Every Day Counts Initiative; Request for Information |
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Gregory G. Nadeau
Federal Highway Administration
December 10, 2015
[Federal Register Volume 80, Number 237 (Thursday, December 10, 2015)]
[Notices]
[Pages 76732-76736]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-31112]
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DEPARTMENT OF TRANSPORTATION
Federal Highway Administration
Every Day Counts Initiative; Request for Information
AGENCY: Federal Highway Administration (FHWA), DOT.
ACTION: Notice.
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SUMMARY: This notice is a Request for Information (RFI) to support the
FHWA in the identification of proven, market-ready innovations for
potential deployment through the fourth round of the Every Day Counts
(EDC) initiative in 2017-2018.
DATES: Responses to this RFI should be submitted by January 31, 2016.
The FHWA will consider late-filed responses to the extent practicable.
ADDRESSES: Submit responses by electronic mail to
everydaycounts@dot.gov or through https://www.fbo.gov.
FOR FURTHER INFORMATION CONTACT: For questions about the program
discussed herein, contact Julie Zirlin, FHWA Center for Accelerating
Innovation at (202) 366-9105 or Julie.Zirlin@dot.gov. Additional
information about the EDC initiative is available at http://www.fhwa.dot.gov/everydaycounts/.
SUPPLEMENTARY INFORMATION:
Purpose of the Notice
The purpose of this RFI is to obtain information from State, local,
and industry partners and the public regarding proven processes or
technologies that have the potential to provide efficiencies in the
planning,
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design, construction, operations, and/or maintenance of the Nation's
highway system. The FHWA requests information from all sources
regarding innovations and processes that have the potential to
transform the way the highway transportation community does business by
shortening project delivery time, enhancing roadway safety, reducing
traffic congestion, and/or improving environmental sustainability.
RFI Guidelines
This is not a solicitation for proposals, applications, proposal
abstracts, or quotations. The purpose of this RFI notice is to conduct
market research to identify proven innovations and processes. This RFI
must not be construed as a commitment by the Federal Government to make
an award, nor does the Federal Government intend to directly or
indirectly pay for any information or responses submitted as a result
of this RFI. Responses to this notice are not offers and cannot be
accepted by the Federal Government to form a binding contract or issue
a grant. Information obtained as a result of this RFI may be used by
the Federal Government for program planning on a non-attribution basis.
Respondents should not include any information that might be considered
proprietary or confidential.
Background
Since its formation, FHWA has been a leader in technology transfer
and innovation deployment. In 2009, FHWA launched the EDC initiative in
cooperation with State, local, and industry partners to speed up the
delivery of highway projects and create a broad culture of innovation
within the highway community. Proven innovations and enhanced business
processes promoted through EDC facilitate greater efficiency at the
State and local levels, saving time, money, and resources that can be
used to deliver more projects.
The EDC initiative is a State-based model to identify and rapidly
deploy proven, yet underutilized innovations to shorten the project
delivery process, enhance roadway safety, reduce traffic congestion,
and improve environmental sustainability. Every 2 years, FHWA works
with State transportation departments, local governments, tribes,
private industry, and other stakeholders to identify a new set of
innovative technologies and practices that merit widespread deployment.
After selecting EDC innovations for the 2-year deployment cycle,
transportation leaders from across the country gather at regional
summits to discuss and identify opportunities for implementing the
innovations that best fit the needs of their respective State highway
program. The information gained through the summits is then shared with
public and private transportation stakeholders through State
Transportation Innovation Councils that select and spearhead deployment
of the innovations within the State. The FHWA provides technical
assistance and resources to help States implement their chosen
innovations and also monitors the national state-of-the practice for
each of the promoted EDC innovations.
The EDC initiative has made a significant positive impact in
accelerating the deployment of innovations and in building a culture of
innovation within the highway community. Since EDC's inception, every
State transportation agency has used 8 or more of the 32 innovations
promoted through the initiative, and some have adopted over 20. Several
of those innovations are now mainstream practices in many States,
enhancing the highway system and benefiting travelers. By advancing
21st century solutions, the highway community is making every day count
to ensure our roads and bridges are built better, faster, and smarter.
