scholarly journals Installation and Maintenance of Raised Pavement Markers at State Transportation Agencies: Synthesis of Current Practices

2020 ◽  
Author(s):  
Hamed Zamenian ◽  
Dulcy M. Abraham
Keyword(s):  
Concrete Pavements ◽  
Center Line ◽  
Department Of Transportation ◽  
Survey Analysis ◽  
Design Life ◽  
Exploratory Approach ◽  
Transportation Program ◽  
Transportation Agencies ◽  
The U.S ◽  
Current Practices

Although raised pavement markers (RPMs) have been widely applied by the Indiana Department of Transportation (INDOT), there have been multiple cases where snowplowing activities have damaged pavements as well as the raised pavement markers on INDOT’s roadway assets. Dislodged raised pavement markers could reduce the design life of pavements because they leave openings for water and debris to infiltrate through pavement section. Interviews with INDOT personnel indicated that the proper installation of the markers and careful attention to the tooling of the center line of the concrete pavements could alleviate this problem. To explore issues related to the proper installation of RPMs, this study (INDOT/JTRP SPR 4318) was launched by the Indiana Department of Transportation (INDOT)/Joint Transportation Program (JTRP) to develop a synthesis of current practices on installation and maintenance of raised pavement markers at State Transportation Agencies (STAs) in the U.S. The study was conducted using a qualitative exploratory approach focusing on the review of current practices in installation and maintenance of raised pavement markers among STAs. Survey analysis and focused interviews with personnel from STAs, along with reviews of documents provided by STAs were the avenues used for data collection in this project.

Less Money, Better Policy

2013 ◽  
Vol 2345 (1) ◽  
pp. 1-8 ◽  
Author(s):  
Julie Lorenz ◽  
Lindsey Douglas
Keyword(s):  
Impact Analysis ◽  
Project Selection ◽  
Successful Implementation ◽  
Department Of Transportation ◽  
Pavement Condition ◽  
Stakeholder Consultation ◽  
Economic Impact Analysis ◽  
Selection Processes ◽  
Transportation Program ◽  
Transportation Agencies

As transportation agencies across the country are forced to deal with declining funding levels, much attention is paid to what will be lost as a result of these reductions. However, not enough attention is given to what agencies can do, not only to manage under tight budgets but also to make tremendous advancements in how projects are delivered in a way that is more accountable and transparent to citizens. Although this may be an era of smaller transportation programs, it can also be a time of greater leadership and public policy. With this in mind, the Kansas Department of Transportation embarked on a multiyear experiment to reinvent transportation planning and project selection processes. The effort would achieve greater support through stakeholder consultation, collaboration, and adoption of improved and expanded methods for ranking and selecting projects that appeal to broader issues of public concern (such as job creation) instead of merely engineering measures of need, such as pavement condition, congestion, and shoulder width. Eight years of experimentation in consultation, collaboration, and revision of processes provide many lessons for the transportation community; these lessons may be applicable in whole or part for other state or regional transportation agencies. The following methods and tools used by the Kansas Department of Transportation were critically examined: surveys, collaborative planning efforts, social media outreach, economic impact analysis, and expanded project selection processes. The results of this effort led to both the passage of a new 10-year transportation program by the Kansas Legislature in 2010 and its successful implementation in 2011.

Ten-Year Performance of Dowel-Bar Retrofit: Application, Performance, and Lessons Learned

2003 ◽  
Vol 1853 (1) ◽  
pp. 83-91 ◽  
Author(s):  
Linda M. Pierce ◽  
Jeff Uhlmeyer ◽  
Jim Weston ◽  
Jim Lovejoy ◽  
Joe P. Mahoney
Keyword(s):  
Washington State ◽  
Lessons Learned ◽  
Concrete Pavements ◽  
Department Of Transportation ◽  
Portland Cement Concrete ◽  
Original Design ◽  
Application Performance ◽  
Design Life ◽  
Washington State Department ◽  
Dowel Bar

The Washington State Department of Transportation (WSDOT) has been rehabilitating its aged portland cement concrete pavements over the last 10 years by using dowel-bar retrofit, panel replacements, and diamond grinding. These pavements have been rehabilitated, with dowel-bar retrofit, to extend the performance life beyond the original design life of 20 years. The first dowel-bar retrofit application in Washington was constructed as a test section in 1992. Since then, WSDOT has dowel-bar retrofitted more than 350 lane-kilometers. Dowel-bar retrofit performance and application are described, and lessons learned in the last 10 years are discussed.

Comparison of Overnight Truck Parking Counts with GPS-Derived Counts for Truck Parking Facility Utilization Analysis

2019 ◽  
Vol 2673 (8) ◽  
pp. 377-387 ◽  
Author(s):  
Karla Diaz Corro ◽  
Taslima Akter ◽  
Sarah Hernandez
Keyword(s):  
Global Positioning System ◽  
Survey Methodology ◽  
Population Level ◽  
Department Of Transportation ◽  
Expansion Factor ◽  
Arrival Times ◽  
Global Positioning ◽  
Facility Type ◽  
Transportation Agencies ◽  
Parking Facilities

Increased demand for truck parking resulting from hours-of-service regulations and growing truck volumes, coupled with limited supply of parking facilities, is concerning for transportation agencies and industry stakeholders. To monitor truck parking congestion, the Arkansas Department of Transportation (ARDOT) conducts an annual observational survey of truck parking facilities. As a result of survey methodology, it cannot capture patterns of diurnal and seasonal use, arrival times, and duration. Truck Global Positioning System (GPS) data provide an apt alternative for monitoring parking facility utilization. The issue is that most truck GPS datasets represent a sample of the truck population and the representativeness of that sample may differ by application. Currently no method exists to accurately expand a GPS sample to reflect population-level truck parking facility utilization. This paper leverages the ARDOT study to estimate GPS “expansion factors” by parking facility type and defines two expansion factors: (1) the ratio of trucks parked derived from the GPS sample to those observed during the Overnight Study, and (2) the ratio of truck volume derived from the GPS sample to total truck volume measured on the nearest roadway. Varied expansion factors are found for public, private commercial (e.g., restaurant, retail store, etc.), and private truck stop facilities. Comparatively, the expansion factor based on roadway truck volumes was at least twice as high as that derived from the Overnight Study. Considering this, the method to determine expansion factors has significant implications on the estimated magnitudes of parking facility congestion, and thus will have consequences for investment prioritization.

