The project scope includes development of training material for instruction about the performance of the revised classification tests and methods, training to pertinent INDOT personnel, integration of the revised classification system into INDOT’s standards, and establishment of a resource database for future training of INDOT personnel.

Within the general scope outlined above, the specific objectives of the proposed work were to: a) administer training to select INDOT personnel and interested representatives from the geotechnical consulting/construction community; b) develop training materials to be used by INDOT to train additional personnel. These two general objectives were accomplished through four specific tasks: 1) Collection of Sample Soils for Testing and Classification; 2) Development of Training Material (a PowerPoint presentation with concise instructional handouts; supporting classification examples from a variety of soils; and a short manual summarizing the classification system for both soils with supporting examples); 3) Delivery of Training Sessions for INDOT personnel, as well as representatives from select geotechnical consultants and contractors; 4) Production of Training Video.

Past studies on the issue of highway revenue forecasting for Indiana highways were conducted under different economic conditions than what exists today. The present study updates the revenue projections of particularly with the recognition of new CAFE Standards. The present study also updates the equations for estimating vehicle miles of travel. Impacts of alternative options for changing the fuel tax rate structure are also investigated.

The present study predicted fuel tax revenues from 2012 to 2025 under the existing fuel tax rate structure and also considered possible options for changes in fuel tax rates. Fuel tax revenue from existing rate structure indicated a continuous annual decrease from 2012 to 2025 by 2.96% to 3.49% in real terms. Adopting one of the four fuel tax rate modifications would provide additional short- term revenue for a variable number of years. A 1-cent increase would offset the decline in the total fuel tax revenue only for a year after which it will continually decline every year. A 3-cent increase would provide a substantial increase in revenue in the short term but will continually decline, however, the 2025 revenue from 3-cent increase would be a little higher than the 2012 revenue level. Both inflation indexing and an ad valorem tax would also provide substantial increase in fuel tax revenue.

• The explosion and subsequent fire did not negatively impact the properties of the steel in the main girders, nor the properties of the HS bolts.

• The explosion and subsequent fire did not negatively impact the overall load distribution nor adversely alter the behavior of the bridge.

• Controlled load testing and long-term monitoring confirmed the steel girders are acting compositely with the concrete deck.

• Based on the results of the long-term monitoring, infinite fatigue life is expected at all the monitored locations.

INDOT uses the software Work Management System (WMS) for their operations. A WMS feature that has not been utilized is the Level of Service (LOS). LOS establishes performance standards for activities and then uses an inspection program to evaluate compliance with these standards.

The objective of this project was to develop a LOS program at INDOT that utilizes WMS. One key component of this program is a statistical based inspection program that inspects and grades random roadway segments. The development of this inspection program required determining the number of samples per sub-district, the features to inspect, defining the pass/fail criteria for each feature, and field training and testing. Another key part is to develop the required WMS LOS data tables.

Outcomes from the LOS program will be an improved inspection program, a data driven tool that can be used to perform LOS analyses resulting in improved work planning. Looking at operation activities from a LOS perspective provides opportunities to balance resources better and improve the planning aspect. One benefit being experienced with the implementation of the inspection program is inspection personnel time savings in collecting the LOS data.

Various documents were examined in this study, including AASHTO and ASCE standards in addition to several other states DOT Standard Specifications and Design Manuals. Based on these documents, new falsework and formwork design loads, including horizontal loads, impact loads, and wind load, were developed and proposed to INDOT, which currently only specifys a dead load and live load. A set of drawings showing proposed minimum lateral bracing requirements was also developed to help ensure the stability of prestressed concrete and steel girders during construction.

A method of testing has been developed that allows researchers to take flange and web sections from a bridge girder and test them in real fire scenarios. The test setup allows researchers to examine the differences in outcomes due to a variety of paint coatings on the steel, thickness of steel, temperature and duration of fire exposure. After each different test, material properties may be determined and compared to virgin or unexposed steel and AASHTO specifications to see if the material properties have changed or if the material is below minimum standards. Each specific test is photographed at certain stages that would be seen at a bridge in the field after being involved in a fire. These photographs can then be compared to actual bridge damage and an estimate of surface temperature could be attained. The inspection guide would then give average values for the reduction or increase of tensile strength and toughness for a particular bridge.

The product of the study is a web-based tool for employees that provides training resource information by job category. The resources are grouped into three categories: in-house training, training available through outside vendors or third party, and higher education resources

Recommendations specific to the Technical Training Plan include incorporating technical training requirements in the position descriptions currently being revised; re-surveying employees and supervisors to ascertain employee training needs to ensure that the technical training requirements are appropriate; incorporating the list and schedule of INDOT training programs in the State Personnel Department’s PeopleSoft system; establishing a readily accessible, centralized record management system for PEs to maintain their PDH records; and broader circulation of INDOT’s Educational and Licensing Assistance Program (ELAP) to its employees.

This synthesis study focuses on the use of median barriers and roadside barriers and it identifies: (a) the current design practice and the existing body of knowledge, (b) (b) design conditions where adding extra traffic lanes without widening the ROW is acceptable from the point of view of safety and costs if barriers and guardrails are installed, and (c) future research needs.

One of the practical outcomes of the project is a set of Crash Cost Modification Factors (concept found in the German design guidelines) estimated based on the past research for Indiana and simulation experiments executed with the Roadside Safety Analysis Program. These factors can be used to evaluate the safety benefit produced by a modified cross-section of a rural freeway.

The objective of this study was to: (1) evaluate the current inspection practices of INDOT and (2) develop a risk-based inspection protocol to facilitate efficient allocation of available inspection resources to minimize the risks associated with reduced inspection. First, the current inspection practices implemented by INDOT, other State Departments of Transportation, and consulting firms were identified and compared. The comparison between the inspection practices revealed that there is consistency between INDOT’s and consultants’ and other State Departments of Transportation’s inspection practices.

To develop a risk-based inspection protocol, first, the risk consequences associated with reduced inspection were identified for different transportation construction activities, based on the data collected from 20 site visits to INDOT projects. These risk consequences include short and long-term functional failures, reduced design life, reduced safety, and increased maintenance cost. Based on data collected from 23 state Departments of Transportation, 58 engineers and inspectors from the Indiana Department of Transportation (INDOT), and 20 inspection consultants in the Midwest, the subjective perceived probabilities associated with the occurrence of each risk consequence were encoded using fuzzy analysis. Using these subjective probabilities, the risk impacts due to reduced inspection were derived. The construction activities subsequently were prioritized based on the risk impacts associated with reduced inspection into five priority levels: high, medium-high, medium, medium-low, and low. The greater the risk impacts were due to reduced inspection, the higher the priority would be for inspection of that activity. The study also included identification of value added of inspection and the critical items to be watched for different activities related to transportation construction.

Deliverables of this project include: (1) an inspection protocol, (2) an inspection staffing guide and (3) a list of pay items whose documentation requirements need to be modified to enhance the documentation process. The inspection protocol created in this study could assist INDOT in efficient allocation of inspection resources to construction activities.

In the first phase of this project, four commercial rapid-setting materials (CRSMs) were selected and development of mixture proportions in terms of optimum pea gravel content and water content was performed. Optimized mixtures were further evaluated at three different initial temperature conditions. The properties evaluated included workability, setting time, rate of compressive strength developed, slant shear bond strength, freeze-thaw resistance, air-void system characteristics of hardened concrete, drying shrinkage and cracking potential. It was observed that some of the CRSMs evaluated did not meet requirements of ASTM C 928. All, except one, CRSMs tested exhibited low resistance to freezing and thawing but all had high resistance to cracking.

In the second phase of the project, rapid-setting self-consolidating concrete (RSSCC) was developed using ternary blend of cementitious materials, high-range water reducer (HRWR) and accelerators. Slump flow, visual stability index (VSI), compressive strength at various ages and the power consumption values for the mortar mixer indicated that a five minutes mixing sequence involving a 2-Step addition of HRWR produces stable RSSCC mixture. The results of various tests carried out indicate that it is possible to develop a small aggregate size-based self-consolidating repair concrete that achieves a compressive strength of 19 MPa at the end of 6 hrs, has good bond characteristics and excellent freezing and thawing durability (DF>90%).

The sensitivity of RSSCC to aggregate characteristics and production variables was also evaluated. Specifically, the influence of aggregate gradation and aggregate moisture content using different types of mixers and re-mixing after a period of rest was evaluated. It was observed that variation in aggregate moisture content and aggregate gradation resulted in noticeable changes in fresh concrete properties such as the slump flow, stability and V-funnel flow values. While changes in moisture content and gradation of aggregates had an impact on the early (6 h) compressive strength, the compressive strength at the end of 24 hours was not significantly affected.

Laboratory testing showed that the addition of poor quality RAP materials did impact the frictional properties and cracking resistance of the mixtures, but that lower amounts of RAP had little effect. The frictional performance of the laboratory fabricated and field sampled RAP materials was acceptable at contents of 25% but may be questionable at 40%.

Field friction testing was also conducted on existing roadways with RAP to explore their field frictional performance. Several low volume roadways and one experimental interstate project were tested. The field results showed acceptable performance after 3 to 5 years of low volume traffic at RAP contents of 15-25% and after more than 10 years of interstate traffic with 15% RAP.

The low temperature testing showed an increased susceptibility to thermal cracking as the RAP content increased but the change in critical cracking temperature was relatively small at the 25% RAP level. At 40% RAP without a change in the virgin binder grade, the critical cracking temperature was about 6°C warmer than the control mixture. This finding supports the need for a binder grade change for RAP contents greater than 25%, as indicated in other research and as required by the current INDOT specifications.

The study summarized here was conducted to investigate the feasibility of using greater quantities of local, less polish resistant aggregates, specifically limestones, in asphalt surfaces when blended with high friction aggregates.

Samples of blends of various quantities of polish-susceptible aggregates with high friction aggregates were prepared, polished to simulate the action of traffic, and tested in the laboratory for their frictional properties. The variables considered include mix type (HMA and SMA), coarse aggregate type (two polish-susceptible aggregates blended with steel furnace slag, blast furnace slag and sandstone), polish-susceptible aggregate content, and amount of limestone fine aggregate (in HMA).

The results of this study demonstrate that local, polish susceptible aggregates can be used to replace the high quality friction aggregates in HMA and SMA surface mixtures without detrimental effect on friction.

In addition, the laboratory evaluation procedures used in this study could be implemented as a screening test for new materials or new types of mixtures. Such a screening test would allow contractors, material suppliers and INDOT to ascertain whether a material warrants further investigation before the effort and funds are invested in construction of a field trial.

The statistical analysis was performed on 553 existing intersections in Indiana and 72 existing intersections in Michigan using crash data reported during a four-year period. The identified safety factors include: presence of horizontal curves within the intersection vicinity, traffic volume on the major road, land use, population of the area surrounding the intersection, and the minor road functional class (traffic volume on minor road unknown), nearby at-grade railroad crossings, intersection conspicuity to drivers on the major road, acceleration lanes for both left and right turns, median width, intersection angle, and number of intersection legs. These results are in line with other research results as documented in the literature review. Based on the results of this and other studies, recommendations are made to improve safety at new intersections as well as at existing intersections. For new intersections, construction of medians wider than 80 feet is suggested. Where this is not possible and a narrower median needs to be constructed, adding a parallel acceleration lane for vehicles turning left from the minor road is suggested. Intersections should be placed at a sufficient distance from horizontal curves and from at-grade railroad crossings. Solutions with indirect left-turn lanes (Michigan U-turns, J-turns) are recommended. At existing intersections experiencing excessive numbers of crashes involving vehicles from the minor road, median closure should be considered or a median opening should be restricted to certain maneuvers. Median acceleration lanes can be added in order to allow a two-stage maneuver for left turns from the minor road. Enhanced guide and warning signage can be used to improve intersection conspicuity; adding road illumination can especially help at night. The practice of adding left- and right-turn bays should be continued as this is a proven intersection safety improvement practice. Applying these countermeasures may help improve safety and avoid the construction of expensive grade separations. Finally, advanced intersection collision avoidance systems, such as road-side dynamic signs warning drivers on the minor road about a short gap on the major road, should be the subject of pilot studies in Indiana. Experiments in other states have indicated that these systems help drivers choose safe gaps.

