Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.

Authors:
McCormack,E. D., Hallenbeck,M. E.

Keywords:
agencies, commercial vehicle, condition, congestion, construction, corridors, cost, costs, data, data collection, design, development, freight, freight mobility, freight movement reliability, global positioning, global positioning systems, GPS, improvement, methodology, mobility, networks, performance, positioning, probe program, project, research, roadway, software, speed, statistics, Study, System, systems, technology, traffic, traffic data, transportation, travel time, truck, truck monitoring, trucks, volume, Washington, Washington state

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/607.1.pdf http://wsdot.wa.gov/Research/Reports/600/607.1.htm

Abstract:
This research addresses the understanding of, and need for, load spectra in future pavement design procedures and as a stepping stone toward more complete pavement design. The primary objective of this project was to develop truck axle load spectra for Washington State. To do this, axle load data collected at WIM stations throughout Washington State were used. The developed load spectra encompass the principal truck axles on the roadway network: single, tandem, and tridem. Achieving this objective allows the Washington State Department of Transportation, or any state highway agency with analogous traffic patterns, to accommodate the requirements of the 2002 Design Guide, developed through NCHRP Project 1-37A. A secondary objective of this project was to determine whether ESALs obtained from the developed load spectra are significantly different from historical values. Because the developed load spectra are transformable to ESALs, state highway agencies that decide not to use the new guide can still choose to employ the ESALs produced with the load spectra. The project concluded that the developed load spectra are reasonable. For single axles they are comparable to the 2002 Design Guide and MnROAD defaults. For tandem and tridem axles, they are slightly more conservative than defaults of the 2002 Design Guide and MnROAD, but they are still within reason. In addition, the ESALs per vehicle class associated with the developed load spectra are comparable to Washington State historical ESALs for vehicle classes 9, 10, and 13. The use of the newly developed ESALs per vehicle will generally increase design ESALs, but that increase will be due to inclusion of the less predominant vehicle classes (4, 6, 7, 8, and 11).

Authors:
Al-Yagout,M. A., Mahoney,J. P., Pierce,L., Hallenbeck,M. E.

Keywords:
agencies, axle, data, design, developed, development, equivalent single axel load, ESAL, highway, load spectra, pavement, pavement design, performance, project, research, roadway, single axle, traffic, transportation, truck, Washington, Washington state, weigh-in-motion, WIM

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/600.1.pdf http://wsdot.wa.gov/Research/Reports/600/600.1.htm

Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by the Freight Mobility Strategic Investment Board (FMSIB.) The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, which would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed FMSIB projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks traveling in Washington. These transponders are used at weigh stations across the state to improve the efficiency of truck regulatory compliance checks. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks recruited for this project to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion. By aggregating this information over time, it was possible to generate performance statistics related to the reliability of truck trips, and even examine changes in route choice for trips between high volume origin/destination pairs. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition significantly affects whether the transponder and GPS technologies will be effective at collecting the data required for any given FMSIB benchmark project . The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.

Authors:
McCormack,E. D., Hallenbeck,M. E.

Keywords:
freight movement reliability, truck monitoring, development, data, data collection, methodology, cost, truck, roadway, corridors, freight, freight mobility, mobility, design, performance, speed, volume, commercial vehicle, networks, trucks, Washington, software, travel time, probe, global positioning, global positioning systems, positioning, systems, GPS, congestion, statistics, reliability, condition, traffic, traffic data, program, costs

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Abstract:
This report identifies the key issues that must be considered by state and other highway operating agencies in selecting traffic equipment for collecting the truck volumes and load spectra needed for analysis and design of pavement structures. The report also identifies steps that must be taken to ensure that the equipment performs appropriately and that, as a consequence, the data collected accurately describe the vehicles being monitored. The report is a useful resource for state personnel and others involved in the planning and design of highway pavements and structures.

Authors:
Hallenbeck,M. E., Weinblatt,H.

Keywords:
analysis, data, design, highway, pavement, pavements, structures, traffic, truck, volume, Miscellaneous Library

Abstract:
The purpose of this research was to explore the relationship between roadway and roadside accidentrates for Washington State highways to improve the Washington State Department of Transportation's(WSDOT) process of modeling roadway and roadside accident rates and to arrive at possible improvements in the efficiency of WSDOT's safety project programming process.The project tested the use of the seemingly unrelated regression estimation (SURE) model to modelthe roadway and roadside simultaneously. The theoretical advantage of the SURE approach is that it does not impose any a priori assumptions on the explicit linkage between roadway and roadside accident rates, and there is no theoretical support for explicit linkage, either. The data used to derive this model were from a random sample of 500 one-mile sections from the Washington State highway system. Traffic dataincluded traffic volumes, truck compositions, AADT, traffic speeds, and other relevant information.Geometric data included lane, shoulder, median, curve, and intersection information. Historical weather data such as monthly precipitation and temperature were collected from the National Oceanic and Atmospheric Administration database.In comparing significant explanatory variables between the roadway accident rate and roadsideaccident rate models, very few variables were common. This confirms that it is preferable to specifyseparate functional forms for roadway and roadside accident rates. Empirical results indicated thatcorrelation between roadway and roadside accident rates was insignificant, indicating that efficiency gainsfrom the SURE model would be minimal. The important finding from a programming standpoint is thatjointly modeling the roadway and roadside simultaneously would not result in significant efficiencyimprovements in comparison to the current state-of-the-practice in Washington State.

