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| Hieber,D. G. | WA-RD 611.1 | Precast Concrete Pier Systems for Rapid Construction of Bridges in Seismic Regions | 2005 | TRAC/UW |
Abstract:
Increasing traffic volumes and a deteriorating transportation infrastructure have stimulated the development of new systems and methods to accelerate the construction of highway bridges. Precast concrete bridge components offer a potential alternative to conventional reinforced, cast-in-place concrete components. The use of precast components has the potential to minimize traffic disruptions, improve work zone safety, reduce environmental impacts, improve constructability, increase quality, and lower life-cycle costs. This study compared two precast concrete bridge pier systems for rapid construction of bridges in seismic regions. One was a reinforced concrete system, in which mild steel deformed bars connect the precast concrete components and provide the flexural strength of the columns. The other was a hybrid system, which uses a combination of unbonded post-tensioning and mild steel deformed bars to make the connections. A parametric study of the two types of systems was conducted using nonlinear finite element models to investigate the global response and likelihood of damage for various frame configurations. On the basis of this study, a practical method was developed to estimate maximum seismic displacements from the cracked section properties of the columns, the elastic design displacement response spectrum, and the base-shear strength ratio. The results of the global nonlinear finite element analyses suggest that the systems have the potential for good seismic performance. Further analytical and experimental research is needed to investigate the constructability and seismic performance of the connection details.
Authors:
Hieber,D. G., Wacker,J. M., Eberhard,M. O., Stanton,J. F.
Keywords:
Alternative, bridge, bridges, columns, concrete, concrete bridge, connections, constructability, construction, cost, costs, damage, design, developed, development, environmental, environmental impact experimental, finite element, highway, impact, impacts, infrastructure, methods, models, performance piers, precast, precast concrete, prestressed concete, quality, Rapid construction, Regions, reinforce concrete, research, response spectra, response spectrum, safety, seismic, seismic performance, steel strength, Study, substructures, System, systems, traffic, traffic volumes, trasportation, volume
Increasing traffic volumes and a deteriorating transportation infrastructure have stimulated the development of new systems and methods to accelerate the construction of highway bridges. Precast concrete bridge components offer a potential alternative to conventional reinforced, cast-in-place concrete components. The use of precast components has the potential to minimize traffic disruptions, improve work zone safety, reduce environmental impacts, improve constructability, increase quality, and lower life-cycle costs. This study compared two precast concrete bridge pier systems for rapid construction of bridges in seismic regions. One was a reinforced concrete system, in which mild steel deformed bars connect the precast concrete components and provide the flexural strength of the columns. The other was a hybrid system, which uses a combination of unbonded post-tensioning and mild steel deformed bars to make the connections. A parametric study of the two types of systems was conducted using nonlinear finite element models to investigate the global response and likelihood of damage for various frame configurations. On the basis of this study, a practical method was developed to estimate maximum seismic displacements from the cracked section properties of the columns, the elastic design displacement response spectrum, and the base-shear strength ratio. The results of the global nonlinear finite element analyses suggest that the systems have the potential for good seismic performance. Further analytical and experimental research is needed to investigate the constructability and seismic performance of the connection details.
Authors:
Hieber,D. G., Wacker,J. M., Eberhard,M. O., Stanton,J. F.
Keywords:
Alternative, bridge, bridges, columns, concrete, concrete bridge, connections, constructability, construction, cost, costs, damage, design, developed, development, environmental, environmental impact experimental, finite element, highway, impact, impacts, infrastructure, methods, models, performance piers, precast, precast concrete, prestressed concete, quality, Rapid construction, Regions, reinforce concrete, research, response spectra, response spectrum, safety, seismic, seismic performance, steel strength, Study, substructures, System, systems, traffic, traffic volumes, trasportation, volume
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http://www.wsdot.wa.gov/research/reports/fullreports/611.1.pdf http://wsdot.wa.gov/Research/Reports/600/611.1.htm |
| Hieber,D. G. | WA-RD 594.1 | State-of-the-Art Report on Precast Concrete Systems for Rapid Construction of Bridges | 2004 | TRAC/UW |
Abstract:
More extensive use of precast concrete components, which are fabricated off-site and then connected on-site, could allow bridges to be constructed more rapidly. The increased use of precast components in bridges also promises to increase work-zone safety and reduce environmental impacts for bridges that span waterways. This report discusses precast concrete systems that have been used for rapid bridge construction outside of Washington State and evaluates whether they are suitable for use within Western Washington. The report also identifies key features that are important for successful precast concrete system applications. Information on previously used systems was gathered through an extensive review of published literature. Washington State Department of Transportation (WSDOT) design and construction engineers, precast concrete producers, and bridge contractors were also consulted to obtain their input on the positive and negative aspects of applied systems. Most applications have been used in areas of low seismic potential. By contrast, Western Washington is subject to strong earthquakes. Because precast systems contain connections, and connections are typically vulnerable to seismic loading, a qualitative evaluation of the expected seismic performance of each system was deemed necessary. The researchers identified four types of precast concrete superstructure systems: full-depth precast concrete panels, partial-depth precast concrete panels, prestressed concrete multibeam superstructures, and preconstructed composite units. The four systems appear to have acceptable seismic behavior, but there are concerns associated with constructability and durability. Precast concrete substructure systems have received much less attention than have superstructure systems. The use of precast substructure components can provide significant time savings by eliminating the time needed to erect formwork, fix steel, and cure concrete in the substructure. The success of the system depends strongly on the connections, which must hae good seismic resistance, have tolerances that allow easy assembly, and be suitable for rapid construction.
Authors:
Hieber,D. G., Wacker,J. M., Eberhard,M. O., Stanton,J. F.
Keywords:
bridge, bridges, concrete, construction, multibeam superstructures, precast concrete, precast substructures, prestressed concrete, Rapid construction, state-of-the-art, systems, safety, environmental, environmental impact, impacts, span, Washington, Washington state, applications, transportation, WSDOT, design, seismic, earthquake, seismic loading, evaluation, performance, superstructure, prestressed, seismic behavior, constructability, durability, steel, resistance
More extensive use of precast concrete components, which are fabricated off-site and then connected on-site, could allow bridges to be constructed more rapidly. The increased use of precast components in bridges also promises to increase work-zone safety and reduce environmental impacts for bridges that span waterways. This report discusses precast concrete systems that have been used for rapid bridge construction outside of Washington State and evaluates whether they are suitable for use within Western Washington. The report also identifies key features that are important for successful precast concrete system applications. Information on previously used systems was gathered through an extensive review of published literature. Washington State Department of Transportation (WSDOT) design and construction engineers, precast concrete producers, and bridge contractors were also consulted to obtain their input on the positive and negative aspects of applied systems. Most applications have been used in areas of low seismic potential. By contrast, Western Washington is subject to strong earthquakes. Because precast systems contain connections, and connections are typically vulnerable to seismic loading, a qualitative evaluation of the expected seismic performance of each system was deemed necessary. The researchers identified four types of precast concrete superstructure systems: full-depth precast concrete panels, partial-depth precast concrete panels, prestressed concrete multibeam superstructures, and preconstructed composite units. The four systems appear to have acceptable seismic behavior, but there are concerns associated with constructability and durability. Precast concrete substructure systems have received much less attention than have superstructure systems. The use of precast substructure components can provide significant time savings by eliminating the time needed to erect formwork, fix steel, and cure concrete in the substructure. The success of the system depends strongly on the connections, which must hae good seismic resistance, have tolerances that allow easy assembly, and be suitable for rapid construction.
Authors:
Hieber,D. G., Wacker,J. M., Eberhard,M. O., Stanton,J. F.
Keywords:
bridge, bridges, concrete, construction, multibeam superstructures, precast concrete, precast substructures, prestressed concrete, Rapid construction, state-of-the-art, systems, safety, environmental, environmental impact, impacts, span, Washington, Washington state, applications, transportation, WSDOT, design, seismic, earthquake, seismic loading, evaluation, performance, superstructure, prestressed, seismic behavior, constructability, durability, steel, resistance
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http://www.wsdot.wa.gov/research/reports/fullreports/594.1.pdf http://wsdot.wa.gov/Research/Reports/500/594.1.htm |
| Bolton,S. M. | WA-RD 524.1 | Ecological Issues in Floodplains and Riparian Corridors | 2001 | Center for Streamside Studies, UW; TRAC/UW |
Abstract:
This white paper examines and synthesizes the literature pertaining to the current state of knowledge on the physical and biological effects of alluvial river channelization, channel confinement, and various channel and floodplain modifications. It also examines and summarizes literature on the mitigation, rehabilitation and restoration of rivers affected by these human modifications. Data gaps in our current understanding of physical and biological process, the effects of human modifications, and appropriate rehabilitation or restoration techniques are also reviewed.The paper overviews ecological and habitat issues associated with streams and riparian zones in Washington State and the Pacific Northwest. The results of the literature review are documented in a synthesis of the ecological and habitat effects of channelization, channel confinement and construction. The physical and morphologic effects of channelization are first reviewed to highlight how habitat templates have been or potentially could be modified. Then, the responses of different groups of organisms (invertebrates, fish, plants, birds, mammals) that are dependent on functional riparian corridors are reviewed. Data gaps in our current knowledge in connecting cause and effects relationships in complex ecological systems are reviewed. The functional importance of hyporheic and perirheic zones in alluvial streams is also reviewed.The paper includes a section on habitat protection and mitigation techniques. Alternative management strategies such as passive (vs. active) restoration, streamside vegetation retention or promotion, and modified in-channel vegetation removal are reviewed. Recommendations by various authors on minimizing impacts during design and construction are also summarized. Preservation ofchannel morphology, incorporation of vegetation into embankments, and alternative bank protection techniques are also explored.In recent years there has been a societal push to rehabilitate and/or restore streams and rivers degraded by channel modifications. The paper ends with a review of large-scale rehabilitation and restoration projects and techniques in the literature.
