TRAC Reports
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| Shen, Q. | 2022 Seattle Commute Survey | 2023 | Commute Seattle |
Abstract:
The Washington State Commute Trip Reduction law requires worksites with 100 or more full-time employees who begin their shift between 6:00 and 9:00 a.m. on weekdays to conduct a biannual commute survey. Commute Seattle has led this survey work since 2010, and in partnership with the Downtown Transportation Alliance, it has used the results to measure progress toward the city\\\'s mobility goals. In 2022, Commute Seattle joined the University of Washington’s Mobility Innovation Center and the Department of Urban Design and Planning to improve and expand upon the survey and evaluate current transportation systems. The results give transportation planners a clearer picture of travel trends in relation to demographic groups, employment types, and housing.
Authors:
Shen, Q., Ashour, L., Moudon, A.V., Treece, B.,
Keywords:
Commute, CTR, Mobility, Telework, Seattle
The Washington State Commute Trip Reduction law requires worksites with 100 or more full-time employees who begin their shift between 6:00 and 9:00 a.m. on weekdays to conduct a biannual commute survey. Commute Seattle has led this survey work since 2010, and in partnership with the Downtown Transportation Alliance, it has used the results to measure progress toward the city\\\'s mobility goals. In 2022, Commute Seattle joined the University of Washington’s Mobility Innovation Center and the Department of Urban Design and Planning to improve and expand upon the survey and evaluate current transportation systems. The results give transportation planners a clearer picture of travel trends in relation to demographic groups, employment types, and housing.
Authors:
Shen, Q., Ashour, L., Moudon, A.V., Treece, B.,
Keywords:
Commute, CTR, Mobility, Telework, Seattle
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| Carter Burgess in association with Wilbur Smith Associates | WA-RD 651.1 | HOT Lane Buffer and Mid-Point Access Design Review Report | 2006 | TRAC/UW |
Abstract:
The purpose of this report is to provide an overview of buffer and midpoint access designs for concurrent flow, high occupancy toll (HOT) lanes that are either in operation or under study and recommended the preferred buffer and access designs for these facilities. HOT lanes are dedicated to transit, carpools and vanpools, but also allow solo drivers to use the facility for a toll when surplus capacity is available. With the application of a HOT lane facility, a single occupant vehicle (SOV) can choose to pay for the use of the surplus capacity in the lanes. Tolls are adjusted to assure that these lanes keep flowing even when the regular lanes are congested. The primary tasks completed for this report include: - Research on non-barrier-separated designs, locations and designs for access points, and enforcement measures through a literature review and survey of other state agency HOT and/or HOV lane designs; - Evaluation of the various design options including safety, cost, and performance; and - Documentation of the findings and design recommendations for future HOT lane facilities in the State of Washington. Based on the information gathered for existing and planned concurrent traffic flow, high occupancy vehicle (HOV) or HOT facilities, this report presents the following recommendations: - A preferred buffer width between a HOT lane and an adjacent general purpose lane of 4 feet, with a minimum recommended width of 2 feet if it is not feasible to provide a 4 foot buffer. - A continuous inside shoulder of 14 feet for enforcement and to serve as a breakdown lane, with a minimum 2-foot inside shoulder recommended to separate the travel lane from any barrier if the ideal width is not feasible. - Midpoint access location openings of 1,000 feet per lane change; with a minimum length of 500 feet. For a combined access (allowing both ingress and egress), the length of the access point should be at least 1,000 feet (twice the minimum acceptable lane change distance of 500 feet).
Authors:
Carter Burgess in association with Wilbur Smith Associates, The Resource Group, Perteet, EnviroIssues, IBI Group, Demich Consulting
Keywords:
high occupancy toll lanes, HOT lanes, buffers, access, median, barriers, high occupancy vehicles, tolls, pricing, State Route 157, Seattle
The purpose of this report is to provide an overview of buffer and midpoint access designs for concurrent flow, high occupancy toll (HOT) lanes that are either in operation or under study and recommended the preferred buffer and access designs for these facilities. HOT lanes are dedicated to transit, carpools and vanpools, but also allow solo drivers to use the facility for a toll when surplus capacity is available. With the application of a HOT lane facility, a single occupant vehicle (SOV) can choose to pay for the use of the surplus capacity in the lanes. Tolls are adjusted to assure that these lanes keep flowing even when the regular lanes are congested. The primary tasks completed for this report include: - Research on non-barrier-separated designs, locations and designs for access points, and enforcement measures through a literature review and survey of other state agency HOT and/or HOV lane designs; - Evaluation of the various design options including safety, cost, and performance; and - Documentation of the findings and design recommendations for future HOT lane facilities in the State of Washington. Based on the information gathered for existing and planned concurrent traffic flow, high occupancy vehicle (HOV) or HOT facilities, this report presents the following recommendations: - A preferred buffer width between a HOT lane and an adjacent general purpose lane of 4 feet, with a minimum recommended width of 2 feet if it is not feasible to provide a 4 foot buffer. - A continuous inside shoulder of 14 feet for enforcement and to serve as a breakdown lane, with a minimum 2-foot inside shoulder recommended to separate the travel lane from any barrier if the ideal width is not feasible. - Midpoint access location openings of 1,000 feet per lane change; with a minimum length of 500 feet. For a combined access (allowing both ingress and egress), the length of the access point should be at least 1,000 feet (twice the minimum acceptable lane change distance of 500 feet).
