TRAC Reports
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| Wetherby,B. | WA-RD 462.6 | SWIFT - Evaluation Summary | 1999 |
Abstract:
The SWIFT (Seattle Wide-area for Travelers) project was a field operational test of a wide area ITS communications system using a flexible FM sub-carrier High Speed Data System (HSDS). The test was conducted in a partnership with WSDOT, King County Metro Transit, Delco Electronics, Inc., IBM, Seiko Communications Systems, Metro Traffic Control and the Federal Highway Administration. Three devices were used, by the public, to receive the traveler a Delco car radio (capable of providing vector navigation in addition to personal paging and the messages); a Seiko wrist watch pager; and a portable computer (capable of providing graphic displays of traffic advisories and bus positions). After the 15-month test, interviews with the 600 Seattle commuters/participants were conducted to assess user acceptance. A communications study evaluated the adequacy of the HSDS system to disseminate traveler information. Architecture study assessed the effectiveness of the various components to carry out SWIFT operations. institutional issues study documented the history of the project and assessed the institutional issues confronted. A deployment cost study investigated the cost of deployment of a SWIFT system and assessment of potential profitability. The first five reports in this series detail individual aspects of the project.
Authors:
Wetherby,B., Perez,W.
Keywords:
Acceptance, Assessment, bus, computer, control, cost, counties, data, Deployment, effectiveness, evaluation, highway, Institutional, interviews, Issues, ITS, Miscellaneous Library, paging, portable computer, project, public, seattle, speed, Study, SWIFT, System, systems, traffic, traffic advisories, traffic control, transit, traveler information, WSDOT
The SWIFT (Seattle Wide-area for Travelers) project was a field operational test of a wide area ITS communications system using a flexible FM sub-carrier High Speed Data System (HSDS). The test was conducted in a partnership with WSDOT, King County Metro Transit, Delco Electronics, Inc., IBM, Seiko Communications Systems, Metro Traffic Control and the Federal Highway Administration. Three devices were used, by the public, to receive the traveler a Delco car radio (capable of providing vector navigation in addition to personal paging and the messages); a Seiko wrist watch pager; and a portable computer (capable of providing graphic displays of traffic advisories and bus positions). After the 15-month test, interviews with the 600 Seattle commuters/participants were conducted to assess user acceptance. A communications study evaluated the adequacy of the HSDS system to disseminate traveler information. Architecture study assessed the effectiveness of the various components to carry out SWIFT operations. institutional issues study documented the history of the project and assessed the institutional issues confronted. A deployment cost study investigated the cost of deployment of a SWIFT system and assessment of potential profitability. The first five reports in this series detail individual aspects of the project.
Authors:
Wetherby,B., Perez,W.
Keywords:
Acceptance, Assessment, bus, computer, control, cost, counties, data, Deployment, effectiveness, evaluation, highway, Institutional, interviews, Issues, ITS, Miscellaneous Library, paging, portable computer, project, public, seattle, speed, Study, SWIFT, System, systems, traffic, traffic advisories, traffic control, transit, traveler information, WSDOT
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| Wetherby,B. | WA-RD 462.4 | SWIFT - Institutional Issues | 1998 |
Abstract:
The Seattle Wide-area Information for Travelers (SWIFT) project was a highly successful Intelligent Transportation System (ITS) Field Operational Test (FOT) that was conducted over a four-year period from 1993 to 1997. The purpose of the project was to test the efficacy of a High Speed Data System (HSDS), or FM Sub-carrier, to disseminate incident, bus and speed congestion information via three different end-user devices: pager watch, portable computer and in-vehicle navigation device. Six hundred ninety (690) commuters, many with route- or mode-choice options, participated in the FOT and provided user-acceptance evaluations. Other evaluation components examined the system architecture, communications coverage, deployment cost and institutional issues that affected the project.The primary purpose of the SWIFT Institutional Issues Study evaluation was to collect information regarding the institutional issues (e.g., policies, jurisdictional issues, internal and external factors) that affected design, development, testing, deployment and conduct of the SWIFT Field Operational Test (FOT); determine how these issues were overcome and what lessons could be learned. A secondary purpose of the evaluation was to document the history of the SWIFT project.The methodology for the SWIFT Institutional Issues Study consisted of two sets of questionnairesand two sets of semi-structured interviews that were conducted with fourteen (14) SWIFT team memberrepresentatives at two different points during the conduct of the SWIFT FOT: about midway through the conduct of the test and after the test was completed. All SWIFT team member responses were independently collected and SWIFT institutional issues were primarily identified by determining which topics were addressed by two or more individuals. Historical information was collected from various sources throughout the project.SWIFT represents one of the first ATIS FOTs conducted in this country. Earlier tests were conducted in Orlando, FL (TravTek) and Minneapolis St. Paul (Genesis) among others, yet the SWIFT FOT appears to have extended considerably the available database of information regarding ATIS effectiveness and acceptance. The addition of real-time bus information, in particular, has set the SWIFT FOT apart from others already conducted.One of the significant aspects of the SWIFT teaming agreement was the long-term interest in ITS and commitment of the organizations involved. For instance, the majority of the SWIFT team members articulated a long-term interest in ITS deployments. In addition, three organizations-Seiko, Etak and Metro Traffic Control-+ommitted themselves to fielding a \"SWIFT-like\" system after the project was completed. This degree of interest and commitment resulted in all of the SWIFT team members working together in a very effective, cooperative fashion throughout the FOT.A critical organizational structure that was instituted to implement SWIFT was the weeklyteleconference. This simple, yet cost-effective method of managing and discussing the technicalissues involved with the project was attributed by many of the SWIFT team members to aprimary instrument of the project\'s success. In particular, the SWIFT teleconferences enabledthe representatives of each organization to keep abreast of the developmental status of theproject, to brainstorm solutions to encountered problems and to develop scheduling sense.
Authors:
Wetherby,B.
Keywords:
ATIS, bus, computer, congestion, congestion information, cost, data, database, design, development, effectiveness, evaluation, incident, Institutional, Intelligent transportation system, interviews, Issues, ITS, methodology, mode choice, policy, portable computer, project, scheduling, seattle, speed, SWIFT, System, tests, traffic, transportation
The Seattle Wide-area Information for Travelers (SWIFT) project was a highly successful Intelligent Transportation System (ITS) Field Operational Test (FOT) that was conducted over a four-year period from 1993 to 1997. The purpose of the project was to test the efficacy of a High Speed Data System (HSDS), or FM Sub-carrier, to disseminate incident, bus and speed congestion information via three different end-user devices: pager watch, portable computer and in-vehicle navigation device. Six hundred ninety (690) commuters, many with route- or mode-choice options, participated in the FOT and provided user-acceptance evaluations. Other evaluation components examined the system architecture, communications coverage, deployment cost and institutional issues that affected the project.The primary purpose of the SWIFT Institutional Issues Study evaluation was to collect information regarding the institutional issues (e.g., policies, jurisdictional issues, internal and external factors) that affected design, development, testing, deployment and conduct of the SWIFT Field Operational Test (FOT); determine how these issues were overcome and what lessons could be learned. A secondary purpose of the evaluation was to document the history of the SWIFT project.The methodology for the SWIFT Institutional Issues Study consisted of two sets of questionnairesand two sets of semi-structured interviews that were conducted with fourteen (14) SWIFT team memberrepresentatives at two different points during the conduct of the SWIFT FOT: about midway through the conduct of the test and after the test was completed. All SWIFT team member responses were independently collected and SWIFT institutional issues were primarily identified by determining which topics were addressed by two or more individuals. Historical information was collected from various sources throughout the project.SWIFT represents one of the first ATIS FOTs conducted in this country. Earlier tests were conducted in Orlando, FL (TravTek) and Minneapolis St. Paul (Genesis) among others, yet the SWIFT FOT appears to have extended considerably the available database of information regarding ATIS effectiveness and acceptance. The addition of real-time bus information, in particular, has set the SWIFT FOT apart from others already conducted.One of the significant aspects of the SWIFT teaming agreement was the long-term interest in ITS and commitment of the organizations involved. For instance, the majority of the SWIFT team members articulated a long-term interest in ITS deployments. In addition, three organizations-Seiko, Etak and Metro Traffic Control-+ommitted themselves to fielding a \"SWIFT-like\" system after the project was completed. This degree of interest and commitment resulted in all of the SWIFT team members working together in a very effective, cooperative fashion throughout the FOT.A critical organizational structure that was instituted to implement SWIFT was the weeklyteleconference. This simple, yet cost-effective method of managing and discussing the technicalissues involved with the project was attributed by many of the SWIFT team members to aprimary instrument of the project\'s success. In particular, the SWIFT teleconferences enabledthe representatives of each organization to keep abreast of the developmental status of theproject, to brainstorm solutions to encountered problems and to develop scheduling sense.
Authors:
Wetherby,B.
