Estimated State Planning & Research Program      
Part II – Research

Arizona Department of Transportation
Arizona Transportation Research Center
2739 East Washington Street
Phoenix Arizona 85034-1422
Phone (602) 712-3130 Fax (602) 712-3400

Mailing Address:
206 S. 17^th Ave.
Mail Drop 075R
Phoenix AZ 85007

In cooperation with the U.S. Department of Transportation Federal Highway Administration

SPR-PL-1(67)

Fiscal Year 2005
(July 1, 2004 to June 30, 2005)

Glossary of Acronyms

Overview

The purpose of the Arizona Transportation Research Center (ATRC) is to provide a catalyst for the continuous process improvement of the Arizona Department of Transportation (ADOT). This responsibility includes the formal development of a focused research program as well as providing the forum for improvement through effective technology transfer, and fostering change in areas beyond the domain of research. To accomplish this ATRC uses the expertise of both public and private partners. This includes the University System of Arizona and the consultant community.

This ATRC annual report provides descriptions and progress updates for projects in the Fiscal Year (FY) 2005 Estimated State Planning & Research (SPR) Program, Part II. A total of 72 projects and 12 research support programs are included in this year's program: Sixty-two projects and 12 support programs have been carried over from prior-years' programs. There are 10 new projects (SPR numbers 585 through 595). Fifteen project reports were completed during Fiscal Year 2004. These are listed in the table below. Two projects-479 Evaluation/Prioritization of Locations for Upgrading Highway Appurtenances and 571 Reducing ADOT's Legal Liabilities-were cancelled.

Further information on these completed projects may be obtained from the project managers. Copies of the completed reports may be obtained from the ATRC Librarian. Telephone numbers and e-mail addresses for ATRC staff are shown below.

Departmental Oversight of ATRC

The ADOT Research Steering Committee provides broad policy guidance to the research program. Its responsibilities include assuring adequate resources for research activities, allocating resources, and proposing specific projects, as necessary. The Steering Committee guides ADOT’s research needs by identifying emphasis areas and overseeing the allocation of resources. When appropriate, the Steering Committee may also direct the implementation of research results.

The ADOT Research Council oversees the research effort. Responsibilities include advising the ATRC, setting research priorities, and approving funding for studies.

Steering Committee and Research Council members are shown in the following tables.

Financial and statistical data are presented in the SPR Program Budgets and Program Statistics sections. The amount of new funding for Fiscal Year 2005 is estimated at approximately $2,600,500. A total of about $5,084,674 is available in funds carried forward from prior programs.

The Implementation section briefly highlights Arizona Department of Transportation (ADOT) actions to implement research results.

The Progress by Projects section contains individual project reports for SPR projects in each of the following areas: Intelligent Transportation Systems (ITS), Traffic and Safety, Maintenance, Materials and Construction, Planning and Administration, Environmental, and Structures. Information regarding other types of projects may be found in the Research Support Programs, Pooled Fund Programs, and Experimental Projects sections, respectively.

Also included in this Report is the June 2004 Publications Catalog for the Arizona Transportation Research Center, which lists all of the currently available research reports published by ATRC.

Budgets

The following tables summarize the financial status of each of the ongoing ATRC projects. Each project is identified by number and title. Funds carried over from previous years and funds to be provided by the fiscal year 2005 allocation are estimated for each project. Each project is classified as fitting into one of the following categories: E: Environment, I: Intelligent Transportation Systems (ITS), M: Maintenance, MC: Materials and Construction, P: Planning and Administration, R: Research Support, ST: Structures, and T: Traffic and Safety.

State Planning & Research Funded Program

Alternatively Funded Projects

¹ Abbreviations under Area refer to program areas. The letters are defined as follows – E: Environment, I: Intelligent Transportation Systems (ITS).

BUDGET STATISTICS

There are 84 projects accounting for a budget of $7,685,174 in the program. The distribution of these projects by category is shown below.

COMPLETED PROJECT STATISTICS

There were 15 project completions accounting for a budget of $955,000 during FY 2004 (July 1, 2003 through June 30, 2004). The distribution of these projects by emphasis area is shown below.

State Planning & Research (SPR) Implementation

The following list highlights implementation activities undertaken during Fiscal Year 2004:

Environment

Project 495, FY 2000

A Field Study of Particulate Emissions from Major Roadways in the Phoenix Airshed.

PROBLEM STATEMENT

The new U.S. Environmental Protection Agency standard for particulate matter focuses on the size range of particles that are easily respired and retained within human lungs, 0.1 to 2.5 microns in diameter (PM2.5). Our current knowledge of particle emissions from transportation-related sources is based primarily on the existing PM10 standard, a measure of the mass of particles smaller than 10 microns. PM10 is dominated by the larger particles, so that current understanding of the contributions of transportation-related sources to PM10 is not applicable to PM2.5. Future transportation models that predict ambient particle concentrations will have to incorporate the PM2.5 standard. Because large variations in emission factors occur because of variables like climate, roadway type, and vehicle type and conditions, generic emission factors from other regions or laboratory studies will not suffice. Accurate modeling of the Phoenix urban area requires direct measurement of particulates, their compositions, size distributions, and concentrations and accompanying meteorological conditions in three dimensions along and away from the linear sources that major roadways represent. Measurements of particulates must be accompanied by accurate counts of vehicle numbers, types, and their speeds.

A significant challenge in a field study of roadway emissions is separation of the urban regional plume from the freeway emissions. A second challenge in an area of complex terrain like Phoenix and Tucson is that the concentration of particles in the urban plume and the dispersion of roadway pollutants are both dependent upon position within topographically controlled wind fields. The experimental design must address these problems.

There is a serious disparity between receptor-model and emission-inventory estimates of the contribution that combustion sources make to fine particulates. For the Phoenix area, receptor models estimate that 70% of primary fine particulates come from combustion. In contrast, emission inventories estimate that 18% come from combustion. Part of the disparity is due to an underestimation of PM2.5 from vehicular exhaust coupled with possible overestimates of re-entrained dust. More of the disparity may stem from a lack of knowledge of the composition of re-entrained dust, which may consist of aggregates of soil particles with carbonaceous material rather than just soil particles alone. A field study combined with numerical modeling is the best way to answer this question. The accurate evaluation of any fine particulate control strategies cannot proceed without our knowledge of the different contributing particle fractions.

ANTICIPATED BENEFITS

The proposed study will provide data about transportation-related particulates that are essential for future transportation modeling due to (1) the serious non-attainment status of the Phoenix airshed, (2) the continuing growth in traffic caused by growing population, and (3) the eventual enforcement of the PM2.5 standard. The work on emission factors for re-entrained mineral dust will be the first such study to use quantitative single-particle analysis methods. The aircraft study will provide data about the 3-dimension variation in aerosols and associated meteorological conditions, essential for accurate fine-scale modeling of linear roadway sources. It will provide optical data that are linked to data about the aerosol’s chemical and physical properties, essential for modeling of visibility impairment. The combination of rapid population growth in Maricopa County, current and planned future freeway construction, and the non-attainment status of the area with regard to federal standards make it imperative that we gain a better understanding of transportation-related particulates and of their dispersion and transport in our desert, complex terrain region. Delay in examining these issues will only make it more difficult to address these issues.

RESEARCH OBJECTIVES

      To determine the contribution of vehicle-related emissions on major roadways to PM2.5 and PM10 in the Phoenix airshed;

At a minimum, the following tasks will be accomplished:

The proposed research will be of direct relevance to the Environmental Planning Section of ADOT and falls within the areas of responsibility of Air Quality personnel. The work will also be coordinated with the Air Quality Division of the Arizona Department of Environmental Quality (ADEQ).

STATUS OF THE RESEARCH

The project is completed except for final report revision - which is currently ongoing. All field experimentation and analysis is finished. The final report draft review is completed. Principal investigator has promised completed final report revisions September 2004.

TECHNICAL ADVISORY COMMITTEE (TAC)

Identification of Sources and Development of Effective Control Measures at High Particulate Emission Areas.

PROBLEM STATEMENT

Certain areas in the Maricopa County PM10 non-attainment area consistently exceed the PM10 National Ambient Air Quality Standards (both the 24-hour and annual standards). These high particulate pollution areas should be addressed by planning and developing an effective program to reduce particulate emissions and urban haze and should be based on tangible data addressing the efficacy of proposed abatement methods. One difficulty in constructing such a program is the scarcity of information for Maricopa County linking the sources of PM10 to high concentrations and specific costs and benefits for particulate control methods.

The Arizona Department of Transportation (ADOT), along with other agencies and industrial and area sources, are consistently asked to commit to air quality control measures without any background data to assess emission reduction levels or control measure costs or benefits. Many of the measures that are being committed to by the agencies and other sources are not having the needed impact to address the PM10 pollution problem, not only on a regional basis, but at locations experiencing high particulate concentrations. This results in the continuing threat of federal sanctions on highway construction funds.

A Brown Cloud Study was done in 1990 in Phoenix, but has not been updated. The study did identify transportation related PM10 sources as the major contributor to the problem

In its 1998 recommendations, the Governor’s Air Quality Strategies Task Force suggested that the Arizona Department of Environmental Quality (ADEQ) and ADOT participate in research to identify the larger emission sources and evaluate potential control measures for areas with high particulate emission concentrations. As a result, Senate Bill 1427 (1998) provided for a $50,000 appropriation from the state general fund in Fiscal Year 1998-1999 as a state match to ADEQ to monitor specific high PM10 pollution sites as the first step to reduce emissions in those areas. ADEQ is currently seeking the necessary matching funds for the $50,000 appropriation. This proposed project, along with the ADEQ project, is beneficial to ADOT as the projects will help both agencies meet the air quality commitments of the Governor’s Task Force. ADOT would be represented on the ADEQ project team as both a partner and a stakeholder, coordinating tasks through this proposed project. Because any potential sanctions for missing an air quality deadline will heavily impact ADOT, we are proposing that ADOT match the ADEQ project with this proposed project.

RESEARCH OBJECTIVES

At a minimum the following tasks will be accomplished:

  EXPECTED IMPLEMENTATION

While transportation construction projects would probably be impacted the hardest, most of ADOT would be affected in terms of the way highway projects are planned, programmed, designed, contracted out, and ultimately completed. As ADOT is an affected party in this effort, it is recommended that ADOT have at least two representatives on the ADEQ project committee. At the same time, two ADEQ representatives will be on the Technical Advisory Committee for this project, as suggested below.

STATUS OF THE RESEARCH

Draft Final report submitted July 2004. TAC review in progress.

TECHNICAL ADVISORY COMMITTEE (TAC)

Evaluation of Measures to Minimize Wildlife Vehicle Collisions and Maintain Wildlife Permeability across Highways (Phase1 and Phase II)

PROBLEM STATEMENT

Animal/vehicle collisions result in human fatalities, injuries, and extensive property losses every year in Arizona. As the Arizona Department of Transportation (ADOT) upgrades existing rural highways the problem intensifies. Collisions increase with speed and traffic volume. The issue of vehicle/wildlife collisions is becoming more of a concern to citizens and resource managers. These collisions cause millions of dollars of property damage and litigation associated with such collisions is increasing. These concerns are impacting highway construction costs and project schedules as highway designers and scientists look for solutions to the problem. A lack of scientifically collected data on the effectiveness of various mitigation measures compounds the problem especially here in Arizona where no valid studies have been conducted.

ADOT will be implementing a comprehensive package of measures to address wildlife concerns as part of the upgrade of SR260 from Payson to Show Low. These measures will conservatively cost more than 3.5 million dollars. None of these measures have been implemented in Arizona before nor has their effectiveness been evaluated. Since animal/vehicle collision mitigation methods will be used in the future on other highways in Arizona, it is imperative that these methods are evaluated to determine their effectiveness at increasing highway safety and maintaining wildlife permeability.

RESEARCH OBJECTIVES

The objective of this proposed research is to measure the effectiveness of the various highway design features to reduce wildlife/vehicle collisions and maintain habitat connectivity on the state highway 260 corridor.

ACTION PLAN - TASKS

At a minimum, the following tasks will be accomplished by the researcher:

EXPECTED IMPLEMENTATION

This research will provide the required data for the need, design, location, and frequency of underpasses for the conveyance of wildlife under a highway. It will evaluate the effectiveness of various wildlife-proof fence configurations in containing and directing large game animals. The research will evaluate the effectiveness of one-way gates and escape ramps in allowing large game animals to return to the off-highway side should a breach in the fence occur. This research will establish a database that will provide more complete information on the frequency, location, species, and damage related to wildlife/vehicle collisions

STATUS OF THE RESEARCH

Phase I of the project is nearly completed with work in progress on an interim phase I report. Phase II of the project is currently on-going with good progress.

TECHNICAL ADVISORY COMMITTEE (TAC)

Develop Strategies that Best Integrate Environmental Stewardship into ADOT’s Business.

PROBLEM STATEMENT

The Arizona Department of Transportation (ADOT) recognizes that it has an important role in environmental protection. It is in this light that the ADOT Core Team has identified environmental stewardship as one of three priority focus areas from a broader list of strategic planning challenges. It is ADOT’s desire to strongly and proactively pursue a strategy or set of strategies that fulfill this role as an integral part of its business. Such a strategy (mix) should address matters over which the Department has formal control as well as those areas that it can influence.

The Department’s role in environmental stewardship goes hand in hand with its other role to the taxpayers to deliver a transportation program on time and on budget. These are not mutually exclusive goals, nor should excelling at one mean doing so at the expense of the other. With the right mix of strategies, one can set out and succeed in excelling at both.

To develop an effective strategy (mix), focus must be placed on drawing upon effective processes from within the department as well as from outside the department. The Environmental Planning Group within the Intermodal Transportation Division and the Air Quality Programs section within the Transportation Planning Division (TPD), are currently involved in a number of leading efforts in environmental process streamlining, educational programs, performance audits, and outreach programs – among others. These programs, with critical evaluation, can form a strong basis for future strategy. Some of these efforts also include on-going research projects through the Research Center. Outside the Department, other states may have identifiable programs that are already successful or that show strong potential to deliver effective solutions. Strategy elements that show promise, regardless of source, can be a part of the discussion, evaluation, and strategy development process.

Strategies in environmental stewardship ought to recognize the contributions from the many diverse role players. The most benefits will be achieved if the most players are involved and convinced to make their contribution. Those to be targeted for involvement will include:

·        Local, state, and federal agencies

·        Contractors in the construction and related industries

·        The driving public

·        The general public (as taxpayers and environmental stakeholders)

·        Department employees and other state employees

RESEARCH OBJECTIVES

1.  To identify and evaluate effective environmental programs and isolate the key elements in those programs.

2.   To recommend an environmental strategy or mix of strategies for ADOT as part of its strategic plan.

At a minimum, the following tasks will be accomplished by the researcher:

EXPECTED IMPLEMENTATION

An Arizona Transportation Research Center (ATRC) project manager, working with the Environmental Planning Group (Champion) and the TPD Air Quality Team will put together a TAC and work with this committee to select and contract with a consultant to conduct the research. The Technical Advisory Committee will define the scope of work and monitor project execution by the contractor. The final recommendation and implementation plan will be presented to the Research Council and ADOT management (Core Team) for their consideration and implementation decision.

