Category Archives: Preserve Infrastructure

UDOT Participated in MAG Transportation Fairs

MAG Transportation FairMountainland Association of Governments held its annual Transportation and Community Planning Fairs during October.

MAG invited member cities to provide information about community plans and utilized the fairs to invite public input on the Draft Regional Transportation Plan.

UDOT participated by providing information about upcoming construction on The Point project, seat belt safety highlighted by the Zero Fatalities team, and TravelWise information. Region Three displayed their Interactive Projects map and a looping video using photos from the 2014 photo contest. They also shared information about the region bike plan and invited response to a quick questionnaire to help prioritize potential bike projects.

MAG is launching an interactive website called Exchanging Ideas as part of the Regional Transportation Planning process. Kory Iman, GIS Analyst with Region Three and MAG, had an integral role in developing the site to facilitate public input. MAG staff demonstrated the site at the three fairs in October and will accept comment through April 2015.

This guest post was orginally published in the Region Three Fall 2014 Newsletter.

Vision and Mission announced at UDOT Annual Conference

If all roads led to Rome at the height of the Roman Empire, all roads in Utah lead to elevated economic prosperity and a higher quality of life in our state today.

This theme was prevalent throughout the Utah Department of Transportation’s Annual Conference. UDOT announced a new vision, mission statement, logo, and changes to its strategic goals during the conference—all aimed at improving Utah and keeping people safe.

Carlos Braceras speaks during the 2014 UDOT Annual Conference

Carlos Braceras speaks during the 2014 UDOT Annual Conference

On Tuesday, Oct. 28, Executive Director Carlos Braceras announced UDOT’s vision is “Keeping Utah Moving.” This simple statement is a powerful reminder of the department’s purpose and the goal employees, consultants, and contractors should be working toward every day.

“With our growing population and changing demographics, we need to keep our state moving,” Braceras said. “Whether it’s building new roads, repairing old ones, taking phone calls or holding meetings, it’s all aimed at Keeping Utah Moving.”

Innovating transportation solutions to strengthen Utah’s economy and enhance quality of life. 

Braceras explained that the department has based its direction and performance for years on Strategic Goals (Preserve Infrastructure, Optimize Mobility, Zero Fatalities, Strengthen the Economy); however, until this year it hasn’t had a vision or a mission statement.

As Utah looks ahead to a rapidly growing population, expected to almost double in the next 35 years, the entire state must begin anticipating solutions for Utah’s infrastructure and economy. Change can either be a problem or an opportunity. Braceras argues that for Utah, it’s an opportunity to reinforce Utah’s position as one of the country’s best places to live.

“Quality of life is the essence of what makes living in Utah so attractive,” Braceras said. “I’ve made Utah home for 34 years because I can buy a house, get a job, and enjoy the outdoors I love. That, combined with the strong state economy, is what will keep me here the rest of my life.”

Braceras, who’s been a career-long champion of safety, also announced moving Zero Fatalities to the department’s top strategic goal, but with a twist.

“Nothing that we do is more important than safety. Zero is our number one goal. Zero fatalities. Zero crashes. Zero injuries,” Braceras said.

While UDOT will continue aggressively educating drivers on habits that will decrease the amount of fatalities on Utah’s roads, focus will also be on keeping everybody within UDOT safe as well. That goes for accountants as much as it does construction workers, he said.

Deputy Director Shane Marshall announced one final change to UDOT’s direction: the emphasis area of Operational Excellence has been eliminated, reducing the number of emphasis areas from six to five (Integrated Transportation, Collaboration, Education, Transparency, Quality).

UDOT logo

Marshall explained, “The motivating forces behind the emphasis areas of both Quality and Operational Excellence were very similar. Both areas focus on a value we all share very strongly: the desire to be good stewards of taxpayer money.

If you define part of our Quality emphasis area as “Continued Process Improvement,” then Operational Excellence can fit right into Quality.”

The updated vision, mission, emphasis areas, strategic goals and core values are available on UDOT’s new web app. This tool was unveiled at the UDOT Annual Conference, and Braceras explained there are plans to expand its functionality in the future.

