Research, Development, and Technology Transfer (T2) Program Annual Report 2014
Table of Contents Introduction ............................................................ 3 WHO WE ARE .............................................................................................3 THE WAY WE DO BUSINESS ....................................................................4
Toward Effective Design Treatments for Right‐Turns at Intersections with Bicycle Traffic .................................. 18 Performance Based Selection of RAP‐RAS in Asphalt Mixtures .................................................................................... 18 Preparing a Possible Oregon Road Map for Connected Vehicle/Cooperative Systems Deployment Scenarios19
MANAGER’S MESSAGE ...............................................................................6
FIVE YEAR REVIEW ................................................................................. 20 Rainfall Maps for the 21st Century ........................................ 20 Coastal Landslides ....................................................................... 20 Low‐flow Stream Flow Analysis ............................................. 21
Completed and Ongoing Projects ............................ 7
Other Research Activities ...................................... 22
ORGANIZATION OF THIS REPORT ............................................................4
COMPLETED PROJECTS ..............................................................................7 Proof of Concept: GTFS Data as a Basis for Optimization of Oregon’s Regional and Statewide Transit Networks .....................................................................................7 Operational Guidance for Bicycle‐Specific Traffic Signals In The United States ................................................................8 Comparison of Pelletized Lime with Other Anti‐ Stripping Additives ..................................................................9 Criteria For the Selection and Application of Advanced Traffic Signal Systems ......................................................... 10 Shrinkage Limits for Bridge Deck Concrete ...................... 11 ONGOING PROJECTS ................................................................................ 12 Evaluation of Weather Based Variable Speed Limit Systems ..................................................................................... 12 Safe and Effective Speed Reductions for Freeway Work Zones Phase 2 ......................................................................... 13 Improved Safety Performance Functions for Signalized Intersections in Oregon ...................................................... 15 Risk Factors Associated with High Potential for Serious Crashes ...................................................................................... 16 High Strength Steel Reinforcement for Bridges .............. 17 Seismic Retrofits for Bridges ................................................... 17
Research, Development and Technology Transfer Program Annual Report 2014
OREGON TECHNOLOGY TRANSFER CENTER (T2) ............................. 22 RESEARCH PROJECT SELECTION ........................................................... 23 SMALL, QUICK RESPONSE, AND DISCRETIONARY PROJECTS ............ 23 Small Projects ................................................................................ 23 Information Requests ................................................................. 24 Discretionary Projects ................................................................ 24 POOLED FUND PROJECTS ....................................................................... 27 REGIONAL AND NATIONAL RESEARCH PROGRAM COORDINATION 30 Transportation Research Board............................................. 30 SHRP 2 Coordination .................................................................. 30 AASHTO Research Advisory Committee (RAC) ............... 30 University Transportation Centers ....................................... 32 Title VI of the Civil Rights Act.................................................. 32
Publications, Activity, and Spending ..................... 33 RESEARCH PROJECT STATUS ................................................................. 33 OTHER PUBLICATIONS AND PRESENTATIONS .................................... 38 Publications .................................................................................... 38 Presentations ................................................................................. 38 BUDGET AND FUNDING .......................................................................... 40 Federal State Planning and Research (SPR)...................... 40
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Local Technical Assistance Program (LTAP) .................... 40 Oregon Highway Fund ............................................................... 40 Local Government ........................................................................ 40
Appendix A: Research Advisory Committee, Expert Task Groups, Research Priorities, and Research Staff42 RESEARCH ADVISORY COMMITTEE ...................................................... 42 Voting Members ............................................................................ 42 Non‐Voting Members ................................................................. 42 EXPERT TASK GROUPS ........................................................................... 42 Hydraulics, Geotechnical, and Environmental Research42 Maintenance and Operations Research .............................. 43 Construction, Pavements, and Materials Research ........ 43 Planning and Economic Analysis Research ....................... 43 Active and Sustainable Transportation Research........... 44 Structures Research .................................................................... 45 Traffic, Safety, and Human Factors Research ................... 45 RESEARCH STAFF .................................................................................... 46
Appendix B: Abbreviations.................................... 47
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Research, Development and Technology Transfer Program Annual Report 2014
Introduction WHO WE ARE The goal of the Research Section is to foster innovation within the Oregon Department of Transportation (ODOT) by researching, developing, testing, and evaluating new and innovative transportation products, materials, methods, and processes. Research and Development has been an integral part of our business for nearly a century. The Federal Aid Highway Act of 1921 created the Research and Technology program within what is now the Federal Highway Administration (FHWA). The same bill earmarked resources to create what would become the Highway Research Board (now the Transportation Research Board ‐ TRB) within the National Academy of Sciences. Section 11 of the Hayden Cartwright Act of 1934 laid groundwork for the Highway Planning and Research (HP&R) program in all state departments of transportation by designating that “1/2 per centum of the amount apportioned for any year to any State...may be used for surveys, plans, and engineering investigations....” Largely because of the HP&R (later SP&R) program, research has been an integral activity at ODOT and in most other states for nearly 50 years.
Research, Development and Technology Transfer Program Annual Report 2014
Historically, research efforts in ODOT have been primarily focused in areas relating to highway materials and construction. Only to varying degrees have these activities been distinct from other engineering and testing work done within ODOT’s materials laboratory. In fact, until sometime in the 1980s, the titles of the State Materials Engineer and the State Research Engineer were held by the same person. The agency’s transition from a Highway Department to a Department of Transportation in 1969 and the Inter‐ modal Surface Transportation Efficiency Act of 1991 have brought about a gradual diversification of ODOT’s research agenda. Research has changed from a focus on highways and construction materials to a much broader agenda that includes a greater diversity of highway topics as well as other modes of surface transportation. In 1996 the Research program was moved from the Highway Division to the Transportation Development Division, in part to consolidate administration of the SP&R program, but also to better serve a broader customer base within the agency. Since that time, the Research Section has expanded, diversifying its research projects to include the following general categories:
Maintenance and Operations; Hydraulics, Geotechnical, and Environmental; Active and Sustainable Transportation;
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Planning and Economic Analysis; Construction, Pavements, and Materials; Traffic, Safety, and Human Factors; Structures.
The ODOT Research Section oversees transportation research projects and, through the Technology Transfer (T2) Center, provides transportation‐related information to local agencies throughout Oregon. The mission of the Section is to contribute to improvement in the performance of the transportation system by studying ways to enhance processes, methods, or materials in use. The Section also works with technical experts and agency personnel to support research implementation. The staff includes the Research Manager, the T2 Center Director, the T2 Center Training Coordinator, eight research coordinators, an executive support assistant, three part‐time trainers, and a limited duration, part‐time Safety Circuit Rider.
THE WAY WE DO BUSINESS ODOT Research projects seek to address identifiable problems or issues with the goal of providing significant benefits to the department by: reducing costs, increasing efficiency, addressing environmental concerns, enhancing safety, improving productivity, improving the mobility of Oregonians, or providing better service. Transportation problems or issues may be identified by anyone and are formally presented to the Research Section as problem statements. Each year these statements are reviewed by the Section and other agency
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personnel to determine priorities for projects. Top projects receive research funding in order of priority. The majority of direct funding for ODOT research projects is provided by the FHWA State Planning and Research (SPR) Program, Part 2. In recent years, a small portion of SPR Planning funds have also been utilized. A few additional projects are financed entirely using State highway funds. Indirect costs, including facilities, office supplies and equipment, employee training, utilities, etc. are also paid for with State funds. Project collaboration is an important element of the research program, and most research projects involve many levels of collaboration, not just funding. A small percentage of ODOT research projects are conducted in‐ house by Research Section staff. The Section more often works with external principal investigators, most frequently those affiliated with universities. While the majority of research is performed by an outside organization, Research Section staff provide management and coordination services. Project coordination involves collaboration between the principal investigator, other researchers, and technical specialists within the agency. The project coordinator manages a technical advisory committee, composed of knowledgeable individuals from FHWA, ODOT, other state agencies, and the private sector.
ORGANIZATION OF THIS REPORT The main body of this report is organized as follows. The second chapter, “Completed and Ongoing Projects” summarizes important completed or continuing research projects. The following chapter, “Other Research Activities,” reports on other accomplishments, including Research, Development and Technology Transfer Program Annual Report 2014
information about project selection, small projects, and various ongoing responsibilities. “Publications, Activity, and Spending” summarizes completed and continuing projects in tabular form, along with a budget and expenditures summary. Appendix A details the Research Advisory Committee and Expert Task Groups, including each one’s research priorities and membership. A list of abbreviations is provided as Appendix B at the end of this document. There are many names and organizations listed throughout the report. When these names or organizations are first mentioned, the full name will be used, and abbreviations appear mostly thereafter. Length limitations preclude an in‐depth description of every research project. Instead, the focus of this report is on projects of general interest, representative of a range of topics, and expected to be of the highest value to ODOT. If you have questions about the contents of this report or about any aspect of research at ODOT, please feel free to contact the Research Section as follows: ODOT Research Section 555 13th Street NE Salem, OR 97301‐6867 Telephone: 503‐986‐2700 Website: http://egov.oregon.gov/ODOT/TD/TP_RES/
Research, Development and Technology Transfer Program Annual Report 2014
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MANAGER’S MESSAGE MICHAEL BUFALINO ODOT RESEARCH SECTION At the 2015 meetings of the Transportation Research Board, Bob Skinner, the TRB Executive Director, stated that “Research is a part of the innovation process." Within ODOT, the role of the Research Section has been split between testing others’ innovations and creating new solutions for Oregon’s transportation needs. We are frequently innovating new methods to accomplish the work of the agency, and recently have been working to develop and prove the utility of the application of several new transportation technologies. Our work on developing new tools has increased the number of software applications, analytical models, and electronics designed, built, and validated by our research projects. In the coming year the Research program will build on our track record of innovation in these fields by increasing our capacity to identify technological solutions and delivering projects in a timely fashion. To make sure our work is put to good use, the ODOT Research Section has increased our focus on transferring the knowledge gained from research projects to application in the field or office. Across the nation, DOT research programs are being asked to provide faster services and implementation in the field. To this end ODOT Research will continue to work with our university partners and project champions to streamline schedules
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and support project implementation. Throughout the research effort we involve technical experts who will apply our research to the work of the agency. We have been extending our efforts to directly support the transition from research to application, supporting three direct contracts between implementation leads throughout the agency and university professors. Also this year we have restarted the “Research Note” documentation that helps market our results directly to those who will benefit most from our work. ODOT’s research efforts extend beyond the state borders. While our research projects solve Oregon problems, many of our products are valuable to other states. This year we contributed to the national research program by contributing to the American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Committee, the National Cooperative Highway Research Program (NCHRP) selection process, and the Strategic Highway Research Program (SHRP 2) implementation efforts. ODOT is currently leading several multi‐state Research Pooled Fund projects, including one related to seismic bridge design, and one supporting peer exchanges between state DOT research programs. In July of 2015, the AASHTO Research Advisory Committee will hold its summer meetings in Portland. This past year has seen several successes detailed in the following pages. As we emphasize transportation innovations, implementation, and our national connections, the program will continue to build on our past work. Research, Development and Technology Transfer Program Annual Report 2014
Completed and Ongoing Projects COMPLETED PROJECTS PROOF OF CONCEPT: GTFS DATA AS A BASIS FOR OPTIMIZATION OF OREGON’S REGIONAL AND STATEWIDE TRANSIT NETWORKS The General Transit Feed Specification (GTFS) is a common format for public transportation schedules and associated geographic information. Using the GTFS specification, a public or private transit agency can describe such characteristics of their transit network as service calendar, stop times, stop locations, trips (a specific stop pattern) and routes (collection of trips), to name a few. The resulting GTFS feed can be used to acquire public transportation information about an agency in space and time. Many transit agencies in the U.S. (and across the world) have already created and adopted the GTFS data standard to make information about their network available to users. In the state of Oregon, approximately 85% of fixed route transit providers have GTFS data for their services. The majority of investments made in transit service by state, local, and federal government agencies are based on local service providers’ individual priorities, and made with limited ability to consider the impact that these investments may have on the larger transit network. This results in a lack of connectivity between transit agencies Research, Development and Technology Transfer Program Annual Report 2014
within Oregon, which makes statewide planning difficult. To help resolve the issue, this project has developed a practical tool that can be used by state planners and local transit agencies as an aid in resolving the lack of connectivity between, and within, transit agencies. The project resulted in the development of a functioning application program that is hosted by Oregon State University, which allows for easy and dynamic display of selected transit routes and stops throughout the entire state of Oregon. The application serves as a base, and with continued development through a Phase 2, will result in additional functionality. The Phase 2 is currently under development. The program was developed using open sourcing, with the goal of being able to incorporate, modify, and make future improvements as developed by others. The program brings together each of the existing transit agencies’ schedules and routes, in a “live” format, so that connectivity issues between transit agencies can begin to get resolved, and as an aid to transit agencies for the planning of future routes. The application has been used in a soon to be finalized report on ODOT’s contract bus service stop passenger amenities. More specifically, the population within a certain radius of a stop calculation provides useful data to compare to Stop Utilization Values collected by bus service contractors. The results of the additional information will be used to address connectivity issues between and within individual transit agencies.