STATUS OF THE RESEARCH

Final Report submitted July 2004 after completion of TAC review of the draft final report. Technical editing of the final report in progress.

TECHNICAL ADVISORY COMMITTEE (TAC)

Determination of Atmospheric Effects on Highway Noise Propagation

PROBLEM STATEMENT

Long-term exposure to noise is a function of atmospheric conditions that current highway prediction methods ignore by assuming a neutral, homogeneous atmosphere. Prevailing atmospheric conditions can cause receivers beyond those adjacent to a highway to be exposed to highway noise otherwise considered inaudible using standard prediction methods. This effect may not only increase audibility of highway noise but can produce noise levels that exceed the applicable noise impact criteria.

Noise emanates directly from primary noise sources such as exhausts and encased engines and from tires where the noise emissions depend upon the pavement type. Secondary noise sources arise due to reflections from pavement and vertical surfaces such as highway noise barriers. Noise barriers reflect sound energy from an elevated location and spread the highway noise over a wider area. Absorptive sound barriers offset this effect.

Negative public attitudes towards noise barriers can result from this increased noise. As an example, Ohio DOT temporarily suspended its Type II program five years ago in response to strong public criticism that arose from people whose properties were not adjacent to the highway but reported being able to hear it more clearly after walls were installed. People next to the highway still benefited from reduced noise, but more distant locations were exposed to greater highway noise.

Refraction is the underlying phenomenon that correlates with these observed (i.e. perceptible and measurable) increases or decreases of noise exposure. The refraction causes sound to follow a curved trajectory as it propagates away from the highway. As such, the effects are more noticeable at greater distances from the sound source.

The refracted sound path is fundamentally influenced by the effective sound speed as a function of height above the ground surface since sound refracts towards areas with lesser effective sound speeds. When the effective sound speed increases as a function of height, as is the case for downwind and temperature inversion conditions, sound will refract downwards. When the effective sound speed decreases as a function of height, as is the case for upwind and temperature lapse conditions, sound will refract upwards.

Over flat, grassy ground the effects of downward refraction can increase noise levels by about 0.5 dB(A) (over asphalt by about 2 dB(A)). However, when sound propagating near ground level is blocked by intervening obstacles, the introduction of refracted sound can increase noise levels by 30 dB(A). Since a 10 dB(A) change in sound levels is typically assumed to be a factor of two in changed perceived loudness, a 30 dB(A) change can be extrapolated to represent an eight-fold increase in perceived noise levels. This can negate the benefit provided to many receivers otherwise shielded from the highway.

RESEARCH OBJECTIVES

The objective of the proposed research project is to quantify the typical non-neutral effect of refraction on highway noise, and the range of this effect, and investigate a method to screen for noise impacts.

At a minimum the following tasks will be accomplished:

EXPECTED IMPLEMENTATION

The Transportation Research Board (TRB) — Section A1F04 on Noise has suggested that atmospheric effects remain the largest source of prediction error when the new Traffic Noise Model (TNM) predictions are compared to field measurements. R&D are required to estimate the effect of refraction on noise propagation for more typical, non-neutral atmospheric conditions. This R&D will assist ADOT in anticipating and addressing citizen concerns and allow for a better understanding of when and where increased audibility and noise impacts are, or are not, to be expected.

The preliminary screening for noise impacts due to atmospheric effects beyond first row residences will allow for greater opportunity to address citizen concerns in advance and consider the merits of additional noise mitigation, such as low-noise pavements and absorptive noise barriers. This will help increase public acceptance of highway projects.

Additional benefits to ADOT include more accurate prediction of the extent of potential noise impacts of new facilities on distant receivers, ability to study the spreading of sound by vertical surfaces such as noise barriers, and the prediction of the degradation of noise barrier performance by refracted noise.

STATUS OF RESEARCH

Project is on-going with good progress made. A number of technical memoranda have been submitted to the technical advisory committee (TAC) for review. First phase of data collection was done April 2004, with second set scheduled for October 2004.

TECHNICAL ADVISORY COMMITTEE

Identification and Evaluation of Innovative Noise Barrier Designs

PROBLEM STATEMENT

The typical strategy to reduce traffic noise near highways is the construction of concrete walls, masonry block walls, or earthen berms. These mitigation strategies are very effective for noise reduction, but sometimes result in undesired impacts, such as blocked views and large shadows across residents’ yards. Also, when there is a need to increase the noise reduction of existing noise walls, the standard approach is to add height to the existing wall or, many times, replace the entire wall with a new higher wall. These retrofitting approaches can be very costly.

Innovative noise barrier designs and treatments have been successfully utilized in other states and throughout Europe for a number of years that allow the initial construction of a noise wall to be lower in height than a traditional wall. Also, retrofitting an existing wall with an innovative top treatment will reduce noise levels and eliminate the need for costly wall height increases or wall replacement. Such top treatments include angled tops, irregular top edge, T-top treatments, and other applications.

RESEARCH OBJECTIVES

The primary objective of the research is the determination of whether innovative noise barrier designs could be effectively utilized: (1) to reduce overall wall height and cost during initial construction, and (2) to substitute for costly retrofit wall height increases or wall replacement.

The research effort will begin with an exhaustive literature search of the various innovative noise barrier designs and treatments that have been used in other states and in other countries. The search will focus on designs for both initial construction and retrofit construction. The project will evaluate the economic, acoustical, and aesthetic feasibility of the innovative noise barrier designs for possible application in Arizona. An evaluation matrix will be developed to assist in this analysis.

It is anticipated that several strategies will be identified that could be effectively used in the ADOT noise abatement program. These innovative strategies will provide a cost-effective noise reduction, while reducing the aesthetic, visual, shadows, and other impacts typically associated with higher noise walls. Substantial cost savings are likely with the identification of innovative applications and top treatments that could reduce noise levels without costly retrofit wall height increases or complete wall replacement. A quantification of these costs will be part of the evaluation effort

EXPECTED IMPLEMENTATION

This research effort will identify feasible innovative applications and top treatments for noise barriers that could cost-effectively reduce noise levels without undesired impacts. The ultimate implementation would be the use of these techniques where appropriate and beneficial.

STATUS OF RESEARCH

Work on an RFP document in progress.

TECHNICAL ADVISORY COMMITTEE

US-93 Big Horn Sheep Study.

PROBLEM STATEMENT

Big horn sheep occur in the area of the proposed Highway 93 upgrade and the potential exists that this population will be adversely impacted by highway upgrades. Previous studies by researchers have documented the movement of bighorn sheep across the existing Highway 93 alignment; these investigations have noted the occurrence of multiple collisions between sheep and automobiles during the years of the studies. As traffic volumes increase and the actual roadway increases in size from 2 lanes to 4 lanes, there is increased likelihood that highways may isolate resident populations of Ovis canadensis into small, disjointed herd units.

RESEARCH OBJECTIVES

1.      Identify the patterns of movement of Big Horn Sheep along this corridor.

2.      Recommend measures to minimize adverse impacts during the US-93 project’s construction phase.

This is the initial phase of a potentially multi-phase project to monitor big horn sheep (Ovis canadensis nelsoni) within the US-93 project area. The first phase of the proposed project will allow for the monitoring of big horn sheep with GPS equipped telemetry collars to identify the patterns of movement of the sheep. The monitoring will provide transportation officials and resource managers with a better understanding of where in the project area the natural corridors of the big horn sheep are located. This will constitute the basis for enhanced decisions on the incorporation of design features better suited to reducing or preventing collisions between vehicles and wildlife along areas of proposed improvements to Highway 93. The research will also enable resource managers to identify key habitat features that are used disproportionate to their availability and minimize adverse impacts during the US-93 project’s construction phase.

EXPECTED IMPLEMENTATION

The proposed research will be of direct relevance to the Environmental Planning and the Natural Resources Groups of ADOT. The work will also be coordinated with the Federal Highway Administration and other Federal, State, and local agencies – including the Forest Service, the Arizona Game and Fish Department, and the Bureau of Land Management.

STATUS OF THE RESEARCH

On-going.

TECHNICAL ADVISORY COMMITTEE (TAC)

Air Quality Effects of High Sound Wall in Urban Areas

PROBLEM STATEMENT

The use of high walls for noise abatement has become a common feature of construction in urban areas. Little is known about their air quality consequences with regard to concentrations of particulates, both from vehicle exhaust and from re-entrainment of road-surface dust. Recent work on Phoenix-area freeways has shown that coarse particulate (PM10) concentrations can be very high even on segments without sound walls during periods of low wind speed. The obstruction of winds by that would disperse particulates from freeway corridors may make this make the effect even more severe. If PM10 concentrations are found to be enhanced by the presence of high walls, then fine particulates (PM2.5) and primary emission gases such as carbon monoxide may also be enhanced and further study would be indicated.

RESEARCH OBJECTIVES

1. Conduct a pilot study of the effects of high noise abatement walls regard to PM10.
2. Measure the concentrations of PM10 within freeway corridors surrounded by high walls.
3. Determine conditions for high wall construction that create any adverse effects.
4. Coordinate study approach and findings with DEQ.

EXPECTED IMPLEMENTATION

When this research is completed, it could show that the practice of high noise walls may adversely affect air quality by concentrating vehicle-related particulates, both exhaust particles and re-entrained road dust. It could, on the other hand, prove that no significant effect is created by the high noise wall construction practices. Either result could support and guide future ADOT determinations regarding high noise wall installations.

STATUS OF THE RESEARCH

Pending

TECHNICAL ADVISORY COMMITTEE (TAC)

Survey of Traffic Noise Reduction Products, Materials, and Technologies

PROBLEM STATEMENT

One of the most effective methods of controlling traffic noise is to reduce the noise generated at the source. One means to accomplish this is to absorb the sound on or near the roadway. Alternative noise barrier designs and treatments have been successfully utilized in other states and throughout Europe for a number of years to address different performance needs. In some situations these designs allow for the initial construction of a noise wall to be lower in height than a traditional wall. Also, retrofitting an existing wall with an innovative top section can reduce noise levels and eliminate the need for costly wall height increases or wall replacements. However, there is no comprehensive compilation of information on such traffic noise reduction products, materials, and designs.

RESEARCH OBJECTIVES

EXPECTED IMPLEMENTATION

Based on the results of the tasks in this project, an assessment of the expected growth in the acceptability and use of the alternative noise mitigation approaches will be completed. The nature of, and amount of available quality performance information will also be determined. Recommendations will be developed on how ADOT can best proceed on this and whether a full-scale testing program is needed. Should such a testing program be recommended, ADOT will evaluate and decide accordingly.

STATUS OF THE RESEARCH

Pending

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 587, FY 2005

Evaluation of Salvage and Replanted Native Plants on ADOT Projects

PROBLEM STATEMENT

ADOT in the construction of highway projects over the last 10 years has transplanted substantial quantities of plant species that provide a major contribution to the area ecosystem and visual quality of highway projects. The cost of this planting on many projects can run $200,000 to $300,000 per mile. On SR 87 and US 93 heavy emphasis was placed on salvaging and transplanting of Saguaros, Ocotillo, Barrel and Yucca and some native trees. The plants salvaged and replanted on projects are watered one or two years after replanting as plant establishment. Because of the nature of the plants they may not show survival or mortality until they have been in the ground for 3 to 8 years. Since a number of plantings have been in the ground 5 to 10 years an inventory based on the projects’ plantings with an evaluation of survival and mortality would benefit the planning, design and construction of projects.

The salvage and replanting of plant materials can have a major visual and ecosystem effect on projects. At the present time no evaluations have been made that can contribute to our knowledge basis and towards improvement of project design. The Department annually spends several hundred thousand dollars per mile on salvaging and replanting on projects throughout the state. This would be a valuable expenditure when considering the cost for success and failure related to planting and re-establishment of these unique plants on highway projects

The resulting benefits would include the following:

RESEARCH OBJECTIVES

1.    Quantify the effectiveness and survivability of the transplanting if native plants on highway projects.
2.    Determine the level of survival and death of transplanted plants.
3.    Assess factors that contribute to survival and mortality of transplanted plants.
4.    Review information for improvement of projects requirements

EXPECTED IMPLEMENTATION

ADOT has a number of projects now reaching an age where salvage and replanting materials could be evaluated to provide effective determinations. An evaluation of salvage techniques and establishment techniques would enable the Department monies to be spent more effectively.

STATUS OF THE RESEARCH

Pending

TECHNICAL ADVISORY COMMITTEE (TAC)

(Tentative – may change, others may be added)

Project 588, FY 2005

A Study of the Effectiveness of Big Horn Underpasses on State Route 68

PROBLEM STATEMENT

Habitat fragmentation by highways generally creates species declines. For bighorn sheep, size of contiguous habitat is a critical factor determining population persistence. Arizona consists of 32 isolated bighorn sheep ranges of varying sizes, the Black Mountains in northwestern Arizona being the largest (>500,000 acres). The range contains the largest desert sheep herd in the U.S., and represents 31% of Arizona’s sheep population. The Black Mountain herd also provides an important source population for transplants. Upgrades to SR 68 and U.S. 93 could create three smaller isolated patches of bighorn sheep habitat in the Black Mountains

Highway underpasses are used nationally to mitigate the effects of habitat fragmentation, yet few performance evaluations have been conducted (Foreman et al. 2003). Two underpasses were installed in the Black Mountains along SR 68 for wildlife crossing; however, their effectiveness remains largely unknown. Little is known about bighorn sheep use of underpasses elsewhere, or the factors that influence sheep use of crossing structures. Information is needed to ensure proper placement and design of passages on this and future highway projects planned in the Black Mountains.

RESEARCH OBJECTIVES

EXPECTED IMPLEMENTATION

With the results of this evaluation ADOT will be able to make informed decisions when opportunities arise during maintenance and new roadway constructions, for the upgrade to and installation of wildlife crossing structures of proven effectiveness.

STATUS OF THE RESEARCH Pending

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 589, FY 2005

Determination of 404 Permit and Habitat Restoration Requirements

PROBLEM STATEMENT

ADOT recognizes that with the construction of highway projects and to waters of the U.S. and important habitat areas that there is an opportunity to re-establish and enhance quality wildlife habitat areas. The present Permits frequently require planting on a replacement of 3 to 1 with up to 80% survival in the fifth year of the permit. Based on review of these permit areas it is becoming apparent that these requirements are beyond a naturally sustainable level with a number of projects falling short of these requirements. Since habitat and native planting has not been studied these criteria are based on assumptions beyond what the various ecological systems appear to be able to support especially in a drought.