EDC-3 Innovations
The following innovations are being promoted in the third round of
EDC (EDC-3) in 2015-2016:
3D Engineered Models: Schedule, Cost and Post-
Construction;
Data-Driven Safety Analysis;
e-Construction;
Geosynthetic Reinforced Soil-Integrated Bridge System;
Improving Collaboration and Quality Environmental
Documentation (eNEPA and IQED);
Improving DOT and Railroad Coordination (SHRP2 R16);
Locally Administered Federal-Aid Projects: Stakeholder
Partnering;
Regional Models of Cooperation;
Road Diets (Roadway Reconfiguration);
Smarter Work Zones; and
Ultra-High Performance Concrete Connections for
Prefabricated Bridge Elements.
Information about these innovations as well as those promoted
through EDC-1 (2011-2012) and EDC-2 (2013-2014) are available at http://www.fhwa.dot.gov/everydaycounts/.
Invitation for Comment
The FHWA invites all sources to respond to this RFI. The FHWA seeks
suggestions on proven, market-ready innovations and processes for
potential widespread deployment through EDC-4 in 2017-2018 that address
the criteria described below. In addition, FHWA seeks feedback on user
experiences with specific, high-value innovations described below under
the ``Innovations of Interest'' section and tentatively identified for
accelerated deployment
There is no limit to the number of innovations that may be
suggested by an individual or entity. The FHWA is seeking suggestions
of broad categories of innovations and respondents should not submit
suggestions for unique, proprietary, or patented products.
Requested Information
Responses for each suggested innovation or process should provide
the following information:
1. Innovation category or name.
2. Point(s) of contact, title and organization name (if
applicable), email address, and telephone number.
3. Brief description of the proven innovation or process.
4. Brief description of how the innovation addresses the following
areas:
National Impact: How will it benefit the transportation
system nationally?
Game Changing: How is it transformative in saving time,
money, or improving quality?
Urgency and Scale: How will it shorten project delivery
and positively impact the environment, safety, congestion, freight
movement, construction techniques, contracting methods, project costs,
maintenance, preservation, or emergency response?
5. Example(s), including location and date, when the innovation was
successfully applied in a transportation application and a description
of the quantifiable performance benefits of the innovation in those
applications.
6. List of any supporting specifications, guidelines, and/or
procedures available to support technology transfer and national
deployment.
7. List of agencies or entities that are ``champions'' for or
regularly use the innovation.
Innovations of Interest
The FHWA seeks feedback on user experiences with the following
high-value innovations described below that are tentatively identified
for accelerated deployment:
1. Traffic Incident Management (TIM) Performance Management
Insufficient TIM related data collection (e.g., time of lane
closure,
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time responders remain at the incident scene, and the number of
secondary crashes) remains an issue in many States and metropolitan
areas. Data that would provide valuable information for decisionmaking
and measuring results both nationally and in local jurisdictions simply
is not being collected in many areas. The inability to establish a
systematic collection of performance metrics is a significant inhibitor
to institutionalizing TIM.
This innovation will help jurisdictions establish an integrated,
multidisciplinary and ongoing TIM Performance Management program in
order to institutionalize programs and measure results. There are tools
to help collect and transmit performance data that can make the task
immediate and less complicated. For example, smartphone technology and
systems such as the Traffic and Criminal Software (TraCS), can make
data collection easy to capture. The responder can use mobile computing
devices loaded with Web-based, secure software like TraCS in the field
to collect data. The use of these same technologies can provide other
benefits such as instantaneous transmission, automated analysis, and
sharing of real time information, including pictures and video, that
will not only enhance mitigation of traffic incidents, but enhance
traveler information.
2. Automated Traffic Signal Performance Measurement System
The Automated Traffic Signal Performance Measurement System helps
agencies monitor how effectively traffic signals are meeting mobility,
safety, and reliability goals. The system extracts high resolution data
from existing traffic signal system infrastructure and allows it to be
packaged in a flexible format to depict measures of system health,
performance and quality of service. The measures provide information to
promote quick decisionmaking in support of operations and maintenance
objectives. The information produced by the system supports the needs
of agency professionals involved in the day-to-day management of signal
systems, leadership, legislators, first responders, and other mobility
partners. In addition, signal timing performance can be used to model
or track how an asset degrades over time and to identify the
maintenance needed to sustain good, basic service. This technology can
assist virtually all agencies that design, manage, operate, or maintain
traffic signals to improve safety and performance.
3. Road Weather Management--Weather Savvy Roads
Adverse weather conditions can dramatically impact the safety and
operation of our Nation's roads. Inclement weather can result in
increased crash risk, weather-related hazards, travel time delay and
unreliability, decreased capacity, disrupted access, and increased
operating and maintenance costs. Advances in Road Weather Management
can benefit transportation agencies in deciding how to respond.
