Innovative and Practical Research at VDOT

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1 Innovative and Practical Research at VDOT Jose Gomez, Ph.D., P.E. Director of Research 2014 Governor s Transportation Conference November 13, /24/2014 1

Post-research implementation support Oversight of university

2 VCTIR Overview and Core Functions Applied, practical research and technical assistance to support the VDOT Mission Post-research implementation support Oversight of university contract research 50 full time staff + hourly and graduate students 2

3 Research Areas Structures, Pavements & Geotechnical Engineering Materials Science, NDT/NDE Environment, Planning & Economics Safety, Operations & Traffic Engineering Knowledge Management 3

4 Research Advisory Committees Guide the Programs Asphalt Concrete Environmental Structure and Bridge Geotechnical Pavements System Operations Traffic and Safety Transportation Planning 11/24/2014 4

5 The Program 11/24/2014 5

6 Infrastructure 6

7 Using Existing RAP 4.5 million tons statewide

8 Using Existing RAP Could pave a 12-foot wide lane at 6 inches for about 2,000 miles using CCPR process 8 Charlottesville to Salt Lake City

9 Why Consider RAP Use? Increased interest in recycling/reclaiming materials Environmental impacts Cost reduction Industry factors Goals Encourage material recycling/reclaiming Encourage cost reduction measures Ensure quality materials & performance

10 Questions About RAP Use How does RAP content influence binder grade and mixture performance? Are RAP binders activated in mixtures? What binders should we use with various RAP contents for best performance? How much RAP can we use in a mixture?

11 Analysis: >30% RAP Mixtures How high can we go? Fredericksburg District, 6/ %, 30%, 40%, 45% City of Hampton, 8/ %, 40% Fredericksburg District, 7/ % Lynchburg District, 8/2014 0%, 30%, 40%, 45%

Pavement Recycling Full-depth reclamation Cold

materials properties Develop pavement-design

guidelines Goal is pavement recycling as a

12 Pavement Recycling Full-depth reclamation Cold in-place recycling (CIR) Activities: Characterize materials properties Develop pavement-design input values Implement specifications and guidelines Goal is pavement recycling as a standard pavement rehabilitation option Cold central plant (CCPR) 12

13 I-81 23,000 AADT 28% trucks 7.2 lane miles Completed

14 Rut Depth Average of 0.01 mile data Left lane Right lane Rut Depth, inches Months after construction

15 Ride Quality IRI, inches / mile Average of 0.01 mile data 1 standard deviation ~ 15 IRI 56 Left lane Right lane Excellent Good Fair Months after construction 15

16 NCAT Recycled Sections N4 N3 S12 16

17 17

18 The Cost of Bridge Deterioration Based on 2012 data, FHWA reported $35.2 Billion in rehabilitation needs for bridges classified as structurally deficient or $51.8 Billion for total replacement FHWA also reports cost of congestion associated with the replacement/rehabilitation to be over $80 Billion 18

19 Deck Cracking Problem Cracks Drying shrinkage cracks may occur a few months after pour. Often transversely oriented and full depth, exposing rebar to chlorides and water. 19

20 Cracks with a width over 0.20 mm should be sealed Crack repair cost range from $35/LF - $85/LF Corrosion Resistant Rebars Chloride diffusion in cracked concrete 20

21 Chloride Intrusion =>Corrosion =>Reduced Service Life 21

22 Corrosion is Public Enemy #1! Figure Courtesy of William Hartt 22

23 Stop the Cracks and Improve the Steel Use of corrosion resistant reinforcing steel has increased the life of concrete bridge decks. 23

Years No Transverse Crack (Continuous two span bridge

24 Lightweight Concrete Bridge Deck Route 629 over Cowpasture River Route 60 over Maury River (After 33 Years No Transverse Crack (Continuous two span bridge on Steel Beams) 11/24/2014 After 30 Years Skew, no cracks 24

25 Lightweight concrete Field Projects Completed: 2012 (i) Winchester, Staunton District (ii) Lynchburg District (iii) Opal, Culpeper District 2013 (iv) Nokesville, NOVA District (v) Fredericksburg District (vi) Richmond District 2014 (vii) Stafford, NOVA 11/24/

26 Crack Survey Lightweight concrete Winchester (2 Years) Opal (1 ½ Years) No Cracks Lynchburg (1 ½ Years) No crack on LWC deck. Cracks in NWC approach slab I-95 Expressway, Stafford ( 6 months) After 2 winters no cracks on deck No Cracks 11/24/

Normal weight concrete with Shrinkage Reducing Admixture (SRA) Typically shrinkage reduction achieved is between 35 45% Maximum Cementitious Content : 600 lb/yd^3 Projects Completed I-95