The present 7 year drought that we are experiencing has a very direct effect on the survivability of the plantings. At the present time no one area can provide information from which to make evaluations and determinations which would provide a basis for new project plantings and specifications. Values that are appearing with projects require additional time and effort of the various staff resources in setting up new projects and addressing value issues.

The resulting benefits would include the following:

• ADOT will be able to develop guidelines that recognize most successful species for planting for habitat restoration.
• Restoration of areas has a benefit not only to wildlife but also from a visual standpoint of the highway traveler.
• Development of guidelines would establish some uniformity and a basis for negotiations for 404 Permits (Clean Water Act, Section 404, regulating waste discharges to Waters of the United States) and habitat replacement with other agencies.
• At the present time with values on existing projects, replanting is expensive and may be non-productive.

RESEARCH OBJECTIVES

1. Determine the 404 Permit and habitat restoration permits that are under construction and within the reporting period for completion (3 to 5 years)
2. Assess the conditions of the plantings towards meeting the requirements for completing the 404 Permit or habitat restoration mitigations.
3. Based on the assessments of developed criteria and guidelines for the 404 Permits and habitat replacements

EXPECTED IMPLEMENTATION

At the present time we estimate ADOT spends over several thousand dollars a year for plantings on various projects throughout the state. Evaluations 3 or 4 years after these plantings are being made are beginning to indicate that many of these plantings are being made beyond the naturally sustainable level. The research would provide additional direction to the Department on realistic expectations and commitments.

STATUS OF THE RESEARCH

Pending

TECHNICAL ADVISORY COMMITTEE (TAC)

(Tentative List. May change/others may be added)

Project 473, FY 1998

Arizona Intelligent Vehicle Research

PROJECT DESCRIPTION

This Intelligent Vehicles (IV) project was the result of ADOT visits to the National Automated Highway Systems (AHS) Demonstration in San Diego, California in 1997. The project concept is to evaluate ITS driver assistance and guidance technology for maintenance vehicles in severe winter storm conditions.

The Arizona Transportation Research Center (ATRC) is conducting this project in-house. Six winters of testing and evaluation have now been completed. Phased project reports were published by ATRC in February 01, May 02, September 03 and January 04. The ATRC will continue to monitor implementation and field evaluation of IV snowplow systems.

RESEARCH OBJECTIVES

The key objective of this ongoing project is to continue, and to implement, advanced snowplow research. A second objective is to pursue further research into intelligent vehicle systems, as it may eventually lead to deployment of advanced vehicles and dedicated lanes in Arizona.

EXPECTED IMPLEMENTATION

This ongoing project will identify promising areas for deployment of ITS-IV systems in Arizona. It will support further research, tests and demonstrations as warranted in the areas of dedicated lanes, vehicle guidance and related technology. The current focus is on validation of new technologies to improve safety and efficiency of winter maintenance in Arizona conditions, and to promote implementation and further local evaluation of these systems.

STATUS OF THE RESEARCH

Initial project efforts evaluated Intelligent Vehicle technology for congestion relief. A concept study was done on dedicated AHS lanes on I-10 from Phoenix to Tucson. A demonstration of magnet-guided, fully automated cars was conducted in late 1997 on a closed course in Tempe. Another on-highway demonstration in early 1998 employed cars with machine-vision guidance.

ADOT’s Intelligent Vehicle research goal is to enhance travel safety and operational efficiency, and the current focus is winter maintenance. In 1998, ADOT joined the California Department of Transportation (Caltrans) to evaluate a prototype Advanced Snowplow (ASP), the Caltrans RoadView system. ADOT began tests of the Caltrans magnets in early 1998, and a six lane-mile test site was constructed on US 180 near Flagstaff in 1998 and 1999. The Caltrans ASP vehicle was shipped to Arizona for one month of training and testing each winter, for four years.

In early 2000, after two years with Caltrans, the research TAC directed that driver-assistance systems be installed on an ADOT snowplow. As a result, the 3M Company equipped a truck and installed five miles of magnetic tape on US 89 near Sunset Crater. Winter testing of this 3M Lane Awareness System in 2000-01 and 2001-02 was a success.

After four years of extensive training and evaluations of the Caltrans and 3M guidance systems, the TAC shifted the research to less complex commercial on-board warning systems for low visibility conditions. It was clear that the roadway-infrastructure systems were too costly for ADOT, and the TAC concluded in early 2002 that true whiteout storm conditions were not frequent enough in Arizona to justify the advanced, semi-automated systems.

The TAC requested that the project study two commercial on-board warning systems for low-visibility conditions – Eaton VORAD Collision Warning Radar and Bendix XVision infrared night vision. ATRC acquired four radar and three night vision systems. Seven maintenance camps in three districts were each provided with a test system for one of their snowplows, and all were installed by January 2003. The 2002-03 winter was quite mild and dry, with only limited snowplowing results for the winter. This was considered the last winter of research, as it resulted in a regional deployment. A final project report 473(4) was published in January 2004 on the concepts and issues encountered with the 02-03 deployment of on-board warning systems.

This research program continued for another winter in an implementation evaluation mode. ATRC was able to complete a full winter of testing and evaluation in 2003-04, although it was yet another dry season for northern Arizona. Results of this just-completed second winter will be summarized for the TAC in a brief technical memorandum.

While the research activity is complete, the project will remain fiscally active for a third winter, in support of further implementation, operational use, and possible maintenance of the on-board warning systems on seven snowplows across northern Arizona.

TECHNICAL ADVISORY COMMITTEE (TAC)

 
Project 512, FY 2001

ITS Traffic Data Master System

PROBLEM STATEMENT

A variety of independent ADOT systems currently monitor and report traffic activity, as well as roadway and weather conditions across Arizona. This range of field data includes traffic counts, weather data, signal timing, Variable Message Sign (VMS) displays, video signals, and the web-based Highway Condition Reporting System (HCRS) dynamic database.

Data formats vary, and the full range and detail of this valuable information is not consistently available to ADOT managers at state and district operations centers and in the field. There is a vital need to consolidate these key dynamic data sources and to provide consistent, user-friendly, “one-screen” access for more effective “big-picture” management of the state’s highways. The goal of the research is to provide direct links to these programs from the HCRS operator screen.

A related urgent need is to deliver critical real-time information on highway conditions and roadway operating decisions to the public. Location, range, cost or other constraints can limit real-time traveler information. A second key goal of this project is more timely, accessible, and reliable traveler information for the public.

RESEARCH OBJECTIVES

The objectives of the project are:

1. Review and recommend to ADOT on the ability to consolidate new operational software programs into ADOT’s HCRS system, to provide key dynamic roadway data.
2. Proceed to develop the links and interfaces into HCRS for those systems that are judged to have the greatest potential for success.

The consultant’s workscope involves the following tasks:

1. Evaluate ADOT’s currently monitored operational data types, system bases and formats.
2. Review and assess the design and operating status of the Highway Condition Reporting System, as recently converted to a web-based resource by ADOT.
3. Design user-friendly software to consolidate, on the HCRS workstation front-end screen, all currently available dynamic and static data from three target third-party operating systems for highway system management. These are Variable Message Signs, closed-circuit video, and automatic vehicle location systems (impractical – goal replaced by NWS weather data).
4. Develop workplans and feasibility recommendations for approval, to achieve the above.
5. Develop the required links and access to HCRS for the recommended information systems.
6. Test and demonstrate the new access programs for HCRS.
7. Support the implementation of these new systems by consolidation with HCRS.
8. Prepare a detailed Final Report and summary Research Note on the project.
9. Make a final executive presentation to ADOT.

EXPECTED IMPLEMENTATION

The primary goal to consolidate roadway data sources will be implemented as soon as possible with the web-based HCRS system already in use statewide. This project will develop valuable new tools for operational management of the highway system by and among the Districts, and, for better rural delivery of critical traveler information.

STATUS OF THE RESEARCH

The consultant, OZ Engineering, had a major role in developing the web-based ADOT Highway Condition Reporting System. Initial goals were substantially completed in 2003, to consolidate the three primary data systems (VMS, cameras, and weather data) with HCRS. As some project budget remained, a proposal was requested for a second level of traveler-information and HCRS operational upgrades. This work was approved and “user-friendly” enhancements for HCRS were added to the scope with a $15,000 funding increase. However, the new work by OZ was delayed due to third-party problems with the delivery of other high-priority HCRS data systems. As a result the 512 project was delayed until April 2004, when work on final tasks was resumed. The draft Final Report has also been initiated concurrently.

TECHNICAL ADVISORY COMMITTEE (TAC):

Project 557, FY 2003

Railroad & Highway Crossing Cooperative Signal Control

PROBLEM STATEMENT

Railroad grade crossings create traffic control problems that severely impact traffic flow. Safety problems occur in urban areas when a street that feeds into a parallel arterial has a grade crossing near that intersection. Here, the left and right-turn arterial stacking lanes may overflow onto the parallel arterial mainline as a passing train blocks the minor street. At Flagstaff, this condition exists on SR 89 / Route 66 at the Enterprise Road intersection, with more than 85 trains per day.

Similar safety problems occur in semi-rural areas where grade crossings for feeder roads at freeway interchanges lead to long blockages of peak hour traffic, causing severe congestion. Even worse, overflows of queued vehicles onto the freeway mainline can occur as ramp capacity is exceeded. Smaller towns as well as larger cities have these problems and both the Pima and Maricopa County metropolitan areas recognize the issues and support the search for remedies.

In many of these cases, where highways and railroads are parallel, ADOT manages the affected traffic signals. ADOT currently has approximately 30 traffic signals with train preemption. Increases in both train traffic and vehicular traffic are predicted, as Arizona continues to grow.

RESEARCH OBJECTIVE

This project will develop site-specific, enhanced train clearance algorithms that can provide significantly more green time, before the arrival of a train, to reduce overflows and congestion.

ITS technology can monitor train speed, acceleration, deceleration, and length far in advance of current systems that give a minimum 20 seconds of warning time. This data can enable new site-specific prediction models of train arrival times and crossing durations. Operating in real-time, the models can provide very early predictions to intersection signal controllers. Variable Message Signs can also communicate this real-time information to motorists.

The hardware for this ITS application already exists, and existing microscopic simulation software can be modified to provide real-time traffic data for individual vehicle movements, enabling an actuated controller to control the site signals. This software-hardware interfacing, or “hardware-in-the-loop” simulation, is an effective prototyping tool. These site-specific ITS prototypes can be rigorously evaluated using multiple Measures of Effectiveness. Hardware-in-the-loop simulation, with site-specific prediction models and control algorithm development offers ADOT a very high level of risk reduction for deployment in the future.

The following phases of research will be performed:

1.      Sites selection, development of off-track detection methods, and site data collection.
2.      Development of site-specific train arrival prediction models.
3.      Prototyping ITS signal processing and microscopic simulation of site traffic.
4.      Hardware-in-the-loop prototype development, site-specific controller algorithm development.
5.      Total system prototype validation using second data set.

EXPECTED IMPLEMENTATION

The only effective solution currently is grade separation structures, but the need and the cost far outstrip ADOT’s ability to build them. The result of this applied research will be a congestion-mobility management tool for these situations, as growth continues and as traffic increases.

This project will benefit both the public and ADOT with regard to safety and to congestion-mobility management. Benefits of future application of this research will include:

• Saving lives at grade crossings by reducing the delay and the temptation to run the gates.
• Reducing the danger of queues that back up onto the freeway from the blocked grade crossing, and the potential for rear-end collisions on the mainline. Similar problems will be reduced on arterial street crossings.
• Reducing traffic delays and congestion, and improvements in regional air quality.
• Providing valuable delay inputs to Traveler Information Systems in the area.

STATUS OF THE RESEARCH

This project was initiated through a JPA with the University in March 2003. Acquisitions of equipment, modeling software training, and field data collection were initial activities. VISSIM model development has been completed and signal control scenarios are being developed to establish the critical proof of concept, and thus to consider additional test sites in a second phase. Note – a Phase 2 proposal was not approved for FY ’05 by the ADOT Research Council.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 561, FY 2003

Transportation Communications Interoperability Phase 1 – Needs Evaluation

PROBLEM STATEMENT

Communication is the key to all ADOT operations and emergency response roles in both rural and urban areas of Arizona, from daily maintenance to events to incidents to regional security issues. Currently no single radio frequency allows for all responder groups to talk to each other. A critical need exists for secure cross-channel communications, on the present radio systems, both within ADOT and with its transportation agency and emergency response partners of all levels. Radio interoperability technology can overcome the lack of a common frequency, channel, or system between response team agencies, and across jurisdictional boundaries.

Homeland security concerns have created a new incentive, and new resources, to address key communications issues at all levels through strategic plans and interagency partnerships. However, the critical focus on homeland security must not downplay transportation-specific concerns. This Phase 1 communications systems research project will address current specific challenges of radio interoperability for ADOT and for its transportation-agency partners.

RESEARCH OBJECTIVE

Overall, this program’s objective is to enhance ADOT’s performance in homeland security, enforcement, roadway incidents, and operations, by improving interagency communications. This Phase 1 Needs Evaluation will assess the current ADOT capabilities, constraints, problems, practices, and equipment in detail, and will also do the same for ADOT’s partner agencies.

One key goal is to develop an Arizona database of current radio systems, frequencies, hardware, software, and operating plans currently in use by local and regional transportation agencies. This information will support ADOT’s strategic planning, and also its effective coordination with the larger communications upgrade programs being developed at the state level specifically for homeland security.

A second key goal is to review and recommend the best interoperable system configurations and processes for Arizona’s rural transportation system. ADOT is always a primary responder, and it sometimes is the lead agency for incidents, events and operations of all types. This project will recommend whether a central, regional, or district-level system, or some combination thereof, would best support both ADOT’s internal needs and its partnership responsibilities. The effort will include the development of test plans to validate the recommendations under the variable communications conditions found across rural Arizona.

EXPECTED IMPLEMENTATION

ADOT’s Kingman and Flagstaff Districts and the ADOT Homeland Security Task Force are joint sponsors for this project, with technical and advisory support from Arizona DPS.

This project will define effective transportation interoperability in remote rural conditions across Arizona, and it will support ADOT’s planning, and future tests and deployments, for operations and for local and regional incident response and command.

STATUS OF THE RESEARCH

This project conducted a series of six workshops in rural districts across Arizona, involving both ADOT field forces and partner agencies. A database was developed including agency contacts and the details of radio systems and operational practices. The project has developed near- and mid-term recommendations to improve ADOT’s operational communications, including several near-term pilot projects to validate these concepts. Reviews of the final report are in progress.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project Champions are Lonnie Hendrix and Tim Wolfe (for ADOT’s Homeland Security Task Force), with the Flagstaff & Kingman Districts. ADOT’s Homeland Security Communications Subteam serves as the project TAC.

