OREGON DEPARTMENT OF

TRANSPORTATION

RESEARCH, DEVELOPMENT, AND

TECHNOLOGY TRANSFER PROGRAM

Annual Report Fiscal Year 2019

OREGON DEPARTMENT OF TRANSPORTATION

RESEARCH, DEVELOPMENT, AND TECHNOLOGY

TRANSFER PROGRAM

Annual Report Fiscal Year 2019

Oregon Department of Transportation

Research Section

555 13th Street NE, Suite 1

Salem OR 97301

March 2020

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TABLE OF CONTENTS

1.0 INTRODUCTION............................................................................................................. 1

1.1 WHO WE ARE .................................................................................................................. 1 1.2 THE WAY WE DO BUSINESS ............................................................................................ 2 1.3 CONTENTS OF THIS REPORT .............................................................................................. 3

2.0 COMPLETED PROJECTS ............................................................................................. 5

3.0 FIVE YEAR REVIEW OF PAST PROJECTS ........................................................... 11

4.0 PUBLICATIONS, ACTIVITY, AND SPENDING ...................................................... 17

4.1 RESEARCH PROJECT STATUS .......................................................................................... 17

4.2 BUDGET AND FUNDING .................................................................................................. 20

5.0 OTHER 2018 RESEARCH ACTIVITIES ................................................................... 23

5.1 OREGON TECHNOLOGY TRANSFER CENTER (T2) ........................................................... 23

5.2 RESEARCH PROJECT SELECTION .................................................................................... 24 5.3 SMALL, QUICK RESPONSE, AND DISCRETIONARY PROJECTS .......................................... 24

5.4 POOLED FUND PROJECTS ............................................................................................... 27 5.5 REGIONAL AND NATIONAL RESEARCH PROGRAM COORDINATION ................................ 30

LIST OF TABLES

Table 2.1: Research Reports Published in FY 2018 ..................................................................... 10

Table 4.1: Project Status Summary, FY 2008 – FY 2019 ............................................................ 17 Table 4.2: Expenditures and Status for Major Projects Ended During FY 2019 .......................... 18 Table 4.3: Expenditures and Status for Ongoing Major Projects FY 2019 .................................. 19

Table 4.4: Other FY 2018 Research Activities ............................................................................. 20 Table 4.5: Expenditures Summary by Program and by Source of Funds ..................................... 21

Table 5.1: New Projects Selected for Fiscal Year 2020 ............................................................... 25 Table 5.2: Transportation Pooled Fund Project Summary ............................................................ 28

LIST OF FIGURES

Figure 5.1: ODOT research project selection timetable ............................................................... 26

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1.0 INTRODUCTION

1.1 WHO WE ARE

The goal of the Research Section is to foster innovation within the Oregon Department of

Transportation (ODOT) by researching, developing, testing, and evaluating new and innovative

transportation products, materials, methods, and processes.

Research and development has been an integral part of our business for nearly a century. The

Federal Aid Highway Act of 1921 created the Research and Technology program within what is

now the Federal Highway Administration (FHWA). The same bill earmarked resources to create

what would become the Highway Research Board (now the Transportation Research Board -

TRB) within the National Academy of Sciences.

Section 11 of the Hayden Cartwright Act of 1934 laid groundwork for the Highway Planning and

Research (HP&R) program in all state departments of transportation by designating that “1/2 per

centum of the amount apportioned for any year to any State...may be used for surveys, plans, and

engineering investigations....”

Largely because of the HP&R (later SP&R) program, research has been an integral activity at

ODOT and in most other states for nearly 50 years.

Historically, research efforts in ODOT have been primarily focused in areas relating to highway

materials and construction. Only to varying degrees have these activities been distinct from other

engineering and testing work done within ODOT’s materials laboratory. In fact, until sometime

in the 1980s, the titles of the State Materials Engineer and the State Research Engineer were held

by the same person.

The agency’s transition from a Highway Department to a Department of Transportation in 1969

and the Inter-modal Surface Transportation Efficiency Act of 1991 have brought about a gradual

diversification of ODOT’s research agenda. Research has changed from a focus on highways and

construction materials to a much broader agenda that includes a greater diversity of highway

topics as well as other modes of surface transportation. In 1996 the Research program was

moved from the Highway Division to the Transportation Development Division, in part to

consolidate administration of the SP&R program, but also to better serve a broader customer

base within the agency.

Since that time, the Research Section has expanded, diversifying its research projects to include

the following general categories:

Active and Sustainable Transportation,

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Construction and Maintenance,

Freight and Economic Analysis,

•Geo/Hydro/Environmental Science and Engineering,

Pavement and Materials,

Structures,

Traffic Safety and Human Factors,

Transportation Operations Technology

The ODOT Research Section oversees transportation research projects and, through the

Technology Transfer (T2) Center, provides transportation-related information to local agencies

throughout Oregon. The mission of the section is to contribute to improvement in the

performance of the transportation system by studying ways to enhance processes, methods, or

materials in use. The section also works with technical experts and agency personnel to support

research implementation.

The staff includes the Research Manager, the T2 Center Director, the T2 Center Training

Coordinator, eight research coordinators, an executive support assistant, three part-time trainers,

and a limited duration, part-time Safety Circuit Rider.

1.2 THE WAY WE DO BUSINESS

ODOT research projects seek to address identifiable problems or issues with the goal of

providing significant benefits to the department by: reducing costs, increasing efficiency,

addressing environmental concerns, enhancing safety, improving productivity, improving the

mobility of Oregonians, or providing better service.

Transportation problems or issues may be identified by anyone and are formally presented to the

Research Section as problem statements. Each year these statements are reviewed by the section

and other agency personnel to determine priorities for projects. Top projects receive research

funding in order of priority.

The majority of direct funding for ODOT research projects is provided by the FHWA State

Planning and Research (SPR) Program, Part 2. In recent years, a small portion of SPR planning

funds have also been utilized. A few additional projects are financed entirely using state highway

funds. Indirect costs, including facilities, office supplies and equipment, employee training,

utilities, etc. are also paid for with state funds.

Project collaboration is an important element of the research program, and most research projects

involve many levels of collaboration, not just funding. A small percentage of ODOT research

projects are conducted in-house by Research Section staff. The section more often works with

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external principal investigators, most frequently those affiliated with universities. While the

majority of research is performed by an outside organization, Research Section staff provide

management and coordination services. Project coordination involves collaboration between the

principal investigator, other researchers, and technical specialists within the agency. The project

coordinator manages a technical advisory committee, composed of knowledgeable individuals

from FHWA, ODOT, other state agencies, and the private sector.

1.3 CONTENTS OF THIS REPORT

For Fiscal Year 2019 this report documents the research projects we completed (Section 2); a

review of the implementation of projects completed 5 years ago (Section 3); research

publications, progress, and spending (Section 4); other research activities (Section 5).

Length limitations preclude an in-depth description of every research project. Instead, the focus

of this report is on projects of general interest, representative of a range of topics, and expected

to be of the highest value to ODOT.

