Safety
Is that "More
Secure" Mailbox Really Safe?
Infrastructure
New Geotechnical
Database Alleviates Frustration in Gathering Info for Deep Foundation
Design
Diamond Grinding on the Rough Extends Pavement
Life
FHWA Field Pavement Engineers Gather in Washington
2003 ITS Deployment Preliminary Applications Due April
1st
Coalition Publishes Implementation Guidelines for 511
National Traffic and Traveler Information
ROOs Create Regional Transportation Collaborations
Policy
FHWA Changes
Pooled Fund Program
Technology
and Innovation
Portable
Speed Bump Keeps a Safe Work Zone Around Flaggers
Training
NHI Releases
New Courses for 2002
Safety
|
|
Windshield
after pendulum test with steel ball shows crack patterns and deformations.
The test data will be used to make a windshield model for finite
element analysis. |
The
cracks on the windshield radiating outward from the point of impact
and the deflection of the nodes on the grid will be scanned into
a computer. |
Is that
"More Secure" Mailbox Really Safe?
With
mailbox vandalism and identity theft from stolen mail on the rise, many
homeowners opt for the newer, heavier mailbox designs that promise security.
However, little is known about how these heavier mailboxes could impact
drivers and passengers in car crashes.
The Federal
Highway Administration (FHWA) Office of Safety Design and the American
Association of State Highway and Transportation Officials (AASHTO)
Task Force for Roadside Safety are concerned that these new heavyweight
mailbox designs could contribute to serious motorist injury. To study
the effects of mailbox impacts they have turned to the FHWA/NHTSA
National Crash Analysis Center (NCAC) and the Federal Outdoor Impact
Lab (FOIL). The FOIL crew will conduct a series of pendulum tests
on the windshields of passenger automobiles.
Prior to
each pendulum test, a grid of white tape is placed over the curved
windshield and the FOIL team scans it with a digitizing arm to measure
the initial location of each nodal point. A pendulum test device swings
a heavy steel ball into the windshield. An accelerometer mounted on
the steel ball measures the actual impact force and the loading time
history. After the test, the team measures the displaced positions
of each node with a digitizing arm.
The FOIL
team will run a series of pendulum tests at different speeds and impact
locations on the windshield. A few full-scale tests with the secure
mailboxes will also be used in the validation process. To date, four
pendulum tests were conducted, and as weather permits, the remainder
of the tests will be run over the next few months.
NCAC will
use the pendulum test data to develop a finite element model of a
windshield, which they will use to evaluate the potential for windshield
cracking and penetration under various impact scenarios. To do this,
they must develop a material model that accurately represents the
material properties of laminated glass.
Upon completion
of the study, FHWA will make the results available to the AASHTO Task
Force for Roadside Safety in order to develop secure mailbox accommodation
guidelines. For additional information, contact:
Charlie
McDevitt
(202) 493-3313
charlie.mcdevitt@fhwa.dot.gov
Infrastructure
New Geotechnical Database Alleviates Frustration
in Gathering Info for Deep Foundation Design
Piles
are vital to the structural support of most bridge, roadway, and retaining
wall foundations; however, before installing that first pile, engineers
often research and compare information about piles driven under similar
situations, soil conditions, and pile designs. They seek information
about the test load capacities of different piles; pile failure statistics;
soil liquefaction and water tables; soil types and stability; regional
geography and climate; and more. Unfortunately, many spend an inordinate
amount of time trying to find the information they need to build safe
and lasting foundations. Until recently, there wasnt a searchable,
central repository of information for engineers to use in their assessments
of soil and pile behavioral impact on projects similar to their own.
|
Sparks
fly off the H-pile as a technician preps it for installing
strain-gauge instrumentation. |
In cooperation
with other geotechnical organizations, the Federal Highway Administration
(FHWA) Geotechnical Laboratory, began work on the Automated Geotechnical
Information and Design-Aid System (AGIDS). AGIDS attempts to integrate
FHWA research-quality geotechnical information and the latest design
improvements into a centrally-located system of databases, allowing
bridge engineers and researchers to quickly obtain information and
evaluate design alternatives for different pile and soil types. In
short, AGIDS will take most of the frustration out of obtaining information
needed for deep foundation design.