A method for safety screening of state roads in Indiana was developed with the following screening tasks in mind: (1) Identification of high crash locations (segments, intersection, ramps and bridges), corridors, and areas in terms of high crash frequency, crash rate, or proportion of a particular crash type. (2) Facilitate program-based screening (e.g., shoulder widening, median improvement, etc.). (3) Facilitate special programs and projects (e.g., five percent report)

In order to ensure the versatility of screening tasks and the data maintenance, four components are included in the screening tool: (1) data management, (2) standard screening, (3) roads clustering and special studies, (4) results presentation. The data management includes updating the existing data by utilizing renewable sources for data, reformatting the source data to meet the standards of the master database, integrating these data into tables that meet certain specifications, and replacing the existing data. The data management procedures include ArcGIS geo-processing and VBA-implemented and Model Builder codes that are not packaged as a single module but which are used separately as needed to maintain flexibility of the data management process. A window-based user interface, query editor, facilitates selection of criteria for safety screening. To help the user build a query, the selection criteria have been grouped into four categories: geographical scope (state, county, etc.), element (segment, township, etc.), crash criteria, and road criteria. The query is translated to SQL and sent to the screening engine. The results include safety performance measures such as crash frequencies, rates, and proportion together with basic statistical indicators. Road segments and intersections that exhibit an excessive number of crashes may be concentrated along longer road sections. Clustering these elements may reveal large scale safety issues that otherwise might be overlooked if the screening analysis is focus on individual spots. The geo-coded results can be sorted in a table or displayed on GIS maps with Google Earth or ArcGIS to visualize the spatial distribution of the identified high-crash roads.

The unit weights required for this method have been determined either by using a “zero-air” procedure (ZAP) developed as a part of this study or by using conventional (following AASHTO specifications) methods. The ZAP technique was used to verify the w/c of 58 different laboratory concrete mixes. These verification efforts revealed that the minimum, maximum, standard error, and 95^th percentile of the differences (∆w/c) between batched and determined w/c were, respectively, 0.000, 0.042, 0.017, and 0.030. The AASHTO determined unit weight (which also required measurements of the actual air content of concrete) was used to verify the w/c values of an additional set of 57 laboratory mixes. When using the AASHTO unit weights (and air contents) the minimum, maximum, standard error, and 95^th percentile of ∆w/c were, respectively, 0.000, 0.075, 0.030, and 0.054. In addition, the AASHTO unit weight method was also used to verify the w/c values of 22 different field mixtures. For this case, the differences (∆w/c) between the design and unit weight-calculated values of w/c were in the range ±0.030 for all but one mixture. Finally, direct comparison of the results from the proposed method with the results obtained from the microwave oven method revealed that the former is faster but slightly less accurate. Specifically, when used on five separate concrete samples, the accuracy of the microwave oven method was 0.010, much smaller than the previously mentioned values of 0.030 (for the ZAP) and 0.054 (for the AASHTO) unit weight methods.

Based on the selected field pavement test sections, this study aimed to evaluate the surface characteristics, particularly the long-term friction performance for those surface treatments that have been widely used and have seen increasing use by INDOT, including chip seal, fog-chip, fog seal, rejuvenating seal, microsurfacing, ultrathin bonded wearing course (UBWC), 4.75-mm hot mix asphalt (HMA) thin overlay, and profile milling (or diamond grinding). The test sections for each type of surface treatment covered a wide range of traffic volume from light to high. The service life for the selected test sections varied from 6 months to 60 months. Friction testing was mainly conducted using ASTM E 274 locked wheel trailer. Surface texture testing was conducted using either the ASTM E 2157 circular track meter (CTM) or a laser scanner. Pavement roughness and noise tests were also conducted to address the smoothness and noise issues, particularly on microsurfacing. Detailed analysis was provided to evaluate the friction performance of 4.75-mm HMA overlays. It is believed that the test results and findings drawn from this study not only provides timely information for INDOT to improve its pavement preservation program, but also provides the original information for the potential readers to better utilize preservation surface treatments.

Two different FRP panels were studied during the research project: a sandwich panel and a pultruded panel. The sandwich panel was initially selected for the rehabilitation case study bridge. However, for a variety of reasons outside of the scope of this study, both the sandwich panel and the initial case study bridge were dropped from consideration. A new case study bridge was selected, and new proposals from FRP deck manufacturers were solicited. At that time, the pultruded deck was selected. Analysis and experimental results related to both FRP deck panels are included in this report, as information from both decks is relevant to the overarching goal of this study.

In November 2009, Sugar Creek Bridge became the first bridge in Indiana to be rehabilitated with an FRP bridge deck. An extensive study, including literature review, analysis, and load tests, suggest that the installed deck should perform well, with web buckling as the ultimate failure mode at a factor of safety of 5. Deflection limits, generally an issue with FRP decks, are satisfied with the installed deck. Meanwhile, some combination of acoustic emission methods, infrared thermography and a newly developed traveling truck deflection method show promise for non-destructive evaluation of the deck in-situ and identification of damage such as delamination of the wearing surface or web buckling. However, such methods have shown variability and could be prohibitively labor-intensive. Therefore, further evaluation is needed if such methods are to be pursued.

Field performance of these projects was monitored through a condition survey and using videologs, rut depths and roughness measurements from the INDOT Pavement Management System. Through 2009, all 12 projects were performing well with rut depths generally less than 0.1 inch (2.5 mm) and roughness of less than about 100 in/mi. While there is some cracking on many of the projects, it is generally not severe and is likely reflective rather than thermal cracking.

In general then, the laboratory results agree with the field performance. The lab tests suggested that the mixes would be resistant to rutting and fairly resistant to thermal cracking, and this was verified by the field performance in all cases. This study is limited somewhat by the fact that none of the mixes would be expected to perform poorly. Having mixes that “failed” a test would help to establish the boundaries between good and bad performance. The study is also subject to a common limitation of long-term performance studies – the fact that technology has evolved over the course of the project. Mix design parameters have changed somewhat and new test methods, particularly the dynamic modulus and flow number tests, have gained prominence. Nonetheless, this study does show that Superpave mixes from the early part of the century can be expected to perform well and that the laboratory performance tests used in this study generally can predict this good performance.

For ease of operability, these modules are developed on a Geographic Information System (GIS) platform used by the Indiana Department of Transportation (INDOT) and Indiana Department of Homeland Security (IDHS). Based on dynamic field conditions, color-coded flags on the GIS map are used to characterize links in terms of their availability and functionality in the context of the response operations. These link characteristics are dynamically updated as new information on the network conditions becomes available over time. The proposed modules can be integrated into the current web-based traffic information system called TrafficWise supported by INDOT and disaster management system Web Emergency Operation Center (WebEOC) supported by IDHS for seamless practical implementation.

To evaluate the effects of aggregate and emulsion types on aggregate loss performance of seal coat, three emulsions and eight aggregates including CRS-2P, RS-2P, and AE-90S for emulsions and Trap Rock, Sandstone, Blast Furnace Slag, Steel Slag, Limestone, Dolomite, Crushed Gravel (one face), and Crushed Gravel (two faces) were tested utilizing the sweep test and Vialit test. In addition, to explore influential factors (i.e., electrical surface charge interaction, water evaporation change in emulsion, water affinity of aggregate, etc.), the Zeta potential, water content, and X-ray deflection (XRD) tests were also conducted.

According to the Zeta potential test results, the electrical surface charge of an aggregate in emulsions varies with the type of emulsion (i.e., with the pH of the emulsifier). From the water content test, among the emulsions, CRS-2P was the earliest emulsion to have enough bond strength to retain aggregates in open traffic. In addition, aggregate can retard the water evaporation process of emulsions. Based on the XRD test results, Sandstone and Dolomite have the highest and smallest content of SiO₂, respectively among the eight aggregates. This means that Sandstone and Limestone have the highest and lowest water affinity (hydrophilic and hydrophobic), respectively.

In the sweep test with Limestone with various curing time, CRS-2P showed superior aggregate loss performance among the emulsions. Comparing the sweep test results to the water contents of emulsions, faster water evaporation presented better aggregate loss performance. This finding indicates that the bond strength of emulsion to retain aggregate can be mainly a function of water evaporation in emulsion. Based on the sweep test at 77 ˚F after 24 hours of curing, CRS-2P performed the best regardless of aggregate type. The Vialit test at a temperature range of 35 °F to -22 F° after 24 hours of curing shows the most aggregate loss at lower testing temperatures. AE-90S had the strongest resistance in losing aggregate among the three emulsions at lower temperatures, which is an opposite trend comparing to the sweep test results. Also, Crushed Gravel with two faces outperformed Crushed Gravbel with one face.

According to statistical analysis results, it was concluded that AE-90S and Crushed Gravel with two faces showed the best performance among the emulsions and aggregates, respectively. In addition the best-performing aggregate-emulsion combinations were AE-90S with most of the aggregates, except for Steel Slag. Thus, the aggregate type in terms of mineral/chemical composition is not a major factor affecting the aggregate loss performance.

To develop a seal coat design, seal coat performance was evaluated for various emulsion (EAR) and aggregate application rates (AAR) by using three different evaluation methods: the IRI, friction, and visual inspection. Based on these performance tests, immediate failure occurring locally during construction due to incorrect application rate (e.g., insufficient aggregate rate) can cause total failure of the seal coat road resulting from a chain reaction. Employing a factor to compensate for AAR discrepancies between target and actual is critical for seal coat survival during construction. This study confirms the irrelevance of seal coat application to IRI values due to the thin coat and the limitation of the IRI measurement (e.g., 250 mm moving average). The friction test results show an adequate skid resistance performance on all seal coat test sections. In addition, friction improvements due to seal coat applications were confirmed within a range of seal coat rates applied in this study. Overall, IRI, friction, and visual inspection did not show distinct differences in seal coat performance in terms of application rates. A methodology in selecting an equipment factor for correcting any difference between a target rate and a measured rate was developed considering reliability and a designed rate using the McLeod equation.

Design software, “INDOT SEAL COAT DESIGN (iSeal)”, was developed as part of the study to aid the seal coat design process and incorporates INDOT seal coat practice. The software was largely based on the McLeod design method which includes factors that the INDOT seal coat specification lacks. Furthermore, an additional factor, an equipment factor, was implemented into the design process to resolve issues due to discrepancies between designed rate and applied rate.

From 300 INDOT contracts, it was found that the average geotechnical change order amount per district per year was 1.34 percent of the total estimated construction cost per district per year. The average geotechnical change order amount per district per year was 10.25 percent of the average amount of total change orders per district per year. 28 percent of the contracts experienced geotechnical change orders. 41 % of the total road contracts experienced geotechnical change orders. Soils-Related reason codes 206 – Constructability, 405 – Changed Field Conditions, 108 – Errors and Omissions were assigned to 101,46 and 11 geotechnical change orders respectively. INDOT personnel who were interviewed, recognized the need to address the following issues that lead to geotechnical change orders (i) Failure to identify areas of poor subgrade soil (ii) Mismatch in piling quantities (iii) Omissions and constructability issues associated with erosion control work.

This research project was initiated as a response from the INDOT Pavement Steering Committee related to the joint spacing of Jointed Plain Concrete Pavement in Indiana. There was an initiative in the Committee to reduce the joint spacing from 18 feet to 15 feet as a way to reduce premature concrete pavement deterioration. There was an indication that some newly paved JPCP had transverse cracks even before the pavement section was opened to traffic.

In this experimental study, several important conclusions were drawn from temperature analysis, stress-strain analysis, and other data analysis. The analysis from this experimental study supports the decision by INDOT to shorten the concrete pavement joint spacing to increase the performance of Jointed Plain Concrete Pavement in Indiana.

Based on the research, this report recommends that the recovery process should begin with the placement of a tag by the investigating law enforcement officer at the scene of the crash. This tag would allow maintenance crews to directly link infrastructure damage with a specific vehicle crash report. This report recommends that a notification letter be sent to the driver and/or insurance company notifying them of the pending invoice. Past invoicing challenges show that these components are expected to increase the likelihood of successful repair cost recovery. This report also recommends that an administration fee be included in the repair costs to facilitate the new procedures. Performance measures have been proposed to evaluate the effectiveness of these procedures.

The research reviewed the existing literature on loess, focusing on index properties, structure, mineralogy, criteria used for quantifying collapsibility, methods for measuring collapse potential, and, in particular, the collapsibility of compacted loess. Additionally, available documentation on loess deposits in Indiana was reviewed and summarized.

This research also included experimental work conducted on two loess samples, obtained in one in Daviess (Soil A) and in Tippecanoe (Soil B) county. The soils have similar characteristics, with close to 70% silt content and plasticity characteristics that classify both of them as CL (USCS) and A-2-6 (AASHTO).