Authors:
Chayanan,S., Nebergall,M., Shankar,V., Juvva,N., Ouyang,Y.

Keywords:
roadway, roadside, accident rates, safety programming, research, Washington, Washington state, highway, transportation, WSDOT, modeling, safety, regression, linkage, data, traffic, traffic data, volume, truck, speed, median, temperature, database, models

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/562.1.pdf http://wsdot.wa.gov/Research/Reports/500/562.1.htm

Abstract:
The Service Patrol pilot demonstration in Seattle and Tacoma was managed by the Washington State Department of Transportation (WSDOT) and operated by Washington State Patrol (WSP) cadets and contracted registered tow truck operators (RTTOs). Two other roving services, not funded as part of this pilot effort but included to a limited extent in this evaluation, were the roving patrol service provided by WSDOT on the SR 520 and I-90 floating bridges and the privately sponsored motor assistance vehicle from AAA's RescueVan. The evaluation examines how the similarities and differences among the different service delivery modes (e.g., the intensity of deployment, equipment choices, service delivery, costs) affect the impact of the Service Patrol operation on traffic conditions (e.g., reductions in delay) and the level of motorist satisfaction. This report also discusses feedback by the agencies participating in the Service Patrol program on institutional and operational issues that contribute to or hinder the success of the program. Operational characteristics and operating statistics are reported to convey factors that describe program effectiveness. The results of the study indicate that the use of a combination of service providers has benefits that no single provider can duplicate, and the cost implications of changing the program are small enough that any potential savings would be fairly minor. The pilot project resulted in a variety of intangible benefits, such as improved interagency coordination and cooperation, more efficient utilization of personnel, and a better understanding of each partner's roles and contributions toward congestion relief. The positive viewpoint toward the Service Patrol was uniform, regardless the service mode. Therefore, no significant changes to the existing pilot program are recommended at this time.

Authors:
Nee,J., Hallenbeck,M. E.

Keywords:
service patrols, incident response time, traffic delay, traffic safety, research, seattle, Washington, Washington state, transportation, WSDOT, truck, evaluation, floating bridge, bridges, bridge, costs, cost, traffic, condition, program, statistics, benefits, benefit, congestion

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Abstract:
The impacts that would result from providing "reserved capacity" for trucks rather than restricting trucks are considered in this study. In the extreme case, trucks would be allowed to travel in a dedicated or exclusive lane. A more moderate approach would be to provide a cooperative dedicated lane in which vehicles such as trucks and buses could share a common lane and yet be separated from general traffic.The study determined the following. Reserved-capacity strategies for trucks would offer (1) nearly $10 million in annual travel time savings for the trucking industry, (2) a savings of about 2.5 minutes per average truck trip (less than 8 percent savings in trip travel time), and (3) almost $30 million in annual travel time savings for single-occupancy vehicles in the Seattle region. The difference in travel times between the reserved-capacity strategy that would add trucks to the existing HOV lanes and the one that would add an exclusive truck lane would be insignificant, providing little justification for the construction of an exclusive truck lane. In all likelihood, the impact of reserved-capacity strategies on safety would be small, depending on the particular reserved capacity strategy. Reserved capacity strategies for trucks would accelerate pavement deterioration in the reserved lanes, but the reduction in the pavement deterioration rates of the general purpose lanes might help to balance future reconstruction costs. Surveys of the general public and subsequent statistical analysis showed considerable resistance to reserved-capacity strategies for trucks. However, this resistance is not unlike that encountered when HOV lanes were first considered.It is the recommendation of this study that the idea of reserved-capacity strategies for trucks continue to be presented to the trucking industry, to the public, and to other impacted agencies for discussion and consideration. The study showed that the adverse impacts of such strategies are easily manageable and there is at least potential for freight-productivity improvements.

Authors:
Trowbridge,A., Nam,D., Mannering,F. L., Carson,J.

Keywords:
agencies, analysis, Annual, buses, construction, corridors, cost, costs, deterioration, exclusive truck lanes, freight, freight mobility, HOV, HOV lanes, impact, impacts, improvement, lanes, pavement, public, reconstruction, research, resistance, safety, seattle, statistical analysis, survey, Surveys, travel, travel time, travel times, truck, trucking, trucks, urban

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Abstract:
This study deals with the pavement roughness characteristics that affect pavement-heavy vehicle interaction. Dynamic vehicle response data from two sources was analyzed, namely experimental data obtained with the instrumented vehicle developed by the NRCC and simulated data obtained with a quarter-vehicle simulation. It was found that the vehicle response parameter of interest in this interaction is the sprung mass vehicle acceleration because it relates to both pavement/vehicle damage as well as to ride quality/cargo damage. The sprung mass vertical acceleration transfer function showed a distinct sensitivity to a pavement roughness excitation frequency of 3.5 Hz. A pavement roughness statistic was proposed based on the vertical sprung acceleration of the sprung mass. It is calculated by multiplying the spectral density of the roughness profile by the square of a reference transfer function and integrating the result. This procedure was implemented into a PC-based computer software program called TRRI (Truck Response to Roughness Index).

