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6300 Georgetown Pike
McLean, VA 22101
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Laboratory Representative
Tech Transfer Website:
http://www.fhwa.dot.gov/research/deployment/accel.cfmDescription
The Turner-Fairbank Highway Research Center
(TFHRC) is a federally owned and operated research facility in
McLean, Va. TFHRC is the home of the Federal Highway
Administration's (FHWA's) Office of Research, Development, and
Technology. TFHRC provides FHWA and the world highway community
with the most advanced research and development related to new
highway technologies. The research focuses on providing solutions
to complex technical problems through the development of more
economical, environmentally sensitive designs; more efficient,
quality controlled constructions practices; and more durable
materials. The end result is a safer, more reliable highway
transportation system.
Mission
Researchers at TFHRC are dedicated to finding innovative
solutions to the problems facing the highway community today. This
research spans six categories:
-
Human Centered Systems
- Materials Technology
- Operations & Intelligent Transportation Systems (ITS)
- Pavements
- Safety
- Structures
Technology Disciplines
Displaying 11 - 19 of 19
Federal Outdoor Impact Laboratory
Security Clearance : Non Security LabSquare Footage: 0
Purpose: The Federal Outdoor Impact Laboratory (FOIL) is an ISO17025-accredited (Cert. # AT-1565) research facility used to support the Federal Highway Administration's Safety Research and Development programs and other Federal security initiatives. ISO 17025 identifies high technical competence and management system requirements that guarantee test results. It demonstrates the FOIL's commitment to operational efficiency and quality management practices, and verifies the quality, capability, and expertise of the FOIL. Laboratory Description: Researchers use this facility to extend their understanding of crash events and dynamic loading that occur during impacts. One way this is accomplished is by staging controlled, high-speed motor vehicle collisions into roadside hardware (e.g., guardrails, sign supports, cable barriers, concrete safety shapes) or other vehicles to evaluate effectiveness. A pendulum test rig at the FOIL is often used to test dynamic response of hardware or vehicle components and subsystems. Primarily, researchers use this facility to generate data to formulate mathematical models or to confirm the accuracy of computer-generated crash predictions. Routine certification and compliance testing, including testing performed to ensure compliance with existing safety standards, are not conducted at the FOIL. Laboratory Capabilities: The Federal Outdoor Impact Laboratory features a state-of-the-science hydraulic propulsion system that is the first of its kind in the United States. The system includes a computer-controlled linear accelerator that can accelerate a vehicle or bogie up to impact speeds of 121 kilometers (75 miles) per hour. Heavy trucks weighing up to 8,165 kilograms (18,000 pounds) when fully loaded are limited to reduced speeds of 80 kilometers (50 miles) per hour. This is accomplished on a short concrete runway that is only 67 meters (220 feet) in length. A pendulum structure also is available at the FOIL for impact testing of structural components. This component level testing can be achieved through a drop test method or by the use its two available swingable weights symbolizing both a small car and a large pickup truck. Laboratory Equipment: Prior to testing, the test vehicle's weight, the length of the runway up to the test structure, and the required collision speed is entered into the computer that controls the propulsion system. Upon initiating a test, the computer automatically adjusts the flow rate of hydraulic fluid into two hydraulic motors that propel the test vehicle. The controlled flow into the motors precisely regulates the test vehicles acceleration as it is powered to the desired test speed. Just prior to impact, the propulsion system is disengaged from the test vehicle so that it is completely unconstrained and freewheeling. This unconstrained motion approximates the conditions associated with a "real world" crash on the Nation's roadways. At impact into the test structure, the speed of the test vehicle is accurate to within 0.8 kilometers (0.5 miles) per hour of the desired collision speed. Dynamic-impact testing of structural components often is performed to assist in the development of accurate structures and is subsequently used to enhance the accuracy of the computer-generated collisions. The large swinging weight representing a large pickup truck has a mass of 1,996 kilograms (4,400 pounds); this gravity-propelled pendulum can attain impact speeds in excess of 32 kilometers (20 miles) per hour. Other test instrumentation at the FOIL includes speed traps, accelerometers, angular motion rate gyroscopes, and load cells for determining the velocity, acceleration, roll, pitch, and yaw motions of test vehicles, and the impact loads resulting from high-speed collisions. Data collection from this instrumentation is accomplished using onboard, solid-state recording devices. A telemetry system is used to transfer data to the data processing center. Visual documentation and analysis of the test is achieved using high-speed state-of-the-science digital cameras that enable researchers to visualize the impact and deformation of the test vehicles and structures. In addition, almost immediately after the test, researchers can review and analyze the visual information. Laboratory Services: Since 2001, the Federal Outdoor Impact Laboratory has served in a critical national role to enhance infrastructure security for the U.S. Government. The Federal Outdoor Impact Laboratory has and continues to be used to develop perimeter security devices to prevent the unwanted intrusion of speeding motor vehicles into government buildings and other critical facilities.