27 Normal weight concrete with Shrinkage Reducing Admixture (SRA) Typically shrinkage reduction achieved is between 35 45% Maximum Cementitious Content : 600 lb/yd^3 Projects Completed I-95 Express Lanes in NOVA (i) Telegraph Road (ii) JHS Ramp (iii) B-601 Ramp (iv) B-602 Ramp (v) B-609 Ramp Staunton District (i) Rte 633 (ii) Rte 1421 Fredericksburg District (i) Rte 600 Herring Creek 27

28 Normal weight concrete with SRA Telegraph Bridge, NOVA (9 Months) One Crack Rte 600 Herring Creek, Fredericksburg (9 Months) Rte 1421, Staunton ( 1 ½ years) No Cracks Three transverse Cracks 11/24/

29 Shrinkage compensating concrete (Type K cement) Route 613 Bentonville Staunton District Slump loss under hot weather is more serious than normal concrete. Recommend use of hydration stabilizer. 29

30 Corrosion Resistant Reinforcing Steel Continue to evaluate alternative materials Consider design parameters to optimize use of material properties 30

31 Carbon Fiber Composite Cable Corrosion on Steel Strand CFCC Corrosion Resistant Strand 31

CFCC Reinforced Piles Summary Piles fabricated and driven 2 piles fabricated In Nov 2012 and driven in Oct 2013 16 piles fabricated in

32 CFCC Reinforced Piles Summary Piles fabricated and driven 2 piles fabricated In Nov 2012 and driven in Oct piles fabricated in Nov 2013 and driven in Dec 2013 Successful Pile Design 24 inch square pile in strand/pile 34 kips/strand circular spiral pattern 32

33 Geosynthetic Reinforced Soil Integrated Bridge System GRS-IBS Abutments feature: Reduced construction cost (25-60%) Reduced construction time Construction less dependent on weather conditions Flexible design -easily field modified for unforeseen site conditions (e.g. obstructions, utilities, different site conditions) Easier to maintain (fewer bridge parts) Designing for use on Towlston Road over Rocky Run in Fairfax County Full-scale testing by Virginia Tech 11/24/

34 Towlston Road over Rocky Run

~20 wide curb-to-curb and span was 22 long Inadequate

35 Towlston Road over Rocky Run before Tropical Storm Lee Bridge built in 1949 & rehabilitated in 1991 Bridge was ~20 wide curb-to-curb and span was 22 long Inadequate hydraulic capacity Structurally deficient w/ low load capacity

36 Towlston Road over Rocky Run after Tropical Storm Lee Storm Sept 8, 2011 Closing road 8-10 months not an option Built culvert of five 4-ft. diameter CMPs Structurally sound Inadequate hydraulic capacity

37 Construction GRS Abutment Layers of Fabric and Gravel Fill

38 Construction GRS Abutment Tapered top course for super-elevation

39 Inverted-T Composite Deck Corrosion Resistant Reinforcement Class A4 Lightweight Concrete topping and rail

40 Inverted T Beam Placement

41 The Finished Product

42 Safety and Operations 42

43 The Computerization of Cars Millions of Lines of Software Code Typical new high-end car today F-35 Fighter 24 M 100 million Typical new high-end car in 2010 X-47B Drone F-22 Raptor Space Shuttle iphone App 10 M 3.5 M 1.7 M 400,000 40,

44 How Does This Affect VDOT? Modern vehicles have many electronic sensors Speed Location Heading 3-axis acceleration Many others cars have a lot to say Connected vehicles lets vehicles communicate these data continuously in real time This technology lets them talk to each other and to our infrastructure 44

45 Potential Benefits Safety V2V technologies have the potential to address by providing warnings to drivers 76% of all potential multi-vehicle crashes involving at least one light-duty vehicle. -GAO Mobility Testing in simulation has shown connected vehicle can reduce congestion through better ramp metering, traffic signal control, freeway merge assistance, and dynamic routing 45

46 Potential Benefits Connected vehicles can address VDOT s FY15 Operations Goals: 1. Reduce travel lane clearance time for incidents > 30 minute duration, based on all vehicle and tractor-trailer incidents 2. Reduce number of traffic crash injuries and deaths on Virginia highways 3. Ensure efficient roadways and provide capacity 46

47 Research Virginia is the lead state in the Cooperative Transportation Systems Pooled Fund Study Traffic signal control Broadcasting traffic signal timing to approaching vehicles Potential of aftermarket add-on devices Pavement maintenance Road weather application 47