Keywords:
ATIS, bus, computer, congestion, congestion information, cost, data, database, design, development, effectiveness, evaluation, incident, Institutional, Intelligent transportation system, interviews, Issues, ITS, methodology, mode choice, policy, portable computer, project, scheduling, seattle, speed, SWIFT, System, tests, traffic, transportation
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| Trombly,J. | WA-RD 462.2 | SWIFT - Consumer Acceptance Study | 1998 |
Abstract:
The Seattle Wide-area Information for Travelers (SWIFT) Operational Test was intended to evaluate the performance of a large-scale, urban Advanced Traveler Information System (ATIS) deployment in the Seattle area. With the majority the SWIFT system completed by June 30,1996, the SWIFT Field Operational Test (FOT) evaluation was conducted from July 1, 1996 through September 20, 1997. The unique features of the SWIFT ATIS included the provision of information for multiple transportation modes, the delivery of this information using three different devices and the use of FM sideband as the primary communications medium. A total of 690 system users were recruited during the course of the study, including 520 Seiko Message watch users, 90 users of the Delco in-vehicle-navigation device and 80 users of the SWIFT portable computers.Purpose of Test. The SWIFT Consumer Acceptance Study was one of five component studies to the overall system evaluation. This report details the findings for the SWIFT Consumer Acceptance Study based on the evaluation objectives that were identified in the SWIFT Evaluation Plan (1 995). The primary objectives of the SWIFT Consumer Acceptance Study were to assess the following:Importance of traveler information in travel planningUsefulness of SWIFT traveler information in travel planningMinimum set of user services and device features required to provide viable productand servicesUser perceptions of SWIFT device usefulnessWillingness-to-pay for different services.User perceptions of changes in travel convenience and efficiencyUser perceptions of changes in traffic congestion, air quality, energy consumption,and safety.Additional SWIFT Consumer Acceptance Study objectives, conducted in support of the SWIFTArchitecture Study, were to assess the following:SWIFT system reliability from a user perspectiveSWIFT system availability from a user perspective.Methods. A variety of data-collection efforts were completed, including questionnaires, focus groups and telephone interviews. The questionnaires contained items that addressed objectives set out in the evaluation plan. The focus groups were conducted with small groups of users to obtain qualitative impressions from a smaller subset of users who were encouraged to speak openly and share their perceptions with other users. The SWIFT Consumer Acceptance Study focused on measurement and analysis of user perceptions toward SWIFT system usefulness and performance. No attempt was made to quantify the system level impacts of SWIFT services on congestion, air quality, energy consumption or safety in the Seattle region. Rather, the assessment of system-level transportation impacts was limited to examining subjective data (e.g., traveler's perceptions) collected from users and determining whether these perceptions were consistent with a benefit.Perceptions of Importance of Traveler In formationResults indicated that SWIFT users tended to place a high degree of importance on incident and congestion-related information in travel planning. Incident location and duration information was rated quite high in importance along with general traffic congestion information. For the group as a whole, information concerning bus schedule and route information and bus-location information was rated very low in importance, although these ratings were much higher in those users that actually used the bus. This was consistent with the automobile dependence reported by the group, and suggests that information concerning non-automobile options would not be used by the automobile-dependent group. Since users of the SWIFT portable computer were recruited from among transit users, this group generally rated transit information higher than other device users groups. However, the importance of this information was not as high as congestion and incident-related information. Receipt of various general-information messages was not rated very high in importance by questionnaire respondents, with the exception of weather, sports and news items. Most SWIFT respondents indicated that the receipt of financial and other environmental information was not important. Of course, from a transportation-impact point of view, the receipt of these general information messages was inconsequential. However, if device users were attracted by thesemessages it may make such services commercially viable to augment any potential benefitperceived by users through the receipt of travel-related information.Perceptions of S WIFT Traveler In formation UsefulnessUsers tended to view the messages they received from the SWIFT systems as accurate, reliable,timely, easy to understand and useful. Among device types, respondents representing users of the Seiko Message Watch expressed concern with the timeliness of incident-related messages. In addition, these respondents tended to rate ease of understanding lower than other user groups. Users of the Delco in-vehicle-navigation devices and SWIFT portable computers experienced problems in receiving personal-paging messages and these problems were reflected in respondent ratings. The map-based display provided by the SWIFT portable computer resulted in generally higher ratings for this device over other devices in understanding incident location and the nature of congestion. Seiko Message Watch users reported difficulty in understanding the extent of expected delay as well as the nature of congestion, while Delco in-vehicle-navigation device respondents reported difficulty in understanding the period of time for which a message applied. Generally speaking, SWIFT participants endorsed a wide-range of improvements to messages provided by the SWIFT system. Most seemed to consider the operational test as a suggestion of what might be possible, rather than a demonstration of a final product. Among Seiko Message Watch users, respondents expressed a desire for improved timeliness of messages as atop priority.
Authors:
Trombly,J., Wetherby,B., Dixson,A.
Keywords:
Acceptance, air quality, analysis, Assessment, ATIS, availability, bus, computer, congestion, congestion information, Consumer, data, data collection, Energy, environmental, evaluation, group, impact, impacts, improvement, incident, interviews, Miscellaneous Library, objectives, performance, planning, portable computer, quality, reliability, safety, seattle, Study, SWIFT, System, systems, traffic, traffic congestion, transit, transportation, travel, traveler information, urban
The Seattle Wide-area Information for Travelers (SWIFT) Operational Test was intended to evaluate the performance of a large-scale, urban Advanced Traveler Information System (ATIS) deployment in the Seattle area. With the majority the SWIFT system completed by June 30,1996, the SWIFT Field Operational Test (FOT) evaluation was conducted from July 1, 1996 through September 20, 1997. The unique features of the SWIFT ATIS included the provision of information for multiple transportation modes, the delivery of this information using three different devices and the use of FM sideband as the primary communications medium. A total of 690 system users were recruited during the course of the study, including 520 Seiko Message watch users, 90 users of the Delco in-vehicle-navigation device and 80 users of the SWIFT portable computers.Purpose of Test. The SWIFT Consumer Acceptance Study was one of five component studies to the overall system evaluation. This report details the findings for the SWIFT Consumer Acceptance Study based on the evaluation objectives that were identified in the SWIFT Evaluation Plan (1 995). The primary objectives of the SWIFT Consumer Acceptance Study were to assess the following:Importance of traveler information in travel planningUsefulness of SWIFT traveler information in travel planningMinimum set of user services and device features required to provide viable productand servicesUser perceptions of SWIFT device usefulnessWillingness-to-pay for different services.User perceptions of changes in travel convenience and efficiencyUser perceptions of changes in traffic congestion, air quality, energy consumption,and safety.Additional SWIFT Consumer Acceptance Study objectives, conducted in support of the SWIFTArchitecture Study, were to assess the following:SWIFT system reliability from a user perspectiveSWIFT system availability from a user perspective.Methods. A variety of data-collection efforts were completed, including questionnaires, focus groups and telephone interviews. The questionnaires contained items that addressed objectives set out in the evaluation plan. The focus groups were conducted with small groups of users to obtain qualitative impressions from a smaller subset of users who were encouraged to speak openly and share their perceptions with other users. The SWIFT Consumer Acceptance Study focused on measurement and analysis of user perceptions toward SWIFT system usefulness and performance. No attempt was made to quantify the system level impacts of SWIFT services on congestion, air quality, energy consumption or safety in the Seattle region. Rather, the assessment of system-level transportation impacts was limited to examining subjective data (e.g., traveler's perceptions) collected from users and determining whether these perceptions were consistent with a benefit.Perceptions of Importance of Traveler In formationResults indicated that SWIFT users tended to place a high degree of importance on incident and congestion-related information in travel planning. Incident location and duration information was rated quite high in importance along with general traffic congestion information. For the group as a whole, information concerning bus schedule and route information and bus-location information was rated very low in importance, although these ratings were much higher in those users that actually used the bus. This was consistent with the automobile dependence reported by the group, and suggests that information concerning non-automobile options would not be used by the automobile-dependent group. Since users of the SWIFT portable computer were recruited from among transit users, this group generally rated transit information higher than other device users groups. However, the importance of this information was not as high as congestion and incident-related information. Receipt of various general-information messages was not rated very high in importance by questionnaire respondents, with the exception of weather, sports and news items. Most SWIFT respondents indicated that the receipt of financial and other environmental information was not important. Of course, from a transportation-impact point of view, the receipt of these general information messages was inconsequential. However, if device users were attracted by thesemessages it may make such services commercially viable to augment any potential benefitperceived by users through the receipt of travel-related information.Perceptions of S WIFT Traveler In formation UsefulnessUsers tended to view the messages they received from the SWIFT systems as accurate, reliable,timely, easy to understand and useful. Among device types, respondents representing users of the Seiko Message Watch expressed concern with the timeliness of incident-related messages. In addition, these respondents tended to rate ease of understanding lower than other user groups. Users of the Delco in-vehicle-navigation devices and SWIFT portable computers experienced problems in receiving personal-paging messages and these problems were reflected in respondent ratings. The map-based display provided by the SWIFT portable computer resulted in generally higher ratings for this device over other devices in understanding incident location and the nature of congestion. Seiko Message Watch users reported difficulty in understanding the extent of expected delay as well as the nature of congestion, while Delco in-vehicle-navigation device respondents reported difficulty in understanding the period of time for which a message applied. Generally speaking, SWIFT participants endorsed a wide-range of improvements to messages provided by the SWIFT system. Most seemed to consider the operational test as a suggestion of what might be possible, rather than a demonstration of a final product. Among Seiko Message Watch users, respondents expressed a desire for improved timeliness of messages as atop priority.
Authors:
Trombly,J., Wetherby,B., Dixson,A.
Keywords:
Acceptance, air quality, analysis, Assessment, ATIS, availability, bus, computer, congestion, congestion information, Consumer, data, data collection, Energy, environmental, evaluation, group, impact, impacts, improvement, incident, interviews, Miscellaneous Library, objectives, performance, planning, portable computer, quality, reliability, safety, seattle, Study, SWIFT, System, systems, traffic, traffic congestion, transit, transportation, travel, traveler information, urban
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| Jensen,M. | WA-RD 462.3 | SWIFT - Deployment Cost Study | 1998 |
Abstract:
The Seattle Wide-area Information For Travelers (SWIFT) project was a highly successful Intelligent Transportation System (ITS) Field Operational Test (FOT) that was conducted over a four-year period from 1993 to 1997. The purpose of the project was to test the efficacy of a High Speed Data System (HSDS), or FM Sub-carrier, to disseminate incident, bus and speedlcongestion information via three different end-user devices: pager watch, portable computer and in-vehicle navigation device. Six hundred ninety (690) commuters, many with route- or mode-choice options, participated in the FOT and provided user-acceptance evaluations. Other evaluation components examined the system architecture, communications coverage, institutional issues, and consumer acceptance. The primary purpose of the SWIFT Deployment Cost Study was to provide an independent Life Cycle Cost Estimate (LCCE) of an operational and fully deployed SWIFT system. Moreover, it is intended to provide both the SWIFT participants and the FHWA with a measure of the commercial viability of \"SWIFT-like\" systems nationwide. Table ES- 1 shows the organizations that were included in the SWIFT Deployment Cost Study LCCE and commercial viability analysis.Table ES-1. Deployed SWIFT Participants (CostIRevenue Participants).Industry Government/InstitutionaISeiko Communications Systems, Inc. (SCS) King CountyMetro Networks University of WashingtonEtak, Inc.IBM (FOT Development Only)Delco Electronics (FOT Development Only)The methodology for the SWlFT Deployment Cost Study LCCE relied on standard proven costestimation and data collection and analysis techniques to provide cost estimates for each SWIFTparticipant shown above across the following three life-cycle phases:1) FOT development (costs of current SWIFT Test)King County Metro TransitUniversity of Washington (UW)2) Commercial Development (additional development and procurement costs for fullydeploying an operational SWIFT system (follows the completion of the SWIFT test)3) Annual Commercial Operations (annual operations costs for a fully deployed SWIFTsystem)A summary of the resulting life cycle cost estimate (LCCE) for the deployed SWIFT system ispresented in Table ES-2. Here, the FOT Development phase (based on SWIFT test actuals) wasestimated to cost $6.4 Million, the Commercial Development phase was estimated to cost $1.5Million, and the Annual Commercial Operations costs were estimated to be $0.8 Million.-- -SWIFT Deployment Cost Study I
Authors:
Jensen,M.