Geometric Design Laboratory
Security Clearance : Non Security LabSquare Footage: 0
Purpose: The mission of the Geometric Design Laboratory (GDL) is to support the Office of Safety Research and Development in research related to the geometric design of roadways and the impacts on safety. The GDL provides technical support to develop, maintain, and enhance tools for the safety evaluation of highway geometric design alternatives. This includes coordination of the Highway Safety Manual (HSM) with related tools, e.g., the Interactive Highway Safety Design Model (IHSDM) and SafetyAnalyst. The GDL supports the HSM through implementation of HSM methods in IHSDM software; by providing technical support to HSM users; by performing HSM-related technology facilitation; and by conducting HSM-related training and research. The GDL also contributes to Federal Highway Administration's (FHWA's) Roadway Safety Data Program (RSDP) initiatives to advance State and local safety data systems and safety data analyses by supporting the use of Geographic Information Systems (GIS) for advancing the quantification of highway safety (e.g., through the integration of GIS with highway safety analysis tools); and supports the Safety Training and Analysis Center (STAC) in its mission to assist the research community and State departments of transportation (DOTs) in using data from the second Strategic Highway Research Program's (SHRP2) Naturalistic Driving Study (NDS) and Roadway Information Database (RID). Laboratory Description: GDL staff focuses on the following tasks. Research: Support IHSDM, Highway Safety Manual, and other highway safety-related research efforts. Software Development: Support the full life cycle of IHSDM software development, including developing functional specifications; performing verification and validation of the models that are core IHSDM components; providing recommendations to the IHSDM software developer on all facets of the software (e.g., the graphical user interface, output/reporting); preparing IHSDM documentation; performing alpha testing of IHSDM software; and coordinating the beta testing of IHSDM software by end users. The GDL also helps coordinate the interaction of key players in IHSDM software development, including research contractors, software developers, end users, and commercial computer-aided design (CAD)/roadway design software vendors. Technology Facilitation: Support technology facilitation for the IHSDM and HSM. The GDL provides the sole source of technical support to IHSDM users and provides technical support to HSM users. GDL markets IHSDM and HSM to decisionmakers and potential end users, and participates in developing and delivering IHSDM/HSM training. Laboratory Capabilities: The staff of the GDL includes professionals with expertise in transportation engineering and familiarity with software development, which allows the GDL to support IHSDM development in various ways and to assume a unique coordination role. The GDL's transportation engineering expertise supports the laboratory's function of reviewing and assisting the development of the engineering models included in IHSDM for evaluating the safety of roadway designs. By combining transportation engineering and software development expertise, the GDL has the unique ability to evaluate software from both the software developer and end-user perspective. Communications and engineering skills help GDL staff to understand the needs of the audience (e.g., design engineers), thereby supporting effective technical assistance to end users. IHSDM development is a long-term effort, involving many research contractors, software developers, and FHWA staff. In addition, FHWA seeks input from end users and user organizations to help ensure that IHSDM is responsive to user needs. The staff of the GDL helps coordinate the interaction of all those involved with IHSDM development. Staff at the GDL participates in HSM development and technology facilitation. In addition, the IHSDM Crash Prediction Module is a faithful implementation of HSM Part C (Predictive Method). Therefore, GDL staff is well equipped to support HSM-related activities. Laboratory Equipment: The GDL is equipped with computer hardware and software typically employed by users of IHSDM, including commercial CAD/roadway design software. Laboratory Services: The GDL supports the HSM through implementation of HSM methods in IHSDM software; by providing technical support to HSM users; by performing HSM-related technology facilitation; and by conducting HSM-related research. To develop and promote IHSDM, GDL staff provides or has provided the following services: For all IHSDM safety evaluation modules (Crash Prediction, Design