Project 562, FY 2003

ITS Program Acceptance in Elderly Communities

PROBLEM STATEMENT

The proportion of the population over 65 is expected to double by 2040. Elderly drivers are an increasing element of the population, and with advanced age come increasing challenges to safe and efficient travel, and overall mobility for the individual. As the proportion of elderly citizens increases, it will be important to take advantage of every opportunity to enhance the driving ability of older drivers. Research has been conducted nationally into the needs of the elderly for Advanced Traveler Information Systems (ATIS), as well as the special characteristics of the elderly that may impact Intelligent Transportation System design and deployment. Key findings of earlier studies with regard to elderly drivers include:

• Degradation in visual and auditory perception.
• Increased perception-reaction time, and the ability to obtain and/or interpret advanced traveler information.
• General unfamiliarity with advanced technologies and computers and the internet.
• Appreciation of ATIS concepts and likelihood of using ATIS technologies once aware of them (based on studies in Texas).

However, very little research has been conducted into the elderly community’s reaction to such overall ITS program implementations as ADOT has deployed in metro Phoenix (CCTV cameras, Variable Message Signs, traffic detection, signal coordination, ramp metering, the national 511 system, and web-based traveler information). If ITS is planned and deployed effectively with regard to the concerns and limitations of the elderly drivers, the potential increase in roadway safety could be quite significant.

The acceptance and utilization of ITS by older drivers will be an important factor influencing future ITS implementations in those areas with concentrated and expanding elderly populations. One such potential study site would be in the West Valley (Loop 101, Bell Road, Loop 303, and Grand Avenue). Other sites and elderly populations in the East Valley will also be considered, in order to achieve balanced results from across the metropolitan region.

RESEARCH OBJECTIVES

The objectives of this project are to identify the level of elderly travelers’ satisfaction with ITS implementations on ADOT facilities, in particular the variable message signs, ramp meters, and traveler information systems, and to recommend potential improvements in operation and design. The primary project elements would be:

• Review of existing literature and available data on ITS acceptance in the elderly population.
• Surveys in the elderly community concerning ITS implementations on freeways and arterials in both the East and West Valley areas, relative to specific ADOT installation phases.
• Focus groups to identify potential improvements in future ITS implementations or upgrades.
• A project final report summarizing the goals, the activities, and the results of the surveys and focus group meetings, with detailed recommendations to ADOT’s management.

EXPECTED IMPLEMENTATION

This research will help develop transportation strategies to improve the overall efficiency of the transportation system with regard to significant elements of the driving population. Information is essential to inform decision-makers at all levels – federal, state and local – on issues regarding ITS acceptance by the elderly population. The process owner is the Transportation Technology Group of ADOT, who ultimately would determine how the research results will be integrated into the state’s ITS planning and operational activities.

STATUS OF THE RESEARCH

This project is in progress. The total project budget includes a 50 percent contribution by Maricopa Association of Governments.

Over the 2003-04 winter, mature-driver focus groups were conducted in both the eastern and western regions of the Phoenix metropolitan area. Also, a control group of younger drivers was similarly involved. A key area of this research is to evaluate ADOT’s 511 traveler information system and its linked az511.com website. Due to progressive updates of the phone system and the website, limited follow-up evaluations are planned as the project approaches completion. At the same time, however, work is under way on the draft project final report.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 569, FY 2004

Transportation Communications Interoperability Phase 2 – Resource Evaluation

PROBLEM STATEMENT

Communication is the key to all ADOT operations and emergency response roles in both rural and urban areas of Arizona, from daily maintenance to events to incidents to regional security issues. There is currently no single radio frequency to allow all responder groups to talk to each other. A critical need exists for secure cross-channel communications on present radio systems, both within ADOT and with transportation agency and emergency response partners at all levels. Radio interoperability technology can overcome the lack of a common frequency, channel, or system between response team agencies, and across jurisdictional boundaries.

Homeland security concerns provide a new incentive, and new resources, to resolve Arizona’s communications issues at all levels, through strategic planning and interagency partnerships. Interoperability is a statewide need, both for incident management and in Homeland Security situations, and is the core goal of a long-term (2010+) communications strategic planning effort by the Public Safety Communications Committee (PSCC) and the Department of Public Safety.

However, the critical focus on homeland security must not downplay transportation-specific concerns. This Phase 2 communications systems research project will evaluate near and mid-term operational interoperability solutions for ADOT and for its transportation-agency partners.

RESEARCH OBJECTIVES

This program, in two phases, seeks to enhance ADOT’s performance in homeland security, enforcement, roadway incidents, and operations, by improving interagency communications. This new Phase 2 Resource Planning project will build on the results of the current SPR-561 Needs Assessment research (Phase 1) with regard to the current status of ADOT transportation communications, the radio frequencies and systems currently in use across the state by partner agencies, and ADOT’s priorities as defined for near-term solutions.

This new project will evaluate near- and mid-term solutions for the day-to-day communications constraints and agency issues in the statewide transportation environment. It will also seek to coordinate these potential solutions with the statewide interoperability plan and development schedule as determined by the PSCC, as well as other Arizona homeland security programs.

Through a series of small-scale local pilot projects, this Phase 2 research will validate the near-term recommended communications enhancements for ADOT and its core partners, based on the Department’s statewide roles, needs and responsibilities. The regional pilot deployment efforts, if successful, will form the basis for statewide ADOT radio system upgrades that may be enabled with Homeland Security resources. Future implementation strategies at multiple levels will also be refined, based upon the potential availability of funding grants from various public safety and security resources.

EXPECTED IMPLEMENTATION

The transportation communications resources to be evaluated in this Phase 2 project will enhance both day-to-day and emergency operations, and effectiveness, for ADOT in its key roles. It will provide better field communications in the selected pilot project areas, and will therefore justify near-term statewide applications of the key Phase 1 recommendations.

A key benefit of this project will be more timely and effective ADOT responses in all multi-agency emergencies, and better fulfillment of critical ADOT obligations in homeland security. It will also help to develop common goals and procedures among other transportation agencies and key partners in the State, with regard to improved operational effectiveness in all areas.

Enhanced field and regional communications will enable better decisions, faster response, more efficiency, and more lives and property saved in all situations – both in any crisis, and, in all day-to-day activities.

STATUS OF THE RESEARCH

This project has not yet been initiated

TECHNICAL ADVISORY COMMITTEE (TAC)

Project Champions are Lonnie Hendrix and Tim Wolfe (both of ADOT’s Homeland Security Task Force), with the Flagstaff & Kingman Districts.

The ADOT Homeland Security Communications Subteam will be the core of the project TAC.

Project 570, FY 2004

Rural ITS Progress Study – Arizona 2004

PROBLEM STATEMENT

In December 1998, ADOT completed Research Project SPR-457, a Strategic Plan for Statewide Deployment of Intelligent Transportation Systems. Since Arizona’s statewide ITS design was completed, there has been an extensive deployment of the most critical systems in the plan. Now, after more than five years of implementation, the need exists for ADOT to review and to evaluate the key ITS concepts and hardware that are being used in rural Arizona on a wide scale.

The Kingman District in particular has been a key location for the early deployment of ADOT’s new ITS concepts, with the I-40 Corridor and the US 93 NAFTA (North American Free Trade Agreement) Corridor meeting in Kingman. Hoover Dam and other Colorado River crossings are also critical to commerce and to national security. Also, in addition to the statewide plan, several other new ITS programs are being tested for the first time by the Kingman District, and these may be significant for the rest of Arizona. This district will therefore be the primary area of focus in this statewide evaluation project.

RESEARCH OBJECTIVES

There are four primary goals for this Arizona rural ITS evaluation project:

• Review statewide ITS field deployments and alternatives to optimize effectiveness.
• Determine the impact of, and driver response to, ITS deployments.
• Document the value of the system.
• Define operating and maintenance costs.

An evaluation program will be developed to assess the performance of the key rural ITS systems used in rural Arizona. The study will review the results for each key system, as regards costs, benefits, reliability, and level of meeting client needs. It will then evaluate these individual technologies as integrated operational resources for management of the state highway system.

The project will involve a variety of outreach efforts, to include focus groups, mail, e-mail or phone contacts, and interviews. The primary emphasis will be on ADOT staff and key partners at several levels, with a secondary focus on the traveling public. Internal contacts will focus on reviewing systems status and performance issues at the state, district and local levels. Traveler contacts will assess the public’s perceptions of ITS, and the related travel information as provided by ADOT and by other agencies.

Currently-deployed ITS-based elements in the study, as prioritized by the project TAC, include: VMS, HCRS, remote video cameras, Road Weather Information System (RWIS), the AZ511 travel information system, and the Statewide Incident Management Plan.

The project will primarily focus on the Kingman District. In addition to the above systems, this District also has tested many other innovative ITS-related concepts including portable VMS, Motorist Assist Patrols, emergency callboxes, truck escape ramp intrusion sensors and cameras, travel time monitoring with license plate readers, and Highway Advisory Radio.

This research project will evaluate and report on the performance of the statewide rural ITS system, with the main emphasis on northern Arizona’s I-40 Corridor, where ADOT previously carried out an early deployment plan. Other less ITS-active rural highway corridors will also be reviewed for comparison, such as US 60, US 89, I-10, I-17, SR 87 and/or SR 260.

EXPECTED IMPLEMENTATION

The significant value of this research for ADOT lies in validating the investment in current Rural ITS systems and concepts, and in identifying potential improvements for the future. This research will provide a detailed performance assessment of the critical systems, and of the overall ITS benefits to highway operations. It will enable better application of future resources, and may offer new ways to enhance the effectiveness of the current systems.

STATUS OF THE RESEARCH

This project was initiated in April 2004, and is conducting workshops in each ADOT district to assess the extent of use and the effectiveness of the systems deployed to date. Further data is being sought through public surveys, including a link from ADOT’s AZ511.com website.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 585, FY 2005

Snowplow Simulator Training Evaluation

PROBLEM STATEMENT

Snowplow operators face the most demanding set of operating tasks in the worst weather and traffic conditions. They work long and stressful shifts in snowstorms at any hour of any day throughout the winter. ADOT operators must not only “drive” a $250,000 snowplow, they also must operate spreader and plow controls, monitor the truck’s instruments and radios, and stay focused on the weather and highway surface conditions and on the traffic around them.

Current operator training, with limited budgets and manpower shortages, often consists of sending out new drivers into winter storms with a partner-mentor-trainer for only a few work shifts, at best. For this level of skill and responsibility, such training is just marginally adequate.

ADOT will conduct a pilot program of snowplow operator training with new state-of-the-art simulator technologies. This research will test the effectiveness of realistic situational driver training in a safe off-highway environment. Simulator training can build decision-making skills for emergency situations before the operators are sent out alone on the roadway in a snowplow or other heavy vehicle. The significant investment in equipment justifies the development of an improved, more effective training program.

RESEARCH OBJECTIVES

ADOT’s Highways Division training staff will contract the training services for the pilot project from the snowplow-simulator system developer. The goal of this evaluation research project is to support and document the simulator training activity, and the long-term snowplowing safety record of the pilot program trainees. The primary task elements of this research effort are:

• Develop a detailed evaluation plan with the project’s Technical Advisory Committee (TAC).
• Monitor the outsourced first-year training of a mixed group of new and experienced ADOT snowplow operators.
• Formally evaluate the safety performance of the driver trainee pool for two winter seasons.
• Provide a first-year interim report including recommendations for program expansion the second year with ADOT simulator(s) and training staff.
• Monitor ADOT’s standard training activity and long-term safety performance of a pool of non-simulator trained drivers over two winters.
• Report on the documented safety performance of the simulator-trained driver pool and the control group; report on other relevant driver performance criteria and cost issues for the program, as defined for the evaluation plan by the project’s TAC.

EXPECTED IMPLEMENTATION

The results of this research will justify and support the future establishment of training-simulator facilities by ADOT for its equipment operators, both for the State’s critical snowplow operations and with the potential to support other types of heavy equipment training. Future options for ADOT may include the purchase of simulators, a lease program, or ongoing vendor services.

Improved driver skills and confidence will enhance safety for ADOT equipment operators. This in turn will provide better road conditions, improved driving safety, and enhanced schedule reliability both for the motoring public and for time-sensitive commercial freight operations.

Equipment operator retention may be measurably improved if better training enhances skills and confidence. This may reduce overall driver stress levels, increase job satisfaction, and improve performance in emergencies. Further significant value may be derived from reduced crashes and incidents involving ADOT fleet units and the public.

STATUS OF THE RESEARCH

This project has not yet been initiated.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 595, FY 2004

Real-time Adaptive Ramp Metering: Simulation & Implementation

PROBLEM STATEMENT

ADOT’s Freeway Management System is designed to apply “smart” ramp metering, taking into account the impacts on mainline freeway traffic flow. However, since its inception, smart real-time traffic-adaptive ramp metering has never been implemented.

Planned FMS controller upgrades, and existing communication infrastructure, would allow the full utilization of new ramp metering control strategies, such as the U of A’s traffic-adaptive MILOS program, on extended freeway corridors. Such “smart” corridors will make ramp-metered traffic flows smoother and improve the operation of system interchanges and connecting corridors in the region. This project’s corridor simulation modeling would validate the traffic-adaptive concept (this Phase 1), and will justify its early implementation when the FMS is upgraded (a Phase 2 effort, should it be shown beneficial in simulations).

RESEARCH OBJECTIVES

ADOT’s Transportation Technology and Traffic Engineering Groups will support the research effort in coordination with planned near-term Freeway Management System upgrades, as well as new FMS construction, in the Phoenix metropolitan area. The objectives of this research phase are three-fold:

1. Collect traffic data for selected freeway corridors and regions of the Valley.
2. Develop corridor and region-wide simulation models to evaluate UA’s traffic-adaptive MILOS, and similar programs, against the current fixed-time and traffic-responsive systems.
3. Run the simulation models and analyze performance of all three strategies, studying the key congestion measures including bottlenecks, travel times, and smoothness of flows.

EXPECTED IMPLEMENTATION

This research will enable the full utilization in the near future of traffic-adaptive concepts and capabilities for which a platform is already designed in the ADOT FMS system. Significant benefits including reduced congestion, reduced emissions and improved safety.

This project will establish the basis for field evaluations of the most promising smart ramp metering system, when the planned hardware upgrades have been completed for the Valley’s Freeway Management System.

STATUS OF THE RESEARCH

This project has not yet been initiated.

TECHNICAL ADVISORY COMMITTEE (TAC)

Maintenance

Project 371, FY 1995
Maintenance Cost Effectiveness Study.

PROBLEM STATEMENT

The Strategic Highway Research Program (SHRP) investigated the cost effectiveness of several pavement surface treatment alternatives. However, the resulting data and analysis have not provided needed techniques and information for developing and promoting cost-effective pavement maintenance strategies.

The effectiveness of many maintenance activities such as pothole repair, crack sealing, flushing, surface treatments, etc., vary from area to area and their performance is difficult to quantify at a network or project level. In addition, considerable use of asphalt rubber is occurring by the Arizona Department of Transportation (ADOT). The preventive maintenance activities such as flushing, patching, etc. could be significantly different for these roadways. ADOT needs to establish procedures for the effective treatment of these products.

