TRAC Reports
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Search returned 26 reports containing keyword: 'speed'
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| Wang,Y. | WA-RD 656.1 | Improving Truck and Speed Data Using Paired Video and Single-Loop Sensors | 2006 | TRAC/UW |
Abstract:
Real-time speed and truck data are important inputs for modern freeway traffic control and management systems. However, these data are not directly measurable by single-loop detectors. Although dual-loop detectors provide speeds and classified vehicle volumes, there are too few of them on our current freeway systems to meet the practical needs of advanced traffic management systems. This makes it extremely desirable to develop appropriate algorithms to calculate speed and truck volume from single-loop outputs or from video data. To obtain quality estimates of traffic speed and truck volume data, several algorithms were developed and implemented in this study. These algorithms are (1) a speed estimation algorithm based on the region growing mechanism and single-loop measurements; (2) a set of computer –vision-based algorithms for extracting background images from a video sequence, detecting the presence of vehicles, identifying and removing shadows, and calculating pixel-based vehicle lengths for classification; and (3) a speed estimation algorithm that uses paired video and single-loop sensor inputs. These algorithms were implemented in three distinct computer applications. Field-collected video and loop detector data were used to test the algorithms. Our test results indicated that quality speed and truck volume data can be estimated with the proposed algorithms by using single-loop data, video data, or both video and single-loop data. The Video-based Vehicle Detection and Classification (VVDC) system, based on the proposed video image processing algorithms, provides a cost-effective solution for automatic traffic data collection with surveillance video cameras. For locations with both video and single-loop sensors, speed estimates can be improved by combining video data with single-loop data.
Authors:
Wang,Y., Nihan,N. L., Avery,R. P., Zhang,G.
Keywords:
Trucks, data collection, computer vision, loop detectors, vehicle classification, video image processing, speed
Real-time speed and truck data are important inputs for modern freeway traffic control and management systems. However, these data are not directly measurable by single-loop detectors. Although dual-loop detectors provide speeds and classified vehicle volumes, there are too few of them on our current freeway systems to meet the practical needs of advanced traffic management systems. This makes it extremely desirable to develop appropriate algorithms to calculate speed and truck volume from single-loop outputs or from video data. To obtain quality estimates of traffic speed and truck volume data, several algorithms were developed and implemented in this study. These algorithms are (1) a speed estimation algorithm based on the region growing mechanism and single-loop measurements; (2) a set of computer –vision-based algorithms for extracting background images from a video sequence, detecting the presence of vehicles, identifying and removing shadows, and calculating pixel-based vehicle lengths for classification; and (3) a speed estimation algorithm that uses paired video and single-loop sensor inputs. These algorithms were implemented in three distinct computer applications. Field-collected video and loop detector data were used to test the algorithms. Our test results indicated that quality speed and truck volume data can be estimated with the proposed algorithms by using single-loop data, video data, or both video and single-loop data. The Video-based Vehicle Detection and Classification (VVDC) system, based on the proposed video image processing algorithms, provides a cost-effective solution for automatic traffic data collection with surveillance video cameras. For locations with both video and single-loop sensors, speed estimates can be improved by combining video data with single-loop data.
Authors:
Wang,Y., Nihan,N. L., Avery,R. P., Zhang,G.
Keywords:
Trucks, data collection, computer vision, loop detectors, vehicle classification, video image processing, speed
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| Nihan,N. L. | WA-RD 647.1 | Improving Dual-Loop Truck (and Speed) Data: Quick Detection of Malfunctioning Loops and Calculation of Required Adjustme... | 2006 | TRAC/UW |
Abstract:
The capability of measuring vehicle lengths makes dual-loop detectors a potential real-time truck data source for freight movement studies. However, a previous study found that the dual-loop detection system of the Washington State Department of Transportation (WSDOT) was not consistently reporting accurate truck volumes because of its sensitivity setting problems. Specifically, the sensitivity problems found were: (1) sensitivity discrepancies between the two single loops that form a dual-loop detector; and (2) unsuitable sensitivity level settings for both single loops even when discrepancies weren’t significant. Both problems can result in erroneous vehicle length estimates and, consequently, inaccurate truck counts. As an extension of the previous study, this research project developed an algorithm for the identification and correction of such loop sensitivity problems. The algorithm identifies dual-loop sensitivity problems using individual vehicle information extracted from high-resolution loop event data and corrects dual-loop sensitivities through a two-step procedure: 1) remove the sensitivity discrepancy between the two single loops and 2) adjust their sensitivities to the appropriate level. The algorithm was also implemented in a computer application named the Advanced Loop Event Data Analyzer (ALEDA) system for convenient usage. Elimination of dual-loop sensitivity problems enhances the reliability of the dual-loop detection system and improves the quality of truck volume data. The findings and products from this study will help WSDOT obtain more accurate speed and truck volume data from the existing dual-loop detectors.
Authors:
Nihan,N. L., Wang,Y., Cheevarunothai,P.
Keywords:
Loop detectors, speed, data collection, trucks, sensitivity
The capability of measuring vehicle lengths makes dual-loop detectors a potential real-time truck data source for freight movement studies. However, a previous study found that the dual-loop detection system of the Washington State Department of Transportation (WSDOT) was not consistently reporting accurate truck volumes because of its sensitivity setting problems. Specifically, the sensitivity problems found were: (1) sensitivity discrepancies between the two single loops that form a dual-loop detector; and (2) unsuitable sensitivity level settings for both single loops even when discrepancies weren’t significant. Both problems can result in erroneous vehicle length estimates and, consequently, inaccurate truck counts. As an extension of the previous study, this research project developed an algorithm for the identification and correction of such loop sensitivity problems. The algorithm identifies dual-loop sensitivity problems using individual vehicle information extracted from high-resolution loop event data and corrects dual-loop sensitivities through a two-step procedure: 1) remove the sensitivity discrepancy between the two single loops and 2) adjust their sensitivities to the appropriate level. The algorithm was also implemented in a computer application named the Advanced Loop Event Data Analyzer (ALEDA) system for convenient usage. Elimination of dual-loop sensitivity problems enhances the reliability of the dual-loop detection system and improves the quality of truck volume data. The findings and products from this study will help WSDOT obtain more accurate speed and truck volume data from the existing dual-loop detectors.
Authors:
Nihan,N. L., Wang,Y., Cheevarunothai,P.
Keywords:
Loop detectors, speed, data collection, trucks, sensitivity
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| McCormack,E. D. | WA-RD 607.1 | Options for Benchmarking Performance Improvements Achieved from Construction of Freight Mobility Projects | 2005 | TRAC/UW |
Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.