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ODOT Public Transit Division (PTD) has gained value from access to existing population related functionality and from easy access to dynamic display of up‐to‐date routes and stops. This has been the Phase 1 of the project and currently benefits state planners and other departments within ODOT, such as Transportation Planning and Analysis Unit (TPAU). The benefits to local transit agencies will not be realized until completion of the Phase 2, at which time local transit agencies will be able to use the tool to help resolve their connectivity issues with other transit agencies, as well as within their own agency. The Phase 2 development is expected to be completed in December of 2014 and will then be rolled out to the local transit agencies, so they can begin implementing it. Eventually, the application will be made available to the public, enabling riders to plan their transit trips between cities and towns across the state with efficiency.
cities. A total of 4,673 cyclists were observed and broken into demographic groups. These observations were used to study:
performance (accelerations, cruising speeds, and reaction time), queue discharge, and signal compliance.
The researchers developed a general methodology to estimate bicyclists’ acceleration and speed for traffic‐ signal timing applications. This research analytically derived expressions that can be used to classify an individual bicyclist’s performance as a function of the observed acceleration profile.
OPERATIONAL GUIDANCE FOR BICYCLE‐SPECIFIC TRAFFIC SIGNALS IN THE UNITED STATES Most bicycle‐vehicle crashes in urban areas occur at intersections. Safety improvement may come from separating bicycle movements from other conflicting traffic. This is most often done with bicycle‐specific traffic signals. Because there may be behavior and skill differences among cycling demographics, it is important to have a detailed understanding of the performance characteristics of urban cyclists. This research collected and analyzed video data of cyclist behavior at signalized intersections in several Oregon
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Performance: an analysis of observed intersection crossing times indicates that nearly all riders are accommodated by the AASHTO default signal timing. The exceptions are some recreational riders at wide intersections. The researchers recommend examination of acceleration and speed distribution if specific bicycle traffic‐signal designs result in high delays, fuel consumption and emissions. Research, Development and Technology Transfer Program Annual Report 2014
Queue Discharge: the discharge characteristics of cyclist queues at a signalized intersection were determined using video from before and after installation of a bike box. The study found that the addition of a bicycle box decreases the discharge time for queues of equal length compared to a bicycle lane. The decrease in discharge time between bike boxes and lanes becomes greater with larger queue sizes. The addition of a bicycle box also decreases the intersection clearance time for queues of five or more cyclists. Compliance: the researchers observed cyclists arriving on red prior to passing through the intersection. Moving shortly before a green light (signal jumping) was observed in 4.3% of the sample. Other cyclists selected gaps in the conflicting traffic stream and crossed while the signal was red (5.9%). An important finding is that compliance is comparable at intersections with bicycle‐ specific signals and those without. A possible conclusion is that design is probably not likely to influence noncomplying cyclists. Enforcement and/or work to change the culture of cyclists may be needed.
COMPARISON OF PELLETIZED LIME WITH OTHER ANTI‐ STRIPPING ADDITIVES Moisture damage in the form of stripping is one of the common pavement distresses in Oregon. Stripping is the degradation of the bond between the aggregate and the asphalt binder due to the presence of water. Stripping reduces the useful life of hot mixed asphalt concrete (HMAC) pavements. ODOT Standard Specifications allow the use of asphalt cement additives or the treatment of aggregate with powdered lime to reduce stripping in HMAC mixtures. While powdered lime is an effective treatment, it is difficult to contain and poses potential health and safety threats to workers who may be exposed to the dust. The purpose of this study was to determine the effectiveness of potential alternatives to powdered lime in preventing stripping. This research evaluated the moisture susceptibility of three separate aggregates with five anti‐stripping additives. The aggregates exhibited a range of potential
The results of this study provide baseline data on cyclist performance and behavior. Any agency planning to install bicycle specific traffic signals will find this valuable. Use of this data greatly aids in correctly timing bicycle signals to maximize intersection performance and safety. In addition to the published State Planning and Research (SPR) report, this research effort has also resulted in a paper published in the Transportation Research Record, a presentation at the Northwest Transportation Conference, and an informational video.
Research, Development and Technology Transfer Program Annual Report 2014
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stripping from ”not susceptible” to “susceptible.” The five additives included a powdered lime, a pelletized lime, two liquid anti‐stripping agents, and a polymeric aggregate treatment. The two test values used to evaluate the additives were the tensile strength ratio (TSR), part of the AASHTO T283 test, and the dynamic modulus ratio as part of the Environmental Conditioning System (ECS). Increases in these ratio values indicate a reduction in stripping potential. Results indicate that two of the aggregates were susceptible to stripping. Powdered lime increased the TSR and ECS ratios for the susceptible aggregates. Pelletized lime exhibited improved performance compared to the control but TSR and ECS ratios were lower than the specimens with powdered lime. Mixtures with the liquid additive Zycosoil™ exhibited similar performance to mixes containing powdered lime. The polymeric aggregate treatment exhibited limited improvements in TSR and ECS ratios. An economic analysis primarily related to new construction was also performed. The analyses indicated that there may be significant value from using additives to reduce or prevent stripping and decrease depths of future inlays. Because of this, additives should likely be used when aggregates are suspected or known to be susceptible to stripping. The study concluded that ODOT should consider using the better performing liquid additive and pelletized lime as anti‐stripping additives. However, pelletized lime is a relatively new product, and an optimal methodology for adding this product to the mix was not defined. Different
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methods for adding the additive may result in different results, and further testing is likely needed.
CRITERIA FOR THE SELECTION AND APPLICATION OF ADVANCED TRAFFIC SIGNAL SYSTEMS
ODOT is changing their standard traffic signal control systems from the 170 controller to 2070 controllers. The new controllers use the Northwest Signal Supply Corporation’s Voyage software. The major questions ODOT asked regarding these systems were:
How can we best evaluate advanced feature systems? How well do they perform? Under what conditions should the systems be applied? What are the benefits of the systems when applied to specific corridors?
Research, Development and Technology Transfer Program Annual Report 2014
With the support of field observations, micro simulation, and existing literature, the research team developed a probabilistic queuing model. This model supports analysis of various types of signal control systems. This queuing model produces common measures of effectiveness, such as delay, queue length, and saturation. The model incorporates an intersection geometry model and models of candidate adaptive signal controls. This creates a complete signal control system performance evaluation framework. The model was calibrated with field and simulation data. Conditional and probabilistic elements in the model increase its applicability and accuracy. The combined models predict vehicle delay, number of stops, and queuing for varied signal control systems. The research team developed an Excel based application to aid practitioners in applying the models. The application automates the model application process and formats the model output data for use in cost benefit analysis. The application is very complex, time consuming, and required individualized instruction of the operators by the researcher who developed the application. Considerable additional effort would be needed to make this tool useful for a more general audience. This research has advanced the practice of modeling the performance of adaptive and advanced signal control systems for specific conditions and corridors. The methodology required for such evaluation was found to be quite complex, and the tool developed under this
Research, Development and Technology Transfer Program Annual Report 2014
project has only limited application because of the knowledge and training required for its proper usage.
SHRINKAGE LIMITS FOR BRIDGE DECK CONCRETE Bridge deck cracking is a common problem for transportation agencies responsible for maintaining bridges. The cracking occurs when the deck concrete shrinks, a well‐known effect, while being restrained by the reinforcing steel and the adjoining bridge structure. The local stresses in the concrete increase until the stresses surpass the strength of the concrete, resulting in
a crack. Cracking often occurs within the first year after deck placement. Transportation agencies seal as many of the cracks as their maintenance resources allow. Unsealed cracks allow water and damaging chemicals to reach the subsurface concrete and steel reinforcement, diminishing the service life of the bridge deck. Building bridge decks with a lower risk of cracking reduces the life‐cycle cost of the bridges.
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Cracking risk is influenced by the characteristics of the concrete. Unfortunately, reliably predicting cracking risk from the mix design is not possible. There are relatively easy measurement methods to assess shrinkage and other key properties of concrete, and there are more sophisticated methods for measuring cracking risk of concrete mixtures, but there are no established procedures for using the simpler measurement methods to estimate cracking risk. Consequently, the objective of this research was to identify a method of estimating the cracking risk of concrete mixes using testing procedures commonly used in construction and to establish limits for the measurement protocol. The research relied on free shrinkage, splitting tensile strength, and elastic modulus tests, which are tests easily performed by construction testing facilities. These test results were correlated to cracking risks established through more sophisticated ring tests. Based on the research outcome, the researchers recommended the free shrinkage test ASTM C157 with a limit of 450 microstrain be used to specify concrete for bridge decks in Oregon. Additionally, the researchers combined free shrinkage, splitting tensile strength, and elastic modulus into a simple mathematical equation to calculate a cracking potential index (CPI). The CPI was also correlated to cracking risk to develop a recommended limit. The CPI may be more applicable for predicting cracking potential over a larger range of concrete mixes than just free shrinkage. Based on the research outcome, ODOT is incorporating the free shrinkage requirement and recommended limit
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into its concrete specification. Because the free shrinkage limit fell within the range of free shrinkage limits used by other DOTs, the work helped confirm the validity of these limits and requirements. With the development of the CPI, the basis for a more robust cracking risk measure was established, which added to the body of concrete knowledge.