Authors:
Papagiannakis,A. T., Gujarathi,M. S.

Keywords:
truck, roughness, index, profile, research

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Abstract:
The condition of the U.S. highway system has been and continues to be a major concern of both the highway and trucking communities. This is understandable given the fact that in 1990, combination vehicles with five or more axles accounted for 91 percent of the 18,000 pound equivalent axle loads (ESALs) on rural Interstate highways. This heavy vehicle traffic and the pavement system it travels on combine to generate a perpetual cycle of pavement deterioration and rehabilitation. Increasing truck traffic leads to predictable pavement damage that in turn contributes to potentially increasing dynamic loading of the pavement. This cycle continues until some form of pavement rehabilitation is undertaken. The trucking community alters the design and operation of their vehicles largely due to economic considerations (profit) but also in response to the ride quality (or lack thereof) of the infrastructure to which they are bound. On the other hand, the pavement community is constantly updating design and construction practice to improve pavement performance. Unfortunately, both parties develop a form of "technical tunnel vision" and work to resolve some of the same concerns without the benefit of a possible mutual effort. As such it was recognized that there was a need to improve our mutual understanding of truck pavement interaction. Often, but not always, a beneficial change in one community (such as smoother pavements) benefits the other (less truck/cargo damage).This report is part of a multiphased research project entitled "Truck/Pavement Interaction" conducted jointly by the University of Washington, University of California-Berkeley, Washington State Department of Transportation (WSDOT), California Department of Transportation (Caltrans), and PACCAR, Inc. This is an attempt to promulgate a mutually beneficial dialog between the pavement and trucking communities. The objective of the research is to investigate how different truck suspensions, tire/axle combinations, tire loads, and tire pressures affect pavement response and conversely how pavement condition affects truck performance and damage. These objectives will be accomplished by operating instrumented trucks over an instrumented pavement section.

Authors:
Mahoney,J. P., Winters,B. C., Chatti,K., Moran,T. J., Monismith,C. L., Kramer,S. L.

Keywords:
truck, pavement interaction, pavement strains, falling weight deflectometer, truck speed, tire pressure, spatial repeatability, back calculation, moduli

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Abstract:
The objective of this paper was to address the problem of the accelerated highway and bridge deterioration from overloaded trucks by developing a profile of trucks which exceed overweight permit authorization. The profile of trucks in violation of overweight permits include location, seasonal variation, commodity group, origin/destination, scale type, and permit type. The profile was developed from a statewide telephone survey of permit violations between November 1, 1991, and October 31, 1992, and provide policy makers, transportation planners and law enforcement officials greater understanding of the nature of load related damage created by overload permit violations.

Authors:
Casavant,K. L., Barron,C. J., Jessup,E. L.

Keywords:
highway, overweight, truck, permits, fines, profile

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Abstract:
The main objective of this study was to determine the effectiveness of Washington's fee and fine system in recapturing the physical and resultant financial damage to pavements caused by overload vehicles, through the court and legal process. This was accomplished through interviews with weight enforcement officials and court personnel in addition to a detailed examination of over 8,000 citations from nine counties between September 1991 and August 1992. The results provide a complete examination of Washington's fee and fine system and help identify weakness in the system.

Authors:
Barron,C. J., Jessup,E. L., Casavant,K. L.

Keywords:
truck, overweight, highway, permits, fines, fees, court

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Abstract:
The objective of this study was to determine the degree of participation in road weight enforcement programs for cities and counties in the state of Washington. This is accomplished through the use of a survey to cities and counties throughout the state.The results indicate that larger cities and more urban counties have greater involvement in weight enforcement programs, whereas smaller cities and more rural couties have less involvement. Only six cities in the state were directly involved in weight control enforcement programs with Seattle and Tacoma having the most active programs. Eleven of the 39 counties in the state were identified as having full weight enforcement programs and 5 counties having only partial weight enforcement programs.

Authors:
Barron,C. J., Jessup,E. L., Casavant,K. L.

Keywords:
highway, overweight, truck, permits, fines, fees, court

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Abstract:
This is the second report for an FHWA sponsored project that is investigating the barriers to implementing IVHS commercial vehicle operations (CVO) technologies in seven northwestern states. This report describes the barriers to implementing the IVHS CVO technologies and the steps needed to surmount those barriers. The report is intended to serve as a blueprint for state agency efforts to use to successfully and incrementally improve the efficiency with which they regulate trucking industry operations.The project team concludes that the primary barriers to implementation of IVHS CVO technologies are neither institutional nor regulatory. Instead, the barriers are a combination of economic uncertainty and a lack of shared vision among the various states, state agencies, and trucking industry groups. Although institutional and regulatory barriers exist in the seven participating states, these barriers are relatively unimportant in comparison to the barriers that arise from disagreements over the system's intended functions, the cost of providing the system, and the parties responsible for paying those costs.The project team has reached the conclusion that the only way to surmount the barriers produced by the above conditions is to create a modular system that will allow both states and private companies to enter into the IVHS CVO process for little cost. 'Me system will have to be expandable to allow its capabilities to grow as the benefits from IVHS CVO technologies become more apparent and as funding becomes available. The initial system must be simple, low cost (for both states and trucking firms), relatively easy to implement, and flexible enough to meet the needs of different states and state agencies. Finally, benefits commensurate with the costs of participating in the system must be available to all involved agencies and trucking firms.

