During the past decade, considerable attention has been given to the country's transportation infrastructure problems. National, state, and local needs studies have documented the scope and severity of the problem. Significant state and federal resources have been committed to long‐term basic research to better manage facilities, and a variety of new financial mechanisms, many involving private‐sector participation, have been implemented at the state and local levels. This paper reviews the current state of the art in life‐cycle facility management, and identifies key issues and research directions that need to be addressed. While much has been accomplished in the area of facility management, the real potential of introducing new methods of managing fixed facility systems has only begun to be exploited. By summarizing the current status of facility management system development and identifying key research, education, and implementation needs and issues, the ASCE Urban Transportation Division's Transportation Facilities Management Committee hopes to define an agenda for ASCE and the broader engineering community to accelerate the introduction of facility management concepts at all levels of government and within the private sector.

The 1985 Highway Capacity Manual defines level of service as a function of the average vehicular stopped delay. The complexity of the equation to calculate this delay, however, makes the determination of service volumes required to produce a desired delay very difficult. Simple computerized techniques can be used for intersections where permitted phasing is not provided. Iterative solutions are required, however, where permitted phasing is provided. An iterative procedure to determine initial estimates of the service volumes for each lane group required to produce a desired delay is described and verified. After the initial solutions are obtained, the shared lane groups are checked for de‐facto left‐turn lanes. If necessary, the computations are repeated for each of these lane groups assuming an exclusive left‐turn lane with permitted signal phasing.

Project engineers and managers involved in construction spend a disproportionate amount of time collecting and processing construction data. This processing of data typically causes the construction manager to be distracted from the more important task of supervising and controlling the project. Current trends indicate that the quantity of construction data will most likely continue to expand in the future, creating more of a burden on the construction manager. New, innovative data management systems that use the latest in computerized and automatic identification technologies should be developed to solve this impending problem. This paper offers recommendations for developing such a system for state departments of transportation. The goal of the system is to create, as much as possible, a “paperless” environment for DOT personnel involved with the construction program. This system will provide better data organization and flow, resulting in reduced paperwork processing time and more time for managing the construction process.

A case study of a highway rigid‐pavement evaluation using deflection‐based NDT is presented. The test section consists of 280 mm of concrete, 150 mm of cement‐stabilized base, and 150 mm of gravelly sand on a clayey subgrade. Deflection bowls are measured using DYNATEST FWD at three different locations: (1) At the interior of the slab; (2) along the free edge; and (3) at transverse joints and cracks. The load‐deformation characteristics of the pavement materials are evaluated using the MODULUS back‐calculation procedure and the following models for pavement representation: (1) The three‐layer system; (2) the Hogg model; and (3) the Hertz‐Westergaard model. The main conclusions from the analyses are: (1) The deflection basin of a concrete pavement with a stabilized base on a subgrade seems to be better described by a composite plate on a subgrade rather than by a plate on a composite subgrade; and (2) the modulus of subgrade reaction seems to depend on the load location at the interior of the slab or near the free edge.

A study was undertaken of the dynamic stiffness characteristics of a concrete road slab. An undeformed slab was tested with and without a void. A second slab, which had a crack across the middle, was also tested with and without a void. It was demonstrated that the dynamic stiffness analysis could be used to identify and distinguish between different defects on similar slabs under controlled conditions. The effect of the increasing edge stiffness of slabs with large underside voids is discussed.

A one‐dimensional model for predicting the structural response of continuously reinforced concrete (CRC) pavement due to increasing temperature and alkali‐silica reaction (ASR), considering slip between concrete and reinforcing bar and friction between concrete and subbase material, is presented in this paper. The slip‐stress function is modeled by a three‐part linear function. The subbase friction stress function is modeled by a two‐part linear function. The solution procedures of displacement functions for a semi‐infinite length slab are given. The unknown coefficients in the displacement functions are determined by finding the roots of the system of nonlinear equations. A simple no‐slip model is also used both for providing an initial guess and for verifying the numerical results. This model provides a more rational approximation of the structural response of CRC pavement.

Demineralized water is corrosive to unprotected carbon steel pipelines. Lined steel pipes are generally used to reduce corrosion in the pipelines. Among the various materials used for lining, the relatively more resistant to aggresive water is cement‐mortar lining. Therefore, cement‐mortar lining of steel pipes and some chemical treatment of demineralized water are generally recommended for long‐distance transportation of demineralized water. But information about the long‐term performance of cement‐mortar‐lined steel pipes carrying demineralized water is scarce in the literature. Two 466‐km long, cement‐mortar‐lined steel pipelines transport demineralized water from the eastern port city of Jubail in Saudi Arabia to the capital, Riyadh. The resistance parameters and surface condition of the cement‐mortar lining when new, and after about four years of use, are investigated under demineralized water flow. The feasibility of transporting water with 20 mg/l total dissolved solid (TDS) content, instead of the water with 40 mg/l TDS content now being transported, without any adverse effects on the system is also investigated.

The solution presented in highway literature for the minimum sight distance, $S_m$, on a sag vertical curve with a centered overpass is approximate for the case in which $S_m$ is greater than the curve length. The solution relies on the assumption that the driver and object are equidistant from the point of vertical intersection. In this technical note, an exact solution for $S_m$ is derived. The available sight distance, S, is related to the curve parameters, the driver and object heights, their positions on the curve, and the overpass vertical clearance. The exact solution is then obtained by considering the optimum condition. The exact and approximate solutions were compared for the case of a truck driver's eye height, the standard object height, and the minimum vertical clearance for a range of curve length and grade differences. While the difference in the minimum sight distance is not large, the positions of the driver and object at minimum sight distance are quite different from those of the approximate solution. The exact solution also yields a shorter minimum sight distance. The exact solution, which is as simple as the approximate solution, can be directly used by highway professionals.

The geometry of invidivual humps and the spacing layout of humps are two key elements in the design of speed-control road humps. This study addresses the geometric design of individual humps. The paper examines the relationship between hump geometry and hump-crossing speeds of passenger cars in Singapore. Twenty-eight existing road humps were surveyed, including humps with different surface profiles, whose base widths varied from 1,736 mm to 4,120 mm and whose crown heights varied from 69 mm to 445 mm. No significant correlations were found between hump-crossing speed statistics and the height-to-width ratios of humps. However, by using the area-to-width ratio to characterize hump geometry, statistically significant regression relationships can be established with hump-crossing speed statistics. Using these relationships, a hump geometric design procedure based on the 85th percentile hump-crossing speed is proposed.