Authors:
McCormack,E. D., Hallenbeck,M. E.
Keywords:
agencies, commercial vehicle, condition, congestion, construction, corridors, cost, costs, data, data collection, design, development, freight, freight mobility, freight movement reliability, global positioning, global positioning systems, GPS, improvement, methodology, mobility, networks, performance, positioning, probe program, project, research, roadway, software, speed, statistics, Study, System, systems, technology, traffic, traffic data, transportation, travel time, truck, truck monitoring, trucks, volume, Washington, Washington state
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.
Authors:
McCormack,E. D., Hallenbeck,M. E.
Keywords:
agencies, commercial vehicle, condition, congestion, construction, corridors, cost, costs, data, data collection, design, development, freight, freight mobility, freight movement reliability, global positioning, global positioning systems, GPS, improvement, methodology, mobility, networks, performance, positioning, probe program, project, research, roadway, software, speed, statistics, Study, System, systems, technology, traffic, traffic data, transportation, travel time, truck, truck monitoring, trucks, volume, Washington, Washington state
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http://www.wsdot.wa.gov/research/reports/fullreports/607.1.pdf http://wsdot.wa.gov/Research/Reports/600/607.1.htm |
| Malone,S. | WA-RD 602.1 | Information Tools to Improve Post-Earthquake Prioritization of WSDOT Bridge Inspections | 2005 | TRAC/UW |
Abstract:
University of Washington researchers developed information tools to increase the speed and efficiency of Washington State Department of Transportation (WSDOT) post-earthquake response and recovery efforts. The researchers upgraded the Pacific Northwest Seismograph Network (PNSN) ground-motion processing software to rapidly generate and disseminate "ShakeMaps," which are maps of earthquake intensity. The researchers also implemented two procedures to estimate the likelihood of slight (or greater) bridge damage; these procedures are based on the intensity of earthquake shaking (obtained from the ShakeMaps) and on each bridge's location, year of construction, and bridge type (obtained from the Washington State Bridge Inventory). The first procedure, developed at the University of Washington, is based on observations of bridge damage from the 2001 Nisqually earthquake. The second procedure is contained in the Federal Emergency Management Agency HAZUS software for predicting the lowest level of damage. Shortly following an earthquake, e-mail and pager alert messages will be sent to WSDOT personnel notifying them of the preliminary earthquake magnitude and epicenter. ShakeMaps and a prioritized list of bridges (ranked by likelihood of bridge damage) will be available on a Web server at the University of Washington and will be pushed to a WSDOT FTP server.
Authors:
Malone,S., Eberhard,M. O., LaBelle,J., Ranf,T.
Keywords:
bridges, damage, earthquakes, fragilities, inspection, ShakeMap, Washington, speed, Washington state, transportation, WSDOT, software, earthquake, bridge, construction, management
University of Washington researchers developed information tools to increase the speed and efficiency of Washington State Department of Transportation (WSDOT) post-earthquake response and recovery efforts. The researchers upgraded the Pacific Northwest Seismograph Network (PNSN) ground-motion processing software to rapidly generate and disseminate "ShakeMaps," which are maps of earthquake intensity. The researchers also implemented two procedures to estimate the likelihood of slight (or greater) bridge damage; these procedures are based on the intensity of earthquake shaking (obtained from the ShakeMaps) and on each bridge's location, year of construction, and bridge type (obtained from the Washington State Bridge Inventory). The first procedure, developed at the University of Washington, is based on observations of bridge damage from the 2001 Nisqually earthquake. The second procedure is contained in the Federal Emergency Management Agency HAZUS software for predicting the lowest level of damage. Shortly following an earthquake, e-mail and pager alert messages will be sent to WSDOT personnel notifying them of the preliminary earthquake magnitude and epicenter. ShakeMaps and a prioritized list of bridges (ranked by likelihood of bridge damage) will be available on a Web server at the University of Washington and will be pushed to a WSDOT FTP server.
Authors:
Malone,S., Eberhard,M. O., LaBelle,J., Ranf,T.
Keywords:
bridges, damage, earthquakes, fragilities, inspection, ShakeMap, Washington, speed, Washington state, transportation, WSDOT, software, earthquake, bridge, construction, management
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http://www.wsdot.wa.gov/research/reports/fullreports/602.1.pdf http://wsdot.wa.gov/Research/Reports/600/602.1.htm |
| Turkiyyah,G. M. | WA-RD 586.1 | Feasibility of Backcalculation Procedures Based on Dynamic FWD Response Data | 2004 | TRAC/UW |
Abstract:
The Falling weight deflectometer test (FWD) is a commonly used method for the evaluation of the structural performance of pavement systems. In the FWD test, a large weight is raised off the ground and dropped onto a rubber loading pad creating an impulse load representative of the real loading imposed by heavy traffic on the pavement. The excitation produced by the loading sets off waves in the pavement and underlying soil. Deflection time histories are gathered by an array of sensors placed at several nearby locations. The traditional method for interpreting the FWD data to backcalculate structural pavement properties, involves extracting the peak deflection from each displacement trace of the sensors (deflection basin) and matching it through an iterative optimization method to the deflections predicted by a static model of the pavement. This approach is computationally efficient; and when the depths of the layers are known, and their properties are largely homogeneous with depth, the procedure is effective in backcalculating layer properties. However, when the depths are uncertain or when the moduli vary within a layer, the static backcalculation scheme may not yield reliable results.The goal of this study is to investigate the feasibility and effectiveness of using the complete time history of the FWD test to overcome some of the limitations of the static backcalculation procedure, and recover pavement layer moduli distribution and thickness. The problem is also formulated as a numerical minimization problem, where the unknowns are the resilient moduli of thin "computational layers" that discretize the profile. Our initial finding is that this optimization formulation regularized by constraints on the magnitude and spatial gradient of the moduli, coupled with a continuation scheme for imposing the regularization terms, can overcome the ill-posedness nature or the original optimization problem. The computational effort for solving this inverse problem, however, is very significant as it requires repeated calls to the expensive forward problem: an elastodynamic simulation in stiff heterogeneous media. Additional work is needed to speed up the forward problem to be able to perform a more comprehensive evaluation with field data.
Authors:
Turkiyyah,G. M.
