Dissertations / Theses on the topic 'Highways to a War'
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Durbin, Casey Thomas. "Traffic performance on two-lane, two-way highways examination of new analytical approaches /." Thesis, Montana State University, 2006. http://etd.lib.montana.edu/etd/2006/durbin/DurbinC0806.pdf.
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Wu, Chen-Chin Charles. "Passing Lane Feasibility Analysis for Ohio State Two-Lane Two-Way Rural Highways." The Ohio State University, 1993. http://rave.ohiolink.edu/etdc/view?acc_num=osu1391766425.
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Cunningham, Jack R. IV. "An evaluation of wrong-way driving crashes on Kansas freeways." Thesis, Kansas State University, 2017. http://hdl.handle.net/2097/38247.
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Master of ScienceDepartment of Civil Engineering
Eric J. Fitzsimmons
Transportation officials continuously seek to prevent and reduce wrong-way crashes on interstate highways in the United States. These crashes typically have a high probability of head-on vehicle crashes, resulting in fatalities or serious injuries due to excessive vehicle speeds, and decreased room to maneuver because of fixed barriers or rough shoulders. This research project studied wrong-way crashes on interstate highways in Kansas in order to determine what, if any, statistically significant variables contribute to wrong-way driving crashes. Although these crashes represented only 0.05 percent of all vehicle crashes in Kansas in 2015, wrong-way crashes were found to have a higher rate of fatalities and injuries. In Kansas, 22.6 percent of all crashes and 56 percent of all wrong-way crashes resulted in fatalities and injuries, even though typical vehicle crashes in Kansas occur at non-intersection locations in daylight or in the presence of streetlights without negative factors of adverse weather conditions or drivers influenced by alcohol or drugs. Using crash data provided by the Kansas Department of Transportation from the years 2005 to 2015, the research team examined 372 wrong-way crashes. A cumulative logit statistical model was developed to identify significant characteristics of variables associated with each wrong-way crash. Results showed that driver not under the influence of alcohol or drugs was a significant characteristic in fatal and injury wrong-way crashes. Additionally, certain days of the week were associated with decreased vehicle crash rates when compared to the reference category.
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Bencich, John Andrew. "A proposition for an (express)way architecture." Thesis, Georgia Institute of Technology, 1992. http://hdl.handle.net/1853/24099.
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Knecht, Casey Scott. "Crash Prediction Modeling for Curved Segments of Rural Two-Lane Two-Way Highways in Utah." BYU ScholarsArchive, 2014. https://scholarsarchive.byu.edu/etd/4352.
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This thesis contains the results of the development of crash prediction models for curved segments of rural two-lane two-way highways in the state of Utah. The modeling effort included the calibration of the predictive model found in the Highway Safety Manual (HSM) as well as the development of Utah-specific models developed using negative binomial regression. The data for these models came from randomly sampled curved segments in Utah, with crash data coming from years 2008-2012. The total number of randomly sampled curved segments was 1,495. The HSM predictive model for rural two-lane two-way highways consists of a safety performance function (SPF), crash modification factors (CMFs), and a jurisdiction-specific calibration factor. For this research, two sample periods were used: a three-year period from 2010 to 2012 and a five-year period from 2008 to 2012. The calibration factor for the HSM predictive model was determined to be 1.50 for the three-year period and 1.60 for the five-year period. These factors are to be used in conjunction with the HSM SPF and all applicable CMFs. A negative binomial model was used to develop Utah-specific crash prediction models based on both the three-year and five-year sample periods. A backward stepwise regression technique was used to isolate the variables that would significantly affect highway safety. The independent variables used for negative binomial regression included the same set of variables used in the HSM predictive model along with other variables such as speed limit and truck traffic that were considered to have a significant effect on potential crash occurrence. The significant variables at the 95 percent confidence level were found to be average annual daily traffic, segment length, total truck percentage, and curve radius. The main benefit of the Utah-specific crash prediction models is that they provide a reasonable level of accuracy for crash prediction yet only require four variables, thus requiring much less effort in data collection compared to using the HSM predictive model.
6
Bigger, Michele M. "Greening the Highways: Out-plant survival and growth of deciduous trees in stressful environments." The Ohio State University, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=osu1437668061.
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Twagirimana, Janvier. "Establishing and applying speed-flow relationships for traffic on rural two-lane two- way highways in the Western Cape." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/85825.
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Thesis (MScEng)-- Stellenbosch University, 2013.ENGLISH ABSTRACT: Speed-flow-density relationships are the most useful tools in the highway design and planning process. They are useful in predicting the roadway capacity, in determining the adequate level-of-service of traffic flow and in determining travel time for a given roadway. Two-lane two-way rural highways constitute the vast majority of the rural road network in South Africa. Nowadays in the Western Cape and other provinces of South Africa, the speed-flow-density relationships normally used for rural transportation studies are derived from the Highway Capacity Manual, which reflects the traffic conditions in the North American situation. Since the North American traffic conditions may be different from the South African conditions, a need to investigate speed-flow-density relationships on these highways in South Africa arises in order to justify any investment made on these roads. In this context, a video technique was used to collect traffic flow data during morning peak hours on two rural two-lane two-way highways in the Western Cape Province in order to investigate these relationships. Through the use of Adobe premiere C.S 6 software, travel time of individual vehicles and distance headways were measured and used in computation of average speed and average density. Several researchers have developed models to describe the relationships between traffic characteristics on uninterrupted flow facilities. In this study, some of these models were tested using collected data in order to investigate which model fits the data satisfactorily. Statistical methods were used to evaluate the ability of each model to predict the flow characteristics over the whole range of data. Average speed and density data were used through regression analysis to perform curve fitting and testing of these developed models. In the next stage, the model which provided a best representation of the data on each section was selected and through the application of the steady-state equation (2.1), flow-density and speed-flow relationships were established on these sections. The available data were also used to investigate the impact the observation time has on the speed-flow curve and the resulting capacity value. Finally, the developed speed-flow curves were used to determine the capacities of the study sections. These capacity values were used to determine if the shoulder usage contributes in increasing the capacity of two-lane two-way highways by comparing them to the capacity provided by HCM.
AFRIKAANSE OPSOMMING: Spoed-vloei-digtheid verhoudings is baie handig in die beplanning en ontwerp van paaie. Dit kan ook gebruik word in die voorspelling van kapasiteit, diensvlak en reistyd. Twee-laan twee-rigting paaie maak die grootste deel van die Suid-Afrikaanse padnetwerk uit en vir die beplanning daarvan word van Amerikaanse spoed-vloei-digtheid verhoudings gebruik gemaak aangesien daar nog nie voorheen ‘n studie hiervan in SA gemaak is nie. Video-opnames is gebruik om verkeersvloeidata op twee paaie in die omgewing van Stellenbosch te versamel. Die reistyd en digtheid van individuele voertuie is tydens spitstye waargeneem. Die data is gebruik om te bepaal watter modelle die beste is om die spoed-vloei-digtheid verhoudings vir hierdie paaie te modelleer. Die beste modelle is dan gebruik om die kapasiteit van die paaie te bepaal en dit te vergelyk met die Amerikaanse waardes.
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Simmons, Francesca O. "See the U.S.A. On Your New Highway: The Interstate Highway System as a Product of the Military Industrial Complex." Scholarship @ Claremont, 2014. http://scholarship.claremont.edu/scripps_theses/372.
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This thesis explores how the campaign for the The Dwight D. Eisenhower System of Interstate and Defense Highways was a product of the 1950s military-industrial complex, which developed from a nationalist project seeking to confirm American exceptionalism during the early Cold War.
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LaRoche, Lealan Dorothy Marie. "Rethinking downtown highways." Thesis, Georgia Institute of Technology, 2010. http://hdl.handle.net/1853/37180.
