FHWA R&T Now

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Spotlight on Latest Transportation Technologies at FHWA’s Research Showcase 

The FHWA Research Showcase was hosted at the USDOT headquarters in Washington, DC, on 

September 18, 2019. The event highlighted the research and technology (R&T) managed and 

conducted at FHWA’s Turner-Fairbank Highway Research Center (TFHRC) and other FHWA offices to 

help advance innovations in highway infrastructure, operations, and safety. The showcase featured

remarks from USDOT and FHWA leadership, 25 interactive exhibits and demonstrations, and 

research presentations about Ultra-High Performance Concrete, hydraulics, autonomous vehicles, 

and human factors. Attendees of the showcase experienced a first-hand look at many of the 

technologies developed at TFHRC and met leading researchers and subject matter experts in 

transportation. The showcase strengthened existing multimodal collaborations across USDOT and 

created new opportunities to improve the Nation’s highways and bridges.

Source: FHWA

U.S. Transportation Secretary Elaine L. Chao speaks to a full house at the FHWA Research 

Showcase on September 18, 2019.

(More photos of the event begin on page 7.)

September/October 2019

A news update of research, technology, and development from the U.S. Department of Transportation (USDOT), 

Federal Highway Administration (FHWA)

FHWA R&T Now

A news update of research, technology, and development from the U.S. Department of Transportation (USDOT), 

Federal Highway Administration (FHWA).
FHWA R&T Now

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EXPLORATORY ADVANCED RESEARCH

Virtual Nondestructive Evaluation (NDE) 

Laboratory Simulates Bridge Conditions

Imagine a virtual world on the Web that mimics 

the real world and enables an engineer to test out 

new tools to help diagnose and address problems 

affecting actual bridges and their components. 

With assistance and funding from FHWA’s 

Exploratory Advanced Research (EAR) Program, 

researchers at Drexel, Rutgers, and Saint Joseph's 

Universities are developing an online laboratory 

where inspectors and engineers can try out 

diagnostic tools and emerging technologies to 

examine the condition of virtual bridges. The 

virtual bridges are "digital twins" of real-world 

bridges with the same problems or conditions as 

their real-world counterparts.

"The tools and scenarios presented on the website 

will help inspectors develop a more comprehensive 

understanding of a bridge's condition," said Hoda 

Azari, program manager at FHWA's NDE Laboratory 

with the Office of Infrastructure Research and 

Development (R&D).

The virtual NDE laboratory includes data from the 

real-world bridges and controlled specimens of 

structural elements and technology used to assess 

bridge conditions. 

© Rutgers University Department of Civil and 

Environmental Engineering

In the virtual NDE laboratory, this "digital twin" of 

a bridge is used to augment the understanding of 

the bridge's condition from a traditional realworld inspection.

"Using this website will complement the visual 

inspections already being made by bridge 

inspectors," said Azari. 

© Drexel University

A simulation of a multiple-reference impact test 

in which sensor placement and performance 

impacts are indicated on a virtual bridge. This 

technique can obtain reliable spatial modal 

response data with limited onsite 

instrumentation and operation.

The researchers plan to develop case studies or 

scenarios aimed at showing laboratory users how 

physical or nondestructive testing methods can 

help develop a clearer picture of a bridge's health. 

The case studies could be used to illustrate best 

practice applications of various technologies and 

their integration; demonstrate how well-designed 

and executed technology applications can lead to 

generalizable conclusions about bridge 

performance; and present potential business cases 

for the application of assessment technologies for 

bridges.

For more information, see the Virtual 

Nondestructive Evaluation Laboratory for Highway 

Structures fact sheet or contact Hoda Azari at 

202–493–3064 or Hoda.Azari@dot.gov. 

EAR Program Announces Awards for 

Breakthrough Research

FHWA’s EAR Program recently awarded research 

funding for 11 new projects. The projects 

represent breakthrough research in four areas: 

mobile ad hoc networks (MANETs), computer 

vision, realistic artificial data for vehicle safety, and 

supplementary materials for highway pavements 

and structures. 

The two MANETs awards went to the University of 

Virginia and to the University of WisconsinMadison. The research could result in new 

approaches for traffic and pedestrian safety in 

areas where there is limited connected vehicle 
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infrastructure or during events when connected 

systems might be overwhelmed. 