Keywords:
research, falling weight deflectometer, weight, evaluation, performance, pavement, systems, traffic, data, moduli, profile, speed
The Falling weight deflectometer test (FWD) is a commonly used method for the evaluation of the structural performance of pavement systems. In the FWD test, a large weight is raised off the ground and dropped onto a rubber loading pad creating an impulse load representative of the real loading imposed by heavy traffic on the pavement. The excitation produced by the loading sets off waves in the pavement and underlying soil. Deflection time histories are gathered by an array of sensors placed at several nearby locations. The traditional method for interpreting the FWD data to backcalculate structural pavement properties, involves extracting the peak deflection from each displacement trace of the sensors (deflection basin) and matching it through an iterative optimization method to the deflections predicted by a static model of the pavement. This approach is computationally efficient; and when the depths of the layers are known, and their properties are largely homogeneous with depth, the procedure is effective in backcalculating layer properties. However, when the depths are uncertain or when the moduli vary within a layer, the static backcalculation scheme may not yield reliable results.The goal of this study is to investigate the feasibility and effectiveness of using the complete time history of the FWD test to overcome some of the limitations of the static backcalculation procedure, and recover pavement layer moduli distribution and thickness. The problem is also formulated as a numerical minimization problem, where the unknowns are the resilient moduli of thin "computational layers" that discretize the profile. Our initial finding is that this optimization formulation regularized by constraints on the magnitude and spatial gradient of the moduli, coupled with a continuation scheme for imposing the regularization terms, can overcome the ill-posedness nature or the original optimization problem. The computational effort for solving this inverse problem, however, is very significant as it requires repeated calls to the expensive forward problem: an elastodynamic simulation in stiff heterogeneous media. Additional work is needed to speed up the forward problem to be able to perform a more comprehensive evaluation with field data.
Authors:
Turkiyyah,G. M.
Keywords:
research, falling weight deflectometer, weight, evaluation, performance, pavement, systems, traffic, data, moduli, profile, speed
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http://www.wsdot.wa.gov/research/reports/fullreports/586.1.pdf http://wsdot.wa.gov/Research/Reports/500/586.1.htm |
| Nee,J. | WA-RD 584.2 | HOV Lane Performance Monitoring 2002 Report -- Vol. 1 | 2004 | TRAC/UW |
Abstract:
High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ride sharers and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time, and experiencing greater time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes. HOV lane violation rates are also evaluated. This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2002. It presents an analysis of data collected to describe the number of people and vehicles that use HOV lanes, the reliability of the HOV lanes, the travel time savings in comparison to GP lanes, violation rates and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget sound area, and in planning for other HOV facilities. This is volume 1 of a two-volume set. Volume 2 provides an overview of major trends in HOV lane performance by comparing data presented in the 2000 HOV Performance Report.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
analysis, benefit, benefits, carpool, data, facilities, freeway, GP lanes, high occupancy, high occupancy vehicle, HOV, HOV facilities, HOV lanes, HOV performance, monitoring, occupancy, performance, performance monitoring, planning, policy, public, reliability, research, speed, transit, transportation, travel time, violation, volume
High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ride sharers and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time, and experiencing greater time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes. HOV lane violation rates are also evaluated. This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2002. It presents an analysis of data collected to describe the number of people and vehicles that use HOV lanes, the reliability of the HOV lanes, the travel time savings in comparison to GP lanes, violation rates and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget sound area, and in planning for other HOV facilities. This is volume 1 of a two-volume set. Volume 2 provides an overview of major trends in HOV lane performance by comparing data presented in the 2000 HOV Performance Report.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
analysis, benefit, benefits, carpool, data, facilities, freeway, GP lanes, high occupancy, high occupancy vehicle, HOV, HOV facilities, HOV lanes, HOV performance, monitoring, occupancy, performance, performance monitoring, planning, policy, public, reliability, research, speed, transit, transportation, travel time, violation, volume
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http://www.wsdot.wa.gov/research/reports/fullreports/584.2.pdf http://wsdot.wa.gov/Research/Reports/500/584.2.htm |
| McCormack,E. D. | Options for Benchmarking Performance Improvements Achieved from Construction of Freight Mobility Strategic Investment Bo... | 2004 | TRAC/UW |
Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by the Freight Mobility Strategic Investment Board (FMSIB.) The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, which would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed FMSIB projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks traveling in Washington. These transponders are used at weigh stations across the state to improve the efficiency of truck regulatory compliance checks. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks recruited for this project to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion. By aggregating this information over time, it was possible to generate performance statistics related to the reliability of truck trips, and even examine changes in route choice for trips between high volume origin/destination pairs. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition significantly affects whether the transponder and GPS technologies will be effective at collecting the data required for any given FMSIB benchmark project . The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.
Authors:
McCormack,E. D., Hallenbeck,M. E.
Keywords:
freight movement reliability, truck monitoring, development, data, data collection, methodology, cost, truck, roadway, corridors, freight, freight mobility, mobility, design, performance, speed, volume, commercial vehicle, networks, trucks, Washington, software, travel time, probe, global positioning, global positioning systems, positioning, systems, GPS, congestion, statistics, reliability, condition, traffic, traffic data, program, costs
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by the Freight Mobility Strategic Investment Board (FMSIB.) The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, which would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed FMSIB projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks traveling in Washington. These transponders are used at weigh stations across the state to improve the efficiency of truck regulatory compliance checks. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks recruited for this project to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion. By aggregating this information over time, it was possible to generate performance statistics related to the reliability of truck trips, and even examine changes in route choice for trips between high volume origin/destination pairs. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition significantly affects whether the transponder and GPS technologies will be effective at collecting the data required for any given FMSIB benchmark project . The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.
Authors:
McCormack,E. D., Hallenbeck,M. E.
Keywords:
freight movement reliability, truck monitoring, development, data, data collection, methodology, cost, truck, roadway, corridors, freight, freight mobility, mobility, design, performance, speed, volume, commercial vehicle, networks, trucks, Washington, software, travel time, probe, global positioning, global positioning systems, positioning, systems, GPS, congestion, statistics, reliability, condition, traffic, traffic data, program, costs
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| Kristof,T. | WA-RD 597.1 | Assessing the Benefits of Traveler and Transportation Information Systems | 2004 | TRAC/UW |
Abstract:
The goal of advanced traveler information systems (ATIS) is to provide travelers with information that will facilitate their decisions concerning route choice, departure time, trip delay or elimination, and mode of transportation. The benefits of ATIS projects can be evaluated through field studies, simulation software, and surveys. An evaluation method called the ITS Deployment Analysis System (IDAS) is suggested for use by the Washington State Department of Transportation (WSDOT). IDAS is a "sketch" planning tool intended for screening and prioritizing all intelligent transportation systems (ITS) projects (not just ATIS projects). The software evaluates a number of benefits. These are determined by changes attributable to the deployment of ITS in vehicle miles traveled (VMT), vehicle hours traveled (VHT), volume-capacity (v/c) ratios, and vehicle speeds throughout a given network. The IDAS evaluation depends on a number of assumptions that affect the calculations of costs and benefits. The IDAS developers recommend that these assumptions be inspected by local agencies and adjusted to better represent local conditions. The assumptions about the impacts on VMT, VHT, v/c ratios, and vehicle speed are particularly important. Consequently, suggestions are made within this report for adjustments that WSDOT should make to these default values. These values will allow the WSDOT to successfully employ IDAS for ATIS evaluation.