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Freeways have had a strong influence not only on the urban transportation but also on downtown areas both physically and socially. Certainly, they have extended the commuting limits of the city and made lower land costs more accessible. However, many of the mid-century freeways, once championed by planners as tools for urban renewal, have created swaths of blight through city neighborhoods. Their negative impacts on the larger urban framework requires new ideas for healthier alternatives to aid in preserving and building sustainable cities.
Removal of any downtown highway requires careful thought— even more consideration than when it was built. Quick solutions are what resulted in the problems that downtown highways of the Interstate-Era have today. If it is the simple interactions between people and place are that make up the positive aspects an urban environment, then what are the possibilities and strategies for removing urban highway, which are one of the primary impediments separating people in place in contemporary cities? This question is the focus of this thesis.
At its core, the removal of freeways represents a trade-off between mobility objectives and economic development objectives. Evidence from other cities’ decisions to redesign or remove their downtown highways suggests multiple benefits. Making design changes, such as to replace a downtown highway with a well-designed surface boulevard, can stimulate economic activities without necessarily causing traffic chaos.
Solutions come in different shapes and sizes. The selected case studies in this thesis reflect a diversity of approaches – suggesting no single strategy exists for addressing downtown highway issues. This reflects the fact that multiple alternatives must be considered in every situation because each approach varies in costs and opportunities. A typology of highway alternations derived from the case studies includes seven different techniques: burying, demolishing, taming, capping or bridging, elevating, retaining, and relocating. The final chapter applies the conclusions from the case studies to the Downtown Connector– Interstate 75/85– in Downtown Atlanta, Georgia.
Urban design and transportation planning has an emerging new set of values. Transportation planning is seeking to promote alternate modes of transportation to the private vehicle, like transit, by foot, or by bicycle. We now understand that connectivity is not served only by highways but also by urban street networks that invite modes other than just automobiles. An important role for urban design will be to shape the way these interactions are made to benefit the citizens, its urban spaces, and the economy.
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Chew, Megan Lenore. "Shaker Heights’ Revolt Against Highways." The Ohio State University, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=osu1252436871.
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May, Douglas. "Pedestrian disconnect across downtown highways." Kansas State University, 2016. http://hdl.handle.net/2097/32656.
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Master of Regional and Community PlanningDepartment of Landscape Architecture/Regional and Community Planning
Hyung Jin Kim
This study seeks to investigate the impact of inner-city highways on walkability in urban downtowns in the United States, using Greater Downtown Kansas City as a case study. This study used the web-based online survey method to assess if inner-city highways impede the flow of pedestrians among residents and visitor of the Greater Downtown Kansas City, Missouri. The results showed that there were differences in the perception of the pedestrian environment between residents and visitors of the downtown area. Downtown residents generally had a more favorable view of the pedestrian environment than visitors of Greater Downtown. Additionally, the inner-city highways did not appear to be barriers to pedestrian mobility, which differs from the hypothesis of this study. However, although the pedestrian overpasses over the highways did have an impact on pedestrians’ perceptions and walking behaviors, newer overpasses with wider sidewalks mitigated barrier effects of highways more than older overpasses with narrow sidewalks. The study also found that walking was the most common travel mode for all trips in Greater Downtown Kansas City, despite potential barriers.
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Aldrete, Sánchez Rafael Manuel. "Feasibility evaluation model for toll highways /." Digital version accessible at:, 1998. http://wwwlib.umi.com/cr/utexas/main.
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Van, Pierson Douglas. "By way of the highway: a collection of towers." Thesis, Virginia Polytechnic Institute and State University, 1992. http://hdl.handle.net/10919/53340.
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A questioning of methods: If we are to accept existing American culture as an entity, should design not embody the spirit inherent in that culture? In Europe, architecture has been afforded the luxury of time. There, the concept of dwelling has encompassed the questions of man’s position as a rational being separated both from his surrounding environment and his divinity. A sense of alienation from such a universe forced him to search beyond his immediate environment. The role of architecture thus became a mediator, a departure point where man could dwell between heaven and earth. Sanctity, purity, proportion, centrality, and hierarchy all became building blocks for an architecture striving for a transcendental perfection. In the United States, however, architecture has been adjusted to accept its surrounding environment as a formal model. Space is defined either by the existing condition of the environment or by the will of man existing within his surroundings. Man, no longer alien or subservient, now does not need a mediator but instead a throne on which to share in the government within his surrounding environment.
As a result, the American conception of space (i.e. the ‘tradition of the way we view our landscape’) has evolved into something different from that of our European counterparts. In a sense, America is the embodiment of the rational enlightenment in a new society. Its history lies not in the hearts and minds of its citizens, but on the other side of the ocean. Because of this unique occurrence where history loses its proximity, America has been able to develop into what Jean Beaudrillard describes as truly modern: a “utopia achieved”. It is a space where random meets rational and the limitless becomes a limit, a space which rejects European conceptions of centrality and hierarchy.
If the foundations of Europe lie within the philosophy of Aristotle, than those of North America lie within the theories of Newton. Whereas Aristotle revealed the parameters of a perfect order, along with its ensuing hierarchy and centrality.
In Dice Thrown, Benjamin Gianni investigates both early American farmsteads as well as the development of its cities (the rural and the urban) and compares them to European types. In the rural comparison, the European farm seems to be organized around a courtyard, creating an order of symmetry and proportion. The American farm structures, however, are arranged loosely in a cluster, their relationship being functional necessities and a common way of building (the doghouse is designed to look like the shed, which is designed to look like the main house). Moreover, Gianni draws similar contraindications in the urban comparison. In Europe, the city is autonomous, walled off from the outside and arranged in a hierarchy with the most important structures at the highest points in the center. Conversely, in American cities the countryside is brought into the city at its center in the form of parks to remind the people of their link with their natural origins. For traditional Europe then, purity and perfection lie in the symbolic harmony of formal relationships, where a center defines the elements around it and provides a place for man between nature and the heavens. For America, however, purity and perfection lie in the vast expanse of the natural surroundings. No longer a symbolic mediator between heaven and earth, architectural forms confront the world around it as it is.
Without the guidance of formal relationships in culture, we have developed a conception of arrangement (or anAmerican type) which combines the classical adaptation of a rational imposition by a grid system with the limitless aspect of horizontal space. So important in the United States is the sanctity of individual freedoms. This suggests that the individual has the capacity through rational thought to intervene in nature and dictate his or her destiny. In early America, cities were built modeling the roman grid system. The urban plan was derived rationally as an egalitarian way of dividing space. Also inherent in theAmerican mind set, however, was the perception of boundless opportunity and individual freedom which promoted a dimensionless unregulated horizontal expansion of the built environment. The grid emerged as a way of organizing town centers. No sacred truths of the heavens and the earth were revealed, no ritual was carried out in a departure point for the transcendental; instead, a rational organization occurred as a means of confronting an environment as it existed in its own state, just as earlier settlements had developed a seemingly random order based on the boundless opportunities of providing landscape as a means of confronting nature in its own state. An interesting paradox emerged between two orders. One looked as if buildings and places were dropped from the sky, left to be dwelled within depending on how they tumbled and lied to rest on the landscape; a celestial game of jax played on an uneven surface. The other depended on a complete and unyielding imposition on the landscape where every thing, place or building was measured or monitored. As a result cities would emerge, each with their own rational imposition, with no relationship to each other. Today, a certain randomness permeates their rational existence. The result has been deformative. That is the realization of something completely different from original intention. It is a combination of an upward extrusion with the introduction of a diffusive horizontally which re-orders its existence. It is, in a sense, a changing of definition. Even New York, with its density and strictly imposed grid, has a kind of deformative diss-order which defines its place as a totally American (though unique in and of itself) phenomenon. Rem Koolhaas identifies the madness of piling up chaos on chaos in a rigid system which creates its “delirious effect”
Even language, signs, and meaning have become deformative, setting in motion a wave of paradoxical relationships.Intention dissolves over time, history becomes representative or imitative, the immutable becomes alterable, and new definitions are formed to re-explain existence. The universal, the transcendental, they are the spiraling center which decomposes and recomposes, leaving sometimes only a shell from which to decipher meaning and existence. Umberto Eco, in his essay "Travels in Hyper-reality”, examines the relationship in American culture between the sign, the thing, and that which links them together, history. The sign is not a means for understanding the thing it symbolizes but rather is an object which "aims to be the thing, to abolish the distinction of the reference. This is the mechanism of replacement." In doing so, the sign becomes more real (or hyper-real) than the thing because it is identified by and more tangible to the existence of our culture.