Authors:
Bolton,S. M., Shellberg,J.
Keywords:
floodplain, riparian, alluvial river channelization, channel confinement, restoration, WSDOT, environmental
This white paper examines and synthesizes the literature pertaining to the current state of knowledge on the physical and biological effects of alluvial river channelization, channel confinement, and various channel and floodplain modifications. It also examines and summarizes literature on the mitigation, rehabilitation and restoration of rivers affected by these human modifications. Data gaps in our current understanding of physical and biological process, the effects of human modifications, and appropriate rehabilitation or restoration techniques are also reviewed.The paper overviews ecological and habitat issues associated with streams and riparian zones in Washington State and the Pacific Northwest. The results of the literature review are documented in a synthesis of the ecological and habitat effects of channelization, channel confinement and construction. The physical and morphologic effects of channelization are first reviewed to highlight how habitat templates have been or potentially could be modified. Then, the responses of different groups of organisms (invertebrates, fish, plants, birds, mammals) that are dependent on functional riparian corridors are reviewed. Data gaps in our current knowledge in connecting cause and effects relationships in complex ecological systems are reviewed. The functional importance of hyporheic and perirheic zones in alluvial streams is also reviewed.The paper includes a section on habitat protection and mitigation techniques. Alternative management strategies such as passive (vs. active) restoration, streamside vegetation retention or promotion, and modified in-channel vegetation removal are reviewed. Recommendations by various authors on minimizing impacts during design and construction are also summarized. Preservation ofchannel morphology, incorporation of vegetation into embankments, and alternative bank protection techniques are also explored.In recent years there has been a societal push to rehabilitate and/or restore streams and rivers degraded by channel modifications. The paper ends with a review of large-scale rehabilitation and restoration projects and techniques in the literature.
Authors:
Bolton,S. M., Shellberg,J.
Keywords:
floodplain, riparian, alluvial river channelization, channel confinement, restoration, WSDOT, environmental
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| Bash,J. | WA-RD 526.1 | Effects of Turbidity and Suspended Solids on Salmonids | 2001 | TRAC/UW and Center for Streamside Studies, UW |
Abstract:
Protection of Washington State's salmonids requires that transportation officials consider the effect of suspended sediments released into streams during transportation projects. Many state and provincial criteria are based on a threshold of exceedance for background levels of turbidity. However, determining natural background levels of turbidity is a difficult endeavor. The inconsistent correlation between turbidity measurements and mass of suspended solids, as well as the difficulty in achieving repeatability using turbidimeters contributes to concerns that turbidity may not be a consistent and reliable tool determining the effects of suspended solids on salmonids. Other factors, such as life stage, time of year, size and angularity of sediment, availability of off-channel and tributary habitat, and composition of sediment may be more telling in determining the effect of sediment on salmonids in Northwestern rivers.For short-term construction projects, operators will need to measure background turbidities on a case-by-case basis to determine if they are exceeding regulations. However, transportation projects may also produce long-term, chronic effects.To adequately protect salmonids during their freshwater residence, TSS data on physiological, behavioral, and habitat effects should be viewed in a layer context, incorporating both the spatial geometry of suitable habitat and the temporal changes associated with life history, year class, and climate variability. Spatial and temporal considerations provide the foundation to decipher legacy effects as well as cumulative and synergistic effects on salmonid protection and recovery.
Authors:
Bash,J., Berman,C., Bolton,S. M.
Keywords:
turbidity, salmonids, suspended solids, research, WSDOT, environmental
Protection of Washington State's salmonids requires that transportation officials consider the effect of suspended sediments released into streams during transportation projects. Many state and provincial criteria are based on a threshold of exceedance for background levels of turbidity. However, determining natural background levels of turbidity is a difficult endeavor. The inconsistent correlation between turbidity measurements and mass of suspended solids, as well as the difficulty in achieving repeatability using turbidimeters contributes to concerns that turbidity may not be a consistent and reliable tool determining the effects of suspended solids on salmonids. Other factors, such as life stage, time of year, size and angularity of sediment, availability of off-channel and tributary habitat, and composition of sediment may be more telling in determining the effect of sediment on salmonids in Northwestern rivers.For short-term construction projects, operators will need to measure background turbidities on a case-by-case basis to determine if they are exceeding regulations. However, transportation projects may also produce long-term, chronic effects.To adequately protect salmonids during their freshwater residence, TSS data on physiological, behavioral, and habitat effects should be viewed in a layer context, incorporating both the spatial geometry of suitable habitat and the temporal changes associated with life history, year class, and climate variability. Spatial and temporal considerations provide the foundation to decipher legacy effects as well as cumulative and synergistic effects on salmonid protection and recovery.
Authors:
Bash,J., Berman,C., Bolton,S. M.
Keywords:
turbidity, salmonids, suspended solids, research, WSDOT, environmental
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| Trombly,J. | WA-RD 462.2 | SWIFT - Consumer Acceptance Study | 1998 |
Abstract:
The Seattle Wide-area Information for Travelers (SWIFT) Operational Test was intended to evaluate the performance of a large-scale, urban Advanced Traveler Information System (ATIS) deployment in the Seattle area. With the majority the SWIFT system completed by June 30,1996, the SWIFT Field Operational Test (FOT) evaluation was conducted from July 1, 1996 through September 20, 1997. The unique features of the SWIFT ATIS included the provision of information for multiple transportation modes, the delivery of this information using three different devices and the use of FM sideband as the primary communications medium. A total of 690 system users were recruited during the course of the study, including 520 Seiko Message watch users, 90 users of the Delco in-vehicle-navigation device and 80 users of the SWIFT portable computers.Purpose of Test. The SWIFT Consumer Acceptance Study was one of five component studies to the overall system evaluation. This report details the findings for the SWIFT Consumer Acceptance Study based on the evaluation objectives that were identified in the SWIFT Evaluation Plan (1 995). The primary objectives of the SWIFT Consumer Acceptance Study were to assess the following:Importance of traveler information in travel planningUsefulness of SWIFT traveler information in travel planningMinimum set of user services and device features required to provide viable productand servicesUser perceptions of SWIFT device usefulnessWillingness-to-pay for different services.User perceptions of changes in travel convenience and efficiencyUser perceptions of changes in traffic congestion, air quality, energy consumption,and safety.Additional SWIFT Consumer Acceptance Study objectives, conducted in support of the SWIFTArchitecture Study, were to assess the following:SWIFT system reliability from a user perspectiveSWIFT system availability from a user perspective.Methods. A variety of data-collection efforts were completed, including questionnaires, focus groups and telephone interviews. The questionnaires contained items that addressed objectives set out in the evaluation plan. The focus groups were conducted with small groups of users to obtain qualitative impressions from a smaller subset of users who were encouraged to speak openly and share their perceptions with other users. The SWIFT Consumer Acceptance Study focused on measurement and analysis of user perceptions toward SWIFT system usefulness and performance. No attempt was made to quantify the system level impacts of SWIFT services on congestion, air quality, energy consumption or safety in the Seattle region. Rather, the assessment of system-level transportation impacts was limited to examining subjective data (e.g., traveler's perceptions) collected from users and determining whether these perceptions were consistent with a benefit.Perceptions of Importance of Traveler In formationResults indicated that SWIFT users tended to place a high degree of importance on incident and congestion-related information in travel planning. Incident location and duration information was rated quite high in importance along with general traffic congestion information. For the group as a whole, information concerning bus schedule and route information and bus-location information was rated very low in importance, although these ratings were much higher in those users that actually used the bus. This was consistent with the automobile dependence reported by the group, and suggests that information concerning non-automobile options would not be used by the automobile-dependent group. Since users of the SWIFT portable computer were recruited from among transit users, this group generally rated transit information higher than other device users groups. However, the importance of this information was not as high as congestion and incident-related information. Receipt of various general-information messages was not rated very high in importance by questionnaire respondents, with the exception of weather, sports and news items. Most SWIFT respondents indicated that the receipt of financial and other environmental information was not important. Of course, from a transportation-impact point of view, the receipt of these general information messages was inconsequential. However, if device users were attracted by thesemessages it may make such services commercially viable to augment any potential benefitperceived by users through the receipt of travel-related information.Perceptions of S WIFT Traveler In formation UsefulnessUsers tended to view the messages they received from the SWIFT systems as accurate, reliable,timely, easy to understand and useful. Among device types, respondents representing users of the Seiko Message Watch expressed concern with the timeliness of incident-related messages. In addition, these respondents tended to rate ease of understanding lower than other user groups. Users of the Delco in-vehicle-navigation devices and SWIFT portable computers experienced problems in receiving personal-paging messages and these problems were reflected in respondent ratings. The map-based display provided by the SWIFT portable computer resulted in generally higher ratings for this device over other devices in understanding incident location and the nature of congestion. Seiko Message Watch users reported difficulty in understanding the extent of expected delay as well as the nature of congestion, while Delco in-vehicle-navigation device respondents reported difficulty in understanding the period of time for which a message applied. Generally speaking, SWIFT participants endorsed a wide-range of improvements to messages provided by the SWIFT system. Most seemed to consider the operational test as a suggestion of what might be possible, rather than a demonstration of a final product. Among Seiko Message Watch users, respondents expressed a desire for improved timeliness of messages as atop priority.