Experiments performed on the two soils included index tests, standard Proctor compaction tests, and an extensive program of double odeometer tests to measure the wetting induced strains as a function of stress level. Specimens of soils A and B were compacted over a wide range of values of relative compaction (from 75% to close to optimum) and of water contents (from 5-6% points dry of optimum to optimum). The collapse potential of each specimen was quantified using the ASTM D5333 criterion. All specimens but one (compacted at close to optimum conditions) showed some wetting induced collapse. The collapse strains increased with decreasing relative compaction and decreasing compaction water content, in some cases exceeding 10%. In some tests significant wetting induced strains were measured under relatively small stresses (50-100 kPa), indicating that this problem may require consideration even for small fill heights.

The results of the experiments were compared to literature data for other soils, and overall found to be consistent with previously reported behavioral trends.

Based on the results of the testing, recommendations are made for field compaction specifications.

1. Perform controlled load testing to gain insight on the typical behavior of the bridge.

2. Monitor the effect of individual superloads on the bridge structure to detect any notable damage.

3. Perform an in-depth fracture evaluation.

4. Evaluate the effects of multiple super-heavy loading events on the bridge.

5. Collect stress range histograms to be used as part of a fatigue life evaluation.

The results of this study confirmed the US-41 White River Bridge is an excellent structure. The series of superloads had negligible long-term effects. Low material toughness was found during the material testing; however, based on the analysis performed, fracture is of little concern. Also, from the stress range histograms produced during the long-term monitoring, sufficient remaining fatigue life was calculated for all critical details. Thus, based on these results, only two actions items were suggested: 1.) Perform an in-depth inspection of the pin and hanger assemblies; and 2.) Lubricate all pin and hanger expansion joints.

When this tool was developed the Design Manual was under development. Therefore, the tool could not link to the Design Manual but to excerpted sections extracted from the Manual. Now active linking to this Manual is possible. Additionally other resources used in the design process: design standards, design memos, design procedures and checklists should be accessible in the various topics. These current resources have also influenced the technical content for the current 12 topics. An upgrade was performed to deal with these needs and to make the tool a living one, that is where future revisions in resources can be incorporated without a major overhaul to the application.

This study developed a technical protocol for evaluating vehicle detector performance and applied those techniques to both video detection (in partnership with Texas) and wireless magnetometers. Based on experiences in designing the detector test bed, recommendations are given for stop bar detection zone design using wireless magnetometers. Additional results include a detailed study of the inductive loop detector sensing range for several loop geometries, and an innovative method for interrogating NTCIP-compliant traffic signal systems to allow quality control on signal timing plan implementation. Since this project spanned several years, interim results were documented in the professional literature as they became available. This technical report summarizes those results and provides references to the published papers.

In addition to this architecture, several uses of high resolution signal controller event data are presented. An extended discussion of a visualization technique called the “Purdue Coordination Diagram” is presented, which enables new methods for visualizing and assessing 24-hour corridor operations without field visits or searching through hours of recorded video. A new methodology for using data from peer intersections to estimate fundamental traffic flow characteristics is proposed. In this methodology, phase status from an upstream intersection is fused with downstream detector status to obtain link travel time and platoon dispersion characteristics. Finally, this data is integrated into an optimization engine for determining cycle length, phase sequence, and offsets.

This study consists of two parts. The first part is to verify the accuracy of WIM vehicle classification and develop models for vehicle classification corrections using image processing technologies. The second part is to install and then evaluate a traffic surveillance system, i.e., the Transportable Infra-Red Traffic Logger (TIRTL). In the first part, the investigators collected video and WIM traffic data at WIM sites statewide. A digital image based vehicle monitoring and classification system was developed for verifying weigh-in-station data, in particular the vehicle classification counts. Based on the real world WIM and video traffic classification data, allocation factors were determined for correcting the unclassified vehicle counts associated with the WIM traffic data.

In the second part of this study, a TIRTL system was installed to collect traffic data near a WIM site. Hourly traffic data was first gathered manually and by video cameras to verify the potential errors associated with the TIRTL vehicle counts. Large amount of daily WIM traffic data was also utilized as baseline data to evaluate the field performance of TIRTL and assess the impact of various weather conditions, such as fog, rain and snow, and thunderstorm on TIRTL’s performance. The evaluation was based on the FHWA Scheme F Vehicle Classification and solely a data-driven process.

Microtexture testing was conducted on cores taken from pavements. It was found that the Microtexture MPD, RMS and SV increased as the baseline length increased, regardless of the type of pavement, but tended to remain constant after the baseline length exceeded 12.75 mm. It was recommended that the microtexture MPD, RMS and SV should be computed in terms of a baseline length used for computing macrotexture. When estimating friction from microtexture measurements, the use of SV was as effective as the use of RMS. It is not necessary to include both SV and RMS when estimating friction from microtexture. Correlation analysis indicated that wet pavement friction had a positive relationship with macrotexture MPD, microtexture MPD, and microtexture SV. The microtexture SV may play a more important role in wet pavement friction than the microtexture MPD. Dry pavement friction is not as sensitive to macrotexture as to microtexture. Regression analysis indicated that pavement friction is related to both macrotextrue and microtexture, not to macrotexture only. In addition, when pavement is wet, its surface friction is more sensitive to the slope variance than to the mean profile depth of the microtexture profile.

It was recommended that more research effort is needed to investigate the characterization of microtexture and examine the effect of macrotexture slope variance. Research work is also needed to examine the image processing technology for measuring microtexture, and to confirm the hypothesis that pavement friction is probably related to microtextures with wavelengths greater than a certain value.

The main findings support the notion that the presence of diaphragms affects the distribution of transverse strains. However, their influence is not as important as analytical models showed. The influence of end-restraint supports on the distribution of transverse strains appeared to be less significant than estimated by Ramirez and Smith-Pardo (2002). Field-work is recommended to further evaluate the effect of this parameter. The use of elastic theory resulted in good agreement between calculated transverse stresses in the concrete deck obtained from the transverse steel reinforcement and those calculated from strains in the post-tensioning bars. In the range of post-tensioning estimated to maintain uncracked condition under service loads, the use of uniform transverse post-tensioning was deemed appropriate.

Design guidelines for such structures are available in HEC-23 (Lagasse et al., 2009), but these have not received much detailed scrutiny regarding their performance. Also, the HEC-23 design is independent of approach velocity. A laboratory study was con-ducted to examine the effectiveness of bendway weirs based on the HEC-23 guidelines in protecting the outer bank of 90° bend, characterized by a single ratio of radius of curvature to top width of 3.3. The laboratory model had both erodible bed and banks. Experiments were conducted with and without weirs, with three different weir crest heights (including one that was essentially not overtopped), and two approach velocities. Measurements of erodible boundary elevations as well as point velocities were made. Effectiveness was assessed by comparison with the corresponding no-weir case, and with the initial ‘artificial’ channel geometry.

Compared to the initial geometry, the HEC-23-based weir protected the toe of the outer bank, but, under design conditions, still allowed significant erosion in the upper part of the outer bank. This remained the case even when the weir crest height was increased above the level recommended in HEC-23, and only the case where the weir crest was above the water surface was there any significant improvement in protection of the upper outer bank. Higher approach velocities were found associated with an increased rate of erosion. The point velocity measurements did not give strong evidence that the overtopping flow had substantial erosion potential. They did suggest that erosion could occur even where the local velocities were markedly below the critical velocity associated with equilibrium straight-channel flows, even where slope effects were included. Mass failure or slumping rather than direct shear erosion seems a more plausible mechanism for much of the observed bank retreat.

The mass loss is also related to the binder content in the mixture. When the binder in the mixture ignites, the oven temperature increases and exceeds the pre-set test temperature. Temperature variations inside the ignition oven result in higher temperatures in the vicinity of the upper basket; these temperature differences are even more pronounced when the binder ignites. These higher temperatures can result in increased mass loss with problematic aggregates. A test temperature as low as 427°C was found to be effective for removing the binder from a mixture.

Therefore a modified ignition oven procedure was developed to control the temperatures and limit the additional mass loss for problematic aggregates. The method involves placing half the total sample mass in the bottom basket only and running the ignition oven at a temperature of 427°C. This method was verified by testing six different plant produced mixes containing problematic aggregate and by comparing the results to results of the standard ignition oven method and to solvent extraction. The modified method is recommended for use with problematic aggregates or where the standard test method yields calibration factors greater than 1.0 or the test does not terminate automatically. .

An overview of the concepts behind internal curing was presented. It is important the internal curing agent (lightweight aggregate (LWA) in this case): be able to provide a sufficient volume of water, has a structure that allows the water to be released to the paste as needed, and is small enough so that they can be appropriately spaced in the matrix. Local materials were used. Before concrete could be prepared the locally produced LWA was characterized to determine absorption and desorption properties. Concrete mixtures were prepared for concrete with and without internal curing. A constant aggregate volume was maintained. Tests performed on these mixtures were designed to measure: autogenous shrinkage, drying shrinkage, plastic shrinkage cracking, drying shrinkage cracking, autogenous shrinkage cracking, water absorption, compressive strength, elastic modulus, tensile strength, thermal cracking and freeze-thaw resistance. Internally cured mixtures showed less autogenous shrinkage. In addition they were less likely to crack due to plastic, autogenous, and drying effects. Internal curing reduced the water absorption and potential for freeze-thaw damage. Further, internal curing allowed a greater temperature swing in the concrete before cracking would occur.

Internally cured concrete mixtures could enable INDOT to produce more durable concrete pavements and structures that are less susceptible to cracking and have improved transport properties thereby providing great potential for more sustainable, cost-effective construction.

As a part of this study, a laboratory device to polish asphalt specimens was refined and a procedure to evaluate mixture frictional properties was proposed. Following this procedure, 46 different Superpave mixtures, one stone matrix asphalt (SMA) mixture and one porous friction course (PFC) mixture were tested. In addition, 23 different asphalt and two concrete field sections were also tested for friction and noise.

The results of both field and laboratory measurements were used to develop an International Friction Index (IFI)-based protocol for measurement of the frictional characteristics of asphalt pavements for laboratory friction measurements.

Based on the results of the study, it appears the content of high friction aggregate should be 20% or more of the total aggregate blend when used with other polish susceptible coarse aggregates; the frictional properties increased substantially as the friction aggregate content increased above 20%. Both steel slag and quartzite were found to improve the frictional properties of the blend, though steel slag had a lower polishing rate. In general, mixes containing soft limestone demonstrated lower friction values than comparable mixes with hard limestone or dolomite.

Larger nominal maximum aggregate size mixes had better overall frictional performance than smaller sized mixes. In addition, mixes with higher fineness moduli generally had higher macrotexture and friction.

To establish and implement an effective and efficient financing strategy that incorporates potential new funding sources, it is necessary to model the possible outcomes of these sources in terms of their impacts on revenue stream and to study the sensitivity of these outcomes with respect to changes in key revenue factors such as vehicle-miles of travel and fuel price. In addressing this issue, this study utilizes data on amounts of travel, fuel price, and other primary information to enhance the existing models for state highway revenue forecasting in Indiana.

To facilitate implementation of the study results, the existing revenue forecasting software package has been enhanced to include traditional and new revenue sources, to estimate revenue under several different scenarios, and also to analyze sensitivity of revenue to changes in input factors such as fuel price, per capita income, gross domestic product, driving age population, and traffic growth rate. The package provides annual forecasts for both existing and alternative highway revenue sources in Indiana. Short range forecasts for fuel tax revenues are also estimated.

After five years under traffic, there have indeed been some changes in these properties. Most of the changes, however, took place quickly as the asphalt binder film coating the exposed aggregate particles was worn off by traffic. Since then, the changes have been relatively minor. The PFC section is still significantly quieter than the adjacent SMA section to which it has been compared. The PFC has retained most of its texture and is still providing good friction levels. Both the PFC and the SMA are still in very good condition with little distress and have higher friction levels than a section of dense graded asphalt constructed with similar materials that has also been evaluated for the duration of the study.

a) Minimize the number of samples of foundry sand that must be tested possibly by reducing the frequency of sampling and testing.

b) A consistent, readily available laboratory needs to be established to ensure rapid turn around of analyses and reduced costs. Currently, the demand is low and some dedicated equipment is needed to perform the test.

One of the potential outcomes of this project discussed during the negotiations for this project was a possible follow-up project in which we would investigate the modifications to the bioassay. This might include exploring alternatives to Microtox or simplifications of the Microtox test. We remain open to this possibility, but from the scientific point of view, such a follow-up may not be necessary. Of all the bioassays we reviewed, Microtox seemed to be the most widely used (though not for foundry sands), and we found no evidence that other bioassays were being offered routinely at commercial labs.