Many proprietary products have potential for providing cost-effective maintenance treatments. However, low-bid procurement processes often inhibit the use of these products due to the lack of information available to develop justifications based on “public interest." Additionally, innovative contracting procedures such as warranted work are currently difficult to implement. Evaluation of the current laws and procurement procedures are necessary to determine how some of these other alternative procurement processes can be utilized.

RESEARCH OBJECTIVES

The objectives of this project are to: (1) identify the maintenance surface treatment alternatives suitable for evaluation by ADOT, (2) develop a consensus on which alternatives to test, (3) determine the performance and cost effectiveness of these treatments, and (4) identify procurement issues which inhibit effective pavement maintenance and recommend solutions to these issues. This will be accomplished by developing an experimental design and constructing and evaluating test sections.

At a minimum, the following tasks will be accomplished:

1. Meet with the project TAC to review the scope of work and work plan.
2. Review on-going research activities such as ADOT’s work, Federal Highway Administration (FHWA) Long Term Pavement Performance (LTPP) program, Texas SMERP program, innovative contracting procedures, etc.
3. Canvas ADOT maintenance organizations for current pavement surface maintenance procedures and needs. Prepare a working paper describing these efforts. The working paper should clearly identify the research needs and the recommended treatments for evaluation.
4. Develop a statistically based research plan that allows the determination of the cost-effectiveness of the pavement surface maintenance strategies. The plan will include all the required testing, including quality control testing, performance criteria and evaluation plans and procedures.
5. Prepare a working paper that documents the procurement issues and recommends solutions. Issues such as warranty contracts, etc. will be evaluated in view of Arizona’s procurement laws and procedures.
6. Document the construction activities of each of the sections and provide the sampling and testing specified in the experimental plan.
7. Monitor and evaluate the test sections for a minimum of five years.
8. Prepare annual reports and Research Notes documenting the performance to date of the test sections.
9. Prepare a final report which determines the cost effectiveness of the various maintenance strategies and recommends specific alternatives for the appropriate maintenance areas.
10. Prepare a final report and Research Note of the literature review, research methodology, findings, conclusions, and recommendations.
11. Make an executive presentation to the Research Council at the conclusion of the Project.

EXPECTED IMPLEMENTATION

The project will provide life cycle surface treatment comparisons that can be used to select maintenance strategies and for cost effective surface treatments for new construction.

STATUS OF THE RESEARCH

One hundred ninety three test sections have been constructed. An additional 84 test sections were to be constructed in the fall of 2002 but the construction project was cancelled. The project is being conducted in three phases: Phase I Wearing Course Experiment; Phase II Surface Treatment Experiment; and Phase III Sealer Rejuvenator Experiment. Phase I and II is complete. Phase III, which is being conducted in conjunction with the FHWA National Sealer/Rejuvenator project, will have a total of 60 –70 test sections placed in addition to the 193test sections constructed in support of phase I and II. The participating states are AZ, AL, CA, MN, and MI. Phase III test sections have been placed on SR 87 near Winslow and a second set will be place on US 93 near Nothing, Arizona. The second round of sealer-rejuvenator applications will occur in July-September.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 459, FY 1997

An Environmentally Acceptable Cold Mix for Statewide Use.

PROBLEM STATEMENT

In the rural areas MC-250 is the product of choice for filling potholes, fixing road base failures, and providing level-ups. Often times MC-250 is mixed with locally available aggregate on road tables and blended at the maintenance yard. It is then stockpiled for up to six months to a year and used as needed. At other locations, the MC-250 is obtained from commercial sources and stockpiled for future use. MC-250 cold mix is very inexpensive when compared to other types of paving and patching materials.

Commercially available alternatives to MC-250 are typically significantly more expensive (perhaps three to four times more expensive), or they did not have an adequate shelf life to remain in storage for a minimum of six months.

MC-250 contains volatiles that exceed the air quality standards for Volatile Organic Compounds (VOC) and is no longer used in the active enforcement areas. Although still permissible in some areas, it will eventually not be an option.

There is a need to find an alternative material(s) for MC-250 or alternative ways of doing business. For example it may be possible to obtain commercial materials so that there is not a need to stockpile for any more than two to three months. This might make it possible to use other materials that are not now considered acceptable. Similarly other techniques for leveling may be considered

RESEARCH OBJECTIVES

The objectives of this research are to establish products and or processes that can replace MC-250 for its intended functions.

The minimum following tasks will be performed:

1. Canvass Arizona Department of Transportation (ADOT) maintenance organizations for an understanding of just how MC-250 is currently being used.
2. Conduct a search for available alternative materials and processes.
3. Canvass other agencies for their solutions to this problem.
4. Canvass locally available commercial sources for their ability to provide acceptable alternative products.
5. Develop a list of recommended products/and or process changes for evaluation by ADOT under field test conditions.
6. Conduct trial tests in at least three different maintenance orgs for suitability and performance for six months.
7. Prepare a final report documenting the efforts of the study and the conclusions and recommendations.
8. Prepare a Research Note in accordance with Arizona Transportation Research Center (ATRC) procedures.
9. Conduct an executive presentation to the Research Council.

EXPECTED IMPLEMENTATION

The products and or processes recommended in this study will be used to replace MC-250 for all of its current uses.

STATUS OF THE RESEARCH

New Mix Design procedures, based on the Asphalt Institutes MS-14 methodology, were implemented for the 2004 cold mix procurement. Field evaluations of the cold mix production are on-going.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 494, FY 2000

Enhance the Pavement Management System so that It Can Determine Preventive Maintenance Strategy Effectiveness

PROBLEM STATEMENT

The Arizona Department of Transportation (ADOT) pavement management system (PMS) is used to allocate expenditures on pavement preservation. Data is collected annually on roughness, skid, cracking, rutting and flushing. This data is entered into the PMS system to allocate resources and to provide input into the pavement design function. One of the data fields that the PMS uses in project selection is the average maintenance expenditure per year. The expenditure is obtained from uploading data from the PECOS system.

The PMS system provides a continuous database of pavement performance for the state network.

Maintenance activities, such as preventive maintenance, are all recorded in the PECOS system. PECOS is a resource allocation system that tracks labor, materials and equipment. It does not track the outcome of the activity such as pavement performance for preventive maintenance activities.

There currently is no maintenance process by which outcomes, such as improved pavement performance, can be measured except through personal observation by the individuals applying them.

There is a need to develop a system that allows evaluation of the outcomes of maintenance activities so that their cost effectiveness can be determined and used in development of pavement preservation strategies.

RESEARCH OBJECTIVES

The objective of this research is to develop a process that provides the ability to measure the outcomes of the pavement related maintenance activities.

The minimum following activities will be performed:

1. Evaluate the measures of effectiveness necessary to demonstrate the effectiveness of pavement preservation activities.
2. Canvass other states for their procedures for managing the effectiveness of pavement activities.
3. Review the available pavement management systems and asset management systems for application to the maintenance function.
4. Recommend the preferred system/PMS enhancement for use.
5. Develop a working system for delivery to ADOT.
6. Develop an operations manual for using the system.
7. Prepare a final report documenting the efforts of the study and the conclusions and recommendations.
8. Prepare a Research Note in accordance with Arizona Transportation Research Center (ATRC) procedures.
9. Conduct an executive presentation to the Research Council.

EXPECTED IMPLEMENTATION

The product of this a new PMS system for the Department that will support both the PMS for materials and the preventive maintenance program for district maintenance.

STATUS OF THE RESEARCH

The new PMS has been installed and has begun its two year warranty period.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 500, FY 2000

Aggregate Sources for Construction and Maintenance in Northern Arizona.

PROBLEM STATEMENT

For the greater part of the interstate construction program, the Arizona Department of Transportation (ADOT) maintained the responsibility to locate acceptable aggregate sources for construction purposes. ADOT would locate sources of material, obtain all clearances and permits and perform the geotechnical analysis of the pit composition. At one time, ADOT maintained a database of over 8,000 material pits located around the state. This process made ADOT liable for material acceptability and often times resulted in claims from the contracting industry based upon misrepresentation of the character or quantity of material involved.

In more recent times ADOT turned over the material source issue to the contracting sector. The contractor currently is responsible for locating and obtaining pits for each individual construction project. This makes the contractor entirely responsible for his quality and quantity of material obtained.

Recently, material sources are becoming increasingly more difficult to find and use, even for the private sector. Many of the material sources in northern Arizona are located within reservations and the Indian nations have been less willing to allow access and use.

The lack of material availability is even affecting aggregate sources for maintenance use. There is a need to provide reliable aggregate sources for construction and maintenance activities.

RESEARCH OBJECTIVES

The objective of this research is to identify the aggregate sources available for construction and maintenance in northern Arizona and to determine the means by which these sources will be used.

The following minimum tasks will be performed:

1. Conduct a literature search relevant to available aggregate sources in Arizona.
   
2. Canvass the construction industry and other governmental agencies to establish additional pit sources and potential options for providing aggregate sources such as regionally located designated sources and or designated locations where materials are transported to or where large aggregate crushing contracts are established to provide material sources for many projects.
   
3. Canvass ADOT construction and maintenance personnel for problem identification and potential solutions.
   
4. Determine the locations/potential locations of all available material sources in northern Arizona for use by the highway community.
   
5. Prepare a working paper summarizing the recommendations for providing aggregate sources for construction and maintenance purposes in northern Arizona for the next ten years. The working paper will provide all the justification and supplemental information necessary to support the recommendations.
   
6. Upon approval of the recommendations submitted in Task 5, develop an implementation plan that will provide the material sources necessary for construction and maintenance operations in northern Arizona for the next ten years. The plan will specify each location, the plan for developing the site(s) and any process changes necessary to use the sources.
   
7. Prepare a final report documenting the efforts of the study and the conclusions and recommendations.
   
8. Prepare a Research Note in accordance with Arizona Transportation Research Center (ATRC) procedures.
   
9. Conduct an executive presentation to the Research Council.

EXPECTED IMPLEMENTATION

The results from this research project will establish the aggregate sources for construction and maintenance activities in Northern Arizona.

STATUS OF THE RESEARCH

This project will be piggy-backed upon a previous effort by the state land department. Efforts are underway to form a new TAC and begin prosecution of the project.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 520, FY 2001

Maintenance Repair Procedures for Bridge Decks.

PROBLEM STATEMENT

A significant number of the Arizona Department of Transportation (ADOT) bridges are twenty years and older. As these bridges age they deteriorate as a result of load related damage and from environmental damage such as freeze thaw action, sulfate attack, ASR activity, de-icing chemicals, etc.

Although the behavior of these environmental stresses is well documented, the detection and mitigation are difficult at best. It oftentimes requires sophisticated equipment and special materials.

Normal maintenance activities usually do not include repair to structures. However, as ADOT's aging structures become older and older repairs become more and more common. There is a need to provide both training and procedures for repairing bridge decks.

RESEARCH OBJECTIVES

The objective of this research project is to develop procedures and training materials for repair of bridge decks by maintenance forces.

The minimum following tasks will be performed:

1. Review the types of conditions (i.e., distresses) that are occurring on ADOT bridges. (ADOT has recently conducted a field evaluation of its bridge decks and this information is available).
   
2. Develop procedures for repairing bridge deck distresses for use by maintenance personnel.
   
3. Develop a one day workshop on bridge deck repair.
   
4. Develop a tutorial for bridge deck repair that is web based and includes photos with instructions and examples.

EXPECTED IMPLEMENTATION

The results of this research would be used in working practice by ADOT's maintenance personnel.

STATUS OF THE RESEARCH

The project has been re-scoped to develop a bridge preservation program process that includes, among other things, repair procedures. The project will identify the items to be considered in the preservation program, and develop specifications for each of the preservation work items to be contracted out. The bridge group, materials, and central maintenance are collaborating together to develop the work items, specifications, and contracting procedures.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 533, FY 2002

Development of Materials for Repairing AR-ACFC Surfaces.

PROBLEM STATEMENT

The Arizona Department of Transportation (ADOT) has traditionally placed an open-graded Asphalt Concrete Friction Course (ACFC) on all interstate and high volume roadways. Over the last ten years the department has changed from predominantly using ACFCs to using Asphalt-Rubber/Asphalt-Concrete Friction Courses (AR-ACFCs). These materials are installed as the final roadway surface and are what vehicle tires contact. These open graded materials are somewhat porous and are designed to drain the roadway surface quicker. As a result, they provide better wet-weather friction, better stripe delineation and produce less glare from headlights during inclement weather. They are also generally quieter than conventional dense graded mixtures.

Since these materials are somewhat porous, they cannot be repaired using conventional hot mix or cold mix materials that are typically non-porous. When non-porous materials are used, they behave as a dam within the AR-ACFC, trapping water and accelerating its deterioration. Currently there is no readily available material to repair AR-ACFC surfaces effectively. There is a need to develop and evaluate materials suitable for repairing AR-ACFC surfaces.

ADOT currently has an ongoing research project, SPR 459, to develop Environmentally Acceptable Materials as a Substitute for Cold Mix. The asphalt binders studied in this effort can be used for application to the open graded materials. However, there is a need to evaluate whether their performance will be acceptable.

RESEARCH OBJECTIVES

The objectives of this task are to develop/find materials for repairing AR-ACFCs and ACFCs and evaluate their acceptability for maintenance repairs.

The following tasks, at minimum, will be accomplished:

1. Review available materials for repairing open graded friction courses and compare to the products considered for use in SPR 459.
   
2. Produce repair materials and construct field test sections for evaluation.
   
3. Monitor the performance of the materials for three years.
   
4. Prepare a final report documenting the research methodologies, findings, and recommendations and conclusions.
   
5. Prepare an Arizona Transportation Research Center (ATRC) Research Note for distribution.
   
6. Prepare an executive presentation on the findings to the Research Council.

EXPECTED IMPLEMENTATION

If the research is successful, implementation would be immediate. The products developed in this research would be used by ADOT maintenance to repair open graded friction courses.

STATUS OF THE RESEARCH

This project will be developed concurrently with SPR 459

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 536, FY 2002

Improved Snow Plow Headlight Visibility and Reduced Driver Fatigue.

PROBLEM STATEMENT

Plowing snow is very difficult, but very necessary. Poor weather reduces visibility. This problem is further exacerbated by the need to mount headlights higher on the equipment so they shine over the plows. This often results in the plow lights being almost at the operators’ eye level, which is the worst condition for reflecting light back into the snowplow driver’s eyes, obscuring their vision even more. This headlight position also reduces visibility for on-coming traffic since the headlights are higher than normal. The additional colored beacon lights that are used on plows as warning devices also reflect off of the snow into the operator’s eyes. Although these lights are mounted behind the driver, they still reflect off the snow and obscure vision. Other problems that exist during plowing operations are the visibility through the windshield due to fogging over and the effectiveness of the wipers themselves.