Authors:
Hallenbeck,M. E., Koehne,J., Scheibe,R. R., Rose,D., Leech,J.

Keywords:
transport, weight, truck, weights, borders

Abstract:
This is the second report for an FHWA sponsored project that is investigating the barriers to implementing IVHS commercial vehicle operations (CVO) technologies in seven northwestern states. This report describes the barriers to implementing the IVHS CVO technologies and the steps needed to surmount those barriers. The report is intended to serve as a blueprint for state agency efforts to use to successfully and incrementally improve the efficiency with which they regulate trucking industry operations.The project team concludes that the primary barriers to implementation of IVHS CVO technologies are neither institutional nor regulatory. Instead, the barriers are a combination of economic uncertainty and a lack of shared vision among the various states, state agencies, and trucking industry groups. Although institutional and regulatory barriers exist in the seven participating states, these barriers are relatively unimportant in comparison to the barriers that arise from disagreements over the system's intended functions, the cost of providing the system, and the parties responsible for paying those costs.The project team has reached the conclusion that the only way to surmount the barriers produced by the above conditions is to create a modular system that will allow both states and private companies to enter into the IVHS CVO process for little cost. 'Me system will have to be expandable to allow its capabilities to grow as the benefits from IVHS CVO technologies become more apparent and as funding becomes available. The initial system must be simple, low cost (for both states and trucking firms), relatively easy to implement, and flexible enough to meet the needs of different states and state agencies. Finally, benefits commensurate with the costs of participating in the system must be available to all involved agencies and trucking firms.

Authors:
Hallenbeck,M. E., Koehne,J., Scheibe,R. R., Rose,D., Leech,J.

Keywords:
transport, weight, truck, weights barriers

Abstract:
This is the second report for an FHWA sponsored project that is investigating the barriers to implementing IVHS commercial vehicle operations (CVO) technologies in seven northwestern states. This report describes the barriers to implementing the IVHS CVO technologies and the steps needed to surmount those barriers. The report is intended to serve as a blueprint for state agency efforts to use to successfully and incrementally improve the efficiency with which they regulate trucking industry operations.The project team concludes that the primary barriers to implementation of IVHS CVO technologies are neither institutional nor regulatory. Instead, the barriers are a combination of economic uncertainty and a lack of shared vision among the various states, state agencies, and trucking industry groups. Although institutional and regulatory barriers exist in the seven participating states, these barriers are relatively unimportant in comparison to the barriers that arise from disagreements over the system's intended functions, the cost of providing the system, and the parties responsible for paying those costs.The project team has reached the conclusion that the only way to surmount the barriers produced by the above conditions is to create a modular system that will allow both states and private companies to enter into the IVHS CVO process for little cost. 'Me system will have to be expandable to allow its capabilities to grow as the benefits from IVHS CVO technologies become more apparent and as funding becomes available. The initial system must be simple, low cost (for both states and trucking firms), relatively easy to implement, and flexible enough to meet the needs of different states and state agencies. Finally, benefits commensurate with the costs of participating in the system must be available to all involved agencies and trucking firms.

Authors:
Hallenbeck,M. E., Koehne,J., Scheibe,R. R., Rose,D., Leech,J.

Keywords:
transport, weight, truck, weights

Abstract:
This final report demonstrates the feasibility of employing high molecular weight/high density polyethylene cylinders as the energy dissipating medium in highway safety appurtenances. It is shown that this polymer can dissipate large amounts of kinetic energy, undergo large deformations and strains without fracturing, and essentially restore itself to its original size, shape, and energy dissipation potential when the forcing function is removed.This research involves a quasi-static and impact loading experimentalinvestigation to determine the energy dissipation characteristics of HMW HDPEtubes as functions of temperature, radius to wall thickness ratio, strain,strain-rate, deformation, and repeated and cyclic loading. The results ofthis experimental program are analyzed to develop analytic energy dissipationexpressions which are then employed in the design of truck mountedattenuators (TMA), Finally, an expert system computer program, CADS, ismodified to use HMW HDPE tubes in the generalized design of crash cushions.The potential financial, legal, and safety payoffs for highway operationsassociated with developing highway safety devices which are essentiallymaintenance free are significant. Maintenance costs associated with therepair of impacted safety devices would be greatly reduced or eliminated.Tort liability exposure related to damaged or collapsed hardware would besignificantly decreased. Finally, the safety of the motoring public and themaintenance personnel involved in maintaining and repairing damaged hardwarewould be enhanced.

Authors:
Carney III,J. F.