Authors:
Carter Burgess in association with Wilbur Smith Associates, The Resource Group, Perteet, EnviroIssues, IBI Group, Demich Consulting
Keywords:
high occupancy toll lanes, HOT lanes, buffers, access, median, barriers, high occupancy vehicles, tolls, pricing, State Route 157, Seattle
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| Kopf,J. | WA-RD 619.1 | Measurement of Recurring and Non-Recurring Congestion: Phase 2 | 2005 | TRAC/UW |
Abstract:
In 2003, the Washington State Department of Transportation (WSDOT) initiated a research effort to develop and test a methodology for estimating congestion delay on Seattle area freeways. The initial phase of the research developed a preliminary methodology for both measuring congestion and assigning that congestion to specific lane blocking incidents. In Phase 2 of this study, that methodology was automated and extended to include an examination of the effects of incidents occurring on the shoulders of the freeway, spillback from incident-caused congestion on one freeway that affects a second freeway that feeds traffic onto the initially congested facility, special events, and weather. Because funding for this effort was extremely limited, only three corridors (with both directions analyzed independently) and two months of data were analyzed. The project found that the Phase 1 methodology works well in assigning traffic congestion that occurs in the immediate time frame and geographic location of incidents to those incidents. It also showed that this process can be automated, making the data preparation effort now the primary determinant of the cost of additional work of this kind. Unfortunately, even with the addition of shoulder incidents, special events, and weather to lane blocking events, the automated process is unable to assign a significant proportion of the non-recurring delay occurring on Seattle freeways. The detailed analysis of freeway performance showed that much of the delay caused by specific incidents occurs in places or at times removed from the incident itself. The result is that much of the observed non-recurring delay can not be assigned to specific causes by the current analytical process. New analytical procedures will need to be developed in Phase 3 of this work. The Phase 2 analysis also confirmed that the congestion effects of specific incidents and other traffic disruptions are highly dependent on the background traffic conditions at the time of the disruption. While the Phase 2 analysis did not produce all of the results desired, the additional analyses showed that the summary statistics output from the Phase 2 software are useful as input to other analytical procedures.
Authors:
Kopf,J., Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
congestion causes, freeway performance, traffic congestion, Washington, Washington state, transportation, WSDOT, research, methodology, congestion, seattle, freeway, developed, incident, Study, effects, traffic, facilities, corridors, data, project, cost, analysis, performance, in-place, condition, statistics, software
In 2003, the Washington State Department of Transportation (WSDOT) initiated a research effort to develop and test a methodology for estimating congestion delay on Seattle area freeways. The initial phase of the research developed a preliminary methodology for both measuring congestion and assigning that congestion to specific lane blocking incidents. In Phase 2 of this study, that methodology was automated and extended to include an examination of the effects of incidents occurring on the shoulders of the freeway, spillback from incident-caused congestion on one freeway that affects a second freeway that feeds traffic onto the initially congested facility, special events, and weather. Because funding for this effort was extremely limited, only three corridors (with both directions analyzed independently) and two months of data were analyzed. The project found that the Phase 1 methodology works well in assigning traffic congestion that occurs in the immediate time frame and geographic location of incidents to those incidents. It also showed that this process can be automated, making the data preparation effort now the primary determinant of the cost of additional work of this kind. Unfortunately, even with the addition of shoulder incidents, special events, and weather to lane blocking events, the automated process is unable to assign a significant proportion of the non-recurring delay occurring on Seattle freeways. The detailed analysis of freeway performance showed that much of the delay caused by specific incidents occurs in places or at times removed from the incident itself. The result is that much of the observed non-recurring delay can not be assigned to specific causes by the current analytical process. New analytical procedures will need to be developed in Phase 3 of this work. The Phase 2 analysis also confirmed that the congestion effects of specific incidents and other traffic disruptions are highly dependent on the background traffic conditions at the time of the disruption. While the Phase 2 analysis did not produce all of the results desired, the additional analyses showed that the summary statistics output from the Phase 2 software are useful as input to other analytical procedures.
Authors:
Kopf,J., Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
congestion causes, freeway performance, traffic congestion, Washington, Washington state, transportation, WSDOT, research, methodology, congestion, seattle, freeway, developed, incident, Study, effects, traffic, facilities, corridors, data, project, cost, analysis, performance, in-place, condition, statistics, software
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http://www.wsdot.wa.gov/research/reports/fullreports/619.1.pdf http://wsdot.wa.gov/Research/Reports/600/619.1.htm |
| Inouye,B. | WA-RD 596.1 | Seismic Analysis and Retrofit Study of the SR 99-Spokane Street Over-Crossing | 2004 | TRAC/UW |
Abstract:
The SR99-Spokane Street Over-crossing is located in Seattle, Washington, and was built in the late 1950s. Its construction is mostly of reinforced concrete; the reinforcement detailing is poor by modern seismic standards, particularly with respect to confinement, and the underlying soils are also weak. Furthermore, the structure contains many "outrigger bents", in which columns are displaced from their ideal locations to accommodate passage of railroad tracks beneath the structure. These outrigger bents cause significant asymmetry in the structure that could lead to unusual and undesirable seismic response. In this study, the seismic response of the structure was evaluated analytically and seismic retrofit strategies were developed and evaluated. In a companion experimental study by Washington State University (WSU), the as-existing structure was investigated by testing scale models of representative bents, and one retrofit strategy was also tested. In this report, modeling approaches are discussed in detail, and the results of evaluations of the as-existing structure as well as the retrofit strategies are presented. Some components of the structure (e.g. the deck, the already-jacketed columns and the soil-foundation-structure system) were found to be critical to an accurate determination of response and were therefore modeled in some detail. Site-specific ground motions at three different hazard levels were used. The structure was found to be vulnerable, especially to the 72- and 475-year ground motions. The knee-joints that connect the outrigger beams and columns were found to be the most critical components, and their vulnerability was shown to be influenced by the type of retrofit performed on the outrigger column. Retrofit strategies included some designed to increase the strength and ductility of the components, and some intended to reduce the demands on them.