Consistency, Intersection Review, Policy Review, Traffic Analysis and Driver/Vehicle), the GDL conducts software testing to verify, validate, and evaluate the IHSDM software system and develops and/or finalizes the software's functional specifications. Participates in development and delivery of IHSDM training. Provides the sole source of technical assistance to IHSDM users ( ihsdm.support@dot.gov ; 202-493-3407). Supports coordination and integration of IHSDM with civil design software packages. Develops, reviews, maintains, and enhances documentation for IHSDM users. Conducts technical reviews and prepares review comments on contract research deliverables. Provides technical support in the development, production, and dissemination of IHSDM-related marketing materials. Provides technical content for the IHSDM Web site. The GDL also contributes to FHWA Roadway Safety Data Program (RSDP) initiatives to advance State and local safety data systems and safety data analyses by supporting the use of GIS for advancing the quantification of highway safety; e.g., through the integration of GIS with highway safety analysis tools (including extraction of data from GIS for input to safety analyses and representation of safety analysis results in the GIS environment). Such contributions support efforts by State and local agencies to: Extract roadway geometrics from GIS/GPS data. Develop GIS-based tools for collecting roadway inventory data. Process data gathered using instrumented vehicles (e.g., LiDAR). Leverage GIS/GPS data for populating safety databases and performing safety analyses (e.g., safety management - HSM Part B, and crash prediction - HSM Part C). The GDL supports the Safety Training and Analysis Center (STAC) in assisting the research community and State DOTs in using data from the SHRP2 Naturalistic Driving Study (NDS) and Roadway Information Database (RID); e.g., by assessing analytical possibilities associated with GIS data linkages to the RID.
Geotechnical Laboratory
Security Clearance : Non Security LabSquare Footage: 0
The Geotechnical Laboratory is used to study the material properties of soil and the interactions between soil and structural elements such as steel, concrete, geosynthetics, or timber that are used for bridge foundations and retaining wall systems. Testing is also performed to calibrate numerical models for finite element modeling. The Geotechnical Laboratory consists of a standard indoor testing facility and several unique outdoor testing facilities. New materials and methods of design and construction are tested and evaluated in both indoor and outdoor environments to determine their applicability and to identify opportunities for improvement. Indoor Laboratory Figure 1. Large-Scale Direct Shear Device. The indoor facility is capable of conducting basic index tests for characterizing soil and aggregate materials for both research studies and production projects. Unique capabilities include a 12-inch direct shear device, a 6-inch diameter triaxial unit, and a 20-kip universal testing machine. The laboratory also has a variety of fixtures and auxiliary equipment to conduct a variety of specialized tests to include the evaluation of innovative instrumentation for geotechnical applications. Outdoor Laboratories: Test Pits One of the outdoor laboratory facilities consists of two test pits that are 18 feet wide, 23 feet long, and 18 feet deep. The pits can be filled with various soil types for modeled shallow or deep foundation experiments and have also been used to conduct full-scale wall experiments and to test the tension capacity of ground anchors. The pits have reinforced concrete walls, sump pumps to control water-table levels, and anchorage systems to provide reaction loads for experiments. The pits have a separate building to store the load-test equipment and a control room for the data-acquisition systems. Outdoor Laboratories: Full-Scale Test Sites The laboratory includes two additional outdoor test sites where full-scale bridge piers, abutments, and retaining wall structures were constructed for research and testing purposes. The following are a few examples of full-scale experiments in these locations to illustrate the capabilities of Turner-Fairbank Highway Research Center (TFHRC) to lead the advancement of the state of the art. Outdoor Laboratories: Strong Floor The Geotechnical Laboratory has an outdoor strong floor that is also available for the construction and testing of full-scale geotechnical features on a rigid concrete platform. The spacing of the anchorage locations is 3 feet by 3 feet, each with a 300 kip capacity-similar to the Structures Laboratory -for the capability of a variety of load fixtures and arrangements.