Keywords:
computer, computer program, cost, costs, cyclic loading, density, design, development, Energy, experimental, expert system, exposure, highway, highway safety, impact, impact attenuation devices, ITS, maintenance, maintenance free, polyethylene, polymer, program, public, research, reusable, safety, self-restoration, strains, temperature, truck

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Abstract:
Deterioration of highways is associated with overloading vehicles. A system of fines and fees has been legislated to control or provide economic incentives to reduce overloading. This study evaluates the effectiveness and equity of the existing motor vehicle permit and penalty structure in Washington state and reveiws the fee/fine/permit legislation in the balance of the nation.A comparison of fee/fine schedules over time was made and it was concluded that the "real" fine (fine adjusted for inflation) is considerably lower at present than it was in the past. Details of the national sample are found in the second volume of this report.

Authors:
Casavant,K. L.

Keywords:
economic incentive, equity, fees, fines, overweight, permits, road damage, trucking, truck

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Abstract:
As part of the pooled fund research project, the Washington State Department of Transportation was selected to field-test approximately 100 tons of Calcium Magnesium Acetate (CMA) to evaluate its potential as a deicing chemical with direct comparison to salt (Sodium Chloride) and Urea. Evaluation included all aspects of storage, handling, use, and performance. CMA was applied whenever necessary at each test site, using the same application rates as presently used for salt. Typical equipment consisted of front dump trucks with the spinner ahead of the rear axle, and rear discharge hopper trucks. All equipment was used without modification.The use of CMA at the beginning of a storm reduced the amount of bonding of snow to the roadway surface. This effect of keeping the roadway surface bare for longer periods of time reduced the cost of snow fighting. This was accomplished with chemical application rate of 125 Ibs. per lane mile.The addition of sand to CMA reduced the problems of dust, caking and uneven distribution. The sand provided moisture and weight to the application resulting in a smoother, more even distribution. CMA spread above was excessively dusty creating problems in the spreading and distribution. CMA is slower to react on compact snow and ice than salt or Urea. This delay in reaction time was not considered a handicap in the overall snow fighting procedure.The conclusion was that CMA shows promise as a deicing-melting chemical. The problems of dust, light-weight and brittleness need further work and may be significantly alleviated by development of a hydrated compound.

Authors:
Ernst,D. D.

Keywords:
Alternative, axle, chloride, cost, Deicing (CMA Research), development, evaluation, field test, ITS, lightweight, performance, research, roadway, salt, snow, transportation, truck, trucks, Washington, Washington state, weight

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Abstract:
NOT PRINTED This report documents Washington state's experiences with the FHWA's bridge weigh-in-motion system. The system was tested on four concrete bridges (one arched slab, one box girder and two pre-tensioned concrete girders) with moderate to heavy traffic volumes. The system gave reasonable axle and gross vehicle weights under ideal conditions, but showed major limitations under high volumes. Over the life of the project, mean gross vehicle weight errors for individual trucks ranged between 11 and 18 percent with tandem and single axle weights having high mean errors. Errors for mean population gross vehicle weight estimates averaged two percent.

Authors:
Hallenbeck,M. E.

Keywords:
transport, weight, truck

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Abstract:
Under FHWA Demonstration Project No. 34, \"Cathodic Protection for Reinforced Concrete Decks,\" a non-slotted cathodic protection system was installed on the deck of the Yakima Bridge near Yakima, Washington, in the summer of 1985. The project involved repairing deck, then fastening Raychem pre-manufactured anodes to the deck to impress current to the mat rebar. Impressing current through the concrete to the top mat steel prevents corrosion of the steel. A latex modified concrete overlay was placed over the deck anode. The objective of the demonstration project to familiarize the Washington State DOT with new technology. This objective was fulfilled. Some problem areas with the system were identified during the work: 1.A more positive method of finding electrical grounding locations from the anode to nicks, ties, etc., needs to be developed. Some ties were exposed during the scarifying operation Perhaps an instrument can be used to supplement visual inspection. 2. An effective technique of allowing concrete trucks to drive on the anode without damaging needs to be developed. 3.An effective method needs to be developed to locate breaks in the anode as well as shorts. 4. In remote areas, sources of electrical power may not be available. It will be necessary sources of power, such as solar panels or long-lasting batteries to be developed for this system. 5. Since the project, once it has started, moves along very rapidly, there is very little time on-the-job training of workers. Workmen should have prior experience at this work. These problems need to be overcome to obtain a better quality product.

Authors:
Roper,T. H., Henley,E. H. Jr

Keywords:
bridge, bridge deck, bridge decks, cathodic protection, concrete, concrete bridge, construction, corrosion, Deck, developed, inspection, latex modified concrete, overlay, project, protection, quality, reinforced concrete, reinforced concrete bridge, steel, System, technology, training, truck, trucks, Washington, Washington state

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Abstract:
This study involved an in-depth evaluation of the Washington State Department of Transportation highway data development and analysis activities. It developed statistically-based procedures and recommendations for a streamlined highway data collection program. Opportunities to reduce manpower and equipment costs, streamline work activities, improve the quality of data collection and provide accurate and timely data for the various users were identified. Given the focus on highway data, the major effort was devoted to the Department's traffic counting program. However, many data items and programs were considered, with the following receiving particular attention: traffic volume counting, including estimation of annual average daily traffic at any location throughout the state highway system; associated seasonal, axle and growth factors; vehicle classification; truck weights; and the relationship between the statistical sampling requirements recommended for these items and those associated with the FHWA Highway Performance Monitoring System in the state.