The EAR Program also funded three awards in 

computer vision research to develop tools to 

analyze data available from more than a million 

hours of driver behavior video image data captured 

from in-vehicle cameras. One award went to 

researchers at Iowa State University who are 

developing intelligent driver state estimation 

algorithms. Another award went to the University 

of Michigan, where researchers are using 

automated video processing algorithms to detect 

and classify high-level behaviors with speed and 

accuracy. The third award went to Virginia Tech, 

which will support researchers applying machinelearning techniques to analyze driver videos and 

automatically produce annotations and descriptors 

for events, behavior, and driving scenarios that 

relate to transportation safety. 

Two projects awarded to the University of 

Connecticut and the University of Missouri address 

realistic artificial data for vehicle safety. The 

researchers on these projects are creating 

simulated crashes that seem realistic and allow for 

testing of safety countermeasures. If successful, 

the research will result in a dramatic increase in 

the effectiveness of countermeasure design.

In the area of supplementary or alternative 

materials, three awards are focusing on different 

aspects of supplementary cementitious materials 

that could provide State DOTs with more reliable 

options of materials when designing and building 

roadways and structures. Awards went to Purdue 

University to examine the use of nontraditional 

and natural pozzolan-based materials or inorganic 

polymers; Oklahoma State University to develop 

classification methods for reclaimed fly ash; and 

the University of California, Los Angeles, to use 

machine learning methods to predict and optimize 

the performance of fly ash-containing binders in 

concrete. 

A fourth award in this category went to 

researchers at Auburn University, who are focusing 

on reducing the aging of asphalt binders so 

roadways last longer.

The EAR Program addresses the need for longer 

term, higher risk research with the potential for 

transformative improvements to transportation 

systems and seeks to leverage advantages in 

science and engineering that could lead to 

breakthroughs for critical, current, and emerging 

issues in highway transportation.

For more information, contact David Kuehn, 

202–493–3414, David.Kuehn@dot.gov. 

INFRASTRUCTURE

FHWA Inspects Weigh-in-Motion System 

Installation

Representatives from the FHWA Long-Term 

Pavement Performance (LTPP) Program visited the 

New Mexico SPS-10 [Specific Pavement Study] test 

site from June 24 to June 27, 2019, to inspect the 

installation and calibration of a new weigh-inmotion (WIM) system for the collection of highquality traffic data. A WIM system is used to collect 

and monitor vehicle classifications, vehicle weights, 

and axle loads on roadways as vehicles pass over 

the measurement area. The test site, located on 

I–40 approximately 80 miles east of Albuquerque, 

is one of the LTPP Program’s warm-mix asphalt 

(WMA) test sites. The type of WIM system installed 

on the SPS-10 test site is a quartz sensor that 

provides the LTPP program with quality traffic data 

that can be used in pavement design and other 

traffic applications. 

Source: FHWA

The WIM system installed in WMA pavement on 

I–40 in New Mexico.
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Deborah Walker, Highway Research Engineer at 

TFHRC, was onsite to oversee the contractor 

preparing the site to install the inroad sensors.

The visit lasted four days, each day focusing on a 

different aspect of the installation:

• Day 1: Contractors dug a trench to lay conduit 

to pull wires that will lead to the control cabinet 

on the side of the road. 

• Day 2: Contractors installed quartz sensors and 

loops. 

• Day 3: Representatives observed traffic from 

the roadside for several hours to make sure all 

sensors worked and data were collected 

accurately.

• Day 4: Truck test drivers received instructions 

on how to drive over the sensors to help 

calibrate them. Two trucks, each with a 

different weight, conducted 40 passes that 

showed accurate weight and classification 

measurements. The site was successfully 

validated a few weeks later by an independent 

contractor. 

There are five, 500-foot test sections at the New 

Mexico site. Three of the test sections are core 

sections specifically for the LTPP program. Two 

supplemental sections contain certain asphalt 

mixes that New Mexico transportation officials will 

monitor for their own projects.

This New Mexico SPS-10 site, and the other nine 

warm-mix sites monitored by the LTPP program, 

will enable researchers to observe how well the 

mixes perform in the field over 5-plus years. 

Distress, smoothness, and structural strength data 

are collected and stored in LTPP InfoPaveTM for 

States and other transportation agencies to use. 