Human Factors Laboratory
Security Clearance : Non Security LabSquare Footage: 0
Purpose: The purpose of the Human Factors Laboratory is to further the understanding of highway user needs so that those needs can be incorporated in roadway design, construction, repair, and improvement. All of Federal Highway Administration's (FHWA's) strategies for improving safety and enhancing operations throughout the highway transportation system benefit from the appropriate consideration of user needs. Human factors studies consider the needs of the driver, pedestrian, and special users, and the capabilities of each. Laboratory Equipment and Facilities The Human Factors Laboratory is comprised of several pieces of equipment and facilities. -The Highway Driving Simulator (HDS) has been and continues to be used for a variety of behavioral studies and visualization projects for the FHWA and other stakeholders. The simulator consists of a full automobile chassis surrounded by a cylindrical projection screen (radius of 8.5 feet, or 2.6 meters) onto which three projectors render a seamless 200-degree field of view of high-quality computer-generated highway scenes. A virtual 360-degree field of view is generated by three liquid-crystal display (LCD) panels used in place of the vehicles' three rear view mirrors. The simulator has a six-degree-of-freedom motion-based system that provides pitch and surge (for acceleration and braking), lateral, roll, yaw (for curve and turning forces), and heave (for bumps) cues in concert with the visual environment. The simulator's sound system provides engine, wind, tire noises, and other environmental sounds. Custom software is developed in-house to provide a scalable, extensible, flexible, and evolvable environment for achieving high fidelity, real-time, fully interactive, driving simulations. Recent studies conducted in the simulator have examined: The effectiveness or various roadway markings for aiding drivers in navigating rural mountain roads at night. Signing and markings for roundabouts. Driver comprehension of novel intersection and interchange designs. Variability in driver responses to traffic signal changes. The Field Research Vehicle is an instrumented 2007 sport utility vehicle used to collect driver behavior and performance data on actual roadways. The vehicle is equipped with a state-of-the-art eye-tracking system that consists of two infrared (IR) light sources and three face cameras mounted on the dashboard of the vehicle. The cameras and light sources are small in size and are not attached to the driver in any manner. The face cameras are synchronized to the IR light sources and are used to determine the head position and eye gaze of the driver. The vehicle also records global positioning system (GPS) position, vehicle speed, vehicle acceleration, and data input by an experimenter in real time. Recent studies conducted in the vehicle have examined: Driver visual behavior in the presence of digital billboards. Sign conspicuity in the right-of-way. The Highway Sign Design and Research Facility , often called the "sign lab," enables researchers to present traffic signs to participants in a controlled environment. In the development of new traffic signs, it is important to determine the maximum distance at which the sign can be understood. To this end, signs are "zoomed," meaning that the appearance approximates that of driving towards the sign at a specified speed. The size of the zoomed image at the moment the sign is recognized is then used to approximate the sign's recognition sight distance. The sign research facility is also used for a variety of other studies of sign comprehension. Precise control of sign display duration, "zoomed" image speed, and the measurement of participant reaction time are achieved through computer control. Research signs are developed using the same software applications used by State departments of transportation, thus ensuring that signs presented in the laboratory accurately mimic signs as they would appear in the field. A new infrastructure design software suite was recently added to the laboratory that will enable the rapid development of interactive static or dynamic roadway simulation environments. This new software will allow for better sign development, replication of existing signs, and the development of realistic roadways (including using existing geographic information system (GIS) data). Previous studies conducted in the sign lab have examined: Driver comprehension of new and alternative sign symbols. Evaluation of diagrammatic freeway guide signs. Navigational signing for roundabouts. Sign comprehension for combination high occupancy vehicle and toll lanes. Evaluation of the number of logo panels on specific service signs. The MiniSim TM driving simulator is a part-task simulator consisting of a quarter-cab setup that includes an adjustable driver's seat, driver controls (pedals, steering wheel, etc.), meter cluster (speedometer, etc.), 42-inch forward display screen, and a touchscreen in-vehicle display. In partnership with the National Highway Traffic Safety Administration (NHTSA), the MiniSim TM is used for various studies of in-vehicle distraction studies (e.g., use of an MP3 player while driving) and other infrastructure-related studies that do not require the full immersive HDS simulation environment. The MiniSim TM affords both FHWA and NHTSA the ability to conduct low-cost studies that may answer specific questions or act as a preliminary research phase prior to a large-scale simulation or onroad research project. The Data Analysis Facility is used by researchers for the review and analysis of analog and digital imagery and data recorded from human factors experiments and field observational studies. The facility provides researchers with a number of databases and statistical and video analysis software tools.
