US 730 corridor refinement plan

168 pp. Tables, figures, appendices. Published October, 2007. Captured September 29, 2009.[T]he US 730 Corridor Refinement Plan was developed to identify circulation and access-management strategies that would address the corridor’s near- and long-term safety needs. [From the Plan

Inlaid durable pavement markings : year one.

Durable pavement markings are becoming more prevalent on primary highways statewide, increasing the safety of the traveling public and the ODOT maintenance personnel responsible for maintaining the striping. Several durable products are now being used throughout the state, but their use within snow zones has been limited due to past performance issues. Winter maintenance activities, and the prevalence of studded tires combine to prematurely wear the markings to the point where reduced retroreflectivity compromises motorist safety

Safety Assessment of Freeway Active Traffic Management by Exploring the Relationship Between Safety and Congestion

This study has shown 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\u2019s 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 associated with increased crash risk. Slower or decreasing downstream speed was associated with an increased crash risk

The Effects of Long-Duration Subduction Earthquakes on Inelastic Behavior of Bridge Pile Foundations Subjected to Liquefaction-Induced Lateral Spreading

Effective-stress nonlinear dynamic analyses (NDA) were performed for a large-diameter reinforced concrete (RC) pile in multi-layered liquefiable sloped ground. The objective was to assess the effects of earthquake duration on the combination of inertia and liquefaction-induced lateral spreading. A parametric study was performed using input motions from subduction and crustal earthquakes covering a wide range of motion durations. The NDA results showed that the pile head displacements increased under liquefied conditions, compared to nonliquefied conditions, due to liquefaction-induced lateral spreading. The NDA results were used to develop a displacement-based equivalent static analysis (ESA) method that combines inertial and lateral spreading loads for estimating elastic and inelastic pile demands

Corrosion prevention of Oregon's reinforced coastal bridges

The Oregon Department of Transportation (Oregon DOT) maintains more than 120 coastal bridges; many are reinforced concrete structures over 15 m (50 ft) in length. Twelve of these bridges are historic structures. Oregon DOT is concerned about the ongoing deterioration of these bridges, rising maintenance and repair costs, and the need to protect Oregon’s large investment in coastal bridges. Over 80,000 m2 (850,000 ft2) of coastal bridge surface have been repaired and protected from further chloride-induced corrosion damage by using conductive coating anodes. Most of the anode area is thermal-sprayed (TS) Zn. Other anode materials include TS Ti, Zn-hydrogel, and conductive carbon paint. TS Zn anodes are estimated to have a service life exceeding 25 years but exhibit increasing anode polarization with age. Catalyzed TS Ti anodes develop no significant anode polarization and have exhibited stable long-term performance over 8 years of service. Galvanic Zn-hydrogel anodes produce a stable protection current with no evidence of aging effects over 6 years of service. The conductive carbon paint anode operates at a low anode current density and consumption rate with a low rate of acidification at the anode-concrete interface, which has contributed to a stable protection current over 17 years of service

Thermal-sprayed zinc anodes for cathodic protection of steel-reinforced concrete bridges

Thermal-sprayed zinc anodes are being used in Oregon in impressed current cathodic protection (ICCP) systems for reinforced concrete bridges. The U.S. Department of Energy, Albany Research Center, is collaborating with the Oregon Department of Transportation (ODOT) to evaluate the long-term performance and service life of these anodes. Laboratory studies were conducted on concrete slabs coated with 0.5 mm (20 mil) thick, thermal-sprayed zinc anodes. The slabs were electrochemically aged at an accelerated rate using an anode current density of 0.032 A/m2 (3mA/ft2). Half the slabs were preheated before thermal-spraying with zinc; the other half were unheated. Electrochemical aging resulted in the formation at the zinc-concrete interface of a thin, low pH zone (relative to cement paste) consisting primarily of ZnO and Zn(OH)2, and in a second zone of calcium and zinc aluminates and silicates formed by secondary mineralization. Both zones contained elevated concentrations of sulfate and chloride ions. The original bond strength of the zinc coating decreased due to the loss of mechanical bond to the concrete with the initial passage of electrical charge (aging). Additional charge led to an increase in bond strength to a maximum as the result of secondary mineralization of zinc dissolution products with the cement paste. Further charge led to a decrease in bond strength and ultimately coating disbondment as the interfacial reaction zones continued to thicken. This occurred at an effective service life of 27 years at the 0.0022 A/m2 (0.2 mA/ft2) current density typically used by ODOT in ICCP systems for coastal bridges. Zinc coating failure under tensile stress was primarily cohesive within the thickening reaction zones at the zinc-concrete interface. There was no difference between the bond strength of zinc coatings on preheated and unheated concrete surfaces after long service times

McLoughlin Boulevard STA Management Plan

15 pp. Published February 1, 2005. Received from ODOT January 2, 2007.[The Plan] identifies goals and policies related... to the downtown, riverfront, environmental and historic resources, and the transportation system within the downtown and proximate to the STA [Special Transportation Area]. [From the Plan

Intergovernmental special transportation area management and design plan : City of Sandy

24 pp. Adopted December 19, 2003. Received from ODOT January 2, 2007.City will design and complete projects based on the STA [Special Transportation Area] Design Plan as an agent of ODOT. City will consult with ODOT on project design and construction, but ODOT will not require issuance of permits for these projects. [From the Plan

Access management plan for Highway 101 in downtown Florence (Siuslaw River Bridge to Highway 126/9th Street)

23 pp. Includes maps and figures. Published October 21, 2002. Received from ODOT January 2, 2007.The purpose and objectives of this plan are to identify specific access control measures and management strategies to maintain safe and efficient operation of the subject section of Highway 101 for the general public, while at the same time providing (1) access needs for future development of abutting properties, (2) improving access and connections to Old Town and neighborhoods from Highway 101, and (3) improving pedestrian access and safety along and crossing Highway 101. [From the Plan

US 101: Thomas Creek to Chetco River access management plan

144 pp. Includes maps and figures. Published 2003. Received from ODOT January 2, 2007.The Oregon Department of Transportation (ODOT) and the City of Brookings developed this Access Management Plan (AMP) in compliance with the Oregon Highway Plan (OHP) as well as in response to a South West Area Commission on Transportation (SWACT) directive for Oregon Transportation Investment Act (OTIA) funding. The goal of the AMP was to comprehensively inventory all approaches to the highway in the study area and to develop strategies that would meet or improve conditions by moving towards meeting the appropriate access management standards. [From the Plan]"This project was funded in part by the Federal Highway Administration U.S. D.O.T.