This explains our fascination with historical reenactments, dramatizations, wax museums, escalators, and Dysney main streets. All are hyper-realities which have taken over and become "more real” than the things they represent. They are “better” because they excite the senses and give material evidence of our place in history. In doing so the hyper-real in American culture has successfully performed an about face in the way we define things, creating the perfect irony: “the completely real becomes the completely fake”.
If modernism lies within the tradition of the way we view ourselves and our landscape, if we live in Newton’s limitless universe of absolute space independent of perfect geometry, if we live devoid of origin with no primitive accumulation of time, if architectural space does not always necessitate the symbolic harmony of formal relationships but rather seeks to confront its natural surroundings, if the arrangement of space is deformative, lying somewhere in between rational intervention and the application of the limitless, and if irony is the result of our application of language and meaning, should these conditions not become tools for design in architecture? Does this not suggest that the modern conception of space has deformed itself into something completely different from that of our European counterparts?Master of Architecture
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Unal, Leyla. "Modeling Of Freight Transportation On Turkish Highways." Phd thesis, METU, 2009. http://etd.lib.metu.edu.tr/upload/12610783/index.pdf.
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Transportation planners are often faced with the problem of estimating passenger and freight flows between regions. In the literature there are many models for passenger flows. However, models about freight flows are more limited. Modeling freight flow is also more complex than modeling passenger flow and there are many agents related with freight flows. In addition, data availability is a critical factor. In this research, freight flows between provinces in Türkiye are forecasted by demand analysis. Transportation is one of the important activities of human beings and plays an important role for spatial interactions in economic growth. In other words, there is a very strong linkage between economic growth and the freight flow, thus transportation demand. Regional trade as spatial flow appears on transportation systems as freight flows. In this study, using the existing limited data and surveys in Tü
rkiye, nationwide origin-destination (O-D) matrix of freight flows between provinces is obtained. Using this empirical matrix, the generation of freight flows of provinces is formulated depending on the socioeconomic and demographic variables by means of multiple linear regression analysis. In addition, interactions of freight flows between provinces and economic growth of regions are investigated. The generations and attractions of provinces as freight flow are distributed between provinces with traditional gravity model. By comparing observed O-D matrix and simulated O-D matrix, gravity model is calibrated. Calibration is also performed by freight trip length distribution. In this research, two steps of traditional &ldquo
four-step analysis&rdquo
, &ldquo
trip generation&rdquo
and &ldquo
trip distribution&rdquo
, are applied to develop nationwide freight demand model between the provinces in Tü
rkiye. The developed model is single-mode, single commodity and nationwide.
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Nakib, Mohamed el. "Faulting in rigid pavement system of highways." [S.l.] : [s.n.], 2007. http://deposit.ddb.de/cgi-bin/dokserv?idn=984057730.
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Fackler, Eliot Henry. "Protesting Portland's freeways : highway engineering and citizen activism in the interstate era /." Connect to title online (Scholars' Bank), 2009. http://hdl.handle.net/1794/9842.
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Yeung, Sik-tong Tony, and 楊式堂. "City-Highway-Waterfront: reweaving the fragments." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2002. http://hub.hku.hk/bib/B31986924.
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Motta, Júnior Liércio Feital. "Aplicação do modelo de previsão de acidentes do Highway Safety Manual no perímetro urbano cortado por rodovia de mão dupla e pista simples." Universidade Federal de Juiz de Fora (UFJF), 2017. https://repositorio.ufjf.br/jspui/handle/ufjf/6012.
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No presente trabalho, é realizada a aplicação do modelo de previsão de acidentes do Higway Safety Manual – HSM, publicado pela American Association of State Highway and Transportation Officials (AASTHO) no ano de 2010, à rodovia de mão dupla e pista simples, BR–116, que corta perímetros urbanos de cidades no segmento entre Caratinga e Leopoldina, Minas Gerais. Busca-se avaliar a pertinência de sua utilização como ferramenta de sistemas de gestão de segurança rodoviária. Foram coletados dados de acidentes ocorridos nos trechos de estudo referentes ao intervalo entre 2011-2015, dados sobre o volume de tráfego, além de dados geométricos da via e das suas características ambientais. Foram analisadas as aplicações do modelo em sua condição base, calibrada e refinada pelo método empírico de Bayes. Como resultado da aplicação na condição base observou-se uma discrepância entre os valores de acidentes ocorridos e previstos pelo modelo, inviabilizando a utilização direta desta aplicação. A aplicação do modelo calibrado apresentou resultados mais próximos aos reais valores de acidentes, porém ainda não sendo possível a sua utilização como modelo de previsão de acidentes. No entanto, os valores obtidos pela aplicação do modelo do HSM refinado pelo método empírico de Bayes aproximam-se de maneira satisfatória dos valores de acidentes reais ocorridos, permitindo agora a sua utilização como modelo de previsão de acidentes, tendo sua aplicação como ferramenta de sistemas de gestão de segurança rodoviária. Apesar de ainda serem necessários estudos para melhoria da calibração e da condição base, às características especificas presentes no ambiente do perímetro urbano cortado por rodovias, o modelo aplicado neste trabalho pode ser utilizado como modelo de previsão de acidentes para estes trechos.
In the present work, the Higway Safety Manual - HSM, published by the American Association of State Highway and Transportation Officials (AASTHO), is applied to the double-lane and single-lane highway BR-116, which cuts urban in the segment between Caratinga and Leopoldina, Minas Gerais. The aim of this study was to evaluate the pertinence of its use as a tool for road safety management systems. Data were collected on accidents occurring in the study sections referring to the interval between 2011-2015, data on traffic volume, as well as geometric data of the road and their environmental characteristics. The applications of the model were analyzed in their base condition, calibrated and refined by Bayes' empirical method. As a result of the application in the base condition it was observed a discrepancy between the values of accidents occurred and foreseen by the model, making it impossible to use this application directly. The application of the calibrated model presented results closer to the actual values of accidents, but it is not yet possible to use them as an accident prediction model. However, the values obtained by applying the HSM model refined by the empirical method of Bayes approach satisfactorily the values of real accidents occurred, allowing now its use as an accident prediction model, having its use as a tool of systems of road safety management. Although still necessary studies to improve the calibration and the base condition, to the specific characteristics present in the environment of the urban perimeter cut by highways, the model applied in this work can be used as a predictive model of accidents for these stretches.
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Humborg, Christian. "Highways in Europe - between public and private provision." Universität Potsdam, 2010. http://opus.kobv.de/ubp/volltexte/2010/4607/.
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This paper discusses different options for institutional arrangements providing network infrastructure on the basis of the ‘transaction cost economic’ approach using the example of highway infrastructure. Drawing on lessons learned from highway provision in three European countries (Italy, Poland and Spain), five models of highway provision are discussed: public authorities, public enterprises, user clubs, private partnerships or a regulated private market. Three options to regulate the private market are presented: a rate-of-return regulation, a price-cap-regulation and franchise bidding. The main factor that makes private construction and provision expensive are the risk premiums of private companies that are incorporated for political risks. It is argued that the optimal model of highway provision depends on each country-specific situation. This is mainly influenced by the regulatory experience within the country on one hand and by the stage of highway development on the other.