For now, the web app is a helpful resource for reference as employees, consultants, contractors and partners work together in their efforts to Keep Utah Moving.

I-80 Silver Creek Reconstruction

Photo of concrete pavingDrivers traveling through Summit County on I-80 have become familiar with one of the Region’s largest construction projects: the concrete reconstruction of I-80 from the U.S. 40 junction (MP 148) to Wanship (MP 155). Work began in June and is scheduled to continue through November of 2015 (construction will be halted during the winter months between 2014 and 2015).

The project includes replacing the freeway’s asphalt with new concrete pavement. In many locations, the existing asphalt will be removed and the pavement will be completely reconstructed. The new concrete will help accommodate the heavy trucks that travel in both directions along this key freight corridor and will prolong the life of the roadway.

UDOT’s contractor, Geneva Rock, is constructing the road in two principal phases. Phase one – the current phase – has shifted all traffic to the westbound lanes, allowing crews to reconstruct the eastbound lanes. In November, once the eastbound lanes are complete, lane restrictions will be lifted and traffic will be returned to its normal configuration. In the spring, crews will shift all traffic into the newly reconstructed eastbound lanes and complete work in the westbound lanes.

Photo of concrete pavingAs part of the concrete reconstruction, a unique pavement base material is being used to provide strength and stability to the pavement. The material, called Cement-Treated Asphalt Base (CTAB), provides a strong and stable base for the concrete to ensure durability and longevity. The CTAB material is formed by pulverizing the existing asphalt and adding cement powder and water to make a low strength concrete.

Typically, concrete pavement is either overlaid over the existing asphalt (as with the concrete paving project on S.R. 201), or a thin layer of asphalt is applied to the existing pavement and then the concrete is overlaid. On this section of I-80, however, the existing pavement is deteriorating too quickly to provide a suitable base. Instead of overlaying an additional layer of asphalt, CTAB was selected because of its lower cost and better resistance to water damage. While concrete treated bases have been used for a long time, this is the first instance in Utah where a cement treated base uses 100 percent recycled asphalt.

The project team has been involved in an extensive stakeholder outreach and public information program. Key stakeholders, such as Summit County, local emergency services, and the communities of Tollgate and Promontory, have been kept informed and consulted throughout the project to minimize impacts wherever possible and coordinate essential information such as emergency plans.

Photo of concrete pavingUDOT and Geneva Rock have worked together to address stakeholder concerns and mitigate risks associated with this traffic configuration. Local emergency crews are allowed to access the work zone in the event that they are not able to travel through open traffic lanes in a timely manner. Tow trucks are on-call at both ends of the construction zone to reduce response times to incidents and keep traffic moving.

Due to the long-term closure of Tollgate’s eastbound on- and off-ramps, accommodations needed to be made to provide residents access to their community, especially in case of emergency. The project team worked with the neighboring Promontory development to allow Tollgate residents to use of Promontory’s private access roads in order to bypass I-80 as they travel to and from Park City.

UDOT, Geneva Rock, and the local stakeholders have established a good working relationship for this significant reconstruction – a project that will ensure this section of I-80 stays in good repair for years to come.

This guest post was originally published in the Region Two Fall 2014 Newsletter.

Comparison of Wintertime Asphalt and Concrete Pavement Surface Temperatures in Utah

Because winter maintenance is so costly, UDOT personnel asked researchers at Brigham Young University (BYU) to determine whether asphalt or concrete pavements require more winter maintenance. Differing thermal properties suggest that, for the same environmental conditions, asphalt and concrete pavements will have different temperature profiles. Climatological data from 22 environmental sensor stations (ESSs) near asphalt roads and nine ESSs near concrete roads were used to determine which pavement type has higher surface temperatures in winter.

Twelve continuous months of climatological data were acquired from the road weather information system operated by UDOT, and erroneous data were removed from the data set. In order to focus on the cold-weather pavement surface temperatures, a winter season was defined as the period from November through April, and the data were divided into time periods that were based on sunrise and sunset times to match the solar cycle.