Keywords:
Acceptance, analysis, Annual, bus, computer, Consumer, cost, costs, counties, data, data collection, Deployment, development, evaluation, incident, Institutional, Intelligent transportation system, Issues, ITS, methodology, Miscellaneous Library, mode choice, networks, portable computer, project, seattle, speed, Study, SWIFT, System, systems, transportation, Washington
The Seattle Wide-area Information For Travelers (SWIFT) project was a highly successful Intelligent Transportation System (ITS) Field Operational Test (FOT) that was conducted over a four-year period from 1993 to 1997. The purpose of the project was to test the efficacy of a High Speed Data System (HSDS), or FM Sub-carrier, to disseminate incident, bus and speedlcongestion information via three different end-user devices: pager watch, portable computer and in-vehicle navigation device. Six hundred ninety (690) commuters, many with route- or mode-choice options, participated in the FOT and provided user-acceptance evaluations. Other evaluation components examined the system architecture, communications coverage, institutional issues, and consumer acceptance. The primary purpose of the SWIFT Deployment Cost Study was to provide an independent Life Cycle Cost Estimate (LCCE) of an operational and fully deployed SWIFT system. Moreover, it is intended to provide both the SWIFT participants and the FHWA with a measure of the commercial viability of \"SWIFT-like\" systems nationwide. Table ES- 1 shows the organizations that were included in the SWIFT Deployment Cost Study LCCE and commercial viability analysis.Table ES-1. Deployed SWIFT Participants (CostIRevenue Participants).Industry Government/InstitutionaISeiko Communications Systems, Inc. (SCS) King CountyMetro Networks University of WashingtonEtak, Inc.IBM (FOT Development Only)Delco Electronics (FOT Development Only)The methodology for the SWlFT Deployment Cost Study LCCE relied on standard proven costestimation and data collection and analysis techniques to provide cost estimates for each SWIFTparticipant shown above across the following three life-cycle phases:1) FOT development (costs of current SWIFT Test)King County Metro TransitUniversity of Washington (UW)2) Commercial Development (additional development and procurement costs for fullydeploying an operational SWIFT system (follows the completion of the SWIFT test)3) Annual Commercial Operations (annual operations costs for a fully deployed SWIFTsystem)A summary of the resulting life cycle cost estimate (LCCE) for the deployed SWIFT system ispresented in Table ES-2. Here, the FOT Development phase (based on SWIFT test actuals) wasestimated to cost $6.4 Million, the Commercial Development phase was estimated to cost $1.5Million, and the Annual Commercial Operations costs were estimated to be $0.8 Million.-- -SWIFT Deployment Cost Study I
Authors:
Jensen,M.
Keywords:
Acceptance, analysis, Annual, bus, computer, Consumer, cost, costs, counties, data, data collection, Deployment, development, evaluation, incident, Institutional, Intelligent transportation system, Issues, ITS, methodology, Miscellaneous Library, mode choice, networks, portable computer, project, seattle, speed, Study, SWIFT, System, systems, transportation, Washington
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| Davids,W. G. | WA-RD 455.1 | Modeling Of Rigid pavements: Joint Shear Transfer Mechanisms And Finite Element Solution Strategies | 1998 |
Abstract:
This report documents the moldeling strategy and associated verification which permits analysis of multiple PCC plain jointed slabs. Several subbase/soil layers below the slabs and separation of the slab and base layer are considered. Load effects include those associated with both multiple tire and linear temperature gradients. A technique for modeling aggregate interlock shear transfer across PCC pavement joints is developed and verified. The overall development is contained in the computer program EverFE. The computer program uses a graphical user interface which aids its use.
Authors:
Davids,W. G., Turkiyyah,G. M., Mahoney,J. P.
Keywords:
aggregate, aggregate interlock, analysis, base, computer, computer program, developed, development, EverFE, finite element, Finite elements, ITS, Joints, joints load transfer, modeling, pavement, pavements, PCC, permits, program, rigid pavement, temperature, tire
This report documents the moldeling strategy and associated verification which permits analysis of multiple PCC plain jointed slabs. Several subbase/soil layers below the slabs and separation of the slab and base layer are considered. Load effects include those associated with both multiple tire and linear temperature gradients. A technique for modeling aggregate interlock shear transfer across PCC pavement joints is developed and verified. The overall development is contained in the computer program EverFE. The computer program uses a graphical user interface which aids its use.
Authors:
Davids,W. G., Turkiyyah,G. M., Mahoney,J. P.
Keywords:
aggregate, aggregate interlock, analysis, base, computer, computer program, developed, development, EverFE, finite element, Finite elements, ITS, Joints, joints load transfer, modeling, pavement, pavements, PCC, permits, program, rigid pavement, temperature, tire
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| Dames & Moore- Inca Engineering | WA-RD 324.1 | Foundation-Soil Interaction Analysis of Bridges - Volumes I and II 478 | 1993 |
Abstract:
Dames & Moore And their subcontractor, Inco Engineers, have prepared this Manual of Practice for conducting bridge foundation-soil interaction analyses. The manual is intended to assist engineers in the Bridge Design office at the Washington State Department of Transportation (WSDOT) who perform dynamic analysis of bridge-foundation systems. The primary purpose of the manual is to present practical and accurate methods of estimating the foundation stiffness matrices for abutment or pier foundations supported on footings or piles. These matrices are needed for soil-structure interaction analysis to more accurately determine the seismic loads acting on the bridge superstructure and on the abutment and pier foundations.This Manual of Practice consists of two volumes. Volume I presents five bridge example problems:1. Coldwater Creek2. Deadwater Slough3. Ebey Slough4. Northup Way5. FHWAThe first four examples are actual WSDOT bridges and the fifth example is a fictitious bridge that appeared in a 1991 FHWA course notebook on seismic design of highway bridges.Volume II presents the input and output files of the SEISAB computer program for the dynamic soil-structure interaction analysis of bridges. The SEISAB computer program is currently used by WSDOT in the seismic design of Washington state bridges.Dames & Moore recommends the FHWA and Novak methods to estimate bridge foundation stiffness matrices. These methodologies are presented in detail in the Coldwater Creek example problem in Volume I. In this example, the basic theory and relevant equations or inputs for implementing these methodologies are provided first and are immediately followed by their application to the Coldwater Creek bridge. The appropriate equations or inputs from the FHWA and Novak methodologies presented not the Coldwater Creek example problem are identified and applied in the other four bridge example problems. Volume I also contains three appendices. The basis for the recommendation of the FHWA and Novak methods is provided in Appendix A, which is a reproduction of the 1992 Dames & Moore report to WSDOT on the evaluation of methods to estimate foundation stiffnesses. Appendix B consists of selected pages from the BMCOL 76 computer program user guide; this computer program, which computes the load-deflection and moment-rotation curves for single piles, is part of the FHWA methodology. Appendix C presents the method for transforming the foundation stiffness matrices from one coordinate system to another. This transformation process is important because the coordinate systems assumed in the FHWA and Novak methods are generally different and therefore are not necessarily the same as the SEISAB coordinate system. Coordinate transformations are also discussed in the ColdWater Creek example problem.
Authors:
Dames & Moore- Inca Engineering
Keywords:
analysis, bridge, bridge design, bridge foundation, bridges, computer, computer program, design, equations, evaluation, Foudation-Soil, foundation, foundation stiffness, highway, interaction, loads, manual, methodology, methods, piles, program, seismic, seismic design, soil-structure interaction, superstructure, System, systems, transportation, volume, Volumes I & II, Washington, Washington state, WSDOT
Dames & Moore And their subcontractor, Inco Engineers, have prepared this Manual of Practice for conducting bridge foundation-soil interaction analyses. The manual is intended to assist engineers in the Bridge Design office at the Washington State Department of Transportation (WSDOT) who perform dynamic analysis of bridge-foundation systems. The primary purpose of the manual is to present practical and accurate methods of estimating the foundation stiffness matrices for abutment or pier foundations supported on footings or piles. These matrices are needed for soil-structure interaction analysis to more accurately determine the seismic loads acting on the bridge superstructure and on the abutment and pier foundations.This Manual of Practice consists of two volumes. Volume I presents five bridge example problems:1. Coldwater Creek2. Deadwater Slough3. Ebey Slough4. Northup Way5. FHWAThe first four examples are actual WSDOT bridges and the fifth example is a fictitious bridge that appeared in a 1991 FHWA course notebook on seismic design of highway bridges.Volume II presents the input and output files of the SEISAB computer program for the dynamic soil-structure interaction analysis of bridges. The SEISAB computer program is currently used by WSDOT in the seismic design of Washington state bridges.Dames & Moore recommends the FHWA and Novak methods to estimate bridge foundation stiffness matrices. These methodologies are presented in detail in the Coldwater Creek example problem in Volume I. In this example, the basic theory and relevant equations or inputs for implementing these methodologies are provided first and are immediately followed by their application to the Coldwater Creek bridge. The appropriate equations or inputs from the FHWA and Novak methodologies presented not the Coldwater Creek example problem are identified and applied in the other four bridge example problems. Volume I also contains three appendices. The basis for the recommendation of the FHWA and Novak methods is provided in Appendix A, which is a reproduction of the 1992 Dames & Moore report to WSDOT on the evaluation of methods to estimate foundation stiffnesses. Appendix B consists of selected pages from the BMCOL 76 computer program user guide; this computer program, which computes the load-deflection and moment-rotation curves for single piles, is part of the FHWA methodology. Appendix C presents the method for transforming the foundation stiffness matrices from one coordinate system to another. This transformation process is important because the coordinate systems assumed in the FHWA and Novak methods are generally different and therefore are not necessarily the same as the SEISAB coordinate system. Coordinate transformations are also discussed in the ColdWater Creek example problem.