If you have questions about the contents of this report or about any aspect of research at ODOT,

please feel free to contact the Research Section as follows:

ODOT Research Section

555 13th Street NE

Salem, OR 97301-6867

Telephone: 503-986-2700

Website: oregon.gov/ODOT/Programs/Pages/Research.aspx

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2.0 COMPLETED PROJECTS

Persuant to 23 CFR 420.209 (a)(6), the State must have procedures for documenting RD&T

activities through the preparation of final reports. Each compleated research project results in a

report that documents the the data collected, analyses performed, conclusions, and

recommendation. This section lists the projects compleated in Fiscal Year 2018. Table 2.1at the

end of this section liste the published report number and publication date. All completed projects

listed below resulted in a final report that is avalable online at:

https://www.oregon.gov/ODOT/Programs/Pages/Research-Publications.aspx

SPR 788 Incorporate travel mode choices in the Regional Strategic Planning Model

(RSPM) Tool

The GreenSTEP family of tools including the Regional Strategic Planning Model (RSPM), has

been used in performance-based planning at the state and region level in Oregon and elsewhere.

While the current implementation has a sufficient model of household vehicle miles traveled

(VMT), it lacks in the representation of non-auto modes, and especially how their usage would

respond to various policy inputs. This project develops and implements a multi-modal travel

demand module, VETravelDemandMM, for RSPM with the new VisionEval framework. In the

development of this new module, we follow the best practices for model development

recommended in the literature. In particular, we address the uncertainty and validity in our

models by going through rigorous cross-validation and model selection (in addition to variable

selection). We use a unique high-resolution nationwide dataset that combines 2009 National

Household Travel Survey, EPA's Smart Location Database, and regional roadway and transit

services information. This report presents a review of relevant literature and data sources, the

results of model estimation, validation, model selection, and sensitivity and prediction tests for

the Annual Average Daily VMT model, Personal Miles Traveled models and Trip Frequency and

Length models for three non-auto modes.

SPR 799 Lidar for Maintenance of Pavement Reflective Markings and Retroreflective

Signs

Pavement markings and signs are important traffic control devices used to guide and regulate

traffic movement through visual information presented to motorists. Signs and markings are

made with retroreflective materials to enhance visibility for motorists, particularly at night.

Retroreflectivity evaluation of an extensive highway network for maintenance and asset

management purposes is a critical, yet challenging task for DOTs. Visual evaluation can often be

subjective while field measurement techniques can be time-consuming and dangerous. This

project investigated the effectiveness of evaluating pavement marking and sign retroreflectivity

with mobile lidar data. Oregon DOT currently captures mobile lidar surveys of the entire

highway network within a two-year cycle for other purposes of asset management, utility

location, engineering surveys, and more. The study found that mobile lidar point clouds can be

used to additionally extract quantitative, accurate estimates of retroreflectivity for pavement

markings, providing a safe, cost-effective, and reliable solution. Software was also produced to

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extract the pavement markings and perform the evaluation. Reliable retroreflectivity

measurements of signs, however, was not possible due to sensor intensity saturation effects

SPR 792 Construction of Efficient, Cost-Effective and Sustainable Maintenance

Facilities

The Oregon Department of Transportation (ODOT) manages about 89 maintenance stations.

Many of these are reaching or beyond their life expectancy, inefficient, or functionally obsolete

(e.g., unable to accommodate large modern equipment). There is a need to systematically replace

these buildings to support the maintenance mission of the agency. By reviewing literature, green

building standards and rating systems, and other DOT regulations, and by conducting two case

studies best practices were identified to be considered when constructing new or renovating

existing stations. First, optimizing building energy performance appears to be the single most

important action that can result in cost savings and reduce its negative environmental impacts.

To optimize energy use, it is important to perform initial commissioning of building systems

ensuring that the HVAC and electrical systems (including sensors) are operating per

manufacturer recommended specifications. Then, using building energy simulation tools is

recommended to optimize energy performance and to identify areas where energy can be saved,

or where waste energy can be harvested. Next, it was found making improvements in

sustainability metrics for materials used in the greatest quantity on a mass (or volume) basis can

result in significant improvements in overall sustainability performance. Also, prioritizing the

use of regional materials for the most used building materials, especially those of greatest density

(e.g., concrete), can significantly reduce environmental impacts of associated transportation, as

well as stimulating the local/regional economy. Finally, focusing on materials that provide

synergistic benefits in energy savings was found to be important for improving the overall

sustainability performance of buildings.

SPR 793 Safety Assessment of Freeway Active Traffic Management by Exploring the

Relationship between Safety and Congestion

This study shows how Oregon crash incident data and PSU Portal traffic data can be combined to

determine what factors lead to increased crash risk. Data related to Oregon highway 217 was

used to conduct the analysis. The first analysis used Portal traffic data to determine Level of

Service (LOS) and then determine the relationship between that and crash rate (Fatal and Injury)

which was derived from ODOT’s crash database. Similar to studies conducted in other states,

there was a clear relationship between LOS and crash rate, with worse LOS associated with

increased crash rate. The second part of the study used Portal data again, but this time the mean

and variation of the variables speed, occupancy and volume were calculated 5-10 and 10-15

minutes before a crash incident on Oregon 217 on both the upstream and downstream directions.

The crash incidents this time were derived from the Traffic Management Operations Center

(TMOC) incident data which gave incident times to the nearest minute as opposed to the nearest

hour in the LOS study. Given the number of correlated predictors in the data, logistic regression

modeling may have led to regression estimates with large variances. Instead, logistic lasso

regression was used to select a subset of significant predictor variables to predict the probability

of a crash occurring given the traffic conditions at the time. Increasing upstream speed variation

and occupancy, and downstream occupancy variation, volume and volume variation were

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associated with increased crash risk. Slower or decreasing downstream speed was associated

with an increased crash risk.

SPR 800 Quantifying the performance of low-noise rumble strips

Shoulder or centerline rumble strips (RS) generate noise and vibration to alert drivers when they

are departing the lane of travel. Although inexpensive to install, easy to maintain, and very long-

lasting, RS are not installed on many roadway segments primarily due to noise concerns of

nearby property owners. This study evaluated the feasibility of using sinusoidal RS as a

substitute for rounded milled RS on roadway segments in Oregon with lane-departure crash

problems. Exterior and interior sound levels and interior vibrations generated by rounded and

sinusoidal RS strikes were compared to baseline and no-strike sound levels for 3 vehicle classes

(passenger car, van, and heavy vehicle) to establish sound generation and alerts of the 2 designs.

A total of 114 vehicle strikes of RS were recorded. Rumble strip strikes by the passenger car and

van generated less exterior noise with the sinusoidal than with the rounded design. Interior noise

generated by striking the sinusoidal design generated a clearly noticeable alert, suggesting that

the sinusoidal rumble strip is still an effective countermeasure. Based on thresholds of human

perception for vibration, both rumble strip types generated sufficient vibration to alert the driver.

Results for the heavy vehicle were complicated due to bridging of the harrower rounded rumble

strip by the tires. The wider cut of the sinusoidal RS generated a clearly detectable increase in

exterior roadside noise for the Heavy Vehicle. Likewise, the sinusoidal design created a

noticeable interior alert for the HV but the rounded design did not.