48 Connected Vehicle Testbeds VDOT has two of the only real-world testbeds for connective vehicle technology Northern Virginia Smart Road and US 460 in Blacksburg Northern VA Testbed showing locations of 45 roadside transmitters 48

49 Northern Virginia Connected Vehicle Test Bed

50 Funded Projects Underway Electronic stop/yield signs Adaptive lighting Intersection speed advisory Eco-driving assistance Work zone safety Emergency vehicle communication Public transportation, pedestrians, and bicyclist safety Motorcycle crash warning Pavement condition monitoring Freeway speed harmonization Smartphone application to display dynamic message sign content School bus / light vehicle conflict warning Transit signal priority 50

51 Connected Vehicle Pilot Deployment Program USDOT is awarding a Pilot Deployment in September The Pilot Deployment s goals include: Integrating connected vehicle research concepts into practical and effective elements, enhancing existing capabilities Working with multiple stakeholders (private industry, states, transit agencies, etc) Deploying applications using data from multiple sources (vehicles, mobile devices and infrastructure) Considering multi-modal surface transportation (transit, freeway, arterial) Outcome: Support an impact assessment and evaluation effort Cost-benefit assessment Operational systems that exist beyond life of program 51

52 Ongoing and Planned Activities

53 I-77 Fancy Gap ATM Fog visibility research (VTTI) Support for VSL algorithm development Before/after study of safety and driver behavior 53

54 NOVA Active Traffic Management + Regional Mobility Evaluation of I-66 ATM Evaluation of Silver Line Impacts (VT + GMU) I-95 Express Lanes Before/After study 54

55 Innovative Curve Delineation on Two Lane Rural Roads (VTTI) 55

56 LED Lighting in Park and Ride Lot (VTTI) Beta - A Dialight - B Philips Hadco - C Lighting Science - D GE - E 250W HPS - F 56

57 Examination of Lighting in Nighttime Work Zones (VTTI) 57

58 Virginia Smart Road

59 Smart Road All-weather Testing All-weather testing capabilities Snow, fog, rain 75 custom towers Supported by a 500,000-gallon water tank ½ mile of roadway

60 Smart Road Experimental Lighting Variable lighting section 60 light towers ~90% of lighting configurations found on U.S. highways Differential spacing Height adjustable Intelligent Transportation Systems (ITS) equipment 3 luminaires/poles Varying intensities

61 Other Smart Features Advanced communications system Local-area wireless network Military-grade DGPS allows precise, real-time vehicle location Varied terrain High and low power capabilities 50% asphalt/50% concrete High-speed turnarounds at each end of the test bed

62 Implementation Projects Interactive Map 11/24/

63 11/24/

64 Virginia STIC As a representative body of transportation stakeholders in the Commonwealth, the Virginia State Transportation Innovation Council (STIC) serves as a forum for initiating and overseeing the rapid deployment of innovative strategies and technologies to accelerate project delivery and to enhance project quality and effectiveness with the goal of making the innovations routine practice. 11/24/

65 Virginia STIC Members Sponsors: Quintin Elliott VDOT Chief Deputy Commissioner Garrett Moore VDOT Chief Engineer Wayne Fedora FHWA, VA Division Office 11/24/

66 Virginia STIC Members Mohammad Mirshahi Deputy Chief Engineer Helen Cuervo NoVA District Administrator Robert Bud Morgan Hampton Roads District Construction Engineer Mike Branham Bristol District Maintenance Engineer David Pearce Culpeper District Maintenance Engineer Tim Wiles Lynchburg District Maintenance Engineer Sam Hayes Richmond District Project Development Engineer Ken King Salem Regional Operations Director Andy Babish State Materials Engineer Ken Walus State Bridge Engineer Susan Hammond Staunton Resident Administrator, Lexington Steve Long Environmental Manager Jennifer DeBruhl Local Assistance Allison Richter Fredericksburg Assistant District Administrator-Business Tamara Rollison Communications Director Barbara Patteson Director, Learning Center Jeff Southard Virginia Transportation Construction Alliance Ed Dalrymple Old Dominion Highway Contractors Association Nancy Israel American Council of Engineering Consultants of Virginia 66

Thank You! For more information: http://vtrc.

67 Thank You! For more information: 11/24/

Connected and Automated Vehicle Program Plan. Dean H. Gustafson, PE, PTOE VDOT Statewide Operations Engineer February 10, 2016

Connected and Automated Vehicle Program Plan Dean H. Gustafson, PE, PTOE VDOT Statewide Operations Engineer February 10, 2016 Connected Vehicle Program continues to evolve at the National Level AASHTO