A recent informal survey was conducted at the last maintenance workshop. Of the 50 to 100 respondents, not one operator felt that snowplow visibility was adequate. This is an alarming statistic since clearing of the roadway is the most significant safety improvement the Arizona Department of Transportation (ADOT) can make for the traveling public.

In addition to the reduced vision caused by these problems, increased driver fatigue is experienced. Since plowing snow is such a difficult event, anything that contributes to additional fatigue should be minimized or eliminated.

This problem was the focus of a recently completed National Cooperative Highway Research Program (NCHRP) study that made recommendations for improvements. ADOT’s previous study on Winter Storm Operations also made recommendations to improve plow operations. However, no recommendations to improve lighting configurations have been provided to eliminate the problems described.

RESEARCH OBJECTIVES

The objective of this research is to increase operator visibility and to reduce glare to on coming traffic during plowing operations.

The following tasks, at minimum, will be accomplished:

1. Review recommendations of previous research, other state’s practices, and available equipment.
   
2. Recommend the necessary equipment and procedures to improve driver visibility and to reduce glare to on-coming traffic. The recommendations should include costs.
   
3. Purchase the equipment and attachments necessary to retrofit one of ADOT’s existing plows with the recommended equipment and demonstrate the visibility improvement through video documentation during inclement weather.
   
4. Document improvements to worker safety as a result of the installed devices/modified practices. The evaluations should be a before and after study
   
5. Prepare a final report documenting the research methodologies, findings, and recommendations and conclusions.
   
6. Prepare an Arizona Transportation Research Center (ATRC) Research Note for distribution.
   
7. Prepare an executive presentation on the findings to the Research Council.

EXPECTED IMPLEMENTATION

The results of this research would be used to modify ADOT’s snowplow fleet.

STATUS OF THE RESEARCH

A prototype light support system has been developed in-house to “boom” lights beyond the plow in front of the plow. The proof of concept work indicated significant advantages to the lighting approach. The durability of the lighting system was not acceptable however. Accelerometers were placed on the plow during dry pavement operation to measure the actual accelerations experienced. A modification to the light fixture attachment will be made for testing in the fall of 04.

TECHNICAL ADVISORY COMMITTEE (TAC)

Materials and Construction

Project 396, FY 1995

LTPP and Other Test Section Management and Evaluation.

PROBLEM STATEMENT

This project has been re-scoped and represents a consolidation of what was previously SPR 388, 390, 391, 393, and 395. Instead of having multiple projects, the efforts have been consolidated into SPR 396, which previously was just for GPS testing and evaluation.

RESEARCH OBJECTIVES

The objective of this project is to ensure the maintenance and evaluation of the ongoing LTPP test sections.

At a minimum, the following tasks will be accomplished:

1.      Maintain the signing and pavement markings on all test sections.

2.      Conduct filming of distress on test sections, digitize imagery, and conduct analysis of images.

3.      Conduct forensic investigations on analysis of test section performance.

EXPECTED IMPLEMENTATION

This project provides for data collection, evaluation, and analysis to support the LTPP program and ADOT’s pavement preservation program.

STATUS OF THE RESEARCH

This is an on-going activity through out the life of each of the test sections. Evaluation reports on the SPS profiles, and the SPS-5 and SPS-6 experiments are underway by Nichols Consulting, Inc. Draft reports have been submitted for the SPS profiles and the SPS-6 experiment.

TECHNICAL ADVISORY COMMITTEE (TAC)

Not Assigned

Project 402, FY 1995

Development of Performance Related Specifications for Asphalt Pavements.

PROBLEM STATEMENT

The American Association of State Highway and Transportation Officials (AASHTO) is currently developing a new pavement structural design guide that will be available in draft form in 2000/2001. The new AASHTO pavement structural design guide will be a mechanistic based design procedure. This form of pavement design (i.e. mechanistic design) has not been used by the Arizona Department of Transportation (ADOT) previously. This type of design process is technically more challenging and requires a higher degree of knowledge on the pavement design engineer as well as a more sophisticated approach to materials testing and characterization.

At this same time, the Federal Highway Administration (FHWA) is attempting to complete the Strategic Highway Research Program asphaltic concrete (AC) mixture design process with additional ongoing research. This research will develop a simple performance test and provide models and advanced materials characterization tests.

Both of these studies will significantly alter the methods by which AC structural design and mixture design will be performed. The principal investigator on both of the above referenced research projects is Dr. Matt Witczak a professor at Arizona State University (ASU). To prepare ADOT for implementation of the above referenced research, ADOT and ASU have developed a five year strategic pavement research effort. The first year of this effort was funded with SPR 402 "Long Term Pavement Performance (LTPP) Superpave Implementation".

RESEARCH OBJECTIVES

The overall objective of this continuation project is to implement a methodology for performance related specifications for asphalt pavements in ADOT. The short term objective is to leverage the ongoing research activities of AASHTO and the FHWA into Arizona design practice.

The minimum following tasks will be performed:

1. Initiate and develop a fully coordinated and integrated pavement research program and unit consisting of ASU and ADOT personnel to focus on the enhancement of technology and economic aspects related to pavement performance.
   
2. Integrate the results of the most recent national research work being conducted in the United States on mechanistic pavement design and performance modeling into ADOT practice.
   
3. Develop an improved asphalt mixture design system that will be based upon the most recent advances formulated by the new Superpave design procedures.
   
4. Develop an ADOT asphalt cement characterization database.
   
5. Develop an ADOT AC stiffness characterization database.
   
6. Develop an ADOT mixture permanent deformation characterization database.
   
7. Develop an ADOT fracture characterization database.
   
8. Develop an ADOT unbound materials permanent deformation database.
   
9. Develop an ADOT unbound materials moduli characterization database.
   
10. Implement the Integrated Climatic model using ADOT environmental conditions.
    
11. Implement the simple performance AC mixture test in ADOT

EXPECTED IMPLEMENTATION

This is research is designed as a five year program intended to fast forward the implementation of the 2002 AASHTO Pavement Design Guide. Implementation of various technologies will occur as the research validates that the technologies are appropriate for Arizona use and implementation into practice.

STATUS OF THE RESEARCH

The project is essentially complete. Awaiting delivery of the final report.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 460, FY 1997

Evaluation of Cold In-Place Recycle Methods.

PROBLEM STATEMENT

The national trend away from new construction to preservation of the highway system is requiring highway agencies to seek alternative approaches to pavement preservation. One option which has seen considerable increase in use is recycling. Although pavement recycling is reported to have been done as early as 1915, its principal use has been since the mid-1970s. Recycling consists of both hot and cold recycling which can both be done in place or off site.

Cold in-place recycling has seen ever-increasing use in recent times due to improvements in technology, longer performance records, and greater emphasis on quality control. Cold in-place recycling is generally referred to as full-depth or partial-depth recycling. Partial-depth recycling is more prevalent and generally consists of rehabilitating the top 2 to 4 inches of the pavement structure. Some agencies require the placement of an overlay or wearing surface on top of the cold recycled material while other agencies allow cold recycle as the final wearing surface.

Partial depth, cold in-place recycling is an attractive option for use in Arizona, particularly with the remote locations of many highways. Unfortunately, there is not a single, nationally recognized design procedure. Instead, many procedures have evolved based upon experience and varying design philosophies. Two major theories have been promoted for designing cold mix materials. The first is to consider the salvaged material as simply black aggregate with some hardened asphalt coating and to design an asphalt content to coat these particles. The second theory considers the asphalt present in the salvaged material as part of the future binder design. This approach evaluates the physical and chemical aspects of the salvaged binder and adds a rejuvenating agent to restore the reclaimed asphalt to its original condition as well as adding additional binder for coating of the aggregate. Recent efforts have indicated that perhaps the actual phenomenon is somewhere between these two theories.

Many different binders can be used in the cold mix process. Typically, binder contents range from 0.5% to 1.5% of emulsion for partial depth, cold in-place mixes. Medium setting and high-float emulsions and emulsified recycling agents are typically used. In recent times polymer modification of some of these binders has seen increased use. Different mix design procedures can result in the selection of different binder types as well as different binder contents. This aspect of the cold recycling process has led many states to develop their “own” design philosophies and procedures. These efforts are generally based on considerable local field performance data.

In addition to the more traditional methods of producing cold in-place material where the binder is incorporated directly into the salvaged material and then mixed together, foamed asphalt has seen a renewed interest and use. Foamed asphalt is a technique where the asphalt is “foamed” by first combining hot asphalt binder with water. The foamed binder is then mixed with the salvaged material by methods similar to those used in other cold recycling methods.

Although Arizona was one of the first states to use foamed asphalt techniques in the early 1960’s, it has seen little or no use since that time. With advances in foaming procedures and mix design techniques, this may be a very cost-effective strategy.

Although the Arizona Dept of Transportation (ADOT) has constructed several cold in-place recycled projects, only limited or no experience exists with some of the different binder types and construction techniques. Since cold in-place recycling potentially offers considerable economic advantages, additional research is necessary to establish the best techniques and binders for use in construction and to begin to establish the life cycle costs of these design strategies.

RESEARCH OBJECTIVES

The objective of this research is to evaluate the performance of test sections constructed using selected binder types and construction procedures. The test sections will be constructed to establish long term pavement performance.

At a minimum, the following tasks will be accomplished:

1. Meet with the project Technical Advisory Committee to review the scope of work and work plan.
   
2. Canvass selected states for the mix design procedures, binder types, construction specifications, and performance histories for partial-depth, cold in-place recycling. Document the available binder types and construction techniques for consideration of test section construction.
   
3. Determine the geographic locations where the cold mix recycle may be a viable design strategy and determine the desired number of locations for test section construction.
   
4. Determine which binders and construction techniques will be evaluated.
   
5. Develop the experimental plan establishing the number of test sections, locations, and analysis procedures.
   
6. Prepare the plans and specifications for test section construction, including all necessary testing and field evaluation. Identify upcoming candidate construction projects for inclusion of test sections. Currently, the US60 project (i.e., Goldfield Road to District Boundary) has been identified as a candidate project.
   
7. Perform long-term pavement performance evaluation for ten years after construction.
   
8. Prepare a final report and Research Note of the literature review, research methodology, findings, conclusions, and recommendations.
   
9. Make an executive presentation to the Research Council at the conclusion of the Project.

EXPECTED IMPLEMENTATION

After three to five years of performance data, it is expected that the cost-effective design strategies and techniques will be incorporated into the pavement design process for strategy selection.

STATUS OF THE RESEARCH

Eight test sections were constructed on SR87 north of Holbrook. Plans are underway to saw beam specimens from the roadway and test them in fatigue for materials characterization. All the test sections are performing similarly to date. A review of the historical information available for all of ADOT’s approximate 20 CIR projects was conducted by ARA to document their construction and to evaluate their performance. A draft final report has been submitted.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 471, FY 1998

Specific Applications of Shotcrete to Enhance Rock Mass Stability.

PROBLEM STATEMENT

Arizona is a mountainous state and many miles of the highway network pass through steep terrain, where rock slopes are adjacent to the highway. Rock falls of various dimensions occur and can cause damage to property and result in injury to people. The Arizona Department of Transportation (ADOT) has the responsibility to reduce the risks caused by these rock falls.

RESEARCH OBJECTIVES

The objective of this research is to develop a non-invasive, low-cost rock slope stabilizing technique

EXPECTED IMPLEMENTATION

The results of this research will provide Shotcrete materials and placement techniques that will enable contractor and maintenance personnel to non-invasively stabilize rock masses. Another product of the research will be a rock slope evaluation procedure to be used to determine where these materials/techniques will be used effectively. This information will be provided in easily understood material along with some training information.

STATUS OF THE RESEARCH

Two interim reports were submitted and reviewed by the technical advisory committee, the first in July 1999 and the second in July 2001. Those two phases of the project are now completed. The second phase included a 2-year observation of stabilized rock masses for which no failures were observed. During the same observation period, 400 rock falls were recorded from adjacent non-stabilized rock, an affirmation of selective stabilization.

A final phase of this project was requested, and tentatively approved, to resolve the issue of performance in severe freeze-thaw areas - to be performed on US60 MP 236. This final phase, for a budget of $36,500, will also investigate the use of site mixed concrete and fluid enhancing techniques.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 491, FY 2000

Evaluate the Cost Benefit of Continued Pavement Preservation Design Strategies Versus Re-Construction.

PROBLEM STATEMENT

The continued preservation of the Arizona Department of Transportation’s (ADOT) pavements becomes an ever-increasing issue as non-renewable resources such as mineral aggregate become more and more difficult to obtain. Historically, ADOT’s design philosophies have resulted in strategies that consist primarily of mill and fill and overlay. These pavement strategies are designed for approximately a ten-year life, at which time, another similar treatment would be performed.

Proper design philosophies evaluate life cycle costs to select the best available design option. However, the life cycle cost consists of both the construction cost and the user cost incurred by the public through delay, etc. While construction costs are easily defined, user costs are very difficult to quantify and often times may actually exceed the actual cost of the facility being constructed. Since the user costs are not directly borne by the agency, it becomes somewhat of a philosophical discussion as to what user costs should be considered.

In recent times, mineral aggregate sources have become increasingly more difficult to obtain in Arizona. However, our current design philosophies and economics require needing new materials approximately every ten years.

There is a need to consider reconstruction of significant roadways so that they can obtain design lives, perhaps as many as thirty to forty years before rehabilitation or reconstruction.

RESEARCH OBJECTIVES

The objective of this research is to evaluate the best pavement design strategies available, considering the recently completed research project on pavement performance and the recently developed life cycle cost analysis model prepared by the Federal Highway Administration (FHWA).

The minimum following tasks will be performed:

1. Review the results of ADOT Research Project SPR 404 and the FHWA Demonstration Project 115.
   
2. Conduct a literature search.
   
3. Review the availability of material sources for future construction in Arizona.
   
4. Analyze the typical construction costs associated with each of the designs studied by SPR 404 project and for typical ADOT new or reconstruction projects
   
5. Define the descriptive statistics for both performance life and construction costs for each of the evaluated design strategies. These results will be used as input into the FHWA Life Cycle Cost Model.
   
6. Evaluate the best practices for considering when to consider user costs and how best to determine and apply them.
   
7. Prepare recommendations as to the most cost-effective design strategies for Arizona and the best model for selecting alternatives for use in Arizona.
   
8. Prepare a final report documenting the efforts of the study and the conclusions and recommendations.
   
9. Prepare a Research Note in accordance with Arizona Transportation Research Center (ATRC) procedures.
   
10. Conduct an executive presentation to the Research Council.

EXPECTED IMPLEMENTATION

The results from this study would be used by the pavement design group for selecting cost-effective design strategies.

STATUS OF THE RESEARCH

The project is essentially complete. A draft final report has been submitted and is awaiting review by the TAC.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 498, FY 2000

Warranty Specifications.

