Estimated coefficients of the general regression model indicate that increasing spatial and temporal distances reduces correlations. The positive parameters of spatial and temporal distance interaction term show that the reduction rate diminishes with spatial or temporal distance. Higher congestion tends to retain higher expected value of correlation; corrections to the model due to variations in road geometry tend to be minor. The general model provides a framework for building a family of more responsive and better-fitting models for a 6.5 mile segment of the freeway during three times of day: morning, midday, and afternoon.

Each model is cross-validated on two locations: the opposite direction of the freeway, and a different location on the direction used for estimation. Cross-validation results show that models are able to retain 75% or more of their original predictive capability on independent samples. Incorporation of predictor variables that describe road geometry and traffic conditions into the model works beneficially in capturing a significant portion of variance of the response. The developed regression models are thus transferrable and are apt to predict correlation on other freeway locations.

One limitation of the current seatbelt enforcement system is that it relies only on human vision. Today’s automated photo speed enforcement also has the following major limitations and disadvantages: fixed position enforcement, system installation and maintenance costs, enforcement based only on spot speed, sensitivity to lighting conditions, and vulnerability to sprays and obstructions that might block the license plates. This thesis proposes an automated enforcement system that uses wireless communication (IEEE 802.11p protocol), which can resolve all of the above-mentioned problems and is also more efficient, accurate, and cost effective.

The results of 40-3D finite element models have been used to compare the LLDFs obtained from AASHTO 2010 Bridge design specification. The results were also used to compare different parameters that affect LLDFs of NEXT beams including span, skew angle, and beam end fixity. The finite element models were created using a Bridge prototype that is being instrumented for future field verification of the analyses. The models were created using frame elements for the beams and shell elements for the cast in place deck. The integral abutment and foundation of the Bridges was included in the models in which piles are created using frame elements and abutments are created using shell elements. The results indicate that the approach taken for the design of NEXT beams is in general conservative for interior girders of the Bridge. On the contrary such the adopted approach was not yielding the higher value of LLDFs. The variation in strains due to losses are compared by two methods (strains variation obtained from field data and strain variation obtained based on AASHTO equation of losses) to verify the AASHTO equation of losses.

Detailed finite element models were created for integral abutment bridges of varying geometry. These models are used to study how the live load distribution transversely across the bridge is effected by varying geometric properties and varying modeling techniques. These models will also be used to determine live load distribution factors for the integral abutment bridges and compare them to current American Association of State Highway and Transportation Officials specifications.

The “Bridge-in-a-Backpack” and the Folded Plate Girder bridges were each constructed with a variety of instruments to measure the bridge movements. Readings from these instruments are used to determine the bridge response under various loading conditions. Bridges were analyzed during their construction process, during static live load testing, and during long term seasonal changes. The results from these studies will aid in the refinement of these innovative designs.