ONGOING PROJECTS EVALUATION OF WEATHER BASED VARIABLE SPEED LIMIT SYSTEMS Increasing population and urbanization has led to the nation’s urban areas often experiencing congestion. Congestion has been getting worse in the past decades, and the USDOT is focusing efforts to maximize use of existing infrastructure, rather than building more. In 2011, $121 Billion was lost in the United States (US) to congestion in the form of lost time due to delays and wasted fuel. Freeway congestion also reduces safety and deteriorates air quality. One method to combat this congestion is to utilize Active Traffic Management (ATM) systems. An aspect of ATM’s technology is the ability to use Variable Speed Limits (VSL) and Variable Advisory Speeds (VAS), which provide a weather‐responsive or congestion‐responsive (queuing) alternative to address the aforementioned concerns. VSL and VAS systems are used around the world and in the U.S. to provide traffic and weather‐responsive guidance for drivers. However, ATM and specifically VSL systems require significant investments in hardware and software, data collection, management, and maintenance.
Research, Development and Technology Transfer Program Annual Report 2014
Weather conditions present considerable challenges to highway mobility, both in terms of safety and operations. From a safety standpoint, weather (such as precipitation) reduces pavement friction and increases the potential for crashes when vehicles travel too fast for the conditions. Weather also affects the operations of freeways, as heavy rain can reduce freeway capacity up to thirty percent (30%), and heavy snow can reduce free flow speeds up to sixty‐four percent (64%). New approaches utilizing weather responsive VSL and VAS systems have shown promise in reducing weather related crashes and driver speeds in inclement weather conditions.
Portland area. OR217 was selected for research because it is operating at or above capacity, with closely spaced interchanges, and higher than average crash rates for the region. The second installation is the US26/OR35 Mt. Hood Safety and Traveler Information project. This project spans approximately sixty‐seven (67) miles. It will install VSL, VAS, a variable messaging sign (VMS), and a Road Weather Information System (RWIS). The research project plans to collect “before” and “after” traffic and weather data and make comparisons to help optimize the use of VAS and VSL for both corridors.
SAFE AND EFFECTIVE SPEED REDUCTIONS FOR FREEWAY WORK ZONES PHASE 2
ATM, VSL, and VAS systems are being implemented in Oregon. Two ATM projects are starting within the next six months, with five additional systems underway in various stages of planning. The first installation project is on OR217 and includes a weather‐responsive VAS, posting of real‐time travel times, queue warning, infrared and laser weather detection sensors, and a weather responsive curve warning system. The project and equipment span approximately seven miles of the highway. OR217 is one of the most congested and least reliable freeways in the Research, Development and Technology Transfer Program Annual Report 2014
Freeway pavement preservation projects (for example pavement overlays, “chip seal” operations, etc.) typically require construction workers to work in close proximity to ongoing traffic and often require reducing traffic flow to a single lane while work is conducted. During the lane closures, paving operations place workers on the roadway within a protected work zone. In some places the workers have only a line of cones and a few feet separating them from passing traffic. Some operations are also conducted at night, reducing driver visibility and their ability to receive adequate notification of closures. Inattentive or speeding drivers, careless workers, misplaced cones, and hazardous roadway conditions can all lead to crashes and ultimately work zone injuries and fatalities. As a general rule, the severity of a crash increases as the speed of traffic increases. Thus, preservation projects on high‐speed roadways present an
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increased risk of serious and/or fatal injuries to workers, motorists, and passengers. Vehicle speed is directly connected to the performance of work zone designs. However, safely controlling and reducing vehicle speeds through work zones to reduce the risk can be difficult on high‐speed roadways. On such roadways, it has been suggested that reducing traffic speeds to 35 mph would enhance the safety of the workers and traveling public. However, a reduction in speed from 65 mph to 35 mph can be significant over shorter distances, and evaluation of the impacts of this differential in speed on interstate highways has been limited. Previous research reveals that work zone speed limit reductions of more than 10 mph show an increase in the number of crashes due to a greater speed differential between vehicles. Additional safety measures in planning, signage, and notification to the driving public are needed to reduce the significant risks to motorists as they navigate through the active work zone and react to the large reduction in speed. Research on controlling and significantly reducing speeds on high‐speed roadways has been conducted but provides limited guidance for practical implementation. Researchers in Iowa conducted a survey of state transportation agencies and found that only a few agencies even consider reducing speed limits by 20 mph or more. The study also revealed that the use of regulatory speed limit signs and police enforcement is the most common practice for controlling and reducing speeds.
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As an initial effort, ODOT conducted a pilot study in September 2011 on I‐5 near Cottage Grove, OR to investigate practical and safe means for significant speed reductions. The pilot study included a 30 mph speed reduction from 65 to 35 mph implemented in two stages (65 to 50 mph, then 50 to 35 mph) using multiple Oregon State Police (OSP) officers and other traffic control measures along the roadway prior to and within the work area. On the pilot study, with law enforcement vehicles visible to passing motorists, 22% of cars and 19% of trucks exceeded the posted speed, respectively. To augment the pilot study, ODOT began a research study (SPR‐751) in FY2013 to look for ways to safely reduce speeds through work zones on preservation projects taking place on high‐speed freeways. The completed study included two paving projects, one on I‐84 near The Dalles and one on I‐5 just north of the McKenzie River Bridge. On each project, different traffic control measures (TCMs) were implemented and speed data was collected both prior to and within the work zone. The TCMs, which were implemented after one treatment with the original traffic control plan (TCP), were:
“SPEED 50” regulatory signs throughout the work zone PCMS signs on pavement rollers or stationary trailers Radar speed reader trailers Oregon State Police (OSP) patrolling work zone OSP parked at end of lane closure taper Tubular markers placed on both sides of the live travel lane Research, Development and Technology Transfer Program Annual Report 2014
Plastic drums placed on both sides of the live travel lane
Using the speed data recorded, the reduction in speed from the beginning reference point – “Road Work Ahead” (RWA) signs – to locations within the work zone was calculated along with the speed relative to the distance to the paver. Statistical analyses of the data show that each TCM helps to reduce the mean speed. The data also suggests a difference in the relative effectiveness of each TCM. However, confounding factors in the study and data collected limit confidence in this result. Research on the Phase 2 project will investigate interstate preservation job safety enhancements and continue data collection based on the results of SPR‐751. This research entails:
More accurately measure the effectiveness of each TCM to improve confidence in moving forward with recommendations Collect additional speed data to better identify the advantages of one TCM over another Record speeds further upstream of RWA signs to determine if speeds are being reduced simply due to the presence of the work zone Conduct additional case study projects to allow for eliminating confounding factors due to project‐ specific conditions and data collection limitations
The present study outlined in the Phase 2 work plan is designed to supplement the initial pilot and SPR‐751 studies.
Research, Development and Technology Transfer Program Annual Report 2014
IMPROVED SAFETY PERFORMANCE FUNCTIONS FOR SIGNALIZED INTERSECTIONS IN OREGON Due to the high percentage of crashes occurring at signalized intersections, considerable attention is given to selecting the improvements that result in the greatest reduction in crashes for dollars invested. ODOT has been researching the data needs and implementing the Highway Safety Manual (HSM) within current procedures when possible but has identified limitations that affect the reliability of the results. This research will develop more reliable ways to assess signalized intersection safety in Oregon so that ODOT and other agencies can allocate funding toward effective intersection safety configurations for both new and existing facilities. This will be accomplished by developing signalized intersection safety performance functions that explicitly consider approach speed as a direct input in safety assessment of the location. The HSM includes Safety Performance Functions (SPFs) to assess options for improving the safety of intersections. These are equations that use traffic volumes and other factors to predict crash reductions for various types of improvements. Since the SPFs do not allow for certain features, such as turn lanes and lane widths, Crash Modification Factors (CMFs) can then be used to adjust the results of the equations to allow for these factors. Currently, these tools do not include consideration of approach speeds, which are known to affect the frequency and severity of crashes. The initial predictive models upon which the HSM procedure is based focused on rural, two‐lane highways, and the
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approach speed at those intersections was not deemed to be significant. This foundation work was then used to define the SPF format for future models for the first edition of the HSM, so speed was inadvertently excluded in subsequent studies. The ability to reliably predict the expected signalized intersection safety performance will enable transportation professionals to make informed decisions as to the anticipated safety tradeoffs at these intersections. Use of this information is expected to result in enhanced intersection safety and improved decision making tools for Oregon transportation professionals. This research will result in safety performance functions that can be used by the various regional transportation agencies, including ODOT and local jurisdictions. These values will be included in a final project report and a brief user guide or technical memorandum and will be available for distribution by ODOT. Also included in the final report will be guidance for the use of the SPFs and recommended techniques for the effective estimation of minor road travel volume values that are often not readily available.
RISK FACTORS ASSOCIATED WITH HIGH POTENTIAL FOR SERIOUS CRASHES Crashes are random events and, consequently, can occur at any location along the roadway. On roadways with higher traffic volumes, the more frequent occurrence of crashes allows for the direct identification of high crash locations using historical data. However, on local roads, crash occurrence, particularly fatal and serious injury crashes, is less frequent. This makes it difficult to identify
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trends and treat hazardous sites based on historical data. Geometric, traffic, and other features may contribute to crashes in spot locations. Therefore, an approach to identifying these types of risk factors on low volume roads is necessary in order to reduce the number and severity of highway crashes and improve highway safety. The primary benefit from this research will be the identification of risk factors and features that are associated with increased crash occurrence on low‐ volume roads. Past studies have examined the various features that contribute to crashes, including those on low‐volume roads. However, these efforts have focused on individual features rather than considering how the entire roadway environment, comprised of numerous features interacting with one another, can increase the risk of crash occurrence. Consequently, by identifying risk factors and features for low volume roads, this research will benefit practitioners by providing an approach to reviewing such roads for potential locations where low cost improvements might be made to proactively address safety issues. An additional benefit of the research is that it will provide guidance on how risk factors and features can be addressed in a proactive manner to address crashes on low volume roads. This will allow for the methodology developed during the course of the research to be transferred to practice in the field by local staff throughout the state. In providing these personnel with an approach to identifying potential locations where features and factors may contribute to crashes, they can
Research, Development and Technology Transfer Program Annual Report 2014
begin to identify low cost improvements that can be programmed into annual budgets and work plans.
HIGH STRENGTH STEEL REINFORCEMENT FOR BRIDGES High‐strength steel (HSS) reinforcement, specifically ASTM A706 Grade 80, is now permitted by the AASHTO LRFD Bridge Design Specifications for use in reinforced concrete bridge components in non‐seismic regions. Using Grade 80 steel reinforcement, instead of Grade 60 steel, reduces material and construction costs. However, AASHTO and state highway agencies are concerned with using Grade 80 reinforcement in columns that may need to withstand an earthquake, because there is little testing data that shows how the HSS will behave. A separate research project studied the behavior of columns with Grade 80 reinforcement subjected to earthquake strains. The results from this research provided essential information on the general performance of columns reinforced with Grade 80 reinforcement. However, comprehensive data for critical properties of the steel are not available. Therefore, for ODOT to use Grade 80 steel in seismic regions, key material characteristics first need to be quantified with reliable datasets and design equations modified, if appropriate, based on the data. The first objective of this research is to generate datasets of key mechanical properties (tensile yield, compressive yield, ultimate stress and strain, total elongation, low cycle fatigue response) for ASTM A706 Grade 80 reinforcing steel. These properties will be compared to Grade 60 reinforcement, and design equations will be modified based on the data. The second objective is to Research, Development and Technology Transfer Program Annual Report 2014
characterize the failure mechanisms and measure the shear capacity of connections containing Grade 80 steel reinforcement. It is anticipated that the shear testing will result in modified shear capacity equations for systems containing Grade 80 steel reinforcement.