Authors:
Dames & Moore- Inca Engineering
Keywords:
analysis, bridge, bridge design, bridge foundation, bridges, computer, computer program, design, equations, evaluation, Foudation-Soil, foundation, foundation stiffness, highway, interaction, loads, manual, methodology, methods, piles, program, seismic, seismic design, soil-structure interaction, superstructure, System, systems, transportation, volume, Volumes I & II, Washington, Washington state, WSDOT
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| Carney III,J. F. | WA-RD 308.1 | Development of Maintenance-Free Safety Appurtenances | 1992 |
Abstract:
This final report demonstrates the feasibility of employing high molecular weight/high density polyethylene cylinders as the energy dissipating medium in highway safety appurtenances. It is shown that this polymer can dissipate large amounts of kinetic energy, undergo large deformations and strains without fracturing, and essentially restore itself to its original size, shape, and energy dissipation potential when the forcing function is removed.This research involves a quasi-static and impact loading experimentalinvestigation to determine the energy dissipation characteristics of HMW HDPEtubes as functions of temperature, radius to wall thickness ratio, strain,strain-rate, deformation, and repeated and cyclic loading. The results ofthis experimental program are analyzed to develop analytic energy dissipationexpressions which are then employed in the design of truck mountedattenuators (TMA), Finally, an expert system computer program, CADS, ismodified to use HMW HDPE tubes in the generalized design of crash cushions.The potential financial, legal, and safety payoffs for highway operationsassociated with developing highway safety devices which are essentiallymaintenance free are significant. Maintenance costs associated with therepair of impacted safety devices would be greatly reduced or eliminated.Tort liability exposure related to damaged or collapsed hardware would besignificantly decreased. Finally, the safety of the motoring public and themaintenance personnel involved in maintaining and repairing damaged hardwarewould be enhanced.
Authors:
Carney III,J. F.
Keywords:
computer, computer program, cost, costs, cyclic loading, density, design, development, Energy, experimental, expert system, exposure, highway, highway safety, impact, impact attenuation devices, ITS, maintenance, maintenance free, polyethylene, polymer, program, public, research, reusable, safety, self-restoration, strains, temperature, truck
This final report demonstrates the feasibility of employing high molecular weight/high density polyethylene cylinders as the energy dissipating medium in highway safety appurtenances. It is shown that this polymer can dissipate large amounts of kinetic energy, undergo large deformations and strains without fracturing, and essentially restore itself to its original size, shape, and energy dissipation potential when the forcing function is removed.This research involves a quasi-static and impact loading experimentalinvestigation to determine the energy dissipation characteristics of HMW HDPEtubes as functions of temperature, radius to wall thickness ratio, strain,strain-rate, deformation, and repeated and cyclic loading. The results ofthis experimental program are analyzed to develop analytic energy dissipationexpressions which are then employed in the design of truck mountedattenuators (TMA), Finally, an expert system computer program, CADS, ismodified to use HMW HDPE tubes in the generalized design of crash cushions.The potential financial, legal, and safety payoffs for highway operationsassociated with developing highway safety devices which are essentiallymaintenance free are significant. Maintenance costs associated with therepair of impacted safety devices would be greatly reduced or eliminated.Tort liability exposure related to damaged or collapsed hardware would besignificantly decreased. Finally, the safety of the motoring public and themaintenance personnel involved in maintaining and repairing damaged hardwarewould be enhanced.
Authors:
Carney III,J. F.
Keywords:
computer, computer program, cost, costs, cyclic loading, density, design, development, Energy, experimental, expert system, exposure, highway, highway safety, impact, impact attenuation devices, ITS, maintenance, maintenance free, polyethylene, polymer, program, public, research, reusable, safety, self-restoration, strains, temperature, truck
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| Sorensen,H. | WA-RD 166.1 | Bridge Standards - Local Governments | 1988 |
Abstract:
In this study a survey was conducted to ascertain the needs of employees of local governmental agencies with regard to the conduct of the design of bridges. Recommendations, relative to the development of standard plans which can be used by county engineers, are put forth. These recommendations are based on the needs of the local agencies, information regarding existing manufacturing capabilities, information concerning existing standard plans relative to bridges and information on an existing computer software program (BRADD-2) which is available from the AASHTO. The information on which the recommendations were made was obtained by telephone conversations, written questionnaires and/or personal visits with/form/to 75 local agencies (46 cities and 39 counties) in the state of Washington and by personal visits to 4 precasitng plants and 1 fabricating plant.
Authors:
Sorensen,H.
Keywords:
agencies, bridge, bridge design, bridge standards, bridges, computer, concrete, counties, design, development, fabricators, local government, precast, prestressed, program, software, standard plans, suppliers, survey, Washington
In this study a survey was conducted to ascertain the needs of employees of local governmental agencies with regard to the conduct of the design of bridges. Recommendations, relative to the development of standard plans which can be used by county engineers, are put forth. These recommendations are based on the needs of the local agencies, information regarding existing manufacturing capabilities, information concerning existing standard plans relative to bridges and information on an existing computer software program (BRADD-2) which is available from the AASHTO. The information on which the recommendations were made was obtained by telephone conversations, written questionnaires and/or personal visits with/form/to 75 local agencies (46 cities and 39 counties) in the state of Washington and by personal visits to 4 precasitng plants and 1 fabricating plant.
Authors:
Sorensen,H.
Keywords:
agencies, bridge, bridge design, bridge standards, bridges, computer, concrete, counties, design, development, fabricators, local government, precast, prestressed, program, software, standard plans, suppliers, survey, Washington
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| Nihan,N. L. | WA-RD 109.1 | TeleCommunications Link Implementation | 1987 |
Abstract:
The Telecom Link established between the University of Washington and the WSDOT Traffic Systems Management Center (TSMC) was updated during this project in order to handle the shift made by the TSMC from a 1700 loop surveillance system to a 2200 loop system. Special computer programs were also written to provide specialized summary statistics for key stations. The new software allowed statistics for key stations to be collected and summarized during data transfer. The entire transfer retrieval system was streamlined during the Telecom project to reduce costs. Finally, freeway incident analysis was performed with a data set to demonstrate the use of the new system for TSM research.
Authors:
Nihan,N. L.
Keywords:
analysis, computer, computer program, cost, costs, data, data management, data transfer, freeway, freeway surveillance and control, incident, management, program, ramp metering, research, software, statistics, surveillance, systems, telecommunications, telecommunications link, traffic, traffic systems management, transportation systems management, TSM, Washington, WSDOT
The Telecom Link established between the University of Washington and the WSDOT Traffic Systems Management Center (TSMC) was updated during this project in order to handle the shift made by the TSMC from a 1700 loop surveillance system to a 2200 loop system. Special computer programs were also written to provide specialized summary statistics for key stations. The new software allowed statistics for key stations to be collected and summarized during data transfer. The entire transfer retrieval system was streamlined during the Telecom project to reduce costs. Finally, freeway incident analysis was performed with a data set to demonstrate the use of the new system for TSM research.
Authors:
Nihan,N. L.
Keywords:
analysis, computer, computer program, cost, costs, data, data management, data transfer, freeway, freeway surveillance and control, incident, management, program, ramp metering, research, software, statistics, surveillance, systems, telecommunications, telecommunications link, traffic, traffic systems management, transportation systems management, TSM, Washington, WSDOT
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| Sorensen,H. | WA-RD 084.1 | Determination of the Capability of a Side Bearing Block Foundation as a Fixed Support to Resist Overturning | 1986 |
Abstract:
A side bearing block foundation is used to resist overturning moments and lateral forces. Theoretical and experimental investigations were made to determine the ultimate moment capacity of a reinforced concrete footing subjected to vertical and horizontal loads and an overturning moment. The theoretical ultimate moment capacity was assumed to occur when the ultimate soil resistance was reached along the side bearing walls. It was found the resultant friction force at the base of the foundation greatly influenced the foundation to resist an overturning moment. The experimental ultimate moment capacity was determined from a deflection curve obtained from field data. A theoretical ultimate moment capacity was determined with the use of a finite el computer The results each of the three determinations were in acceptable agreement. Recommendations for further are made.
Authors:
Sorensen,H., Toreh,R.
Keywords:
base, computer, concrete, data, experimental, finite element, footing, forces, foundation, foundations, friction, loads, overturning, piles, reinforced concrete, resistance, soil, soil mechanics, soil pressure, stability, walls
A side bearing block foundation is used to resist overturning moments and lateral forces. Theoretical and experimental investigations were made to determine the ultimate moment capacity of a reinforced concrete footing subjected to vertical and horizontal loads and an overturning moment. The theoretical ultimate moment capacity was assumed to occur when the ultimate soil resistance was reached along the side bearing walls. It was found the resultant friction force at the base of the foundation greatly influenced the foundation to resist an overturning moment. The experimental ultimate moment capacity was determined from a deflection curve obtained from field data. A theoretical ultimate moment capacity was determined with the use of a finite el computer The results each of the three determinations were in acceptable agreement. Recommendations for further are made.
Authors:
Sorensen,H., Toreh,R.
Keywords:
base, computer, concrete, data, experimental, finite element, footing, forces, foundation, foundations, friction, loads, overturning, piles, reinforced concrete, resistance, soil, soil mechanics, soil pressure, stability, walls
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| Christensen,D. R. | WA-RD 108.1 | Microcomputer Conversion of Washington State Pavement Management System for Cities and Counties | 1986 |
Abstract:
Authors:
Christensen,D. R.
Keywords:
pavement management, pavement, computer
Authors:
Christensen,D. R.