SPR 806 Compliance and Surrogate Safety Measures for Uncontrolled Crosswalk

Crossings in Oregon

This research aims to find readily observable and measurable field measures and geometric data

to evaluate relative crosswalk safety performance. A literature review was conducted and crash

data analysis was undertaken to determine the significant predictors for pedestrian crashes at

unsignalized marked crosswalks. These factors were used to select nine sites for data collection.

Video and radar equipment were used to collect pedestrian and traffic information at each of the

sites. Both qualitative and quantitative analyses conducted at each site provided important

insights into driver and pedestrian behavior. Ultimately, normalized entering volume (NEV) and

no-stop percentage (NSP) are recommended as macro-level surrogate metrics that could be used

to analyze pedestrian safety at unsignalized marked crosswalks. They are strongly associated

with pedestrian-vehicle conflicts and are based on readily observable and measurable field

measures and geometric data.

SPR 811 Project Progress Tracking Using Lidar and 4D Design Models

Accurate data collected from on-going construction projects assists project field engineers with

tracking the progress of construction work. The comparison of as-planned schedules against the

as-built status of construction enables the involved parties to determine project performance.

Periodic monitoring of project performance enables timely identification of discrepancies

between the schedule baseline and project schedule. The rapid identification of discrepancies

allows necessary measures to be taken to minimize the impact of a delay on the construction

workflow. In transportation projects, the traditional means of acquiring as-built data from a

construction site prevents involved parties from receiving the required information from the site

in a timely manner. The delay in the communication of information ultimately causes subsequent

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delays in implementing necessary courses of action targeted toward improving the workflow.

Therefore, this project develops a technology-supplemented progress monitoring approach. The

technology accurately records as-built data with a high level of detail from a construction

worksite within a reasonable period of time using lidar while ensuring the safety of the data

collector. The proposed framework utilizes point cloud data obtained using mobile lidar

technology and 4D Design Models to identify deviations of the performed work from the

planned work. Percentage of Completion (POC) for the as-built bridge elements are calculated

and compared with the as-planned POC. The differences between these two POC values for an

element, on a particular scan date, are used for assessing the performance of the proposed

framework.

SPR TNIS FY 2019 Oregon Transportation Needs and Issues Survey

The Oregon Transportation Needs and Issues Survey was first conducted in 1993 and has been

done roughly every two years. The latest survey was completed in summer 2018 (State fiscal

year (FY) 2019). This report summarizes the results of the FY 2019 survey. For some

reoccurring questions, results are also compared to past surveys

Use of Blue Lights on Paving Equipment in Work Zones

Vehicle speed in work zones is a significant concern to ODOT and construction partners. Prior

national research shows that law enforcement vehicles located within a work zone with active

flashing blue lights result in reduced vehicle speeds. Placement of flashing blue lights on

construction equipment has been identified as a potential control measure to further reduce

speeds. The goal of this research study is to conduct an initial evaluation of the impact of

flashing blue lights located on construction equipment on the speed of passing vehicles in work

zones. The research design consisted of a controlled experiment involving flashing blue lights

mounted on the rear of the paver during mainline paving operations on three case study projects

on high speed roadways in Oregon. Vehicle speed data was collected during multiple work shifts

on each case study, both with and without the flashing blue lights on. The experimental results

reveal that vehicle speed is affected by the presence of flashing blue lights. Speed differentials

between the road work ahead sign and the first exposure to the paver resulted in greater speed

reductions in all three case studies when the flashing blue lights were on. Additionally, within

the active work area at distances upstream of the paver where the driver can see and react to the

blue lights, mean vehicle speeds tended to be lower when the blue lights were on. Closer to,

immediately adjacent, and downstream of the paver, the amount of reduction in mean speed was

typically less or none at all with the blue lights on; in some cases the mean speeds were higher

with the blue lights on. Generalization of the results to all projects with a high level of

confidence is limited given the low number of case study projects and the presence of

confounding variables.

Rumble Strip Design Evaluation Based on Exterior Noise Using Finite Element Analysis

Using an alternative, physical-based approach for experimentation with rumble strips, twenty

new rumble strip patterns were developed and investigated. The specific aim of this research was

to identify modeled rumble strip designs that provide maximum safety by capturing driver

attention through tactile and audible signals while also maintaining low noise emissions to the

surrounding area. Specifically, this study used static state finite element analysis (FEA) to

simulate the tire rolling on the rumble strip designs. Both the dBA level and the 1/3 octave

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analysis frequency spectra were extracted from each design simulation. The results from this

modeling analysis together with published field measurements revealed six promising designs

for future in-depth modeling and potential field analysis, including three new sinusoidal and

three newly developed sawtooth designs. While different variations of the sinusoidal rumble strip

design have been tested and implemented by other DOTs, the modeling results from this work

suggest that this new sawtooth rumble strip design reduces exterior noise levels even more than

published sinusoidal patterns.

Evaluating Streetlight Estimates of Annual Average Daily Traffic in Oregon

This report summarizes the evaluation of Streetlight Data’s Annual Average Daily Traffic

(AADT) product by comparing with Oregon Department of Transportation’s automatic traffic

recorder data and AADT estimates derived from short term counts in Bend, MPO. Using an

evaluation methodology established by Turner et al. (2008), the report concludes that accuracy

was measured to be 18% (N = 172) median (mean equals 25%) absolute percent error for the

automatic traffic recorder comparison and 32% (N = 66) median (mean equals 59%) absolute

percent error for the short term based AADT estimate comparison. Other measures of data

quality were reasonable but the accessibility data quality measure would suffer for network wide

(all segments in the network) data accessibility since the setting gates for Streetlight Data’s

process would be time consuming. Data quality is difficult to fully answer outside the context of

a use of the data and its recommended that future evaluations apply the AADT product in a

safety, vehicle miles traveled, or air quality analysis to determine the magnitude of difference

between currently available data (from models or traditional traffic counts) and these third party

data products. Future evaluations should also look at any potential costs savings of purchasing

third party data compared with traditional traffic count data collection.

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Table 2.1: Research Reports Published in FY 2018

Report No. Report Title Date Published

FHWA-OR-RD-

19-02

Compliance and Surrogate Safety Measures for Uncontrolled

Crosswalk Crossings in Oregon

9/7/2018

FHWA-OR-RD-

19-03

Lidar for Maintenance of Pavement Reflective Markings and

Retroreflective Signs Vol. II Retroreflective Signs

10/4/2018

FHWA-OR-RD-

19-04

Construction of Efficient, Cost-Effective and Sustainable

Maintenance Facilities

10/24/2018

FHWA-OR-RD-

19-05

Safety Assessment of Freeway Active Traffic Management by

Exploring the Relationship between Safety and Congestion

11/6/2018

FHWA-OR-RD-

19-06

Incorporate travel mode choices in the Regional Strategic

Planning Model (RSPM) Tool

11/7/2018

FHWA-OR-RD-

19-07

Quantifying the performance of low-noise rumble strips 1/10/2019

FHWA-OR-PR-

19-08

FY 2019 Oregon Transportation Needs and Issues Survey 1/24/2019

OR-RD-19-09 Use of Blue Lights on Paving Equipment in Work Zones 3/27/2019

OR-RD-19-10

Rumble Strip Design Evaluation Based on Exterior Noise

Using Finite Element Analysis

4/23/2019

OR-RD-19-11

Evaluating Streetlight Estimates of Annual Average Daily

Traffic in Oregon

6/11/2019

FHWA-OR-RD-

19-12

Project Progress Tracking Using Lidar and 4D Design Models 6/27/2019

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3.0 FIVE YEAR REVIEW OF PAST PROJECTS

The Oregon DOT works to actively implement appropriate research findings and should

document benefits to track the active implementation of appropriate research finding, projects

compleated five years ago are identified in this section. Where approprate, findings and benefits

are discussed. In praticular this each project is assessed for the folowing implementation actions:

Updates to ODOT documentation (e.g. policy, procedures, specifications, or other

implementation documents) that have been updated as a result of this research.