This Synthesis Study provides a review of solutions that exist to detect and forewarn overheight vehicles and thereby prevent a collision, and specifically examines the breadth of available overheight vehicle detection technologies, the commercial availability of such equipment, and the experience of relevant DOTs with installed and functioning systems.

The findings of this study indicate that most states have updated their infrastructure to account for overheight vehicles and permanently avoid collisions. The few states that still actively employ overheight vehicle detection and warning systems (OVD&W) tend to use optoelectronic single- or dual-eye infrared detection systems and report that the devices have decreased the amount of damage occurring to their structures. The initial equipment and installation costs of these systems range from a few thousand to twenty-five thousand dollars based on DOT interviews, and on-going maintenance appears minimal. Overall, considering that the only other completely effective option to avoid overheight vehicle incidents is to raise the height of affected structures, or lower the roadway surface, an (optoelectronic) OVD&W system is a relatively inexpensive and effective method for decreasing overheight vehicle accidents.

With this in mind, this study provides a guide to the site characteristics that influence both sensor selection and overall OVD&W system design. A simple Equipment Selection Tool is presented to guide system choice, and is demonstrated through a case example centered on the I-65 – I-70 merger location in Indianapolis, IN.

The purpose of this study was to evaluate the fatigue strength of several details commonly found in steel bridges in Indiana that contain intersecting welds. Large-scale experimental fatigue testing were performed using nine steel beams to study the behavior of three basic types of welded details: a vertical stiffener, a horizontal stiffener terminating near a vertical stiffener, and a horizontal gusset plate coped to fit around a vertical stiffener. The welded details in this study were fabricated with varying degrees of web gap, defined as the distance between perpendicular weld toes. The results of the experimental testing were examined and compared to prior testing to determine if the size of the web gap affected the fatigue strength. Furthermore, the performance of drilled hole retrofits used to extend the fatigue life of these details was studied.

Within the scope of the fatigue testing program, the presence of intersecting welds was not found to significantly affect the fatigue strength of vertical stiffener and horizontal gusset details. However, the size of the web gap may have had an effect on the fatigue strength of details where a horizontal stiffener terminated near a vertical stiffener. Further experimental testing is needed to more clearly define the relationship between web gap and fatigue strength for this case. Drilled hole retrofits were successful at prolonging the lives of these details to varying degrees, but it should be noted that the stress redistribution resulting from these holes may cause fatigue cracking at nearby weld toes.

Based on the DCP tests performed on several INDOT road sites, as well as in the test pit at Purdue University, and the requirement that the in-place dry unit weight of the fill material be over 95% of the laboratory maximum dry unit weight, minimum required DCP blow counts (NDCP)req were proposed for soils belonging to three groups of the AASHTO (American Association of State Highway and Transportation Officials) soil classification system.

For the DCPT, the minimum required blow count for 0-to-12 inch penetration, (NDCP)|0~12” associated with an RC of 95% for A-3 soil varied from 7 to 10; it is a function of the coefficient of uniformity. For A-1 soil and A-2 soils except those containing gravel, the (NDCP)|0~12” was a function of the optimum moisture content. For silty clays, the minimum required blow counts, (NDCP)|0~6” and (NDCP)|6~12” were a function of the plasticity index and the soil percentage passing the #40 sieve. Since the relationship of Clegg Impact Value (CIV) with relative compaction exhibited considerable variability, no criterion for CHT was proposed.

Dynamic analyses hold promise in forming the basis for interpretation of the DCPT and CHT results since predictions of the penetration process (DCPT) and accelerations (CHT) for sand under controlled conditions were very reason

During the laboratory studies, four ternary mixtures, each containing either 20% or 30% FA and either 5% or 7% SF were subjected to four different curing regimes (air drying, 7 days curing compound application and 3 or 7 days wet burlap curing). In general, all four ternary mixtures exhibited very good water and chloride solution transport-controlling properties (resistance to chloride-ion penetration, chloride diffusivity and rate of water absorption). However, it was concluded that in order to ensure adequate strength, good freezing and thawing resistance, satisfactory resistance to salt scaling, and adequate shrinkage cracking resistance the FA content should not exceed 20%, SF content should not exceed 5% (by total mass of binder) and paste content should be kept below 24% by volume of concrete. Further, wet burlap curing for a minimum of 3 days was required to achieve satisfactory performance and to obtain a reliable assessment of in-situ compressive strength (up to 28 days) using maturity method.

The second part of this research examined the performance of ternary concrete containing 20% FA and 5% SF in the pilot HPC bridge deck constructed in northern Indiana. Using maturity method developed for the purpose of this study, it was determined that the unexpectedly high RCP values of concrete placed late in the construction season were mostly attributed to low ambient temperature. Additional applications of the developed maturity method were also demonstrated. These include assessment of risk of scaling and reduction in time to corrosion initiation as a function of construction date, as well as estimation of long-term RCP values of concrete subjected to accelerated curing.

The web application, written in Macromedia (now Adobe) Flash 7, provides a graphical (map) display of stream gaging sites and bridges, and the relevant information. The report discusses briefly its use and the software implementation.

The acoustic positioning system is based on acoustically measuring distances from transmitters attached to the scour sonar housing to an array of receivers of known fixed positions, and is intended for use in determining reproducibly the position being probed by a scour sonar. Laboratory tests were performed with the system in isolation, and results were compared with locations determined from a Total station. It was found that, under relatively ideal laboratory conditions, the system could locate the transmitters within 1-ft in the horizontal and 1-ft in the vertical. For the more demanding location of a probed point on a hypothetical streambed, the system errors often exceeded this specification. Field tests, undertaken for both stationary-truck and moving-truck applications, but with the positions of transmitters nominally fixed with respect to the receivers, showed that the results were noisier, but appropriate pre-screening and post-processing yielded useful data

This project provides some technical answers with using this approach. Due to some of the uncertainties discovered with using warranty erosion control on three INDOT projects it was decided to take a cautious approach to implementing this provision. Therefore the findings are being disseminated to the Erosion Control Committee for further consideration and action.

This study evaluated the issues associated with the guardrail crash repair costs, such as parts costs, labor costs, and equipment costs. Guardrail steel parts prices increased dramatically. For guardrail terminal crash repairs, the majority of the repair costs were spent on parts. Hex-Foam Sandwich demonstrated the greatest repair cost per crash and ET 2000 Plus demonstrated the lowest repair cost per crash. The repair costs are overestimated for CAT, ET 2000 Plus, SKT 350 and Impact Barrel, but underestimated for other crash cushions in the INDOT Design Manual. Different from the guardrail terminal repairs, the labor rather than the parts consumed the majority of the repair costs for regular guardrail repairs. The average guardrail repair cost is $722 per crash that is less than the guardrail repair cost the INDOT Design Manual. The annual average guardrail maintenance cost is $0.305 per linear foot. ArcMap was utilized to develop an interface for effectively managing and analyzing guardrails and ROR crash data.

The installation of DD piles produces greater radial displacement of soil than that produced by nondisplacement piles (e.g., drilled shafts), particularly in the case of sandy soils which gain additional strength through densification. This radial displacement of soil around the pile shaft contributes to the high capacity obtained for DD piles. Accordingly, our focus has been on analyzing the shaft resistance of DD piles in sand and proposing a design procedure based on the results of the analyses. The analyses were done using the finite element (FE) method and an advanced constitutive model for sand. The constitutive model captures all the key features required for these analyses, and the FE analyses are 1D analyses of shaft resistance that can handle the large deformations and displacements involved in pile installation. Design equations that can be used to calculate the lateral earth pressure coefficient acting on the pile shaft are proposed.

This report presents the findings of three separate, yet interrelated projects that explored the hazards in highway construction and maintenance workzones, and evaluated workzone safety strategies. The evaluation of the safety strategies was performed by analyzing the perceptions of three groups of stakeholders (INDOT personnel, contractors, and highway construction and maintenance workers). The report also discusses the use of camera and radar systems to prevent workers from being struck by mobile equipment. Finally, it provides some recommendations for more effective implementation of safety strategies and provides suggestions for further research in the domain of highway construction safety.

Other activities included investigating other hardware options for data collection and data transfer. Also, a hotspot method for data transfer was tested to do batch data transfer. A summer AVL application for paint stripping was developed.

Two other commercial systems were evaluated, IWAPI and ThomTech. The IWAPI system was evaluated over three winter seasons and Thomtech for the 08-09 season. Both systems experienced data transfer problems which seems to be the biggest issue with AVL systems. Overall most users were satisfied with how the systems operated and with the information being collected and reported.

The project exposed issues that exist with all types of AVL systems. There are plusses and minuses, and costs and benefits. These are described in the report. One outcome is that AVL systems are not a panacea, they offer better information and benefits, but are they economically justifiable? An internal INDOT study was performed during the 08-09 season that shows a savings of $10,000,000 in salt costs that can be attributed to some degree the use of AVL and MDSS.

The research reviewed existing classification systems for organic soils, the effects of organic matter on the geotechnical properties of soils, and the methods for determination of organic content. In addition to the review of the existing literature, this research also included experimental work conducted on natural soils with varying organic content, as well as on laboratory prepared (“artificial”) organic soils. The experiments performed included loss on ignition tests, Atterberg limits, colorimetric tests, dry combustion tests, thermal analyses, and X-ray diffraction analyses.

The work led to propose a system for classifying organic soils which is based on the percentage of organic matter present: soils with organic content mineral soils; if the organic content is >3% and < 15%, soils are classified as mineral soils with organics; when the organic content exceeds 15% but is organic soil is employed. Finally, soils with organic content higher than 30% are termed highly organic soils or peats. Given the potential errors associated with measuring organic content using the LOI method, this research proposes an approach based on the combined use of the LOI test, the liquid limit test conducted both before.

An indigenous computer program PURDUE CSBD was developed to implement the bridge design calculations specified in the AASHTO LRFD specifications, which is currently endorsed by the INDOT bridge design manual. Both MERLINDASH and PURDUE CSBD were used to generate design calculation results for the complete test-bed of bridges. The output from both computer programs is compared to identify assumptions and discrepancies between MERLIN-DASH and the AASHTO LRFD specifications. These comparisons indicate excellent agreement between the results from both programs for: (1) moments, (2) shears, (3) stresses, (4) deflections, (5) flexural strength and all relevant parameters, (6) shear strength and all relevant parameters, and (7) shear connector related parameters. The test-bed of bridge structures and the PURDUE CSBD program are recommended for evaluating and verifying other bridge design software

Pile setup in clays result primarily from shaft resistance gains with time after installation because the base resistance contributes proportionally much less in soft to medium stiff clays, which are the focus of the research. Accordingly, our focus has been on analyzing setup in shaft resistance, validating the equations resulting from these analyses and then proposing design and quality assurance procedures based on the results of the analyses. The analyses were done using the finite element method and an advanced constitutive model developed specifically for this project. The constitutive model captures all the key features required for these analyses, and the finite element analyses are 1D analyses of shaft resistance that can handle the large deformations and displacements involved in pile installation. The results of the analyses compare well with load test data from the literature. Design equations for the unit shaft resistance are proposed. Equations for unit shaft resistance in the short term (for comparison with load tests) are also proposed.

Completed was a 3-year study with Roundup alone and in combination with Outrider either as a tank mix or sequentially with Roundup followed after several weeks by Outrider or Outrider followed after several weeks by Roundup comparing different rates, dates of application and stages of development. Roundup alone or in sequence several weeks following Outrider was without effect on Johnson grass regrowth. A small benefit from 0.4 lb/A Roundup 3 to 6 weeks post Outrider was insufficient to justify the additional cost and offered no benefit over post Outrider mowing at the same stage. Correlations were with stage of growth with Johnson grass 24 to 30” tall, 33-36” tall and 40-42” tall without seed heads, seed heads forming in the boot, early anthesis (flowering), late flowering or with seed heads formed and 50-60” tall and spray date.

Fall 2006 marked initiation of the final implementation of the project. Outrider alone at a rate of 0.5 oz/100 gal plus a detergent at 0.12% of the total spray mixture spot sprayed to the point of runoff is to be recommended. Best results are expected with regrowth following mowing although about >90% control can be expected from midseason to late spraying of mature Johnson grass. Evaluated in 2007 and 2008 was the optimum regrowth stage to treat and the response to mowing following spraying. Johnson grass can be mowed very soon after spraying (next day or late same day) without loss of treatment effectiveness.