To predict pavement surface temperature, a multiple linear regression was performed with input parameters of pavement type, time period, and air temperature. As shown in Table 1, the statistical analysis predicting pavement surface temperatures showed that, for near-freezing conditions, asphalt is better in the afternoon, and concrete is better for other times of the day. However, neither pavement type is better, on average, across the locations studied in this research. That is, asphalt and concrete are equally likely to collect snow or ice on their surfaces, and both pavements are expected to require equal amounts of winter maintenance, on average.

To supplement these analyses, which provided useful information about average pavement temperatures across the statewide pavement network, additional analyses of asphalt and concrete pavement surface temperatures were performed for a particular location in a mountainous region of northern Utah more typical of canyon areas. Asphalt and concrete pavement surface temperatures were directly compared at a location on U.S. Route 40 near Heber where asphalt and concrete meet end to end at the base of a mountain pass. As shown in Figure 1, an ESS was installed to facilitate monitoring of asphalt and concrete pavement surface temperatures, as well as selected climatic variables, at the site.

Data collected during the three winter seasons from 2009 to 2012 were analyzed in this research, and the same months and time periods used in the previous study were applied in this analysis as well. To compare the surface temperatures of the concrete and asphalt pavements during freezing conditions, multivariate regression analyses were performed. Equations were generated for three response variables, including the asphalt surface temperature, concrete surface temperature, and difference in temperatures between the asphalt and concrete surfaces.

The statistical models developed in the analyses show that the surface temperature of both asphalt and concrete pavement increases with increasing air temperature and decreases with increasing relative humidity and wind speed, and that the difference in pavement temperatures decreases with decreasing air temperature. For the studied site, the data indicate that concrete pavement will experience freezing before asphalt pavement for all time periods except late afternoon, when the pavement types are predicted to freeze at the same air temperature (see Table 2). Therefore, for material properties and environmental conditions similar to those evaluated at this U.S. 40 site, asphalt would require less winter maintenance, on average, than concrete.

Due to the interactions among albedo, specific heat, and thermal conductivity, the actual thermal behavior of a given pavement will depend on the material properties and environmental conditions specific to the site. As shown in this research, concrete pavement can be warmer than asphalt, which is typical of the statewide pavement network, on average, during late morning, evening, night, and early morning. However, the research also clearly shows that, in mountainous regions of northern Utah more typical of canyon areas, engineers may expect asphalt pavement to be warmer than concrete, or equal in temperature to it, during all time periods at sites that receive direct sun exposure, such as the one on U.S. Route 40 that was studied in this research. At such sites, selection of asphalt pavement may facilitate reduced winter maintenance costs; however, though statistically significant, relatively small differences in temperature between asphalt and concrete pavement surfaces may not warrant differences in actual winter maintenance practices. Other factors beyond pavement type, such as rutting and surface texture, may more strongly affect winter maintenance and should also be considered.

The results of the statewide comparison of wintertime temperatures of asphalt and concrete pavements, as well as the specific results for the U.S. 40 site near Heber, are detailed in two separate research reports available on the Research Division website.

This guest post was written by W. Spencer Guthrie, Ph.D., M.ASCE, Brigham Young University, and David Stevens, P.E., Research Program Manager, and was originally published in the Research Newsletter.

I-15 Payson to Spanish Fork Project Wins Award

Photo of I-15 near Payson

This capacity project added a lane and shoulder in each direction

The I-15 Payson to Spanish Fork project was one of the largest construction projects in Region Three in 2013.

The ambitious $22 million, 6.5 mile design-build project recently received the “2014 Excellence in Concrete Award” in the category of Structures: Public Works for the concrete work on the bridges.

The project was fast-paced, with 7 months to widen 8 structures and extend pavement into the existing median for an extra lane and wider inside shoulder.

In addition to being widened, the existing bridge substructures were repaired to increase service life. The project also included constructing two miles of precast concrete post and panel noise walls on the east side of I-15 through Payson.