The installation of the New Mexico SPS-10 work 

supports the LTPP program’s WMA study 

experiment. The program collects pavement 

performance data, and the traffic data will provide 

insight on how loading impacts the performance of 

the different types of WMA mixtures. 

For more information, contact Deborah Walker, 

202–493–3068, Deborah.Walker@dot.gov. 

OPERATIONS 

Identifying Misbehavior in Connected Vehicles

(CV)

One of the challenges with CV is for vehicles to 

examine all aspects of their surrounding 

environment so that they recognize an important 

operational or environmental clue (for example, 

when a vehicle is going slower or faster than a set 

parameter) and so the vehicle can accurately 

communicate that information through Basic 

Safety Messages (BSMs) to other vehicles. BSMs 

contain important vehicle data, including vehicle 

positioning, speed, acceleration, and brake status.

When a vehicle does not recognize and 

communicate the information as expected, the 

vehicle is categorized as “misbehaving.” 

“Misbehavior” is defined as any instance in which 

BSMs contain information that do not represent 

the vehicle’s true behavior.

The Office of Operations R&D and the Intelligent 

Transportation Systems Joint Program Office 

conducted a 3-day Misbehavior Detection Test 

from August 12 through August 14, 2019, at 

TFHRC. 

The testing, the first live Misbehavior Detection 

Test, examined the misbehavior detection 

algorithm for detecting erroneous BSMs as part of 

a connected vehicle’s (CV’s) Security Credential 

Management System (SCMS). 

The success of the CV Pilot program relies on the 

transmission of BSMs between vehicles and 

infrastructure. 

Source: FHWA

Operators conduct misbehavior testing at FHWA’s 

TFHRC.
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Operators drove 4 equipped vehicles around the 

TFHRC facility in a series of 25 short test runs that 

lasted about 5 minutes each. Researchers sought 

to identify misbehavior and to ensure that 

acceptable and accurate messages were not 

relayed to a misbehavior authority, which could 

consist of a government entity or a commercial 

vendor of security certificates. Three types of tests 

were conducted:

• Vehicle-Over-Speed-Threshold Test – The 

misbehaving vehicle was driven over a speed 

threshold for the specified road. The algorithm 

detected BSMs that indicated higher speeds. 

• Vehicle-Under-Speed-Threshold Test – The 

vehicle under test was driven under the speed 

threshold. In this case, the misbehavior 

detection algorithm did not flag the BSMs as 

expected. 

• Vehicle Position Flag – A vehicle was 

programmed to broadcast a BSM with an 

incorrect location. The algorithm successfully 

detected the misbehaving BSM.

When misbehavior is detected, the SCMS revokes 

certificates and prevents the system from acting on 

incorrect data.

The next phases of testing include tests with more 

stakeholders participating to ensure successful 

deployment of the algorithm over a wide range of 

devices and vendors. A second round of testing has 

been scheduled this autumn.

State departments of transportation (DOTs) and 

other transportation agencies may be able to use 

the algorithm presented during the misbehavior 

testing to ensure the robust deployment of 

Intelligent Transportation Systems and the wireless 

exchange of messages between vehicles and 

infrastructure. The testing will also give State DOTs 

insight on how to safeguard the systems from 

malicious use by hackers.

For more information, contact Deborah Curtis, 

202–493–3267, Deborah.Curtis@dot.gov.

SAFETY

Motorcycle Crash Causation Study Results and 

New Follow-On Study

Motorcycle crashes account for more than 14 

percent of all traffic fatalities in the United States, 

despite representing less than 1 percent of vehicle 

miles traveled on America’s roads.

To examine motorcycle crashes, FHWA conducted 

the Motorcycle Crash Causation Study (MCCS). The 

MCCS used a crash-and-control case approach 

developed from OECD protocols [Organisation for 

Economic Co-operation and Development] and 

collected more than 1,900 data elements 

associated with the causes of motorcycle 

crashes. The study produced a final report and 14 

volumes of documentation. 

Source: FHWA

An example of a sign used to increase motorcycle 

awareness.

In 2018, FHWA initiated the Infrastructure-Based

Motorcycle Crash Countermeasures Phase I project. 