Authors:
Trombly,J., Wetherby,B., Dixson,A.
Keywords:
Acceptance, air quality, analysis, Assessment, ATIS, availability, bus, computer, congestion, congestion information, Consumer, data, data collection, Energy, environmental, evaluation, group, impact, impacts, improvement, incident, interviews, Miscellaneous Library, objectives, performance, planning, portable computer, quality, reliability, safety, seattle, Study, SWIFT, System, systems, traffic, traffic congestion, transit, transportation, travel, traveler information, urban
The Seattle Wide-area Information for Travelers (SWIFT) Operational Test was intended to evaluate the performance of a large-scale, urban Advanced Traveler Information System (ATIS) deployment in the Seattle area. With the majority the SWIFT system completed by June 30,1996, the SWIFT Field Operational Test (FOT) evaluation was conducted from July 1, 1996 through September 20, 1997. The unique features of the SWIFT ATIS included the provision of information for multiple transportation modes, the delivery of this information using three different devices and the use of FM sideband as the primary communications medium. A total of 690 system users were recruited during the course of the study, including 520 Seiko Message watch users, 90 users of the Delco in-vehicle-navigation device and 80 users of the SWIFT portable computers.Purpose of Test. The SWIFT Consumer Acceptance Study was one of five component studies to the overall system evaluation. This report details the findings for the SWIFT Consumer Acceptance Study based on the evaluation objectives that were identified in the SWIFT Evaluation Plan (1 995). The primary objectives of the SWIFT Consumer Acceptance Study were to assess the following:Importance of traveler information in travel planningUsefulness of SWIFT traveler information in travel planningMinimum set of user services and device features required to provide viable productand servicesUser perceptions of SWIFT device usefulnessWillingness-to-pay for different services.User perceptions of changes in travel convenience and efficiencyUser perceptions of changes in traffic congestion, air quality, energy consumption,and safety.Additional SWIFT Consumer Acceptance Study objectives, conducted in support of the SWIFTArchitecture Study, were to assess the following:SWIFT system reliability from a user perspectiveSWIFT system availability from a user perspective.Methods. A variety of data-collection efforts were completed, including questionnaires, focus groups and telephone interviews. The questionnaires contained items that addressed objectives set out in the evaluation plan. The focus groups were conducted with small groups of users to obtain qualitative impressions from a smaller subset of users who were encouraged to speak openly and share their perceptions with other users. The SWIFT Consumer Acceptance Study focused on measurement and analysis of user perceptions toward SWIFT system usefulness and performance. No attempt was made to quantify the system level impacts of SWIFT services on congestion, air quality, energy consumption or safety in the Seattle region. Rather, the assessment of system-level transportation impacts was limited to examining subjective data (e.g., traveler's perceptions) collected from users and determining whether these perceptions were consistent with a benefit.Perceptions of Importance of Traveler In formationResults indicated that SWIFT users tended to place a high degree of importance on incident and congestion-related information in travel planning. Incident location and duration information was rated quite high in importance along with general traffic congestion information. For the group as a whole, information concerning bus schedule and route information and bus-location information was rated very low in importance, although these ratings were much higher in those users that actually used the bus. This was consistent with the automobile dependence reported by the group, and suggests that information concerning non-automobile options would not be used by the automobile-dependent group. Since users of the SWIFT portable computer were recruited from among transit users, this group generally rated transit information higher than other device users groups. However, the importance of this information was not as high as congestion and incident-related information. Receipt of various general-information messages was not rated very high in importance by questionnaire respondents, with the exception of weather, sports and news items. Most SWIFT respondents indicated that the receipt of financial and other environmental information was not important. Of course, from a transportation-impact point of view, the receipt of these general information messages was inconsequential. However, if device users were attracted by thesemessages it may make such services commercially viable to augment any potential benefitperceived by users through the receipt of travel-related information.Perceptions of S WIFT Traveler In formation UsefulnessUsers tended to view the messages they received from the SWIFT systems as accurate, reliable,timely, easy to understand and useful. Among device types, respondents representing users of the Seiko Message Watch expressed concern with the timeliness of incident-related messages. In addition, these respondents tended to rate ease of understanding lower than other user groups. Users of the Delco in-vehicle-navigation devices and SWIFT portable computers experienced problems in receiving personal-paging messages and these problems were reflected in respondent ratings. The map-based display provided by the SWIFT portable computer resulted in generally higher ratings for this device over other devices in understanding incident location and the nature of congestion. Seiko Message Watch users reported difficulty in understanding the extent of expected delay as well as the nature of congestion, while Delco in-vehicle-navigation device respondents reported difficulty in understanding the period of time for which a message applied. Generally speaking, SWIFT participants endorsed a wide-range of improvements to messages provided by the SWIFT system. Most seemed to consider the operational test as a suggestion of what might be possible, rather than a demonstration of a final product. Among Seiko Message Watch users, respondents expressed a desire for improved timeliness of messages as atop priority.
Authors:
Trombly,J., Wetherby,B., Dixson,A.
Keywords:
Acceptance, air quality, analysis, Assessment, ATIS, availability, bus, computer, congestion, congestion information, Consumer, data, data collection, Energy, environmental, evaluation, group, impact, impacts, improvement, incident, interviews, Miscellaneous Library, objectives, performance, planning, portable computer, quality, reliability, safety, seattle, Study, SWIFT, System, systems, traffic, traffic congestion, transit, transportation, travel, traveler information, urban
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| Jahren,C. T. | Integrated Hazard Detection and Environmental Monitoring System | 1994 |
Abstract:
See conclusions and recommendations in document.
Authors:
Jahren,C. T., Christensen,D. R.
Keywords:
environmental, signal maintenance, train delays
See conclusions and recommendations in document.
Authors:
Jahren,C. T., Christensen,D. R.
Keywords:
environmental, signal maintenance, train delays
| Hindin,E. | WA-RD 322.1 | Toxicity of Additives Used to Control Odors in Recreational Vehicle Wastewater | 1994 | TRAC/WSU |
Abstract:
This report consists of three phases. Phase one was a review of existing information on all aspects of recreational vehicle (RV) wastewater additives. Surveys and interviews were held with retailers selling RV wastewater holding tank additives, RV owners on RV users. The surveys and interviews revealed that formaldehyde-methonal additives were the most widely used followed by paraformaldehyde formulations. The second phase explored the toxicity if the commercially available additives when used in a dosage recommended by the manufacturer. The Microtox R toxicity bioassay and the change of oxygen uptake by sewage degrading microorganisms were used as indicators of toxicity. Formaldehyde-methonal formulation showed the greatest immediate toxicity. This was followed in decreasing toxicity by the alkyl phenoxy polyethoxy ethanol, paraformaldehyde, quaternary ammonium chloride, and enzyme-detergent formations. Enzymes which contained an inert filler were found to be non-toxic. The adverse impact of the additive on the oxygen uptake rate showed that the formaldehyde-methanol had a biocidal effect while enzyme formulations had no effect. The other additives caused by a slow down in the rate of oxygen uptake by microorganisms. The final phase of the study characterized the RV wastewater being dumped at the rest area dump stations and the characteristics of various wastewater streams in the biological treatment systems. The three parameters monitored were the 5-day Biochemical Oxygen Demand (5-day BOD), pH and Microtox toxicity.
Authors:
Hindin,E.