Authors:
Ritchie,S. G., Hallenbeck,M. E.

Keywords:
analysis, Annual, axle, cost, costs, data, data collection, developed, development, equipment, evaluation, highway, monitoring, performance, performance monitoring, program, quality, sampling, seasonal, Study, System, traffic, traffic counting, transportation, truck, vehicle classification, volume, Washington, Washington state, weight, weights

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Abstract:
The Motor Carrier Act of 1980 and the Staggers Act of 1980 have partially set aside decades of rigid regulations of interstate freight movement. These actions have the potential to bring forth significant changes to the networks of interstate freight transportation. The object of this research was to ascertain the impacts of deregulation of the Washington State transportation system. Information was obtained by surveying and interviewing shippers and freight transportation providers throughout the state. Anticipated impacts, e.g. accelerated rail abandonment or lost of motor carrier service to small communities were not present. The study reflects a relative increase in truck service and decrease in rail service since deregulation. Indications are this may be further amplified in certain regions of the state. The study recommends that potential highway impacts be incorporated into pavement management systems. Transportation officials are enjoined to treat issues relative to truck size and weight, highway cost allocation and deregulation as a single issue. Also, the Local Rail Service Assistance Program should be considered for use to offset any adverse impacts resulting from deregulation. During this period of the study, general economic conditions were poor. This resulted in a decrease in freight shipments and would suggest that some impacts of deregulation have been suppressed.

Authors:
Public Transportation and Planning Division, Washington State Department of Transportation

Keywords:
condition, cost, Deregulation, freight, highway, highway impacts, impact, impacts, management, management system, management systems, motor carrier, networks, pavement, pavement management, pavement management systems, program, rail service, railroads, regulation, research, System, systems, transportation, truck, trucking, trucks, Washington, Washington state, weight

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Abstract:
This is an interim report that examines the potential impacts in Washington State resulting from the adoption of the Motor Carrier Act of 1980 and the Staggers Rail Act of 1980. Adoption of the two have set aside years of rigid regulation of interstate freight movement and granted new latitudes of freedom to shippers and transportation providers. Information was obtained by surveying and interviewing shippers and freight transportation providers throughout the state. Initial indications are the impacts resulting from deregulation have been slow to emerge due to suppressed economic conditions. The study projects that as economic conditions improve and principles have time to adjust to the new laws, discernable impacts will occur.

Authors:
Public Transportation and Planning Division, Washington State Department of Transportation

Keywords:
condition, Deregulation, freight, impact, impacts, Interim, motor carrier, project, railroads, regulation, transportation, truck, trucking, Washington, Washington state

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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

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Abstract:
A series of measurements was undertaken in the summer and fall of 1977 to determine the noise radiated by a wide variety of cars and trucks, and the effect of an acoustic wall, or barrier, on suppressing the transmission of that noise. The assumption of the \"correct\" effective radiating height was found to be the most critical parameter in making the calculations agree with the measured results. The \"best height\" value varied greatly from vehicle to vehicle, and with speed, load, and throttle setting for a given vehicle. The variability of this parameter made it impossible (solely from these tests) to assess such considerations as whether Fresnel\'s or Maekawa\'s curves should be used to calculate the attenuation produced by the wall.The most noteworthy observation from this study is that newer trucks not only are quieter (to meet noise radiation standards) but have an effective radiating height as low as 2 ft compared to as much as 11 ft for older trucks. \'Thus, as the newer types of trucks become predominant in the highway traffic mix, the effectiveness of walls and barriers in shielding the community from noise will increase considerably.This is good news, because wall effectiveness has been marginal at best for pre-1970 trucks because of their radiation heights.

Authors:
Foss,R. N.

Keywords:
attenuation, barrier, barriers, effectiveness, Fresenel diffraction, highway, Highway acoustics, noise, noise screens, Noise supression, speed, tests, traffic, truck, trucks, vehicle noise, walls

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Abstract:
As part of their continuing effort to prolong the life of existing pavement systems, highway engineers must continue to improve upon design and rehabilitation methods. In past years, design methods based upon empericism have been employed with considerable success. As loading and materials change or become more complex, the older practices become less useful and a new approach undertaken. Throughout the U.S. and elsewhere, there has been emerging new technology often termed " rational " , "systematic", "mechanistic", and other terms used to describe new approaches to pavement analysis and design. Mostof these are based on elastic or viscoelastic layered representation of the pavement structure and have the potential to become powerful tools for the highway engineer. In recent years, the University of Washington has assisted the Washington State Highway Department on various research projects . One project resulted in a report that has been used to develop guidelines for allowable truck traffic through the concept of pavement damage and/or remaining life . The basis forth is report was the concept that pavement structures can be reasonably well represented by elastic layered systems. Analysis of the mechanistic behavior can then be used to predict pavement response and l i f e expectancy. As a result of this study and after discussions with Highway Department personnel, it was determined that the procedures, techniques, as well as other information used in the above report may be of further interest to them. In other words, the methods as well as results had potential utilization in a wide range of applications . As a result , a seminar program was set up whereby the writer would conduct or lead weekly discussion sessions on key topics.