Use of the research to inform ODOT’s position regarding any state statutes or

administrative rules?

Support of the work of national partners such as AASHTO, FHWA, to update

national standards or guidance?

Creation of a new program, intuitive, position, or organizational unit?

This section of the report is part of Oregon’s compliance with 23 CFR 420.209 (a)(5) , to

determine the utilization of the State DOT's RD&T outputs, and 23 CFR 420.209 (a)(6)

documenting the implement appropriate research findings and should recording the benefits of

our work.

All the completed projects listed below are avalable online at:

https://www.oregon.gov/ODOT/Programs/Pages/Research-Publications.aspx

SPR 738 Delivering Better Value for Money: Determining Outsourcing Feasibility and

Standard Pricing Methods

Two databases of engineering hours were developed to aid contract administrators in negotiating

consultant hours for contracts for preliminary engineering (PE) and/or construction engineering

(CE) services. The local agency projects database includes 181 projects. The OTIA III bridge

projects database includes 124 bridge repair and replacement projects. Databases include

estimated consultant hours by task for the projects, and descriptive information for the projects.

The databases were analyzed to identify relationships between project characteristics and

consultant contract hours required. Results of these analyses are presented. A procedure for use

of the databases in the negotiation process is presented. In addition, general information relating

to procurement of personal services contracts is presented. This information was obtained from a

literature review, the Oregon Department of Transportation, and other transportation agency

personnel.

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This project resulted in a limited implementation effort Actions taken by ODOT related to this

project included updates to ODOT Billing Rate Policy, updates to the Cost Disclosure

Questionnaire form.

SPR 715 Effect of the Implementation of the Fluvial Performance Standard on

Maintenance of Bridges and Culverts

The objective of this project was to determine what factors influence maintenance cost of Oregon

Department of Transportation (ODOT) stream-crossing structures. Data acquired for the project

included structure characteristics, stream characteristics, peak flows, and 1996-2010 maintenance

costs for five maintenance activities. Nine factors were selected to investigate: active channel

width, ratio of valley width to active channel width, number of hardwoods, number of conifers,

ratio of bridge length to active channel width, ratio of longest bridge span to active channel

width, and the ratio of peak flow to average flow both the year of maintenance and the year prior

to maintenance. Possible relationships were investigated through the use of scatter-plots and bar-

charts. Potential problems with the datasets may have prevented the discovery of relationships.

The average maintenance interval and the average annual cost of maintenance over the fifteen-

year period were both found to be very low.

Based on the findings of this work, no specific implementation action was called for.

SPR 746 Evaluation of a Mobile Work Zone Barrier System

The research project involved evaluating a mobile barrier in a variety of work zone

environments, leading to a determination of its benefits and limitations to guide ODOT in future

work zone safety strategies/investments. The work identified that a benefit of using a mobile

barrier system is the added safety provided by the isolation of workers from errant vehicles.

Anticipated benefits also include: improved efficiency of work zone setup and removal;

improved efficiency of the work activity.

The agency continues to use this system.

SPR 747 Operational Guidance for Bicycle-Specific Traffic Signals

This project included a synthesis of existing practices and analysis of cyclist performance

characteristics. The report documents related literature, current engineering design and

operational guidance documents, and surveyed the jurisdictions about their current deployments

of bicycle-specific signals. Original research included observations of cyclist behavior at

signalized intersections in Portland, Eugene, Corvallis, Beaverton and Clackamas County,

Oregon. Observed signals had both bicycle-specific indications and vehicle-only signals. A total

of 4,673cyclists were observed. Timebased event data were collected to establish reaction times,

crossing times, waiting time, gap acceptance, and saturation flow rates.

Outcomes from this research include:

This project was of special interest to the staff on FHWA’s MUTCD Team. The

research study was specifically mentioned as a key factor in FHWA’s decision to

issue an Interim Approval for bicycle signals.

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FHWA’s issuance of an Interim Approval for bicycle signals has resulted in the use

of this device at dozens if not hundreds of intersections around the state and around

the country. Without FHWA’s support, most agencies are very reluctant to install

non-conforming traffic control devices. The option to now use a bike signal has given

ODOT and other agencies a new tool that allows for safer and more efficient signal

operations for people riding bicycles.

ODOT’s Traffic Signal Policy and Guidelines was updated in November of 2013 to

include a section on bicycle signals. The guidance was largely based on the state of

the practice described in this research project.

The research project has informed a number of conversations with ODOT signal

timing staff. The importance of good bike detection or standard minimum green times

to accommodate bikes was discussed at a statewide meeting of ODOT signal timers

in 2017. The guidance from this project is expected to inform the next update of the

Traffic Signal Policy and Guidelines as it relates to bicycle signals and signal timing

for bicyclists.

SPR 729 Criteria for Selection/Application of Advanced Traffic Signal

The Oregon Department of Transportation (ODOT) changed our standard traffic signal control

systems from the 170 controller running the Wapiti W4IKS firmware to 2070 controllers

operating the Northwest Signal Supply Corporation’s Voyage software. Concurrent with this

change in standard signal control systems, ODOT took the opportunity to install test sites with

adaptive signal control systems and evaluate advanced features in the Voyage software. A

number of tools and processes were developed as a part of the research.

In limited cases ODOT has used this process, the tool has its merits but, is geared more for the

planners of large project improvements.

SPR 728 Shrinkage Limits and Testing Protocols for High Performance Concrete

ODOT has observed varying degrees of cracking in their concrete structures. Cracking of high

performance reinforced concrete structures, in particular bridge decks, is of paramount concern

to ODOT. Cracking at early ages (especially within the first year after placement) results in

additional costs and a significant maintenance burden to ODOT. The causes behind cracking in

high performance concrete are well known and documented in the existing literature. However,

appropriate shrinkage limits and standard laboratory/field tests that allow proper criteria to

ensure crack-free or highly cracking-resistant high performance concrete are not clearly

established either in the technical literature or in specifications. This research investigation

showed that a CPI less than 3.0 indicated low cracking risk when correlated to standard

restrained ring tests. For ODOT HPC concrete bridge deck mixtures, a limit of 450 microstrain

for free shrinkage at 28 day from initiation of drying is recommended to achieve satisfactory

cracking resistance.