Once completed,
the AGIDS system will include searchable databases for shallow foundations,
deep foundations, National Geotechnical Experimental Sites (NGES),
publications, bridge inventories, and ground improvements. Engineers
can presently access the deep foundation database over the Internet
and can start performing correlations, predictions, and analyses.
An ongoing
pooled fund study (TPF-5(038)) on AGIDS will broaden and enhance the
database, and provide a means for its maintenance and upgrade.
Al
DiMillio
Carl
Ealy
(202) 493-3039
carl.ealy@fhwa.dot.gov
Diamond Grinding on the Rough Extends Pavement
Life
Concrete
pavements wear, crack, and fault over time. Constant use and weather
conditions often mean that those who maintain highways are faced with
a difficult choice: to replace, or try to rehabilitate the pavement.
As a pavement restoration technique, diamond grinding offers several
benefits: it costs much less than an overlay; it improves safety by
enhancing surface friction; and it causes minimal interference with
traffic during repairs.
On a pavement
surface, diamond grinding removes a thin layer (46 mm) of hardened
portland cement concrete using closely-spaced diamond saw blades.
The blades cut tiny longitudinal grooves in the faulted pavement and
provide texture as the grinding smoothes down surface irregularities
caused by construction curling, slab warping, faulting, and other
Concrete Pavement Rehabilitation (CPR) construction work roughness.
Diamond grinding removes faults by leveling a pavement surface, and
supplies motorists with a quieter surface by removing the thumping
and slapping sound created by faulted joints. It also provides a temporary
increase in skid friction resistance and a reduction in the potential
for hydroplaning, thereby improving the overall safety of the road.
|
This
diamond grinding machine grates a thin layer of concrete, and
removes faults by leveling the pavement surface.
|
The Federal
Highway Administration Office of Pavement Technology and the Southern
Resource Center jointly developed a Technical Bulletin, Concrete
Pavement Rehabilitation—Guide for Diamond Grinding, which
recommends procedures for selecting, designing, and constructing diamond
grinding projects for portland cement concrete pavements.
Reasons to
select this type of rehabilitation include removing transverse joint
and crack faulting, smoothing out construction roughness, adding friction
to a polished surface, removing permanent upward slab warping at joints,
improving transverse slope for better drainage, and removing wheel
path rutting caused by studded tire wear on a surface. Applying the
diamond grinding rehabilitation method extends pavement life and durability
and can be performed during off-peak traffic hours, although it should
be used in conjunction with other CPR techniques. A full CPR job can
restore structural and functional capacity of a pavement to acceptable
levels for a specific traffic need.
|
The
diamond saw blade makes small longitudinal grooves in the pavement.
|
The Concrete
Pavement
Rehabilitation—Guide for Diamond
Grinding Technical Bulletin
publication number is:
FHWA-SRC 1/10-01(5M). For more
information and copies of
the bulletin, contact:
Bing
Wong
(202) 366-2169
bing.wong@fhwa.dot.gov
FHWA Field Pavement
Engineers Gather in Washington
Last
December, the Federal Highway Administrations (FHWA) Turner-Fairbank
Highway Research Center (TFHRC) hosted the Second Annual Pavement
and Materials Field Engineers Workshop. Pavement and materials engineers
from the FHWA Resource Centers, Federal Lands Division, and from 25
Division offices across the nation gathered to participate in and
learn about subject matter, which had been identified at the previous
years workshop as the topic of the meeting. They also exchanged
information and ideas, which the engineers might apply in the field.
The three-day
workshop was cosponsored by the FHWA Office of Pavement Technology
and Office of Infrastructure, Research & Development with the
focus on the 2002 Pavement Design Guide being developed under
Project 1-37A of the National Cooperative Highway Research Program
(NCHRP). Much of the workshop was led by the two lead researchers
from NCHRP 1-37A: Matt Witczak, who leads the development of the flexible
design procedures, and Mike Darter, who leads the development of the
rigid design procedures.