The column performance information acquired in previous research, combined with the results of the current research project, will give ODOT a rational basis for allowing the new steel in columns in seismic zones.
SEISMIC RETROFITS FOR BRIDGES Seismic retrofits in Oregon have typically been limited to providing restrainers for keeping the superstructure from sliding from the supports. Such retrofit measures are effective for their intended purpose, but they shift the
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location of possible failure to the supporting substructure. Designs for strengthening substructure elements for earthquake resistance are generally based on bridges in California, which typically have round bridge columns exposed to crustal seismic events. Oregon has many bridges with reinforced concrete bents and slender rectangular columns with inadequate reinforcement. In addition, Western Oregon experiences subduction zone earthquakes, which can be more intense, longer lasting, and contain different frequency content than crustal earthquakes. Consequently, there is uncertainty with regard to the effectiveness of conventional retrofit measures as applied to Oregon type bridges and uncertainty in the seismic fragility. Previous research investigated the seismic performance of a typical bridge column with and without seismic strengthening. The current research is investigating the column and cross‐beam as a system (called a bent) for retrofits. In addition, the research is simulating a subduction zone earthquake as the input seismic event. Analytical and experimental methods are being used to study typical vulnerable bents and to quantify their performance with fragility values. The outcome of the research will be design guidelines for seismic retrofits for bents commonly found in Oregon bridges. Also, it is anticipated the research will provide improved fragility values for bridges. Consequently, future retrofits will be more effective in minimizing damage from earthquakes, and the updated fragility curves will provide more accurate results in planning and economic models used to predict the impact of seismic events.
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TOWARD EFFECTIVE DESIGN TREATMENTS FOR RIGHT‐ TURNS AT INTERSECTIONS WITH BICYCLE TRAFFIC Most bicycle‐motor vehicle crashes occur at intersections in urban areas and most commonly involve right‐turning vehicles and through bicycles (“the right‐hook”). In Oregon, data from 2007 to 2010 indicate that of 3,163 bicycle‐vehicle crashes 66% occur at intersections and 35% of those can be typed as involving a right‐turning vehicle and a through cyclist. Though drivers must legally yield the right‐of‐way to cyclists in bicycle lanes, for various reasons drivers often fail to see cyclists. Several passive and active traffic control measures and geometric designs have been implemented in Oregon, around the US, and internationally. The relative effect that each of these designs has on the crash scenario is not readily known. Working with PSU and OSU, this project will test and analyze the different scenarios using the OSU simulator and make recommendations based on test results. Project began in August 2013 and is due to be completed March 31, 2015.
PERFORMANCE BASED SELECTION OF RAP‐RAS IN ASPHALT MIXTURES The use of Recycled Asphalt Pavement (RAP) and Recycled Asphalt Shingles (RAS) is restricted based upon local and national experience. ODOT typically limits the combined amount of RAP/ RAS to 20 percent of the total mixture. However, ODOT is interested in allowing for
Research, Development and Technology Transfer Program Annual Report 2014
more innovation and optimization of mixtures, including recycled materials. The intent of this study is to use performance based tests to evaluate mixtures with increased RAP/ RAS content (up to 40 percent, or possibly higher) resulting in minimizing the potential cost, and providing environmental and performance benefits.
has embarked upon a major research program toward implementing connected vehicle safety technologies, applications, and systems using dedicated short‐range communications (DSRC). Previous research by the National Highway Traffic Safety Administration (NHTSA) demonstrated that 80% of unimpaired driver crash types could be addressed by the connected vehicle technology.
ODOT currently allows the use of RAP/ RAS in its HMAC without any adjustments to the virgin binder grade. The effect of the recycled asphalts on the final binder grading is unknown. This may lead to a stiffer HMAC product that is more susceptible to early fatigue or thermal cracking. This study is also evaluating approaches to the selection of appropriate binder grade, building on a recently completed project.
As connected vehicle research moves into deployment, state, local and transit agencies, Metropolitan Planning Organizations (MPOs), and the private sector will start feeling the effects of vehicles, after‐market devices, mobile devices, and infrastructure with DSRC and other wireless connectivity at their cores. Along with other states and regions, ODOT can benefit from preliminary scoping, evaluation, and assessment of the impact of connected vehicles and infrastructure and a wide range of potential cooperative system applications. With this in mind, Oregon can determine whether or not to pursue the next phases of federal connected vehicle application funding. ODOT can also make an informed choice about taking a potential national leadership role in the connected vehicle arena and assess opportunities to join projects with other partners.
Guidelines are being developed for selecting RAP/ RAS content by using binder and mix performance criteria. The study is identifying binder and mix properties related to cracking and permanent deformation. Acceptable properties will be established by an evaluation of a range of lab produced mixtures. The ultimate goal is to establish minimum criteria for mix properties with particular focus on how to determine the impacts on age related, cold temperature, and fatigue cracking properties. This study will complete in early 2015.
PREPARING A POSSIBLE OREGON ROAD MAP FOR CONNECTED VEHICLE/COOPERATIVE SYSTEMS DEPLOYMENT SCENARIOS
The goal of this project is to lay the groundwork for Oregon to be prepared for the future implementation of a connected vehicle/cooperative systems transportation portfolio, to consider whether to take an early national leadership role and/or to avoid being caught by surprise as developments in this area evolve quickly.
Safety remains a problem on U.S. roadways with more than 32,000 fatalities occurring each year. The U.S. DOT Research, Development and Technology Transfer Program Annual Report 2014
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Foreseeable benefits of connected vehicle applications will be in the broad areas of safety, mobility and sustainability. Specific applications may focus on one or more of these categories. A wide range of other mobility and sustainability related applications using the same technologies would have additional benefits. This can set Oregon up to be ready to seek further federal funds (and potentially others) as the future transportation system containing connected vehicles unfolds.
this project has been completed, Research Section staff have been repeatedly contacted by people outside ODOT that are using these maps. The NOAA Atlas 14 was completed in 1973 and the Pacific Northwest has still not been updated. Oregon is able to benefit from modern maps similar to most of the US thanks to ODOT’s work.
The findings of the research will be disseminated via a written final report, plus the project team will work with ODOT staff to develop appropriate papers for the Transportation Research Board Annual Meeting and other relevant local, regional and national conference venues (e.g. Institute of Transportation Engineers). As appropriate, a final workshop or information session can be developed to disseminate results to ODOT staff in other regions.
FIVE YEAR REVIEW This section looks back at research projects completed five years ago and discusses their implementation and uses since that time. Not all completed research products will be discussed. Only those which have shown real value over time are listed.
RAINFALL MAPS FOR THE 21ST CENTURY The maps produced by this research project are now referenced in the ODOT Hydraulics Manual and are thus used to guide all hydraulic design done by ODOT. By extension, others in the state also reference the ODOT Hydraulics Manual for their designs. Over the years since
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Map of NOAA’s progress in updating Atlas 14 precipitation frequency estimates as of 2014.
COASTAL LANDSLIDES The U.S. Geological Survey has continued the research that ODOT began on the Johnson Creek Landslide. Consequently, some of the conclusions of the ODOT research project have been validated, and our Research, Development and Technology Transfer Program Annual Report 2014
understanding of coastal landslides has continued to be refined. Numerous journal publications and conference presentations have resulted from the study of this slide.
Johnson Creek Landslide becomes more problematic with each passing year.
To date, the conclusions regarding how to stabilize the Johnson Creek Landslide have not been implemented by ODOT. There are other landslides along the coast that have been mitigated since the completion of this research project by using some form of rock buttress. It is the opinion of ODOT’s Unstable Slopes Program leader that these projects were likely not influenced by this research project. The status quo ante policy of simply laying down repeated layers of asphalt persists at Johnson Creek. The vertical and horizontal alignment of US 101 across the
This research project produced a means for the estimation of stream low‐flow statistics for management of stream flow and stormwater associated with ODOT facilities. Statistics, such as 7Q2,1 are commonly used by State and Federal water‐quality agencies for maintaining water quality.
LOW‐FLOW STREAM FLOW ANALYSIS
Because it is not feasible to operate gauging stations at all locations for long periods of time, the statistical characteristics of these data are often used to make inferences to flow characteristics at ungauged sites. The regression equations developed by this project are a part of the U.S. Geological Survey (USGS) StreamStats Web‐based tool. StreamStats provides users with a set of annual and monthly flow‐duration and low‐flow frequency estimates for ungauged sites in Oregon in addition to the basin characteristics for the sites. Thus, the results of this project are influencing untold applications throughout the private and public sectors. For ODOT specifically, the results are now part of the Temporary Water Management chapter of the ODOT Hydraulics Manual. They will shortly be included in the Hydraulics chapter of that same manual.
Image from the ODOT Digital Video Log showing the horizontal and vertical misalignment of US‐101 across the Johnston Creek Landslide. Perspective in the photograph is looking North.
Research, Development and Technology Transfer Program Annual Report 2014
1
The 7-day, 2-year low-flow statistic represents the minimum average discharge for seven consecutive days, which has an average recurrence interval of once every two years.
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Other Research Activities
In addition to major research projects, the ODOT Research Section is responsible for a number of ongoing programs and activities, smaller projects, and the annual selection of new research projects.
These include:
the Oregon Technology Transfer (T2) Center, Oregon’s Local Technical Assistance Program; research project selection; small, discretionary projects; specific activities to support research implementation; selection of and participation in Pooled Fund projects with other states; and serving as ODOT’s point of contact for regional and national transportation research activities.
The next few pages present activities and accomplishments in some of these areas.
OREGON TECHNOLOGY TRANSFER CENTER (T2) The T2 Center provides transportation‐related information to local agencies throughout Oregon. The Center is jointly funded by FHWA, local agencies, and ODOT. Oregon’s T2 Center is one of 58 centers in the nation that make up FHWA's Local Technical Assistance Program (LTAP). The T2 Center provides the following services:
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a lending library of audio/visual materials;
a program of free and low cost seminars, training classes, and workshops; a “Circuit Rider” service that includes annual technical assistance and informational visits to local road agency customers; responses to customer inquiries relating to transportation technology; a newsletter on transportation‐related topics of general interest.