Authors:
Kristof,T., Lowry,M., Rutherford,G. S.
Keywords:
advanced traveler information systems, agencies, analysis, Assessing, ATIS, ATIS benefits, ATIS evaluation, benefit, benefits, condition, cost, costs, Deployment, evaluation, IDAS, impact, impacts, information systems, Intelligent transportation system, intelligent transportation systems, ITS, ITS Deployment Analysis System, planning, prioritizing, project, research, software, speed, Study, survey, Surveys, System, systems, transportation, traveler information, Washington, Washington state, WSDOT
The goal of advanced traveler information systems (ATIS) is to provide travelers with information that will facilitate their decisions concerning route choice, departure time, trip delay or elimination, and mode of transportation. The benefits of ATIS projects can be evaluated through field studies, simulation software, and surveys. An evaluation method called the ITS Deployment Analysis System (IDAS) is suggested for use by the Washington State Department of Transportation (WSDOT). IDAS is a "sketch" planning tool intended for screening and prioritizing all intelligent transportation systems (ITS) projects (not just ATIS projects). The software evaluates a number of benefits. These are determined by changes attributable to the deployment of ITS in vehicle miles traveled (VMT), vehicle hours traveled (VHT), volume-capacity (v/c) ratios, and vehicle speeds throughout a given network. The IDAS evaluation depends on a number of assumptions that affect the calculations of costs and benefits. The IDAS developers recommend that these assumptions be inspected by local agencies and adjusted to better represent local conditions. The assumptions about the impacts on VMT, VHT, v/c ratios, and vehicle speed are particularly important. Consequently, suggestions are made within this report for adjustments that WSDOT should make to these default values. These values will allow the WSDOT to successfully employ IDAS for ATIS evaluation.
Authors:
Kristof,T., Lowry,M., Rutherford,G. S.
Keywords:
advanced traveler information systems, agencies, analysis, Assessing, ATIS, ATIS benefits, ATIS evaluation, benefit, benefits, condition, cost, costs, Deployment, evaluation, IDAS, impact, impacts, information systems, Intelligent transportation system, intelligent transportation systems, ITS, ITS Deployment Analysis System, planning, prioritizing, project, research, software, speed, Study, survey, Surveys, System, systems, transportation, traveler information, Washington, Washington state, WSDOT
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http://www.wsdot.wa.gov/research/reports/fullreports/597.1.pdf http://wsdot.wa.gov/Research/Reports/500/597.1.htm |
| Chayanan,S. | WA-RD 562.1 | Interaction Between the Roadway and Roadside--An Econometric Analysis of Design and Environmental Factors Affecting Segm... | 2003 | TRAC/UW |
Abstract:
The purpose of this research was to explore the relationship between roadway and roadside accidentrates for Washington State highways to improve the Washington State Department of Transportation's(WSDOT) process of modeling roadway and roadside accident rates and to arrive at possible improvements in the efficiency of WSDOT's safety project programming process.The project tested the use of the seemingly unrelated regression estimation (SURE) model to modelthe roadway and roadside simultaneously. The theoretical advantage of the SURE approach is that it does not impose any a priori assumptions on the explicit linkage between roadway and roadside accident rates, and there is no theoretical support for explicit linkage, either. The data used to derive this model were from a random sample of 500 one-mile sections from the Washington State highway system. Traffic dataincluded traffic volumes, truck compositions, AADT, traffic speeds, and other relevant information.Geometric data included lane, shoulder, median, curve, and intersection information. Historical weather data such as monthly precipitation and temperature were collected from the National Oceanic and Atmospheric Administration database.In comparing significant explanatory variables between the roadway accident rate and roadsideaccident rate models, very few variables were common. This confirms that it is preferable to specifyseparate functional forms for roadway and roadside accident rates. Empirical results indicated thatcorrelation between roadway and roadside accident rates was insignificant, indicating that efficiency gainsfrom the SURE model would be minimal. The important finding from a programming standpoint is thatjointly modeling the roadway and roadside simultaneously would not result in significant efficiencyimprovements in comparison to the current state-of-the-practice in Washington State.
Authors:
Chayanan,S., Nebergall,M., Shankar,V., Juvva,N., Ouyang,Y.
Keywords:
roadway, roadside, accident rates, safety programming, research, Washington, Washington state, highway, transportation, WSDOT, modeling, safety, regression, linkage, data, traffic, traffic data, volume, truck, speed, median, temperature, database, models
The purpose of this research was to explore the relationship between roadway and roadside accidentrates for Washington State highways to improve the Washington State Department of Transportation's(WSDOT) process of modeling roadway and roadside accident rates and to arrive at possible improvements in the efficiency of WSDOT's safety project programming process.The project tested the use of the seemingly unrelated regression estimation (SURE) model to modelthe roadway and roadside simultaneously. The theoretical advantage of the SURE approach is that it does not impose any a priori assumptions on the explicit linkage between roadway and roadside accident rates, and there is no theoretical support for explicit linkage, either. The data used to derive this model were from a random sample of 500 one-mile sections from the Washington State highway system. Traffic dataincluded traffic volumes, truck compositions, AADT, traffic speeds, and other relevant information.Geometric data included lane, shoulder, median, curve, and intersection information. Historical weather data such as monthly precipitation and temperature were collected from the National Oceanic and Atmospheric Administration database.In comparing significant explanatory variables between the roadway accident rate and roadsideaccident rate models, very few variables were common. This confirms that it is preferable to specifyseparate functional forms for roadway and roadside accident rates. Empirical results indicated thatcorrelation between roadway and roadside accident rates was insignificant, indicating that efficiency gainsfrom the SURE model would be minimal. The important finding from a programming standpoint is thatjointly modeling the roadway and roadside simultaneously would not result in significant efficiencyimprovements in comparison to the current state-of-the-practice in Washington State.
Authors:
Chayanan,S., Nebergall,M., Shankar,V., Juvva,N., Ouyang,Y.