In laboratory studies, a candidate Outrider binding protein was identified and cloned.

The goal of this work was to determine how the entry of ethanol and biodiesel plants changes the inbound and outbound transportation flows of corn, soybeans, DDGS, and ethanol at the county level in Indiana between 2006 and 2010, focusing on modal and market shifts.

The addition of 12 ethanol and 2 biodiesel plants from 2006 to 2010 increases total annual truckloads by 8%, but VMTs by 39%. This is due to fewer short hauls of corn and beans to local grain elevators replaced by longer hauls to ethanol plants. In addition, the movement of DDGS and ethanol is largely by truck. As more grain is processed within Indiana, less is shipped to out-of-state users by rail. However, outbound rail movements of ethanol and DDGS offset this somewhat. Finally, the changes in traffic flows are heavily concentrated in those counties with ethanol plants.

As more ethanol plants are constructed, transportation requirements will change. Increases in the volume of truck traffic (more trucks and more miles traveled by each truck) will increase damage on local roads. This research identifies regions with large increases in truck traffic resulting from new ethanol and biodiesel plants. In turn, transportation planners can anticipate a reallocation of maintenance budgets to maintain key highways and bridge

(1) Identify and facilitate the communication of data that is updated more frequently than the Decennial Census for Indiana Travel Demand Models;

(2) Allow the use of cross-classification techniques within trip generation for planning organizations that lack the time and resources to conduct travel demand/household surveys;

(3) Evaluate the sensitivity of travel demand model outputs to varied parameters and inputs so as to help focus data collection and guide parameter selection; and

(4) Apply risk management strategies to travel demand modeling so as to help planners program the most resourceefficient projects.

• More than 95 percent of the data points of the RUT pavement performance indicator were below 0.5 inches indicating that this type of distress has become relatively rare on INDOT highways.

• Data points of the PCR were scattered in a very narrow range (between a PCR value of 70 and 100) compared to the scatter of the IRI and deflection. Consequently, distinct thresholds can be obtained from the wide scatter of the IRI and the deflection. This suggests that IRI and deflection are more reliable performance measures than PCR when programming pavement rehabilitation treatments.

• Two-course hot mix asphalt, HMA, overlay (with or without surface milling) treatments were found to have a forecasted average annual deterioration in IRI of roughly 6 in/mi.

• Three-course HMA overlay with or without surface milling treatments were found to have a forecasted annual average deterioration in IRI of about 5 in/mi. Three-course HMA overlay with crack and seat of PCC pavement treatments were found to have a forecasted average annual deterioration in IRI of roughly 4 in/mi. Pavement projects identified as 3-R and 4-R overlay or replacement treatments were found to have a forecasted average deterioration in IRI in the range of 4 to 5 in/mi. Concrete pavement restoration treatments were found to have a forecasted average annual deterioration in IRI of roughly 7 in/mi.

• Average service life of two-course HMA overlay (with or without surface milling) was found to be roughly 10 years; 12 years for concrete pavement restoration; 12 years for three-course HMA overlay (with or without surface milling); 15 years for threecourse HMA overlay with crack and seat of PCC pavement; and 15 years for 3-R and 4-R overlay or replacement treatments. These numbers match closely with the estimated service lives in the current INDOT design manual.

• Unit cost of pavement rehabilitation treatment was strongly correlated (with a high degree of statistical confidence) to the service life prediction and consequently was used in the performance prediction models.

The work plan conducted by Investigators from the Purdue University School of Civil Engineering involved a literature review to uncover information on performance of 3D-MC technologies and computer technologies and associated processes to enhance project team collaborations. Concurrently, the Investigators surveyed vendors of 3D-MC systems and contractors and designers to uncover critical lessons from their experience with these systems. A review of STA Web sites was conducted to gain an overview of STA requirements regarding design files and product offerings of two leading providers of project design and civil project management software were reviewed to assess the efficacy of EDF sharing. These reviews were compared against the INDOT Project Development Process to reveal opportunities to leverage electronic forms of the design files. Contacts established from the surveys and Web site reviews, yielded further contacts with engineering service providers and STA personnel who were primarily interviewed by phone. The STA contacts also provided or referenced documents that were valuable to the information gathering activity. The phone interviews and shared documents provided the greatest clarity regarding the progress of other STAs toward implementation.

The study confirmed that there are accessible commercial products from the industry leaders that enable 3D design model creation, secure file sharing with version control. Digital terrain models (DTMs) from these products can be read and translated for input to the array of GPS-based 3D-MC system options that are capable of meeting typical standard construction tolerances. The companies also have incorporated enough interoperability to work across platforms, thus enabling seamless and collaborative 3D-model-based project delivery with the appropriate investment. INDOT is making the correct investment in software applications to realize this objective.

With regard particularly to implementing 3D-MC, information from select STAs provided insight into options and considerations for project selection and specifications that clarify liability. STAs have assumed various positions of responsibility for making the DTM available to contractors, ranging from an official hands-off stance to one that prescribes GPS-based 3D-MC for certain projects. The Investigators encourage INDOT to pursue implementation through a program of pilot projects with special committee oversight responsible for assessing benefits and compiling lessons learned. A manageable set of objectives should be carefully set for each pilot project so that benefits can be convincingly demonstrated. Indiana design consultants seek leadership from INDOT and input from construction contractors regarding the critical data and information needs so that they can deliver the desired electronic design files with greatest efficiency and effectiveness.

A variety of performance measures could be used when evaluating a potential investment. This study has sought to identify and assess economic development performance measures to be used when evaluating transportation investments in rural Indiana. A list of the twelve most promising performance measures has been compiled, with a corresponding list of their advantages and disadvantages. The list provides a useful framework for economic analysis of rural transportation investments.

This study recognizes that further research is needed in order to provide a more robust conclusion regarding the link between transportation investment and economic development. The additional research would include individual case studies, county-level data analyses, and quality of life studies. Individual case studies would provide a ‘real world’ application for the economic development performance measures identified and can validate their use. Conducting a county-level data analysis would allow for quantitative comparisons to be made among counties based on need for economic development as well as the probability of development. The quality of life study would help to address issues that complement the economic development factors in a rural area. At the time this study was stopped, these investigations were underway. While the performance measure study provides a good beginning for economic studies, the additional research can help to enhance and refine the use of these measures.

The purpose of this study was to develop and provide transportation agencies with coordination and collaborative strategies that could be used to help the various agencies work together on multiple projects. This study was based on a study of the literature in disciplines such as economics, management, and social sciences to investigate collaborative structures and management strategies. Collaboration that involves cities, counties and/or state agencies would use a forum discussion to discuss issues and formulate transportation project solutions on an ad hoc basis, allowing for flexibility from case to case. These organizations would manage the process using the jurisdictional-based model, where an agency such as the MPO would serve as the coordinator between jurisdictions during the planning process.

* Investigated foreign agencies PBC programs.

* Evaluated cost data

* Interviewed and analyzed three state agencies that use PBC, Virginia, Florida, and North Carolina. Other states studied included: South Carolina, Oklahoma, Massachusetts, and Texas.

* Evaluated contracting options and the Indiana contracting community.

* Investigated and defined the activities that are better performed In-House, and those that, potentially, could be privatized.

* Define the requirements for creating, contracting, monitoring, and managing a PBC system at INDOT.

* Develop an understanding and a plan for INDOT maintenance that includes the added capacity from Major Moves over the next 10 years.

* Analyze, define, and describe risk factors (e.g. contractor protection from 3rd party lawsuits).

* Developed guidelines for INDOT that objectively states the facts learned from analyzing PBC.

* Describe maintenance options that could include PBC , expanding subcontracts, and INDOT Maintenance forces.

* Described how other state agencies calculate overhead costs and apply to maintenance costs.

* Description of Level of Service (LOS) programs developed and used by other state agencies.

PBC is being used extensively in some states while other states have tried and backed away for various reasons which are explained in the report. Due to higher costs experienced with PBC and the fact that long term contracts lock in prices leaving agencies with no flexibility to reduce during economic downturns; the report is not recommending PBC to INDOT. What is recommended is that INDOT should: establish a LOS program; develop and test snow and ice removal subcontracts; and further develop a hybrid maintenance program where private contracts are used to supplement INDOT maintenance force.

The exposure conditions in the state of Indiana have been assessed. Specifically, temperature, rainfall, wetting events, freeze thaw cycles, and relative humidity have been classified. To assess the variation in these parameters across the state, contour maps were developed using information from cities in the state of Indiana as well as cities in surrounding states. The eight parameters suggested by Goodspeed et al. [1996] have been reviewed. Three key distresses behavior (chloride ingress, freezing and thawing, and shrinkage cracking) have been investigated in depth. Relationships have been developed to relate measured material properties (from the results of AASHTO/ASTM tests) with the predicted performance of the concrete structure under different exposure condition.

First, a model is presented that relates the results of Rapid Chloride Permeability Test (RCPT) with the anticipated service life of bridge deck against corrosion due to chloride ingress. Second, a model is presented that relates results of sorptivity, porosity, and critical saturation with the anticipated service life of concrete exposed to freezing and thawing. Third, a model is presented that relates the shrinkage of concrete with the potential for premature cracking. The results of each of the models have been presented for conditions that are typical of the state of Indiana.

Part II of the research focused on developing a blueprint for an INDOT Emergency Operations Plan that will effectively integrate its emergency response practices with the larger national and statewide emergency management framework. The Incident Command System was confirmed to be a good standard practice among state DOTs, which can be applied to enhance INDOT’s emergency response procedures. Other practices reviewed included communications, the application of Intelligent Transportation Systems to emergency response, and the use of Decision Support Systems to support emergency operations. A version of the Incident Command System for adoption by INDOT Districts and Central Office was developed. Finally, a structure was proposed for the development of an INDOT EOP.

Part II of the research focused on developing a blueprint for an INDOT Emergency Operations Plan that will effectively integrate its emergency response practices with the larger national and statewide emergency management framework. The Incident Command System was confirmed to be a good standard practice among state DOTs, which can be applied to enhance INDOT’s emergency response procedures. Other practices reviewed included communications, the application of Intelligent Transportation Systems to emergency response, and the use of Decision Support Systems to support emergency operations. A version of the Incident Command System for adoption by INDOT Districts and Central Office was developed. Finally, a structure was proposed for the development of an INDOT EOP.

Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report.

A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings.

Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report.

A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings.

Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report.

A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings.

In this study three different test areas were constructed in the INDOT/Purdue University Accelerated Pavement Testing facility. Each test area had different lanes that varied by concrete mix design, bonding preparation, and pavement crosssection. These sections were subjected to 300,000 to 560,000 load applications. An additional test area was constructed outside the facility to evaluate pavement thicknesses and environmental effects.

The project resulted in a modified UTW design methodology that takes into account the stiffness of all underlying pavement layers. Additionally, the project provides insight into the effects of pavement section, UTW mix design, mechanical loading, bond conditions, and environmental loading on the performance of UTW.

This project proposes a system-wide heuristic approach to station health monitoring based on the principles of the “Six Sigma Process” and DMAIC Model for error identification and control. A test location on I-65 was outfitted with three different sensors; two side-fire radar sensors and 3M Microloop sensors. Data was collected and analyzed to assess the quality of sensor data, using performance metrics based on volume, speed, occupancy and Average Effective Vehicle Length comparison.

This study recommends combining sensor outputs into the single Average Effective Vehicle Length (AEVL) metric. Combined with the use of historical values and heuristic site knowledge the AEVL metric can provide a good tool for initial data quality control monitoring. Additional control efforts involve the use of portable side-fire radar units for temporarysensor co-location.

The evaluation of the RSIT prototype confirmed usefulness of the proposed methodology. The tool has been applied to two two-way stop-controlled intersections by a team of non-experts. The two sites have been previously investigated by experts using the standard approach. The safety investigation outcomes obtained by both the teams indicate strong similarities The proposed RSIT method helped non-experts identify additional road hazards confirmed later by the experts’ team. RSIT has been found decreasing the required investigation team size and time as well as being useful as a training tool. RSIT presents the logical connections between driver behaviors, road elements and environment conditions.

RSIT2 is the next version of the RSIT method. The knowledge base developed for RSIT 2 includes all the major types of roads in Indiana: a) all-way stop-controlled intersection, b) road segment, c) railroad crossing, and d) signalized intersection, and e) improved two-way stop-controlled intersections. The RSIT 2 method uses the rule-based structure converted to a dynamic checklist that adjusts in real-time to the investigation progress. A friendly graphic-user interface has been developed together with a knowledge base editor to allow updating the knowledge base by the user. Finally, a novel technique of ranking safety countermeasures was developed and applied.