Authors:
Inouye,B., Lehman,D. E., Stanton,J. F., Kramer,S. L.
Keywords:
columns, concrete, construction, ductility, evaluation, experimental, hazard, ITS, knee-joints, modeling, models, outriggers, reinforced concrete, reinforcement, retrofit, seattle, seismic, seismic response, soil-structure interaction, strength, Washington, Washington state
The SR99-Spokane Street Over-crossing is located in Seattle, Washington, and was built in the late 1950s. Its construction is mostly of reinforced concrete; the reinforcement detailing is poor by modern seismic standards, particularly with respect to confinement, and the underlying soils are also weak. Furthermore, the structure contains many "outrigger bents", in which columns are displaced from their ideal locations to accommodate passage of railroad tracks beneath the structure. These outrigger bents cause significant asymmetry in the structure that could lead to unusual and undesirable seismic response. In this study, the seismic response of the structure was evaluated analytically and seismic retrofit strategies were developed and evaluated. In a companion experimental study by Washington State University (WSU), the as-existing structure was investigated by testing scale models of representative bents, and one retrofit strategy was also tested. In this report, modeling approaches are discussed in detail, and the results of evaluations of the as-existing structure as well as the retrofit strategies are presented. Some components of the structure (e.g. the deck, the already-jacketed columns and the soil-foundation-structure system) were found to be critical to an accurate determination of response and were therefore modeled in some detail. Site-specific ground motions at three different hazard levels were used. The structure was found to be vulnerable, especially to the 72- and 475-year ground motions. The knee-joints that connect the outrigger beams and columns were found to be the most critical components, and their vulnerability was shown to be influenced by the type of retrofit performed on the outrigger column. Retrofit strategies included some designed to increase the strength and ductility of the components, and some intended to reduce the demands on them.
Authors:
Inouye,B., Lehman,D. E., Stanton,J. F., Kramer,S. L.
Keywords:
columns, concrete, construction, ductility, evaluation, experimental, hazard, ITS, knee-joints, modeling, models, outriggers, reinforced concrete, reinforcement, retrofit, seattle, seismic, seismic response, soil-structure interaction, strength, Washington, Washington state
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http://www.wsdot.wa.gov/research/reports/fullreports/596.1.pdf http://wsdot.wa.gov/Research/Reports/500/596.1.htm |
| Ishimaru,J. M. | WA-RD 555.1 | North Seattle Advanced Traffic Management System (NSATMS) Project Evaluation | 2002 | TRAC/UW |
Abstract:
This report documents the findings of the evaluation of the North Seattle Advanced Traffic Management System (NSATMS) Project. The evaluation was originally designed to analyze the potential transportation benefits and costs of a regional arterial traffic data sharing system that would obtain traffic signal system information (volumes, signal timing plans, etc.) from participating agencies and then share the data among those agencies. The operational goal was to allow each agency to make better control decisions by providing it with real-time knowledge of traffic conditions outside of its own control system boundaries. Because of a series of technical and project management issues, the system as originally envisioned was not successfully implemented. As a result, this evaluation does not include an analysis of direct operational benefits. It does, however, include a discussion of the expected institutional benefits, as well as an extensive "lessons learned" section based on the project team's review of the NSATMS effort. Of particular note were the importance of effective and ongoing lines of project communication, and the critical need to properly evaluate the fundamental nature of the project and provide a well-matched project management structure. The lessons learned from this project provide instructive guidelines for those who are contemplating future ITS system development efforts of comparable scope and complexity. Despite the limited successes of the NSATMS effort, the evaluation team found continued support for the regional arterial ATMS concept within the Puget Sound region. Follow-on research that contributes to a better understanding of the benefits, costs, and technical requirements of an arterial traffic management system is desired by many of the project participants.
Authors:
Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
intelligent transportation systems, advanced traffic management systems, arterial signal control systems, traffic control strategies, Archived Data User Services (ADUS), data sharing, evaluation, seattle, advanced traffic management systems, traffic, traffic management, management, management system, transportation, transportation benefit, benefits, benefit, costs, cost, arterial, traffic data, data, volume, control, condition, ITS, project management, analysis, line, development, ATMS, research
This report documents the findings of the evaluation of the North Seattle Advanced Traffic Management System (NSATMS) Project. The evaluation was originally designed to analyze the potential transportation benefits and costs of a regional arterial traffic data sharing system that would obtain traffic signal system information (volumes, signal timing plans, etc.) from participating agencies and then share the data among those agencies. The operational goal was to allow each agency to make better control decisions by providing it with real-time knowledge of traffic conditions outside of its own control system boundaries. Because of a series of technical and project management issues, the system as originally envisioned was not successfully implemented. As a result, this evaluation does not include an analysis of direct operational benefits. It does, however, include a discussion of the expected institutional benefits, as well as an extensive "lessons learned" section based on the project team's review of the NSATMS effort. Of particular note were the importance of effective and ongoing lines of project communication, and the critical need to properly evaluate the fundamental nature of the project and provide a well-matched project management structure. The lessons learned from this project provide instructive guidelines for those who are contemplating future ITS system development efforts of comparable scope and complexity. Despite the limited successes of the NSATMS effort, the evaluation team found continued support for the regional arterial ATMS concept within the Puget Sound region. Follow-on research that contributes to a better understanding of the benefits, costs, and technical requirements of an arterial traffic management system is desired by many of the project participants.