Keywords:
environmental, RV chemical additives, toxicity of RV additives, RV wastewaters
This report consists of three phases. Phase one was a review of existing information on all aspects of recreational vehicle (RV) wastewater additives. Surveys and interviews were held with retailers selling RV wastewater holding tank additives, RV owners on RV users. The surveys and interviews revealed that formaldehyde-methonal additives were the most widely used followed by paraformaldehyde formulations. The second phase explored the toxicity if the commercially available additives when used in a dosage recommended by the manufacturer. The Microtox R toxicity bioassay and the change of oxygen uptake by sewage degrading microorganisms were used as indicators of toxicity. Formaldehyde-methonal formulation showed the greatest immediate toxicity. This was followed in decreasing toxicity by the alkyl phenoxy polyethoxy ethanol, paraformaldehyde, quaternary ammonium chloride, and enzyme-detergent formations. Enzymes which contained an inert filler were found to be non-toxic. The adverse impact of the additive on the oxygen uptake rate showed that the formaldehyde-methanol had a biocidal effect while enzyme formulations had no effect. The other additives caused by a slow down in the rate of oxygen uptake by microorganisms. The final phase of the study characterized the RV wastewater being dumped at the rest area dump stations and the characteristics of various wastewater streams in the biological treatment systems. The three parameters monitored were the 5-day Biochemical Oxygen Demand (5-day BOD), pH and Microtox toxicity.
Authors:
Hindin,E.
Keywords:
environmental, RV chemical additives, toxicity of RV additives, RV wastewaters
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| Claiborn,C. | WA-RD 303.1 | Measurement and Source Apportionment of PM 10 Roadway Emissions | 1994 |
Abstract:
The objectives of this research are to develop a methodology for assessing PM 10 emissions from roads, and to compare emission factors developed from this method to those published factors currently in use by regulatory agencies. Upwind and downwind concentrations of PM 10 were monitored at several paved and unpaved roadway sites in eastern Washington and northern Idaho. A novel method for measuring PM 10 emission rates that used an inert, atmospheric tracer to simulate the road sources of PM 10 was developed. Using this methodology, PM 10 emission rates were measured from paved and unpaved roads. The results of this study demonstrate that the use of an inert tracer in a line source to simulate roadway PM 10 emissions can provide a tool for improving the existing emission inventories for fugitive PM 10 emissions from roads. The emission factors calculated for unpaved roads were similar in magnitude to those currently used by the Department of Ecology. The factors for paved roads were nearly an order of magnitude higher than those currently in use. PM 10 emission rates for paved roads were found to be highly variable, depending on parameters that include wind speed, the variability in the wind direction, and traffic and roadway conditions.
Authors:
Claiborn,C., Mitra,A., Westberg,H., Lamb,B.
Keywords:
environmental, air pollution, particulate matter, PM 10, fugitive emissions, eission factors, dispersion models
The objectives of this research are to develop a methodology for assessing PM 10 emissions from roads, and to compare emission factors developed from this method to those published factors currently in use by regulatory agencies. Upwind and downwind concentrations of PM 10 were monitored at several paved and unpaved roadway sites in eastern Washington and northern Idaho. A novel method for measuring PM 10 emission rates that used an inert, atmospheric tracer to simulate the road sources of PM 10 was developed. Using this methodology, PM 10 emission rates were measured from paved and unpaved roads. The results of this study demonstrate that the use of an inert tracer in a line source to simulate roadway PM 10 emissions can provide a tool for improving the existing emission inventories for fugitive PM 10 emissions from roads. The emission factors calculated for unpaved roads were similar in magnitude to those currently used by the Department of Ecology. The factors for paved roads were nearly an order of magnitude higher than those currently in use. PM 10 emission rates for paved roads were found to be highly variable, depending on parameters that include wind speed, the variability in the wind direction, and traffic and roadway conditions.
Authors:
Claiborn,C., Mitra,A., Westberg,H., Lamb,B.
Keywords:
environmental, air pollution, particulate matter, PM 10, fugitive emissions, eission factors, dispersion models
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| Larson,T. | WA-RD 339.1 | Local Background Levels of Carbon Monoxide in Urban Areas | 1993 |
Abstract:
The objective of this study is to obtain a better understanding of CO concentrations immediately upwind of urban roadways, the 'local background' values, and how these concentrations depend upon the surrounding traffic and the general meteorology. Measurements were made at seven sites during the winter of 1993. Local background CO concentrations were characterized by an absence of short term fluctuations, a steady buildup during the period between 3:00 PM and 11:00PM, and a lack of spatial gradients in the eight-hour averages were observed for 'trafficked' sites versus 'urban park' sites, with mean values of 1.6 and 1.0ppm respectively. A simple regression model was developed to predict the local background CO. This regression model included distance from the roadway, average daily traffic on nearby roadways, and the frequency of low wind speeds (R2=0.74; F=170). A new CO sampler was also developed as a part of this project.
Authors:
Larson,T., Moseholm,L., Cain,C., Slater,D.
Keywords:
environmental, carbon monoxide, local background, models, air pollution, air sampling
The objective of this study is to obtain a better understanding of CO concentrations immediately upwind of urban roadways, the 'local background' values, and how these concentrations depend upon the surrounding traffic and the general meteorology. Measurements were made at seven sites during the winter of 1993. Local background CO concentrations were characterized by an absence of short term fluctuations, a steady buildup during the period between 3:00 PM and 11:00PM, and a lack of spatial gradients in the eight-hour averages were observed for 'trafficked' sites versus 'urban park' sites, with mean values of 1.6 and 1.0ppm respectively. A simple regression model was developed to predict the local background CO. This regression model included distance from the roadway, average daily traffic on nearby roadways, and the frequency of low wind speeds (R2=0.74; F=170). A new CO sampler was also developed as a part of this project.
Authors:
Larson,T., Moseholm,L., Cain,C., Slater,D.
Keywords:
environmental, carbon monoxide, local background, models, air pollution, air sampling
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| Hindin,E. | WA-RD 286.1 | Management of Hazardous Waste from Highway Maintenance Operations | 1993 |
Abstract:
This report consists of three phases. Phase one is a review of existing information on all aspects of highway maintenance waste management. A survey was conducted with the state transportation-highway departments in the US and its territories and Canada. The information obtained in response to the questionnaire, such as quantity of specific waste material and their concentration of specific hazardous material and the method of treatment of disposal was placed in a computer software database for easy accessibility. Phase two is the characterization of the highway maintenance waste. The waste consisting of road sweepings, vactor sludges, and ditch diggings were found to be contaminated with hazardous substances. Three pollution indicators, total petroleum hydrocarbons (TPH), polycyclic aromatic hydrocarbons (PAH), and the Microtox solid-phase bioassay toxicity test (MSPT) were used to define the waste. The geometric mean and range for all three parameters were determined for each waste category. Road sweepings were categorized into three age groups: recently collected, recently stored, and aged material. The recently collected material had the highest level of pollution parameters. Road sweepings were sieved into three fractions. The smallest particle size fraction was found to have the largest concentration of the pollution parameters. Based on the waste characterization, the following full scale treatment technologies are suggested to render the highway maintenance waste non-toxic: land farming or bioenvelope, solids washing and rotary kiln incineration. As a pre-treatment, rotary screening is recommended. The treated solids can be disposed of in sanitary landfills or used as road fill.
Authors:
Hindin,E.
Keywords:
environmental, highway maintenance waste characterization, highway pollution, total petroleum hydrocarbons, polycyclic aromatic hydrocarbons, microtox solid-phase bioassay test
This report consists of three phases. Phase one is a review of existing information on all aspects of highway maintenance waste management. A survey was conducted with the state transportation-highway departments in the US and its territories and Canada. The information obtained in response to the questionnaire, such as quantity of specific waste material and their concentration of specific hazardous material and the method of treatment of disposal was placed in a computer software database for easy accessibility. Phase two is the characterization of the highway maintenance waste. The waste consisting of road sweepings, vactor sludges, and ditch diggings were found to be contaminated with hazardous substances. Three pollution indicators, total petroleum hydrocarbons (TPH), polycyclic aromatic hydrocarbons (PAH), and the Microtox solid-phase bioassay toxicity test (MSPT) were used to define the waste. The geometric mean and range for all three parameters were determined for each waste category. Road sweepings were categorized into three age groups: recently collected, recently stored, and aged material. The recently collected material had the highest level of pollution parameters. Road sweepings were sieved into three fractions. The smallest particle size fraction was found to have the largest concentration of the pollution parameters. Based on the waste characterization, the following full scale treatment technologies are suggested to render the highway maintenance waste non-toxic: land farming or bioenvelope, solids washing and rotary kiln incineration. As a pre-treatment, rotary screening is recommended. The treated solids can be disposed of in sanitary landfills or used as road fill.
Authors:
Hindin,E.
Keywords:
environmental, highway maintenance waste characterization, highway pollution, total petroleum hydrocarbons, polycyclic aromatic hydrocarbons, microtox solid-phase bioassay test
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| Balogh,M. | Analysis of Fine Particulate Matter Near Urban Roadways | 1993 |
Abstract:
see 65-1055 reports for abstract accepted for publication TRB Report
Authors:
Balogh,M., Larson,T., Mannering,F. L.