This study analyzed the MCCS database, conducted 

a comprehensive literature review, and held a 

motorcycle stakeholder workshop. That project led 

FHWA to develop infrastructure-based motorcycle 

crash countermeasures, of which five will be 

evaluated in New/Novel Highway Signs to Support 

Infrastructure-based Motorcycle Crash 

Countermeasures:

• High-Surface Friction Treatment.

• Prohibitive Signs.

• Pavement Change Warning Signs.

• Advance Curve Warning Signs.

• Limited Sight Distance Warning Signs.

Goals of the new study include:

• Determining and developing various new 

highway sign alternatives that promote 

motorcycle safety.

• Conducting comprehension and legibility 

testing of new highway signs.

• Developing a prioritized list of highway sign 

alternatives that can serve as effective 

motorcycle crash countermeasures.
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To test sign comprehension, researchers will ask

participants—consisting of motorcycle riders and 

nonriders—to look at an image of a sign they might 

encounter on the roadway. Participants will be 

asked to describe the meaning of the sign, the 

sign’s intended audience, and then asked to rate 

how effectively the sign conveys the intended 

meaning. 

To test sign legibility, signs will be shown to the 

participants on a computer screen. The sign will 

first appear small before increasing in size. 

Participants will press a button on the table in 

front of them as soon as the sign becomes legible. 

When the button is pressed, the sign will disappear 

and participants will describe the sign out loud.

FHWA will partner with interested State DOTs to 

implement highway signs from the prioritized list 

on a variety of roadway facilities such as 

interstates, State roads, local roads, and highways 

in national parks. These highway signs will be 

evaluated to determine their effectiveness in 

decreasing motorcycle crashes on the Nation’s 

highways. 

For more information, contact Yusuf 

Mohamedshah, 202–493–3464, 

Yusuf.Mohamedshah@dot.gov. 

Are Embedded LED Lights in Pedestrian Signs

Effective?

In 2018, 6,283 pedestrians were killed in traffic 

crashes.(1) One cause of fatal crashes may be the 

inability of vehicle drivers to see pedestrians in the 

surrounding environment.

The Office of Safety R&D began a new research 

project on light-emitting diode- (LED)-embedded 

pedestrian signs to increase the awareness of 

pedestrians present in the area. The project, Safety 

Study on Pedestrian Activated Beacons Crossing 

Signs, will assess the effectiveness of LEDs in sign 

faces and determine if LEDs improve safety at 

intersections by enhancing driver awareness of 

traffic-control signs.

(1) Webb, Caitlin N. September 2019. “Traffic Safety Facts 

Research Note. Geographic Summary of Pedestrian Traffic 

Fatalities.” U.S. Department of Transportation. National 

Highway Traffic Safety Administration. Washington, DC. 

Available at 

https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublicatio

n/812822.

Source: FHWA

An example of a pedestrian crossing warning sign 

with embedded LEDs and a solar unit.

LEDs can be embedded in standard highway 

warning and regulatory signs to outline either the 

sign itself or the words and symbols on the sign. 

The LEDs may be set to flash or operate in steady 

mode. LEDs can be illuminated 24 hours a day, or 

be activated by vehicles traveling over sensors 

installed in the roadway, or by pedestrians pushing 

a button on the side of the road. 

Locations where LED-embedded signs can be 

implemented include:

• Areas with sight visibility limitations (horizontal 

curves, dusk/dawn glare, etc.).

• Areas with documented problems of drivers 

failing to recognize an intersection.

• Areas that include STOP signs. This treatment 

may help to increase the rate of vehicles 

stopping and to avoid drivers failing to detect 

the STOP sign.

Two benefits of using LED-embedded pedestrian 

signs include:

• Improved driver compliance with regulatory 

signs through improved conspicuity. 

• Enhanced visibility and recognition of 

regulatory and warning signs to drivers, 

especially under low-light or low-visibility 

conditions.

Upon completion of the project and publication of 

a research report, State transportation agencies 

will be able to discern whether using LED-enabled 

pedestrian signs will be beneficial for their needs.

For more information, contact Ann Do, 

202–493–3319, Ann.Do@dot.gov.
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Research Showcase (continued)

continued

Showcase 

Members of TFHRC’s Saxton Transportation Operations 

Laboratory stand with USDOT Secretary Elaine L. Chao and 

FHWA Administrator Nicole R. Nason.