In addition
to the content in the 2002 Pavement Design Guide, discussions also
included what users could do to start familiarizing themselves with
and preparing for the design guide, and FHWAs role in its implementation.
For more details, contact:
Gene
Clark
(202) 366-4597
gene.clark@fhwa.dot.gov
Katherine
Petros
(202) 493-3154
katherine.petros@fhwa.dot.gov
2003 ITS Deployment Preliminary Applications Due
April 1st
A January
29, 2002, notice in the Federal Register solicits preliminary applications
for the FY 2003 Intelligent Transportation Systems (ITS) Deployment
Program.
In light
of recent events, the focus of the FY 2003 Program will be to provide
incentive monies for deployment and/or integration of ITS to enhance
the security of Americas surface transportation systems. Such
ITS technologies could include: innovative surveillance technologies
and applications with potential to monitor critical infrastructure,
identification of potential risks to these critical elements, and
immediate reporting of changes in their status; technologies that
provide improved coordinated responses to identified security incidents
through improved traffic management, traveler information, transit
system management, and/or public safety coordination; and technologies
that ensure secure operation of commercial motor vehicles, their drivers,
and their cargo, as well as improved communication networks and systems
that better identify high-risk commercial vehicles or drivers.
Preliminary
applications will be evaluated on the following criteria: evidence
of strong partnerships among agencies, jurisdictions, and private
sector organizations as appropriate; the degree to which the technical
approach will further transportation security, or in the case of commercial
vehicle operations, the degree to which safety, productivity, and
cost reduction will be improved; conformance with TEA-21 requirements;
and a financial summary that demonstrates sufficient funding to complete
all aspects of the technical plan.
In its budget request to Congress, the Department
requested $93 million for the FY 2003 ITS Deployment Program, including
integration projects (metro and rural areas) and commercial vehicle
projects. The preliminary applications to determine qualifications
for articipation are due April 1—60 days following publication
of the Federal Register notice.
Susan
Slye
(202) 366-1068
susan.slye@fhwa.dot.gov
Coalition Publishes
Implementation Guidelines for 511 National Traffic and Traveler Information
According
to an article in USA Today, traffic jams cost $74 billion in lost
productivity and wasted fuel in 70 major U.S. cities. Motorists listening
to the radio dont receive specific enough route information
to help them avoid trouble spots, which adds to their driving frustration.
To make matters worse, at last count there were 300 traveler information
telephone numbers around the nation, making it even more difficult
for gathering pertinent intrastate and interstate travel information.
Fortunately for drivers, this situation is about to change for the
better.
Very soon
a motorist will only need to dial 3 digits to get the latest local
traffic and traveler information— 511. Upon full implementation,
the 511 system will give travelers current information about bad weather,
construction, traffic jams, and the status of local public transportation,
including transit buses, ferries, and light rail. Optional features
of a 511 system may also offer directions and other personalized functions
to travelers.
To establish
this system more swiftly, representatives from the American Association
of State Highway and Transportation Officials (AASHTO), the Intelligent
Transportation Society of America (ITS America), the Federal Highway
Administration, and others formed a 511 Deployment Coalition to define
the vision for 511 and to develop deployment guidelines. This new
three-digit number took form after local and State entities asked
the Department of Transportation to petition the Federal Communications
Commission (FCC), who assigned the number in July 2000 as a nationwide
traveler information telephone number.
|
Pressing
a few numbers—511—on a telephone will give travelers
the information they need to make informed transportation decisions. |
The 511 Deployment
Coalition recently completed and published Implementation Guidelines
for Launching 511 Services, a report presenting guidelines for
making the basic content of travel information services consistent
across the Nation. Transportation agencies in Kentucky, Utah, Minnesota,
Nebraska, Arizona, San Francisco, and Virginia already have deployments
under way or have implementation plans for the 511 service. To access
the Implementation Guidelines for Launching 511 Services on
the Internet, go to www.its.dot.gov/511/511_Guidelines.htm.