Keywords:
pavement management, pavement, computer
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| Nihan,N. L. | WA-RD 063.1 | Telecommunications Link: Traffic Systems Management Center and University of Washington | 1984 |
Abstract:
This report describes a newly established telecommunications link between Seattle\'s Traffic System Management Center (TSMC) and the University of Washington\'s (UW) Information Retrieval System. Volume data in five-minute intervals collected by the TSMC is transferred to the UW computer system. The reports contains a description of this 1 ink and a User\'s Guide for those who wish to access the data.
Authors:
Nihan,N. L.
Keywords:
computer, data, freeway surveillance, information retrieval, management, seattle, System, systems, telecommunications, telecommunications link, traffic, traffic systems management, traffic volumes, volume, Washington
This report describes a newly established telecommunications link between Seattle\'s Traffic System Management Center (TSMC) and the University of Washington\'s (UW) Information Retrieval System. Volume data in five-minute intervals collected by the TSMC is transferred to the UW computer system. The reports contains a description of this 1 ink and a User\'s Guide for those who wish to access the data.
Authors:
Nihan,N. L.
Keywords:
computer, data, freeway surveillance, information retrieval, management, seattle, System, systems, telecommunications, telecommunications link, traffic, traffic systems management, traffic volumes, volume, Washington
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| Limotti,Brian | WA-RD 042.2 | Response of Washington State Residents to Changing transit conditions 882 | 1984 |
Abstract:
This study was undertaken to measure and assess current transportation behavior, attitudes, and adjustments people have made or are planning to make to cope with higher costs of transportation and energy shortages. A secondary objective was to develop an effective and inexpensive system to collect a sizeable amount of multimodal data for various types of travel from a statistically reliable sample of modal data for various types of travel from a statistically reliable sample of households in the State of Washington. Telephone interviews of approximately 15 minutes in length were conducted with 2,500 households in 1980 and 2,000 homes in 1983, with both samples having a 95 percent confidence level. Residents of metropolitan, urban and rural areas were included. The households interviewed were selected by a random computer search of telephone numbers. Respondents were screened to ensure that an adult member (18 years or older) of the household was interviewed. The questionnaire dealt with the travel habits of the household rather than just the person being interviewed. Travel to work, local travel, long distance travel, recreational travel, use of public transit and other modes of travel, as well as vehicle ownership trends were topics covered in the interviews. The household's travel patterns two years prior to the interview, as well as current behavior and future plans were included. The replies to the questions indicated that people were concerned about transportation problems and were willing to provide detailed facts and opinions about their household's transportation behavior.
Authors:
Limotti,Brian, Iverson,Evan, Jacobson,Robert
Keywords:
attitudes, behavior, computer, condition, cost, costs, data, data collection, Energy, energy shortages, households, interviews, multimodal, planning, public, public transit, Recreational travel, ridership, rural, Surveys, System, transit, transportation, travel, travel patterns, urban, Washington, Washington state
This study was undertaken to measure and assess current transportation behavior, attitudes, and adjustments people have made or are planning to make to cope with higher costs of transportation and energy shortages. A secondary objective was to develop an effective and inexpensive system to collect a sizeable amount of multimodal data for various types of travel from a statistically reliable sample of modal data for various types of travel from a statistically reliable sample of households in the State of Washington. Telephone interviews of approximately 15 minutes in length were conducted with 2,500 households in 1980 and 2,000 homes in 1983, with both samples having a 95 percent confidence level. Residents of metropolitan, urban and rural areas were included. The households interviewed were selected by a random computer search of telephone numbers. Respondents were screened to ensure that an adult member (18 years or older) of the household was interviewed. The questionnaire dealt with the travel habits of the household rather than just the person being interviewed. Travel to work, local travel, long distance travel, recreational travel, use of public transit and other modes of travel, as well as vehicle ownership trends were topics covered in the interviews. The household's travel patterns two years prior to the interview, as well as current behavior and future plans were included. The replies to the questions indicated that people were concerned about transportation problems and were willing to provide detailed facts and opinions about their household's transportation behavior.
Authors:
Limotti,Brian, Iverson,Evan, Jacobson,Robert
Keywords:
attitudes, behavior, computer, condition, cost, costs, data, data collection, Energy, energy shortages, households, interviews, multimodal, planning, public, public transit, Recreational travel, ridership, rural, Surveys, System, transit, transportation, travel, travel patterns, urban, Washington, Washington state
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| Kulkarni,R. B. | WA-RD 062.1 | Feasibility Study of a Pavement Management System for Washington Counties | 1984 |
Abstract:
The feasibility of adopting the Washington State Pavement Management System(WSPMS) for use by Washington counties was established. The WSPMS designoffers a great deal of flexibility for adjusting the system to satisfy thecounties needs. Some modifications to computer programs will be necessaryand can be accomplished with relatively modest effort. The major adjustmentswill be in those counties input data. The only data that are absolutelyessential are those for determining and evaluating pavement condition andthe most cost effective rehabilitation strategies.The state computer system has an adequate storage capacity to support usageof the WSPMS by a large number of counties. Dial-up capability i s availablefor use of WSPMS from remote terminals. Data processing hardware optionsavailable to counties range from no data processing equipment to stand alonecomputer system,A t r i a l demonstration is recommended, Two counties, one large with in-housecomputer f a c i l i t i e s and one small with no or minimal f a c i l i t i e s would bechosen to test the system.Significant. benefits are anticipated from the use of WSPMS. Washingtoncounties desiring to improve the process o f pavement management may findadopting and operating the WSPMS to feasible and desirable.
Authors:
Kulkarni,R. B., Finn,F. N., Lamot,A.
Keywords:
benefit, benefits, computer, computer program, condition, cost, cost effective, counties, data, design, equipment, maintenance, management, management system, Operating, pavement, pavement condition, pavement management, pavement repair, program, rehabilitation, Study, System, Washington, Washington state
The feasibility of adopting the Washington State Pavement Management System(WSPMS) for use by Washington counties was established. The WSPMS designoffers a great deal of flexibility for adjusting the system to satisfy thecounties needs. Some modifications to computer programs will be necessaryand can be accomplished with relatively modest effort. The major adjustmentswill be in those counties input data. The only data that are absolutelyessential are those for determining and evaluating pavement condition andthe most cost effective rehabilitation strategies.The state computer system has an adequate storage capacity to support usageof the WSPMS by a large number of counties. Dial-up capability i s availablefor use of WSPMS from remote terminals. Data processing hardware optionsavailable to counties range from no data processing equipment to stand alonecomputer system,A t r i a l demonstration is recommended, Two counties, one large with in-housecomputer f a c i l i t i e s and one small with no or minimal f a c i l i t i e s would bechosen to test the system.Significant. benefits are anticipated from the use of WSPMS. Washingtoncounties desiring to improve the process o f pavement management may findadopting and operating the WSPMS to feasible and desirable.
Authors:
Kulkarni,R. B., Finn,F. N., Lamot,A.
Keywords:
benefit, benefits, computer, computer program, condition, cost, cost effective, counties, data, design, equipment, maintenance, management, management system, Operating, pavement, pavement condition, pavement management, pavement repair, program, rehabilitation, Study, System, Washington, Washington state
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| Nelson,T. L. | WA-RD 050.3 | Development And Implementation Of Washington State's Pavement System - Executive Summary | 1983 |
Abstract:
This report summarizes the pavement management system developed by WSDOT staff over a period of five years. Included is a description of what the system does in terms of the considerable amount of useful output data produced. A discussion is given on how the system was developed, what the pavement rating procedures involve and cost, what computer requirements are, and what typical data processing costs are. The report concludes with comments on how other agencies can use the Washington State Pavement Management System.
Authors:
Nelson,T. L., LeClerc,R. V.
Keywords:
agencies, computer, cost, costs, data, developed, development, Executive, Executive Summary, management, management system, pavement, pavement data file, pavement management, pavement performance, System, Washington, Washington state, WSDOT
This report summarizes the pavement management system developed by WSDOT staff over a period of five years. Included is a description of what the system does in terms of the considerable amount of useful output data produced. A discussion is given on how the system was developed, what the pavement rating procedures involve and cost, what computer requirements are, and what typical data processing costs are. The report concludes with comments on how other agencies can use the Washington State Pavement Management System.
Authors:
Nelson,T. L., LeClerc,R. V.
Keywords:
agencies, computer, cost, costs, data, developed, development, Executive, Executive Summary, management, management system, pavement, pavement data file, pavement management, pavement performance, System, Washington, Washington state, WSDOT
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| Veress,S. A. | WA-RD 038.1 | Monitoring By Aerial And Terrestrial Photgrammetry 938 | 1979 |
Abstract:
A photogrammetric monitoring method of structural deformation has been developed during the course of this project. The method is based on a combination of aerial and terrestrial photographs.The theoretical experimentation for formulation of computer programs has beendone on mathematical model s. The combination of aerial and terrestrial photographsprovides a 30% increased accuracy if compared to terrestrial photographsonly. Practical experimentation was done on the existing Gabion Wall and itwas indicated that the achievable accuracy is 1/120,000 o f the photographicdistance. The method is flexible if it can be used for monitoring of an$type of structure as well as f o r aerialtriangulation.
Authors:
Veress,S. A., Hatzopoulos,J. N.
Keywords:
computer, computer program, developed, Gabion, model, monitoring, Photogrammetry monitoring, simultaneous adjustment, statistical analysis and space intersection, resection, program, project
A photogrammetric monitoring method of structural deformation has been developed during the course of this project. The method is based on a combination of aerial and terrestrial photographs.The theoretical experimentation for formulation of computer programs has beendone on mathematical model s. The combination of aerial and terrestrial photographsprovides a 30% increased accuracy if compared to terrestrial photographsonly. Practical experimentation was done on the existing Gabion Wall and itwas indicated that the achievable accuracy is 1/120,000 o f the photographicdistance. The method is flexible if it can be used for monitoring of an$type of structure as well as f o r aerialtriangulation.
Authors:
Veress,S. A., Hatzopoulos,J. N.