The I-15 Payson to Spanish Fork project improved a vital connection between the north and south half of the state for both commuters and the movement of goods and services. The rapid pace of the project and public coordination created little impact or inconvenience to the traveling public.

See UDOT in 3D

UDOT is moving to an all-3D environment which includes greater use of available design capabilities and an eventual move to a full 3D project workflow.

photo of the Virgin River Arch Bridge.

A photo-realistic image: UDOT built a new bridge over the Virgin River on S.R. 9 near Hurricane to accommodate increased traffic volume. This rendered image shows the new bridge superimposed over the existing bridge, which remains in use.

Embracing a 3D workflow environment will produce some important advantages, including the use of models that can be viewed from all angles in order to assess constructability, utility clash detection models that show a full representation of underground utilities, and animations that can show the built project along with expected traffic flow.

3D models, animations and illustrations can help bridge the communication gaps that sometimes occur among specialties at UDOT, or between the agency and stakeholder groups, since complex engineering data is more easily understood when presented in 3D.

For UDOT designers, the move to 3D represents “a fine tuning of the way we design,” says Bob Peterson, UDOT Methods Engineer. “We’ll be taking our 3D design to a full completion instead of just doing a paper copy as the final output.”

A full 3D workflow

Moving to a full 3D workflow means that projects will be modeled and provided to contractors as a 3D engineered model at advertising, and contractors will return an as-built 3D model that accurately represents project outcome.

Designers at UDOT have been working in 3D for about 20 years. Currently, when projects are advertised, 2D plan sets are made available to all bidding contractors. During the advertising time frame, contractors take those 2D sets and may create their own 3D model. Once the project is awarded, the winning contractor will typically finish a 3D model or hand-enter information for Automated Machine Guidance.

Getting as-built 3D models will represent a big efficiency boost to UDOT. “Once we get to the point where we know exactly what the existing condition is, then the designers don’t have to start from scratch anymore,” explains George Lukes, Standards Design Engineer.

Challenges and strengths

Lukes is overseeing the effort to move to a full 3D workflow. He sees challenges ahead, but recognizes that UDOT has some advantages as an agency, including working with a willing and capable consulting and contracting community.

“The big deal is advertising the project with the model as the legal document,” says Lukes. “Right now the legal documents are our plan sheets, the paper copies – legally that’s what the contractor has to follow. It’s a huge challenge to give the model to the contractor and say ‘this now is the legal document,’ but I think our contractors and consultants are very willing to sit down and figure a way to make that work.”

UDOT Region Four will take on the initial challenge of delivering a 3D model as an advertising package for three projects. All three projects will use CMGC, an innovative contracting method that allows close collaboration between UDOT and a contractor in the preconstruction phase.

Collaboration with the contractor during design will help UDOT minimize risks encountered when building the project “because they know the construction risks better than we do,” says Lukes. “It’s going to give us information that we need, the contractor will be on board with us while we do it, and hopefully we’ll get a lot of good lessons learned from that too.”

Fully embracing 3D capabilities will produce comprehensive planning, construction and design solutions that will benefit UDOT and all contract partners and road users. UDOT will learn how to better minimize risk. Bidding contractors will realize a big efficiency by not having to create baseline models from scratch. The winning contractor will also have UDOT’s model to modify for construction and 3D as-builts will make subsequent design processes more efficient. The outcome will be better roads and a more efficient use of transportation funding.

For more:

See FAQs with a timeline for implementing 3D, presentations, and more at udot.utah.gov/go/3-d

Bentley software training for UDOT employees is offered regularly. For more information, contact Bob Peterson at 801-965-4041 or bobpeterson@utah.gov

Also check out this flyer.