As a result of this research

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The Length Change Test, ASTM C157 has been added to our standard specifications

and is in our current 2018 standard specifications (02001.32(d)). We are using the

limit of -0.045% max. at 28 days after drying has commenced. Our current

boilerplate special provision has made some changes to the standard and lists it under

concrete durability in 02001.20(e) and new mix designs, hardened concrete in

02001.32(c).

Fiber has been added to our standard specifications and is required for all deck

concrete and overlay concrete per 02001.31(g).

The nominal aggregate size for deck concrete has been increased to 1 ½ inch from ¾”

per SP02001.30(e). Going to a larger aggregate decreases the percentage of paste in a

mix and thereby reduces the shrinkage of that mix.

SPR 750 Multimodal Freight Project Prioritization

As available data has increased and as the national transportation funding bills have moved

toward objective evaluation, departments of transportation (DOTs) throughout the country have

begun to develop tools to measure the impacts of different projects. Increasingly, DOTs

recognize the freight transportation system is necessarily multimodal. However, few DOTs have

clearly stated objective tools to make multimodal freight project comparisons. This report

informs that gap by summarizing the existing academic literature on the state of the science for

freight project impact estimation and reviewing methods currently used by select DOTs

nationwide. These methods are analyzed to identify common themes and determine potential

avenues for multimodal project evaluation. Most methods either take the form of benefit-cost

analysis or a scorecard approach. Examples of each were reviewed in-depth and patterns

evaluated. While most tools use similar measures, the supporting metrics vary widely and are not

applicable to all modes.

Input from agency staff indicates that this research provides valuable understanding from a case

study perspective. However, the methods are data and labor intensive and not in a form that we

can implement at this time.

SPR 752 Proof Of Concept: GTFS Data As A Basis For Optimization Of Oregon’s

Regional And Statewide Transit Networks

Assessing the current "state of health" of individual transit networks is a fundamental part of

studies aimed at planning changes and/or upgrades to the transportation network serving a

region. To be able to effect changes that benefit both the individual transit networks as well as

the larger transportation system, organizations need to develop meaningful strategies guided by

specific performance metrics. A fundamental requirement for the development of these

performance metrics is the availability of accurate data regarding transit networks.

In this report, the development work conducted to create an open source software tool to help the

Oregon Department of Transportation's Public Transit Division gain a better understanding and

more efficient utilization of existing state-wide transit networks is described. The final product,

referred to as the Transit Network Analysis software tool, incorporates GTFS data and census

15

data as its main inputs and can be used to visualize, analyze and report on the Oregon transit

network.

As a result of this research

The agency invested in several additional rounds of investment in this technology.

The project and derivative work has led to changes in two biennia of discretionary

grants to transit providers to target increased investments in key transit hubs.

The initial research plus additional investments, have made possible the creation of

the upcoming statewide transit network report, which is expected to inform the public

transit section about the current state of the fixed route network as well as change in

the network over time, including changes made possible by the injection of new STIF

(HB2017) funding.

It has influenced our planning related to STIF related administrative rules and related

performance metrics.

The research plus additional investments was a contributing factor in the development

of a new position in the Public Transit Section "Transit Network Analyst"

We expect this research and additional related investments to help shape smart

effective stewardship of the statewide transit network.

SPR 731 Underwater Acoustic Noise Generation and Propagation Resulting from Pile

Driving for Oregon Bridge Construction

This research addresses a concern about noise levels from pile driving activities associated with

the construction of highway bridges and other in-water structures. It has been demonstrated that

noise generated from pile driving with an impact hammer can be harmful to aquatic species

protected by the state and federal Endangered Species Act (ESA). This research project

addresses several concerns related to hydro-acoustic impacts and will ultimately help highway

projects stay in compliance with established noise level criteria. The research project included: 1)

identification of sound generation mechanisms from pile driving and how sound propagates into

the surrounding underwater environment, 2) development of an acoustic monitoring procedure

and predictive model that will help assure compliance and 3) validation and verification of

predictive models.

Implementation is expected at some future date when a new or additional bridges are built

crossing the Columbia River in the Portland region.

SPR 732 Comparison of Pelletized Lime with Other Anti-Stripping Additives

Stripping is a common problem in HMA pavements in Oregon, especially in Eastern Oregon.

Stripping is the degradation of the bond between the aggregate and the asphalt binder due to the

presence of water – this mechanism of degradation can lead to loss of capacity and cracking in

the pavement. A common additive used in the industry to mitigate stripping damage is powdered

lime. However, challenges with air-borne powdered lime have SHAs investigating alternatives to

16

powdered lime. The purpose of this study was to determine the effectiveness of potential

alternatives to powdered lime additive in preventing stripping.

This research evaluated the moisture susceptibility of five anti-stripping additives with three

separate aggregates. The aggregates exhibited a range of potential stripping from not susceptible

to susceptible.

Results indicate that Aggregates 1 and 3 are likely susceptible to stripping, with Aggregate 3

likely being the most susceptible. Powdered lime increased the TSR and ECS ratios for the

susceptible aggregates. Mixtures with Additive 4 exhibited similar performance to mixes

containing powdered lime. Additive 2 exhibited improved performance compared to the control

but TSR and ECS ratios were lower than the specimens with powdered lime. Results from

mixtures with Additive 3 exhibited limited improvements in TSR and ECS ratios. Additives 4

and 2 should be considered for future use in HMA when stripping could be an issue.

One practice in ODOT is to inlay HMA pavements 15 years after construction. If the pavement

is exhibiting damage resulting from stripping, the inlay can be specified to be 4 inches (102 mm)

deep. If the pavement is not exhibiting damage from stripping, the inlay can be specified at 2

inches (51 mm) deep. Using this information, an economic analysis was performed. Other

options are available but these were not included in the analysis. The economic analysis indicates

that when a reduction in inlay thickness is realized, there is significant value in using additives.

The sensitivity analyses indicated that large changes in the input variables do not make the cost

of using additive cost ineffective – that is, there is significant value in using additives even when

input variables (rate of return, number of future inlays, inlay depth, cost of inlay HMA, original

construction cost, and additive cost) change significantly.

SPR 754 Design and Implementation of Pedestrian and Bicycle-Specific Data

Collection Methods in Oregon

Although there is a growing need to access accurate and reliable pedestrian and bicycle data,

there is no statewide system to collect data or plan future data collection efforts in the state of

Oregon. To address these issues this research conducted a comprehensive review of pedestrian

and bicycle data collection methods and counting technologies. Oregon data sources were also

compiled and AADT estimation techniques were reviewed and applied to Oregon data. A pilot

study was conducted to test bicycle and pedestrian counting methods at signalized intersections

with 2070 controllers. The report also provides a summary of recommendations regarding

factoring methods and the implementation of a statewide non-motorized data collection system.

SPR 754 and the follow-up study SPR 772 led ODOT to develop an alternative design for

bicycle detection induction loops that are used at traffic signals. The new “parallelogram” loop

design detects bicycles more accurately than the previous loop design. Although the new loop

design has not been recognized as a new standard, it does appear in our list of Standard Details

as an alternative to the standard bike inductance loop and it has been used on several recent

projects. I do expect it will replace our older “diamond” inductance loop style soon.