Authors:
Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
intelligent transportation systems, advanced traffic management systems, arterial signal control systems, traffic control strategies, Archived Data User Services (ADUS), data sharing, evaluation, seattle, advanced traffic management systems, traffic, traffic management, management, management system, transportation, transportation benefit, benefits, benefit, costs, cost, arterial, traffic data, data, volume, control, condition, ITS, project management, analysis, line, development, ATMS, research
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http://www.wsdot.wa.gov/research/reports/fullreports/555.1.pdf http://wsdot.wa.gov/Research/Reports/500/555.1.htm |
| Nee,J. | WA-RD 518.1 | Evaluation of the Service Patrol Program in the Puget Sound Region | 2001 | TRAC/UW |
Abstract:
The Service Patrol pilot demonstration in Seattle and Tacoma was managed by the Washington State Department of Transportation (WSDOT) and operated by Washington State Patrol (WSP) cadets and contracted registered tow truck operators (RTTOs). Two other roving services, not funded as part of this pilot effort but included to a limited extent in this evaluation, were the roving patrol service provided by WSDOT on the SR 520 and I-90 floating bridges and the privately sponsored motor assistance vehicle from AAA's RescueVan. The evaluation examines how the similarities and differences among the different service delivery modes (e.g., the intensity of deployment, equipment choices, service delivery, costs) affect the impact of the Service Patrol operation on traffic conditions (e.g., reductions in delay) and the level of motorist satisfaction. This report also discusses feedback by the agencies participating in the Service Patrol program on institutional and operational issues that contribute to or hinder the success of the program. Operational characteristics and operating statistics are reported to convey factors that describe program effectiveness. The results of the study indicate that the use of a combination of service providers has benefits that no single provider can duplicate, and the cost implications of changing the program are small enough that any potential savings would be fairly minor. The pilot project resulted in a variety of intangible benefits, such as improved interagency coordination and cooperation, more efficient utilization of personnel, and a better understanding of each partner's roles and contributions toward congestion relief. The positive viewpoint toward the Service Patrol was uniform, regardless the service mode. Therefore, no significant changes to the existing pilot program are recommended at this time.
Authors:
Nee,J., Hallenbeck,M. E.
Keywords:
service patrols, incident response time, traffic delay, traffic safety, research, seattle, Washington, Washington state, transportation, WSDOT, truck, evaluation, floating bridge, bridges, bridge, costs, cost, traffic, condition, program, statistics, benefits, benefit, congestion
The Service Patrol pilot demonstration in Seattle and Tacoma was managed by the Washington State Department of Transportation (WSDOT) and operated by Washington State Patrol (WSP) cadets and contracted registered tow truck operators (RTTOs). Two other roving services, not funded as part of this pilot effort but included to a limited extent in this evaluation, were the roving patrol service provided by WSDOT on the SR 520 and I-90 floating bridges and the privately sponsored motor assistance vehicle from AAA's RescueVan. The evaluation examines how the similarities and differences among the different service delivery modes (e.g., the intensity of deployment, equipment choices, service delivery, costs) affect the impact of the Service Patrol operation on traffic conditions (e.g., reductions in delay) and the level of motorist satisfaction. This report also discusses feedback by the agencies participating in the Service Patrol program on institutional and operational issues that contribute to or hinder the success of the program. Operational characteristics and operating statistics are reported to convey factors that describe program effectiveness. The results of the study indicate that the use of a combination of service providers has benefits that no single provider can duplicate, and the cost implications of changing the program are small enough that any potential savings would be fairly minor. The pilot project resulted in a variety of intangible benefits, such as improved interagency coordination and cooperation, more efficient utilization of personnel, and a better understanding of each partner's roles and contributions toward congestion relief. The positive viewpoint toward the Service Patrol was uniform, regardless the service mode. Therefore, no significant changes to the existing pilot program are recommended at this time.
Authors:
Nee,J., Hallenbeck,M. E.
Keywords:
service patrols, incident response time, traffic delay, traffic safety, research, seattle, Washington, Washington state, transportation, WSDOT, truck, evaluation, floating bridge, bridges, bridge, costs, cost, traffic, condition, program, statistics, benefits, benefit, congestion
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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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| Trowbridge,A. | WA-RD 415.1 | The Potential for Freight Productivity Improvements Along Urban Corridors | 1996 | TRAC/UW |
Abstract:
The impacts that would result from providing "reserved capacity" for trucks rather than restricting trucks are considered in this study. In the extreme case, trucks would be allowed to travel in a dedicated or exclusive lane. A more moderate approach would be to provide a cooperative dedicated lane in which vehicles such as trucks and buses could share a common lane and yet be separated from general traffic.The study determined the following. Reserved-capacity strategies for trucks would offer (1) nearly $10 million in annual travel time savings for the trucking industry, (2) a savings of about 2.5 minutes per average truck trip (less than 8 percent savings in trip travel time), and (3) almost $30 million in annual travel time savings for single-occupancy vehicles in the Seattle region. The difference in travel times between the reserved-capacity strategy that would add trucks to the existing HOV lanes and the one that would add an exclusive truck lane would be insignificant, providing little justification for the construction of an exclusive truck lane. In all likelihood, the impact of reserved-capacity strategies on safety would be small, depending on the particular reserved capacity strategy. Reserved capacity strategies for trucks would accelerate pavement deterioration in the reserved lanes, but the reduction in the pavement deterioration rates of the general purpose lanes might help to balance future reconstruction costs. Surveys of the general public and subsequent statistical analysis showed considerable resistance to reserved-capacity strategies for trucks. However, this resistance is not unlike that encountered when HOV lanes were first considered.It is the recommendation of this study that the idea of reserved-capacity strategies for trucks continue to be presented to the trucking industry, to the public, and to other impacted agencies for discussion and consideration. The study showed that the adverse impacts of such strategies are easily manageable and there is at least potential for freight-productivity improvements.