Keywords:
computer, computer program, developed, Gabion, model, monitoring, Photogrammetry monitoring, simultaneous adjustment, statistical analysis and space intersection, resection, program, project
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| Veress,S. A. | WA-RD 031.1 | Photogrammetric Monitoring Of A Gabion Wall 952 | 1977 |
Abstract:
A photogrammetric monitoring method of structural deformation has been developed during the course of this project. The Gabion Wall which is part of the I-90 project has been used as the site for practical tests of the theorectical development. The monitoring consists of photographing the structure from three camera stations with KA-2 f=24" camera. The camera has been modified to a plate camera to provide the maxium accuracy.The methodology consists of the geodetic determination of the camera location and the orientation and photogrammetric determination of targets (natural and artificial) on the structure. During the course of this project more than 100 target locations were determined by three dimensional coordinates. the maximum error was found to be + 3/4 inch; the average, 1/2 inch. This represents a relative accuracy of from 1/58,00 to 1/120,00 of the photographic distance.Using the actual construction site for research has permitted immediate implementation. The instrumentation as well as the methodology along with the computer program has been transmitted to the Washington State Highway Department and their Photogrammetric Branch has been assisted in the implementation.
Authors:
Veress,S. A., Flint,E. E., Sun,L. L., Jinina,C.
Keywords:
camera, computer, computer program, construction, developed, development, Error, Gabion, highway, methodology, monitoring, Photogrammetry, Gabion Wall, deflection, camera stations, orientation matrices, space intersection space resection, program, project, research, tests, Washington, Washington state
A photogrammetric monitoring method of structural deformation has been developed during the course of this project. The Gabion Wall which is part of the I-90 project has been used as the site for practical tests of the theorectical development. The monitoring consists of photographing the structure from three camera stations with KA-2 f=24" camera. The camera has been modified to a plate camera to provide the maxium accuracy.The methodology consists of the geodetic determination of the camera location and the orientation and photogrammetric determination of targets (natural and artificial) on the structure. During the course of this project more than 100 target locations were determined by three dimensional coordinates. the maximum error was found to be + 3/4 inch; the average, 1/2 inch. This represents a relative accuracy of from 1/58,00 to 1/120,00 of the photographic distance.Using the actual construction site for research has permitted immediate implementation. The instrumentation as well as the methodology along with the computer program has been transmitted to the Washington State Highway Department and their Photogrammetric Branch has been assisted in the implementation.
Authors:
Veress,S. A., Flint,E. E., Sun,L. L., Jinina,C.
Keywords:
camera, computer, computer program, construction, developed, development, Error, Gabion, highway, methodology, monitoring, Photogrammetry, Gabion Wall, deflection, camera stations, orientation matrices, space intersection space resection, program, project, research, tests, Washington, Washington state
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| Badgley,Franklin | WA-RD 012.2 | The Selection and Calibration of Air Quality Diffusion For Washington State Highway Resources | 1976 |
Abstract:
At the request of the Washington State Department of Highways a study was conducted to evaluate three computer models specifically designed to predict carbon monoxide concentration at receptor points along roadways. The models were evaluated on their ability to predict values obtained from a monitoring network established along various roadways in the State of Washington. Monitoring consisted of 12 ground level CO stations, meteorological stations and traffic counters. Traffic speeds were sampled for conformity during peak hours. The final selected models, CALINE and EPA's HIWAY were given calibration factors to be used when calculating Receptor Concentrations for Impact Assessments.
Authors:
Badgley,Franklin, Rossana,T. August, Alsid,Hal F., Lutrick,David
Keywords:
air pollution, air quality, Assessment, calibration, carbon monoxide, computer, Computer Modelin, Concentrations, highway, Highways, impact, model, models, monitoring, quality, roadway, speed, traffic, Transportation Pollution Source, Washington, Washington state
At the request of the Washington State Department of Highways a study was conducted to evaluate three computer models specifically designed to predict carbon monoxide concentration at receptor points along roadways. The models were evaluated on their ability to predict values obtained from a monitoring network established along various roadways in the State of Washington. Monitoring consisted of 12 ground level CO stations, meteorological stations and traffic counters. Traffic speeds were sampled for conformity during peak hours. The final selected models, CALINE and EPA's HIWAY were given calibration factors to be used when calculating Receptor Concentrations for Impact Assessments.
Authors:
Badgley,Franklin, Rossana,T. August, Alsid,Hal F., Lutrick,David
Keywords:
air pollution, air quality, Assessment, calibration, carbon monoxide, computer, Computer Modelin, Concentrations, highway, Highways, impact, model, models, monitoring, quality, roadway, speed, traffic, Transportation Pollution Source, Washington, Washington state
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| Foss,R. N. | WA-RD 024.1 | Noise Barrier Screen Measurement - Single Barriers | 1975 |
Abstract:
This Laboratory has undertaken an extensive series of experimental measurements to determine the effect of barrier screens on the transmission of sound from a point source. By exercising great care in the experimental procedures, the data spread was kept within a narrow band about 1 dB wide. The results of these experiments indicate that the correct attenuation curve (in decibels vs Fresnel number \"NH) for apoint source is given by Fresnells equations. This is an important determination because computer programs based on the widely used National Cooperative Research Program Report 117 use a curve suggested by the work of Maekawa that is lower than Fresnel\'s curve. The results of calculations that convert this point source curve to the incoherent line source (and line source segment) case are also given. The measurements were conducted at two frequencies, 5.19 and 10.019 kHz, and employed a variety of source-to-wall and wall-to-microphone spacings. They were carried out indoors using pulse techniques to eliminate unwanted bounces and reflections.
Authors:
Foss,R. N.
Keywords:
attenuation, barrier, barriers, computer, computer program, data, equations, experimental, Fresenel diffraction, line, noise, Noise supression, program, reflections, research
This Laboratory has undertaken an extensive series of experimental measurements to determine the effect of barrier screens on the transmission of sound from a point source. By exercising great care in the experimental procedures, the data spread was kept within a narrow band about 1 dB wide. The results of these experiments indicate that the correct attenuation curve (in decibels vs Fresnel number \"NH) for apoint source is given by Fresnells equations. This is an important determination because computer programs based on the widely used National Cooperative Research Program Report 117 use a curve suggested by the work of Maekawa that is lower than Fresnel\'s curve. The results of calculations that convert this point source curve to the incoherent line source (and line source segment) case are also given. The measurements were conducted at two frequencies, 5.19 and 10.019 kHz, and employed a variety of source-to-wall and wall-to-microphone spacings. They were carried out indoors using pulse techniques to eliminate unwanted bounces and reflections.
Authors:
Foss,R. N.
Keywords:
attenuation, barrier, barriers, computer, computer program, data, equations, experimental, Fresenel diffraction, line, noise, Noise supression, program, reflections, research
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| Brands,F. | WA-RD 003.5 | Pavement Deflection Measurement Dynamic Phase IV | 1975 |
Abstract:
Tests were conducted on various pavements t o investigate the correlation between measurements obtained using the Impulse Index Computer and pavement condition as determined by other means. Benkelman Beam deflection measurements and Impulse Index measurements are compared along with Washington State Pavement Rating System results. Effect of temperature on the apparent Impulse Index is evaluated..
Authors:
Brands,F., Cook,C. J.
Keywords:
Benkleman beam, computer, condition, Deflection test, impulse index, impulse testing, index, pavement, pavement condition, pavement deflection, pavement evaluation, pavement maintenance, pavements, systems, temperature, tests, Washington, Washington state
Tests were conducted on various pavements t o investigate the correlation between measurements obtained using the Impulse Index Computer and pavement condition as determined by other means. Benkelman Beam deflection measurements and Impulse Index measurements are compared along with Washington State Pavement Rating System results. Effect of temperature on the apparent Impulse Index is evaluated..
Authors:
Brands,F., Cook,C. J.
Keywords:
Benkleman beam, computer, condition, Deflection test, impulse index, impulse testing, index, pavement, pavement condition, pavement deflection, pavement evaluation, pavement maintenance, pavements, systems, temperature, tests, Washington, Washington state
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| Roberts,E. I. | WA-RD 018.2 | Acoustic Barrier Interim Report SR 405, Wilburton Vicinity | 1974 |
Abstract:
On July 14, 1970, an access hearing was held for that section of SR 405 which includes the Wilburton Interchange. This study has shown that there is good correlation between community perception, computer prediction and physical measurement of noise levels and attenuation.Community ResponsesAn opinion questionnaire was sent by the Highway Department in October, 1973 to all the people in the Woodrodge Community who might be affected by the completed noise barrier. Returned questionnaires are shown in Appendix A. Resulsts show that most people living directly behind the barrier have noticed some improvement in the noise level. Since 3 dBA change is barely preceptible by most people, this correlates well with measured attenuation, as the respondents indicating "no change" all resided in areas where less that 3 dBA attenuation was measured. See map #2.The barrier, however, had little effect on truck noise which was expected since low frequency noises are so difficult to attenuate. Low frequency noise waves go over and around most barriers. Dr. Van Ostrand who lives at the south end of the barrier (house number 1513) notices an increase in truck noise which would be similar to a truck coming out of a tunnel. Generally those living directly behind the barrier had evenly divided opinions in the categories of "More", "Same", or "Less" noise from trucks. Only one person indicated technical knowledge about noise and made any specific observation. He indicated noticeable overall improvement but with no change in "spike" noises. Almost everyone returning a questionnaire agreed that the barrier is aesthetically acceptable.
Authors:
Roberts,E. I.
Keywords:
Acousitc, attenuation, barrier, barriers, computer, hearing, highway, Interim, noise, Noise Levels, prediction, Report SR 405, truck, trucks, Wilburton Vicinity
On July 14, 1970, an access hearing was held for that section of SR 405 which includes the Wilburton Interchange. This study has shown that there is good correlation between community perception, computer prediction and physical measurement of noise levels and attenuation.Community ResponsesAn opinion questionnaire was sent by the Highway Department in October, 1973 to all the people in the Woodrodge Community who might be affected by the completed noise barrier. Returned questionnaires are shown in Appendix A. Resulsts show that most people living directly behind the barrier have noticed some improvement in the noise level. Since 3 dBA change is barely preceptible by most people, this correlates well with measured attenuation, as the respondents indicating "no change" all resided in areas where less that 3 dBA attenuation was measured. See map #2.The barrier, however, had little effect on truck noise which was expected since low frequency noises are so difficult to attenuate. Low frequency noise waves go over and around most barriers. Dr. Van Ostrand who lives at the south end of the barrier (house number 1513) notices an increase in truck noise which would be similar to a truck coming out of a tunnel. Generally those living directly behind the barrier had evenly divided opinions in the categories of "More", "Same", or "Less" noise from trucks. Only one person indicated technical knowledge about noise and made any specific observation. He indicated noticeable overall improvement but with no change in "spike" noises. Almost everyone returning a questionnaire agreed that the barrier is aesthetically acceptable.