PROBLEM STATEMENT

The use of warranty specifications has long been a consideration of the innovative contracting techniques. This type of specification was first used in Arizona for landscape items. However, there has been little use of this application in the Arizona Dept of Transportation’s (ADOT) highway construction other than for landscaping. Historically, the Federal Highway Administration (FHWA) would not allow warranties on Federal Aid Construction. There is also a continued belief that if you develop proper specifications, use quality materials and inspection techniques, there should not be a need for warranties.

However, there appears to be a growing need for maintenance activities on newly constructed roadway projects. This is a result of some aspect of the construction feature not performing as intended. This could be the result of improper design or improper construction. In either event, it requires additional, unplanned expenditure of resources.

The use of warranty specifications reduces the resources necessary to provide the initial inspection as well as the maintenance resources necessary to make repairs soon after construction. Recent discussions regarding contractor placed chip seals suggests that they may not be performing as expected. The use of warranties may improve their performance for example.

RESEARCH OBJECTIVES

The objective of this research is to evaluate the institutional, political, and legal issues surrounding the implementation of warranty periods for construction projects.

The minimum following tasks will be accomplished:

1. Conduct a literature search on the use and issues surrounding warranty periods and specifications.
2. Review the institutional issues relevant to implementing warranty specifications on ADOT construction. Prepare a working paper describing these issues.
3. Review the political issues relevant to implementing warranty specifications on ADOT construction. Prepare a working paper describing these issues.
4. Review the legal issues relevant to implementing warranty specifications on ADOT construction. Prepare a working paper describing these issues.
5. Develop an implementation plan for establishing warranty periods and specifications on ADOT construction projects. The plan will include solutions to the roadblocks and impediments to the use of warranty periods and specifications.
6. Prepare a final report documenting the efforts of the study and the conclusions and recommendations.
7. Prepare a Research Note in accordance with Arizona Transportation Research Center (ATRC) procedures.
8. Conduct an executive presentation to the Research Council.

EXPECTED IMPLEMENTATION

The product of this research will be an implementation plan that provides the information and procedures necessary for including warranties in Arizona highway construction projects.

STATUS OF THE RESEARCH

Two warranty projects have been developed. The first, which used a two-year warranty, has been successfully completed. The second warranty project was to be constructed during the fall of 02 and spring of 03. The construction project was terminated due to the condition of the existing pavement. The specifications, test procedures, and performance requirements have been developed for ADOT implementation. This work is being conducted in-house.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 518, FY 2001

Reducing the Development Cycle Time for Construction Process.

PROBLEM STATEMENT

The planning and development of a single construction project involves many tasks and different agencies as well as a significant number of internal Arizona Department of Transportation (ADOT) organizations and individuals. This requires that all projects be scoped and planned well in advance so that right-of-way (R/W) and environmental clearance can be obtained and that sufficient time is available to test and design the facilities.

However, it often times takes as long as six to eight years from when the need for a particular project is first identified to when actual construction is underway. During this time, the infrastructure asset can deteriorate significantly and/or the problem being solved by the new project can become critical. There is a need to reduce the cycle time from when the need for a project is first identified until it is under construction. This will significantly improve our ability to respond to ever changing conditions and provide higher levels of service to our customers.

RESEARCH OBJECTIVES

The objective of this project is to identify the changes necessary to reduce cycle time in getting construction projects underway and to develop an implementation plan to accomplish these changes.

The minimum following tasks will be performed:

1. Identify the steps and processes used by ADOT to develop construction projects.
   
2. Benchmark typical process times for each step/process.
   
3. Interview ADOT personnel regarding these process/steps and identify needed improvements and barriers.
   
4. Canvass selected transportation agencies to assess their cycle time experiences.
   
5. Prepare an interim report that documents the findings of tasks one through four. The interim report will also recommend the needed areas of improvement and the recommended changes to the current process.
   
6. Prepare detailed implementation plans to accomplish the recommended process changes.
   
7. Prepare a final report documenting the efforts of the study and the conclusions and recommendations.
   
8. Prepare a Research Note in accordance with Arizona Transportation Research Center (ATRC) procedures.
   
9. Conduct an executive presentation to the Research Council.

EXPECTED IMPLEMENTATION

No implementation is currently expected.

STATUS OF THE RESEARCH

The project is essentially complete. A draft final report is pending.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 524, FY 2001

Development of Mix Design Procedures and End Product Specifications for Gap-Graded Asphalt-Rubber Asphalt Concrete.

PROBLEM STATEMENT

Traditionally, mix designs for gap-graded asphalt-rubber asphalt concrete (AR-AC) have been performed by the Arizona Department of Transportation (ADOT) staff using experience and judgment. Test criteria and specifications have not evolved to the point that mix design activities can be out-sourced. This results in significant reliance on personal judgment and experience. This also prevents standardization and proper performance evaluation.

ADOT currently uses recipe or method type specifications for AR-AC construction. The method specifications have evolved with time and represent the collective experience and knowledge of the agency. However, this experience is difficult to transfer and improve.

In the early 1990’s, the Federal Highway Administration (FHWA) formed a pooled fund study to develop mix design procedures and specifications for asphalt-rubber asphalt concrete mixtures. Unfortunately, prior to completion, this study was terminated without producing these products. There is a need to standardize mix design procedures for AR-AC. This will allow outsourcing of the mix designs, standardization of the procedures, more contractor responsibility in achieving a quality product, and better performance measurements.

RESEARCH OBJECTIVES

The objective of this research is to develop mix design procedures for designing and specifying AR-AC mixtures in construction.

The minimum following tasks will be performed:

1. Review ADOT's Current AR-AC Mix Design Procedures and Recommend Improvements
2. Develop Procedures for Using the SHRP Gyratory Compaction/Design Method for AR-AC Mix Designs
3. Compare Results of a Minimum of Three Mixes (Representative of different aggregate sources) Using Each of the Two Design Methods for each of the binder types (i.e. Type 1 and Type 2).
4. Conduct a Workshop to Present the Findings of the Above Comparison to Industry, Accredited ADOT labs and ADOT for Comment and Discussion
5. Based on the Results of the Testing and the Comments from the Workshop, ADOT will Select the Preferred Mix Design Procedure
6. Using the Selected Mix Design Method, Conduct Round Robin Testing with a Minimum of Three ADOT Accredited Labs and the Central Materials Laboratory
7. Conduct a Workshop to Present the Findings of the Above Comparison to Industry, Accredited ADOT labs and ADOT for Comment and Discussion
8. Prepare a recommended Arizona Test Method for Conducting AR-AC Mix Design. The procedures should be prepared in accordance with the standard test method format used by ADOT.
9. Prepare a Final Report documenting the effort and summarizing the results, conclusions, and findings

Prepare a Research Note

EXPECTED IMPLEMENTATION

The project has revised the Arizona 816 specifications.

STATUS OF THE RESEARCH

Revised specifications have been prepared. Round robin testing with contractor and consultant laboratories is underway.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 574, FY 2004

Use of NDT Equipment for Construction Quality Control Of Hot Mix Asphalt Pavements

PROBLEM STATEMENT

The new AASTHO 2002 Pavement Design Guide will use a mechanistic-empirical design procedure. This is a completely new form of pavement design compared to previous AASHTO design procedures. Use of this type of approach requires knowledge regarding the modulus, thickness, and poisons ratio of each layer. Unfortunately, the current construction specifications are not based on these engineering properties. To successfully implement any mechanistic pavement design procedure and to move towards performance-related specifications, it is essential to develop tools that can measure the modulus of each layer. There is a need evaluate tools that measure modulus and can be combined with results from laboratory and field tests and quality control during construction. To attain a goal of performance related specifications it will be necessary to unify design methodologies to the construction quality control. Currently there is seismic based equipment that can be readily used in the laboratory for determining the modulus during the mix design stage and then used in the field to measure the as-constructed pavement modulus. These tests can be performed in two to three minutes and are completely non-destructive. They do not requiring coring of the materials nor any special fabrication in the lab beyond what is normally done during the design procedure.

RESEARCH OBJECTIVES

The research objective is to develop a pilot program similar to what the Texas DOT is doing for evaluating the use of seismic equipment for construction quality control of hot mix asphalt concrete pavements.

EXPECTED IMPLEMENTATION

If successful, implementation would require purchasing equipment

STATUS OF THE RESEARCH

The project is not yet underway.

TECHNICAL ADVISORY COMMITTEE (TAC)

Materials Group, Industry, TXDOT Personnel

Project 575, FY 2004

Concrete Aggregate Durability Study

PROBLEM STATEMENT

The durability of concrete aggregate has long been a problem in the transportation community. In particular, Alkali-Silica Reactivity (ASR) and Sulfate attack have been the two predominant problems associated with long-term concrete durability. Although considered an issue in surrounding states, this has not been considered a serious problem for structures or bridges in Arizona. Unfortunately, these problems typically take many years to manifest themselves and once detected, corrective action is often times difficult to undertake. So prevention is the best solution.

ASR and sulfate attack, although different distress mechanisms, occur as a result of an interaction between the environment and the concrete. Both distresses cause expansion within the hardened concrete resulting in cracking of the concrete.

A recent study on a major airfield in Arizona determined that significant alkali-silica reaction had occurred in the 14-year old concrete pavement. This suggests that this may be more of a concern than previously believed. This, coupled with the fact that it is an issue in surrounding states with similar geological sources, suggests that this needs further research.

RESEARCH OBJECTIVES

The objective of this research would be to review the available knowledge regarding aggregate problems in Arizona and the surrounding states. The minimum following tasks would be performed:

• Conduct Literature Search
  
• Canvass the industry and agencies for published and unpublished experience
  
• Review specifications used in Arizona and surrounding states for mitigating the impact of ASR and Sulfate.
  
• Prepare a report documenting the findings of the previous tasks and identifying any needed specification changes to ADOT’s current concrete specifications.

EXPECTED IMPLEMENTATION

The product of this effort would be a report detailing the available information on aggregate performance in Arizona and surrounding states.

STATUS OF THE RESEARCH

The project was just awarded.

TECHNICAL ADVISORY COMMITTEE (TAC)

Materials Group, Industry, Consultants

Project 577, FY 2004 Pavement Noise Study

PROBLEM STATEMENT

Historically, noise mitigation measures used in the U.S. transportation industry have included use of barriers, walls, and separation (e.g., distance). These methods have been the only acceptable solutions for federally funded projects. Quiet pavements can also be used to mitigate noise but are not currently permitted because the Federal Highway Administration (FHWA) does not view them as a permanent solution.

In Arizona, like other states, berms and walls are the primary noise mitigation measures in the urban corridors. In April 2003, ADOT received approval from FHWA to allow the use of pavement surface type as a noise mitigation strategy. This approval allowed the use of Asphalt Rubber Friction Course (ARFC) overlays as a noise mitigation strategy when used on existing and newly constructed concrete pavements. Where this surfacing is used, ADOT receives a four-decibel reduction for the design of walls and berms. This credit equates to a six to eight foot reduction in wall or barrier height. Perhaps a more meaningful analogy is that if just a three-decibel reduction were achieved through the use of a quiet pavement, it would have a noise impact of about half of the actual traffic volume.

The FHWA approval was granted with the condition that Arizona be a pilot program, with specific research objectives and requirements. The required research is intended to validate the efficacy of using ARFC as a noise mitigation strategy. Since the FHWA was concerned that a pavement solution is not a permanent solution, they requested a pilot program to study the long-term performance of the ARFC overlay. ADOT committed to a long-range study for up to 10 years, the estimated minimum life cycle of the ARFC pavement.

The ADOT Intermodal Transportation Division (ITD) is currently conducting studies of Type 2 (wayside noise measurement) sites. The ITD studies will complement this research which focuses on Type 1 (source noise) and Type 3 (research grade) sites.

RESEARCH OBJECTIVES

The objective of the research is to measure and compare noise generated from different pavement types over time. The effects of pavement design and pavement age will be monitored as they affect noise generation from vehicle traffic.

EXPECTED IMPLEMENTATION

The results of the research will be used in the design of future road construction projects.

STATUS OF THE RESEARCH

A Joint Project Agreement (JPA) with the Arizona State University (ASU) Materials Group and a JPA with the ASU Environmental Group are complete. A JPA with the Federal Highway Administration Volpe Center is also complete.

TECHNICAL ADVISORY COMMITTEE (TAC)

A TAC is being developed.

Project 590, FY 2005

Performance Related Pay Factors for Asphalt Concrete

PROBLEM STATEMENT

Currently, ADOT accepts asphalt concrete production based on ten different quality factors. These include: sand equivalent, fractured coarse aggregate particles, uncompacted void content (special mix), material spread, gradation, asphalt cement content, effective voids, stability, compaction, and smoothness.

Of these ten, four are used to determine the mixture-properties and compaction pay factor. They are gradation, asphalt cement content, effective voids, and compaction. The mixture property and compaction pay factor is used to pay the contractor for each ton of asphalt produced on the project. The purpose of the mixture pay factor is to determine payment, based upon on the percent of product within a specified tolerance. This allows payment to be based upon mixture quality. That is, the higher the quality the higher resulting payment.

The mixture property and compaction pay factors were largely developed on experience and judgment and on production equipment capability. The linkage between these pay factors and pavement performance and pavement design is currently not known.

It would be very beneficial to have pay factors that are based upon actual pavement performance and design procedures. The recently completed NCHRP 2002 Pavement Analysis tool provides the capability to evaluate the effect of these mixture characteristics on pavement design and performance. Therefore, rational pay factors could be determined based upon actual design conditions and attendant pavement performance.

RESEARCH OBJECTIVES

The objective of this research is to develop new pay factors for inclusion into ADOT’s specifications based upon analysis conducted using the NCHRP 2002 Pavement Analysis Tool. Sensitivity analysis will be conducted for each of the relevant mixture and compaction properties to determine their effect on pavement performance.

EXPECTED IMPLEMENTATION

The results of this research should be used to replace the pay factors shown in section 416 of the standard specifications.

STATUS OF THE RESEARCH

The project has not begun.

TECHNICAL ADVISORY COMMITTEE (TAC)

Materials Group,

Planning and Administration

Project 528, FY 2001

Cost of Damage Done to Arizona Highways by Overweight Vehicles

PROBLEM STATEMENT

The Arizona Department of Transportation (ADOT) has primary responsibility for enforcing laws regulating size and weight of commercial and non-commercial vehicles on the state’s highways. ADOT’s Motor Vehicle Division (MVD) coordinates enforcement activities. It is contended that overweight vehicles are the primary cause of highways within this state failing to meet their expected or designed life spans. Overweight vehicle axles cause a damage factor to the fourth power to pavement and the infrastructure. This equates to millions of dollars in damage that must be funded from highway user taxes and other sources. These expenditures for avoidable maintenance reduce the capability and funding to build new highways and to maintain existing roads in a comprehensive manner. We need to identify and quantify that cost figure.