Authors:
Trowbridge,A., Nam,D., Mannering,F. L., Carson,J.
Keywords:
agencies, analysis, Annual, buses, construction, corridors, cost, costs, deterioration, exclusive truck lanes, freight, freight mobility, HOV, HOV lanes, impact, impacts, improvement, lanes, pavement, public, reconstruction, research, resistance, safety, seattle, statistical analysis, survey, Surveys, travel, travel time, travel times, truck, trucking, trucks, urban
The impacts that would result from providing "reserved capacity" for trucks rather than restricting trucks are considered in this study. In the extreme case, trucks would be allowed to travel in a dedicated or exclusive lane. A more moderate approach would be to provide a cooperative dedicated lane in which vehicles such as trucks and buses could share a common lane and yet be separated from general traffic.The study determined the following. Reserved-capacity strategies for trucks would offer (1) nearly $10 million in annual travel time savings for the trucking industry, (2) a savings of about 2.5 minutes per average truck trip (less than 8 percent savings in trip travel time), and (3) almost $30 million in annual travel time savings for single-occupancy vehicles in the Seattle region. The difference in travel times between the reserved-capacity strategy that would add trucks to the existing HOV lanes and the one that would add an exclusive truck lane would be insignificant, providing little justification for the construction of an exclusive truck lane. In all likelihood, the impact of reserved-capacity strategies on safety would be small, depending on the particular reserved capacity strategy. Reserved capacity strategies for trucks would accelerate pavement deterioration in the reserved lanes, but the reduction in the pavement deterioration rates of the general purpose lanes might help to balance future reconstruction costs. Surveys of the general public and subsequent statistical analysis showed considerable resistance to reserved-capacity strategies for trucks. However, this resistance is not unlike that encountered when HOV lanes were first considered.It is the recommendation of this study that the idea of reserved-capacity strategies for trucks continue to be presented to the trucking industry, to the public, and to other impacted agencies for discussion and consideration. The study showed that the adverse impacts of such strategies are easily manageable and there is at least potential for freight-productivity improvements.
Authors:
Trowbridge,A., Nam,D., Mannering,F. L., Carson,J.
Keywords:
agencies, analysis, Annual, buses, construction, corridors, cost, costs, deterioration, exclusive truck lanes, freight, freight mobility, HOV, HOV lanes, impact, impacts, improvement, lanes, pavement, public, reconstruction, research, resistance, safety, seattle, statistical analysis, survey, Surveys, travel, travel time, travel times, truck, trucking, trucks, urban
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| De Bolt,P. G. | WA-RD 341.1 | Heavy Vehicles vs. Urban Pavements | 1993 |
Abstract:
An analysis was conducted of the impact that overweight vehicles have and will have on the life of the pavements in the Seattle metropolitan area. The study focuses on major Metro bus routes with both rigid and flexible pavements.Recommendations arc made to mitigate the impact of the higher loads from the bus fleet. These recommendations include route modifications to avoid streets with thinner, under designed pavements, increasing pavement thickness for rebuild or overlaid streets, and the purchase of vehicles, which meet legal axle loads.
Authors:
De Bolt,P. G., Chinn,E.
Keywords:
analysis, axle, bus, buses, heavy vehicles, impact, loads, overweight, pavement, pavement design, pavement service life, pavements, seattle, urban
An analysis was conducted of the impact that overweight vehicles have and will have on the life of the pavements in the Seattle metropolitan area. The study focuses on major Metro bus routes with both rigid and flexible pavements.Recommendations arc made to mitigate the impact of the higher loads from the bus fleet. These recommendations include route modifications to avoid streets with thinner, under designed pavements, increasing pavement thickness for rebuild or overlaid streets, and the purchase of vehicles, which meet legal axle loads.
Authors:
De Bolt,P. G., Chinn,E.
Keywords:
analysis, axle, bus, buses, heavy vehicles, impact, loads, overweight, pavement, pavement design, pavement service life, pavements, seattle, urban
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| Roper,T. H. | WA-RD 243.1 | Thin Overlay, South 154th Street Overcrossing 5/523E Experimental Feature | 1991 |
Abstract:
The Washington State Department of Transportation is conducting experimental field evaluations of selected polymer concrete thin (1/4 inch) overlays. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 24 bridges will be involved in the experiment; eight of these are included in federal participating construction projects as experimental features.A polymer concrete thin overlay, The Conkryl Broadcast System (methlmethacrylate), was applied to the deck of the South 154th Street Overcrossing, Bridge No. 5/523, under Contract No. 3354, SR 405 Tukwila to South Renton HOV Lanes. This bridge is a prestressed girder bridge located on the mainline I-5 at the intersection with I-405 in Seattle, Washington.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, Deck, evaluation, experimental, HOV, HOV lanes, lanes, overlay, overlays, polymer, polymer concrete, prestressed, project, seattle, thin overlay, transportation, Washington, Washington state, WSDOT
The Washington State Department of Transportation is conducting experimental field evaluations of selected polymer concrete thin (1/4 inch) overlays. The polymer concrete material is manufactured by private industry firms and installed on selected bridge decks under standard WSDOT construction contracts. Approximately 24 bridges will be involved in the experiment; eight of these are included in federal participating construction projects as experimental features.A polymer concrete thin overlay, The Conkryl Broadcast System (methlmethacrylate), was applied to the deck of the South 154th Street Overcrossing, Bridge No. 5/523, under Contract No. 3354, SR 405 Tukwila to South Renton HOV Lanes. This bridge is a prestressed girder bridge located on the mainline I-5 at the intersection with I-405 in Seattle, Washington.