17

4.0 PUBLICATIONS, ACTIVITY, AND SPENDING

The following section summarizes activities of the Research Section, including the status of

active projects, cost information.

4.1 RESEARCH PROJECT STATUS

The status of 137 research projects initiated from FY 2008 through FY 2019 is summarized in

Table 4.1. The reports published in FY 2018 are discussed in detail in Section 2 above.

Table 4.2 summarizes the major projects that completed in FY 2019, and Table 4.3 documents

the major projects continuing past FY 2019. Major projects are defined as those that were

selected by the Research Advisory Committee or had a budget of at least $70,000 and lasted at

least one year.

Table 4.4summarizes all other research projects and related activities, and includes the Research

Discretionary Fund and miscellaneous continuing activities.

Table 4.1: Project Status Summary, FY 2008 – FY 2019

Fiscal Year

Inactive Active Total New

Projects

Complete Cancelled On Schedule

Behind

Schedule

2008 12 1 0 0 13

2009 9 1 0 0 10

2010 8 2 1 0 11

2011 12 0 0 0 12

2012 8 0 0 0 8

2013 13 0 0 0 13

2014 11 1 0 0 12

2015 11 0 0 0 11

2016 14 1 0 0 15

2017 8 0 1 1 10

2018 0 0 10 1 11

2019 0 1 10 0 11

Total 106 7 22 2 137

18

Table 4.2: Expenditures and Status for Major Projects Ended During FY 2019

Project

No. Project Title

Spent in

FY'2019

Publicati

on Status Status

776 Quantifying Noise Impacts from ODOT Aggregate Source Operations $16,729 Published Complete

788 Incorporate travel mode choices in the Regional Strategic Planning Model (RSPM)

Tool

$5,567 Published Complete

792 Construction of Efficient, Cost-Effective and Sustainable Maintenance Facilities $807 Published Complete

793 Safety Assessment of Freeway Active Traffic Management by Exploring the

Relationship between Safety and Congestion

$4,401 Published Complete

798 Analysis of Highway System Impacts on TMDL Watersheds using SELDM $17,228 Published Complete

799 Lidar for Maintenance of Pavement Reflective Markings and Retroreflective Signs $3,379 Published Complete

800 Quantifying the performance of low-noise rumble strips $59,254 Published Complete

806 Compliance and Surrogate Safety Measures for Uncontrolled Crosswalk

Crossings in Oregon

$11,872 Published Complete

811 Project Progress Tracking Using Lidar and 4D Design Models $43,777 Published Complete

TNIS FY 2019 Oregon Transportation Needs and Issues Survey $51,583 Published Complete

19

Table 4.3: Expenditures and Status for Ongoing Major Projects FY 2019

Project

No. Project Title

Spent in

FY'2019

Expected

End

Date

Status

Continuing Projects 719 Climate Change Impact on Coastal River Estuaries in Oregon $17,138 6/2020 Continuing

784 Development of Titanium Seismic Retrofits for Deficient Concrete Columns $15,314 3/2020 Continuing

801 Employing iRLPD Test Methods for Optimal Asphalt Mixture Performance $53,525 3/2020 Continuing

802 Seismic Performance Design Criteria for Bridge Bent Plastic Hinge Regions $71,805 3/2020 Continuing

805 Performance of High-Strength Steel Reinforcement in Shear Friction Applications $107,305 3/2020 Continuing

807 Coastal Landslide and Bluff Retreat Monitoring for Climate Change Adaptation $11,872 9/2024 Continuing

808 Automated Landslide “Hot Spot” Identification Tool for Optimized Climate-Change and Seismic Resiliency

Planning

$59,926 6/2021 Continuing

809 Predicting Seismic Induced Rockfall Hazard for Targeted Site Mitigation $176,059 6/2020 Continuing

810 A Framework to Evaluate Causes and Effects of Truck Driver At-Fault Crashes in Oregon $167,261 6/2020 Continuing

812 Modeling Chloride Accumulation in Streams from Winter Road Salt Application for Federal Compliance $79,010 12/2021 Continuing

813 Methods for Non-motorized Travel Activity Estimation and Crash Analysis $43,777 6//2020 Continuing

814 Best Practices for Installation of Rectangular Rapid Flash Beacons (RRFB) With and Without Median Refuge

Islands

$129,672 3/2020 Continuing

815 Bridge Deck Asphalt Concrete Pavement Armoring $70,330 3/2020 Continuing

816 Resilient and Rapid Repair Measures for Seismically Vulnerable Bridges Following Major Earthquakes $116,010 6/2020 Continuing

817 Concrete Bridge Deck Performance Data and Metrics for the State of Oregon $141,850 9/2019 Continuing

818 Implementation of ODOT Tack Coat Technologies and Procedures to Improve Long Term Pavement

Performance

$82,397 3/2020 Continuing

819 Developing Construction Practices and Concrete Mixtures for Curb Ramps $0 NA Canceled

820 Development of Reliable Geotechnical Standards in Diatomaceous Silt $224,621 12/2022 Started

821 Using Weigh-in-Motion Data for Predicting Freight flow $60,755 6/2020 Started

822 Speed Variation and Safety in Work Zones $71,906 1/2021 Started

823 Improving Constructability and Durability of Concrete Pavements $7,155 1/2021 Started

824 Cascadia Ground Motion Estimates in Comparison to ODOT Design Criteria $16,722 9/2020 Started

825 Bicycle Feedback Detection Device and the Accompanying Sign $46,040 3/2020 Started

826 Constructing High Performance Asphalt Pavements by Improving In-Place Density $7,049 1/2021 Started

827 Update to Methodology for Setting Speed Limits in Oregon $92,238 6/2020 Started

828 Reversing Oregon’s Rise in Deaths and Serious Injuries for Senior Drivers and Peds $92,004 4/2020 Started

829 Rumble strip design analysis and the durability of inlaid stripEs $101,134 1//2022 Started

20

Table 4.4: Other FY 2018 Research Activities

Project # Project Title Spent FY 2019 Status

301-000 SPR Project Selection and Development $333,232 Ongoing

302-000 SPR Implementation $20,097 Ongoing

304-401 Northwest Transportation Confrence $988 Ongoing

304-481 AASHTO Technology Implementation Group $6,000 Ongoing

304-121 National Research Liaison and NCHRP Activity $6,044 Ongoing

304-771 Diatomaceous E-Piles $17,844 Complete

304-791 Spangler Slid Exploratory Research $9,986 Complete

304-801 MSE Walls $ 2,466 Continuing

500-040 State Information Requests (State funded) 99,454 Ongoing

4.2 BUDGET AND FUNDING

Research funding originates from several sources:

Federal State Planning and Research (SPR)

SPR program funding is set at two percent of each state’s FHWA highway funding under 23

U.S.C. 307(c). Of that two percent, at least 25 percent (i.e., 0.5%) is specifically identified for

Research, Development, and Technology Transfer (RD&T). For Oregon, in recent years this

amounts to roughly $2 million per year. SPR RD&T funds support a large share of direct

expenditures on research projects. In addition to those funds specifically earmarked for research,

in recent years the Research Section also has drawn research project and T2 program funds from

the planning portion of SPR.