RESEARCH OBJECTIVES

1. Identify the various methods of quantifying pavement damage due to overweight vehicles.
   
2. Identify which one most represents conditions or activity in this state.
   
3. Identify remedial and enforcement options for dealing with overweight vehicles.

EXPECTED IMPLEMENTATION

The proposed research would promote effective enforcement of size and weight laws on Arizona highways. It would also give evidence of overspending or under spending for this activity. This would give valuable information to support efforts in weight enforcement, make planning for future highways more efficient, and provide budgetary directions or priorities for MVD.

STATUS OF THE RESEARCH

The project is being rebid.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 530, FY 2001

Critical Factors in the Development of Transit Systems in Rural Arizona.

PROBLEM STATEMENT

Public transportation is rarely available in rural regions of Arizona. This puts those unable to drive themselves at a serious disadvantage when it comes to mobility.

Government entities in rural regions may lack information on how to start and operate a public transit system appropriate for their area. Getting this information could be the critical input needed to initiate more rural transit options in Arizona.

RESEARCH OBJECTIVES

Identify, prioritize and discuss the most critical factors for the implementation of new general public transit systems in rural Arizona. Examples of factors could include local leadership, state and federal funding, transit dependency characteristics of local population, urban form and trip attractions.

EXPECTED IMPLEMENTATION

The research will result in information that could be used to guide a more effective rural transit program in Arizona. The Transportation Planning Division will be the process owner.

STATUS OF THE RESEARCH

The project is underway.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 534, FY 2002

Digital Signatures

PROBLEM STATEMENT

The Arizona Department of Transportation (ADOT) wishes to do more electronic transactions (electronic bidding, procurement, other Motor Vehicle Division transactions, etc.). Many of these transactions require a signature in order to prove a particular person signed a document. Without an electronic means to prove that a particular person or business approved the transaction, these electronic transactions are not possible. This adversely affects the Arizona Department of Transportation by precluding these transactions from being done electronically.

Electronic commerce relies on secure communication between two or more trusting parties. Digital signatures are a necessary component for electronically completing certain transactions. With the volume of electronic commerce and business-to-business transactions skyrocketing, the acceptance of digital signatures is more a question of “when” rather than “if.”

But what exactly will a digital signature look like? While most people might imagine scribbling with little electronic pens on an interactive notepad, digital signatures will, for the foreseeable future, remain far more arcane – and not entirely intuitive. For now, a signature is likely to be a simple bit of encryption embedded in one’s own personal computer that tells other computers that a request for a commercial transaction over the Internet is coming from one’s computer.

Digital signatures ensure a higher level of security and privacy for electronic messages or transactions. Using encryption algorithms, the sender encodes and then "signs" his message, and the receiver can only decode and read it with a corresponding secret code, or "key." The signature lets the receiver know the message hasn't been tampered with or forged. Many observers feel that adoption of such schemes, coupled with strong encryption, is necessary for mass use of the Internet for electronic commerce.

RESEARCH OBJECTIVES

1. Prepare a comprehensive study of all the areas within ADOT that digital signatures would help it do business electronically.
   
2. Propose a technical architecture along with plans for a pilot implementation

EXPECTED IMPLEMENTATION

The estimated implementation cost for a full deployment will be determined by the research project. The Information Technology Group will be the ultimate process owner.

STATUS OF THE RESEARCH

The project has been rebid.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 535, FY 2002

Commercial Vehicle Information Systems Network (CVISN) Safety Information Exchange Needs Assessment for the Nogales Port-of-Entry.

PROBLEM STATEMENT

Various federal and state motor carrier safety information systems are now available, but are not installed nor being used at the Nogales Cargo Port. This hampers the ability for all commercial vehicle safety inspectors to capture, communicate and collect data pertinent to vehicles and drivers they are examining. The inability of truck inspectors to have immediate access to required records may lead to potential accidents or allow problem drivers to operate vehicles.

The state and federal governments are developing a multi-million dollar inspection facility at Nogales. The lack of timely vehicle and driver information will have an impact on the facility operating at full potential.

A Commercial Vehicle Information Systems Network (CVISN) will provide Arizona and federal truck inspectors with an excellent means to use available technology to obtain and exchange driver and vehicle records, both with Mexican and US authorities, especially as they relate to Motor Carrier Safety and crash history. A Commercial Vehicle Information Systems Network is another smart technology enhancement that will make easier law enforcement's job of making highways safer for the motoring public and preserving the transportation infrastructure.

RESEARCH OBJECTIVE

Evaluate the specific needs in terms of a safety information exchange system under the umbrella of a Commercial Vehicle Information Systems Network and intelligent transportation systems related technologies.

EXPECTED IMPLEMENTATION

The research outcome will help identify how the Arizona Department of Transportation, along with the Department of Public Safety and U.S. Department of Transportation, can enhance their collective motor carrier safety objectives. These successful accomplishments will lead to safer vehicles, safer drivers and an overall safer highway transportation environment, with an attendant drop in highway crashes and a decrease in resultant injuries and fatalities. The Motor Vehicle Division of the Arizona Department of Transportation will be the process owner.

STATUS OF THE RESEARCH

The project is underway.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 544, FY 2002

What is the Best Mix of Service Delivery Strategies that Can Be Employed to Reduce Customer Time in Motor Vehicle Division Field Offices?

PROBLEM STATEMENT

Registering a vehicle and obtaining a driver’s license are among the major points of contact between the public and the Arizona Department of Transportation (ADOT). We want to be “customer friendly” and make these types of transactions as simple as possible. At the same time, ADOT must ensure that drivers are qualified and fees are paid.

To minimize cost and maximize customer satisfaction, transactions between customers and ADOT should be conducted as efficiently as possible. Some of these transactions can be conducted over the phone, by mail, or on the internet. Other transactions (new driver’s licenses, for example) require that the customer come to a Motor Vehicle Division (MVD) field office to take a vision or on-the-road test. There are an array of options and strategies for conducting these various transactions.

The question is, which set of options or strategies would be optimal for meeting the needs of ADOT and its customers?

RESEARCH OBJECTIVES

1.   Compile a comprehensive list of transaction methods that might be used by the Motor Vehicle Division.

2.   Describe the advantages and disadvantages of each method.

3.   Where feasible, estimate a cost/benefit profile for each method.

EXPECTED IMPLEMENTATION

The research will result in information that could be used to guide a more effective Motor Vehicle Division customer service program in Arizona. MVD will be the process owner.

STATUS OF THE RESEARCH

The project is being rebid.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 546, FY 2002

What Is the Effect of Driver Education Programs on Traffic Crash and Violation Rates?

PROBLEM STATEMENT

Driver education is widely used as a preventive and remedial measure aimed at improving roadway safety. A variety of programs are offered in Arizona and other states by government and private entities. The Governor’s Traffic Safety Advisory Council (GTSAC) is interested in examining the effectiveness of these programs and whether Arizona ought to invest more funds and efforts in driver education programs and, if so, which programs offer the best return on investment.

What is needed is a comprehensive survey of the results of these driver education programs in terms of before-and-after traffic crash and traffic violation rates (especially “repeat offenders”) for areas that use these various driver education programs vs. areas that do not. This survey should include programs within Arizona, as well as programs in other states. This would give state and local governments in Arizona a sound foundation for investing funds in ways that would efficiently improve roadway safety.

RESEARCH OBJECTIVES

1.  Estimate the impact of driver education programs on traffic crash and violation rates.

2.  Estimate a cost/benefit profile for these programs where feasible.

EXPECTED IMPLEMENTATION

The research will result in information that could be used to guide a more effective defensive driver education program. The Governor’s Traffic Safety Advisory Council will be the process owner.

STATUS OF THE RESEARCH

The project is nearing completion.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 547, FY 2002

Arizona Statewide Safety Project Analysis Model

PROBLEM STATEMENT

In June 2001, the Arizona Transportation Research Center (ATRC) completed a research project in which a model was developed for evaluating prospective safety projects on local government streets and roadways. This model enables the user to identify high crash locations based on total crashes, fatalities, and aggregate cost of crashes. Further, the model then permits the user to compare benefit/cost ratios for prospective safety improvements. The result is a tool that assists local governments in selecting the most cost-effective means for remedying the worst crash locations.

This proposed project would adapt the previously developed model to include State Highways in the database. This would enable a more comprehensive safety analysis of all roadways in Arizona. Users of the model would be able to identify and propose remedies for the worst crash sites regardless of the jurisdiction controlling the sites. Safety project investments could be optimized across jurisdictional boundaries and drivers in Arizona would enjoy the maximum pay-off in terms of reduced crash costs per dollar of investment no matter where they travel in the state.

RESEARCH OBJECTIVES

1.      The existing database model will be enhanced to accommodate a statewide, multi-jurisdictional perspective.

EXPECTED IMPLEMENTATION

The research will result in a report and model that can be used by state and local governments to more effectively evaluate potential safety projects. The process owner would be the Transportation Planning Division, ADOT.

STATUS OF THE RESEARCH

The project has been on hold pending input from SPR 550.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 550, FY 2002

The Impact of Automated Traffic Law Enforcement on Crash Rates

PROBLEM STATEMENT

Red light cameras and photo-radar are widely used automated traffic law enforcement devices. Would expanding their use even further be a cost-effective way to increase roadway safety? Or are there other more simple and less costly ways of reducing crashes? For example, it has been suggested that increasing the yellow-phase on traffic signals would be an effective way to reduce red-light crashes.

What is needed is a comprehensive survey of results as measured by before-and-after traffic crash rates for areas that use these devices vs. areas that do not. One or more other simple measures for decreasing crash rates will be examined for comparative purposes. Such research would give state and local governments a sound foundation for investing funds in ways that would efficiently improve roadway safety.

RESEARCH OBJECTIVES

1.  Estimate the impact of red-light cameras and photo-radar on traffic crash rates.

2.  Compare these estimates with one or more simpler alternative measures.

EXPECTED IMPLEMENTATION

The research will result in information that could be used to assess the effectiveness of automated enforcement options. The Governor’s Traffic Safety Advisory Council will be the process owner.

STATUS OF THE RESEARCH

The project is delayed due to sabbatical of principal investigator.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 551, FY 2002

Actual Speeds on the Roads Compared to the Posted Limits

PROBLEM STATEMENT

A substantial majority of vehicles exceed the posted speed limits. The disparity between posted limits and actual speeds increases the risk of crashes. Should there be stricter enforcement of posted limits? Or should the speed limits be raised to reflect the actual driving speeds?

What are the safety implications of stricter enforcement vs. adjusting the posted limits where there are discrepancies from 85th percentile speeds?

RESEARCH OBJECTIVES

1.      Explore the problem of speed discrepancies and enumerate some options for remedy.

EXPECTED IMPLEMENTATION

The research will result in information that could be used to assess the options for reducing the discrepancies between posted limits and vehicle speeds. The Governor’s Traffic Safety Advisory Council will be the process owner.

STATUS OF THE RESEARCH

The project is nearing completion.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 553, FY 2002

Driver License Manual Best Practices

PROBLEM STATEMENT

The Arizona Driver License Manual is the state’s main tool for instructing drivers in the rules of the road. The Manual represents one of the Department’s greatest opportunities/responsibilities for motoring public safety education. A good manual has the potential to make better drivers. Since the driver is the most significant factor in roadway safety, it is incumbent upon states to make their driver manuals as good as they can be.

Arizona’s driver license manual is reviewed and updated annually by the Motor Vehicle Division (MVD), but this mainly addresses legislative and business process changes. A benchmarking effort that is both thorough and comprehensive to validate or enhance the content, formatting and delivery method of the information contained in the manual is needed.

RESEARCH OBJECTIVES

1.  Determine the best practices in driver manual publication and dissemination.

2.  Recommend steps necessary for Arizona to adopt the best practices.

3.  Document the safety implications of having a good driver manual.

EXPECTED IMPLEMENTATION

The research will help determine if improvements to the Arizona Driver’s Manual should be made. The Motor Vehicle Division will be the process owner.

STATUS OF THE RESEARCH

The project has been rebid.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 559, FY 2003

Comprehensive Automated Driver’s License Testing System: The Visual Acuity Test

PROBLEM STATEMENT

With the advent of an aging population in Arizona, the need for a Comprehensive Automated Vision Testing program is increasing. The current process within the Motor Vehicle Division (MVD) is lacking in identifying vision deficient drivers. The increased traffic volumes present multiple challenges to all Drivers, but especially those with a vision deficiency. The lack of a Glare Recovery component, a Depth Perception Component and a good Peripheral Vision Component, leaves many Arizona drivers unprepared for the challenges of driving. Vision is 80% of the driving task, it is imperative that Arizona investigate new technology in this Area. With the expanded time frames between required re-testing, compounds the need for a better Screening process. Sign recognition, traffic signal identification, increasing traffic volumes and Traffic congestion all play an important part in the driving process. A vision deficient driver may be operating under the assumption that they are OK, because they have an Arizona Drivers License.

RESEARCH OBJECTIVES

1.   Identify cutting edge technology in the area.

2.   Propose improved / new technology for testing.

3.   Test and evaluate new technology.

4.   Prepare and publish report of evaluation.

EXPECTED IMPLEMENTATION

The Arizona Department of Transportation (ADOT) will conduct the research in two phases: (1) a pre-installation review of options and (2) a post-installation test of the chosen option. MVD will carry out the ultimate implementation if the recommendation of the research calls for it.

The estimated implementation cost for a full deployment will be determined by the research project. MVD will be the ultimate process owner.

STATUS OF THE RESEARCH

The project is nearing completion.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 563, FY 2003

Port Runners – Impact and Solutions

PROBLEM STATEMENT

Determine the extent and impact of commercial vehicles that bypass or circumvent the ports of entry (port runners) in order to avoid purchasing the appropriate permits or being cited for non-compliance with weight and/or registration requirements on roadways and revenues. It is widely believed that port runners are often illegal, carrying cargo that exceeds their limits, or drive in excess of the limits set by statute. This affects Arizona highways due to the increased damage incurred by overweight vehicles, decreases the safety of the motoring public due to potentially unsafe vehicles or drivers’ reduced capacity. Without clear knowledge of the extent of this problem, we cannot properly staff the facilities to impact this activity, nor divert resources to the locations and times most prevalent for these violators.

RESEARCH OBJECTIVES

1. Determine the extent of the activity and develop a formula to determine impact on roadway, lost revenues, and if possible safety.

EXPECTED IMPLEMENTATION

The Arizona Transportation Research Center (ATRC) will contract with a consultant to conduct the research. Arizona Department of Transportation (ADOT) management will determine whether to advocate any changes in existing law. If legislation is needed, ADOT will work with the governor and legislature to draft appropriate new laws.

The research will result in information that could help promote a more effective port monitoring of trucking in Arizona. With this information, more effective investment of public funds in highway transportation will be possible. ADOT’s Motor Vehicle Division (MVD) will be the process owner. ADOT management will decide whether to implement any operational changes.

STATUS OF THE RESEARCH

The project is nearing completion.

TECHNICAL ADVISORY COMMITTEE (TAC)

Project 564, FY 2003

Modeling the Impact of Maintenance Funding on Level-of-Service Measurements