Mark your
Calendars for the 511 Deployment Conference The 511 Deployment
Coalition is sponsoring the 511 Deployment Conference: Answering
Americas Call for Travel Information, on March 1921
in Scottsdale, AZ. It will cover basic information about 511 up to
the latest voice technologies available for 511 systems. Tabletop
exhibits of industry leading organizations, available
for demonstrations, will give attendees a look at the technologies
powering 511—today and tomorrow. There will also be opportunities
to meet and exchange information with wireline and wireless telecommunications
carriers, and with transportation agencies that have already learned
much about implementing 511 services in their regions. To obtain more
information about the conference in March, please visit www.itsa.org/511.html.
Bob
Rupert
(202) 366-2194
robert.rupert@fhwa.dot.gov
William
S. Jones
(202) 366-2128
william.s.jones@fhwa.dot.gov
ROOs Create Regional
Transportation Collaborations
Individual
agencies or jurisdictions sometimes find it impossible to independently
solve transportation issues, because the scope, impact, and repercussions
are regional in nature. Addressing traffic congestion, air quality,
and incident management, sometimes requires a coordinated approach
involving multiple participants. Several metro areas and locales in
North America are successfully
combining public and private transportation establishments into Regional
Operating Organizations (ROOs). These ROOs benefit by integrating
personnel, resources, and technical systems, and solve traffic problems
or services on a regional scale.
The Federal
Highway Administration (FHWA) recently studied and released their
findings about ROOs. The report, Organizing for Regional Transportation
Operations, examined innovative approaches to regional transportation
operations by NY/NJ/CT metropolitan area; Southern California stretching
from Los Angeles to San Diego; and Houston, Phoenix, and Vancouver.
Although these areas differ in regional size and characteristics,
organizational structure, scope and geography, they share critical
elements for success —visionary, influential leadership and a
source of funding that supports coordinated regional efforts.
Organizing
for Regional Operations is a product of FHWAs National Dialogue
on Transportation Operations (www.nawgits.com/
opdialog/) and was developed with assistance from the Federal
Transit Administration (FTA) and the Institute of Transportation Engineers
(ITE). The report debuted at the American Association of State Highway
and Transportation Officials annual meeting in Fort Worth, Texas,
and is online at www.ite.org/library/reg_trans_ops.htm.
Vince
Pearce
(202) 366-1548
vince.pearce@fhwa.dot.gov
Policy
FHWA Changes Pooled Fund
Program
When
significant or widespread interest is shown in solving transportation-related
problems, research, planning, and technology transfers can be jointly
funded as a pooled fund study by Federal, State, regional, and local
transportation agencies; academic institutions; foundations; or private
firms. A Federal or State agency may initiate pooled fund studies.
Regional or local transportation agencies, private companies, foundations,
and colleges/universities may partner with any or all of the sponsoring
agencies to conduct pooled fund projects.
The Federal
Highway Administration (FHWA) recently made three changes to the pooled
fund program to increase its value as part of the national research
and technology program. FHWA eliminated the national and
regional labels; instituted an option for States to use
the Transportation Research Board (TRB) or the FHWA to administer
individual studies; and initiated the development of a Web site for
soliciting participation, monitoring, and providing information
about the projects.
Historically,
FHWA-led national pooled fund studies were numbered SPR-2(###) and
State-led regional studies were numbered SPR-3(###). These numbers
are still active on many projects. The program reengineering establishes
a new numbering series, TPF-5(###), encompassing both FHWA-and State-led
studies. For clarity, projects shall now be referred to as FHWA-led
or State-led.
A Web site
being developed with the National Cooperative Highway Research Program
is part of a transportation research-in-progress data system, expected
to go online in Fall 2002. Visit www.tfhrc.gov/site/active.htm
for current information.
