The permission of right‐turn‐on‐red (RTOR) at signalized intersections has operational, fuel consumption and air quality benefits but poses safety hazards, especially for pedestrians. A review and analysis of this pedestrian safety problem suggests a set of countermeasures including engineering (e.g., geometric design, signalization, signing, marking, prohibition, and visibility improvements), educational, and enforcement countermeasures to alleviate the problem.

Corrosion and incrustation in carbon steel raw water pipelines have been found to be problems at many of TVA's fossil and nuclear plants. Lining existing and new carbon steel raw water pipelines with cement mortar conforming to AWWA C602‐76 requirements is one way to correct these problems. However, for nuclear applications, the cement‐mortar lining under seismic loading conditions must be qualified by either analysis or testing. This paper describes a TVA‐conducted full‐scale testing program to structurally quality the cement‐mortar lined carbon steel pipelines for safety‐related nuclear applications. Static and dynamic tests were carried out in the laboratory and field. After analyzing all data, it is concluded that the tests have verified the structural integrity of the cement‐mortar lining for both nuclear and non‐nuclear applications at TVA facilities.

Blowups of concrete pavements are caused by axial compression forces induced in the pavements by a rise in temperature and moisture. Although numerous papers and reports have been published on this subject, they have not yet resulted in the development of a generally accepted analysis. The purpose of the study is to establish the blowup mechanism for concrete pavements and to provide an analysis for problems of this type. The analysis presented is based on the assumption that blowups are caused by lift‐off buckling of the pavement. A “safe” temperature and moisture increase in the pavement was defined; how it is affected by various pavement‐subgrade parameters is shown.

The purpose of this research is to achieve asphaltic concrete of much higher stability and lower thermal susceptibility. Test results showed that the addition of 5 wt% of polyethylene and of 2 wt% of a catalyst raised the softening temperature of asphalt D70 by 27.2 °C (80.9 °F), reduced penetration at 25 °C (77 °F) by 50.7 pen and increased the shear strength of asphaltic joints by $2.62\cdot {10}^5\cdot N\cdot m^{-2}\text{.}$ The stability of mean‐grained asphaltic concrete containing 5 wt% of polyethylene in its binder, determined by modified Marshall test, was as much as 2,720 daN (6,118 lbf) higher than that of concrete containing nonmodified asphalt. The examination of rheological properties of modified asphaltic concrete samples, performed at the temperatures of 10 °C (50 °F) and $-20°C(-4°F)\text{,}$ proved their increased tensile strength as well as reduced stiffness coefficient. Mineral‐asphalt mixes containing polyethylene modified binders, used for road construction and hydrotechnics seals, lead to remarkable savings due to their prolonged service life.

Pipe roughness or carrying capacity are occasionally determined in water mains to assess the internal condition of the mains or determine coefficients for pipe network models. As part of these tests, it it necessary to measure the head loss between two points in the pipe. Two methods are commonly used to determine the head loss: (1) two gage method; and (2) parallel pipe method. The effect of the differing temperatures in the main and parallel pipe is theoreticlly determined and a means for compensating for this effect is suggested. The parallel pipe method can be an extremely accurate method for measuring head loss in water mains. When the tests are conducted in hilly areas, caution must be exercised since the gage reading may not exactly correspond to the head loss, in which case a correction would be necessary to account for the effect of water temperature difference between the main and the parallel pipe.