Keywords:
environmental, particulate matter, air pollution, vehicle emissions, urban pollution, TRB
see 65-1055 reports for abstract accepted for publication TRB Report
Authors:
Balogh,M., Larson,T., Mannering,F. L.
Keywords:
environmental, particulate matter, air pollution, vehicle emissions, urban pollution, TRB
| Schauman,S. | WA-RD 283.1 | Visual Perception of the Roadway and Roadside Elements by the Observer in Motion | 1992 |
Abstract:
This study surveyed the fields of environmental design, highway research, and environmental psychology and found no body of research, much less any measurements, on the relationships between the driver and the landscape beyond the paved area of the road. The finding is remarkable, given the fact that landscapes are often in the focal vision and always in peripheral vision of drivers. The complete lack of information is also remarkable because of the growing national public support for scenic by-ways and the increasing community demands for landscape design along the roadsides. Importantly, this study finding is disconcerting, given the possibility that the driver's perception of roadside landscapes likely relates to safety. The study recommends a research strategy: 1) identify landscape variables, 2) determine the correlation between the landscape and safety, and 3) develop a knowledge base. Pilot studies should be conducted on areas (1) and (2), and the resulting knowledge base (3) should be tested in design applications. If the design applications merit continued study, then research should be conducted to produce a full knowledge base so that future landscape design can be better informed and therefore more cost effective.
Authors:
Schauman,S., Heerwagen,J., Moudon,A. V., Witherspoon,B., James,S.
Keywords:
environmental, environmental design, driver perception, nonpaved elements, landscape architecture
This study surveyed the fields of environmental design, highway research, and environmental psychology and found no body of research, much less any measurements, on the relationships between the driver and the landscape beyond the paved area of the road. The finding is remarkable, given the fact that landscapes are often in the focal vision and always in peripheral vision of drivers. The complete lack of information is also remarkable because of the growing national public support for scenic by-ways and the increasing community demands for landscape design along the roadsides. Importantly, this study finding is disconcerting, given the possibility that the driver's perception of roadside landscapes likely relates to safety. The study recommends a research strategy: 1) identify landscape variables, 2) determine the correlation between the landscape and safety, and 3) develop a knowledge base. Pilot studies should be conducted on areas (1) and (2), and the resulting knowledge base (3) should be tested in design applications. If the design applications merit continued study, then research should be conducted to produce a full knowledge base so that future landscape design can be better informed and therefore more cost effective.
Authors:
Schauman,S., Heerwagen,J., Moudon,A. V., Witherspoon,B., James,S.
Keywords:
environmental, environmental design, driver perception, nonpaved elements, landscape architecture
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| Balogh,M. | WA-RD 262.2 | Analysis of Particulate Matter Dispersion Near Urban Roadways: A Summary | 1992 | TRAC/UW |
Abstract:
Particulate matter and its dispersion near urban roadways has become an issue of increasing concern because of the possible health risks to human associated with the inhalation of small particulates. Despite the potential health risk, little is known about the concentration of particulates near urban roadways or the particulates emission rates of various vehicles. This research focused on particulate matter smaller than 2.5 micrometer (microns), typically denoted Pm2.5, because of the high potential health risks of such small particles. Data were collected along roadways on the University of Washington campus. The results of the data collection and subsequent statistical analyses revealed, as expected, that urban buses are far more of a threat to pedestrian traffic. More interestingly, our findings suggest that procedure AP-42 for calculating particulate matter near urban roadways is grossly inaccurate, producing values that are one to two orders of magnitude higher than actually observed PM2.5 values.
Authors:
Balogh,M., Mannering,F. L.
Keywords:
environmental, particulate matter, air pollution, vehicle emissions, urban pollution
Particulate matter and its dispersion near urban roadways has become an issue of increasing concern because of the possible health risks to human associated with the inhalation of small particulates. Despite the potential health risk, little is known about the concentration of particulates near urban roadways or the particulates emission rates of various vehicles. This research focused on particulate matter smaller than 2.5 micrometer (microns), typically denoted Pm2.5, because of the high potential health risks of such small particles. Data were collected along roadways on the University of Washington campus. The results of the data collection and subsequent statistical analyses revealed, as expected, that urban buses are far more of a threat to pedestrian traffic. More interestingly, our findings suggest that procedure AP-42 for calculating particulate matter near urban roadways is grossly inaccurate, producing values that are one to two orders of magnitude higher than actually observed PM2.5 values.
Authors:
Balogh,M., Mannering,F. L.
Keywords:
environmental, particulate matter, air pollution, vehicle emissions, urban pollution
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| Rutherford,G. S. | Vision 2020: Growth Strategy and Transportation Plan for the Central Puget Sound Region | 1990 |
Abstract:
This document is a nonproject draft environmental impact statement. It provides descriptions of potentially significant environmental impacts that may occur upon implementation of any of five alternative growth and transportation strategies in the central Puget sound region.
Authors:
Rutherford,G. S.
Keywords:
environmental
This document is a nonproject draft environmental impact statement. It provides descriptions of potentially significant environmental impacts that may occur upon implementation of any of five alternative growth and transportation strategies in the central Puget sound region.
Authors:
Rutherford,G. S.
Keywords:
environmental
| Horner,R. R. | WA-RD 200.1 | Improving the Cost Effectiveness of Highway Construction Site Erosion and Pollution Control | 1990 |
Abstract:
A comprehensive two-phase effort was conducted to improve the cost-effectiveness of erosion and pollution control at highway construction sites. This report covers both phases of the research. The initial work included laboratory model-scale testing of sedimentation pond designs and field monitoring of ponds to establish their effectiveness in pollutant removal. The laboratory models demonstrated that the following design features in concert maximize actual water residence time to promote sedimentation: (1) length/width ratio of 5:1; (2) series arrangement of two chambers rather than a single pond of equivalent size and shape; and (3) using a perforated riser outlet. To verify these results in a full-scale application, a sedimentation pond was designed according to the laboratory findings, constructed in a highway right -of-way, and monitored for pollution control performance. Another sedimentation pond without these design features was tested for comparison. A second pond based on the laboratory results was tested later. Monitoring consisted of flow measurement and water runoff composite sampling at pond inlets and outlets. Samples were analyzed for solids, metals, phosphorus, and organic content. Costs were also established for these ponds. Results demonstrated that the ponds designed according to the laboratory findings were both efficient in pollutant removals and less costly (per unit area served) than the pond to which they were compared. The later phase of the work concentrated most on testing the ability of silt fencing to contain erosion from such slopes. Runoff samples were collected at the bottoms of the slopes and analyzed as in the pond studies, and costs were again established. Overall, wood fiber mulch accompanied by grass seeding was the most cost-effective slope covering. This report is issued in conjunction with an erosion and pollution control manual, which is designed to implement the findings in highway construction practice.
Authors:
Horner,R. R., Guedry,J., Kortenhof,M.
Keywords:
environmental, highway construction, erosion control, pollution control, sedimentation ponds, sope coverings, silt barriers, environmental impact
A comprehensive two-phase effort was conducted to improve the cost-effectiveness of erosion and pollution control at highway construction sites. This report covers both phases of the research. The initial work included laboratory model-scale testing of sedimentation pond designs and field monitoring of ponds to establish their effectiveness in pollutant removal. The laboratory models demonstrated that the following design features in concert maximize actual water residence time to promote sedimentation: (1) length/width ratio of 5:1; (2) series arrangement of two chambers rather than a single pond of equivalent size and shape; and (3) using a perforated riser outlet. To verify these results in a full-scale application, a sedimentation pond was designed according to the laboratory findings, constructed in a highway right -of-way, and monitored for pollution control performance. Another sedimentation pond without these design features was tested for comparison. A second pond based on the laboratory results was tested later. Monitoring consisted of flow measurement and water runoff composite sampling at pond inlets and outlets. Samples were analyzed for solids, metals, phosphorus, and organic content. Costs were also established for these ponds. Results demonstrated that the ponds designed according to the laboratory findings were both efficient in pollutant removals and less costly (per unit area served) than the pond to which they were compared. The later phase of the work concentrated most on testing the ability of silt fencing to contain erosion from such slopes. Runoff samples were collected at the bottoms of the slopes and analyzed as in the pond studies, and costs were again established. Overall, wood fiber mulch accompanied by grass seeding was the most cost-effective slope covering. This report is issued in conjunction with an erosion and pollution control manual, which is designed to implement the findings in highway construction practice.
Authors:
Horner,R. R., Guedry,J., Kortenhof,M.