J. Sterling Jones Hydraulics Research Laboratory
Security Clearance : Non Security LabSquare Footage: 0
Over the past several years, flooding, coastal inundation, and scour of bridge piers and abutments have been among the leading causes of bridge failures in the United States. Recent examples of structures affected by flooding, inundation, or scour include the numerous bridges in New Orleans and along the Gulf Coast damaged by Hurricanes Katrina (2005) and Rita (2005); the damage to more than 2,400 bridge crossings during the 1993 Upper Mississippi River Basin flooding; the 1994 failure of numerous bridges during Tropical Storm Alberto in central and southwest Georgia; and the 1987 failure of the I-90 bridge over the Schoharie Creek near Amsterdam, NY, which resulted in the loss of 10 lives and millions of dollars in bridge repair and replacement costs Considering the national costs due to scour-related damage, plus disruption to local economic activities from bridge closures, and the potential for devastating loss of life from floods and inundation, bridge foundations demand improved engineering analysis and design procedures to mitigate the consequences of natural disasters. Researchers in the Hydraulics Research Program at the Federal Highway Administration's (FHWA's) J. Sterling Jones Hydraulics Research Laboratory, located at Turner-Fairbank Highway Research Center (TFHRC), and partners currently are conducting applied and exploratory advanced research to improve prediction of flooding-related damages and design guidance for mitigating impacts on bridges and other hydraulic structures. Further, FHWA is collaborating with several laboratories and universities to help ensure the program's success. For example, research partners at the Argonne National Laboratory's (ANL's) Transportation Research and Analysis Computing Center (TRACC) in West Chicago, IL, and the Universities of Nebraska and Iowa are championing advanced engineering tools, such as computational fluid dynamics, to simulate extreme flood events and their interaction with bridge structures. Computational fluid dynamics uses numerical methods and algorithms to analyze and solve problems that involve fluid flows. Past Research Contributions The TFHRC J. Sterling Jones Hydraulics Research Laboratory has been involved in a number of studies, including investigation of the Hatchie River Bridge collapse in Tennessee. Spans of the northbound U.S. Route 51 Bridge over the Hatchie River collapsed on April 1, 1989. Five vehicles went into the river, and eight people were killed. To help determine the cause of the collapse, the National Transportation Safety Board (NTSB) asked FHWA to conduct hydraulic model studies of the two-column bent #70 with independent footings of the Hatchie River Bridge. Onsite investigation had established that failure of this bent probably triggered the collapse. The J. Sterling Jones Hydraulics Research Laboratory tested a 1 to 20 scale model of the bent to determine how the maximum local pier scour might have occurred after the channel migrated to bent #70 and to obtain videotaped shots of the local scour process for use as a visual aid in the NTSB public hearing conducted to gather evidence concerning the collapse. In another example of past research, the TFHRC J. Sterling Jones Hydraulics Research Laboratory conducted small-scale scour tests for the Woodrow Wilson Memorial Bridge replacement. The researchers tested 31 different model scenarios in the tilting flume and conducted 71 test runs with durations of 46 hours each. The scour evaluations were part of the process that led to design changes that saved millions of dollars. The savings resulted from reducing the predicted scour depths by an average of 15 to 20 feet (4.5 to 6 meters) for approximately 648 of the piles, using fewer but larger piles, and incorporating vertical piles instead of battered piles, which are more difficult and expensive to install, for the very deep foundations.