Grouted Splice Sleeve Connectors for ABC Bridge Joints in High-Seismic Regions

Photos and diagram of different kinds of GSS connectors

Figure 1. Two types of GSS connectors used: (a) FGSS, (b) GGSS, (c) FGSS-1, (d) GGSS-1

In recent years, the Accelerated Bridge Construction (ABC) method has received attention in regions of moderate-to-high seismicity. Prefabrication of bridge structural components is a highly effective method in this process and one of the ABC methods for Prefabricated Bridge Elements and Systems (PBES) advanced by the Federal Highway Administration. Joints between such precast concrete components play an important role in the overall seismic performance of bridges constructed with the ABC method. Research has been carried out at the University of Utah to investigate potential ABC joint details for bridges located in high-seismic regions. A connector type, referred to as a Grouted Splice Sleeve (GSS), is studied for column-to-footing and column-to-cap beam joints. Two GSS connectors commonly used in buildings were utilized in this study, as shown in Fig. 1. The column-to-cap beam joints used a GSS connector where one bar was threaded into one end and the other bar was grouted into the opposite end (denoted as FGSS), as shown in Fig. 1(a) and Fig. 1(c). The column-to-footing joints incorporated another type of GSS where the bars were grouted at both ends (denoted as GGSS), as shown in Fig. 1(b) and Fig. 1(d).

Drawings of the test specimen alternatives

Figure 2. Configuration of test specimen alternatives

Three precast alternatives in addition to one conventional cast-in-place half-scale model were constructed for each category, as shown in Fig. 2; the column-to-cap beam joints were tested upside down. The GSS connectors were placed in the column base (GGSS-1) or column top (FGSS-1) in the first alternative. The location of the GSS connectors changed to the top of the footing (GGSS-2) and bottom of the cap beam (FGSS-2) to study the performance of the joints when the GSS connectors were outside the plastic hinge zone of the column in the second alternative. The dowel bars in the footing and the cap beam were debonded over a length equal to eight times the rebar diameter (8db) for the third alternative in both categories, while the GSS connectors were embedded in the column base (GGSS-3) or column top (FGSS-3). The last specimen type was the cast-in-place joint, in which continuous bars from the footing and cap beam were used to build the columns with-out bar splices (GGSS-CIP and FGSS-CIP).

Photos of the speciment

Figure 3. Specimen GGSS-3 at a drift ration of 7%: (a) overall view; (b) footing dowel at joint interface

Experimental results under cyclic quasi-static loading showed that the performance of all joints was satisfactory in terms of strength and stiffness characteristics. However, the hysteretic performance and displacement ductility capacity of the specimens were distinct. Improved seismic response was observed when the GSS connectors were located inside the footing (GGSS-2) and the cap beam (FGSS-2) rather than the corresponding column end. The debonded rebar zone enhanced the ductility level and the hysteretic performance of the joints. This technique was found to be highly effective for the column-to-footing joint (GGSS-3), as shown in Fig. 3. As expected, the cast-in-place joints performed the best.

Even though AASHTO Specifications currently do not allow the use of connectors in the plastic hinge region, all joints tested in this research demonstrated acceptable ductility for moderate-seismic regions and some joints demonstrated acceptable ductility for high-seismic regions. The GSS connectors studied in this research were promising, especially when considering the time-saving potential of joints constructed using ABC methods; however, the different hysteretic performance and reduced displacement ductility of various alternatives com-pared to the cast-in-place joints must be accounted for in design.

Acknowledgments: This study is described further, including recent reports, on the TPF-5(257) website. The authors acknowledge the financial support of the Utah, New York State and Texas Departments of Transportation, and the Mountain Plains Consortium. The authors also acknowledge the assistance of Joel Parks, Dylan Brown, and Mark Bryant of the University of Utah.

This guest post was written by Chris P. Pantelides, Ph.D., University of Utah, M.J. Ameli, University of Utah, and Jason Richins, S.E., Research Engineering Manager and was originally published in the Research Newsletter

Pooled Fund: Performance-Based Assessment of Liquefaction

A new study led by UDOT and funded through the FHWA Transportation Pooled Fund Program began in March and is progressing well. The study is number TPF-5(296), entitled “Simplified SPT Performance-Based Assessment of Liquefaction and Effects.” A research team from Brigham Young University (BYU) is performing the two-year study. Other state DOTs participating in the study include Alaska, Connecticut, Idaho, Montana, and South Carolina.

