Relevant bibliographies by topics / Traffic Load

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Traffic Load'

Author: Grafiati
Published: 4 June 2021
Last updated: 20 February 2023

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Journal articles on the topic "Traffic Load"

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Au, Alexander, Clifford Lam, Akhilesh C. Agarwal, and Bala Tharmabala. "Bridge evaluation by mean load method per the Canadian Highway Bridge Design Code." Canadian Journal of Civil Engineering 32, no. 4 (August 1, 2005): 678–86. http://dx.doi.org/10.1139/l05-015.

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The Canadian Highway Bridge Design Code (CHBDC) provides two alternative methods for evaluating the strength of existing bridges. The load and resistance factor method provides a general approach and covers the most extreme load situations that can occur in a general bridge population. The mean load method considers the uncertainties of loads acting on a specific bridge, the method of analysis, and resistance of the structure involved, and thus can provide a more accurate evaluation of individual bridges. Since traffic load represents a major portion of bridge loads, a better evaluation of specific bridges is obtained by using the statistical parameters of traffic loads observed on the structure. However, the overall accuracy depends heavily on capturing the most critical loading conditions during the survey periods. The mean load method is particularly valuable where actual traffic loads are expected to be significantly lower than those used in code calibration and when the potential economic benefits arising from a more realistic evaluation outweigh the extra costs of live load data collection and analysis. This paper demonstrates that the mean load method using site-specific traffic loading information can lead to a significantly higher live load-carrying capacity of a bridge.Key words: highway bridges, bridge evaluation, reliability, mean load method, bridge testing.
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Gao, Lian-sheng, Han-cheng Dan, and Liang Li. "Response Analysis of Asphalt Pavement under Dynamic Loadings: Loading Equivalence." Mathematical Problems in Engineering 2019 (July 18, 2019): 1–15. http://dx.doi.org/10.1155/2019/7020298.

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This paper establishes the equivalent relationships between the half-sinusoidal load, triangular load, vertical stepwise load, and moving traffic load. The governing equation was established for analyzing the dynamic responses of pavement, and half-sinusoidal load, triangular load, and vertical stepwise load functions were transformed into Fourier series expressions. The partial differential governing equations were simplified as ordinary differential equations and the analytical solutions were obtained. Further, the solutions were validated through comparing the theoretical results with numerical simulated results. Calculation results revealed that, for unchanged load periods, increasing the amplitudes of the three loads by 1.06, 1.31, and 1.35 times can better simulate the moving traffic loads. For unchanged load function amplitudes, increasing the function periods by 1.07, 2.23, and 2.1 times (for half-sinusoidal, triangular, and vertical stepwise loads, resp.) can improve the simulation performance. The fatigue life of asphalt pavements under the moving traffic load agrees with that of the three load simulations, indicating that the fatigue life of asphalt pavements is only associated with the load amplitude but not the load patterns.
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Li, Wen-zheng, Qiao Guo, and Wei-min Guo. "Internet load and traffic balancing." Journal of Shanghai University (English Edition) 9, no. 2 (April 2005): 143–46. http://dx.doi.org/10.1007/s11741-005-0067-1.

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Colbourn, Charles J., Alan C. H. Ling, Gaetano Quattrocchi, and Violet R. Syrotiuk. "Grooming traffic to minimize load." Discrete Mathematics 312, no. 3 (February 2012): 536–44. http://dx.doi.org/10.1016/j.disc.2011.03.016.

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Zhao, Yue, Xuelian Guo, Botong Su, Yamin Sun, and Yiyun Zhu. "Multi-Lane Traffic Load Clustering Model for Long-Span Bridge Based on Parameter Correlation." Mathematics 11, no. 2 (January 5, 2023): 274. http://dx.doi.org/10.3390/math11020274.