For each design case, a rational framework is developed accounting for different levels of target probability of failure (or target reliability index) based on the importance of the structure. The conventional equations for loads and resistance in the current MSE wall design guides are modified so that the equations more closely reproduce the ultimate limit states (ULSs) in the field with as little uncertainty as possible. The uncertainties of the parameters, the transformation and the models related to each ULS equation are assessed using data from an extensive literature review.

The framework used to develop LRFD methods for slopes and MSE walls was found to be effective. For LRFD of slopes, several slopes were considered. Each was defined by the mean value of the strength parameters and unit weight of each soil layer and of the live load. (1) Gaussian random field theory was used to generate random realizations of the slope (each realization had values of strength and unit weight that differed from the mean by a random amount), (2) a slope stability analysis was performed for each slope to find the most critical slip surface and the corresponding driving and resisting moments, (3) the probability of failure was calculated by counting the number of slope realizations for which the factor of safety did not exceed 1 and dividing that number by the total number of realizations, (4) the mean and variance of the soil parameters was adjusted and this process repeated until the calculated probability of failure was equal to the target probability of failure, and (5) optimum load and resistance factors were obtained using the ultimate limit state values and nominal values of driving and resisting moments. For LRFD of MSE walls, (1) the First-Order Reliability Method was successfully implemented for both external and internal limit states and (2) a reasonable RF value for each limit state was calculated for different levels of target reliability index.

The end product of this research is a quantitative tool that can be used at the project development phase by INDOT staff to estimate the economic development effects of different types of highway investments and make better decisions regarding highway investment. The study results provide a better understanding of the interrelationships among economic development, type of highway improvement and geographical location, and how investments in highway infrastructure can be ranked and prioritized based on sound economic development criteria. This study illustrates the types of data necessary to document these effects, and demonstrates how analysis can be carried out and ultimately improved. The study results can also assist INDOT to develop a quantitative approach to establish weights for the economic development criterion in a bid to rank and select projects based on their economic development potential and increase the efficiency of highway investment. Finally, the questionnaire survey targeted to transportation agencies and organizations across Indiana that have interests in economic development aspects could improve the understanding of economic development practices in the state. The survey results shed light into the circumstances under which economic developers and transportation agencies assess such effects, the measures that are or should typically be used, their associated weights, and the strategies/tools that are most often used.

Safety Performance Functions are widely used to estimate and predict road safety at intersections and on segments. Evaluation of the performance of the functions developed for regions other than Indiana indicated that only full recalibration, which is in fact equivalent to developing own models, gives a chance of obtaining a useful prediction tool for Indiana conditions. Such Safety Performance Functions have been developed for Indiana and implemented in TransCAD by the means of two tools: Indiana Input to Safety In Planning tool (INSIP) and Safety In Planning tool (SIP). INSIP allows reformatting the data available in Indiana to the format that is required by the developed SPFs. INSIP creates intersection data tables that allow predicting crashes separately for segments and separately for intersections. In addition, the INSIP reformats the crash data to the format acceptable by the TransCAD and assigns crashes to segments and intersections. The second component – SIP calculates crashes for segments and intersections in studied road networks. It includes a convenient SPF editor that allows modifying the existing SPFs and entering new ones. Also, the INSIP facilitates calibration of the SPFs based on the user-defined partitioning of the road network. A user manual has been developed to assist analysts use the INSIP and SIP.

A series of flexible-wall permeameter tests were conducted for various mixing ratios of clays and sands to obtain values of the coefficient of consolidation, which is a key variable in determining the drainage state during cone penetration. Nine piezocone penetration tests were conducted at different rates in calibration chamber specimen P1 (mixture of 25 % clay and 75 % sand) and eight penetration tests were carried out in calibration chamber specimen P2 (mixture of 18 % clay and 82 % sand). From the results of the penetration tests in the calibration chamber, a cone resistance backbone curve, with qc plotted versus normalized penetration rate, was established.

Guidelines were proposed for when to interpret CPT tests, whether in estimating soil properties or in estimating pile resistances, in soils for which penetration takes place under conditions that cannot be established as either drained or undrained a priori.

The main objective of this experimental study is to evaluate the effectiveness of the Reflectors in reducing vehicledeer collisions. The experimental design uses one-mile long road sections for each combination of reflector colors (red and blue/green), reflector spacing (30 m and 45 m), reflector design (single and dual reflectors), and median (one with and one without reflectors). In this design there are sixteen treatment combinations. A complete set of treatment combinations is called a replicate and the design had two replicates. Two one-mile control sections were placed at each end of each replicate. Data for the peak months of April, May, October and November was used in the data analyses.

Poisson Regression models were used to analyze the data. No statistically significant differences among reflectors combinations or between reflectors and controls were found.

When comparing all combined reflector sites with all combined control sites, the Poisson Regression Analyses indicate that the difference between the Poisson Mean (μ) of the all reflectors sections and all the control sections is statistically significant. The use of reflectors provides an expected reduction in deer-vehicle collisions of 19% with 95% confidence limits of 5% to 30%. Maximum reduction is associated with 100 ft spacing regardless of the reflector color, median with or without reflectors, single or double reflectors.

The cost effectiveness of this reduction will be behind any decision to use reflectors to reduce vehicle-deer collisions.

The results show that the Superpave mixture design method and specifications do provide well-performing hot-mix asphalt mixtures with respect to permanent deformation. Also, direct comparisons between the Accelerated Pavement Tester and the test track, and the Purdue Wheel Laboratory Tracker and the test track do exist. Finite element modeling techniques were also used to model rutting development. The finite element modeling suggests that such an approach may be capable of relating the accelerated and in-service results even better than direct comparison.

The primary goal of the laboratory experiments is to assess the utility and effectiveness of a biofriendly cosolvent ethyl lactate for source zone flushing through enhanced dissolution mechanisms followed by assessing enhanced biological removal of contaminant residuals by cosolvent residuals. Ethyl lactate residuals after source zone remediation can serve as a substrate for indigenous microorganisms to induce anaerobic conditions and enhance in-situ reductive dehalogenation, but whether or not this process would further facilitate complete mineralization or if it too would stall at undesirable metabolites is unknown. Results from these lab evaluations involving batch tests and one-dimensional (1-D) and two-dimensional (2-D) flow systems will contribute to assessing the value of this treatment train approach for relevant INDOT sites and to developing an effective strategy for using this approach under field conditions. Ethyl lactate was found to be very efficient in recovering DNAPL mass in source zone. The residual amount of EL not only poses no harm to indigenous microbial population in a DNAPL contaminated site, but also serves as electron donor to promote the microbial dehalogenation of chlorinated contaminants, such as perchloroethene (PCE) and trichloroethylene (TCE) in the down gradient plume. Therefore, the flushing agent, EL, can be left behind at low concentrations to facilitate biodegradation in the plume.

The soils used were from INDOT sites selected based on input from INDOT staff regarding amenability to future site remediation via the proposed treatment train. Site selection and assessment required travel by senior personnel to evaluate the nature and extent of contamination and by research assistants to collect soil samples for laboratory experiments.

The first phase of the research focuses on determining mixing and compaction temperatures for hot-mix asphalt mixtures. Modified binders are shear rate and temperature dependent and the conventional methods of determining mixing and compaction temperatures can yield extreme results. The Zero Shear Viscosity theory is used as an alternative method to determine hot-mix asphalt mixing and compaction temperatures. The results reveal that the method is applicable to determining mixing and compaction temperatures for hot-mix asphalt mixtures containing modified binders, but additional work is needed in order to make the method applicable to neat binders.

The second phase of the study investigates the performance of hot-mix asphalt mixtures containing neat and modified binders. Laboratory tests were performed on similar mixtures that contained neat and modified binders. Simple performance tests, such as accelerated rutting, flexural beam fatigue, and indirect tensile indicate that modified binders may contribute to improved hot-mix asphalt resistance to various distresses. Overall, performance-graded binders of the same grade appear to offer similar performance regardless of the high temperature at which the binder meets the high temperature specification.

Representative samples of class F fly ash and bottom ash were collected from two utility plants in Indiana and a series of extensive laboratory tests were conducted to obtain the mechanical properties of the mixture. Since the mechanical properties of ash mixtures are dependent on the mixture proportions, the investigations evaluate fly/bottom ash mixtures with different mixture ratios (with Fly ash contents of 50%, 75%, and 100%). The results obtained are merged with other considerations relevant to embankment design and construction and used to develop guidelines on coal ash utilization in highway embankments. In order to examine suitable fly/bottom ash mixture compositions and embankment geometries, slope stability analyses were performed on ash embankments with different geometries using the different properties of the ash mixtures with different mixture ratios. The limit equilibrium method was used for the stability analyses. Additionally, the corrosion potential to metal structures, which are commonly included in highway construction, is examined by performing corrosivity tests on the ash mixtures.

The results indicate that density (air void content) is a significant factor in the performance and durability of hotmix asphalt mixtures. Its effects vary with aggregate size and gradation, but increases in mixture density (reductions in air voids content) produce improvements in the dynamic modulus (reduction of rutting potential) and fatigue life of a mixture. Further, the fatigue life appears to be less sensitive to density (air voids content) than to moisture damage.

1. Research existing data for structural and non-structural BMPs pertaining to the Phase II NPDES Stormwater Construction and Post-Construction Minimum Control Measures. Identify BMPs suitable for use in construction, reconstruction, rehabilitation and retrofitting activities along INDOT roadways and facilties.

2. Give consideration to the Indiana geological and meteorological conditions and the INDOT resources available for maintenance of water quality BMPs.

3. Review documents on the INDOT Publications List and make recommendations regarding potential revisions and/or additions to the documents to adequately address the NPDES Stormwater Program requirements as they pertain to INDOT activities.

Relationships were developed for the flood frequencies to be estimated by the LP(3) distributions. The State of Indiana has been divided into regions, seven of which are homogeneous and one heterogeneous. The floods of specific return periods were related to watershed characteristics which are relatively easy to measure by the generalized least squares (GLS) method.

The regional flood estimates based on L-moments have been developed and presented for all the eight regions. These are based on P(3), GEV and LP(3) distributions. The GLS based regional regression analysis was used to relate the flood magnitudes based on these distributions and watershed parameters. The L-moment based methods and the regional regression relationships are compared to each other by split sample tests.

The following conclusions are presented based on this study. (1) Identifying homogeneous regions prior to development of flood frequency relationships substantially reduce the prediction errors. (2) The L-moment based flood frequency relationships are more accurate than those developed by regional regression analysis (3) The Pearson (3) and GEV distributions give more accurate flood flow estimates than the LP(3) distribution.

An investigation into the coarse aggregate specifications for use in Stone Matrix Asphalt was completed in this study. Emphasis was placed on evaluating various tests that may be useful is specifying coarse aggregates, and to develop a test or set of tests and specifications. Finally, the validity of the current 30 percent Los Angeles Abrasion loss value as requirement for coarse aggregate selection was determined.

A survey of state agencies revealed a large variation in the Los Angeles Abrasion values currently specified. Laboratory testing revealed that the Micro-Deval test is a good compliment to the Los Angeles Abrasion test. The Micro- Deval test presents an added benefit as it includes the presence of water. Of the four tests investigated, aggregate degradation during compaction was the most accurate method for predicting coarse aggregate performance of the four tests. A combination of the Los Angeles Abrasion, Micro-Deval, and aggregate degradation tests was even more accurate in predicting coarse aggregate performance.

Video detection was evaluated at two signalized intersections in West Lafayette, Indiana and Noblesville, Indiana. A camera on each approach was located at the vendor recommended position, at a height of 40 feet and offset so that the camera was approximately inline with the lane line dividing the left-turn lane and through lane. Two additional cameras were located on each approach at less optimal horizontal and vertical locations. Additionally at the West Lafayette site, a fourth camera was located directly above the stop bar so that it looked down onto the detection zone.

Inductive loops were used as baseline data to screen for discrepancies. Each time the loop detectors were not in agreement with a specific video detector, a discrepancy was noted. A digital video recording was later observed to determine whether the video detector or the loop detector was in error. An analysis of the data showed video detection was found to produce statistically significantly more false detections and missed detections than the loop detectors on most phases. Generally, only very small variations in video detector performance were observed at the different camera locations.

The video detection was also evaluated in terms of its’ consistency of detector turn-on and turn-off times. The video detection displays an undesirable inconsistency between night periods and day periods where it tends to activate 1 to 3 seconds earlier during the night period due to headlight reflections on the pavement. However, the camera at West Lafayette located directly above the stop bar displayed very consistent behavior between the night and day periods.