The T2 Center strives to make local road agencies aware of the latest and most effective transportation technologies. T2 does this by acting as an information resource to encourage and strengthen communication between government agencies at all levels and through the delivery of “low cost seminars, training classes and workshops” to local road agency employees. The Center’s training program is its most visible service. It consists of three elements: 1) short courses, which are delivered by Circuit Riders and focus on roadway and workplace safety; 2) a training program, which delivers six or more events per year in partnership with organizations such as the Oregon Chapter of the American
Research, Development and Technology Transfer Program Annual Report 2014
Public Works Association (APWA); and 3) a two level Roads Scholar certification program with 18 core classes taught by contract trainers. The Roads Scholar program is the most formalized aspect of the Center’s training services and continues to be very successful. There are currently over 1,000 active participants in the program, and by the end of FY 2014 372 students had completed their Level 1 Certification. In addition, at least four local road agencies have adopted the Roads Scholar curriculum and/or attainment of the Level 1 Certification as a career ladder or promotion requirement. Other agencies are now offering bonuses for achieving the Level 1 Certification. The T2 Center’s newest addition is the Safety Circuit Rider Program. The Safety Circuit Rider is available to city, county and tribal employees responsible for transportation safety and is available to assist with:
navigating the ODOT internet sites to help identify areas of improvement on the agency’s road network; identifying crash sites by severity, number of crashes or types of crashes; identifying potential benefits for a variety of safety improvements for both spot and system wide crash reduction; calculating benefit‐cost ratios; confirming the identification of both spot and systemic crash history that could use funding improvements to reduce the number of crashes and the severity of each crash;
Research, Development and Technology Transfer Program Annual Report 2014
the funding application process through ODOT, and determining if the project has enough benefit to be placed in the Statewide Transportation Improvement Program (STIP).
RESEARCH PROJECT SELECTION Project selection starts in the fall with modifications and updates to published research priorities. (Priorities for Fiscal Year 2014 are in Appendix A of this report). The process ends in the spring with the annual project selection meeting. Research project selection is carried out in two stages. Expert Task Groups (ETGs), with support and coordination from the Research Section staff, make initial recommendations. The ODOT Research Advisory Committee (RAC) makes the final decision, selecting projects to go forward from the pool of ideas nominated by the ETGs. A list of the new research projects selected for FY 2014 is shown in Table 3.1. Figure 3.1 provides a schematic of the project selection timetable.
SMALL, QUICK RESPONSE, AND DISCRETIONARY PROJECTS SMALL PROJECTS Each year the Research Section conducts small projects, typically totaling $25,000 or less each. Funds are set aside for these types of projects so that money may be quickly allocated once a proposal is approved. These quick
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response or discretionary projects may be funded using SPR funds or by using state funds entirely.
INFORMATION REQUESTS Divisions, Sections and Units of ODOT will periodically request information from the Research Section. Information requests typically consist of requests for literature searches, statistical analyses, or small compilation reports. The Section also responds to requests from other states about ODOT practices. On occasion, local transportation agencies have requested information, as well. Though information requests are not tracked individually, it is estimated that the research staff spent 790 hours responding to requests in Fiscal Year 2014, addressing a wide range of topics.
DISCRETIONARY PROJECTS Twenty‐four Federal and state funded discretionary projects were active for Fiscal Year 2014, and ten were completed. Those projects are summarized in Tables 4.3 and 4.4.
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Research, Development and Technology Transfer Program Annual Report 2014
Table 3.1: New Projects Selected for Fiscal Year 2014 Project Title
Sponsor
Duration
Investigation of Bicycle and Pedestrian Count Technologies
ODOT Transportation Data Section
20 Months
$137,000
Optimal Timing and Detection Practices for Red Clearance Extensions
ODOT Traffic/Roadway Section
18 Months
$160,000
Road User Charge Economic Analysis
Oregon Innovative Partnerships Program
18 Months
$150,000
Titanium for Strengthening Existing Reinforced Concrete Bridges
ODOT Bridge Engineering Section
24 Months
$413,000
Quantifying Noise Impacts from ODOT Aggregate Source Operations
ODOT Geo/Environmental Section
24 Months
$180,000
Chip Seal Design and Specifications
ODOT Pavement Services
25 Months
$175,000
Safety Effectiveness of Pedestrian Crossing Enhancements
ODOT Technical Services: Traffic Standards
20 Months
$142,000
Risk Factors for Pedestrian and Bicycle Crashes
ODOT Traffic‐Roadway Section
18 Months
$165,000
Strategies to Increase the Service Life of Bridge Decks
ODOT Bridge Engineering Section
27 Months
$258,000
Improving Adaptive/Responsive Signal Control Performance
ODOT Traffic/Roadway Section
18 Months
$160,000
HMAC Layer Adhesion Through Tac Coat
ODOT Pavement Services
20 Months
$140,000
Research, Development and Technology Transfer Program Annual Report 2014
ODOT Cost
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Figure 3.1: ODOT Research Project Selection Timetable
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Research, Development and Technology Transfer Program Annual Report 2014
POOLED FUND PROJECTS The Research Section has committed to working with other states to fund research through the Transportation Pooled Fund (TPF) program. This program offers significant advantages. One advantage is cost sharing. For every ODOT dollar invested in these pooled fund projects, about $15 is leveraged from other organizations. A second advantage is that TPF projects are approved for 100% federal funding, which means participating states do not need to use state matching funds. In Fiscal Year 2014 ODOT led two and contributed to nine pooled fund projects (Table 3.2). ODOT Research continues to monitor 14 ongoing pooled fund projects from previous years and is the lead state for two pooled funds projects with no committed ODOT Research funds (Table 3.3).
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Table 3.2: Transportation Pooled Fund Project Summary Oregon Funds
Oregon Total
National Total
Study No.
Title
ODOT Contact
Lead Agency
1375
Toolkit for the Deployment of Alternative Vehicle and Fuel Technologies
Ashley Horvat
Oregon
$10,000
$30,000
$230,000
TPF‐5(064)
Western Alliance for Quality Transportation Construction (WAQTC)
Greg Stellmach
Utah
$15,000
$45,000
$535,000
TPF‐5(218)
Clear Roads Winter Highway Operations Pooled Fund
Luci Moore
Minnesota
$25,000
$50,000
$3,130,000
TPF‐5(237)
Transportation Library Connectivity and Development
Laura Wilt
Missouri
$15,000
$60,000
$1,270,878
TPF‐5(241)
Western States Rural Transportation Consortium (WSRTC)
Galen McGill
Washington
$2,500
$10,000
$370,000
TPF‐5(255)
Highway Safety Manual Implementation
Doug Bish
FHWA
$20,000
$80,000
$1,155,000
TPF‐5(283)
The Influence of Vehicular Live Loads on Bridge Performance
Bruce Johnson
FHWA
$25,000
$50,000
$1,090,000
TPF‐5(299)
Improve the Quality of Pavement Surface Distress and Transverse Profile Data Collection and Analysis
Cole Mullis
FHWA
$15,000
$90,000
$1,160,000
TPF‐5(307)
Validation of Tsunami Design Guidelines for Coastal Bridges
Bruce Johnson
Oregon
$20,000
$60,000
$195,000
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Research, Development and Technology Transfer Program Annual Report 2014
Table 3.3: Active Pooled Fund studies with ODOT participation but no FY'14 Contribution Study No. Title
ODOT Contact
Lead Agency
Oregon Funds 2014
Oregon National Total Total Committed Committed
SPR‐2(208) Pavement Subgrade Performance Study
Luci Moore
FHWA
$‐
$45,000
$1,945,000
TPF‐5(065) Traffic Control Device (TCD) Consortium
Michael Kimlinger, FHWA P.E. Larry Ilg FHWA
$‐
$40,000
$2,890,000
$‐
$105,000
$2,331,488
TPF‐5(178) Implementation of the Asphalt Mixture Performance Tester (AMPT) for Superpave Validation TPF‐5(189) Enhancement of Welded Steel Bridge Girders Susceptible to Distortion‐ Induced Fatigue TPF‐5(191) Northwest Transportation Consortium
Bruce Johnson
Kansas
$‐
$25,000
$1,060,000
None
Washington $ ‐
$25,000
$100,000
TPF‐5(209) Support of the Transportation Curriculum Coordination Council (TCCC)
None
FHWA
$‐
$45,000
$1,055,000
$‐
$40,000
$580,000
$‐
$20,000
$860,000
$‐
$60,000
$415,500
TPF‐5(227) Continued Advancements in Load and Resistance Factor Design (LRFD) for Paul Wirfs FHWA Foundations, Substructures and Other Geotechnical Features TPF‐5(238) Design and Fabrication Standards to Eliminate Fracture Critical Concerns in Steven C. Lovejoy Indiana Two Girder Bridge Systems TPF‐5(254) Evaluation and Analysis of Decked Bulb T Beam Bridge Ben Tang Michigan TPF‐5(259) Imaging Tools for Evaluation of Gusset Plate Connections in Steel Truss Bridges TPF‐5(264) Passive Force‐Displacement Relationships for Skewed Abutments
Joe Li
Oregon
$‐
$90,000
$475,000
Bruce Johnson
Utah
$‐
$30,000
$285,000
TPF‐5(271) Reorganization of Section 5, Concrete Structures, of the AASHTO LRFD Jan Six Bridge Design Specifications TPF‐5(272) Evaluation of Lateral Pile Resistance Near MSE Walls at a Dedicated Wall Site Jan Six
Kansas
$‐
$5,000
$460,000
Utah
$‐
$30,000
$292,000
TPF‐5(288) Western Road Usage Charging Consortium
Randal Thomas
Oregon
$‐
$ ‐
TPF‐5(301) Support Services for Peer Exchanges
Michael Bufalino
Oregon
$‐
$ ‐
$42,000
TPF‐5(253) Member‐level Redundancy in Built‐up Steel Members
Steven C. Lovejoy Indiana
$‐
$10,000
$600,000
Total
$147,500
$1,045,000 $22,526,867
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REGIONAL AND NATIONAL RESEARCH PROGRAM COORDINATION ODOT participates directly or indirectly in a number of national research programs and initiatives. In general, the role of ODOT Research is that of liaison, or point of contact. Among the responsibilities carried out by ODOT Research in Fiscal Year 2014 are the following.
TRANSPORTATION RESEARCH BOARD The Research Section Manager is the Oregon DOT representative to the Transportation Research Board (TRB). This responsibility involves a range of duties that relate to coordination of communication and services between ODOT and TRB.
SHRP 2 COORDINATION The Moving Ahead for Progress in the 21st Century Act (MAP‐21) includes a provision to fund the second Strategic Highway Research Program (SHRP 2) from a percentage of State Planning and Research (SP&R) funds to be determined by a three‐quarter majority of the States. American Association of State Highway and Transportation Officials’ (AASHTO) Board of Directors recently approved an assessment of four percent of each state’s SPR funds; Oregon contributed about $380,000 in 2013 and 2014. SHRP 2 is managed by the TRB and is launching ambitious programs of research in the areas of safety, infrastructure renewal, travel reliability, and transportation system capacity.
oversight panels. TRB has also launched a “loaned staff” program to support SHRP 2 activities. To facilitate coordination, each state was asked to designate a SHRP 2 Coordinator. The Coordinator works with SHRP 2 staff to help identify key staff to provide SHRP 2 input and assistance. For Oregon, the SHRP 2 Coordinator is the ODOT Research Manager. In FY 2013 the Department coordinated two applications for SHRP 2 implementation assistance, including ODOT’s Round 2 proposal “R09 – Managing Risk in Rapid Renewal Projects” and Portland Metro’s Round 3 proposal “C20 – Freight Demand Modeling and Data Improvement ‐ An organizational approach to achieving improved freight data sets and freight modeling practices.”