Several States have implemented Weather Responsive Traffic
Management (WRTM) strategies. The WRTM includes a variety of advisory,
control, and treatment strategies that incorporate traditional and
advanced Intelligent Transportation Systems (ITS) data collection,
processing, and decision-support tools to create actionable road
weather information. These strategies can significantly improve an
agency's ability to warn travelers of weather conditions and apply
traffic control strategies to enhance safety, minimize delay, and
maximize throughput.
Further enhancing an agency's ability to respond, Integrated Mobile
Observations (IMO) weather sensors placed on State fleets provide
vehicle-based data for better weather impact predictions in real time.
This data can be integrated and processed to inform decisions by
traffic operators, maintenance managers, and travelers. Pathfinder
documents the collaborative benefits of DOTs, the National Weather
Service (NWS), and private service providers to develop consistent
messages for the traveling public. Pathfinder considers the weather,
road surface, average traffic volumes, and effectiveness of mitigation
efforts. This enables the NWS and local operating agencies to
coordinate their efforts, directing the most impactful and actionable
messages to the traveling public in the context of the local
transportation system.
4. Strategic Use of Freeway Shoulders for Part-Time Travel
Part-time shoulder use is a relatively low-cost congestion
management strategy whereby either the left or the right shoulder of a
freeway is open to travel on a daily or repeated (e.g., peak period)
basis. Part-time shoulder use can be a cost-effective solution to
improve freeway operations and safety by smoothing traffic flow and
providing additional capacity when it is needed most, while preserving
shoulders as refuge areas for the majority of the day. In some cases,
shoulder use applications may serve as an interim solution to relieve
congestion bottlenecks while agencies further evaluate, plan, and
acquire the necessary resources for adding general use travel lanes.
Various shoulder use deployment options are available, including
restricting shoulder use to authorized transit buses or allowing use by
all vehicles either during fixed time periods or in a flexible manner
to accommodate planned or unplanned events that trigger heavy
congestion.
Part-time shoulder use supports Performance-Based Practical Design,
an approach currently being advanced by many States. It preserves and
maximizes existing capacity, is low cost relative to freeway widening,
and can be implemented quickly with fewer environmental impacts than
traditional capacity expansion. When combined with technology
applications such as variable speed limits or lane control signals,
part-time shoulder use can be further operated to enhance corridor
mobility and safety.
5. Safety Improvements at Uncontrolled Crossing Locations
Pedestrian Hybrid Beacons (PHB) and medians/pedestrian crossing
islands are evidence-based treatments that can improve pedestrian
safety at uncontrolled crossing locations (i.e., no traffic signal or
stop sign). The PHB is a great intermediate option between the
operational requirements and effects of a rectangular rapid flash
beacon and a full pedestrian signal because it provides a positive stop
control in areas without the high pedestrian traffic volumes that
typically warrant the installation of a signal. The beacon head is
``dark'' until a pedestrian wants to cross the street and pushes an
easy to reach button that activates the beacon. In addition,
alternating red signal heads allow drivers to proceed once the
pedestrian has cleared their side of the travel lane, thus improving
vehicular traffic flow. There are other treatments that can improve
pedestrian safety at uncontrolled locations. For example, medians and
pedestrian crossing islands allow pedestrians a safe place to stop at
the mid-point of the roadway before crossing the remaining distance.
These treatments also enhance the visibility of pedestrian crossings,
can reduce the speed of approaching vehicles, and can be used for
vehicle access management (i.e., allowing only right-in/right-out
turning movements).
6. Creating Safe Bicycle Networks
Interest in bicycling as a mode of transportation is growing across
the
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country. Unfortunately, recent years have evidenced an increase in the
number of bicyclist fatalities. There is significant interest across
the country in reversing this safety concern by promoting the
development of safe and comfortable bike transportation networks that
allow people of all ages and abilities to safely and conveniently get
where they want to go. There are numerous resources that support
different aspects of bike network creation from planning to design,
construction, and maintenance. These resources create a menu of options
that States and communities can use to create safe and comfortable bike
networks in all land use settings. Selection of appropriate bike
facilities hinges on local context and constraints, and this menu-based
approach allows communities to create bike networks that meet their
unique needs.
7. Mainstreaming Bicycle and Pedestrian Data Collection
This innovation brings bicycle and pedestrian planning to the same
level of comprehensive attention and understanding as is available for
motorized modes. Bicycle and pedestrian planners use data, including
bicycle and pedestrian counts, to evaluate and prioritize investments
as part of a performance-based framework that supports network
outcomes. The net effect is to make investments in bicycling and
walking more cost-effective and beneficial to the public as interest in
these modes is increasing.