Adoption of Intelligent Compaction will make obsolete current quality control processes that are principally based on spot tests that lead to delays in construction work, due to laborious testing and time lags from testing to having to be done in the laboratory or field office. Furthermore, these tests normally have a sample volume of about 1000 cm3, being an unreliable way to represent the compaction results of the entire worked area.

A far more important consequence will be the increased uniformity of the compacted material. It can be argued that premature failures in pavements and embankments occur primarily from “pockets” of material with anomalous properties that create “weak links” or discontinuities which give rise to distress. Intelligent compaction could eliminate the existence of these. Continued use of current spot methods, even with heavily increased spatial frequency, will be neither foolproof nor economical.

This report provides both short-term and long-term recommendations. The short-term recommendations are to modify existing INDOT specifications for proof-rolling to make them easier to interpret and consistent with other states such as Ohio, Minnesota, Wisconsin, New York, Arizona, Iowa, North Carolina and Colorado.

The long-term recommendations are to INDOT are to participate in the pool funded project of FHWA. It also is recommended that the highway contractors of Indiana become involved to show them the benefits associated with the technology that will provide exceptional value to all who understand and make use of it.

We propose to deploy a tree-like structure of a knowledge base allowing for fast search of the solution. The knowledge needed for the tool has been sufficiently documented in published work. The knowledge base structure is transparent and understandable and a user can easily edit it. The safety improvements suggested by RSIT are well justified. The report generated by RSIT can be added to the final investigation report. The developed prototype software called Road Safety Investigation Tool (RSIT) is user-friendly. Its preliminary evaluation has brought promising results. The developed tool can reduce the required size of the investigation team and/or decrease the time spent at the investigated site.

The homogeneity of Indiana hourly rainfall data was tested as a part of the study. Indiana hourly rainfall data is found to be statistically homogeneous. Several probability distributions were evaluated. Surprisingly, both the type I extreme value as well as the generalized extreme value distributions were found to be acceptable to characterize Indiana hourly rainfall data. The generalized extreme value distribution was used in this study.

The intensity-duration-frequency relationships for Indiana were investigated next. Relationships are developed so that rainfall depth for any location in Indiana can be accurately estimated for specified durations and frequencies.

There are several methods and procedures which have been developed to estimate rainfall depths. Results from these methods were compared to the results from in-situ data analysis. The results of this analysis are used to recommend the methods to use for rainfall estimation in Indiana.

Huff curves were developed for all the stations and analyzed. Although stations in the state were divided into three groups as north, central and south, the Huff curves from the three regions were very close to each other. Consequently, a single set of Huff curves is recommended for use for the state of Indiana.

A procedure was developed for preparing samples of reconstituted LR soil both untreated and mixed with a binder and which included a “curing” stage under a surcharge to simulate treatment at depth. Specimens obtained from these samples were used for the engineering tests which included constant rate of strain (CRS) consolidation tests, end-of-primary incremental loading (EOP-IL) consolidation tests with one long term creep stage, and unconfined compression tests. A battery of characterization tests and an in depth review of the literature complemented this work.

Unconfined compression tests provided a preliminary evaluation of the effects of treatment on the strength of the soil; highlighted the effects of curing under a surcharge; and allowed to identify in Portland cement (PC) the most promising binder, which was subsequently used for all other engineering tests, at dosages ranging from 8% (~25 kg/m3) to 100% (~320 kg/m3)by dry mass of the soil. The results of the consolidation tests highlighted how the accurate characterization of the primary consolidation behavior of soils characterized by high tendency to creep must rely on either CRS or EOP-IL loading tests and demonstrated the effects of treatment with cement on the stiffness, the hydraulic conductivity, the rate of consolidation and the rate of creep of the soil. Specifically, the tests showed how the addition of cement is associated with the development of a preconsolidation pressure and the shift of the compression curve towards higher effective stresses. Once this yield stress is exceeded the compressibility in the virgin compression range is found not to vary significantly with cement content. Also associated with the addition of cement is an increase in the hydraulic conductivity, an increase in the coefficient of consolidation, and a reduction in the creep coefficient at any given stress level. Moreover, the Cα/Cc ratio decreases markedly with cement addition indicating a decreased susceptibility of the soil to creep. All these effects are more marked with increasing cement content and the treatment appear especially effective once the PC% exceeds 50% (~160 kg/m3).concrete, pavement, life-cycle cost, specifications

A total of twenty I-shaped specimens were tested monotonically to failure. Sixteen specimens were reinforced concrete beams, half of them without shear reinforcement. Four AASHTO Type I prestressed concrete beams were also tested. The main variables were the compressive strength of concrete and the amount of longitudinal and transverse reinforcement. Measured concrete compressive strengths ranged from 7 000 to 17 000 psi. Longitudinal reinforcement ratios on the basis of web width, ñw, varied from 1.32 to 7.92%. All specimens met the flexural requirements in Section 5.7.3.3.1 of the 2004 AASHTO LRFD Specifications. The amounts of shear reinforcement, ñ vfyv, provided were in the range of 0 to 1 300 psi.

Main findings support the notion that the current prescribed minimum amounts of shear reinforcement in both the 2004 AAHTO LRFD Specifications and the ACI 318-05 Code provide sufficient reserve strength after first inclined cracking, and adequate crack width control at estimated service load levels for reinforced and prestressed concrete beams with concrete compressive strengths up to 15 000 psi.

Based on the test results of reinforced concrete specimens, an upper limit for the nominal shear strength of 12 f'c in concretes with compressive strength up to 15 000 psi was shown to be adequate to prevent web crushing failures prior to the yielding of stirrups. This limit is similar to the current upper limit on the nominal shear strength in the ACI 318-05 Code.

An empirical Traffic-Air-Quality model (TAQ model) was developed to estimate the PM2.5 emission factors (g/mi) based solely on the measured traffic parameters such as average speed, average acceleration and truck density. The TAQ model has shown better predictions that matched the measured emission factor values more than the EPA-PART5 model. During congestion (speeds < 30 mi/h), the TAQ model, on average, over predicted the measured values by 1.2 fold, in comparison to the 4.0 fold under predictions of the EPA-PART5 model. On the other hand, during free flow (speeds > 50 mi/h), the TAQ model, on average, over predicted the measured values only by 1.5 fold.

The measured values as well as the TAQ model have shown that the PM2.5 emission factors change more aggressively with respect to the average truck speeds on the Borman Expressway than the EPA-PART5 model predictions which assume constant emission values with respect to speed. On average, a 74% improvement in PM2.5 air quality is expected when the average Borman speed range is improved from < 30 mi/h to >50 mi/h (based on reduction of mass emitted per mile [g/mi]). Additional 39% (on average) improvement in the PM2.5 emissions on the Borman Expressway were found when traffic flow speeds increased from 55 mi/h to 75 mi/h.

An autoregressive (AR) model was also developed to forecast hourly averaged emission factors using the TAQ model. The AR-TAQ model has shown the ability to predict PM2.5 emission factors based on traffic parameters.

A phytoremediation users' manual PhytoRemediate®: Phytoremediation Decision Guide for Transportation Engineers was developed to assist INDOT personnel in the areas of site assessment, plant species selection, plant establishment, system optimization, evaluation of remediation progress, and long-term maintenance.

PhytoRemediate®: Training Module for Transportation Engineers is intended to be a web-based workshop to provide the potential users with pictures, tutorials, and links to references that would be difficult to include in the user’s manual. .

Statistical analyses were conducted on inventory skid data to observe the effects of average daily traffic and equivalent single axle loads. It was determined that average daily traffic may have a greater effect on frictional resistance than equivalent single axle load. Additional statistical analyses were conducted to verify categorical breakpoints which indicated that the former average daily traffic breakpoints are correct and that the upper bound equivalent single axle load breakpoint may need some modification.

Aggregates were tested for acid insolubility, differential wear, and frictional resistance. Acid insolubility results and physical property data obtained from quality assurance files were correlated to aggregate frictional resistance. Collected quality assurance data included bulk specific gravity, percent absorption, percent loss from impact, and percent loss from brine freeze/thaw. It was observed that the aggregates used in this study had a negligible amount of insoluble material and therefore had an insignificant effect on the frictional resistance. Terminal frictional resistance increased with decreasing bulk specific gravity, and increased with increasing percent absorption and percent loss from impact. Correlation between terminal frictional resistance and brine loss was very weak. Differential wear measurements were taken on stone-slag aggregate blends to determine the effectiveness of blends used in pavement mixtures. Differential wear results indicated that the high friction component of each blend could be improved by blending with softer carbonate aggregates, which also may be more cost effective.

This report presents an evaluation of three concrete pavement rehabilitation techniques employed on interstate highway I – 65;

• A fiber modified HMA overlay on cracked and seated concrete pavement,

• An HMA overlay on rubblized concrete pavement, and

• An unbonded concrete overlay on 30mm intermediate HMA layer on old concrete pavement.

Evaluation of these techniques will continue till the year 2013 by the Research Division Staff. Performance of these rehabilitation techniques is also compared with that of restoration (no overlay) techniques applied in 1985 on the same highway segment. It was concluded that all rehabilitation techniques performed satisfactorily. “Unbonded concrete overlay” segment exhibited the best performance in reflection cracks elimination, structural capacity and skid resistance. “Rubblized” segment exhibited the best performance in ride quality and uniformity of structural capacity. Life cycle cost analysis without road user costs suggested that the “unbonded concrete overlay” was slightly more cost-effective than the other segments.

Aspects of wetlands that were examined include the extent of lands that were potentially historic wetlands, the relationship between these and the wetlands that currently exist within the state of Indiana, the relationship between road proximity and the prevalence of wetlands, and the relationship between farming intensity and wetlands and forest cover and wetlands. This research, however, did not attempt to determine any qualitative effects of road construction and proximity of roads in relation to wetland damage and/or loss.

This research effort was carried out primarily with the use of geographic information systems (GIS) using map data derived from a variety of sources, including: 1) the USDA National Forest Service Inventory Analysis (FIA); 2) the U.S. Dept. of Interior U.S. Fish and Wildlife Service National Wetlands Inventory (NWI); 3) the U.S. Dept. of Agriculture National Resource Conservation Service (NRCS) soils data; 4) the U.S. Department of Agriculture 1007 Census of Agriculture; and 5) Purdue University.

Three RAP materials from Indiana, Michigan and Missouri were evaluated. Mixtures were designed and tested in the laboratory with each RAP, virgin binder and virgin aggregate at RAP contents up to 50%. The laboratory mixtures were compared to plant produced mixtures with the same materials at the medium RAP content of 15-25%. Binder and mixture tests were performed.

Briefly, the results showed that mixtures with up to 50% RAP could be designed under Superpave, provided the RAP gradation and aggregate quality were sufficient. In some cases, the RAP aggregates limited the amount of RAP that could be included in a new mix design to meet the Superpave volumetric and compaction requirements. Linear binder blending charts were found to be appropriate in most cases. In general, increasing the RAP content of a mixture increased its stiffness and decreased its shear strain, indicating increased resistance to rutting. It is important to consider the RAP aggregate gradation and quality in the mix design, since a poor aggregate structure could reduce mixture stiffness and ultimately performance.

Provided the RAP properties are properly accounted for in the material selection and mix design process, Superpave mixtures with RAP can perform very well.

The materials phase of this research study evaluated the fresh concrete properties (slump, unit weight, and air content), the mechanical properties of hardened concrete (compressive strength, tensile strength, flexural strength, static and dynamic modulus of elasticity, Poisson’s Ratio, and temperature development), and durability related parameters (air void distribution, freeze-that resistance, chloride permeability, resistance to scaling, and drying shrinkage). In addition, selected properties (24-hour, absorption, bulk, specific gravity, size distribution, and internal pore structure) of the lightweight aggregates were also determined.

Lightweight aggregate mixes used in this study were proportioned using water-cement ratio/strength method in order to better address the issue of producing mixes that would satisfy both durability and strength requirements. Target compressive strengths for bridge girder concrete were 42 and 60 MPa (6000 and 10,000 psi) and 31 MPa (4500 psi_ in the case of bridge deck concrete.

In the structural phase of the study the shear strength of reinforced and prestressed concrete lightweight concrete (LWC) beams was evaluated. In the Kettelhut Structural Engineering Laboratory twelve reinforced and four prestressed concrete beams were tested to failure. The experimental shear capacities were compared to calculated shear strength values from the 1995 American Concrete Institute Building Code and the 1994 AASHTO LRFD Stand Specifications.