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Entesar, Abdullah Ali. "Statistical analysis of truck loading on Swedish highways." Thesis, KTH, Transportvetenskap, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-45980.
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Vehicle over loading, or single axle over loading, is one of the major causes of pavement deterioration. Trafik Verket (TV), the Swedish Transport Administration, recognized that the current process for estimating traffic volume should be reevaluated, and if possible improved. This degree project uses data from the Bridge Weigh in Motion (BWIM) system to study the actual loads applied to Swedish highways. The axle load spectrum is plotted with the conventional frequency distribution plots, and with a new cumulative distribution approach. The paper introduces the maximum allowable potential vehicle weight MAPVW concept, and uses this visual technique to identify overloads for different vehicle geometries. The paper concludes that for 5 and 6 axle trucks the triple axle is frequently overloaded, while for longer trucks one of the dual axles is often over loaded. The highest over loads tend to be on the driving axle, suggesting incorrect loading procedures.
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Talib, Ammar Izzuddin. "Public private partnerships for developing highways in India." access abstract and table of contents access full-text, 2007. http://libweb.cityu.edu.hk/cgi-bin/ezdb/dissert.pl?ma-sa-b22107125a.pdf.
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Thesis (M.A.)--City University of Hong Kong, 2007."The Department of Public and Social Administration in partial fulfillment of the requirements for the degree of MA in Public Policy & Management, City University of Hong Kong Hong Kong, China." Title from PDF t.p. (viewed on Oct. 12, 2007) Includes bibliographical references.
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Tapani, Andreas. "A Traffic Simulation Modeling Framework for Rural Highways." Licentiate thesis, Linköping : Linköpings universitet, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-4803.
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Adams, David Lewis. "Integrating travel time reliability into management of highways." Access to citation, abstract and download form provided by ProQuest Information and Learning Company; downloadable PDF file, 52 p, 2008. http://proquest.umi.com/pqdweb?did=1459913561&sid=3&Fmt=2&clientId=8331&RQT=309&VName=PQD.
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Alfan, Ervina. "Public Accountability : The case of Malaysian tolled Highways." Thesis, University of Manchester, 2009. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.509835.
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Alawayed, Abdulaziz Mohammed 1957. "REST-STOPS ON SAUDI ARABIAN HIGHWAYS (SERVICE AREAS)." Thesis, The University of Arizona, 1986. http://hdl.handle.net/10150/291534.
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Tolliver, Denver D. "The impacts of grain subterminals on rural highways." Diss., Virginia Polytechnic Institute and State University, 1989. http://hdl.handle.net/10919/54799.
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The problems associated with increased heavy grain truck traffic in rural regions were investigated. Both the short-run incremental costs of accelerated pavement replacement and the long-run incremental costs of upgrading low-volume highways were considered. A set of demand and traffic models was formulated which projects the annual flow of grain from each production zone in an impact region to each elevator, allocates the flows among truck-types, computes the annual trips, gross vehicle weights and axle weights, and assigns the truck trips to the highway network. A set of highway models was also formulated which computes the equivalent single axle loads for each highway section in an impact region and estimates the incremental costs associated with subterminal traffic.
The impacts of a newly-formed subterminal-satellite elevator system in rural North Dakota were investigated. The results of the case study indicate that rural collector highways are likely to experience substantial localized impacts from subterminal development but the effects on principal arterials may be minimal. Altogether, $1.14 million in short-run costs and $8.41 million in long-run costs were projected for the impact region. However, the case study roads represent less than 2 percent of the rural arterial and collector highway mileage in the state. If the case-study network represents a microcosm of rural North Dakota, then the statewide short-run and long-run incremental costs may be in the vicinity of $57 million and $420 million respectively. However, regional variations within the state may result in either higher or lower costs for a given elevator system than those projected in the case study.Ph. D.
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Jalali, Venon. "Performance of warm mix asphalt compacted at reduced temperature." Thesis, University of Nottingham, 2016. http://eprints.nottingham.ac.uk/33488/.
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The generic term Warm Mix Asphalt (WMA) refers to a variety of bituminous mixtures, which are produced through specific technologies, at temperatures approximately 15°C to 70°C lower than the typical production temperature range of conventional Hot Mix Asphalt (HMA) (i.e. 135°C to 160°C). The lower production temperatures of WMA offer a sustainable and environmental-friendly alternative to HMA via reducing the fuel consumption and greenhouse gas emission. Application of asphalt involves mixing, hauling, placement and compaction. As a general rule for HMA, if, during delivery and compaction, the mixture’s temperature drops below the minimum allowable production temperature at which adequate compaction can be achieved, then significant reductions in the performance of the resultant mixture is expected. In the case of WMA, it is expected that the effects of cool compaction on the properties and performance of the mixture will be less easily described than in HMA. This is due to the complicating presence of additives, which may modify the chemical, rheological and mechanical properties of the bitumen, as well as modifying the surface energy of both bitumen and aggregate, all of which can, consequently, affect the properties and performance of the resultant WMA mixture in a complex way not directly comparable to HMA mixtures. The overall goal of this research has been to investigate the effects and implications of temperature decline on the mechanical performance of WMA mixtures, produced in two different ways, included a ‘wax/organic additive’ technology (using a Fischer-Tropsch paraffin wax) and a ‘chemical additive’ technology (using a cationic surfactant liquid), along with determining the fundamental reasons for such effects. For this purpose, a devised comprehensive matrix of laboratory tests was performed on the produced wax-modified and chemical-additive-modified binders in order to provide the mechanical and rheological characterisation of the binders as well as their surface energy properties. The associated wax-WMA and chemical-additive-WMA, also different reference HMA mixtures were fabricated via mixing at recommended and adequate temperatures (according to the standard or the additive supplier’s advice) and compacting at a declining series of temperatures using two different compaction methods (i.e. gyratory compaction and roller compaction). A devised comprehensive set of laboratory tests was then carried out to fully characterise the manufactured WMA mixtures and their counterpart reference HMA mixtures via studying and understanding the influence of reduced production temperatures on their mechanical performance characteristics, including volumetric properties, stiffness modulus, fatigue resistance, rutting potential and viscoelastic behaviour representatives (complex stiffness modulus). The binder-aggregate dry bond strength of the various binder and aggregate combinations used in the asphalt mixtures was evaluated using the surface energy calculations combining the surface energy properties of the different binders and aggregates (pure and modified). Moreover, a mechanical assessment test was performed on different coating samples of the various binder and aggregate combinations to evaluate the binder-aggregate adhesive or binder cohesive tensile strength in different mixtures. The results show that compaction at lower temperatures does not have a considerable effect on the performance of asphalt mixtures, whether they contain additives or not, unless it occurs below 100°C (i.e. 80 and 85°C), in which case, in spite of some limited negative influences on asphalt performance, overall behaviour still remains in acceptable ranges. Moreover, it seems that overall, additives increase the sensitivity of asphalt mixtures’ properties to production temperatures variations. It was also found that gyratory compactors compact asphalt mixtures to a certain density regardless of the temperature (and probably material) because they are, in effect, strain-controlled. Thus, the compaction process in a gyratory compactor is widely insensitive to temperature. Therefore gyratory compaction is not a suitable method for investigating the performance of compaction site that imposes a fixed or set vibratory stress.
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Zhao, Jiguang. "DATA-DRIVEN METHODS FOR REDUCING WRONG-WAY CRASHES ON FREEWAYS." OpenSIUC, 2011. https://opensiuc.lib.siu.edu/dissertations/418.