Composite Sleeve Repair in the North American Regulatory Environment

2020 ◽  
Author(s):  
Xavier Ortiz ◽  
Dan Jungwirth ◽  
Yashar Behnamian ◽  
Hossein Jiryaei Sharahi
Keyword(s):  
Maximum Stress ◽  
Oil And Gas ◽  
Hazardous Materials ◽  
Regulatory Environment ◽  
Department Of Transportation ◽  
Regulatory Requirements ◽  
The North ◽  
Industry Standards ◽  
American Society ◽  
The U.S

Abstract Composite sleeve repairs have been used in the pipeline industry for the last 25+ years. Fiberglass sleeves (e.g., Clock Spring®) were initially introduced in the market and are still being used as a proven pipeline repair method. For the last 15+ years, new composite materials have been introduced in the industry to provide a wider variety of repair options depending on the type of imperfections being repaired. Regulations in the U.S.A. and Canada share some requirements regarding design, installation, testing, and assessment of composite sleeve repairs. The U.S. Department of Transportation (DOT) through the Pipeline and Hazardous Materials Safety Administration (PHMSA) recommends the use of repair methods consistent with industry standards. The 2019 version of the Canadian CSA Z662 Oil and Gas Pipeline Standard includes requirements for testing and qualification according to the American Society of Mechanical Engineers (ASME) regulation PCC-2 or ISO/TS 24817, and requirements for conducting an engineering assessment to determine the subsequent maximum stress on the pipe sleeve. This paper compares the regulatory requirements for pipeline composite sleeve repairs in the U.S.A. and Canada; it describes some of the options for composite sleeve repair, and reviews engineering assessments of methodologies for composite sleeve repair.

Method for Measuring Vehicle Noise Source Heights and Subsource Spectra

1996 ◽  
Vol 1559 (1) ◽  
pp. 8-13
Author(s):  
Robert Coulson
Keyword(s):  
Noise Source ◽  
Traffic Noise ◽  
Regression Equations ◽  
Department Of Transportation ◽  
Vehicle Noise ◽  
Level Data ◽  
Analysis System ◽  
Transportation Agencies ◽  
Rapid Data Acquisition ◽  
Subsequent Incorporation

The U.S. Department of Transportation in cooperation with FHWA and several state transportation agencies is collecting a highway noise database for the development of noise-level regression equations. These data and equations will provide the foundation for the new traffic noise software, TNS. In addition to collecting reference energy mean emission level data, this test plan also requires an extensive database of source heights and subsource spectra covering all vehicle classes and possible roadway parameters. A description is provided of a turnkey rapid data acquisition and analysis system that was developed to collect a large database of vehicle noise source heights and subsource spectra for subsequent incorporation into TNS. Included is a summary of the analysis algorithm used to calculate the source heights, a description of the data collection system, and a brief summary of the data collected to date.

Friction and Texture Retention of Concrete Pavements

2020 ◽  
Vol 2674 (6) ◽  
pp. 457-465
Author(s):  
Satyavati Komaragiri ◽  
Armen Amirkhanian ◽  
Amit Bhasin
Keyword(s):  
Coarse Aggregate ◽  
Concrete Surface ◽  
Concrete Pavement ◽  
Concrete Pavements ◽  
Department Of Transportation ◽  
Polishing Process ◽  
Friction Tester ◽  
Circular Track ◽  
Grinding Operations ◽  
Better Than

In the late 1980s and early 1990s, the Alabama Department of Transportation (ALDOT), U.S., noticed a decline in skid trailer numbers on concrete pavements shortly after grinding operations. The engineers at the time suspected that the coarse aggregate caused the decline in these numbers and the resulting conclusion led to a ban of carbonate aggregates in mainline concrete pavement in Alabama that is still in place. This detailed laboratory study re-examines the fundamental friction issues that led to this policy. A total of 48 aggregate, grinding, and grooving combinations were tested as part of this study. Three aggregate sources were examined: a siliceous source, a “hard” limestone source, and a “soft” limestone source. Two blade spacings were examined for grinding operations: 52 blades/ft and 60 blades/ft. Some ground specimens were also grooved. Finally, a set of specimens had the Next Generation Concrete Surface (NGCS) applied to them. The specimens were polished with the National Center for Asphalt Technology (NCAT) three-wheel polishing device (TWPD). The dynamic friction tester was used to evaluate friction values at various points through the polishing process. After the polishing, the macrotexture was characterized using the circular track meter. Across the board, the highest performing texture was that with no grooves and 52 blades/ft. Very generally, the loss of friction decreased with increasing siliceous content. However, some of the trends were extremely minor and, in a few cases, siliceous aggregates caused higher friction loss. There were numerous instances when blended carbonate/siliceous concrete pavement surfaces performed better than sole siliceous concrete pavement surfaces.

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