Liquefaction of loose, saturated sands results in significant damage to buildings, transportation systems, and lifelines in most large earthquake events. Liquefaction and the resulting loss of soil shear strength can lead to lateral spreading and seismic slope displacements, which often impact bridge abutments and wharfs, damaging these critical transportation links at a time when they are most needed for rescue efforts and post-earthquake recovery.

Most commonly used liquefaction and ground deformation evaluation methods are based on the concept of deterministic hazard evaluation, which is related to the maximum possible earthquake from nearby faults. Recent advances in performance-based geotechnical earthquake engineering have introduced probabilistic uniform hazard-based procedures for evaluating seismic ground deformations within a performance-based framework, from which the likelihood of exceeding various magnitudes of deformation within a given time frame can be computed. However, applying these complex performance-based procedures on everyday projects is generally beyond the capabilities of most practicing engineers.

The objective of the new study is to create and evaluate simplified performance-based design procedures for the a priori prediction of liquefaction triggering, lateral spread displacement, seismic slope displacement, and post-liquefaction free-field settlement using the standard penetration test (SPT) resistance. Many of the analysis methods used to assess liquefaction hazards are based on SPT resistance values since the SPT is commonly used in site soil characterization for building, transportation, and lifeline projects.

This study represents a worthwhile pilot study which could prepare the way for additional research with the U.S. Geological Survey to further the use of the simplified, performance-based method.

Figure 1: Liquefaction loading map (return period = 1,033 years) showing con-tours of CSRref (%) for a portion of Salt Lake Valley, Utah

Figure 1: Liquefaction loading map (return period = 1,033 years) showing con-tours of CSRref (%) for a portion of Salt Lake Valley, Utah

The key to the simplified method is the use of a reference soil profile in development of liquefaction loading maps which are then used with the site’s soil data to estimate effects of liquefaction. An example map is shown in Figure 1, where CSRref represents a uniform hazard estimate of the seismic loading that must be over-come to prevent liquefaction triggering, if the reference soil profile existed at the site of interest.

Derivations for simplified performance-based liquefaction triggering and lateral spread displacement models have been completed in the study. Validation efforts have shown that the simplified results approximate the full performance-based results within 5% for most sites that were evaluated.

A summary of the study work plan and copies of current reports from the study are available at the TPF-5(296) study website.

This guest post was written by Kevin Franke, Ph.D., P.E., from BYU, and David Stevens, P.E., Research Program Manager, and was originally published in the Research Newsletter.

Highlights from the 2013 Annual Efficiencies Report

Efficiencies within UDOT often generate cost savings for the public and the Department through better utilization of resources and innovative technologies. At the end of each year, UDOT prepares an efficiencies report which summarizes key efficiency initiatives from the year. The annual report fulfills a requirement for UDOT to describe the efficiencies and significant accomplishments achieved during the past year to the State Legislature. UDOT Senior Leaders use the report in presentations during legislative committee meetings.

Following are the key efficiency initiatives summarized in the FY 2013 report:

  • Bicycle Detection and Pavement Markings
  • Flashing Yellow Arrow for Left Turns
  • Reflectorized Yellow Tape on Signal-Head Back Plates
  • Portable Weather Station for Advance Warning of Debris Flows
  • Audio Over IP Highway Advisory Radio in Utah County
  • Commercial Vehicle Bypass (PrePass)
  • Partnered Fiber-Optic Cable Installations
  • Resolving Utility Conflicts through a Preserve and Protect Approach
  • Utah Prairie Dog Programmatic Agreement
  • Performance-Driven Programming
  • Energy-Efficient LED Lighting Upgrades in Department Facilities
  • iMAP GIS Tool
  • Improved Decision Making Using Mobile Data Collection
  • MMQA Data Collection Teams
Photo of a flashing yellow signal

Flashing Yellow Arrow left-turn phasing

One example from the 2013 report is the improved safety at intersections that are changed from Protected/Permissive to Flashing Yellow Arrow left-turn phasing. UDOT and other jurisdictions throughout Utah are among the first in the nation to implement flashing left-turn arrows. Potential annual public cost savings per installation ranges from $17,745 to $2,769,000 from reduced crashes.