Keywords:
roadway, roadside, accident rates, safety programming, research, Washington, Washington state, highway, transportation, WSDOT, modeling, safety, regression, linkage, data, traffic, traffic data, volume, truck, speed, median, temperature, database, models
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http://www.wsdot.wa.gov/research/reports/fullreports/562.1.pdf http://wsdot.wa.gov/Research/Reports/500/562.1.htm |
| Nee,J. | WA-RD 506.1 | HOV Lane Performance Monitoring: 2000 Report | 2002 | TRAC/UW |
Abstract:
High occupancy vehicle (HOV) lanes, also known are carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates.This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2000. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to general purpose lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning of other HOV facilities.Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed reliability measures are provided in a separate report, Evaluation Tools for HOV Lanes Performance Monitoring.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time
High occupancy vehicle (HOV) lanes, also known are carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates.This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2000. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to general purpose lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning of other HOV facilities.Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed reliability measures are provided in a separate report, Evaluation Tools for HOV Lanes Performance Monitoring.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time
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http://www.wsdot.wa.gov/research/reports/fullreports/506.1.pdf http://wsdot.wa.gov/Research/Reports/500/506.1.htm |
| Nee,J. | WA-RD 506.2 | HOV Lane Performance Monitoring: 2000 Report Executive Summary | 2002 | TRAC/UW |
Abstract:
High occupancy vehicle (HOV) lanes, also known are carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates.This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2000. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to general purpose lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning of other HOV facilities.Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed reliability measures are provided in a separate report, Evaluation Tools for HOV Lanes Performance Monitoring.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time
High occupancy vehicle (HOV) lanes, also known are carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcyclists that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates.This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 2000. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to general purpose lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning of other HOV facilities.Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed reliability measures are provided in a separate report, Evaluation Tools for HOV Lanes Performance Monitoring.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time
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http://www.wsdot.wa.gov/research/reports/fullreports/506.2.pdf http://wsdot.wa.gov/Research/Reports/500/506.2.htm |
| 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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| Nee,J. | WA-RD 473.2 | Evaluation Tools for HOV Lane Performance Monitoring | 1999 | TRAC/UW |
Abstract:
This report describes the evaluation approach and the process for acquiring data, performing analysis, and presenting output with a new analytical tool set for measuring HOV facility usage and performance in the central Puget Sound region. Specifically, the tool set includes the programs CDR (Compact disc Data Retrieval), CDR Auto, CDR Analyst, and associated utilities designed to produce graphical output. A description of the available analysis tools is provided.Because data collection and analysis procedures for many of the existing measures, such as average car occupancy (ACO), speed, and travel time (using Baseline and HOVTT methods), as well as HOV violations and a public opinion survey, were documented extensively in the previous HOV evaluation and monitoring reports, they are not covered in this report. For related information, please refer to the previous documents, as well as to the project's Web site at . For performance results of the HOV facility, please refer to the annual HOV lane performance monitoring report.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time
This report describes the evaluation approach and the process for acquiring data, performing analysis, and presenting output with a new analytical tool set for measuring HOV facility usage and performance in the central Puget Sound region. Specifically, the tool set includes the programs CDR (Compact disc Data Retrieval), CDR Auto, CDR Analyst, and associated utilities designed to produce graphical output. A description of the available analysis tools is provided.Because data collection and analysis procedures for many of the existing measures, such as average car occupancy (ACO), speed, and travel time (using Baseline and HOVTT methods), as well as HOV violations and a public opinion survey, were documented extensively in the previous HOV evaluation and monitoring reports, they are not covered in this report. For related information, please refer to the previous documents, as well as to the project's Web site at . For performance results of the HOV facility, please refer to the annual HOV lane performance monitoring report.
Authors:
Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time
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| Brown,W. W. | WA-RD 473.1 | HOV Lane Performance Monitoring: 1998 Annual Report | 1999 | TRAC/UW |
Abstract:
High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcycles that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates.This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 1998. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to general purpose lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning for other HOV facilities.Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed and reliability measures are provided in a separate report titled Evaluation Tools for HOV Lanes Performance Monitoring. Other relevant supplemental information, such as historical quarterly occupancy and probe vehicle speed data, is available from the HOV report Web site at .
Authors:
Brown,W. W., Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time, research
High occupancy vehicle (HOV) lanes, also known as carpool lanes and diamond lanes, are designated for use by carpoolers, transit riders, ridesharers, and motorcycles that meet the occupancy requirement. By restricting access, the HOV lanes benefit users by allowing them to travel the freeway system at a faster speed, thus saving time and experiencing greater travel time reliability in comparison to motorists on general purpose (GP) lanes. To accurately evaluate the system's effectiveness, a state policy requires an annual HOV system report to document system performance, examining the HOV lanes' person-carrying capability, travel time savings, and trip reliability benefits in comparison to adjacent GP lanes, as well as the lanes' violation rates.This report describes the results of an extensive monitoring effort of HOV lane use and performance in the Puget Sound area in 1998. It presents an analysis of data collected to describe the number of people and vehicles that use those lanes, the reliability of the HOV lanes, travel time savings in comparison to general purpose lanes, violation rates, and public perceptions. This information is intended to serve as reliable input for transportation decision makers and planners in evaluating the impact and adequacy of the existing HOV lane system in the Puget Sound area and in planning for other HOV facilities.Descriptions of the tool set and methodology for analyzing HOV facility usage and performance in terms of vehicle and person throughput, travel time, and speed and reliability measures are provided in a separate report titled Evaluation Tools for HOV Lanes Performance Monitoring. Other relevant supplemental information, such as historical quarterly occupancy and probe vehicle speed data, is available from the HOV report Web site at .
Authors:
Brown,W. W., Nee,J., Ishimaru,J. M., Hallenbeck,M. E.
Keywords:
high occupancy vehicle, HOV, throughput, speed, reliability, travel time, research
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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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| 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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| Carr,D. H. | WA-RD 194.1 | Clear Zones for Local Agencies | 1989 |
Abstract:
The reported study was used to investigate clear zone practices, policies and standards that are employed both within Washington State and throughout the United State. Emphasis was placed on those standards or guidelines that apply to local city and county roadways which are predominately low volume and low speed facilities.The review of nationwide clear zone practices pointed to a need for a set of clear zone guidelines or standards that apply specifically to low volume, low speed facilities. The research also pointed to the need for guidelines or standards that could be easily applied by city or county agencies with limited staff and limited budgets.One of the findings of the research is a step by step format for agencies to use in establishing a program to address existing clear zone deficiencies.
Authors:
Carr,D. H., Curtin,J. J., Dorvel,P. E.