Authors:
Roper,T. H., Henley,E. H. Jr
Keywords:
bridge, bridge deck, bridge deck repairs, bridge decks, bridges, concrete, construction, contracts, Deck, evaluation, experimental, HOV, HOV lanes, lanes, overlay, overlays, polymer, polymer concrete, prestressed, project, seattle, thin overlay, transportation, Washington, Washington state, WSDOT
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| Mannering,F. L. | WA-RD 221.2 | Development of Incident Management Systems: The Seattle Case Study | 1991 |
Abstract:
With an increased awareness of the congestion-related impacts resulting from the occurrence of incidents, urban areas across the nation are looking to improve the management of these incidents. Seattle officials were quick to recognize the importance of efficient incident management programs and sought to improve their existing system. This document examines the incident management techniques initially considered for implementation in the Seattle area, the incident management techniques that were actually implemented, the thought processes behind the development of these programs and the overall success of the systems approach as it was applied to the development of the incident management system in the Seattle metropolitan area.
Authors:
Mannering,F. L., Koehne,J.
Keywords:
incident management, seattle, systems approach, alternate route planning, media ties, HAR, VMS, accident investigation sites, equipment storage sites, interagency communication, incident management teams, personnel training programs, total station surveying equipment, traffic management teams
With an increased awareness of the congestion-related impacts resulting from the occurrence of incidents, urban areas across the nation are looking to improve the management of these incidents. Seattle officials were quick to recognize the importance of efficient incident management programs and sought to improve their existing system. This document examines the incident management techniques initially considered for implementation in the Seattle area, the incident management techniques that were actually implemented, the thought processes behind the development of these programs and the overall success of the systems approach as it was applied to the development of the incident management system in the Seattle metropolitan area.
Authors:
Mannering,F. L., Koehne,J.
Keywords:
incident management, seattle, systems approach, alternate route planning, media ties, HAR, VMS, accident investigation sites, equipment storage sites, interagency communication, incident management teams, personnel training programs, total station surveying equipment, traffic management teams
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http://depts.washington.edu/trac/bulkdisk/pdf/224.1.pdf |
| Anderson,K. W. | WA-RD 150.1 | Closed-Circuit Television System for Incident Identification and Verification: I-5, Seattle Freeway System | 1988 |
Abstract:
This report documents the operational success of a closed system television system for incident identification and verification on the Interstate 5 freeway system through the city of Seattle. The CCTV system has proven to be a valuable tool in identifying the nature of incidents and in providing information that will aid in the dispatching of the correct service vehicles and in the warning of motorist of impending delays.
Authors:
Anderson,K. W.
Keywords:
closed circuit, freeway, incident, incident verification, newvicon tube, seattle, surveillance, Televison
This report documents the operational success of a closed system television system for incident identification and verification on the Interstate 5 freeway system through the city of Seattle. The CCTV system has proven to be a valuable tool in identifying the nature of incidents and in providing information that will aid in the dispatching of the correct service vehicles and in the warning of motorist of impending delays.
Authors:
Anderson,K. W.
Keywords:
closed circuit, freeway, incident, incident verification, newvicon tube, seattle, surveillance, Televison
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| Krug,H. O. | WA-RD 103.1 | Highway Advisory Radio | 1987 |
Abstract:
A Highway Advisory Radio (HAR) system was installed on I-90, Snoqualmie Pass to inform motorists of winter driving conditions. Despite numerous operational problems with equipment, the service has been well received by the traveling public. The system was found to have an added benefit during the summer months as an information system to alert motorists of delays or other problems caused by construction activities. The HAR system on Snoqualmie Pass has been expanded and additional systems have been installed in the Seattle area to inform motorists of construction activities.
Authors:
Krug,H. O.
Keywords:
benefit, condition, construction, HAR, highway, Highway Advisory Radio, public, seattle, systems, winter, winter driving
A Highway Advisory Radio (HAR) system was installed on I-90, Snoqualmie Pass to inform motorists of winter driving conditions. Despite numerous operational problems with equipment, the service has been well received by the traveling public. The system was found to have an added benefit during the summer months as an information system to alert motorists of delays or other problems caused by construction activities. The HAR system on Snoqualmie Pass has been expanded and additional systems have been installed in the Seattle area to inform motorists of construction activities.
Authors:
Krug,H. O.
Keywords:
benefit, condition, construction, HAR, highway, Highway Advisory Radio, public, seattle, systems, winter, winter driving
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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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| Zawlocki,K. R. | WA-RD 039.9 | A Survey Of Trace Organics In Highway Runoff In Washington, Interim 929 | 1980 |
Abstract:
Trace organics were surveyed using gas chrornotography coupled to mass spectrometry for highway runoff samples from two Seattle sites . The characterization of the organics exhibited concentrations of aliphatic, aromatic and complex oxygenated compounds. Vehicles, including.exhaust emissions, were concluded to be the source of many of the organics.
Authors:
Zawlocki,K. R., Ferguson,J. F., Mar,B. W.
Keywords:
Concentrations, emissions, highway, highway runoff, Interim, Organics, runoff, seattle, survey, Washington, Water Pollutants, Washington State Monitoring
Trace organics were surveyed using gas chrornotography coupled to mass spectrometry for highway runoff samples from two Seattle sites . The characterization of the organics exhibited concentrations of aliphatic, aromatic and complex oxygenated compounds. Vehicles, including.exhaust emissions, were concluded to be the source of many of the organics.