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Driving the wrong way on freeways has been a nagging traffic safety problem since the interstate highway system was founded in the 1950s. Despite four decades of highway striping and sign improvements at freeway interchanges, the problem persists. This paper is to determine the contributing factors to wrong-way driving on freeways and to develop promising, cost-conscious countermeasures to reduce this driving errors and related crashes. Wrong-way crash data from Illinois Department of Transportation (IDOT) crash database were collected with 632 possible wrong-way crashes. The real wrong-way crashes were further identified by reviewing the wrong-way crash reports hardcopies and information from other resources. Characteristics of wrong-way driving behaviors were analyzed and statistical analyses were conducted to identify the contributing factors of wrong-way crashes on freeway. The state-of-the-art roadway safety management process recommended by the Highway Safety Manual (HSM) was adopted to diagnose the wrong-way driving behavior on Illinois freeway and develop the specific wrong-way crashes management procedures. The first three steps, network screening, diagnosis and countermeasure selection was developed in details. The whole procedure developed could be used to guide the management of freeway wrong-way crashes in the future. The specific procedure of transportation network review, candidate location identification and site ranking for freeway wrong-way crashes was established firstly. Based on the collected wrong-way crash data, the safety performance function (SPF) for wrong-way crashes on freeway was developed with the annual average daily traffic (AADT) and segment length being the independent variables. The procedures for candidate wrong-way crash sites diagnoses with crash data, historic site data, field condition and other information were described step by step. The methods for contributing factors identification were proposed and the Haddon matrix for wrong-way crashes on freeway was constructed finally. Methods for selecting wrong-way crash countermeasures from the perspective of "four E's" based on crash analysis finding, site-specific contributing factors and geographical characteristics were discussed, and research needs on wrong-way crash management in the future were recommended finally.
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Yoo, Kyong-Soo. "An empirical analysis of the behavior of weaving traffic in a freeway weaving section." Connect to resource, 1987. http://rave.ohiolink.edu/etdc/view.cgi?acc%5Fnum=osu1265732691.
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Lee, Kin-kau Eric. "Highway architecture Island Eastern Corridor residential development /." Click to view the E-thesis via HKUTO, 2004. http://sunzi.lib.hku.hk/hkuto/record/B31987138.
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Kung, Chi-ming. "Urban housing redevelopment beside elevated roadway." Hong Kong : University of Hong Kong, 1996. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25951294.
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Karjala, Sarah Renee. "Estimating quality of traffic flow on two-lane highways." Thesis, Montana State University, 2008. http://etd.lib.montana.edu/etd/2008/karjala/KarjalaS0808.pdf.
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Since the publication of the 2000 Highway Capacity Manual (HCM), there have been several studies that indicate that the HCM equations for Percent Time-Spent- Following (PTSF) on two-lane highways do not correspond to field-based measurements. This discrepancy was the motivation for this research project. The purpose of this project was two-fold. First, it aimed to find an alternative performance measure to PTSF that could be measured directly in the field and could adequately describe the quality of traffic flow. Secondly, the project aimed to investigate the inter-vehicular interaction between consecutive vehicles traveling on the same lane of two-lane rural highways. Both studies were empirical in nature and utilized field data gathered from rural two-lane and four-lane highways in the state of Montana. Six performance measures for two-lane highways were investigated; they were: average travel speed, average travel speed of passenger cars, average travel speed as a percent of free-flow speed, average travel speed of passenger cars as a percent of free-flow speed of passenger cars, percent followers, and follower density. The performance measures were evaluated based on their level of association with major platooning variables. Among all performance measures investigated, follower density and percent followers exhibited the highest correlation to platooning variables, respectively. Overall, follower density was recommended as the best performance measure for two-lane highways. Based on the fact that follower density is a headway-based service measure, the second study aimed to achieve a better understanding of car-following interaction on two-lane rural highways. Car-following interaction was studied by examining headway distributions, speed-headway relationships, and percent followers and flow relationships. The study found that car-following interaction generally ceases when headways exceed a value of approximately six seconds. Also, a significant proportion of drivers choose to maintain relatively short headways while following other vehicles on two-lane highways regardless of passing restrictions.
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Abou-Senna, Hatem. "Microscopic Assessment of Transportation Emissions on Limited Access Highways." Doctoral diss., University of Central Florida, 2012. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/5090.
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On-road vehicles are a major source of transportation carbon dioxide (CO2) greenhouse gas emissions in all the developed countries, and in many of the developing countries in the world. Similarly, several criteria air pollutants are associated with transportation, e.g., carbon monoxide (CO), nitrogen oxides (NOx), and particulate matter (PM). The need to accurately quantify transportation-related emissions from vehicles is essential. Transportation agencies and researchers in the past have estimated emissions using one average speed and volume on a long stretch of roadway. With MOVES, there is an opportunity for higher precision and accuracy. Integrating a microscopic traffic simulation model (such as VISSIM) with MOVES allows one to obtain precise and accurate emissions estimates. The new United States Environmental Protection Agency (USEPA) mobile source emissions model, MOVES2010a (MOVES) can estimate vehicle emissions on a second-by-second basis creating the opportunity to develop new software “VIMIS 1.0” (VISSIM/MOVES Integration Software) to facilitate the integration process. This research presents a microscopic examination of five key transportation parameters (traffic volume, speed, truck percentage, road grade and temperature) on a 10-mile stretch of Interstate 4 (I-4) test bed prototype; an urban limited access highway corridor in Orlando, Florida. The analysis was conducted utilizing VIMIS 1.0 and using an advanced custom design technique; D-Optimality and I-Optimality criteria, to identify active factors and to ensure precision in estimating the regression coefficients as well as the response variable. The analysis of the experiment identified the optimal settings of the key factors and resulted in the development of Micro-TEM (Microscopic Transportation Emissions Meta-Model). The main purpose of Micro-TEM is to serve as a substitute model for predicting transportation emissions on limited access highways to an acceptable degree of accuracy in lieu of running simulations using a traffic model and integrating the results in an emissions model. Furthermore, significant emission rate reductions were observed from the experiment on the modeled corridor especially for speeds between 55 and 60 mph while maintaining up to 80% and 90% of the freeway's capacity. However, vehicle activity characterization in terms of speed was shown to have a significant impact on the emission estimation approach. Four different approaches were further examined to capture the environmental impacts of vehicular operations on the modeled test bed prototype. First, (at the most basic level), emissions were estimated for the entire 10-mile section “by hand” using one average traffic volume and average speed. Then, three advanced levels of detail were studied using VISSIM/MOVES to analyze smaller links: average speeds and volumes (AVG), second-by-second link driving schedules (LDS), and second-by-second operating mode distributions (OPMODE). This research analyzed how the various approaches affect predicted emissions of CO, NOx, PM and CO2. The results demonstrated that obtaining accurate and comprehensive operating mode distributions on a second-by-second basis improves emission estimates. Specifically, emission rates were found to be highly sensitive to stop-and-go traffic and the associated driving cycles of acceleration, deceleration, frequent braking/coasting and idling. Using the AVG or LDS approach may overestimate or underestimate emissions, respectively, compared to an operating mode distribution approach. Additionally, model applications and mitigation scenarios were examined on the modeled corridor to evaluate the environmental impacts in terms of vehicular emissions and at the same time validate the developed model “Micro-TEM”. Mitigation scenarios included the future implementation of managed lanes (ML) along with the general use lanes (GUL) on the I-4 corridor, the currently implemented variable speed limits (VSL) scenario as well as a hypothetical restricted truck lane (RTL) scenario. Results of the mitigation scenarios showed an overall speed improvement on the corridor which resulted in overall reduction in emissions and emission rates when compared to the existing condition (EX) scenario and specifically on link by link basis for the RTL scenario. The proposed emission rate estimation process also can be extended to gridded emissions for ozone modeling, or to localized air quality dispersion modeling, where temporal and spatial resolution of emissions is essential to predict the concentration of pollutants near roadways.ID: 031988296; System requirements: World Wide Web browser and PDF reader.; Mode of access: World Wide Web.; Thesis (Ph.D.)--University of Central Florida, 2012.; Includes bibliographical references.