Authors:
Roberts,E. I.
Keywords:
Acousitc, attenuation, barrier, barriers, computer, hearing, highway, Interim, noise, Noise Levels, prediction, Report SR 405, truck, trucks, Wilburton Vicinity
| Klasell,J. A. | WA-RD 018.1 | Acoustical Barrier Noise Characteristics Research Project, HR 535 HR 475 | 1974 |
Abstract:
This study was chiefly aimed at determining if a standard precast concrete median barrier placed on a highway shoulder in a fill section, would be effective in reducing highway traffic noise outside of the roadway prism. Secondly, it attacked the question of whether the current computer noise prediction program was giving accurate values.The first phase of the study consisted of collecting noise and traffic measurements in the field, first without and then with a median barrier, at two selected test sites. Next, the geometry of the test sites and field traffic data were entered into the computer program and the predicted noise levels obtained.The second phase consisted of comparing these two sets of data to determine the accuracy of the computer program and the amount of sound reduction, if any, due to the median barrier.The results indicated that the highway traffic noise was dominated by truck generated noise. It was therefore concluded that a standard median barrier will not provide a significant amount of sound reduction, outside of the roadway prism, when placed on a highway shoulder in a fill section. The results also indicated that the current computer noise prediction program will calculate noise levels that are usually higher than actually exist.
Authors:
Klasell,J. A., Butler,B. W.
Keywords:
Acoustical barrier, barrier attenuation, computer, computer program, concrete, data, ground attenuation, highway, median, median barrier, noise, Noise Levels, precast, precast concrete, prediction, program, research, roadway, traffic, traffic data, traffic noise, truck, wind, wind noise, barrier, project
This study was chiefly aimed at determining if a standard precast concrete median barrier placed on a highway shoulder in a fill section, would be effective in reducing highway traffic noise outside of the roadway prism. Secondly, it attacked the question of whether the current computer noise prediction program was giving accurate values.The first phase of the study consisted of collecting noise and traffic measurements in the field, first without and then with a median barrier, at two selected test sites. Next, the geometry of the test sites and field traffic data were entered into the computer program and the predicted noise levels obtained.The second phase consisted of comparing these two sets of data to determine the accuracy of the computer program and the amount of sound reduction, if any, due to the median barrier.The results indicated that the highway traffic noise was dominated by truck generated noise. It was therefore concluded that a standard median barrier will not provide a significant amount of sound reduction, outside of the roadway prism, when placed on a highway shoulder in a fill section. The results also indicated that the current computer noise prediction program will calculate noise levels that are usually higher than actually exist.
Authors:
Klasell,J. A., Butler,B. W.
Keywords:
Acoustical barrier, barrier attenuation, computer, computer program, concrete, data, ground attenuation, highway, median, median barrier, noise, Noise Levels, precast, precast concrete, prediction, program, research, roadway, traffic, traffic data, traffic noise, truck, wind, wind noise, barrier, project
| Hou,Cheng-Yeh | WA-RD 010.1 | Adaptation Of Analytical and Semi-Analytical Numerical Photogrammetry Methods Into Numerical Routines In Highways Photog... | 1973 |
Abstract:
Semi-analytical, analytical, and analogical aerotriangulation methods, procedures, instructions, and recommendations are explained in detail.Acceptable accuracies, required technical operator skill, operational time requirements, and instructions for adoption of semi-analytical aerotriangulation into the Photogrammetric Department are shown. Computer programs for space resection, linear transformation, and model connection procedures are included.
Authors:
Hou,Cheng-Yeh
Keywords:
Aerotriangulation, computer, computer program, highway, Highways, model, program, Semi-analytical, analytical, analogical, linear transformation, lens distortion, film distortion, space resection, level method
Semi-analytical, analytical, and analogical aerotriangulation methods, procedures, instructions, and recommendations are explained in detail.Acceptable accuracies, required technical operator skill, operational time requirements, and instructions for adoption of semi-analytical aerotriangulation into the Photogrammetric Department are shown. Computer programs for space resection, linear transformation, and model connection procedures are included.
Authors:
Hou,Cheng-Yeh
Keywords:
Aerotriangulation, computer, computer program, highway, Highways, model, program, Semi-analytical, analytical, analogical, linear transformation, lens distortion, film distortion, space resection, level method
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| Hou,Cheng-Yeh | WA-RD 001.1 | Aerotriangulation Analysis and Control Point Error Detection | 1972 |
Abstract:
A major problem faced by personnel responsible for manipulating aerotriangulation data through transformation and adjustment programs in an electronic computer is that of isolating and detecting blunders and other erroneous data. This study created an automated data analysis and rejection program to reduce the turn around time from initial entry to certification of the final adjustment. Parameters for establishing the smallest detectable errors for rejection were determined by analyses of error sources in ground control surveys, aerial photography, and aerotriangulation theory and operations. Some seldom considered theorectical and practical error sources in ground control surveys are discussed and resolved. The data rejection program chart is listed in the appendix.
Authors:
Hou,Cheng-Yeh
Keywords:
aerial photography, analysis, computer, control, data, detection, error detection, program, Standard error, solar altitude, linear transformation, strip adjustment, aerotriangulation, deflection of vertical, refraction in precise leveling, second term, double summation, image motion, film distortion, flight height, survey
A major problem faced by personnel responsible for manipulating aerotriangulation data through transformation and adjustment programs in an electronic computer is that of isolating and detecting blunders and other erroneous data. This study created an automated data analysis and rejection program to reduce the turn around time from initial entry to certification of the final adjustment. Parameters for establishing the smallest detectable errors for rejection were determined by analyses of error sources in ground control surveys, aerial photography, and aerotriangulation theory and operations. Some seldom considered theorectical and practical error sources in ground control surveys are discussed and resolved. The data rejection program chart is listed in the appendix.
Authors:
Hou,Cheng-Yeh
Keywords:
aerial photography, analysis, computer, control, data, detection, error detection, program, Standard error, solar altitude, linear transformation, strip adjustment, aerotriangulation, deflection of vertical, refraction in precise leveling, second term, double summation, image motion, film distortion, flight height, survey
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| Hou,Cheng-Yeh | WA-RD 001.1A | Aerotriangulation Analysis and Contrl Point Error Detection - Executive Summary | 1972 |
Abstract:
A major problem faced by personnel responsible for manipulating aerotriangulation data through transformation and adjustment programs in an electronic computer is that of isolating and detecting blunders and other erroneous data. This study created an automated data analysis and rejection program to reduce the turn around time from initial entry to certification of the final adjustment. Parameters for establishing the smallest detectable errors for rejection were determined by analyses of error sources in ground control surveys, aerial photography, and aerotriangulation theory and operations. Some seldom considered theorectical and practical error sources in ground control surveys are discussed and resolved. The data rejection program chart is listed in the appendix
Authors:
Hou,Cheng-Yeh
Keywords:
aerial photography, Aerotriangulation, analysis, analysis and control, computer, control, data, detection, Error, error detection, Executive, program, survey
A major problem faced by personnel responsible for manipulating aerotriangulation data through transformation and adjustment programs in an electronic computer is that of isolating and detecting blunders and other erroneous data. This study created an automated data analysis and rejection program to reduce the turn around time from initial entry to certification of the final adjustment. Parameters for establishing the smallest detectable errors for rejection were determined by analyses of error sources in ground control surveys, aerial photography, and aerotriangulation theory and operations. Some seldom considered theorectical and practical error sources in ground control surveys are discussed and resolved. The data rejection program chart is listed in the appendix
Authors:
Hou,Cheng-Yeh
Keywords:
aerial photography, Aerotriangulation, analysis, analysis and control, computer, control, data, detection, Error, error detection, Executive, program, survey
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| Hou,Cheng-Yeh | WA-RD 001 | Aerotriangulation Analysis and Control Point Error Detection | 1972 |
Abstract:
A major problem faced by personnel responsible for manipulating aerotriangulation data through transformation and adjustment programs in an electronic computer is that of isolating and detecting blunders and other erroneous data. This study created an automated data analysis and rejection program to reduce the turn around time from initial entry to certification of the final adjustment. Parameters for establishing the smallest detectable errors for rejection were determined by analyses of error sources in ground control surveys, aerial photography, and aerotriangulation theory and operations. Some seldom considered theorectical and practical error sources in ground control surveys are discussed and resolved. The data rejection program chart is listed in the appendix.
Authors:
Hou,Cheng-Yeh
Keywords:
aerial photography, analysis, computer, control, data, detection, error detection, program, Standard error, solar altitude, linear transformation, strip adjustment, aerotriangulation, deflection of vertical, refraction in precise leveling, second term, double summation, image motion, film distortion, flight height, survey
A major problem faced by personnel responsible for manipulating aerotriangulation data through transformation and adjustment programs in an electronic computer is that of isolating and detecting blunders and other erroneous data. This study created an automated data analysis and rejection program to reduce the turn around time from initial entry to certification of the final adjustment. Parameters for establishing the smallest detectable errors for rejection were determined by analyses of error sources in ground control surveys, aerial photography, and aerotriangulation theory and operations. Some seldom considered theorectical and practical error sources in ground control surveys are discussed and resolved. The data rejection program chart is listed in the appendix.