Authors:
Zawlocki,K. R., Ferguson,J. F., Mar,B. W.
Keywords:
Concentrations, emissions, highway, highway runoff, Interim, Organics, runoff, seattle, survey, Washington, Water Pollutants, Washington State Monitoring
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| Social and Econonomic Planning Section of the WA State Department of Highways | WA-RD 037.1A | Impact Of Highway Improvement On Property Values In Washington 933 | 1980 |
Abstract:
Transportation improvements of all kinds are being evaluated more carefully than ever during the planning stages. This attention to detail is well justified because the implications of such projects transcend the engineering disciplines and have environmental, social , and economic effects of major importance. In the economic area one of the impacts that is of great concern to the public i s the effect of a highway on property values. The purpose of this study is to measure the beneficial and adverse effects of limited- access highways on property values. A need exists in the State of Washington to have current data and analyses concerning this subject that apply specifically to this state . In addition there have been several theoretical developments that allow refinement of previous studies and validation of the results .OverviewThis study analyzed the beneficial effects of a highway on the values of surrounding properties by determining the real estate price trends in areas where a highway was constructed and comparing these trends with those in comparable areas which did not experience such changes. There were four residential areas utilized for parts of this study: Kingsgate east of Lake Washington on 1-405, north King County along 1-5 north of the Seattle city limits , Spokane near the east city limits along 1-90, and the southeast section of Puyallup along SR 512. Because of the lack of an adequate control area f o r the Spokane study, only the other three areas were used for the benefit estimation.
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
benefit, control, counties, data, development, environmental, highway, Highways, impact, impacts, improvement, planning, project, property values, public, seattle, transportation, Washington
Transportation improvements of all kinds are being evaluated more carefully than ever during the planning stages. This attention to detail is well justified because the implications of such projects transcend the engineering disciplines and have environmental, social , and economic effects of major importance. In the economic area one of the impacts that is of great concern to the public i s the effect of a highway on property values. The purpose of this study is to measure the beneficial and adverse effects of limited- access highways on property values. A need exists in the State of Washington to have current data and analyses concerning this subject that apply specifically to this state . In addition there have been several theoretical developments that allow refinement of previous studies and validation of the results .OverviewThis study analyzed the beneficial effects of a highway on the values of surrounding properties by determining the real estate price trends in areas where a highway was constructed and comparing these trends with those in comparable areas which did not experience such changes. There were four residential areas utilized for parts of this study: Kingsgate east of Lake Washington on 1-405, north King County along 1-5 north of the Seattle city limits , Spokane near the east city limits along 1-90, and the southeast section of Puyallup along SR 512. Because of the lack of an adequate control area f o r the Spokane study, only the other three areas were used for the benefit estimation.
Authors:
Social and Econonomic Planning Section of the WA State Department of Highways
Keywords:
benefit, control, counties, data, development, environmental, highway, Highways, impact, impacts, improvement, planning, project, property values, public, seattle, transportation, Washington
| Horner,R. R. | WA-RD 039.3 | Highway Runoff Monitoring: The Initial Year, Interim Report 941 | 1979 |
Abstract:
This report covers the initial 15 months of effort to review the literature, select a prototype site, compare the performance of several automatic sampling devices, and install a prototype sampling site on 1-5 north of Seattle .
Authors:
Horner,R. R., Burges,S. J., Ferguson,J. F., Mar,B. W., Welch,E. B.
Keywords:
highway, highway runoff, Interim, monitoring, performance, review, runoff, sampling, seattle, Water Pollutants, Washington State Monitoring
This report covers the initial 15 months of effort to review the literature, select a prototype site, compare the performance of several automatic sampling devices, and install a prototype sampling site on 1-5 north of Seattle .
Authors:
Horner,R. R., Burges,S. J., Ferguson,J. F., Mar,B. W., Welch,E. B.
Keywords:
highway, highway runoff, Interim, monitoring, performance, review, runoff, sampling, seattle, Water Pollutants, Washington State Monitoring
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| Rossana,T. A. | WA-RD 004.1 | Evergreen Point Bridge Toll Booth Ventilation Study 1006 | 1972 |
Abstract:
At the request of the Washington Department of Highways a comprehensive study was conducted of the exposures of toll collectors to carbon monoxide at the Evergreen Point Bridge spanning Lake Washington between Seattle and Bellevue.The first phase of the study consisted of designing, installing and operating an automatic, continuous carbon monoxide monitoring system to establish typical air quality patterns in and around the toll booths.the second phase consisted of developing a prototype toll booth positive ventilation system. Air, which is introduced through a vertical diffuser situated at one wall of the booth, travels horizontally across the booth and out the door. Parametric studies of sources and rates of ventilation air, diffuser design and other toll booth modifications were conducted in the laboratory. Subsequently these modifications were installed and investigated at an operating booth at the toll plaza. Concentrations of carbon monoxide in the collectors breathing zone were reduced to acceptable levels. Methodologies and results of these systems are described, and design recommendations for the control system are offered.
Authors:
Rossana,T. A., Hall,F. A.
Keywords:
air quality, bridge, carbon monoxide, Concentrations, control, design, exposure, highway, Highways, methodology, monitoring, Operating, quality, seattle, System, systems, travel, Washington
At the request of the Washington Department of Highways a comprehensive study was conducted of the exposures of toll collectors to carbon monoxide at the Evergreen Point Bridge spanning Lake Washington between Seattle and Bellevue.The first phase of the study consisted of designing, installing and operating an automatic, continuous carbon monoxide monitoring system to establish typical air quality patterns in and around the toll booths.the second phase consisted of developing a prototype toll booth positive ventilation system. Air, which is introduced through a vertical diffuser situated at one wall of the booth, travels horizontally across the booth and out the door. Parametric studies of sources and rates of ventilation air, diffuser design and other toll booth modifications were conducted in the laboratory. Subsequently these modifications were installed and investigated at an operating booth at the toll plaza. Concentrations of carbon monoxide in the collectors breathing zone were reduced to acceptable levels. Methodologies and results of these systems are described, and design recommendations for the control system are offered.