Photo of rock and mud covering the highway

Debris flow across S.R. 31 in Huntington Canyon

Another example from 2013 is the use of a portable weather station to provide advance warning of debris flows and flooding at the Seeley burn scar near S.R. 31 in Huntington Canyon. Using the station contributed to over-all safety, minimized equipment losses, reduced response time, and minimized impact to commerce. An estimated $50,000 was saved through reduced risk to field crews, motorists, and equipment.

UDOT Research Division staff coordinate each year with UDOT Senior Leaders and the Communications Office to collect and compile write-ups on the past year’s key efficiency initiatives. This process will start again in August for FY 2014. We look forward to receiving “game changing” efficiency topics from all Regions and Groups that will potentially be included in the annual report.

The 2013 and earlier annual reports are available online at www.udot.utah.gov/go/efficiencies.

This guest post was written by David Stevens, P.E., Research Project Manager, and was originally published in the Research Newsletter.

Results of the 2014 Research Workshop (UTRAC)

Photo of session attendees listening to speaker

Traffic Management & Safety breakout session

Projects have been selected for FY15 funding from the 2014 UDOT Research Workshop held on April 30th.

Fifty-nine problem statements were submitted this year for the UDOT Research Workshop. Of these, 16 will be funded as new research projects through the Research Division. Some submitted problem statements will be funded directly by other divisions.

The workshop serves as one step in the research project selection process which involves UDOT, FHWA, universities, and others. UDOT Research Division solicited problem statements for six subject areas: Materials & Pavements, Maintenance, Traffic Management & Safety, Structures & Geotechnical, Preconstruction, and Planning.

At the workshop, transportation professionals met to prioritize problem statements in order to select the ones most suitable to become research projects.

After the workshop, UDOT Research Division staff reviewed prioritization and funding for each recommended problem statement with division and group leaders and presented the list of new projects to the UTRAC Council.

The selected new projects include:

  • Asphalt Mix Fatigue Testing using the Asphalt Mix Performance Tester (CMETG)
  • Developing a Low Shrinkage, High Creep Concrete for Infrastructure Repair (USU)
  • Prevention of Low Temperature Cracking of Pavements (U of U)
  • Review and Specification for Shrinkage Cracks of Bridge Decks (U of U)
  • Incorporating Maintenance Costs and Considerations into Highway Design Decisions (U of U)
  • Unconventional Application of Snow Fence (UDOT)
  • Statistical Analysis and Sampling Standards for MMQA (U of U)
  • National Best Practices in Safety (UDOT)
  • I-15 HOT Lane Study – Phase II (BYU)
  • Characteristics of High Risk Intersections for Pedestrians and Cyclists-Part 3 (Active Planning)
  • Safety Effects of Protected and Protected/Permitted
  • Left-Turn Phases (U of U)
  • Development of a Concrete Bridge Deck Preservation Guide (BYU)
  • TPF-5(272) Evaluation of Lateral Pile Resistance Near MSE Walls at a Dedicated Wall Site (BYU)
  • Active Transportation – Bicycle Corridors vs. Vehicle Lanes (BYU)
  • Investigating the Potential Revenue Impacts from High-Efficiency Vehicles in Utah (UDOT)
  • Developing a Rubric and Best Practices for Conducting Bicycle Counts (Active Planning)

At the April 30th workshop, Dr. Michael Darter of Applied Research Associates gave an inspiring keynote ad-dress on collaboration between state DOTs and academia in developing innovative ideas. Also at the workshop, Barry Sharp, recently retired from UDOT, was presented with the UTRAC Trailblazer Award for his significant contributions towards improving UDOT research processes and the use of innovative products in transportation. Russ Scovil was our workshop coordinator and did a great job.

We appreciate everyone’s participation in the work-shop process. The new research projects can start as early as July 2014 in coordination with UDOT Research staff and champions.

To see details on the new projects and all submitted problem statements, visit the UDOT Research Division website.

This guest post was written David Stevens, P.E., Research Project Manager, and was originally published in the Research Newsletter.