Nondestructive Evaluation Laboratory
Security Clearance : Non Security LabSquare Footage: 0
The Federal Highway Administration's (FHWA's) Nondestructive Evaluation (NDE) Laboratory is the keystone of FHWA's research and testing efforts related to the application of nondestructive testing technologies for assessment of highway infrastructure. The mission of the NDE Laboratory is: …to conduct state-of-the-art research and testing of nondestructive testing systems and technologies to improve the Nation's highway infrastructure. The laboratory is designed to act as a resource for State transportation agencies, industry, and academia concerned with the development and testing of innovative NDE technologies. The laboratory provides independent evaluation of NDE technologies, develops new NDE technologies, and provides technical assistance to States exploring the use of these advanced technologies. The NDE Laboratory utilizes a series of unique resources to evaluate and assess the factors affecting the reliability and performance of NDE systems.
Pavement Testing Facility
Security Clearance : Non Security LabSquare Footage: 0
Purpose: The Pavement Testing Facility uses rapid pavement testing of full-scale structures to develop and verify new specifications, designs, and test procedures for rigid and flexible pavements. The facility is used by pavement and highway research engineers to evaluate the durability of both new and existing pavement materials and to help develop smoother and more cost-effective highway systems. Laboratory Description: The facility simulates truck traffic with controlled loading and pavement temperatures. In only a few months, the facility's loading machines can apply wheel loads corresponding to many years of service and collect the corresponding pavement distress and performance data. Two machines allow simultaneous testing of two pavement lanes under the same ambient temperature and moisture conditions or at the same pavement age. Laboratory Capabilities: Thirty-five thousand simulated axle passes can be applied per week, and the wheel load can be varied from 33 kN (7,500 lb) representing a light truck to 84 kN (19,000 lb) for simulating a heavily loaded vehicle. The wheels feature programmable lateral wander, and the tire configurations can be interchanged, such as standard dual or super single. The wheel speed can be varied up to 18 km/hr (11 mi/hr). Radiant heaters are used to control the pavement temperature; temperatures as high at 74 °C can be generated to accelerate asphalt rutting and during the fall, spring, and winter, the heaters are used to maintain an intermediate ambient temperature. Each full-scale test lane is 50 m by 4 m (165 feet by 14 feet), which can be further subdivided into 4 sites for a total of 48 test locations on the facility grounds. A supplemental three-cell test pit and reaction frame allows the water table to be controlled with additional flexibility in testing for unbound pavement layers and other pavement structures. Laboratory Equipment: Twelve full-scale pavement test lanes, two Accelerated Loading Facility machines, a falling weight deflectometer and portable seismic pavement analyzer (PSPA) used for nondestructive pavement testing, dynamic cone penetrometer, instruments, sensors and equipment to measure load-associated pavement response (stress, strain, and deformation), pavement performance distress measurements (rut depth, cracking severity and extent, and roughness), and environmental effects (temperature and moisture), which include a state-of-the-art multichannel data acquisition system to collect pavement instrumentation response data, electronic temperature control and data acquisition to show and record pavement temperatures at various locations in real time, a semiautomatic laser surface profiler to measure both transverse and longitudinal pavement surface profiles, a layer deformation measuring system to monitor vertical compressive strain and rutting in each layer of pavement, computer workstations and software to perform advanced pavement analysis and material modeling, as well as mechanistic design, and relational databases developed to provide customers with a variety of data from pavement-testing experiments, especially pavement response and performance data.