The FHWA is extending its Traffic Monitoring Analysis System to
receive bicycle and pedestrian data submissions from jurisdictions with
count programs. This database is of great importance in observing
trends in bicycling and walking, in facilitating further research on
factors related to demand for bicycle and pedestrian travel, and in
evaluating safety risk exposure of bicyclists and pedestrians.
8. Integrating NEPA and the Permitting Processes
Transportation projects require multiple Federal permits,
approvals, and reviews, including consideration under the National
Environmental Policy Act (NEPA), to ensure that they are developed
utilizing a safe and responsible approach and impacts to the
environment and communities are sequentially avoided, minimized, and
mitigated. The NEPA process is a framework for meeting environmental
requirements, such as those under the Endangered Species Act, the
General Bridge Act, the National Historic Preservation Act, and the
Clean Water Act. Synchronizing NEPA and other environmental and
regulatory reviews helps to advance transportation projects. The
recently released 2015 Red Book provides best practices, tools, and
strategies for synchronization. The Red Book provides a
``how[hyphen]to'' on environmental review integration for practitioners
at Federal agencies that conduct environmental reviews or manage permit
applications, and for Federal, State, and local agencies that fund or
develop transportation projects. It leverages proven techniques and
lessons learned that can support more efficient and concurrent review
processes.
9. Construction Partnering
There are new opportunities for construction partnering with
increased use of information technology such as 3D modeling and e-
Construction. Construction partnering is a project management process
where State agencies, contractors, and other stakeholders create a team
relationship of mutual trust. Together, they promote recognition and
achievement of mutual and beneficial goals, communicate openly, and
resolve problems. The result is successful completion of a quality
project that is built on time, within budget, with safety as the number
one priority--and is profitable to the contractors.
As new technologies and methods have emerged, State agencies and
contractors now look to the digital jobsite as a means to improve
efficiency and project performance while reducing construction waste in
the delivery of projects. Enhanced communication, coordination and
collaboration among stakeholders are vital to delivery of digital
projects today. As a result, project success greatly relies on creating
an environment where construction partnering is accepted as a better
way of doing business.
10. GeoTechTools: Improved Decision Making in Project Delivery (SHRP2
R02)
A significant portion of all construction claims are related to
geotechnical issues. Project constraints such as construction schedule,
right-of-way or environmental concerns, and conditions such as soft or
unsuitable ground can result in higher project costs and project
delivery delays. Proactive and better informed decisionmaking regarding
geotechnical solutions can assist agencies in addressing issues that
pose a risk for claims or change orders in construction and delays in
project delivery.
The second Strategic Highway Research Program (SHRP2) R02 project
developed GeoTechTools, which contains a technology selection system to
aid project managers, planners, resident engineers, consultants, and
contractors in identifying potential solutions to project delivery
issues. A vast amount of critically important information on
geotechnical solutions has been collected, synthesized, integrated, and
organized into the Web-based GeoTechTools product. Users save
considerable time and effort on researching applicability of a
solution, design guidance, specifications, quality assurance
requirements, and cost estimating resources. The consistent and
comprehensive tools provided in the GeoTechTools product allow any user
to better identify and mitigate risk, leading to better informed
decisions in all phases of project delivery.
11. Enhanced Geotechnical Characterization for Rapid Project Delivery
The uncertainty of ground conditions at a project site is reduced
by performing geotechnical characterization of the site. An inaccurate
understanding of ground conditions may lead to wastefully conservative
design, time consuming redesign, construction claims, change orders, or
cost and schedule overruns. The importance and value of using reliable
in situ test methods and reducing subsurface condition uncertainty for
construction is captured in NCHRP Synthesis Report 484 (2015). The
value of site characterization for design is demonstrated in new
reliability-based design methods such as AASHTO Load Resistance Factor
Design (LRFD) Bridge Design Specifications (2014). A suite of proven
subsurface investigation methods is available to establish a new game-
changing standard of practice consistent with the revisions being made
to the AASHTO Manual on Subsurface Investigation and the FHWA
Geotechnical Engineering Circular #5: Geotechnical Site
Characterization. This effort will focus on implementing the mainstream
practice of targeted technologies for more reliable and cost-effective
subsurface investigation programs for rapid project delivery with less
risk of contract delay and escalation.