Ph.D.
Doctorate
Civil, Environmental and Construction Engineering
Engineering and Computer Science
Civil Engineering
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Qasim, M. "Improving highways construction processes using computer-based simulation techniques." Thesis, University of Salford, 2018. http://usir.salford.ac.uk/49496/.
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Roads are long-term infrastructure investments and are a valuable asset to the community. While it is crucial to construct new roads for various societal functions, maintaining the existing ones is also essential to develop a safe and accessible road network. Road construction projects suffer from tight schedules, massive traffic volumes, low budgets and environmental constraints that affect the productivity of road construction. Road sector is quite fragmented, and various companies are involved in a construction process. Most of these businesses have their internal procedures that are usually different from other stakeholders, which make it more complicated to improve a particular process. This research aimed to improve highways construction processes at the activity level by using the integration of manual and computer-based simulation tools. This research involved simulating two different as-is process highways related operations to experiment different what-if scenarios that are not possible otherwise to try in real life. It also involved investigating the underutilisation of simulation techniques in the highway sector. The case studies chosen for this project were resurfacing (maintenance) and earthworks (construction) operations. This integration of simulation and lean boosted the output of various highways maintenance and construction operations and maximised the efficiency of resources involved. The data was collected from reports, on-site observations and constant collaboration with the industry partners. This research succeeded in developing two artefacts (two detailed, lean-integrated simulation models) which were based on real projects and were verified and validated by the experts from highways and simulation backgrounds. It involved using Design Science or Constructive research methodology to identify an industry based problem, study it in detail and then develop a practical solution which can be implemented by industry to solve this issue. The developed models are based on two particular case studies; however, they are designed in such a way that they can be easily modified according to the needs and conditions of different countries and similar projects. There are thousands of simulation models available online but lack the ability and freedom to change accordingly and do not have detailed guidelines about its construction, usage and adjustments. A significant knowledge gap exists regarding improvement of construction processes. Existing optimisation approaches are based on manual procedures, are fragmented and not making the best use of computer-aided methods to improve operations. As the industry is becoming more competitive, there is a need to enhance various construction (decision making and ground level) activities that can ultimately improve the efficiency for overall construction projects. Current improvement approaches mostly involve manual procedures like Value Stream Mapping, DRIVE (Define-Review-Identify-Verify-Execute), PDCA (Plan-Do-Check-Act) and process mapping etc. These processes can further be enhanced by using a computer-based environment to experiment different what-if situations. The demand for enhancement can be fulfilled by utilising computer-based simulation methods that have already proven its ability in manufacturing, process and production industries. This research contributes to the existing body of knowledge by adapting constructive research methodology or design science method for developing a practical solution to improve highways/construction processes. The research is based on two real-life case studies, and all data collection is being done within the structure of case studies. These projects are first studied in detail, and then different experimental scenarios are performed to improve the as-is processes. This research was based on two different sorts of highways operations (resurfacing and earthworks), and the findings are limited to these two operations only. Even though these operations are the most frequent and important ones, there are many other processes which can also be studied and improved in the same manner. At the same time, the models created in this research are designed not to be very project-specific and can be used in projects of a similar nature.
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Kim, Bumsik. "Modeling Automated Vehicles and Connected Automated Vehicles on Highways." Diss., Virginia Tech, 2021. http://hdl.handle.net/10919/103012.
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The deployment of Automated Vehicles (AV) is starting to become widespread throughout transportation, resulting in the recognition and awareness by legislative leaders of the potential impact on transportation operations. To assist transportation operators in making the needed preparations for these vehicles, an in-depth study regarding the impact of AV and Connected Automated Vehicles (CAV) is needed. In this research, the impact of AV and CAV on the highway setting is studied. This study addresses car-following models that are currently used for simulating AV and CAV. Diverse car-following models, such as the Intelligent Driver Model (IDM), the IDM with traffic adaptive driving Strategy (SIDM), the Improved IDM (IIDM), the IIDM with Constant-Acceleration Heuristic (CAH), and the MIcroscopic model for Simulation of Intelligent Cruise control (MIXIC) were examined with the state-of-the-art vehicle trajectory data. The Highway Drone dataset (HighD) were analyzed through the implementation of genetic algorithm to gain more insight about the trajectories of these vehicles. In 2020, there is no commercially available gully automated vehicle available to the public, although many companies are conducting in field testing. This research generated AV trajectories based on the actual vehicle trajectories from the High-D dataset and adjusts those trajectories to account for ideal AV operations. The analysis from the fitted trajectory data shows that the calibrated IIDM with CAH provides a best fit on AV behavior. Next, the AV and CAV were modeled in microscopic perspective to show the impact of these vehicles on a corridor. The traffic simulation software, VISSIM, modified by implementing an external driver model to govern the interactions between Legacy Vehicles (LV), AV, and CAV on a basic and merging highway segment as well as a model of the Interstate 95 corridor south of Richmond, Virginia. From the analysis, this research revealed that the AV and CAV could increase highway capacity significantly. Even with a small portion of AV or CAV, the roadway capacity increased. On I-95, CAV performed better than AV because of Cooperative Adaptive Cruise Control (CACC) and platooning due to CAV's ability to coordinate movement through communication; however, in weaving segments, CAV underperformed AV. This result indicates that the CAV algorithms would need to be flexible in order to maintain flow in areas with weaving sections. Lastly, diverse operational conditions, such as different heavy vehicle market penetration and different aggressiveness were examined to support traffic operators transition to the introduction of AV and CAV. Based on the analysis, the study concludes that the different aggressiveness could mitigate congestion in all cases if the proper aggressiveness level is selected considering the current traffic condition. Overall, the dissertation provides guidance to researchers, traffic operators, and lawmakers to model, simulate, and evaluate AV and CAV on highways.Doctor of Philosophy
The deployment of Automated Vehicles (AV) is starting to become widespread throughout transportation, resulting in the recognition and awareness by legislative leaders of the potential impact on transportation operations. To assist transportation operators in making the needed preparations for these vehicles, an in-depth study regarding the impact of AV and Connected Automated Vehicles (CAV) is needed. In this research, the impact of AV and CAV on the highway setting is studied. This study addresses car-following models that are currently used for simulating AV and CAV. Diverse car-following models, such as the Intelligent Driver Model (IDM), the IDM with traffic adaptive driving Strategy (SIDM), the Improved IDM (IIDM), the IIDM with Constant-Acceleration Heuristic (CAH), and the MIcroscopic model for Simulation of Intelligent Cruise control (MIXIC) were examined with the state-of-the-art vehicle trajectory data. The Highway Drone dataset (HighD) were analyzed through the implementation of genetic algorithm to gain more insight about the trajectories of these vehicles. In 2020, there is no commercially available gully automated vehicle available to the public, although many companies are conducting in field testing. This research generated AV trajectories based on the actual vehicle trajectories from the High-D dataset and adjusts those trajectories to account for ideal AV operations. The analysis from the fitted trajectory data shows that the calibrated IIDM with CAH provides a best fit on AV behavior. Next, the AV and CAV were modeled in microscopic perspective to show the impact of these vehicles on a corridor. The traffic simulation software, VISSIM, modified by implementing an external driver model to govern the interactions between Legacy Vehicles (LV), AV, and CAV on a basic and merging highway segment as well as a model of the Interstate 95 corridor south of Richmond, Virginia. From the analysis, this research revealed that the AV and CAV could increase highway capacity significantly. Even with a small portion of AV or CAV, the roadway capacity increased. On I-95, CAV performed better than AV because of Cooperative Adaptive Cruise Control (CACC) and platooning due to CAV's ability to coordinate movement through communication; however, in weaving segments, CAV underperformed AV. This result indicates that the CAV algorithms would need to be flexible in order to maintain flow in areas with weaving sections. Lastly, diverse operational conditions, such as different heavy vehicle market penetration and different aggressiveness were examined to support traffic operators transition to the introduction of AV and CAV. Based on the analysis, the study concludes that the different aggressiveness could mitigate congestion in all cases if the proper aggressiveness level is selected considering the current traffic condition. Overall, the dissertation provides guidance to researchers, traffic operators, and lawmakers to model, simulate, and evaluate AV and CAV on highways.