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Traffic loads are the primary external loads on bridges during their service life. However, an accurate analysis of the long-term effect of the operating traffic load is difficult because of the diversity of traffic flow in terms of vehicle type and intensity. This study established a traffic load simulation method for long-span bridges based on high authenticity traffic monitoring data, and an improved k-means clustering algorithm and Correlated variables Sampling based on Sobol sequence and Copula function (CSSC) sampling method. The monitoring traffic data collected through a weigh-in-motion (WIM) system was processed to generate a multi-lane stochastic traffic flow. The dynamic response of a prototype suspension bridge under a traffic load was analyzed. The results show that the traffic load can be divided into clusters with identical distribution characteristics using a clustering algorithm. Combined with CSSC sampling, the generated traffic flow can effectively represent daily traffic and vehicle characteristics, which improves the accuracy of the assessment of the loads long-term effect. The dynamic response of the bridge to different traffic flows varied significantly. The maximum and minimum vertical displacement of the main girder was 0.404 m and 0.27 m, respectively. The maximum and minimum bending stresses of the short suspender were 50.676 MPa and 28.206 MPa, respectively. The maximum equivalent bending stress and axial stress were 16.068 MPa and 10.542 MPa, respectively, whereas the minimum values were 9.429 MPa and 8.679 MPa, respectively. These differences directly influence the short and long-term evaluation of bridge components. For an accurate evaluation of the bridge operation performance, the traffic flow density must be considered.
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Hamarashid, Hozan Khalid, Miran Hama Rahim Saeed, and Soran Saeed. "Designing a Smart Traffic Light Algorithm (HMS) Based on Modified Round Robin Algorithm." Kurdistan Journal of Applied Research 2, no. 1 (June 30, 2017): 27–30. http://dx.doi.org/10.24017/science.2017.1.8.

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Nowadays, traffic light system is very important to avoid car crashes and arrange traffic load. In the Sulaimani City / Iraq, there are many traffic problems such as traffic congestion or traffic jam and the amount of time provided manually to the traffic light system. This is the main difficulty that we try to solve. The traffic lights exist but still do not manage traffic congestion due to the fixed time provided for each lane regardless of their different load. Therefore, we are proposing to change the traditional traffic system to smart traffic system (adaptive system). This paper Focuses on the existing system (fixed system), then propose the adaptive one. The main crucial side effects of the existing system are: Emergency cases: congested traffics might block the way of emergencies for instance ambulance, which transports people to the hospital Wasting time of people generally and specially Delays, which lead people to not to be punctual, this means people arrive late to the work Wasting more fuels as staying more in the traffics, which affects the environment by increasing pollution.
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Zhao, Jingnan, Hao Wang, Pan Lu, and Jiaqi Chen. "Mechanistic–Empirical Analysis of Pavement Performance Considering Dynamic Axle Load Spectra Due to Longitudinal Unevenness." Applied Sciences 12, no. 5 (March 2, 2022): 2600. http://dx.doi.org/10.3390/app12052600.

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Pavement distresses are induced by mechanistic responses in pavement structure subjected to dynamic loads of moving vehicles. Pavement surface evenness deteriorates as pavement distresses propagate, which results in dynamic axle loads and faster pavement deterioration. It is vital to consider the dynamic axle load spectra to predict pavement deterioration using traffic-monitoring data. This study aimed to evaluate the effect of dynamic loads and overweight traffic on asphalt pavement overlay performance using mechanistic–empirical (M–E) pavement analysis. The relationship between dynamic load coefficients (DLCs), axle loads, and international roughness index (IRI) was obtained for accurate quantification of dynamic axle loads. Then the dynamic axle load spectra were derived by shifting the static axle load spectra in weigh-in-motion (WIM) data, given the DLC value. AASHTOWare Pavement ME software was used to analyze pavement performance with static and dynamic axle load spectra, and the impact of overweight traffic on asphalt pavement overlay performance. The impact of dynamic loads on reflective fatigue cracking was distinguished at an early stage of the service period and eliminated after the 10-year analysis period, when the propagation of reflective cracking reached a specific level. On the other hand, the consideration of dynamic axle loads increased the impact of overweight truck traffic on pavement distresses, and pavement structures of major highways tend to be more sensitive to overweight traffic because of greater DLC excitement at higher operational speeds.
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Kennedy, D. J. Laurie, Darrel P. Gagnon, David E. Allen, and James G. MacGregor. "Canadian highway bridge evaluation: load and resistance factors." Canadian Journal of Civil Engineering 19, no. 6 (December 1, 1992): 992–1006. http://dx.doi.org/10.1139/l92-119.