Saxton Transportation Operations Laboratory
Security Clearance : Non Security LabSquare Footage: 0
The Saxton Transportation Operations Laboratory (Saxton Laboratory) is a state-of-the-art facility for conducting transportation operations research. The laboratory is located at Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center (TFHRC) in McLean, VA. The laboratory enables FHWA to validate and refine new transportation services and technologies before committing to larger scale research, development, testing, and deployment phases, and serves as a gateway where Federal staff, contractors, and academia collaborate on cutting-edge research. The Saxton Laboratory also supports professional development and technology transfer of innovative service concepts and technologies through knowledgeable onsite staff, physical prototype systems, and advanced simulation capabilities. The Saxton Laboratory comprises three testbeds: Data Resources Testbed (DRT) - Provides researchers with access to live and archived multisource transportation data to support transportation system performance measurement and transportation system management applications. The testbed assembles and archives data, hosts traffic datasets, analyzes operations and performance, provides advanced visualization tools to improve situational awareness, and aids strategic program and tactical operations decisionmaking. Concepts and Analysis Testbed (CAT) - Incorporates a repository of macroscopic, mesoscopic, and microscopic transportation models to allow simulation runs and visualizations of representative traffic networks and experimental strategies to improve safety (to some extent), mobility, and environmental performance. The testbed allows FHWA research staff to refine the experimental strategies through direct interaction with the models and to determine the potential value of potential strategies to various stakeholders. Cooperative Vehicle-Highway Testbed (CVHT) - Enables FHWA to explore enabling technologies for connected vehicles and to assess the potential of new transportation services based upon cooperative communication. The facilities, equipment, staff support, and other resources of this testbed enable FHWA researchers to develop prototypes, install systems in the roadside infrastructure and on vehicles, and conduct tests directed to investigate and answer key research questions needed to further connected vehicle research efforts. The three testbeds help FHWA fulfill multiple operations research missions. For example, for a given test requirement, FHWA can validate fundamental technologies, collect data for proof-of-concept testing, and assess benefits through simulation by using the Saxton Laboratory testbeds. Saxton Laboratory Facilities The Saxton Laboratory includes the following facilities, which can support a broad range of research needs, particularly testing connected automation applications. Connected Vehicle Fleet Radar and Ultra Sonic Sensors Front and Rear-Facing Cameras 5.9 GHz Dedicated Short-Range Communications (DSRC), Wi-Fi, and 4G Cellular/LTE Communications Data Collection and Processing Systems Localization System Electronic Throttle and Brake Control Units Vehicle Preparation Garage Equipment Installation Maintenance and Storage Connected Traffic Signal Roadside Communications (Roadside Equipment and Black Box) Information Processing Connected Road 5.9 GHz DSRC Wireless Pavement Sensors High-Speed Cameras Weather and Global Positioning System Base Station Worldwide Interoperability for Microwave Access (WiMAX), Cellular, and DSRC Communications Connected Mobile Traffic Sensing System Microwave Vehicle Detection Outdoor Pan/Tilt/Zoom Dome Cameras Solar Powered Connected Laboratory State-of-the-Art Simulation and Analysis Tools High-Bandwidth Internet2 Connectivity High-Capacity Data Servers
Structures Laboratory
Security Clearance : Non Security LabSquare Footage: 0
Purpose: There are approximately 600,000 bridges in the United States, which include bridges on the National Highway System and bridges maintained and operated by various State and local entities. These bridges are essential to our Nation's mobility. The Structures Laboratory is a unique facility at Federal Highway Administration's (FHWA's) Turner-Fairbank Highway Research Center, which specializes in developing and testing innovative bridge designs, materials, and construction processes that promise safer and more efficient structures in the Nation's highway system. The purpose of the Structures Laboratory is to support FHWA's strategic focus on improving mobility through analytical and experimental studies to determine the behavior of bridge systems under typical and extreme loading conditions. These experimental studies may also include tests of bridge systems developed to enhance bridge durability and constructability over time. Data from these studies help upgrade national bridge design specifications and improve the safety, reliability, and cost effectiveness of bridge construction in the United States. The Structures Laboratory also provides bridge failure forensic investigation services to State departments of transportation, FHWA divisions, National Transportation Safety Board (NTSB), and other organizations. Through this forensic service, the laboratory determines the causes of bridge structural failures and develops practices and procedures to help avoid