs do not meet Oregon criteria. The decision to invest in replacing these signs must also be considered. This research will aid Oregon decision makers by determining specific safety implications of current posted advisory speeds and the implications of either modifying the posting threshold or enforcing the current threshold. This proposed research will also help identify priorities for sign upgrades by determining the safety implications of the various compliance levels.
Additionally, since current advisory speed warning sign posting procedures require expensive site visits and field testing to determine the appropriate speed to post, the research team will determine if a more cost effective “office” technique for identifying advisory sign requirements may be feasible through the use of aerial photos or design plans.
OVERVIEW:
The use and placement of advisory speed signs at horizontal curve locations in the state of Oregon is determined by guidance in the Oregon Department of Transportation (ODOT) Traffic Manual and the ODOT Sign Policy and Guidelines. These regional guidelines are supplemented by the Manual of Uniform Traffic Control Devices (MUTCD). The 2003 MUTCD, however, included a change in recommended guidance for establishing advisory speeds on Exit, Ramp, and Curve Speed Signs. Traditionally, advisory speeds have been 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 reading was formerly used in determining advisory speeds, based on research from the 1930’s. The 2003 Edition of the MUTCD (FHWA 2003) changed the 10-degree reading to a 16-degree ball-bank indicator reading, based on perceived performance of modern vehicles and speeds at which most drivers’ judgment recognizes “incipient instability” along a ramp or curve. Subsequent to the publication of the 2003 Edition of the MUTCD, the Advisory Speed Task Force of the National Committee on Uniform Traffic Control Devices Regulatory and Warning Signs Technical Committee identified inconsistencies in the MUTCD text regarding the advisory speed issue and began re-evaluating this modified advisory speed posting guidance. The Committee has recommended that the criteria for advisory speed engineering studies can be based on ball-bank criteria, accelerometer readings, or calculations using side friction factors. Included in the proposed procedures is a modification to the required ball-bank indicator reading (using a 16-, 14-, and 12-degree threshold based on curve speed).
PROPOSED ACTIVITIES:
The research team will make presentations to the appropriate officials as deemed necessary by the technical advisory committee in order to disseminate this information to ODOT and other appropriate Oregon transportation agencies. In addition, the research team will summarize the project results in an article suitable for publication in an archival journal or presentation at a national conference.
It is expected that updated advisory speed posting procedures, including new methods for consistently evaluating speed posting evaluation methods, will result from this research. Ultimately, the research results may be included in modified state-wide advisory speed posting procedures.
Quarterly Reports:
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| SPR 686 |
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Health Risk Exposure to Naturally Occurring Hazardous Minerals During Construction Activity
| Project Coordinator: |
Matthew Mabey |
| Research Agency: |
DOGAMI |
| Principal Investigator: |
Clark Niewendorp |
| Start Date for ODOT: |
February 2009 |
| Completion Date for ODOT: |
July 2010 |
OBJECTIVES:
Objective 1: Identification and knowledge—Develop list of NOHMs that may plausibly occur in Oregon , and tailor and query existing mineral and geologic databases to determine where such occurrences may intersect ODOT operations; setting priorities based on hazard assessment.
Objective 2: Detection—Develop tools such as digital maps that inform ODOT personnel of the potential location of NOHM using results of Objective 1 as a screening tool and build awareness of environmental and health impact.
Objective 3: Control and management—Develop and implement best management practices for identified NOHM determined in Objective 1and located in Objective 2.
OVERVIEW:
Hazardous or problematic environmental conditions such as slope stability and drainage have been accommodated in roadway construction, in one way or another, for centuries. More recently human caused contamination with pollutants has also become the subject of concern as well. Environmental awareness has now reached the point where we are recognizing that naturally occurring materials can represent hazards equivalent to the human caused pollutants that are now routinely avoided or mitigated.
This work is intended to become the foundation for policies and procedures that will proactively identify and address naturally occurring hazardous materials in manners analogous to how similar hazardous environmental conditions are routinely dealt with at present.
PROPOSED ACTIVITIES:
Implementation of the research findings will occur at various ODOT levels (development, engineering, environmental) for NOHM associated with rock source pits and rock moved from cuts to fills. Using the NOHMGIS application, conduct surveys, inventories and map distribution, and monitor and perform hazard analysis at various spatial scales for ODOT’s geologic investigations and environmental assessment of projects and flag potential pollution liability. Based on hazard assessment information, implementation of cost-effective best management practices (solutions) to avoid or minimize unnecessary exposure to ODOT employees, its contractors, and traveling public.
Quarterly Reports:
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| SPR 687 |
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Financing Mechanisms for Capacity Improvements at Interchanges
| Project Coordinator: |
Amanda Pietz |
| Research Agency: |
Portland State University |
| Principal Investigator: |
James Strathman |
| Start Date for ODOT: |
December 2008 |
| Completion Date for ODOT: |
November 2009 |
OBJECTIVES:
The primary objective of this research project is to investigate alternative mechanisms that local governments can use to finance interchange area capital improvements on the state highway system. Interchange Area Management Plans will provide the context for examining how alternative financing mechanisms might be used in the course of ODOT’s ongoing planning practice.