Authors:
Hou,Cheng-Yeh
Keywords:
aerial photography, analysis, computer, control, data, detection, error detection, program, Standard error, solar altitude, linear transformation, strip adjustment, aerotriangulation, deflection of vertical, refraction in precise leveling, second term, double summation, image motion, film distortion, flight height, survey
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| Brands,F. | WA-RD 003.3 | Pavement Deflection Measurement Dynamic Phase II Impluse computer Section I, Suitcase 1016 | 1972 |
Abstract:
The development of the Impulse Index as an indicator of pavement condition has been previously described in a report of the College of Engineering Research Division of Washington State University entitled, "Pavement Deflection Measurement-Dynamic-A Feasibility Study, Final Report," June 1970, by Frank W. Brands, P.E. and John C. Cook, P.E. To implement the convenient acquisition of the Impulse Index, a self-contained hand-carriable "Impulse Index Computer" was to be designed and built; The unit is especially adapted for demonstration purposes and for determining the Impulse Index at specific locations. This report describes the Impulse Index Computer which has been built. Some illustrative test results are also included.
Authors:
Brands,F., Cook,C. J.
Keywords:
computer, condition, development, impulse index, index, Non-destructive tests, pavement, pavement condition, pavement deflection, pavement evaluation, Portable tester, research, Washington, Washington state
The development of the Impulse Index as an indicator of pavement condition has been previously described in a report of the College of Engineering Research Division of Washington State University entitled, "Pavement Deflection Measurement-Dynamic-A Feasibility Study, Final Report," June 1970, by Frank W. Brands, P.E. and John C. Cook, P.E. To implement the convenient acquisition of the Impulse Index, a self-contained hand-carriable "Impulse Index Computer" was to be designed and built; The unit is especially adapted for demonstration purposes and for determining the Impulse Index at specific locations. This report describes the Impulse Index Computer which has been built. Some illustrative test results are also included.
Authors:
Brands,F., Cook,C. J.
Keywords:
computer, condition, development, impulse index, index, Non-destructive tests, pavement, pavement condition, pavement deflection, pavement evaluation, Portable tester, research, Washington, Washington state
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| Brands,F. | WA-RD 003.4 | Pavement Deflection Measurement Dynamic Phase III WSU Impulse Computer Section II, Vehicle 1017 | 1972 |
Abstract:
Implementation of automatic data acquisition using impulse techniques requires the development of a mechanical device to set an instrument package on the pavement, deliver an impulse of energy, and retrieve the instrument package. This is to be accomplished automatically with the vehicle proceeding down the highway.This report describes developments toward an improved system for accomplishing the desired results. The system employs a cleated belt supported by dual wheels in the configuration of a V- belt, which carries the instruments. A pneumatic chamber, which delivers an impulse of energy to the pavement and its supporting linkage, is also described. A bibliography of previous reports on impulse techniques of pavement testing is included.
Authors:
Brands,F., Cook,C. J.
Keywords:
computer, data, development, Energy, ITS, linkage, Non-destructive tests, pavement, pavement condition, pavement deflection, pavement evaluation, Portable tester
Implementation of automatic data acquisition using impulse techniques requires the development of a mechanical device to set an instrument package on the pavement, deliver an impulse of energy, and retrieve the instrument package. This is to be accomplished automatically with the vehicle proceeding down the highway.This report describes developments toward an improved system for accomplishing the desired results. The system employs a cleated belt supported by dual wheels in the configuration of a V- belt, which carries the instruments. A pneumatic chamber, which delivers an impulse of energy to the pavement and its supporting linkage, is also described. A bibliography of previous reports on impulse techniques of pavement testing is included.
Authors:
Brands,F., Cook,C. J.
Keywords:
computer, data, development, Energy, ITS, linkage, Non-destructive tests, pavement, pavement condition, pavement deflection, pavement evaluation, Portable tester
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| Krukar,M. | WA-RD 015.5 | Pavement Research At WSU Volume No. 5 - Evaluation and Analysis of Results From Experimental Rings No. 1-4 1020 | 1971 |
Abstract:
The purpose of this study was threefold: (1) Develop empirical equivalencies from all four rings, (2) develop a design method for overlays based on field deflections; and (3) evaluate the validity of data obtained from instrumentations in terms of n-layer elastic theory and then develop theoretical equivalencies.This was done. Field equivalencies were developed and they indicated that superiority of the treated base materials over the untreated. A design method was developed which could be used for predicting when an overlay was needed and what thickness was needed to withstand certain equivalent wheel loads and deflections.Using computer programs for n-layer elastic theory developed by Chevron Research Company, deflection stresses and strains were computed and compared with field data. Assumptions about the material behavior and condition were made based on laboratory data obtained from The Asphalt Institute and field knowledge, and were used to help predict the behavior of pavements. The results were encouraging and indicate that field measurements generally were comparable with elastic layer theory predictions. This will help to develop and modify existing design limits for stresses, strains and deflection for future work.Equivalencies based on theoretical deflections, stresses and strains indicate the difficulty of assigning precise values. These values also indicate the superiority of treated materials over the untreated materials.
Authors:
Krukar,M., Cook,J. C.
Keywords:
analysis, asphalt, base, base materials, behavior, computer, computer program, condition, data, design, equivalencies, evaluation, experimental, loads, materials, overlay, overlays, pavement, pavements, prediction, program, research, strains, stresses, volume, wheel load
The purpose of this study was threefold: (1) Develop empirical equivalencies from all four rings, (2) develop a design method for overlays based on field deflections; and (3) evaluate the validity of data obtained from instrumentations in terms of n-layer elastic theory and then develop theoretical equivalencies.This was done. Field equivalencies were developed and they indicated that superiority of the treated base materials over the untreated. A design method was developed which could be used for predicting when an overlay was needed and what thickness was needed to withstand certain equivalent wheel loads and deflections.Using computer programs for n-layer elastic theory developed by Chevron Research Company, deflection stresses and strains were computed and compared with field data. Assumptions about the material behavior and condition were made based on laboratory data obtained from The Asphalt Institute and field knowledge, and were used to help predict the behavior of pavements. The results were encouraging and indicate that field measurements generally were comparable with elastic layer theory predictions. This will help to develop and modify existing design limits for stresses, strains and deflection for future work.Equivalencies based on theoretical deflections, stresses and strains indicate the difficulty of assigning precise values. These values also indicate the superiority of treated materials over the untreated materials.
Authors:
Krukar,M., Cook,J. C.
Keywords:
analysis, asphalt, base, base materials, behavior, computer, computer program, condition, data, design, equivalencies, evaluation, experimental, loads, materials, overlay, overlays, pavement, pavements, prediction, program, research, strains, stresses, volume, wheel load
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| Rossano,A. T. | WA-RD 012.3 | Acoustic Radar and Its Applicability To Highway Air Pollution Studies 1032 |
Abstract:
At the request of the Washington Department of Highways two studies have been conducted by a team of specialists at the University of Washington Air Resources Program to determine the applicability of the Acoustic Radar to air quality modeling to mobile sources.At the request of the Washington Department of Highways two studies have been conducted by a team of specialists at the University of Washington Air Resources Program to determine the applicability of the Acoustic Radar to air quality modeling of mobile sources. Following an exploratory investigation, a comprehensive study was undertaken in which the atmospheric structure was measured by a modified Monostatic Acoustic Radar and the derived stability conditions were compared with the commonly used Pasquill-Turner stability classes, which are based on empirical data. This comprehensive study was performed over a three month period in the fall of 1976, when an unusually persistent air stagnation existed in the study area caused by a stationary high pressure system over the entire Northwest.The Evergreen Point Floating Bridge Toll Plaza in Bellevue, Washington was selected for test location.The carbon monoxide (CO) concentrations were measured at six strategically located sampling points and then compared with the computer model predictions utilizing atmospheric stability data derived by both the Pasquill-Turner and the Radar echo methods. The results indicated that the Acoustic Radar method of determining D & E stability classes is a more realistic approach than that of the Pasquill-Turner Method. Furthermore, the Radar method can also provide continuous remote sensing and recordings of atmospheric parameters. The variation of the inversion height, as measured by the Radar echoes has shown a reasonably good correlation with the variation of the measured CO concentration.
Authors:
Rossano,A. T., Badgley,F. I., Juhasz,P. C., Bang,G., Carsey,F.
Keywords:
Acoustic Radar, air pollution, air quality, Air Quality Modeling, bridge, carbon monoxide, Carbon Monoxide Perdictions, computer, Concentrations, condition, data, floating bridge, highway, Highways, ITS, model, modeling, prediction, pressure, program, quality, remote sensing, Remote Sensing Atmospheric Structur, sampling, stability, Transportation Pollutio, Washington
At the request of the Washington Department of Highways two studies have been conducted by a team of specialists at the University of Washington Air Resources Program to determine the applicability of the Acoustic Radar to air quality modeling to mobile sources.At the request of the Washington Department of Highways two studies have been conducted by a team of specialists at the University of Washington Air Resources Program to determine the applicability of the Acoustic Radar to air quality modeling of mobile sources. Following an exploratory investigation, a comprehensive study was undertaken in which the atmospheric structure was measured by a modified Monostatic Acoustic Radar and the derived stability conditions were compared with the commonly used Pasquill-Turner stability classes, which are based on empirical data. This comprehensive study was performed over a three month period in the fall of 1976, when an unusually persistent air stagnation existed in the study area caused by a stationary high pressure system over the entire Northwest.The Evergreen Point Floating Bridge Toll Plaza in Bellevue, Washington was selected for test location.The carbon monoxide (CO) concentrations were measured at six strategically located sampling points and then compared with the computer model predictions utilizing atmospheric stability data derived by both the Pasquill-Turner and the Radar echo methods. The results indicated that the Acoustic Radar method of determining D & E stability classes is a more realistic approach than that of the Pasquill-Turner Method. Furthermore, the Radar method can also provide continuous remote sensing and recordings of atmospheric parameters. The variation of the inversion height, as measured by the Radar echoes has shown a reasonably good correlation with the variation of the measured CO concentration.
Authors:
Rossano,A. T., Badgley,F. I., Juhasz,P. C., Bang,G., Carsey,F.
Keywords:
Acoustic Radar, air pollution, air quality, Air Quality Modeling, bridge, carbon monoxide, Carbon Monoxide Perdictions, computer, Concentrations, condition, data, floating bridge, highway, Highways, ITS, model, modeling, prediction, pressure, program, quality, remote sensing, Remote Sensing Atmospheric Structur, sampling, stability, Transportation Pollutio, Washington
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