AASHTO RESEARCH ADVISORY COMMITTEE (RAC) The Research Section Manager is also a member of the AASHTO Research Advisory Committee (RAC). The RAC has several important functions within AASHTO and in setting the national transportation research agenda, as well as serving as the principal point of contact for transportation research between states. The RAC meets annually. In addition, RAC members meet regionally via bi‐monthly conference calls. Specific functions and duties of the Research Advisory Committee include the following.
SHRP 2 draws heavily on the expertise of state DOT personnel to review proposals and serve on project
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Research, Development and Technology Transfer Program Annual Report 2014
Review and rating of projects submitted to the National Cooperative Highway Research Program (NCHRP) Every year, problem statements are submitted to NCHRP for funding. The TRB, on behalf of AASHTO and the state Departments of Transportation, allocates approximately $37 million each year for research benefiting highways. The AASHTO RAC member in each state is responsible for submitting an advisory ballot, used to select projects for funding. Nomination of NCHRP project panel members Each NCHRP project is managed by a panel of experts. Many of those panelists are drawn primarily from the 50 state Departments of Transportation. AASHTO RAC members are responsible for nominating panel members from their respective states. Coordination of synthesis data collection One component of NCHRP is a sub‐program called NCHRP Synthesis, which consists of small studies of the state of knowledge and current practice in a particular area of highway technology. Each synthesis project includes a questionnaire survey of current practice by state Departments of Transportation. The AASHTO RAC members are responsible for coordinating that data collection within their own departments. Over 150 topics were proposed for 2014 NCHRP Synthesis and one of the 16 selected projects was “Synthesis of Local Road Safety Management
Research, Development and Technology Transfer Program Annual Report 2014
Practices” submitted by Douglas Bish, ODOT Traffic Safety, with the support of the Research Section. Other support for NCHRP RAC members pay their state’s annual NCHRP contribution ($502,683 for Oregon in FY 2014), provide assistance to DOT employees who wish to submit problem statements, and disseminate NCHRP research results within their departments. National RAC listserv Members of the Committee are members of an electronic mail listserv, which is used to communicate on a variety of topics. A key use that has evolved is the gathering of information about practices in other states, particularly with regard to the applications of new technology. ODOT Research coordinates hundreds of such requests for information from other states every year. Task forces At the 2006 Annual Research Advisory Committee Meeting in Columbus Ohio, the AASHTO RAC adopted a subcommittee structure. Nine Task Forces were originally created, two of which have since been dissolved or combined. The current Task Forces include: Administration and Education, Value of Research, Research Funding, Research Coordination and Collaboration, Program Management and Quality, Future Needs, and Transportation Knowledge Networks.
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The ODOT Research Manager is a member of the Administration Task force, is the chair of the RAC website committee, and leads the planning effort for the July 2015 RAC meeting in Portland, Oregon.
UNIVERSITY TRANSPORTATION CENTERS In addition to providing full project funding, ODOT Research Section funds are also used to leverage funds contributed by other organizations and centers to jointly sponsor research projects. University Transportation Centers (UTCs), including the Oregon Transportation Research and Education Consortium (OTREC), Pacific Northwest Transportation Consortium (PacTrans), and Western Transportation Institute have been important partners in funding research.
investigators. The research projects also employed 25 female students (9 of these identified as minorities) and 12 male minority students.
TITLE VI OF THE CIVIL RIGHTS ACT The Oregon Department of Transportation ensures compliance with Title VI of the Civil Rights Act of 1964; 49 CFR, part 21; related statutes and regulations to the end that no person shall be excluded from participation in or be denied the benefits of, or be subjected to discrimination under any program or activity receiving federal financial assistance from the U.S. Department of Transportation on the grounds of race, color, sex, or national origin. The Research Section actively collects Title VI compliance information from our contractors on an annual basis. In FY’14 ODOT Research contracted 34 major SPR funded projects to universities and one project to a consultant. The contracted projects involved 16 female investigators (2 of these identified as a minority) and 12 male minority
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Research, Development and Technology Transfer Program Annual Report 2014
Publications, Activity, and Spending The following section summarizes activities of the Research Section, including the status of active projects, cost information, and lists of reports that have been published
RESEARCH PROJECT STATUS The status of 153 research projects initiated from FY 1999 through FY 2014 is summarized in Table 4.1. The 14 reports were published in FY 2014 are listed in Table 4.2 Table 4.3 summarizes 42 major projects that were active in FY 2014. Major projects are defined as those that were selected by the Research Advisory Committee or had a budget of at least $70,000 and lasted at least one year.
Table 4.1: Project Status Summary, FY 1999 – FY 2014 Inactive
Total New Projects
Cancelled
On Schedule
Behind Schedule
44 10 4 8 12 9 8 9 4 3 0
6 0 4 1 1 1 2 0 0 0 0
0 0 0 0 0 0 1 0 3 8 9
0 0 0 0 0 0 0 3 1 2 0
50 10 8 9 13 10 11 12 8 13 9
111
15
21
6
153
Fiscal Year Complete 1999-2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Total
Active
Table 4.4 summarizes all other research projects and related activities, and includes the Research Discretionary Fund and miscellaneous continuing activities. These activities were described in Chapter 3.
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Table 4.2: Research Reports Published in FY 2014 Report No.
Report Title
Date Published
FHWA‐OR‐RD‐14‐01
August‐13
FHWA‐OR‐RD‐14‐02
Effect of the Implementation of the Fluvial Performance Standard on Maintenance of Bridges and Culverts Analysis and Design of Pipe Ramming Installations
November‐13
FHWA‐OR‐RD‐14‐03
FY 2013 Oregon Transportation Needs and Issues
July‐13
FHWA‐OR‐14‐04
July‐13
FHWA‐OR‐RD‐14‐05
Delivering Better Value for Money: Determining Outsourcing Feasibility and Standard Pricing Methods Evaluation of a Mobile Work Zone Barrier System
August‐13
FHWA‐OR‐RD‐14‐06
Operational guidance for bicycle‐Specific Traffic signals in the United States
October‐13
OR‐RD‐14‐07
Advertising With Intelligent Transportation Systems
October‐13
FHWA‐OR‐RD‐14‐08
Criteria for the Selection of Advanced Traffic Signal Systems
November‐13
FHWA‐OR‐RD‐14‐09
Development of Shrinkage Limits and Testing Protocols for ODOT High Performance Concrete
December‐13
FHWA‐OR‐RD‐14‐11
Multimodal Freight Project Prioritization
May‐14
FHWA‐OR‐RD‐14‐12
Proof of Concept: GTFS Data as a Basis for Optimization of Oregon’s Regional and Statewide Transit Networks Underwater Acoustic Noise Generation and Propagation Resulting from Pile Driving for Oregon Bridge Construction Comparison of Pelletized Lime with Other Anti‐Stripping Additives
May‐14
FHWA‐OR‐RD‐14‐13 FHWA‐OR‐RD‐14‐14 FHWA‐OR‐RD‐14‐15
Design and Implementation of Pedestrian and Bicycle‐Specific Data Collection Methods in Oregon and Design and Implementation of Pedestrian and Bicycle‐Specific Data Collection Methods in Oregon Pilot Study
June‐14 June‐14 June‐14
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Research, Development and Technology Transfer Program Annual Report 2014
Table 4.3: Budget, Expenditures and Status for Major Projects Active in FY 2014 Spent in FY'2013
Project No. Project Title 710 715 728 729 731 732 738 746 747 752 754 759
Major Projects Ended During FY 2013 Analysis and Design of Pipe Ramming Installations Effect of the Implementation of the Fluvial Performance Standard on Maintenance of Bridges and Culverts Shrinkage Limits and Testing Protocols for High Performance Concrete Criteria for Selection/Application of Advanced Traffic Signal Systems Underwater Noise Generation and Propagation from Pile Driving Comparison of Pelletized Lime with other Anti‐stripping Additives Determining Outsourcing Feasibility and Standard Pricing Methodologies Use, Test & Evaluation of a Mobile Work Zone Barrier System Operational Guidance for Bicycle‐Specific Traffic Signals GTFS Data as a Basis for Optimization of Large Scale Transit Networks Pedestrian and Bicycle‐Specific Data Collection Methods in Oregon Capturing Multimodal Comparisons in Freight Project Prioritization
Expected End Date
$‐ NA
Status Complete
$‐ $7,823 $ 33 $8,404 $23,434 $‐ $2,619 $3,309 $37,630 $111,370 $72,102
NA NA NA NA NA NA NA NA NA NA NA
Complete Complete Complete Complete Complete Complete Complete Complete Complete Complete Complete
$19,595 $87,436 $49,978 $26,150 $66,105 $112,587 $24,818 $2,873 $144,808 $50,639 $88,081 $66,098 $76,099 $146,302 $31,985
6/30/2020 1/30/2015 2/28/2015 12/31/2014 10/30/2015 3/31/2015 12/31/2014 2/28/2015 6/1/2015 9/30/2014 4/1/2015 3/31/2015 8/31/2014 10/31/2015 4/30/2015
Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing
Continuing Projects
719 730 734 736 740 741 742 745 750 753 755 756 757 758 760
Climate Change Impact on Coastal River Estuaries in Oregon Copper Removal From Storm Water Runoff Using Fish Bone Meal Premature Asphalt Concrete Pavement Cracking Corrosion Monitoring System for Reinforced Concrete Structures Impacts of Potential Seismic Landslides on Lifeline Corridors Bridge Seismic Retrofit Measures Considering Subduction Earthquakes Mitigating Effects of Chloride Deicer Exposure on Concrete Residential Location Choices for Transportation Decision Making Strengthening Methods for Deficient Flexural Steel Anchorages in Bridge Girders Transportation Performance Measures for Statewide Outcomes‐Based Management Performance Based Selection of RAP‐RAS in Asphalt Mixtures Improved Safety Performance Functions for Signalized Intersections Bluetooth Data Collection System for Planning and Arterial Management Width of Filter Strips for Natural Dispersion of Stormwater in Western Oregon Multimodal Performance Measures: Developing a Transportation Cost Index
Research, Development and Technology Transfer Program Annual Report 2014
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761 762 763 764 765 766 767 768 769 770 771 14PF043
36
Evaluation of weather Based Variable Speed Limit Systems High Strength Steel Reinforcement for Bridges Mechanistic Design Data Road Map for Connected Vehicle/Cooperative Systems High Strength Sttl bars and Casing on Response to Drilled Shafts Effetive Measures to Restrict Turning Movements Design Treatments for Right Turns at Intersections with Bicycle Traffic Crowdsourcing as a Data Collection Method for Bicycle Performance Measures Safe and Effective Speed Reductions for Freeway Work Zones Phase 2 Impact of Cascadia Earthquake on Seismic Evaluation Criteria of Bridges Risk Factors Associated with High Potential for Serious Crashes Needs and Issues Survey FY 14
$61,460 $8,536 $1,368 $24,790 $17,061 $27,992 $65,590 $51,382 $98,945 $12,421 $22,158 $40,272
10/30/2015 6/30/2016 9/1/2016 9/1/2015 6/30/2017 3/31/2015 6/30/2015 6/30/2015 9/30/2014 6/30/2015 6/30/2015 12/31/2014
Continuing Continuing Continuing Continuing Continuing Continuing Continuing Continuing Complete Continuing Continuing Continuing
Research, Development and Technology Transfer Program Annual Report 2014
Table 4.4: Other FY 2014 Research Activities (Research Discretionary Fund, State Research Program, Continuing Activities) Project #
Project Title
Spent FY 2013
End/Due Date
Status
Projects Ended During FY 2013
301‐000 302‐000 304‐481 304‐541 304‐641 500‐030 500‐040 500‐420 500‐570 304‐121 304‐661 304‐631 500‐480 500‐530 500‐600
SPR Project Selection and Development $494,949 Ongoing NA SPR Implementation $112,773 Ongoing NA AASHTO Technology Implementation Group $6,000 Ongoing NA ODOT Solar Highway $2,312 Ongoing NA LED Illumination $8,290 Ongoing NA Small Project Implementation $1,579 Ongoing NA Information Requests $51,915 Ongoing NA Pooled Fund Support $2,600 Ongoing NA Photo Radar Workzone Speed monitoring $8,902 Ongoing NA National Research Liason and NCHRP Activity $5,088 Ongoing NA Corrosion Sensor $4,369 3/31/2016 Continuing Carbon Anode Paint Phase 2 $‐ On hold See note 1 Prioritization for Seismic Retrofit with Statewide Transportation Assessment $6,889 5/30/2015 Continuing Deer Migration, Phase 2 $‐ See note 2 Continuing Gusset Plate Pooled Fund (Digital Image Rectification, Phase 2) $‐ 9/30/2014 Continuing Seismic Performance of Circular Reinforced Concrete Bridge Columns Constructed 500‐610 With Grade 80 Reinforcement $63,044 Continuing 8/31/2014 The Use of Synthetic Blended Fibers to Reduce Cracking Risk In High Performance 500‐620 Concrete $16,347 Continuing 9/30/2014 Incinerator Calibration Factors 500‐630 $602.45 3/30/2015 Continuing 1. Phase 1 of this project was completed in 2010. Phase 2, which is to be a replication at a second site, is pending and will move forward if a suitable study location can be identified. 2. The role of ODOT Research in this project is limited to the purchase of equipment to be used in monitoring wildlife use of grade separated animal crossings in the Lava Butte area. Ongoing work is being carried out by ODOT Environmental and ODFW staff.