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Consistent load and resistance factors are developed for a range of target values of the reliability index, β, following first-order second-moment analysis techniques for use in the evaluation of highway bridges. Dead load factors are established for steel girders, concrete girders, concrete bridge decks, and wearing surfaces, taking into account the statistical variations of weights and the range of load fractions as determined from field measurements. Live load factors are established for four categories of live loads: NP — non-permit traffic that are permitted by legislation; PM — permit, multiple trip, bulk haul, divisible loads; PS — permit, single trip, unsupervised, mixed with non-permit traffic; and PC — permit, controlled, supervised extremely heavy loads with escort. These live load factors are based on field surveys of truck weights, in Alberta and elsewhere. The event curves for NP, PS, and PM traffic have been used to determine the maximum annual truck, as the period of evaluation was chosen as 1 year based on a life-safety criterion-related to the consequences of failure. Because PC traffic is so rare, it was dealt with on an event basis. Impact data of others were analyzed to determine the appropriate bias coefficients and coefficients of variation. Uncertainties in the transverse distribution of both dead and live loads were also considered.Resistance factors are based on statistical data reported in the literature and take into account the variation in material properties, member size, and the resistance formulations. Key words: dead and live load factors, resistance factors, impact, maximum annual, traffic categories, transverse distribution, weight fractions.
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LYAPIN, S. A., Y. N. RIZAEVA, D. A. KADASEV, and N. V. VORONIN. "INVESTIGATION OF THE INFLUENCE OF TRAFFIC FLOW CONTROL ON THE LOADS OF THE MAIN LOAD-BEARING ELEMENTS AND THE CAPACITY OF BRIDGES." World of transport and technological machines 77, no. 2 (2022): 27–35. http://dx.doi.org/10.33979/2073-7432-2022-77-2-27-35.

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The article shows the influence of such methods of traffic flow management as limiting the speed of vehicles on the loads of the main load-bearing elements and the capacity of bridge structures on the example of the Oktyabrsky Bridge in Lipetsk. To determine the density of traffic flow and the load on the bridge structure, to collect information about the parameters of traffic flows, road traf-fic simulation is used. The vertical moving load on the bridge is calculated.
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Lu, Zebin, Junru Lei, Yihao He, Zhengfa Li, Shuhua Deng, and Xieping Gao. "Energy Optimization for Software-Defined Data Center Networks Based on Flow Allocation Strategies." Electronics 8, no. 9 (September 11, 2019): 1014. http://dx.doi.org/10.3390/electronics8091014.

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Nowadays, energy consumption has become an important issue in data center networks. The most promising energy-saving schemes are those that shut down unnecessary network devices and links while meeting the demand of traffic loads. Existing research mainly focuses on the strategies of energy savings in software-defined data center networks (SD-DCN). Few studies have considered both energy savings and the quality of service (QoS) of the traffic load. In this paper, we investigate the energy savings guaranteed by traffic load satisfaction ratio. To ensure the minimum-power consumption in data centers, we formulate the SD-DCN energy consumption optimization problem as an Integer Linear Programming model. To achieve a high success rate for traffic transmission, we propose three flow scheduling strategies. On this foundation, we propose a strategy-based Minimum Energy Consumption (MEC) heuristic algorithm to ensure the QoS satisfaction ratio in the process of energy optimization. The results show that our algorithm can save energy efficiently under the conditions of low traffic load and medium traffic load. Under high traffic load, our algorithm can achieve better network performance than existing solutions in terms of quality of service satisfaction ratio of flow allocation.
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Dissertations / Theses on the topic "Traffic Load"

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Zhou, Xiao Yi. "Statistical analysis of traffic loads and traffic load effects on bridges." Phd thesis, UNIVERSITE PARIS-EST, 2013. http://tel.archives-ouvertes.fr/tel-00949929.