USDOT Secretary Chao and FHWA Administrator Nason 

stand with members of the Safety R&D team as the bicycle 

simulator and virtual reality headset are displayed.

The RABITTM bridge deck assessment tool on display at FHWA 

Research Day. 

Source: FHWA

Source: FHWA

Source: FHWA

A CARMASM vehicle on display on the 3rd Street Plaza outside 

USDOT headquarters. 

Attendees of the Research Showcase discuss and examine a 

variety of pavement materials.

Source: FHWA

FHWA Administrator Nicole R. Nason speaks to the attendees 

of the FHWA Research Showcase.

Source: FHWA

Source: FHWA
 FHWA R&T Now

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RECENT RESEARCH PUBLICATIONS

Safety

TechBrief: Simulator Assessment of Alternative 

Lane Grouping At Signalized Intersections

Traveler Information Requirements During 

Nonrecurring Events

General

FHWA R&T Now – July/August 2019

EAR

Mechanisms of Hydration and Setting of Ordinary 

Portland Cement in Simple and Complex Systems

RECENT PERIODICALS

Innovator September/October 2019

Articles include: Moving FoRRRwD to Reduce Rural 

Roadway Departures; States STEP Up to Enhance 

Pedestrian Safety; Using Data to Improve Traffic 

Incident Management; States Make Innovation 

Everyday Practice; EDC-r Success Stories; Bridge 

Bundling Guidebook Available; States Innovate!; 

Learn About New Innovations

The issue is available online.

For more information, contact Lisa Shuler, 

Lisa.A.Shuler@dot.gov. 

LINKS

Turner-Fairbank Highway Research Center:

https://highways.dot.gov/research/

Resource Center:

www.fhwa.dot.gov/resourcecenter/

National Highway Institute: 

www.nhi.fhwa.dot.gov/home.aspx

Please forward this newsletter to others you think 

might find it interesting and/or useful. 

Suggestions may be submitted to

FHWA_Now@fhwa.dot.gov.

ABOUT FHWA R&T NOW

FHWA R&T Now is a newsletter containing 

information and updates about research, 

technology, and development from the U.S. 

Department of Transportation, Federal Highway 

Administration. The newsletter is an electronic 

newsletter and is updated approximately every 

other month.

Send your comments, questions, and feedback to

FHWA_Now@dot.gov.

Online access: 

https://www.fhwa.dot.gov/publications/rtnow/.

Mail:

Federal Highway Administration

FHWA Office of Research, Development, and 

Technology

Attention: R&T Now Managing Editor

6300 Georgetown Pike

McLean, VA 22101

Attendees of the Research Showcase listen to speakers 

on the main stage and browse exhibit tables.

Source: FHWA
 FHWA R&T Now

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QUICK ACRONYM LOOKUP

BSM – Basic Safety Messages 

CV – Connected Vehicle 

DOT – Department of Transportation

EAR – Exploratory Advanced Research 

FHWA – Federal Highway Administration

LED – Light-emitting Diode

LTPP – Long-Term Pavement Performance

MANET – Mobile Ad Hoc Networks 

MCCS – Motorcycle Crash Causation Study

NDE – Nondestructive Evaluation 

OECD – Organisation for Economic Co-operation 

and Development

R&D – Research and Development

R&T – Research and Technology

RD&T – Research, Development, and Technology

SCMS – Security Credential Management System

TFHRC – Turner-Fairbank Highway Research Center

USDOT – United States Department of 

Transportation

WIM – Weigh-in-Motion

WMA – Warm-Mix Asphalt

Distribution—FHWA R&T Now is being distributed according to a standard distribution. Direct 

distribution is being made to the FHWA Divisions and Resource Center.

Key Words—LTBP, LTIP, LTPP, bridges, safety, infrastructure, operations, pedestrians, weigh-in-motion, 

asphalt, connected vehicles, basic safety messages, research.

Notice—This document is disseminated under the sponsorship of the U.S. Department of Transportation 

in the interest of information exchange. The U.S. Government assumes no liability for the use of the 

information contained in this document. The U.S. Government does not endorse products or 

manufacturers. Trademarks or manufacturers’ names appear in this document only because they are 

considered essential to the objective of the document.