Keywords:
environmental, highway construction, erosion control, pollution control, sedimentation ponds, sope coverings, silt barriers, environmental impact
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| Horner,R. R. | WA-RD 195.1 | Guide for Wetland Mitigation Project Monitoring | 1989 |
Abstract:
This document was prepared to guide the monitoring of wetland mitigation projects developed by the Washington State Department of Transportation. Monitoring is necessary to assess the development of wetland characteristics and functions and to determine whether the objectives of the mitigation project are met or, if not, how they might be met with remedial action. The guide is organized in two parts. Part 1 identifies two types of monitoring that might be pursued: (1) Assessing the Achievement of Functional Objectives, and (2) Diagnostic Procedures. The first type is intended to evaluate a project's success, while the second type represents activities that might be carried out in planning a project or analyzing problems that occur in a completed project. Part 1 directs the user of the guide to a set of tasks in Part 2 tailored to the specific functional objectives being evaluated or problems being diagnosed. These monitoring tasks are arranged in five groups: (1) Mapping and Hydrologic Tasks, (2) Water Quality Tasks, (3) Soil and Sediment Tasks, (4) Primary Producer Monitoring Tasks, and (5) Consumer Monitoring Tasks. Each task description provides background material and lists all equipment, supplies, and procedural steps to obtain and interpret data.
Authors:
Horner,R. R., Raedeke,K. J.
Keywords:
environmental, created wetlands, mitigation, monitoring, wetland functions, highway construction
This document was prepared to guide the monitoring of wetland mitigation projects developed by the Washington State Department of Transportation. Monitoring is necessary to assess the development of wetland characteristics and functions and to determine whether the objectives of the mitigation project are met or, if not, how they might be met with remedial action. The guide is organized in two parts. Part 1 identifies two types of monitoring that might be pursued: (1) Assessing the Achievement of Functional Objectives, and (2) Diagnostic Procedures. The first type is intended to evaluate a project's success, while the second type represents activities that might be carried out in planning a project or analyzing problems that occur in a completed project. Part 1 directs the user of the guide to a set of tasks in Part 2 tailored to the specific functional objectives being evaluated or problems being diagnosed. These monitoring tasks are arranged in five groups: (1) Mapping and Hydrologic Tasks, (2) Water Quality Tasks, (3) Soil and Sediment Tasks, (4) Primary Producer Monitoring Tasks, and (5) Consumer Monitoring Tasks. Each task description provides background material and lists all equipment, supplies, and procedural steps to obtain and interpret data.
Authors:
Horner,R. R., Raedeke,K. J.
Keywords:
environmental, created wetlands, mitigation, monitoring, wetland functions, highway construction
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| Horner,R. R. | Improving the Cost-Effectiveness of Highway Construction Site Erosion/Pollution Control, Phase I | 1987 |
Abstract:
Authors:
Horner,R. R., Kortenhof,M.
Keywords:
environmental, highway, erosion, pollution control
Authors:
Horner,R. R., Kortenhof,M.
Keywords:
environmental, highway, erosion, pollution control
| Chalupnik,J. D. | WA-RD 129.1 | Acoustic Characteristics of Roadway Characteristics | 1987 |
Abstract:
This project studies the ways is which tire noise changes as the pavement on which they run ages and wears. Initial measurements of the levels and spectral distribution of noise generated at the tire-road surface interface have been made on a number of road surfaces of a variety of asphaltic and concrete compositions. In all, noise characteristics from thirty-one road-way sections are under biannual study. All of these sections were freshly completed within six months of the initiation of the study. Data from the first four biannual sessions are presented in graphical form.
Authors:
Chalupnik,J. D., Anderson,D.
Keywords:
environmental, tire noise, tire, road noise, roadway noise, roadway aging
This project studies the ways is which tire noise changes as the pavement on which they run ages and wears. Initial measurements of the levels and spectral distribution of noise generated at the tire-road surface interface have been made on a number of road surfaces of a variety of asphaltic and concrete compositions. In all, noise characteristics from thirty-one road-way sections are under biannual study. All of these sections were freshly completed within six months of the initiation of the study. Data from the first four biannual sessions are presented in graphical form.
Authors:
Chalupnik,J. D., Anderson,D.
Keywords:
environmental, tire noise, tire, road noise, roadway noise, roadway aging
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| Horner,R. R. | WA-RD 072.1 | Highway Runoff Water Quality Research Implementation Manual, Volume 1, Water Quality Criteria | 1985 |
Abstract:
The Washington State Department of Transportation (WSDOT)/University of Washington Highway Runoff Water Quality research project, conducted from 1977 to 1982, produced a number of results of potential use to WSDOT. An effort was required to implement these results in the Department's procedures. One phase of implementation completed previously involved preparation of a guide for assessing the impacts of operating highways on aquatic ecosystems and training WSDOT personnel in its use. The present phase involved formulating decision criteria in a number of water quality problem areas of concern to WSDOT and determining the need for revisions to department documents for consistency with the research results and the new criteria. The results of this phase are presented in a two volume implementation manual and a separate document listing the suggested modifications to four existing WSDOT manuals. Volume 1 of the implementation manual state the criteria, which were developed for: 1) identification of waters potentially sensitive to impact by operating highways; 2) the use of vegetated drainage courses to treat highway runoff; 3) the use of retention/detention facilities for highway stormwater drainage; 4) disposal of ditch cleaning spoils; 5) the use of woodwaste fills for highway construction; 6) highway sanding; 7) dilution of highway runoff in a receiving water; 8) highway cleaning; and 9) stream channel modification for highway construction. Volume 2 presents the basis of each criterion listed in volume 1, including references to the research results and other literature, the rezoning followed, development of equations, etc.
Authors:
Horner,R. R.
Keywords:
environmental, highway, stormwater, water pollution, criteria, environmental impact, mitigation, Washington state, research implementation
The Washington State Department of Transportation (WSDOT)/University of Washington Highway Runoff Water Quality research project, conducted from 1977 to 1982, produced a number of results of potential use to WSDOT. An effort was required to implement these results in the Department's procedures. One phase of implementation completed previously involved preparation of a guide for assessing the impacts of operating highways on aquatic ecosystems and training WSDOT personnel in its use. The present phase involved formulating decision criteria in a number of water quality problem areas of concern to WSDOT and determining the need for revisions to department documents for consistency with the research results and the new criteria. The results of this phase are presented in a two volume implementation manual and a separate document listing the suggested modifications to four existing WSDOT manuals. Volume 1 of the implementation manual state the criteria, which were developed for: 1) identification of waters potentially sensitive to impact by operating highways; 2) the use of vegetated drainage courses to treat highway runoff; 3) the use of retention/detention facilities for highway stormwater drainage; 4) disposal of ditch cleaning spoils; 5) the use of woodwaste fills for highway construction; 6) highway sanding; 7) dilution of highway runoff in a receiving water; 8) highway cleaning; and 9) stream channel modification for highway construction. Volume 2 presents the basis of each criterion listed in volume 1, including references to the research results and other literature, the rezoning followed, development of equations, etc.
Authors:
Horner,R. R.
Keywords:
environmental, highway, stormwater, water pollution, criteria, environmental impact, mitigation, Washington state, research implementation
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| Horner,R. R. | WA-RD 072.2 | Highway Runoff Water Quality Research Implementation Manual, Volume 2, Basis for Water Quality Criteria | 1985 |
Abstract:
The Washington State Department of Transportation (WSDOT)/University of Washington Highway Runoff Water Quality research project, conducted from 1977 to 1982, produced a number of results of potential use to WSDOT. An effort was required to implement these results in the Department\'s procedures. One phase of implementation completed previously involved preparation of a guide for assessing the impacts of operating highways on aquatic ecosystems and training WSDOT personnel in its use. The present phase involved formulating decision criteria in a number of water quality problem areas of concern to WSDOT and determining the need for revisions to department documents for consistency with the research results and the new criteria. The results of this phase are presented in a two volume implementation manual and a separate document listing the suggested modifications to four existing WSDOT manuals. Volume 1 of the implementation manual state the criteria, which were developed for: 1) identification of waters potentially sensitive to impact by operating highways; 2) the use of vegetated drainage courses to treat highway runoff; 3) the use of retention/detention facilities for highway stormwater drainage; 4) disposal of ditch cleaning spoils; 5) the use of woodwaste fills for highway construction; 6) highway sanding; 7) dilution of highway runoff in a receiving water; 8) highway cleaning; and 9) stream channel modification for highway construction. Volume 2 presents the basis of each criterion listed in volume 1, including references to the research results and other literature, the rezoning followed, development of equations, etc.
Authors:
Horner,R. R.
Keywords:
environmental, highway, stormwater, water pollution, criteria, environmental impact, mitigation, Washington state, research implementation
The Washington State Department of Transportation (WSDOT)/University of Washington Highway Runoff Water Quality research project, conducted from 1977 to 1982, produced a number of results of potential use to WSDOT. An effort was required to implement these results in the Department\'s procedures. One phase of implementation completed previously involved preparation of a guide for assessing the impacts of operating highways on aquatic ecosystems and training WSDOT personnel in its use. The present phase involved formulating decision criteria in a number of water quality problem areas of concern to WSDOT and determining the need for revisions to department documents for consistency with the research results and the new criteria. The results of this phase are presented in a two volume implementation manual and a separate document listing the suggested modifications to four existing WSDOT manuals. Volume 1 of the implementation manual state the criteria, which were developed for: 1) identification of waters potentially sensitive to impact by operating highways; 2) the use of vegetated drainage courses to treat highway runoff; 3) the use of retention/detention facilities for highway stormwater drainage; 4) disposal of ditch cleaning spoils; 5) the use of woodwaste fills for highway construction; 6) highway sanding; 7) dilution of highway runoff in a receiving water; 8) highway cleaning; and 9) stream channel modification for highway construction. Volume 2 presents the basis of each criterion listed in volume 1, including references to the research results and other literature, the rezoning followed, development of equations, etc.