Keywords:
agencies, Clear zone, control zone, counties, facilities, policy, program, recovery area, research, review, roadway, speed, volume, Washington, Washington state
The reported study was used to investigate clear zone practices, policies and standards that are employed both within Washington State and throughout the United State. Emphasis was placed on those standards or guidelines that apply to local city and county roadways which are predominately low volume and low speed facilities.The review of nationwide clear zone practices pointed to a need for a set of clear zone guidelines or standards that apply specifically to low volume, low speed facilities. The research also pointed to the need for guidelines or standards that could be easily applied by city or county agencies with limited staff and limited budgets.One of the findings of the research is a step by step format for agencies to use in establishing a program to address existing clear zone deficiencies.
Authors:
Carr,D. H., Curtin,J. J., Dorvel,P. E.
Keywords:
agencies, Clear zone, control zone, counties, facilities, policy, program, recovery area, research, review, roadway, speed, volume, Washington, Washington state
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| Schultz,R. L. | WA-RD 165.1 | Asphalt Extraction Study | 1988 |
Abstract:
This study compares the results of four asphalt extraction methods; the Quick (WSDOT 711), the Vacuum (AASHTO T-164 Method E-11), the Centrifuge (AASHTO T-164 Method A), and the Reflux (AASHTO T-164 Method D).The methods are compared on the basis of the amounts of trichloroethane used, the exposure to trichloroethane while testing, the time needed to do the testing, and the accuracy of the asphalt content and aggregate gradation determinations (with the Reflux method serving as the standard of comparison). It was concluded that the Quick method was the best alternative to the method, based primarily on the speed of the test and its close agreement with the method on asphalt content and percent passing the sieve. All methods provided exposure to trichloroethane vapor below the recommended allowable levels.
Authors:
Schultz,R. L.
Keywords:
aggregate, Alternative, asphalt, Asphalt content, exposure, Extraction, gradation, ITS, speed, Trichoroethane, WSDOT
This study compares the results of four asphalt extraction methods; the Quick (WSDOT 711), the Vacuum (AASHTO T-164 Method E-11), the Centrifuge (AASHTO T-164 Method A), and the Reflux (AASHTO T-164 Method D).The methods are compared on the basis of the amounts of trichloroethane used, the exposure to trichloroethane while testing, the time needed to do the testing, and the accuracy of the asphalt content and aggregate gradation determinations (with the Reflux method serving as the standard of comparison). It was concluded that the Quick method was the best alternative to the method, based primarily on the speed of the test and its close agreement with the method on asphalt content and percent passing the sieve. All methods provided exposure to trichloroethane vapor below the recommended allowable levels.
Authors:
Schultz,R. L.
Keywords:
aggregate, Alternative, asphalt, Asphalt content, exposure, Extraction, gradation, ITS, speed, Trichoroethane, WSDOT
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| Foss,R. N. | WA-RD 024.5 | Vehicle Noise Radiation - Effective Height And Frequency Measurements 950 | 1978 |
Abstract:
A series of measurements was undertaken in the summer and fall of 1977 to determine the noise radiated by a wide variety of cars and trucks, and the effect of an acoustic wall, or barrier, on suppressing the transmission of that noise. The assumption of the \"correct\" effective radiating height was found to be the most critical parameter in making the calculations agree with the measured results. The \"best height\" value varied greatly from vehicle to vehicle, and with speed, load, and throttle setting for a given vehicle. The variability of this parameter made it impossible (solely from these tests) to assess such considerations as whether Fresnel\'s or Maekawa\'s curves should be used to calculate the attenuation produced by the wall.The most noteworthy observation from this study is that newer trucks not only are quieter (to meet noise radiation standards) but have an effective radiating height as low as 2 ft compared to as much as 11 ft for older trucks. \'Thus, as the newer types of trucks become predominant in the highway traffic mix, the effectiveness of walls and barriers in shielding the community from noise will increase considerably.This is good news, because wall effectiveness has been marginal at best for pre-1970 trucks because of their radiation heights.
Authors:
Foss,R. N.
Keywords:
attenuation, barrier, barriers, effectiveness, Fresenel diffraction, highway, Highway acoustics, noise, noise screens, Noise supression, speed, tests, traffic, truck, trucks, vehicle noise, walls
A series of measurements was undertaken in the summer and fall of 1977 to determine the noise radiated by a wide variety of cars and trucks, and the effect of an acoustic wall, or barrier, on suppressing the transmission of that noise. The assumption of the \"correct\" effective radiating height was found to be the most critical parameter in making the calculations agree with the measured results. The \"best height\" value varied greatly from vehicle to vehicle, and with speed, load, and throttle setting for a given vehicle. The variability of this parameter made it impossible (solely from these tests) to assess such considerations as whether Fresnel\'s or Maekawa\'s curves should be used to calculate the attenuation produced by the wall.The most noteworthy observation from this study is that newer trucks not only are quieter (to meet noise radiation standards) but have an effective radiating height as low as 2 ft compared to as much as 11 ft for older trucks. \'Thus, as the newer types of trucks become predominant in the highway traffic mix, the effectiveness of walls and barriers in shielding the community from noise will increase considerably.This is good news, because wall effectiveness has been marginal at best for pre-1970 trucks because of their radiation heights.
Authors:
Foss,R. N.
Keywords:
attenuation, barrier, barriers, effectiveness, Fresenel diffraction, highway, Highway acoustics, noise, noise screens, Noise supression, speed, tests, traffic, truck, trucks, vehicle noise, walls
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| Foss,Rene N. | WA-RD 033.1 | Ground Plan Wind Shear Interaction On Acoustic Transmission 949 | 1978 |
Abstract:
Experimental data indicate that the combined effects of wind shear and ground plane attenuation can have a strong influence on sound propagation near the ground even at distances as short as 100 ft, The effectmanifests itself experimentally as a noticeable difference between sound propagation upwind vis-8-vis downwind that becomes more pronounced with either increased distance or increased wind speed. Differences of up to 25 dBA were found between into-the-wind and with-the-wind propagation fora listening height of 4 ft and a transmission distance of about 300 ft. Even a very moderate wind (4 mph) produced a difference of 12 dB at 150 ft for the same listening height. A large body of spectral data was also taken under a variety of wind conditions for path lengths of 150 ft and 225 ft. The resulting spectra agreed reasonably well with theoretical predictions for frequencies below 500 Hz, where ground and surface waves predominate; an important observation is that these waves were not affected substantially by wind conditions. Above approximately 500 Hz, the attenuation was frequently more than that predicted theoretically, and it was wind sensitive. The effect of wind was, in many cases, large, and could well mean that much experimentally obtained highway noise data is considerably less useful than previously thought, unless wind shear was taken into account during the measurements. In general, to "hear" the full effect of existing traffic, measurements should be made when the test positions downwind from the traffic.
Authors:
Foss,Rene N.