similar failures from occurring in the future. Description: The Structures Laboratory has the capability to perform a broad range of tests to characterize the performance of bridge structures and structural systems. This capability resides in five individual facilities: the main Structures Laboratory, the annex structures laboratory facility, the outdoor testing facilities, the computer modeling and simulation facility, and the metallic material testing facility. The main Structures Laboratory (Figure 1) is a state-of-the-art facility for indoor testing of full-scale bridge structures and large components. This laboratory, built in 1984, consists of a strong floor with a universal loading frame that can be customized to erect and test full-scale bridges. This strong floor measures 181 by 51 feet (55.2 by 15.5 meters) and includes a grid of 573 tie-down holes. Two 20-ton (178-kilonewtons) overhead cranes service the entire floor area and can operate separately or together to unload trucks, erect structures, and set up experiments. The annex structures laboratory facility-the original Structures Laboratory-was built in the 1960s and still provides additional testing capability. The annex structures laboratory facility has a strong floor area measuring 12 by 40 feet (3.7 by 12 meters) and has one 10-ton (89-kilonewtons) overhead crane. The Structures Laboratory's outdoor testing facilities, consisting of permanent geosynthetic reinforced soil abutments and an outdoor strong floor, were constructed during the late 1990s to provide additional capacity for testing large-scale components subjected to environmental loading. The permanent test abutments cover a single 70-foot-long (21.35-meters-long) span with a width of 13 feet (3.95 meters), and the outdoor strong floor measures 25 by 30 feet (7.6 by 9.2 meters). The material testing laboratory maintains the capability to evaluate a wide variety of material properties of steel and concrete, including strength, elastic modulus, dynamic fracture toughness, static fracture toughness, and fatigue crack growth. Digitally controlled servo-hydraulic load frames are used for fracture and small specimen material strength testing. The laboratory also maintains the capability to perform microscopic examination of fracture surfaces and the microstructure of metallic materials and welds. These capabilities are utilized to support the research activities in the Structures Laboratory and to assist in forensic evaluation of failures in the fields. The computer modeling and simulation laboratory allows researchers to build and analyze detailed models capable of simulating experimental test results with very high accuracy. Laboratory Equipment: The Structures Laboratory and facilities contain the following equipment. Numerous static and dynamic load actuators of 10,000 to 2 million pound force (44- to 8,896-kilonewton-) capacity. State-of-the-art data acquisition with the capability to perform very large structural experiments with thousands of channels. Numerous instruments to measure load, displacement, rotation, and strain in structures. Five uniaxial servo-hydraulic load frames dynamically rated to deliver load ranging from 25 to 1,000 kips. A Charpy V-notch tester and two hardness testers. Microscopes and metallurgical testing equipment. Three-dimensional laser measurement system with a volumetric accuracy up to 0.002 inches (0.049 millimeters) with a diameter range up to 361 feet (100 meters). Cementitious composite mixing, casting, and curing equipment. Portable telemetric data acquisition systems for field instrumentation of structures. Software licenses to perform advanced, nonlinear finite element modeling of structural behavior. Uses: The Structures Laboratory and its facilities continue to perform the following activities. Fundamental research into the strength, fatigue resistance, serviceability, and safety of bridge structures and components. Applied research to assess the suitability of various structural components and systems for different services. Field evaluation of in-service structures. Forensic evaluation of structural failures. Systems integration at super- and substructure interfaces.
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We provide acquisition and assistance policy development and oversight for the Federal Highway Administration (FHWA). Additionally, we provide operational contract and assistance support to the FHWA headquarters organization, including the Turner-Fairbank Highway Research Center (TFHRC) and the National Highway Institute (NHI).
Our office:
- Develops and implements FHWA-wide acquisition policies and procedures
- Provides acquisition training, guidance, and advice to Headquarters and field organizations
- Manages the FHWA Purchase Card Program and the Agency's Small and Disadvantaged Business Utilization Program
- Negotiates, awards, and administers a variety of contractual instruments, including contracts, grants, cooperative agreements, and purchase orders
- Procures technical and professional support services, research studies, analyses, information technology, training, and other goods and services in support of FHWA Headquarters programs
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The 2015 FHWA R&T Story
Research and Innovative Solutions for the Nation’s Highway Challenges
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