Authors:
Horner,R. R.
Keywords:
environmental, highway, stormwater, water pollution, criteria, environmental impact, mitigation, Washington state, research implementation
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| Eagen,P. D. | WA-RD 039.8 | Views Of Risk And Highway Transportation Of Hazardous Materials-A Case Study In Gasoline, Interim | 1981 |
Abstract:
While gasoline represents one-third of all hazardous materials transported in the country by trucks, the risk associated with gas transportation, as viewed by the private sector, is small. Public perceptions of risk are much greater due to lack of knowledge of probabilities and consequences of spills. Methods to improve knowledge available to the public on gasoline spills and methods to improve estimates of environmental damages from gasoline spills is presented. Generalization of methodologies to hazardous materials in general are discussed.
Authors:
Eagen,P. D.
Keywords:
damage, environmental, Hazardous, highway, Highway Transportation, Gasoline, Interim, materials, methodology, methods, public, Risk, transportation, truck, trucks
While gasoline represents one-third of all hazardous materials transported in the country by trucks, the risk associated with gas transportation, as viewed by the private sector, is small. Public perceptions of risk are much greater due to lack of knowledge of probabilities and consequences of spills. Methods to improve knowledge available to the public on gasoline spills and methods to improve estimates of environmental damages from gasoline spills is presented. Generalization of methodologies to hazardous materials in general are discussed.
Authors:
Eagen,P. D.
Keywords:
damage, environmental, Hazardous, highway, Highway Transportation, Gasoline, Interim, materials, methodology, methods, public, Risk, transportation, truck, trucks
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| Social and Econonomic Planning Section of the WA State Department of Highways | WA-RD 037.1A | Impact Of Highway Improvement On Property Values In Washington 933 | 1980 |
Abstract:
Transportation improvements of all kinds are being evaluated more carefully than ever during the planning stages. This attention to detail is well justified because the implications of such projects transcend the engineering disciplines and have environmental, social , and economic effects of major importance. In the economic area one of the impacts that is of great concern to the public i s the effect of a highway on property values. The purpose of this study is to measure the beneficial and adverse effects of limited- access highways on property values. A need exists in the State of Washington to have current data and analyses concerning this subject that apply specifically to this state . In addition there have been several theoretical developments that allow refinement of previous studies and validation of the results .OverviewThis study analyzed the beneficial effects of a highway on the values of surrounding properties by determining the real estate price trends in areas where a highway was constructed and comparing these trends with those in comparable areas which did not experience such changes. There were four residential areas utilized for parts of this study: Kingsgate east of Lake Washington on 1-405, north King County along 1-5 north of the Seattle city limits , Spokane near the east city limits along 1-90, and the southeast section of Puyallup along SR 512. Because of the lack of an adequate control area f o r the Spokane study, only the other three areas were used for the benefit estimation.
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
benefit, control, counties, data, development, environmental, highway, Highways, impact, impacts, improvement, planning, project, property values, public, seattle, transportation, Washington
Transportation improvements of all kinds are being evaluated more carefully than ever during the planning stages. This attention to detail is well justified because the implications of such projects transcend the engineering disciplines and have environmental, social , and economic effects of major importance. In the economic area one of the impacts that is of great concern to the public i s the effect of a highway on property values. The purpose of this study is to measure the beneficial and adverse effects of limited- access highways on property values. A need exists in the State of Washington to have current data and analyses concerning this subject that apply specifically to this state . In addition there have been several theoretical developments that allow refinement of previous studies and validation of the results .OverviewThis study analyzed the beneficial effects of a highway on the values of surrounding properties by determining the real estate price trends in areas where a highway was constructed and comparing these trends with those in comparable areas which did not experience such changes. There were four residential areas utilized for parts of this study: Kingsgate east of Lake Washington on 1-405, north King County along 1-5 north of the Seattle city limits , Spokane near the east city limits along 1-90, and the southeast section of Puyallup along SR 512. Because of the lack of an adequate control area f o r the Spokane study, only the other three areas were used for the benefit estimation.
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
benefit, control, counties, data, development, environmental, highway, Highways, impact, impacts, improvement, planning, project, property values, public, seattle, transportation, Washington
| Rosenthal,R. N. | WA-RD 014.2 | Vegetative Cover for Highway Rights Of Way HR-465 - Final Report April 1970-June, 1976 | 1976 |
Abstract:
A six year study of landscape plant establishment on roadsides as affected by a number of environmental conditions was initiated in April, 1970. The relationships between plant survival and soil texture, soil temperature, soil moisture, and exposure were evaluated. The affect of exposure on percent ground coverage of various grass species used in erosion control was also evaluated.
Authors:
Rosenthal,R. N.
Keywords:
condition, control, environmental, erosion, erosion control, exposure, highway, Landscape plant establishment, plant survival, roadside, soil, soil moisture, soil temperature, soil type, temperature
A six year study of landscape plant establishment on roadsides as affected by a number of environmental conditions was initiated in April, 1970. The relationships between plant survival and soil texture, soil temperature, soil moisture, and exposure were evaluated. The affect of exposure on percent ground coverage of various grass species used in erosion control was also evaluated.
Authors:
Rosenthal,R. N.
Keywords:
condition, control, environmental, erosion, erosion control, exposure, highway, Landscape plant establishment, plant survival, roadside, soil, soil moisture, soil temperature, soil type, temperature
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| Social and Econonomic Planning Section of the WA State Department of Highways | WA-RD 025.2 | Guidelines For The Identification And Measurement Of Social Factors In Transportation Planning | 1975 |
Abstract:
The purpose of this study is to establish guidelines and procedures for the measurement of the social effects of transportation systems and facilities on both a regional and community or neighborhood level. This coincides with the increased emphasis on human factors in the planning and design of transportation systems and facilities, which has necessitated the development of a systematic approach to gathering social data and developing normative standards. In part of this increased emphasis has been mandated by Federal statutes such as the National Environmental Policy Act o f 1969 and the Intergovernmental Act of 1968.A detailed examination of the seven-fold classification scheme of social factors and an emphasis on the methodologies used to evaluate social impacts is discussed. Emphasis is placed on the analytical framework utilizing the major phases of inventing existing social conditions, identifying potential changes and measurement of probable impacts. From this analysis a systematic approach to identifying and measuring social impact in transportation planning is put forth, for use by those assigned this responsibility.
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
analysis, condition, data, design, development, environmental, facilities, framework, human factors, impact, impacts, Measurement of Social Impact, social factors, community identity, community values and desires, community cohesion, disruption, displacement, relocation, minority interest, methodology, planning, policy, systems, transportation, transportation planning
The purpose of this study is to establish guidelines and procedures for the measurement of the social effects of transportation systems and facilities on both a regional and community or neighborhood level. This coincides with the increased emphasis on human factors in the planning and design of transportation systems and facilities, which has necessitated the development of a systematic approach to gathering social data and developing normative standards. In part of this increased emphasis has been mandated by Federal statutes such as the National Environmental Policy Act o f 1969 and the Intergovernmental Act of 1968.A detailed examination of the seven-fold classification scheme of social factors and an emphasis on the methodologies used to evaluate social impacts is discussed. Emphasis is placed on the analytical framework utilizing the major phases of inventing existing social conditions, identifying potential changes and measurement of probable impacts. From this analysis a systematic approach to identifying and measuring social impact in transportation planning is put forth, for use by those assigned this responsibility.