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Vanholme, Benoit. "Highly automated driving on highways based on legal safety." Thesis, Evry-Val d'Essonne, 2012. http://www.theses.fr/2012EVRY0018/document.
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A travers des systèmes d’assistance à la conduite, l’automatisation de la conduite est introduite graduellement, avec le but de créer un transport plus sûr, confortable et moins polluant. Cette thèse discute le développement d’un système d’assistance à la conduite qui permet une conduite automatisée sur autoroute. La thèse présente le concept « Legal Safety », qui base le développement d’un système d’assistance à la conduite sur le code de la route international. Ceci permet de partager la route avec des conducteurs humains, sans nécessairement changer l’équipement sur l’infrastructure ou sur les autres véhicules. Le « Legal Safety » permet aussi un partage intuitif avec le conducteur du véhicule égo. Chapitre 1 situe le concept « Legal Safety » dans les concepts des systèmes d’assistance à la conduite existants, et discute la méthodologie de recherche de la thèse. Chapitre 2 présente les spécifications sur les composants de perception, contrôle et IHM et compare ces spécifications avec l’état de l’art de ces composants. Chapitre 3 propose le développement d’un composant de calculation de trajectories pour une conduite sur autoroute et discute la contribution de la thèse par rapport l’état de l’art. Chapitre 4 présente le développement du système sur les véhicules et simulateurs du laboratoire LIVIC et des projets HAVEit et ABV. Les différentes implémentations sur PC et sur ECU sont discutées. Chapitre 5 discute les contributions de la thèse. Ce chapitre conclue que le « Legal Safety » pour les composants décision, contrôle et IHM serait possible avec la technologie état de l’art. Une perception selon le « Legal Safety » pourrait être développée en moyen termeVehicle automation is proposed as one of the solutions to make transport safer, more comfortable and more environmentally friendly. It is gradually being introduced through Advanced Driver Assistance Systems (ADAS). This work aims to contribute to this evolution, by discussing how driving systems can share the road with human drivers. It presents the legal safety concept for the design of a highly automated driving system for highways. The legal safety concept proposes to base driving system design on traffic rules. This allows fully automated driving in traffic with human drivers, without necessarily changing equipment on other vehicles or infrastructure. The driving system can interact with the human driver, via human rules. If needed, the driving system takes over control in order to avoid accidents. With the third set of rules of the legal safety concept, system rules, system components respect the limitations of other system components. The requirements on PERCEPTION, control and Human-Machine Interface (HMI) components of the legal safety system are discussed. The decision component, which is the central component of the legal safety system, is completely worked out from requirements to design. The legal safety system has been implemented on PC and automotive Electronic Control Units (ECUs). The integration and validation of legal safety components on LIVIC, HAVEit and ABV demonstrators are presented. The work concludes that, for highway environments, legal safety decision, control and HMI can be achieved with state-of-the-art technology, and legal safety perception could be available in medium term
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Stallings, Sheila Lynne. "Roadside Ditch Design and Erosion Control on Virginia Highways." Thesis, Virginia Tech, 1999. http://hdl.handle.net/10919/35094.
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The state of roadside ditch design and performance has become a topic of concern for the Virginia Department of Transportation. Erosion failures of roadside ditches have occurred frequently enough to indicate that it may be desirable to revise the current design practice. Through the Virginia Transportation Research Council, VDOT has sponsored this research to investigate the state of design practice for these structures and to explore revisions to the design process resulting in a more economical design.
To investigate the erosion problems, various VDOT personnel at each of Virginia's nine Construction Districts were interviewed with the intent to gain an understanding of roadside ditch performance in each District. When possible, field visits were made to sites experiencing erosion failure and soil samples were collected for analysis. In addition, experiences and design procedures in neighboring states were reviewed, with the objective of determining if similar problems have been experienced, and if so, how they have been addressed. The survey of other states included nine states, and a site visit to the Mount Airy District of the North Carolina Department of Transportation. A study of the literature relating to the hydraulic performance of unlined and lined ditches was also performed, with the objective of researching available stability criteria used in ditch design and determining if suitable values of Manning's n are being used in Virginia design.
The results of this study presented in this thesis represent the best recommended roadside ditch design practice based on current available research. Recommendations include revisions to the current relationship of soil type and maximum allowable velocity, revisions to the application of Manning's n for various lining conditions, and suggestions to improve the overall design and construction process based on surveyed VDOT experience, surrounding states and current research. Future research will be necessary to improve the scientific bases for these recommendationsMaster of Science
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Lunt, Camille Cherie. "Segment and Intersection Crash Analysis Methodologies for Utah Highways." BYU ScholarsArchive, 2020. https://scholarsarchive.byu.edu/etd/8732.
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This research focuses on the Crash Analysis Methodology for Segments (CAMS) which provides a way for engineers at the Utah Department of Transportation (UDOT) to prioritize safety improvements on state-owned roadways. Unlike the Utah crash analysis methodologies that come before it, the CAMS focuses exclusively on segment-related crashes. The benefits of such an analysis can be found in identifying locations that have safety concerns unbiased from intersections and their related crashes. The CAMS uses UDOT data to create a spreadsheet of roadway segments and their associated crashes. Each segment is homogeneous with respect to five variables: Annual Average Daily Traffic (AADT), functional class, number of lanes, speed limit, and urban code. In the statistical analyses performed on the data, four years of crash data (2014-2017) are used to predict distributions of crashes for the most recent year of data (2018). Observed crash counts are compared to the predicted distributions and assigned a percentile value within the distributions, and segments are subsequently ranked in order of safety concern according to those percentiles. Two-page technical reports are created for segments that rank high in the state or UDOT Region. These reports consist of concise tables of roadway data and crash trends pertaining to each segment. Research analysts also add observations made in virtual site visits to the reports. In the end, the results and the reports are sent to UDOT where UDOT Region engineers may review and study identified segments in further detail. This research also includes modifications made to the Intersection Safety Analysis Methodology (ISAM) which focuses exclusively on intersection-related crashes. The modifications made to the ISAM mirror the abilities of the CAMS, thus allowing the pair of methodologies to analyze the entire state route network without overlapping any crash data.
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Sheldon, Larkin J. "My Way or the Highway and A Correspondence: Visual Representations of the City." Scholarship @ Claremont, 2015. http://scholarship.claremont.edu/scripps_theses/617.
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This Capstone Project encompasses two videos, each representing different ways to visually structure the experience of “the city”.
The first video, "My Way or the Highway", is a 5 minute piece examining Los Angeles Transportation systems. Through observational footage and a poetic editing style, I compare and contrast the experience of traveling via public and private transportation. Through this video I aim to encourage the viewer to consider their own transportation options whether it is in Los Angeles or anywhere else around the world.
The second is a 12 minute video, titled "A Correspondence" structured as a correspondence between Seattle and Los Angeles as if they were personified discussing what it means to be a developing/growing city and the responsibilities it entails. Visually I present a combination of footage from L.A. and Seattle to create an "impossible city" making the viewer second guess from where the footage originates, emphasizing the difference between learning about a city from others and learning about a city through experience. In "A Correspondence" I aim to provide an experience that forces the viewer to realize their own interactions with cities and how their view is shaped by their specific experiences, making everybody's view of a city subjective.