Authors:
Terrel,R. L.

Keywords:
analysis, applications, behavior, damage, design, highway, materials, mechanistic, pavement, pavement damage, program, rehabilitation, remaining life, research, seminar, structures, systems, technology, traffic, truck, Washington, Washington state

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Abstract:
Evaluation of pavement patching materials was accomplished by simulating potholes in the surface, repairing the holes and subjecting them to traffic loadings. Loadings were applied utilizing the Pavement Test Facility, which applies truck simultaneously. Measurements of strength resulted in a comparative evaluation. tires was determined. Tire and various passenger car tire .types s skidding potential and pavement performance. Tread wear and protrusion of studs in the tires was determined.

Authors:
Cook,John C.

Keywords:
evaluation, facilities, materials, pavement, Pavement Patching Material, Polishing, Skidding Potential, Studded Tires, Garnet Impregnated Tires, pavement performance, performance, strength, studs, test track, tire, tires, traffic, truck

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Abstract:
There are indications that many trucks now have front axle loads approaching the maximum allowable for single axles which increases the potential for pavement damage. This report is intended to be a State-Of-The-Art approach to answer several pertinent questions from a theoretical study based on hypothetical pavements and loads, but based on reasonable material characteristics and pavement behavior from previous research. The results are a series of relationships based on pavement life which can be used to determine any number of "equivalencies." These equivalencies can be used to compare the destructive effects of various sizes of single and dual tires, axle loads , pavement thicknesses , speed and temperatures. The general nature of this report provides a wide range of conditions for comparison.on a relative basis.

Authors:
Terrel,R., Rimsritong,S.

Keywords:
asphalt pavement, axle, behavior, condition, damage, dual tires, equivalencies, loads, pavement, pavement damage, pavement life, pavements, research, single axle, speed, speed and temperature, state-of-the-art, temperature, tire, tire contact pressure, tires, truck, trucks, wheel load

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Abstract:
On July 14, 1970, an access hearing was held for that section of SR 405 which includes the Wilburton Interchange. This study has shown that there is good correlation between community perception, computer prediction and physical measurement of noise levels and attenuation.Community ResponsesAn opinion questionnaire was sent by the Highway Department in October, 1973 to all the people in the Woodrodge Community who might be affected by the completed noise barrier. Returned questionnaires are shown in Appendix A. Resulsts show that most people living directly behind the barrier have noticed some improvement in the noise level. Since 3 dBA change is barely preceptible by most people, this correlates well with measured attenuation, as the respondents indicating "no change" all resided in areas where less that 3 dBA attenuation was measured. See map #2.The barrier, however, had little effect on truck noise which was expected since low frequency noises are so difficult to attenuate. Low frequency noise waves go over and around most barriers. Dr. Van Ostrand who lives at the south end of the barrier (house number 1513) notices an increase in truck noise which would be similar to a truck coming out of a tunnel. Generally those living directly behind the barrier had evenly divided opinions in the categories of "More", "Same", or "Less" noise from trucks. Only one person indicated technical knowledge about noise and made any specific observation. He indicated noticeable overall improvement but with no change in "spike" noises. Almost everyone returning a questionnaire agreed that the barrier is aesthetically acceptable.

Authors:
Roberts,E. I.

Keywords:
Acousitc, attenuation, barrier, barriers, computer, hearing, highway, Interim, noise, Noise Levels, prediction, Report SR 405, truck, trucks, Wilburton Vicinity

Abstract:
This study was chiefly aimed at determining if a standard precast concrete median barrier placed on a highway shoulder in a fill section, would be effective in reducing highway traffic noise outside of the roadway prism. Secondly, it attacked the question of whether the current computer noise prediction program was giving accurate values.The first phase of the study consisted of collecting noise and traffic measurements in the field, first without and then with a median barrier, at two selected test sites. Next, the geometry of the test sites and field traffic data were entered into the computer program and the predicted noise levels obtained.The second phase consisted of comparing these two sets of data to determine the accuracy of the computer program and the amount of sound reduction, if any, due to the median barrier.The results indicated that the highway traffic noise was dominated by truck generated noise. It was therefore concluded that a standard median barrier will not provide a significant amount of sound reduction, outside of the roadway prism, when placed on a highway shoulder in a fill section. The results also indicated that the current computer noise prediction program will calculate noise levels that are usually higher than actually exist.

Authors:
Klasell,J. A., Butler,B. W.