ODOT already has developed a strong role in working with local governments in mitigating the impacts of land development on the state highway system and in planning for future system needs. This research will strengthen ODOT’s role in working with local governments to address the key issue of financing necessary improvements. These financing mechanisms are important for ensuring positive outcomes and accountability in the planning process.
The expected outcomes of the project may include an expansion of the guidelines used by ODOT in developing IAMPs, currently described in Interchange Area Management Plan Guidelines (ODOT 2006), incorporating shared local financing options, where warranted, for capital improvements.
Also, the ODOT Planning Section has done a considerable amount of work on developing basic protocols for staff to use in the negotiation of fair, legally defensible and enforceable mitigation agreements with local governments and/or private developers during the development review process. “Chapter 5: Negotiated Mitigation Agreements” in ODOT’s Development Review Guidelines (ODOT 2005) was recently completed to support staff understanding of the opportunities and limitations that apply when negotiating such agreements, and to understand the legal framework within which the Agency may negotiate agreements for mitigation by developers and in cooperation with local governments. While this work lays out the existing framework under which mitigation agreements may be pursued, appropriate mechanisms for local financing of capital improvements at interchanges have not been investigated. The project will assess the feasibility of the alternative financing mechanisms to obtain “fair share” mitigation contributions in the development review process.
OVERVIEW:
ODOT uses various planning tools to protect the function and maintain the safety and operations of state facilities. These tools include the ODOT Access Management Program, local government Transportation System Plans (TSPs), Transportation Planning Rule (TPR), ODOT’s Development Review of local development applications, and Interchange Area Management Plans (IAMPs). These tools provide a framework for ODOT to work with local governments when their actions potentially affect the performance of state facilities. Often, over time, development pressures near state facilities eventually result in the need to increase capacity or provide other capital improvements that protect the function of the interchange and the need to finance these improvements. Comprehensive plan amendments and zoning changes set the stage for future transportation impacts, since they often produce additional trips that exceed the capacity of the future planned transportation system, or otherwise compromise safety or operations.
Research has shown that the traffic impacts of up-zoning can be significant. A recent Portland State University study examined the effects of comprehensive plan amendments on interchange performance on the Oregon highway system (Strathman, et al. 2005). Plan amendments in the vicinity of interchanges were found to have a substantial effect on rural interchange average daily traffic (ADT), but their incidence was very limited. In urban core areas, the estimated effect of plan amendments was negligible, possibly due to interchange congestion or more effective land use planning. In urban fringe areas, plan amendments were estimated to account for about five percent of the subsequent interchange ADT, equivalent to about two years of the design life of these facilities.
To date, 13 IAMPs are in place and several more are in process. In the future, as the pressure for new development increases, ODOT and local governments will likely need to consider ways to fund needed infrastructure expansion in interchange areas if IAMPs are to be amended to address development beyond what the plans recognize. For existing interchanges without IAMPs, continued development under current zoning can prematurely exhaust available capacity or compromise the safety and function of the facility. Currently ODOT has no means of regulating or managing such development. In such cases where subsequent needs for interchange capital improvements arise, financing responsibility can have multiple dimensions; first, the determination of responsibility between ODOT and local governments and, second, between existing development (which contributed to the capital need) and future development (which will utilize the improvement).
The ODOT Planning Section has done a considerable amount of work on developing basic protocols for staff to use during the negotiation of fair, legally defensible and enforceable mitigation agreements with local governments and/or private developers during the development review process. “Chapter 5: Negotiated Mitigation Agreements” in ODOT’s Development Review Guidelines (2005) was recently completed to support staff understanding of the opportunities and limitations that apply when negotiating such agreements, and to understand the legal framework within which the Agency may negotiate agreements for mitigation by developers and in cooperation with local governments. While this work lays out the existing framework under which mitigation agreements may be pursued, its treatment of local mechanisms for financing capital improvements is largely limited to voluntary contributions or contributions required to mitigate conditions related to issuing a Highway Approach Permit. This research project will explore the financing tools available for local governments to use. Without clearly identified means to finance needed improvements, ODOT planning tools are limited in their effectiveness.
PROPOSED ACTIVITIES:
The results of the project will be disseminated in a variety of ways. The final report will be published and posted on the ODOT Research Unit web site, making it easily accessible to transportation professionals in Oregon and elsewhere. The principal investigator will also be available to discuss the findings with interested parties in ODOT. The findings of the project may contribute to revision of IAMP guidelines. The findings may also be submitted for presentation at the annual meeting of the Transportation Research Board and publication in the Transportation Research Record or other transportation journal.
Quarterly Reports:
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