Authors:
Rossana,T. A., Hall,F. A.
Keywords:
air quality, bridge, carbon monoxide, Concentrations, control, design, exposure, highway, Highways, methodology, monitoring, Operating, quality, seattle, System, systems, travel, Washington
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| Foss,Rene N. | WA-RD 005.2 | Tire Noise Properties And Two Resurfacing Materials Used By Highway Bridges For Repair Of Wear 1014 | 1972 |
Abstract:
The purpose of this study was to investigate the acoustic effects of two topping materials used on bridges in the Seattle area. One material was applied to the bridge on Interstate-5 which crosses the Duwamish River. It is an English product called Sprag-Grip which is supposed to have very good anti-skid properties, as well as the ability to stick to the road in thin layers thus making it suitable for the repair of worn surfaces. The other material is an epoxy -asphalt mixture which was applied to some sections of the Evergreen Point Floating Bridge over Lake Washington, particularly over sections where worn grating was causing excessive noise. Hopefully, this substance will be capable of long-term sticking in relatively thin layers. Of the two materials, it was found that the epoxy-asphalt topping on the Evergreen Point Floating Bridge was by far the quieter, and, at least as newly applied, proved to be very quiet at the road/tire interface. It is likely that this good acoustic performance is due to the smoothness of the surface rather than directly to the fact that the material contains epoxy. The role of the epoxy would be as an adhesive and to resist wear so that its original acoustic performance could be maintained for a considerable length of time. Spray-Grip, on the other hand, although slightly quieter than the rutted, worn roadway, was not as quiet as the original unworn road surface. Experimental Procedures The primary contribution of a road surface to the noise 'radiating from a vehicle is in the noise emitted at the road/tire interface; therefore, the major thrust of this effort was directed toward measuring this effect. There also were some measurements of community noise levels before and after the resurfacing of the bridges. The tire noise tests were taken on the right rear wheel of a Laboratory station wagon upon which a new tire was mounted (a Pennsylvania Patrol Special, size 8. 55-15). (The tread design and depth of this tire are shown on page 2. ) This tire was mounted on a wheel and used on the vehicle only daring tests. Between tests it was stored so that unnecessary wear would not change its acoustic character-teristics. The noise pickup device was a specially baffled microphone located about 7 inches from the road/tire interface by a bracket holding it on the outside of the tire. One of the major problems in making noise measurements of this type is to have a microphone that will pick up only tire noise and be baffled from wind noise. This problem has been solved by a microphone baffling system especially designed by this Laboratory.
Authors:
Foss,Rene N.
Keywords:
asphalt, bridge, bridges, community noise, design, Epoxy, experimental, floating bridge, highway, ITS, materials, mixture, noise, Noise Levels, noise measurements, performance, repair, roadway, seattle, Study, System, tests, tire, tire noise, Washington, wind, Wind Noise
The purpose of this study was to investigate the acoustic effects of two topping materials used on bridges in the Seattle area. One material was applied to the bridge on Interstate-5 which crosses the Duwamish River. It is an English product called Sprag-Grip which is supposed to have very good anti-skid properties, as well as the ability to stick to the road in thin layers thus making it suitable for the repair of worn surfaces. The other material is an epoxy -asphalt mixture which was applied to some sections of the Evergreen Point Floating Bridge over Lake Washington, particularly over sections where worn grating was causing excessive noise. Hopefully, this substance will be capable of long-term sticking in relatively thin layers. Of the two materials, it was found that the epoxy-asphalt topping on the Evergreen Point Floating Bridge was by far the quieter, and, at least as newly applied, proved to be very quiet at the road/tire interface. It is likely that this good acoustic performance is due to the smoothness of the surface rather than directly to the fact that the material contains epoxy. The role of the epoxy would be as an adhesive and to resist wear so that its original acoustic performance could be maintained for a considerable length of time. Spray-Grip, on the other hand, although slightly quieter than the rutted, worn roadway, was not as quiet as the original unworn road surface. Experimental Procedures The primary contribution of a road surface to the noise 'radiating from a vehicle is in the noise emitted at the road/tire interface; therefore, the major thrust of this effort was directed toward measuring this effect. There also were some measurements of community noise levels before and after the resurfacing of the bridges. The tire noise tests were taken on the right rear wheel of a Laboratory station wagon upon which a new tire was mounted (a Pennsylvania Patrol Special, size 8. 55-15). (The tread design and depth of this tire are shown on page 2. ) This tire was mounted on a wheel and used on the vehicle only daring tests. Between tests it was stored so that unnecessary wear would not change its acoustic character-teristics. The noise pickup device was a specially baffled microphone located about 7 inches from the road/tire interface by a bracket holding it on the outside of the tire. One of the major problems in making noise measurements of this type is to have a microphone that will pick up only tire noise and be baffled from wind noise. This problem has been solved by a microphone baffling system especially designed by this Laboratory.
Authors:
Foss,Rene N.
Keywords:
asphalt, bridge, bridges, community noise, design, Epoxy, experimental, floating bridge, highway, ITS, materials, mixture, noise, Noise Levels, noise measurements, performance, repair, roadway, seattle, Study, System, tests, tire, tire noise, Washington, wind, Wind Noise
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