Collectively, the technologies represent seven of the most
transformative and complimentary advancements within subsurface
investigation practice. Their implementation nationally will reduce
project delivery costs and risks and improve long-term performance.
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12. Advanced Hydraulic 3D Modeling
Rivers, streams, and coastal waterbodies exhibit complex hydraulic
characteristics that affect bridge and culvert design and operation,
scour formation, stream stability, and overall infrastructure
resiliency. Advanced Hydraulic 3D Modeling tools simulate hydrologic,
hydraulic, and scour conditions at any aspect of transportation
systems. These tools significantly increase the detail and accuracy of
hydraulic related project planning, permitting, design, and simulation
activities. Designers can use the tools to more accurately apply the
safest and most cost effective transportation design to accommodate the
hydraulic conditions of the structure. Use of this technology can also
reduce costs of materials and quantities during a project's
construction and operation.
13. Nondestructive Evaluation (NDE) Applications for Condition
Assessment of Bridges, Pavements, and Tunnels
The management of our Nation's highway infrastructure assets
including bridges, pavements, and tunnels presents ongoing planning,
operational, preservation, and economic challenges for Federal, State,
tribal, and local transportation agencies. Data-driven condition
information is an important part of managing and maintaining these
assets in a state of good repair. Advancements in NDE applications over
the last decade from hand-held tools to automated platforms can provide
owners with more efficient, reliable, and cost-effective approaches to
complement current inspection and evaluation practices.
Each NDE technology detects a specific type of defect. The defects
identified range from those found at an early stage to the on-set of
deterioration, providing infrastructure owners with information to
develop cost-effective preservation and maintenance strategies. This
can result in lower life-cycle structure costs, which are a savings for
the owner and the user.
14. Surface Treatments for Extended Life
The condition of pavements and bridges across the country vary
considerably, with many State DOTs struggling to maintain current
service levels. A balanced approach that takes into consideration
timing, desired level of service, and available funding is paramount to
keeping our Nation's infrastructure in a ``state of good repair.''
There are several surface treatments for pavements and bridges that can
be used to reach this goal.
Pavements
Whether a highway pavement is constructed using concrete or
asphalt, the structure will deteriorate over time. Many factors affect
the performance of these pavements including loads (traffic), climatic
conditions, and material quality. There are surface treatments
available that extend the overall service life of both pavement types.
The use of the right pavement surface treatments at the right time can
improve the condition level and extend the performance of the pavement
structure. For example, by maintaining and improving smoothness and
ride at an acceptable level of service, a pavement structure can save
the tax payers money and time and enhance safety.
Bridges
The decks or slabs of bridges are vulnerable to the effects of
mechanical wear from traffic, and environmental conditions such as
rain, snow and ice. Consequently, decks and slabs require more
maintenance and repair than any other component of the bridge. The most
common bridge deck and slab material is concrete and its main cause of
deterioration is corrosion of the reinforcing steel. Surface treatments
such as deck washing, using crack sealers, fillers, waterproofing
membranes and overlays can protect and enhance service life of bridge
decks.
15. The Maintenance Innovation Toolbox (MIT)
The MIT includes the following three highway maintenance items that
have been proven and tested in the hands of highway maintenance workers
to save time and money, while enhancing safety and operations
efficiencies:
Indefinite Delivery/Indefinite Quantity (ID/IQ) or Job Order
Contracting--This is a unique indefinite quantity type of contract that
enables facility owners to accomplish a large number of repairs and
maintenance with a single, competitive bid contract. After the ID/IQ is
established, this contracting method saves time in the procurement
process when an immediate need is identified.
Strobe Lights for Increased Visibility of Snow Plow Operations--
With the increased use of wing plows and tow plows, it is even more
important to ensure that plowing operations are being seen by
motorists. With the installation of different color strobe lights
(e.g., green, amber, blue, etc.), trailing and passing vehicles can
more distinctly see the plowing operations that extend beyond the truck
body, enhancing safety for both motorists and plow operators.
Automatic Vehicle Location (AVL) and Telematics for Maintenance
Forces--The use of AVL on highway maintenance vehicles enables
equipment managers to know where the highway equipment fleet is located
for deployment where and when needed. By coupling AVL with Telematics
to report engine and drivetrain diagnostics, an equipment fleet manager
has the optimum combination of tools to efficiently and effectively
manage the maintenance force.
Issued on: December 4, 2015.
Gregory G. Nadeau,
FHWA Administrator.
[FR Doc. 2015-31112 Filed 12-9-15; 8:45 am]
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