Keywords:
account, attenuation, condition, data, experimental, highway, Highway acoustics, ground plane attenuation, wind shear, interaction, noise, prediction, speed, traffic, wind
Experimental data indicate that the combined effects of wind shear and ground plane attenuation can have a strong influence on sound propagation near the ground even at distances as short as 100 ft, The effectmanifests itself experimentally as a noticeable difference between sound propagation upwind vis-8-vis downwind that becomes more pronounced with either increased distance or increased wind speed. Differences of up to 25 dBA were found between into-the-wind and with-the-wind propagation fora listening height of 4 ft and a transmission distance of about 300 ft. Even a very moderate wind (4 mph) produced a difference of 12 dB at 150 ft for the same listening height. A large body of spectral data was also taken under a variety of wind conditions for path lengths of 150 ft and 225 ft. The resulting spectra agreed reasonably well with theoretical predictions for frequencies below 500 Hz, where ground and surface waves predominate; an important observation is that these waves were not affected substantially by wind conditions. Above approximately 500 Hz, the attenuation was frequently more than that predicted theoretically, and it was wind sensitive. The effect of wind was, in many cases, large, and could well mean that much experimentally obtained highway noise data is considerably less useful than previously thought, unless wind shear was taken into account during the measurements. In general, to "hear" the full effect of existing traffic, measurements should be made when the test positions downwind from the traffic.
Authors:
Foss,Rene N.
Keywords:
account, attenuation, condition, data, experimental, highway, Highway acoustics, ground plane attenuation, wind shear, interaction, noise, prediction, speed, traffic, wind
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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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| Terrel,R. | WA-RD 017.1 | Pavement Response And Equivalencies For Various Truck Axle Tire Configurations 984 | 1974 |
Abstract:
There are indications that many trucks now have front axle loads approaching the maximum allowable for single axles which increases the potential for pavement damage. This report is intended to be a State-Of-The-Art approach to answer several pertinent questions from a theoretical study based on hypothetical pavements and loads, but based on reasonable material characteristics and pavement behavior from previous research. The results are a series of relationships based on pavement life which can be used to determine any number of "equivalencies." These equivalencies can be used to compare the destructive effects of various sizes of single and dual tires, axle loads , pavement thicknesses , speed and temperatures. The general nature of this report provides a wide range of conditions for comparison.on a relative basis.
Authors:
Terrel,R., Rimsritong,S.
Keywords:
asphalt pavement, axle, behavior, condition, damage, dual tires, equivalencies, loads, pavement, pavement damage, pavement life, pavements, research, single axle, speed, speed and temperature, state-of-the-art, temperature, tire, tire contact pressure, tires, truck, trucks, wheel load
There are indications that many trucks now have front axle loads approaching the maximum allowable for single axles which increases the potential for pavement damage. This report is intended to be a State-Of-The-Art approach to answer several pertinent questions from a theoretical study based on hypothetical pavements and loads, but based on reasonable material characteristics and pavement behavior from previous research. The results are a series of relationships based on pavement life which can be used to determine any number of "equivalencies." These equivalencies can be used to compare the destructive effects of various sizes of single and dual tires, axle loads , pavement thicknesses , speed and temperatures. The general nature of this report provides a wide range of conditions for comparison.on a relative basis.
Authors:
Terrel,R., Rimsritong,S.
Keywords:
asphalt pavement, axle, behavior, condition, damage, dual tires, equivalencies, loads, pavement, pavement damage, pavement life, pavements, research, single axle, speed, speed and temperature, state-of-the-art, temperature, tire, tire contact pressure, tires, truck, trucks, wheel load
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| Toney,Carl A. | WA-RD 026.1 | Tire Traction Testing Of Highway, Snow and Studded Tires On Wet/Dry Pavement Surfaces 993 | 1973 |
Abstract:
This study was conducted to collect data on the operational characteristics of highway, snow, and studded snow tires and other winter traction aids. The objective of the study was to perform various vehicle maneuvers to evaluate the tire characteristics on wet and dry pavement surfaces. Tests took place on the Washington State Patrol Driver Training Course at Sanderson Field, located west of Shelton, Washington. The testing was done with the cooperation of the Washington State Patrol who furnished personnel and equipment to assist in this research effort.This test maneuvers evaluated during the study are as follows:Test No. 1 Maneuvering (Serpentine Course)Test No. 2 Hairpin CurveTest No. 3 High Speed Lane ChangeTest No. 4 Locked-Wheel StopIn addition to the three types described above, other new traction type products and tires were evaluated. These consisted of studded snow tires with "Norfin" studs, and Garnet impregnated snow tires. Studded tires on all four wheels were also evaluated, at the request of the Washington State Patrol. This combination is used by Troopers assigned to mountain highway passes and areas where there is a large buildup of snow and ice during the winter. This report consists of two areas of evaluation. One involves tire combinations (front and rear) and the other is the evaluation of individual tire types. In addition to these two areas, a separate section is devoted to the tire and vehicle characteristics of Washington State Patrol's vehicle when compared with a Department of Highway's Motor Pool Vehicle. Included also is the test vehicles' description.
Authors:
Toney,Carl A.
Keywords:
data, equipment, evaluation, highway, No Keywords found in report, pavement, pavement surface, research, snow, speed, studded tire, studded tires, studs, tests, tire, tires, traction, training, Washington, Washington state, winter
This study was conducted to collect data on the operational characteristics of highway, snow, and studded snow tires and other winter traction aids. The objective of the study was to perform various vehicle maneuvers to evaluate the tire characteristics on wet and dry pavement surfaces. Tests took place on the Washington State Patrol Driver Training Course at Sanderson Field, located west of Shelton, Washington. The testing was done with the cooperation of the Washington State Patrol who furnished personnel and equipment to assist in this research effort.This test maneuvers evaluated during the study are as follows:Test No. 1 Maneuvering (Serpentine Course)Test No. 2 Hairpin CurveTest No. 3 High Speed Lane ChangeTest No. 4 Locked-Wheel StopIn addition to the three types described above, other new traction type products and tires were evaluated. These consisted of studded snow tires with "Norfin" studs, and Garnet impregnated snow tires. Studded tires on all four wheels were also evaluated, at the request of the Washington State Patrol. This combination is used by Troopers assigned to mountain highway passes and areas where there is a large buildup of snow and ice during the winter. This report consists of two areas of evaluation. One involves tire combinations (front and rear) and the other is the evaluation of individual tire types. In addition to these two areas, a separate section is devoted to the tire and vehicle characteristics of Washington State Patrol's vehicle when compared with a Department of Highway's Motor Pool Vehicle. Included also is the test vehicles' description.
Authors:
Toney,Carl A.