Research, Development and Technology Transfer Program Annual Report 2014
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OTHER PUBLICATIONS AND PRESENTATIONS In addition to reports published by ODOT and FHWA, investigators disseminate research findings through books, journals, and conferences. Below is a partial listing of research publications and presentations that resulted directly or indirectly from ODOT research projects.
PUBLICATIONS Avelar R.E., K.K. Dixon, L.S. Brown, M.E. Mecham, and I. van Schalkwyk. Influence Of Land Use And Driveway Placement On Safety Performance Of Arterial Highways. Transportation Research Record: Journal of the Transportation Research Board, No. 2398, 2013, pp. 101‐ 109. Conner, J., and M.J. Olsen. Automated Quantification Of Distributed Landslide Movement Using Circular Tree Trunks Extracted From Terrestrial Laser Scan Data. Computers and Geosciences, Vol. 67, 2014, pp. 31‐39. Dang, Y., N. Xie, A. Kessel, E. McVey, A. Pace, and X. Shi. Accelerated Laboratory Evaluation Of Surface Treatments For Protecting Concrete Bridge Decks From Salt Scaling. Construction and Building Materials, Vol. 55, 2014, pp. 128‐135. DOI: 10.1016/j.conbuildmat.2014.01.014. Higgins, C., A. Hafner, O. Turan, and T. Schumacher. Experimental Tests of Truss Bridge Gusset Plate Connections with Sway‐Buckling Response. Journal of Bridge Engineering, Vol. 18, No. 10, 2013, pp. 980–991. Meskele, T. and A.W. Stuedlein. Analysis Of A 610‐Mm Diameter Pipe Installed Using Pipe Ramming. Journal of
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Performance of Constructed Facilities, ASCE, Vol. 28, No. 4, 2014, pp. 1‐9 (Electronic Copy #04014009) Shi, X., S. Soltesz, Y. Li, J.D. Cross, and L. Evan. Electrochemically Aged Arc‐Sprayed Zinc Coating to Concrete: Bond Strength Study. Surface Engineering, Vol. 29, No. 1, 2013, pp. 55‐60.
PRESENTATIONS Chin, A., and M.J. Olsen. Paving the Way for Terrestrial Laser Scanning Assessment of Road Quality. Presented at Road Profiler User Group Annual Meeting, Minneapolis, MN, 2012. Ewan, L., A. Al‐Kaisy, and D. Veneziano. Weather Sensing and Road Surface Conditions: Is Technology Mature For Reliable ITS Applications? Presented at Transportation Research Board 92nd Annual Meeting, Washington, D.C., 2013. Goodchild A., and E. Wygonik. Opportunities for Freight Efficiency And Logistics To Meet Energy And Environmental Goals In the Freight Sector. Assessing the Future of Freight: Energy And Environmental Modeling in the Freight Sector Workshop. Presented at Annual Meeting of the Transportation Research Board, Washington D.C., 2013. Bazaez R., and P. Dusicka. Development of Cyclic Loading Protocol for Bridge Columns Considering Subduction Zone Mega Earthquakes. Presented at 10th US National Conference on Earthquake Engineering, Anchorage, AK, 2014.
Research, Development and Technology Transfer Program Annual Report 2014
Bertini, R. Discussion of Potential Future Developments in Connected and Autonomous Vehicles in Oregon. Presented at Oregon House Committee on Transportation and Economic Development, Salem, OR, 2014. Dusicka P., and S. Knowles. Subduction Megathrust Earthquake Demands on Ductile Bridge Columns. 7th National Seismic Conference on Bridges and Highways, Oakland, CA, 2013. Gambatese, J.A., and M. Johnson. Design and Construction Impacts to TCP Quality, Consistency, and Safety. 93rd Annual Meeting of the Transportation Research Board (TRB), Washington, D.C., 2014. (Poster presentation) Ghanbartehrani, S., A. Mohseni, J.D. Porter, and D. Kim. Open Source Tool for Visualization, Analysis and Reporting of Regional and Statewide Transit Networks. Oregon Public Transportation Conference, Seaside, OR, 2014. Mehary, S.T., and P. Dusicka. Cyclic Behavior of As‐built and CFRP Wrap Retrofitted Square Reinforced Concrete Bridge Columns. 10th US National Conference on Earthquake Engineering, Anchorage, AK, 2014. Meskele, T., and A.W. Stuedlein. Field Measurements of Pipe Ramming‐Induced Ground Vibrations. Pipelines 2014. Portland, OR, 2014, pp. 466‐475. Monsere, C. Current Trends in Transportation Safety Research. Oregon Tech / NITC Civil Engineering Professional Lecture Series, Klamath Falls, OR, 2013. O’Banion, M.S. Predictive, Seismically‐Induced Landslide Hazard Mapping in Oregon Using a Maximum Entropy
Research, Development and Technology Transfer Program Annual Report 2014
Model (MAXENT). 10th US National Conference on Earthquake Engineering, Frontiers on Engineering, Anchorage, AK, 2014. Olsen, M.J., and D.T. Gillins. Influence of Coordinate System Selection for Coastal Deformation Analyses. 2nd Joint International Symposium on Deformation Monitoring, Nottingham, UK. FIG/ISPRS/IAG. (September 9‐11, 2013). Poster Presentation. 2014. Santha, R. Multivariate GIS Analysis of Landslide Vulnerability for Western Oregon. CaGIS\ASPRS SPecialtiy Conference on Imaging and Mapping for Disaster Management: From the Individual to the Global Community. San Antonio, TX, 2013. Swake, J., D.S. Hurwitz, J. Neill, and J. Gambatese. Influence of Mobile Work Zone Barriers in Maintenance Work Zones on Driver Behavior: A Driving Simulator Study. 93rd Annual Meeting of the Transportation Research Board (TRB), Washington, D.C., 2014. Poster Presentation. Tymvios, N., and J. Gambatese. Evaluation of a Mobile Work Zone Barrier System. Proceedings of the 2014 Construction Research Congress, ASCE, Atlanta, GA, 2014, pp. 1762‐1771. Wang, H., and R. Bertini. Driverless Vehicles ‐ Time to Panic or Rejoice? with Haizhong Wang, ITE Oregon Winter Workshop, 2014. Zhang, F., J.A. Gambatese, and A.M. Vahed. Implementation of Traffic Control Devices on Highway Preservation Projects to Enhance Construction Work Zone Safety. Proceedings of the 2014 Construction
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Research Congress, ASCE, Atlanta, GA, 2014, pp. 1782‐ 1791.
BUDGET AND FUNDING Research funding originates from several sources:
FEDERAL STATE PLANNING AND RESEARCH (SPR) SPR program funding is set at two percent of each state’s FHWA highway funding under 23 U.S.C. 307(c). Of that two percent, at least 25 percent (i.e., 0.5%) is specifically identified for Research, Development and Technology Transfer (RD&T). For Oregon, in recent years this amounts to roughly $2 million per year. SPR RD&T funds support a large share of direct expenditures on research projects. In addition to those funds specifically earmarked for research, in recent years the Research Section also has drawn research project and T2 Program funds from the planning portion of SPR.
LOCAL TECHNICAL ASSISTANCE PROGRAM (LTAP) FHWA LTAP funding is targeted for technical assistance and training for local agency public works programs. These funds provide half the funding for the programs and activities of the T2 program.
OREGON HIGHWAY FUND These funds are used in several ways. The Research Section uses state highway funds to cover indirect costs. Also, with some specific exceptions, SPR funds require 20% local participation. In most cases the source of these “matching” funds is the Oregon Highway Fund. Finally, a few research projects are carried out entirely with state highway funds.
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LOCAL GOVERNMENT LTAP funding requires 50 percent local participation. Most of these required matching funds are provided by the Association of Oregon Counties and the League of Oregon Cities. Members of these organizations are the primary recipients of T2 services. To an increasing extent, major research projects at ODOT are jointly funded by ODOT and a University Transportation Center (UTC), in which ODOT research funds serve to meet matching or “Local Participation” requirements for UTC research funds. There are also two ways that federal SPR funds are accessed. When a project is budgeted and carried out by the Research Section, ODOT applies for and receives reimbursement for the federal share of any qualifying SPR project expense. It is also possible to obligate federal SPR funds to a Pooled Fund project. In this case the funds are never received by ODOT and therefore do not affect the budget; the funds are simply redirected from one federal reimbursement account to another. This option is used to contribute to Pooled Fund projects managed by FHWA and other states. Table 4.5 summarizes expenditures by program area and by source of funds. Figure 4.1 presents expenditures by program area in graphic form.