Based on the test results from this study it is recommended that water-cementitious ratio be used for proportioning of lightweight concrete mixes and that trial batches be prepared and tested before actual field application. To ensure adequate durability, lightweight aggregate concrete should be allowed to dry before exposing to the cycles of freezing and thawing. On the structural side, both the ACI and the AASHTO LRFD Specifications were found to yield conservative estimates of the shear strength of LWC reinforced and prestressed reinforcement for high strength light concrete beams.

1. A user-friendly graphic interface. Users retrieve and analyze data through the graphic user interface (GUI). The interface is designed in such an intuitive way that minimal training is required for a user to work with the program. GIS technology was utilized in the form of an embedded map component in the user interface. The GIS component provides a powerful analytical tool by revealing data patterns that are not easily identifiable through other methods.

2. Behind the scenes database management. Database access and management is handled by the computer program “behind the scenes” so that no prior knowledge of database or computer programming is required from users.

3. Real-time data distribution. Friction data are automatically updated through the INDOT-wide area network to allow access of the most current data. The program is designed in a way to minimize network traffic

The investigation included experimental as well as analytical evaluations of the structural behavior. The experimental part involved a series of field measurements of a newly constructed steel-concrete composite bridge which was post-tensioned with high-strength steel tendons. This bridge, which is part of the I-90 Indiana Toll Road, is located in Elkhart County, Indiana. Strain distributions in the composite girders and the elongation of a selected post-tensioning tendon were measured at certain crucial phases of construction. The field monitoring was periodically conducted over a period of about one year after the post-tensioning operation. Analytical solutions were developed to evaluate the structural response due to various types of instantaneous loads, temperature effects and time-dependent factors. The validity and effectiveness of the analytical model were examined by comparing the calculated results with the data collected from the field. Further prediction of the long-term structural response was also performed based on the proposed methodology. A cost comparison for the structural components between the Elkhart post-tensioned bridge and a nearby conventional steel bridge was also conducted.

PURWheel tests show the abilities of the machine to evaluate the rutting/stripping of asphalt mixtures under various temperature/moisture conditions. In a comparison of two Indiana #11 surface mixtures, limestone and dolomite, the limestone mix has a lower susceptibility to rutting than that of the dolomite mix at 50 and 60oC. Moisture damage was shown to occur over a range of temperatures from 60oC to room temperature.

Results of FEM studies show that the creep model can successfully characterize the pavement material behavior through a reasonable approximation of loading and material properties. Based on deformation data from the PURWheel tests, material parameters in the creep model were backcalculated. Good agreement was obtained between predicted and measured deformation in APT tests.

In a study sponsored by the FHWA, the current AASHTO equations for the calculation of transfer and development lengths of prestressing strand were found to be unconservative in the case of lightweight concrete members with unit weight less than 1 920 kg/m3 . This finding raises a question regarding the applicability of the same equations to semi-lightweight concrete members.

The objective of this study co-sponsored by the Indiana Department of Transportation and the Federal Highway Administration is to determine if the current AASHTO Specifications are applicable to semi-lightweight pretensioned concrete bridge members. The study addresses the transfer and development lengths of 13.3 mm and 15.2 mm pretensioned strand in semi-lightweight concrete girders with concrete compressive strength of 48 MPa for the 1 3.3 mm strand and 69 MPa for the 1 5.2 mm strand. Two strand types were considered in this study.

The results of the laboratory evaluation suggest that the current transfer length of 50 strand diameters is adequate for semilightweight concrete if longitudinal cracks are not present along the transfer length. In the presence of longitudinal splitting cracks, the measured transfer length increased to approximately 70 strand diameters. It is recommended that the current requirements for strand development length be enforced at a distance "dp " from the point of maximum moment towards the free end of the strand. The quantity "dp" is the distance from the extreme compression fiber to the centroid of the prestressing steel but not less than 80% of the overall member height, hi the specimens tested, web-shear cracks, intercepting the transfer length near the member ends, were not present.

A complete inventory of the existing resources (personnel and equipment) and procedures used for field data collection and office-based data processing were compiled and evaluated for adequacy and/or accuracy and appropriateness by matching them with requirements stated in available literature to ensure compliance with ISTEA recommendations.

In general, the existing traffic monitoring program was found to be adequate in meeting the needs of most management systems, with the exception of vehicle classification monitoring at sections having 'abnormal' traffic conditions. For the Continuous Count program, a large number of additional classification ATR stations are recommended while very few additional WIM sites are needed. All HPMS sample sections and NHS segments are covered under the existing program, although a lack of resources sometimes limits the frequency of data collection. Also, a new schedule for coverage counts is proposed to place greater emphasis on NHS roads and high-growth areas of the state. A new database system is recommended to effectively address data management issues. Also, documentation of field operations and office factoring procedures was carried out in this study.

With the recommendations from this study, INDOT intends to streamline its overall data collection activities and to improve the accuracy, adequacy, timeliness, and delivery of data to the end-users.

The analysis of the PVEMP database showed that the exhaust emission concentrations were very variable with a logarithmic distribution. On average, type I vehicles exhaust emission concentrations were 1.10 % CO and 0.23 % HCs while that of type II vehicles were 1.16 % CO and 0.24 % HCs. They were 1.12 % CO and 0.23 % HCs for the combined fleet The recorded vehicle speeds varied from 34.5 mph to 83.5 mph with a mean of 56. 56 mph. Accelerations varied from -4.5 mph/sec to +4 mph/sec with a mean of 0.17 mph/sec. With a high emitter cut-point set at 4.0 % CO and 0.2 % HCs, 5.7% and 49.2% of the combined vehicle fleet were CO and HCs high emitters respectively. The instantaneous values of the exhaust CO and HCs emission concentrations exhibited a non-linear relationship with vehicle speeds and accelerations.

Using the PVEMP database, a real-time modal exhaust emission concentration model was developed. The model was based on the non-linear multivariate regression of the speed-acceleration matrix for modal-average CO and HCs exhaust emission concentrations aggregated by vehicle type. This model, the Purdue Vehicle Exhaust Emission Model, the Borman Expressway Application (PVEM-BEA), requires input of vehicle speeds and vehicle type for each passing vehicle at a given location within a short time interval. Then, it calculates the accelerations; the mode-average CO and HCs exhaust emission concentrations for each passing-vehicle, and the average values by class of vehicle within the time interval. It also calculates the vehicle flow rates, and makes decisions about the exhaust emission concentration levels by comparing the flow-average emission rates to designed threshold values.

The implementation of PVEM-BEA requires the use of advanced traffic monitoring systems such as the Autoscope1>4 for the acquisition of real-time traffic parameters. PVEM-BEA may be used as a stand-alone model running on a laptop PC or as integrated in the Borman Expressway traffic management center. The current version of PVEM-BEA requires a FORTRAN compiler.

This research is focused on: (1) drivers’ compliance with the system, (2) delays and travel times on approaches to work zones, (3) optimal configuration of the system, and (4) warrants for the system’s use. The simulation and field studies indicate a significant reduction in the number of merging maneuvers near work zones after the IMLS is applied. Also, the travel time on continuous lanes is reduced. The increased fairness of the system improves the perception of the traffic conditions among the majority of drivers. A slight reduction in the capacity of the merge point is the second finding of the field observations. This finding should be confirmed through long-term measurements of capacity during regular use of the IMLS units.

The final report is divided into two parts. Part I presents the performed research, including the simulation model development and simulation experiments. Part II is published as a separate report and contains the system description, guidelines for its use, and rules for its setting. The system description includes presentation of the concept and the system components. The guidelines for the system use provide the traffic conditions where the system is expected to provide benefit. Finally, the manual gives a set of simple rules useful in setting all the system parameters to achieve the maximum reduction in the travel time in the continuous lane.

This report summarizes the efforts in the following areas:

1 . Personnel Recruitment - hiring a Technical Director, Technician, Secretary and later a Communications Specialist.

2. a. Organizational Structure - setting up a Steering Committee to establish the mission of the NCSC and direct its operational policies.

b. Funding Structure - initiating regional pooled fund studies to obtain state support for the base level operation of the center and regional research, and seeking outside funding sources.

3. NCSC Newsletter - designing and publishing a quarterly newsletter and later expanding this function to include an Internet web page.

4. Collaboration with Other Centers - initiating routine contact and technical and administrative exchange between the five centers and FHWA.

5. Internal Training - ensuring NCSC staff is adequately trained in Superpave binder, mixture and mix analysis issues through specialized training courses and on-the-job training.

6. Regional Workshop - this was changed to organizing and conducting a national workshop on Superpave technology and its impacts on industry.

7. Development of Training Courses - assessing training needs in the North Central region and developing training courses to meet those needs.

8. Laboratory Development - remodeling a former classroom space into a state-of-the-art Superpave testing lab.

Significant progress was made in all ofthese areas, as highlighted in this report. The North Central Superpave Center is now fully operational and fulfilling needed functions in technology transfer, training and research for the region and beyond.

Volume 2 of this report describes the modeling driver's route choice behavior under the iinfluence of Advanced Traveler Information Systems. These models can help in understanding the behavior and response of travelers under the influeince of Advanced Traveler Information Systmes.r

The products of this research project will be incorpored in the Advanced Traffic Managment System that is being implemented on the Morman Expressway, a 16-mile segment of *-80 n northwest Indiana.

In this study, RALE systems with two and four rectangular stems as well as plain concrete slabs were analyzed using the finite element method (FEM). The stresses in different pavement structures under wheel and thermal load were compared. The issue of curling/warping associated surface smoothness was also addressed. It is predicted that the RALE system would perform better than conventional flat slabs, especially for cases where thermal load is involved, for cases where thermal load is involved. In such cases, the RALE with four stems is better than the RALE with two stems.

In this project's phase I, existing information and knowledge on erosion control materials used to line highway side drainage ditches were investigated. From the available technical1iterature (journal and conference publications, other DOTs specifications, manufacturer documentation, independent test laboratory test data), design methodologies, classification system, product approval procedures, and installation methods were reviewed for temporary and permanent geosynthetic erosion control materials. Based on the synthesis of these reviews a design methodology was proposed including design aids (tables, flow charts, and graphs) necessary to perform flexible liner computations. A classification system based on product performance was also proposed. In addition, current design procedures for hard armor materials (fabric formed revetments, concrete block systems, gabions, and riprap) were reviewed. A tentative specification for both flexible and hard armor ditch liners was drafted.

Approximately 100 alternate sections were received from surveys sent to various department of transportation, consultants, and precasters in the United States. The girder cross sections were then evaluated for their structural efficiency and c ost effectiveness. This was done using the computer program, PCBM, developed by Professor Robert H. Lee at Purdue University and currently used by INDOT.

The AASHTO I, II, and III girders were found to be economical for spans 30 to 70 feet. No alternate sections were therefore recommended in this span range. In the range from 70 to 90 feet the Illinois 54” section is considered the most economical. This section is currently being used as the only alternate section in Indiana. Other alternate sections were found to be more economical for spans over 90 feet. The Kentucky Bulb Tees were recommended for use in spans from 90 to 130 feet to provide considerable savings over the standard AASHTO girders. This would result in a savings of as much as 20 to 25 percent of the bridge superstructure for the longer spans.

Design Aids were created fro these Kentucky Bulb Tees as well as for the AASHTO standards and the Illinois 54” sections. The use of these sections is supported by this research study and recommended to INDOT. Adopting these alternate sections would result in considerable savings in Indiana’s bridge construction.

The study also included a comprehensive statewide survey examining IVHS-CVO perceptions, needs, and concerns from the perspective of interstate motor carriers based in Indiana. Specific survey issues included how motor carriers perceive IVHS-CVO concepts would affect their current operations; what data items motor carriers are willing to have electronically stored within automatic vehicle identification (AVI) transponders; what type of weigh-station pre-clearance information storage do motor carriers prefer (i.e. centralized database or data stored within a transponder); how willing motor carriers are to participating in a "Gold Card" pre-certification process for weigh-station pre-clearance; what type of automatic toll collection system do motor carriers prefer (i.e. debit system or credit system); how willing motor carriers are to paying additional tolls to help cover costs of building bypass lanes next to existing toll plazas for AVI-equipped vehicles to automatically pay tolls while driving at mainline speeds; and the degree to which motor carriers feel IVHS-CVO implementation will lead to a more or less "level playing field" between motor carriers. Finally, recommendations were made for near-term, mid-term, and long-term courses of action