Keywords:
data, equipment, evaluation, highway, No Keywords found in report, pavement, pavement surface, research, snow, speed, studded tire, studded tires, studs, tests, tire, tires, traction, training, Washington, Washington state, winter
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| Sorensen,H. | WA-RD 009.3 | Studded Tire Pavement Wear Reduction And Repair Phase III 994 | 1973 |
Abstract:
This report presents results obtained from the analyses of data which were collected during the performance of Phase I and Phase of this project. The data were at the A. Riedesel Pavement Testing Facility which is operated by Washington State University and is located in Pullman, Washington. Regression analyses were formed in order to relate various factors to each other. The factors used in the analyses included stud type, stud protrusion, speed, air temperature, pavement temperature, environmental conditions, stud hardness and tread depth. The purpose was to evaluate the relative importance of these factors pavement wear. It was found that the type of overlay, the type of stud and the protrusion length were the most important factors affecting pavement wear under Test conditions. The other factors could not be sufficiently isolated to determine their relative importance. Average wear rates were calculated for the different types of pavements and by the different stud types. A formula was developed which can be used to calculate pavement life under certain conditions. The results obtained for Phase I and Phase were compared and the difference in these results is discussed. Some of the difference was due to the different between the two phases A comparison with other associated research was madeA striping paint study was made and the results are in this report.
Authors:
Sorensen,H.
Keywords:
condition, data, developed, environmental, facilities, overlay, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavement life, pavement temperature, pavements, performance, project, regression, repair, research, speed, striping, striping paints, Studded, studded tire, Study, temperature, tire, Washington, Washington state
This report presents results obtained from the analyses of data which were collected during the performance of Phase I and Phase of this project. The data were at the A. Riedesel Pavement Testing Facility which is operated by Washington State University and is located in Pullman, Washington. Regression analyses were formed in order to relate various factors to each other. The factors used in the analyses included stud type, stud protrusion, speed, air temperature, pavement temperature, environmental conditions, stud hardness and tread depth. The purpose was to evaluate the relative importance of these factors pavement wear. It was found that the type of overlay, the type of stud and the protrusion length were the most important factors affecting pavement wear under Test conditions. The other factors could not be sufficiently isolated to determine their relative importance. Average wear rates were calculated for the different types of pavements and by the different stud types. A formula was developed which can be used to calculate pavement life under certain conditions. The results obtained for Phase I and Phase were compared and the difference in these results is discussed. Some of the difference was due to the different between the two phases A comparison with other associated research was madeA striping paint study was made and the results are in this report.
Authors:
Sorensen,H.
Keywords:
condition, data, developed, environmental, facilities, overlay, pavement, Pavement Durability, life & performance, asphalt pavement, portland cement concretes, overlays, surface textures, studded tires, skid resistance, pavement life, pavement temperature, pavements, performance, project, regression, repair, research, speed, striping, striping paints, Studded, studded tire, Study, temperature, tire, Washington, Washington state
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| Foss,Rene N. | WA-RD 005.1 | Vehicle Noise Study Final Report Prepard for Washington State Highway Commission Department of Highways 1015 | 1972 |
Abstract:
This study was made to obtain information on the noise levels being emitted by vehicles currently using the highways of the State of Washington. The Washington State Highway Commission requested this study for guidance in proposing vehicle noise control legislation. The main controversy in states with existing comprehensive vehicle noise legislation has concerned trucks traveling on roads with posted speeds above 35 mph. The main thrust of our study is therefore concerned with this particular area, although data were also taken on automobiles and on roads posted at less than 35 mph. This study is unique in that the noise level - and the speed of all vehicles were measured. In addition, all trucks over 10,000 lb were weighed. Our large body of data has been graphed in numerous ways to illustrate various aspects--including how the noise factor varies with speed, weight, and percentage of full load, etc. Some photographs of the trucks together with their noise data a real so included.
Authors:
Foss,Rene N.
Keywords:
control, data, highway, Highways, noise, Noise Levels, speed, Study, truck, trucks, vehicle noise, Washington, Washington state, weight
This study was made to obtain information on the noise levels being emitted by vehicles currently using the highways of the State of Washington. The Washington State Highway Commission requested this study for guidance in proposing vehicle noise control legislation. The main controversy in states with existing comprehensive vehicle noise legislation has concerned trucks traveling on roads with posted speeds above 35 mph. The main thrust of our study is therefore concerned with this particular area, although data were also taken on automobiles and on roads posted at less than 35 mph. This study is unique in that the noise level - and the speed of all vehicles were measured. In addition, all trucks over 10,000 lb were weighed. Our large body of data has been graphed in numerous ways to illustrate various aspects--including how the noise factor varies with speed, weight, and percentage of full load, etc. Some photographs of the trucks together with their noise data a real so included.
Authors:
Foss,Rene N.
Keywords:
control, data, highway, Highways, noise, Noise Levels, speed, Study, truck, trucks, vehicle noise, Washington, Washington state, weight
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| Brands,F. | WA-RD 003.1 | Pavement deflection Measurement Dynamic (A Feasibility Study) 1025 | 1970 |
Abstract:
The objective of this study was to determine the feasibility of developing a device or technique to provide rapid measurement of parameters indicative of roadway condition or structural capacity. Currently existing equipment is inadequate for making meaningful measurements with speed and convenience. Consequently, a new system called "impulse testing" has been proposed and its concepts proved in this study. This system incorporates new techniques of non-destructive testing, and is adaptable to mechanization for automatic operation. The system is based on the deflection of the pavement under impulse loading, and also on the energy propagation characteristics of the pavement. These two parameters are combined to formulate a quantity which is called the impulse index and which has a high degree of correlation with the structural properties of the pavement.
Authors:
Brands,F., Cook,C. J.
Keywords:
condition, Energy, equipment, impulse index, index, ITS, nondestructive testing, pavement, pavement deflection, roadway, speed
The objective of this study was to determine the feasibility of developing a device or technique to provide rapid measurement of parameters indicative of roadway condition or structural capacity. Currently existing equipment is inadequate for making meaningful measurements with speed and convenience. Consequently, a new system called "impulse testing" has been proposed and its concepts proved in this study. This system incorporates new techniques of non-destructive testing, and is adaptable to mechanization for automatic operation. The system is based on the deflection of the pavement under impulse loading, and also on the energy propagation characteristics of the pavement. These two parameters are combined to formulate a quantity which is called the impulse index and which has a high degree of correlation with the structural properties of the pavement.
Authors:
Brands,F., Cook,C. J.
Keywords:
condition, Energy, equipment, impulse index, index, ITS, nondestructive testing, pavement, pavement deflection, roadway, speed
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