Research, Development and Technology Transfer Program Annual Report 2014
Table 4.5: Budget and Expenditures Summary by Program and by Source of Funds Federal Program
SPR Research Program State Research Program LTAP Program TRB Subscription * NCHRP Pooled Fund led by Oregon Other States Pooled Fund Indirect TOTAL
SPR Research
SPR Planning
$2,180,390 $40,272 $50,018 $261,100 $57,952 $40,000 $2,539,442
$377,013 18048 $35,000 $520,351
Oregon LTAP
Highway Funds
$157,581
$435,917 $161,748
$157,581
$951,909
Local Government
$157,581
$354,244 $157,581
Total
$2,616,307 $202,020 $365,180 $0 $638,113 $76,000 $75,000 $354,244 $4,326,864
* The TRB Core Program Services for a Highway RD&T Program ‐ FFY 2014 (TRB FY 2015) will be paid out of FY’15 funds.
Figure 4.1: FY2014 Research Expenditures
Research, Development and Technology Transfer Program Annual Report 2014
41
NON‐VOTING MEMBERS
Appendix A: Research Advisory Committee, Expert Task Groups, Research Priorities, and Research Staff RESEARCH ADVISORY COMMITTEE The Research Advisory Committee makes final decisions on research priorities and project selection. Eight of nine voting members sit on an Expert Task Group.
VOTING MEMBERS
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Bob Bryant, ODOT Region 4 Manager Tom Lauer, ODOT Technical Services Manager/Chief Engineer Jerri Bohard, ODOT Transportation Development Division Administrator Scott Ashford, OSU Dean of Engineering Luci Moore, ODOT State Maintenance and Operations Engineer Tom McClellan, DMV Administrator Troy Costales, ODOT Safety Division Administrator Hal Gard, ODOT Rail and Transit Divisions Administrator Chris Monsere, PSU Associate Professor, Civil and Environmental Engineering
Jazmin Casas, FHWA Oregon Division Jennifer Dill, OTREC Director
EXPERT TASK GROUPS Project selection in Fiscal Year 2014 was organized into eight subject areas. Each area has its own Expert Task Group (ETG). These groups develop and recommend priorities and screen problem statements in their areas of expertise. Membership and Fiscal Year 2014 priorities for each ETG are summarized below.
HYDRAULICS, GEOTECHNICAL, AND ENVIRONMENTAL RESEARCH Expert Task Group: Matthew Mabey, Chair, ODOT Research Paul Wirfs, ODOT Geo‐Environmental Section Jim Norman, ODOT Geo‐Environmental Section Jon Guido, ODOT Geo‐Environmental Section Alvin Shoblom, ODOT Geo‐Environmental Section William Fletcher, ODOT Geo‐Environmental Section Michelle Eraut, FHWA Oregon Division Research Priorities: Cost effective management and monitoring of storm water Performance of high walls Right‐of‐way vegetation establishment and management
Research, Development and Technology Transfer Program Annual Report 2014
Impacts and solutions to roadway induced habitat separation Bank protection and scour Rehabilitation, retrofitting, and replacement of pipes and culverts Lifecycle cost analysis of pipes and culverts Effects of slopes and embankments on the transportation system Practical means and methods for sub‐grade stabilization Impacts of re‐using construction debris and other recycled materials in highway construction and maintenance, including feasibility, long‐term financial costs and benefits, and environmental impacts
MAINTENANCE AND OPERATIONS RESEARCH Expert Task Group: Jon Lazarus, Chair, ODOT Research Mike Kimlinger, ODOT Traffic Galen McGill, ODOT Intelligent Transportation Systems John Gambatese, Oregon State University Nathaniel Price, FHWA Oregon Division Timothy Swift, ODOT District 2 Mike Stinson, ODOT District 11 Greg Ek‐Collins, ODOT Maintenance and Operations Branch Research Priorities: Effective roadside and work zone safety Effective project delivery and quality assurance Research, Development and Technology Transfer Program Annual Report 2014
Effective pavement delineation Efficient and effective maintenance practices
CONSTRUCTION, PAVEMENTS, AND MATERIALS RESEARCH Expert Task Group: Norris Shippen, Chair, ODOT Research David Trejo, Oregon State University Larry Ilg, ODOT Pavement Services Unit Dean Chess, ODOT New Products Coordinator Greg Stellmach, ODOT Quality Assurance Engineer Cole Mullis, ODOT Pavement Services Engineer Joe Squire, ODOT State Construction and Materials Engineer Shane Ottosen, ODOT Project Manager Justin Moderie, ODOT Pavement Design Engineer Anthony Boesen, FHWA Oregon Division Research Priorities: Identify design, materials, construction, and maintenance practices that optimize performance Develop construction processes that allow construction phase completion to minimize service disruptions Identify materials and construction practices that optimize application while minimizing environmental and safety risks Evaluate effective project delivery and quality assurance methods
PLANNING AND ECONOMIC ANALYSIS RESEARCH Expert Task Group: Myra Sperley, Interim Chair, ODOT Research
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Lana Cully, ODOT DMV Jennifer Dill, Portland State University John Baker, ODOT Governmental Relations Erik Havig, ODOT Planning Becky Knudson, ODOT Transportation Planning Analysis Amanda Pietz, ODOT Planning Jack Svadlenak, ODOT Planning Satvinder Sandhu, FHWA Oregon Division Kirsten Penningon, ODOT Region 1 Planning
Research Priorities: Research that addresses the development and application of performance measures Research that identifies efficiency gains through better technology, innovative business practices, partnerships, or cost effectiveness Research that advances the understanding of mode choice, mode shift, or factors that influence supply and demand of various modes. This prioritization category also includes preference to research exploring multimodal measures of effectiveness. Research that identifies best practices, tools, and methods for project prioritization and investment Research that advances approaches, methods, or tools for more defensible, transparent, and strategic decision making.
ACTIVE AND SUSTAINABLE TRANSPORTATION RESEARCH Expert Task Group: Lyn Cornell, Chair, ODOT Research
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Miguel Figliozzi, Portland State University Sheila Lyons, ODOT Bike/Ped Program Robert Melbo, ODOT Rail Division Dinah Van der Hyde, ODOT Transit Division Chris Cummings, ODOT Freight Mobility Section Jasmine Harris, FHWA Oregon Division David Porter, OSU Geoff Crook, ODOT Active Transportation Section
Research Priorities: Impact of shifting economic conditions and trends affecting multimodal transportation demands and transportation related infrastructure Impact of land use and intermodal connectivity choices on safety at the interface of transportation modes Regional passenger rail interconnectivity: optimizing existing freight railroad infrastructure with new strategic extensions and connections Methods for assessing multimodal transportation needs, capacity development, resource/supply flow, infrastructure maintenance and preservation Development of integrated multimodal data warehouses for research and planning use. Sustainable transportation Congestion management using multimodal strategies Methods for evaluating multimodal investment programs, such as ConnectOregon II Studies of changes in regional supply chain trends reducing supply/shipping distances
Research, Development and Technology Transfer Program Annual Report 2014
STRUCTURES RESEARCH Expert Task Group: Steve Soltesz, Chair, ODOT Research Bruce Johnson, ODOT Bridge Engineer Solomon Yim, Oregon State University Jeff Swanstrom, ODOT Bridge Operations Scott Nelson, ODOT Construction Timothy Rogers, FHWA Oregon Division Research Priorities: Load capacity evaluation and improvement of structural members Non‐destructive evaluation technologies for assessing structures Remediation of corrosion in reinforced concrete Methods for disaster mitigation Technologies for accelerating construction Service life design of critical bridge elements Improvement of bridge deck integrity
Research, Development and Technology Transfer Program Annual Report 2014
TRAFFIC, SAFETY, AND HUMAN FACTORS RESEARCH Expert Task Group: Mark Joerger, Co‐Chair, ODOT Research Doug Bish, ODOT Traffic Services Anne Holder, ODOT Safety Division Robert O'Shea, ODOT DMV Nick Fortey and David Kim, Oregon State University David McKane, ODOT Motor Carrier Transportation Division Angela Kargel, ODOT Region 2 Research Priorities: Safer roadway design Safer roadside features Safer traffic control devices Safety data and analysis Driver information and continuing education Reducing the number of unsafe drivers on Oregon roads
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RESEARCH STAFF Michael Bufalino, Research Manager Matthew Mabey, Research Coordinator Hydraulics, Geotechnical, and Environmental Jon Lazarus, Research Coordinator Maintenance and Operations Steve Soltesz, Research Coordinator Structures Lyn Cornell, Research Coordinator Multimodal and Sustainable Transportation Norris Shippen, Research Coordinator Construction, Pavements, and Materials Mark Joerger, Research Coordinator Traffic, Safety and Human Factors Tony Knudson, Research Coordinator Planning and Economic Analysis Xiugang Li, Research Coordinator
Linda Perkins, Research Key Contact Web Support, Grant Administration Laura Wilt, ODOT Librarian Rebekah Jacobson, T2 Center Director Linda Milligan, T2 Training Coordinator Robert Raths, T2 Center Circuit Rider William Kolzow, T2 Center Circuit Rider David White, T2 Center Circuit Rider Willard Bradshaw, T2 Center Circuit Rider
For more information on ODOT’s research program and projects, contact Research Section 555 13th Street NE Salem, OR 97301‐6867 Telephone: 503‐986‐2700 FAX: 503‐986‐2844 Or visit our website at http://egov.oregon.gov/ODOT/TD/TP_RES/
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Research, Development and Technology Transfer Program Annual Report 2014
Appendix B: Abbreviations Abbreviation
Name
Abbreviation
Name
AE
American Association of State Highway and Transportation Officials acoustic emission
OIT
Oregon Institute of Technology
APWA
American Public Works Association
OSU
Oregon State University
AUTC
Alaska University Transportation Center
OTIA
C
CP
Cathodic protection
OTREC
D
DIP
Driver Improvement Program
P
PSU
Oregon Transportation Improvement Act Oregon Transportation Research and Education Consortium Portland State University
DMV
Driver and Motor Vehicle
R
RAC
Research Advisory Committee
DOT
Department of Transportation
RCDG
Reinforced Concrete Deck Girders
E
ETG
Expert Task Group
F
FHWA
Federal Highway Administration
FY
Fiscal Year
RD&T SAFETEALU SHRP
Research Development and Technology Transfer Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users Strategic Highway Research Program
A
AASHTO
O
S
ODOT
Oregon Department of Transportation
I
ISB
Information Systems Branch
SPR
State Planning and Research
L
LRFR
Load and Resistance Factor Ratings
STIP
Statewide Transportation Improvement Program
LTAP
Local Technical Assistance Program
T2
Technology Transfer
LTPP
Long Term Pavement Performance Mechanistic Empirical Pavement Design Guide Memorandum of Understanding
TPAU
Transportation Planning and Analysis Unit
TPF
Transportation Pooled Fund
TRB
Transportation Research Board
U of O
University of Oregon
UTC
University Transportation Center
WIM
Weigh-in-motion
M
MEPDG MOU MPU
N
NCHRP NIATT NUTRC NWTC
Metropolitan Planning Organization National Cooperative Highway Research Program National Institute for Advanced Transportation Technology Northwest Universities Transportation Research Consortium Northwest Transportation Conference
Research, Development and Technology Transfer Program Annual Report 2014
T
U
W
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