Local Technical Assistance Program (LTAP)

FHWA LTAP funding is targeted for technical assistance and training for local agency public

works programs. These funds provide half the funding for the programs and activities of the T2

program.

Oregon Highway Fund

These funds are used in several ways. The Research Section uses state highway funds to cover

indirect costs. Also, with some specific exceptions, SPR funds require 20% local participation. In

most cases the source of these “matching” funds is the Oregon Highway Fund. Finally, a few

research projects are carried out entirely with state highway funds.

Local Government

LTAP funding requires 50 percent local participation. Most of these required matching funds are

provided by the Association of Oregon Counties and the League of Oregon Cities. Members of

these organizations are the primary recipients of T2 services.

21

Table 4.5 summarizes expenditures by program area and by source of funds.

Table 4.5: Expenditures Summary by Program and by Source of Funds

Federal Oregon

Program SPR

Research

LTAP State Funds Local

Government

Total

SPR Research

Program

$2,310,278 0 $577,569 0 $2,887,847

State Research

Program

0 0 $173,029 0 $173,029

LTAP Program 0 $163,563 $12,0767 $8,1782 $366,112

TRB Subscription $115,431 0 0 0 $115,431.00

NCHRP $586,072 0 0 0 $586,072

Pooled Fund Led by

Oregon

$255,610 0 0 0 $255,610

External Pooled Fund $85,000 0 0 0 $85,000

Indirect 0 0 $492,811 0 $492,811

TOTAL $3,352,391 $163,563 $1,364,176 $81,782 $4,961,912

22

23

5.0 OTHER 2018 RESEARCH ACTIVITIES

In addition to major research projects, the ODOT Research Section is responsible for a number

of ongoing programs and activities, smaller projects, and the annual selection of new research

projects.

These include:

the Oregon Technology Transfer (T2) Center, Oregon’s Local Technical Assistance

Program (LTAP);

research project selection;

small, discretionary projects;

specific activities to support research implementation;

selection of and participation in pooled fund projects with other states; and

serving as ODOT’s point of contact for regional and national transportation research

activities.

The next few pages present activities and accomplishments in some of these areas.

5.1 OREGON TECHNOLOGY TRANSFER CENTER (T2)

The T2 Center provides transportation-related information to local agencies throughout Oregon.

The Center is jointly funded by FHWA, local agencies, and ODOT. Oregon’s T2 Center is one

of 53 centers in the nation that make up FHWA's Local Technical Assistance Program (LTAP)

and Tribal Technical Assistance Program (TTAP).

The T2 Center provides the following services:

a lending library of audio/visual materials;

a program of free and low cost seminars, training classes, and workshops;

a “Circuit Rider” service that includes annual technical assistance and informational

visits to local road agency customers;

responses to customer inquiries relating to transportation technology;

a newsletter on transportation-related topics of general interest.

24

The T2 Center strives to make local road agencies aware of the latest and most effective

transportation technologies. T2 does this by acting as an information and training resource to

encourage and strengthen communication between government agencies at all levels and through

the delivery of “low cost seminars, training classes and workshops” to local road agency

employees.

The center’s training program is its most visible service. It consists of three elements: 1) short

courses, which are delivered by Circuit Riders and focus on roadway and workplace safety; 2) a

training program, which delivers six or more events per year in partnership with organizations

such as the Oregon Chapter of the American Public Works Association (APWA); and 3) a two-

level Roads Scholar certification program with 18 core classes taught by in-house and contract

trainers. The Roads Scholar program is the most formalized aspect of the center’s training

services and continues to be very successful.

5.2 RESEARCH PROJECT SELECTION

Project selection begins in the fall with modifications and updates to published research

priorities. (Priorities for Fiscal Year 2020 are posted online at:

https://www.oregon.gov/odot/programs/pages/research.aspx#step8 ). The process ends in the

spring with the annual project selection meeting.

Research project selection is carried out in two stages. Expert Task Groups (ETGs), with support

and coordination from the Research Section staff, make initial recommendations. The ODOT

Research Advisory Committee (RAC) makes the final decision, selecting projects to go forward

from the pool of ideas nominated by the ETGs.

A list of the new research projects selected for FY 2018 is shown in Table 5.1: New Projects

Selected for Fiscal Year 2020. Figure 5.1: ODOT research project selection timetable, provides a

schematic of the project selection timetable.

5.3 SMALL, QUICK RESPONSE, AND DISCRETIONARY PROJECTS

Small Projects

Each year the Research Section conducts small projects, typically totaling $50,000 or less each.

Funds are set aside for these types of projects so that money may be quickly allocated once a

proposal is approved. These quick response or discretionary projects may be funded using SPR

funds or using state funds entirely.

Information Requests

Divisions, sections, and units of ODOT will periodically request information from the Research

Section. Information requests typically consist of requests for literature searches, statistical

analyses, or small compilation reports. The section also responds to requests from other states

about ODOT practices. On occasion, local transportation agencies have requested information, as

well.

25

Though information requests are not tracked individually, it is estimated that the research staff

spent 1820 hours responding to requests in Fiscal Year 2019, addressing a wide range of topics.

Table 5.1: New Projects Selected for Fiscal Year 2020

Project

No. Project Title Sponsor(s)

Scheduled

End Date Budget

830

Exploring Seismic Soil-Pile-

Superstructure Interaction

ODOT Bridge Section

ODOT Engineering

Geology

6/2023 $482,000

831

Leveraging Numerical Modeling for

Development of Design Criteria for

Gabion Rockfall…

ODOT Engineering

Geology 9/2022 $250,243

832

Expanding the Oregon Motor Carrier

Safety Action Plan: Best Return on

Investment

ODOT Motor Carrier

Transportation Division 9/2021 $190,341

833

Impacts of Intersection Treatments

and Traffic Characteristics on

Bicyclist Safety

ODOT Region 4 Traffic

ODOT Traffic Services

ODOT Active

Transportation

12/2021 $169,500

834

Enhancing Design and Maintenance

of Horizontal Landslide Drain…

ODOT Engineering

Geology

ODOT Maintenance

6/2024 $472,779

835

Implementation of a Laboratory

Conditioning and Testing Protocol…

Asphalt Mixtures

ODOT Pavement Services 11/2021 $240,000

836

Prioritizing Wildlife Collision

Mitigation Zones for Long Range

Planning Efforts

ODOT Environmental

Services

ODOT Region 4

TBD $225,000

837

Automated Detection of Traffic

Sensor Malfunctions

ODOT Region Traffic

ODOT Traffic Services

ODOT ITS

12/2021 $175,000

838 Center Line Rumble Strip Effects on

Pavement Performance

ODOT Pavement Services

ODOT Maintenance 6/2022 $250,000

26

Figure 5.1: ODOT research project selection timetable

27

5.4 POOLED FUND PROJECTS

The Research Section has committed to working with other states to fund research through the

Transportation Pooled Fund (TPF) program. This program offers significant advantages.