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Zarean, Mohsen. "Development of a simulation model for freeway weaving sections /." The Ohio State University, 1987. http://rave.ohiolink.edu/etdc/view?acc_num=osu1487330761218135.
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Gopisetty, Sundeep. "Forecasting truck traffic growth at West Virginia non-interstate highways." Morgantown, W. Va. : [West Virginia University Libraries], 2006. https://eidr.wvu.edu/etd/documentdata.eTD?documentid=4869.
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Thesis (M.S.)--West Virginia University, 2006.Title from document title page. Document formatted into pages; contains viii, 112 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 97-98).
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Hall, Daniel Glenn. "Wetland pollutant removal effectiveness and mitigation related to Ohio highways." Ohio : Ohio University, 1996. http://www.ohiolink.edu/etd/view.cgi?ohiou1178648817.
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Gordon, Phoebe E. "Greening Ohio Highways: Factors and Practices that Affect Tree Establishment." The Ohio State University, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=osu1417687987.
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Ng, Vincent Laphang. "A Study of Deterioration in Ride Quality on Ohio's Highways." University of Toledo / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1430322756.
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Heckler, Elliott K. "Investigating Rural Expressway Crashes at Two-Way Stop-Controlled Intersections." Ohio University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1448374211.
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Divate, Milind. "Methodology for quantifying wetland landscape parameters for highway right of way decisions utilizing GIS." Diss., Columbia, Mo. : University of Missouri-Columbia, 2008. http://hdl.handle.net/10355/5774.
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Thesis (M.S.)--University of Missouri-Columbia, 2008.The entire dissertation/thesis text is included in the research.pdf file; the official abstract appears in the short.pdf file (which also appears in the research.pdf); a non-technical general description, or public abstract, appears in the public.pdf file. Title from title screen of research.pdf file (viewed on September 2, 2008) Includes bibliographical references.
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Vollmer, Joseph Gerard. "Evaluation of plant growth regulators for managing fescue turf along highway rights-of-way." Diss., Virginia Polytechnic Institute and State University, 1989. http://hdl.handle.net/10919/54803.
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Plant growth regulators (PGR's) including metsulfuron plus mefluidide at 10 plus 140 g ha⁻¹, chlorsulfuron plus mefluidide at 20 plus 140 g ha⁻¹, imazethapyr plus imazapyr at 67.5 plus 2.5, 96.4 plus 3.6, and 115.7 plus 4.3 g ha⁻¹, ACP 2100 at 60, 120, and 180 g ha⁻¹, and DPX L5300 plus mefluidide at 10 plus 140, 20 plus 140, and 70 plus 140 g ha⁻¹ were applied to ‘KY 31’ tall fescue (Festuca arundinacea Schreb.). All rates of imazethapyr plus imazapyr, ACP 2100, and chlorsulfuron plus mefluidide afforded a significantly higher turf quality than metsulfuron plus mefluidide. ACP 2100 at 120 and 180 g ha⁻¹, imazethapyr plus imazapyr, DPX L5300 plus mefluidide at 70 plus 140 g ha⁻¹, and metsulfuron plus mefluidide gave the most consistent seedhead suppression. When treating seven month old tall fescue, DPX L5300 plus mefluidide did not adequately suppress seedhead elongation. Metsulfuron plus mefluidide, regardless of timing, caused excessive injury. All rates of imazethapyr plus imazapyr and the upper rates of ACP 2100 afforded the best turf quality followed by chlorsulfuron plus mefluidide in 1988 to ‘Rebel’ and both years to ‘KY 31’. Red fescue (Festuca rubra L.) quality was best with chlorsulfuron plus mefluidide and the high rate of DPX L5300 plus mefluidide. All other treatments resulted in a poorer quality turf. For all field studies on all turf types, in general, multiple applications were not practical and often caused excessive injury regardless of timing.
Root studies conducted in the greenhouse revealed that with one application, imazethapyr plus imazapyr, ACP 2100, and DPX L5300 plus mefluidide provided root dry weights ranging from 0.5 to 0.7 g, which was greater than metsulfuron plus mefluidide, chlorsulfuron plus mefluidide, and the mowed check which afforded root dry weights of 0.1, 0.3, and 0.2, respectively. With two applications ACP 2100 and DPX L5300 plus mefluidide afforded 350, 1100, 200 and 200% greater root volume than metsulfuron plus mefluidide and chlorsulfuron plus mefluidide and 200, 630, 600 and 600% greater root dry weights. Three applications are not recommended.
In laboratory studies using ‘KY 31’ tall fescue, mefluidide enhanced the uptake of ¹⁴C-DPX L5300 after 48 hours by as much as 11% and the translocation of ¹⁴C by 8.4% to the young leaves, 9.3% to the old leaves and 6.1% to the culm. Radioactive material concentrated in the tips of leaves. No significant accumulation of ¹⁴C occurred in the crown or roots.Ph. D.
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Shanmugam, Vijayakumar S. "Placement of Utilities in Right of Way Model using Fuzzy and Probabilistic Objective Coefficients." [Tampa, Fla.] : University of South Florida, 2003. http://purl.fcla.edu/fcla/etd/SFE0000110.
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Eisenman, Ana Athalia Plaut. "Sustainable streets and highways: an analysis of green roads rating systems." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/43702.
Full textAbstract:
As sustainability increasingly becomes a concern to society, it is in state transportation agencies' best interests to embrace and adopt initiatives that will both educate their employees and the communities they serve on how transportation systems and system operations can be viewed within such a context. One of the strategies some state departments of transportation (SDOTs) have adopted for providing a more sustainable approach to highway design is a "green streets and highways rating system." Adopting a strategy such as the one proposed in this thesis for the Georgia Department of Transportation will enable an agency to compare projects based on sustainability goals and outcomes. Such a rating system can provide several benefits to a state department of transportation. As a public relations tool, publishing the sustainability rating results of completed projects can promote an "environmentally friendly" image of the agency. In some cases, this could be used to garner increased support for an agency's program. Comparing the ratings of proposed projects during the early programming process may also help in the selection of more sustainably effective and efficient projects. Additionally, a project in the project planning phase could use the green rating criteria to identify those areas where changes in design could result in more environmentally sensitive designs. A green streets and highways rating tool is an important means of fostering an environmental ethic in a transportation agency, one that could become more important in years to come.
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BONKAT, BARNABAS NANPAK. "ANALYTICAL PROCEDURE FOR EVALUATING ROADWAY UPGRADING STRATEGY FOR LOW-VOLUME HIGHWAYS." Diss., The University of Arizona, 1985. http://hdl.handle.net/10150/187926.
Full textAbstract:
The purpose of this research was to develop a simplified analytical procedure for determining the optimal timing for upgrading low-volume roads in developing countries. Most roadway upgradings from gravel to surface treated and to asphaltic concrete are carried out when total transport cost on a road becomes high as a result of high traffic and the consequent rapid deterioration of the roadway. Adequate timing of upgrading strategies ensures effective use of resources and lower total transport cost. This study examined existing systems, models, and approaches for estimating total transport cost components. An analytical procedure was then developed using a decision-tree concept to delineate all possible upgrading strategies within a plan period. The decision-tree concept depicts all the possible upgrading strategies within a plan period with decisions on roadway upgrading made at certain decision intervals. The total transport cost of the upgrading strategies is evaluated to establish the optimal strategies and traffic warrants for improving a roadway surface. A computer program PVMNT was written to facilitate the computation of the total transport cost. A case study was presented to demonstrate the application of the analytical procedure. The case study revealed interesting results on the changes of optimal upgrading strategies with changes in base traffic volume and growth rate. However, general conclusions could not be drawn based on the results of the case study. These results, as well as the analytical procedure, should be of interest to engineers responsible for providing low-volume roads in developing countries.