Keywords:
Acoustical barrier, barrier attenuation, computer, computer program, concrete, data, ground attenuation, highway, median, median barrier, noise, Noise Levels, precast, precast concrete, prediction, program, research, roadway, traffic, traffic data, traffic noise, truck, wind, wind noise, barrier, project

Abstract:
This report presents results obtained from testing at the G. A. Riedesel Pavement Testing Facility at Washington State University during the period from February 11 to May 4, 1972. The purpose of this project was fourfold: 1) to determine pavement wear caused by studded tires ; 2) to evaluate the resistance of different pavement materials and textures used in the states of Washington and Idaho to wear caused by tire studs; 3) to test pavement materials and overlays to reduce tire stud damage; and, 4) to study the effect of studded truck tires on pavements. Ring #5 consisted of three concentric tracks on which 16 tires travelled in eight wheel paths. Three studded types and unstudded passenger tires , three studded and unstudded truck tires, and 46 sections of various types of pavement materials surface overlays and surface textures were tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depth using the WSU Profilometer, and the camera wire shadow apparatus, and are valid only under WSU testing conditions. The findings indicate that some pavement materials are more resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected the skid resistance values. The new types of studs reduced wear of various pavement materials. Studded truck tire wear was less than expected due to equipment problems.

Authors:
Krukar,M., Cook,J. C.

Keywords:
camera, condition, damage, equipment, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington, Washington state

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Abstract:
This preliminary report presents data obtained from testing at the L A Riedesel Pavement Testing Facility during the period from February 11 t o May 4, 1972. The purpose of this project was four fold: (1) to determine pavement wear caused by studded tires; (2) to evaluate the resistance of different pavement materials and textures used in the states o f Washington and Idaho to wear caused by tire studs; (3) t o test pavement materials and overlays to reduce tire stud damage; and, (4) to study the effect of studded truck tires on pavements.This preliminary report presents data obtained from testing at the G. A. Riedesel Pavement Testing Facility, during the period from February 11 to May 4, 1972.

Authors:
Krukar,M., Cook,J. C.

Keywords:
damage, data, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, project, resistance, studded tire, studded tires, studs, Study, tire, tires, truck, Washington

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Abstract:
This report presents results obtained from testing at the A. Riedesel Pavement Testing Facility at Washington State University during the period of November 20, 1972 to May 1973. The purpose of this project was three-fold: (1 to determine pavement wear caused by studded tires; 2) to evaluate the resistance of different pavement overlays used in the states of Washington and Idaho to wear caused by studs; and 3) to test pavement materials and overlays to reduce tire stud damage. Ring and Phase of this project consisted of three concentric tracks on which 16 tires traveled in eight wheel paths. Four types of studs in passenger snow two types of passenger tires, and unstudded truck tires, and 22 sections of various types of pavement overlays and surfacings were tested. Four different stripes were also tested. The results are based on wear in terms of rate of wear, area removed, maximum and average rut depths using the WSU profilometer and the camera wire shadow box apparatus. Skid resistance values were measured using the California Skid Tester and the English Portable Skid Tester. The results are valid only under WSU testing conditions. The findings indicate that some pavement overlays are resistant to the effect of studded tires than others. All types of studded tires tested caused some pavement wear and this affected skid resistance values. Some of the newer types of studs reduced wear of various pavement overlays. The pavements having the most wear resistance had the skid resistance retention characteristics. Additives to asphalt skid resistance helped wear resistance characteristics but lowered skid resistance on characteristics.

Authors:
Krukar,M., Cook,J. C.

Keywords:
asphalt, California, camera, condition, damage, facilities, materials, overlay, overlays, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavements, project, repair, resistance, skid resistance, snow, studded tire, studded tires, studs, tire, tires, truck, Washington, Washington state

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Abstract:
This study was made to obtain information on the noise levels being emitted by vehicles currently using the highways of the State of Washington. The Washington State Highway Commission requested this study for guidance in proposing vehicle noise control legislation. The main controversy in states with existing comprehensive vehicle noise legislation has concerned trucks traveling on roads with posted speeds above 35 mph. The main thrust of our study is therefore concerned with this particular area, although data were also taken on automobiles and on roads posted at less than 35 mph. This study is unique in that the noise level - and the speed of all vehicles were measured. In addition, all trucks over 10,000 lb were weighed. Our large body of data has been graphed in numerous ways to illustrate various aspects--including how the noise factor varies with speed, weight, and percentage of full load, etc. Some photographs of the trucks together with their noise data a real so included.

Authors:
Foss,Rene N.

Keywords:
control, data, highway, Highways, noise, Noise Levels, speed, Study, truck, trucks, vehicle noise, Washington, Washington state, weight

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Abstract:
Using full-scale construction equipment and truck loadings on a circular track of 260 feet circumference, evaluation of various base thicknesses and types has been accomplished in this first of a series of tests. Fractured and non-fractured aggregatre, treated and untreated bases, asphaltic and portland cement type bases are used. Results of the firest ring indicate type of failure under varied enviornmental conditions with pavement systems subjected to millions of load applications. Difficulties in determining comparative equivalencies are discussed. Instrumentations used and possibilities for future use in rational design are reported.

Authors:
Riedesel,G. A.

Keywords:
applications, base, condition, construction, design, equipment, evaluation, experimental, pavement, research, systems, test track, tests, truck, truck loadings, volume

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