One advantage is cost sharing. For every ODOT dollar invested in these pooled fund projects,

about $15 is leveraged from other organizations. A second advantage is that TPF projects are

approved for 100% federal funding, which means participating states do not need to use state

matching funds. In Fiscal Year 2019 ODOT led three and contributed to ten pooled fund projects

(Table 5.2). Oregon commits a mix of SPR and state funds to these projects. ODOT Research

continues to monitor fourteen ongoing pooled fund projects from previous years.

28

Table 5.2: Transportation Pooled Fund Project Summary

Number: Title: Lead

Agency

Fund

Source

ODOT

FY 19

Total

Project

ODOT

Total

National

TPF-5(178) Implementation of the Asphalt Mixture Performance Tester (AMPT) for

Superpave Validation

FHWA SPR B $105,000 $2,331,488

TPF-5(218) Clear Roads Winter Highway Operations Minnesota SPR B $75,000 $4,180,000

TPF-5(255) Highway Safety Manual Implementation FHWA Not SPR $80,000 $1,555,000

TPF-5(260) Next-Generation Transportation Construction Management (TCM) Colorado Not SPR $25,000 $785,000

TPF-5(264) Passive Force-Displacement Relationships for Skewed Abutments Utah SPR B $30,000 $400,000

TPF-5(283) The Influence of Vehicular Live Loads on Bridge Performance FHWA SPR B $50,000 $1,265,000

TPF-5(288) Western Road Usage Charging Consortium Oregon Not SPR $175,000 $1,761,967

TPF-5(299)

Improving the Quality of Pavement Surface Distress and Transverse Profile

Data Collection and Analysis FHWA SPR B $15,000 $90,000 $1,640,000

TPF-5(301) Support Services for Peer Exchanges Oregon SPR B $221,776

TPF-5(307) Validation of Tsunami Design Guidelines for Coastal Bridges Oregon SPR B $180,000 $555,000

TPF-5(313) Tech Transfer Concrete Consortium Iowa Not SPR $8,000 $8,000 $1,736,000

TPF-5(316) Traffic Control Device (TCD) Consortium FHWA Not SPR $30,000 $60,000 $1,710,725

TPF-5(338)

Simplified CPT Performance-Based Assessment of Liquefaction and

Effects Utah SPR B $44,000 $142,000

TPF-5(343) Roadside Safety for MASH

Washingto

n State Not SPR $150,000 $3,640,000

TPF-5(349) Western Alliance for Quality Transportation Construction (WAQTC) Utah Not SPR $12,000 $75,000 $363,000

TPF-5(350) Development of NGL Database for Liquefaction-Induced Lateral Spread Utah Not SPR $20,000 $120,000

TPF-5(353) Clear Roads Phase II Minnesota SPR B $25,000 $125,000 $3,525,000

29

Number: Title: Lead

Agency

Fund

Source

ODOT

FY 19

Total

Project

ODOT

Total

National

TPF-5(355) Stormwater Testing and Maintainability Center Oregon Not SPR $1,000,000+ $1,135,000+

TPF-5(357) Connecting the DOTs: Implementing ShakeCast Across Multiple State

Departments of Transportation for Rapid Post-Earthquake Response

Caltrans Not SPR $45,000 $480,000

TPF-5(358) Wildlife Vehicle Collision Reduction and Habitat Connectivity Nevada SPR B $20,000 $100,000 $1,135,000

TPF-5(367) Evaluation and Full Scale Testing of Concrete Prefabricated Bridge Rails Iowa Not SPR $20,000 $60,000 $480,000

TPF-5(369) Collaborative Development of New Strategic Planning Models FHWA SPR A $75,000 $720,000

TPF-5(371) Developing "Highway Capacity Manual" Capacity Adjustments for Agency

Connected and Autonomous Vehicle Operational Planning Readiness under

Varying Levels of Volume and Market Penetration

Oregon SPR B

$20,000 $40,000 $310,000

TPF-5(386) Gravel-Bed River Assessment Tool for Improved Resiliency of Engineering

Design

Washingto

n State

SPR B $5,000 $15,000 $365,000

TPF-5(398) Moving Forward with the Next Generation Travel Behavior Data

Collection and Processing

FHWA SPR A $5,000 $85,000 $3,415,000

30

5.5 REGIONAL AND NATIONAL RESEARCH PROGRAM

COORDINATION

ODOT participates directly or indirectly in a number of national research programs and

initiatives. In general, the role of ODOT Research is that of liaison, or point of contact. Among

the responsibilities carried out by ODOT Research in Fiscal Year 2017 are the following:

Transportation Research Board

The Research Section Manager is the Oregon DOT representative to the Transportation Research

Board (TRB). This responsibility involves a range of duties that relate to coordination of

communication and services between ODOT and TRB.

AASHTO Research Advisory Committee (RAC)

The Research Section Manager is also a member of the AASHTO Research Advisory Committee

(RAC). The RAC has several important functions within AASHTO and in setting the national

transportation research agenda, as well as serving as the principal point of contact for

transportation research between states.

The RAC meets annually. In addition, RAC members meet regionally via bi-monthly conference

calls. Specific functions and duties of the Research Advisory Committee include the following.

Review and rating of projects submitted to the National Cooperative Highway

Research Program (NCHRP) Every year, problem statements are submitted to

NCHRP for funding. The TRB, on behalf of AASHTO and the state Departments of

Transportation, allocates approximately $37 million each year for research benefiting

highways. The AASHTO RAC member in each state is responsible for submitting an

advisory ballot, used to select projects for funding.

Nomination of NCHRP project panel members Each NCHRP project is managed

by a panel of experts. Many of those panelists are drawn primarily from the 50 state

Departments of Transportation. AASHTO RAC members are responsible for

nominating panel members from their respective states.

Coordination of synthesis data collection One component of NCHRP is a sub-

program called NCHRP Synthesis, which consists of small studies of the state of

knowledge and current practice in a particular area of highway technology. Each

synthesis project includes a questionnaire survey of current practice by state

Departments of Transportation. The AASHTO RAC members are responsible for

coordinating that data collection within their own departments.

Other support for NCHRP RAC members pay their state’s annual NCHRP

contribution, provide assistance to DOT employees who wish to submit problem

statements, and disseminate NCHRP research results within their departments.

31

National RAC listserv Members of the Committee are members of an electronic

mail listserv, which is used to communicate on a variety of topics. A key use that has

evolved is the gathering of information about practices in other states, particularly

with regard to the applications of new technology. ODOT Research coordinates

hundreds of such requests for information from other states every year.

University Transportation Centers

In addition to providing full project funding, ODOT Research Section funds are also used to

leverage funds contributed by other organizations and centers to jointly sponsor research

projects. University Transportation Centers (UTCs), including the Portland State University led

Transportation Research and Education Consortium (TREC), Pacific Northwest Transportation

Consortium (PacTrans) in which Oregon State University is a full member, and Western

Transportation Institute have been important partners in funding research.

Title VI of the Civil Rights Act

The Oregon Department of Transportation ensures compliance with Title VI of the Civil Rights

Act of 1964; 49 CFR, part 21; related statutes and regulations to the end that no person shall be

excluded from participation in or be denied the benefits of, or be subjected to discrimination

under any program or activity receiving federal financial assistance from the U.S. Department of

Transportation on the grounds of race, color, sex, or national origin.