William Zaccagnino
(202) 493-3183
william.zaccagnino@fhwa.dot.gov
Tony
Solury
(202) 366-5003
tony.solury@fhwa.dot.gov
Technology
and Innovation
Portable
Speed Bump Keeps a Safe Work Zone Around Flaggers
In most cases,
motorists entering a work zone decrease the speed of their vehicles
and drive more carefully; however, some drivers become frustrated
or impatient with traffic delay, making flaggers susceptible to potential
injury. In New York, alone, there were five flaggers struck in work
zones last year.
Taking part
in a program cosponsored by the Federal Highway Administration (FHWA)
and the California Department of Transportation (CALTRANS), a Mexican
engineer participating in the FHWA-funded CALTRANS-Baja California
Personnel Exchange Program, created an imaginative new solution for
making work, crash, and incident zones safer—portable speed bumps.
|
Construction
worker shows how easily the portable speed bump can be folded
for movement from location to location or storage. |
|
Portable
speed bump acts like a rumble strip to slow the speed of a car
driving over it. |
Called the
Advance Traffic Warning System (ATWS), the speed bumps are actually
an 11 x 36" (3.35 x 1.07 meter) mat made of a flexible,
yet sturdy, rubber with a polyurethane backing, built around woven
fiberglass. The mat thickness, reflective material, and
reflective circular ceramic tiles act as rumble strips (like those
often seen in crosswalks), and provide a compelling reason for drivers
to
decrease vehicle speed when approaching a flagger. Best of all, it's
so portable, lightweight, and easy to handle that it can be quickly
folded up and moved along work zones within minutes.
Other benefits
of the portable speed bumps include resistance to water, grease, and
oil. The composit material remains flexible, even in freezing temperatures,
and resists rips, tears, and cuts. The ATWS will sustain any direct
pressure on it, and its highly reflective stripes
and reflective coating enable workers to use the speed bumps at night.
Although
not approved by CALTRANS, if proven effective, this ATWS speed bump
invention could become one of many success stories from the U.S.-Mexico
Border Technology Exchange Program (BTEP), created and funded by the
FHWA Office of International Programs. The BTEP is a binational program
headed by the FHWA and Mexicos counterpart, the Secretariat
of Communications and
Transportation (SCT), and it includes all 10 Departments of Transportation
sharing the southwestern international border with Mexico.
Begun just
before the North American Free Trade Agreement was passed, the BTEP
program encourages a cross-cultural, multinational sharing of ideas
and technology among Mexican municipal, State, and Federal transportation
agencies. In the case of California, the BTEP includes Metropolitan
planning organizations, and universities from California and Baja.
The fundamental philosophy of the BTEP is to train individuals from
both countries to develop safer roads and to facilitate better coordination
of Mexican and U.S. transportation-related projects.
C. Tere Franceschi
(202) 366-9775
c.tere.franceschi@fhwa.dot.gov
Training
NHI Releases New Courses for
2002
The
National Highway Institute (NHI) just released its NHI Transportation
Training Resources Catalog for 2002, which contains policy and technical
courses for transportation professionals. To order a copy, contact
the FHWA Report Center at 301-577-0906, fax: 301-577-1421, or report.center@fhwa.dot.gov.
Two new courses
in the catalog include:
Road Safety Audits and Road Safety Audit Reviews (Course #380069)
Participants in this course discover how to improve transportation
safety by learning how to apply Road Safety Audits (RSA) and Road
Safety Audit Reviews (RSAR) to planned or existing roadways. It
should enable attendees to improve safety and keep the public informed
about efforts to
reduce the number of crashes.
Rural ITS Toolbox (Course #137007)
This course describes and documents many Intelligent Transportation
Systems (ITS) practices and techniques that were successfully applied
to rural transportation problems. The Rural ITS Toolbox training
helps to identify ITS solutions that feature a low-cost/high-return
impact on rural transportation.
For more
information about these courses, or about other courses available
through NHI, please contact the NHIs course scheduler, at 703-235-0528,
or visit the NHI Web site, at www.nhi.fhwa.dot.gov.
Kyung
Kyu Lim
(703) 235-1260
kyung.lim@fhwa.dot.gov
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