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
analysis, condition, data, design, development, environmental, facilities, framework, human factors, impact, impacts, Measurement of Social Impact, social factors, community identity, community values and desires, community cohesion, disruption, displacement, relocation, minority interest, methodology, planning, policy, systems, transportation, transportation planning
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| Social and Econonomic Planning Section of the WA State Department of Highways | WA-RD 025.4 | Guidelines For The Operation Of Inter-Disciplinary Teams HR-527 | 1975 |
Abstract:
In the of Washington interdisciplinary teams have been formed for planning projects a major social, economic or environmental impact. The responsibilities of the teams are as follows: Conduct in-depth studies; and implement a community involvement program; and (3) Develop a departmental recommendation for solutions to transportation problems. The inter-disciplinary teams that have used have had a wide variety disciplines represented, purpose this document is to outline procedures and discuss methods that will assist interdisciplinary team members and project engineers in carrying out their responsibilities. Part with the organization and responsibilities of the team and of its members, Part 2 sets forth ten steps recommended for teams to follow in carrying out their charge. Part 3 discusses some of the practical operating problems, which teams have experienced, and possible solutions. Methods to achieve more effective interaction among interdisciplinary team members are discussed. Also, suggestions by which technical studies and community values and attitudes can be integrated into the team's final report are included,
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
attitudes, environmental, environmental impact, impact, Interdisciplinary team operations, Organization and Responsibilities, Design Team Studies, Study Plan Development and Methodology, Team Management, ITS, methods, Operating, planning, program, project, transportation, transportation planning, Washington
In the of Washington interdisciplinary teams have been formed for planning projects a major social, economic or environmental impact. The responsibilities of the teams are as follows: Conduct in-depth studies; and implement a community involvement program; and (3) Develop a departmental recommendation for solutions to transportation problems. The inter-disciplinary teams that have used have had a wide variety disciplines represented, purpose this document is to outline procedures and discuss methods that will assist interdisciplinary team members and project engineers in carrying out their responsibilities. Part with the organization and responsibilities of the team and of its members, Part 2 sets forth ten steps recommended for teams to follow in carrying out their charge. Part 3 discusses some of the practical operating problems, which teams have experienced, and possible solutions. Methods to achieve more effective interaction among interdisciplinary team members are discussed. Also, suggestions by which technical studies and community values and attitudes can be integrated into the team's final report are included,
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
attitudes, environmental, environmental impact, impact, Interdisciplinary team operations, Organization and Responsibilities, Design Team Studies, Study Plan Development and Methodology, Team Management, ITS, methods, Operating, planning, program, project, transportation, transportation planning, Washington
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| Sorensen,H. | WA-RD 009.3 | Studded Tire Pavement Wear Reduction And Repair Phase III 994 | 1973 |
Abstract:
This report presents results obtained from the analyses of data which were collected during the performance of Phase I and Phase of this project. The data were at the A. Riedesel Pavement Testing Facility which is operated by Washington State University and is located in Pullman, Washington. Regression analyses were formed in order to relate various factors to each other. The factors used in the analyses included stud type, stud protrusion, speed, air temperature, pavement temperature, environmental conditions, stud hardness and tread depth. The purpose was to evaluate the relative importance of these factors pavement wear. It was found that the type of overlay, the type of stud and the protrusion length were the most important factors affecting pavement wear under Test conditions. The other factors could not be sufficiently isolated to determine their relative importance. Average wear rates were calculated for the different types of pavements and by the different stud types. A formula was developed which can be used to calculate pavement life under certain conditions. The results obtained for Phase I and Phase were compared and the difference in these results is discussed. Some of the difference was due to the different between the two phases A comparison with other associated research was madeA striping paint study was made and the results are in this report.
Authors:
Sorensen,H.
Keywords:
condition, data, developed, environmental, facilities, overlay, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavement life, pavement temperature, pavements, performance, project, regression, repair, research, speed, striping, striping paints, Studded, studded tire, Study, temperature, tire, Washington, Washington state
This report presents results obtained from the analyses of data which were collected during the performance of Phase I and Phase of this project. The data were at the A. Riedesel Pavement Testing Facility which is operated by Washington State University and is located in Pullman, Washington. Regression analyses were formed in order to relate various factors to each other. The factors used in the analyses included stud type, stud protrusion, speed, air temperature, pavement temperature, environmental conditions, stud hardness and tread depth. The purpose was to evaluate the relative importance of these factors pavement wear. It was found that the type of overlay, the type of stud and the protrusion length were the most important factors affecting pavement wear under Test conditions. The other factors could not be sufficiently isolated to determine their relative importance. Average wear rates were calculated for the different types of pavements and by the different stud types. A formula was developed which can be used to calculate pavement life under certain conditions. The results obtained for Phase I and Phase were compared and the difference in these results is discussed. Some of the difference was due to the different between the two phases A comparison with other associated research was madeA striping paint study was made and the results are in this report.
Authors:
Sorensen,H.
Keywords:
condition, data, developed, environmental, facilities, overlay, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavement life, pavement temperature, pavements, performance, project, regression, repair, research, speed, striping, striping paints, Studded, studded tire, Study, temperature, tire, Washington, Washington state
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| Rosenthal,Russell N. | WA-RD 014.1 | Vegetative Cover For Highway Rights Of Way - Interim Report April 1970-July, 1973 996 | 1973 |
Abstract:
A four year study of landscape plant establishment as affected by a number of environmental conditions was initiated in April, 1970. The relationship between plant survival and soil texture, soil temperature and exposure were evaluated. The affect of exposure on percent ground coverage of various grass species used in erosion control was also evaluated.
Authors:
Rosenthal,Russell N.
Keywords:
condition, control, environmental, erosion, erosion control, exposure, highway, Landscape plant establishment, plant survival, soil, soil temperature, soil type, temperature
A four year study of landscape plant establishment as affected by a number of environmental conditions was initiated in April, 1970. The relationship between plant survival and soil texture, soil temperature and exposure were evaluated. The affect of exposure on percent ground coverage of various grass species used in erosion control was also evaluated.
Authors:
Rosenthal,Russell N.
Keywords:
condition, control, environmental, erosion, erosion control, exposure, highway, Landscape plant establishment, plant survival, soil, soil temperature, soil type, temperature
| Krukar,M. | WA-RD 015.4 | Pavement Research at the WSU Test Track - Volume No. 4 Experimental Ring No 4 A Study of Untreated, Sand Asphalt, and As... | 1970 |
Abstract:
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.
Authors:
Krukar,M.
Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Volume No.4, Washington, Washington state, wheel load
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.
Authors:
Krukar,M.
Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Volume No.4, Washington, Washington state, wheel load
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| Krukar,M. | WA-RD 015.3 | Pavement Research at the WSU Test Track, Volume No. 3 Experimental Ring No. 3: Study of Untreated Emulsion Treated and A... | 1969 |
Abstract:
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.
Authors:
Krukar,M., Cook,J. C.
Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, equivalencies, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, soil, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Washington, Washington state, wheel load
Three different kinds of base material of varying base thicknesses were tested at the Washington State University Test Track on Ring #3 during the fall of 1967 and the spring of 1968. Twelve 18-foot test sections consisting of 4.5, 7.0, 9.5 and 12 inches of untreated crushed rock surfacing top course base; 3.0, 5.0, and 7.0 and 9.0 inches of emulsion treated crushed surfacing top course base; and 0.0, 2.0, 3.5 and 5.0 inches of special non-fractured screened aggregate asphalt treated base, covered by a uniform 3.0-inch thick Class "B" asphalt concrete wearing course were tested during this period. This pavement structure was built on a clay-silt subgrade soil.Instrumentation consisted of moisture tensiometers, strain gages, pressure cells, LVDT gages and thermocouples for measuring moisture, strain, stress, dynamic deflections and temperatures. Benkleman beam readings were taken.The testing period revealed that the fall failure modes were different from the spring failures. The fall failure patter started from transverse cracks in the thin sections which developed into alligator cracking patterns. These cracks appeared after a period of cold weather and heavy rains followed by a warming period. It seems that thermal and mechanical loads were responsible for the fall failures on the thin sections. The spring failures were very rapid and sudden and were due to environmental factors which led to saturated subgrade, thus resulting in poor bearing capacity. Punching shear was the failure mode. The thickest sections survived without cracks but developed severe rutting. Examination revealed that these ruts extended into the subgrade and that fatigue cracking was developing on the bottom of the bases.Comparison of the results with those obtained from Ring# 2, which was similar in base materials and thickness, show that they were similar in many respects. This indicates that the test track is capable of replicating results and is a reliable research instrument.Equivalencies were developed for the different materials. On this basis the special aggregate asphalt treated base was superior to the emulsion treated and untreated crushed rock bases in that order. These results were comparable to those obtained from test Ring #2.Maximum values for static and dynamic deflections, strains and stresses for different times and temperatures were developed. The lateral position of the dual tires with respect to the gage severely affected the strain, stresses and deflection values. Temperature also caused variations in the measurements. Spring instrument readings for static and dynamic deflections, strain and stress show increased values by as much as 2 to 4 times of those obtained in the fall. Spring subgrade conditions probably are responsible for these differences.Ring #3 series operational time was twice that of Ring #2 and sustained four times the wheel load applications. Construction and testing environmental conditions were superior to those for Ring #2 and hence contributed to the longer test period. This points out that environmental factors are very important in pavement life.
Authors:
Krukar,M., Cook,J. C.
Keywords:
aggregate, Alligator Cracking, applications, asphalt, asphalt concrete, base, base materials, bearing capacity, Benkleman beam, concrete, condition, construction, cracking, dual tires, environmental, equivalencies, experimental, fatigue, fatigue cracking, loads, materials, pavement, pavement life, pressure, pressure cell, rain, research, research at the WSU, soil, strains, stresses, subgrade, temperature, test track, tire, tires, volume, Washington, Washington state, wheel load
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