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Une grande majorité (85%) des ponts français a une portée inférieure à 50 m. Pour ce type d’ouvrage d’art, la charge de trafic peut être déterminante pour la conception et le recalcul. Or, en Europe, le fret routier a augmenté de 36.2% entre 1995 et 2010, et la croissance annuelle du volume transporté par la route a été évaluée à 1.7% entre 2005 et 2030. Il est donc essentiel de s’assurer que les infrastructures européennes sont en mesure de répondre à cette demande croissante en capacité structurelle des ouvrages. Pour les ouvrages neufs, les modèles de trafic dans les normes ou les législations pour la conception des ponts incluent une marge de sécurité suffisante pour que la croissance du trafic soit prise en compte sans dommage par ces ouvrages. Mais pour les ouvrages existants, la résistance structurelle aux trafics actuels et futur est à vérifier et une priorisation des mesures doit être faite pour assurer leur intégrité structurelle et leur sécurité. De plus, afin de préserver leur infrastructure tout en ne menaçant pas leur compétitivité nationale, certains pays réfléchissent à l’introduction de poids lourds plus longs, plus lourds, ce qui permet de réduire le nombre de véhicules pour un volume ou un tonnage donné, ainsi que d’autres coûts (d’essence, de travail, ..), ce qui justifie encore plus les calculs effectués. Pour répondre à ce genre de problématique, différentes méthodes d’extrapolation ont déjà été utilisées pour modéliser les effets extrêmes du trafic, afin de déterminer les effets caractéristiques pour de grandes périodes de retour. Parmi celles-ci nous pouvons citer l’adaptation d’une gaussienne ou d’une loi de Gumbel sur la queue de distribution empirique, la formule de Rice appliquée à l’histogramme des dépassements de niveaux, la méthode des maxima par blocs ou celle des dépassements de seuils élevés. Les fondements et les utilisations faites de ces méthodes pour modéliser les effets extrêmes du trafic sur les ouvrages sont donnés dans un premier chapitre. De plus, une comparaison quantitative entre ces méthodes est réalisée. Deux études sont présentées, l’une basée sur un échantillon numérique et l’autre sur un échantillon réaliste d’effets du trafic. L’erreur induite par ces méthodes est évaluée à l’aide d’indicatifs statistiques simples, comme l’écart-type et les moindres carrés, évalués sur les valeurs caractéristiques et les probabilités de rupture. Nos conclusions sont, qu’en général, les méthodes sont moins précises lorsqu’il s’agit de déterminer des probabilités de rupture que lorsqu’elles cherchent des valeurs caractéristiques. Mais la raison peut en être les faibles probabilités recherchées (10-6 par an). De plus, bien qu’aucune méthode n’ait réalisée des extrapolations de manière correcte, les meilleures sont celles qui s’intéressent aux queues de probabilités, et en particulier des dépassements au-dessus d’un seuil élevé. Ainsi une étude de cette dernière méthode est réalisée : en effet, cette méthode, nommé "dépassements d’un seuil élevé", considère que les valeurs au-dessus d’un seuil correctement choisi, assez élevé, suit une distribution de Pareto généralisée (GPD). Cette méthode est utilisée de manière intensive dans les domaines de l’hydrologie et la finance, mais non encore appliquée dans le domaine des effets du trafic sur les ouvrages. Beaucoup de facteurs influencent le résultat lorsqu’on applique cette méthode, comme la quantité et la qualité des données à notre disposition, les critères utilisés pour déterminer les pics indépendants, l’estimation des paramètres et le choix du seuil. C’est pour cette raison qu’une étude et une comparaison des différentes méthodes d’estimation des paramètres de la distribution GPD sont effectuées : les conditions, hypothèses, avantages et inconvénients des différentes méthodes sont listés. Différentes méthodes sont ainsi étudiées, telles la méthode des moments (MM), la méthode des moments à poids (PWM), le maximum de vraisemblance (ML), le maximum de vraisemblance pénalisé (PML), le minimum de la densité de la divergence (MDPD), la méthode des fractiles empiriques (EPM), la statistique du maximum d’adaptation et la vraisemblance des moments (LM). Pour comparer ces méthodes, des échantillons numériques, des effets de trafic simulés par Monte Carlo et des effets mesurés sur un ouvrage réel sont utilisés. Comme prévu, les méthodes ont des performances différentes selon l’échantillon considéré. Néanmoins, pour des échantillons purement numériques, MM et PWM sont recommandées pour des distributions à paramètre de forme négatif et des échantillons de petite taille (moins de 200 valeurs). ML est conseillé pour des distributions à paramètre de forme positif. Pour des effets du trafic simulés, ML et PML donne des valeurs de retour plus correctes lorsque le nombre de valeurs au-dessus du seuil est supérieur à 100 ; dans le cas contraire, MM et PWM sont conseillés. De plus, comme c’est prouvé dans l’étude de valeurs réelles mesurées, les valeurs a priori aberrantes ("outliers") ont une influence notable sur le résultat et toutes les méthodes sont moins performantes. Comme cela a été montré dans la littérature, ces "outliers" proviennent souvent du mélange de deux distributions, qui peuvent être deux sous-populations. Dans le cas de l’effet du trafic sur les ouvrages, cela peut être la raison d’une estimation des paramètres non correcte. Les articles existant sur le sujet soulignent le fait que les effets du trafic sont dus à des chargements indépendants, qui correspondant au nombre de véhicules impliqués. Ils ne suivent pas la même distribution, ce qui contredit l’hypothèse classique en théorie des valeurs extrêmes que les événements doivent être indépendants et identiquement distribués. Des méthodes permettant de prendre en compte ce point et utilisant des distributions mélangées (exponentielles ou valeurs extrêmes généralisées) ont été proposées dans la littérature pour modéliser les effets du trafic. Nous proposons une méthode similaire, que nous appelons dépassement de seuils mélangés, afin de tenir des différentes distributions sous-jacentes dans l’échantillon tout en appliquant à chacune d’entre elles la méthode des dépassements de seuil. Pour des ponts ayant des portées supérieures à 50 m, le scénario déterminant est celui de la congestion, qui n’est pas ce qui est étudié ici. De plus, le trafic n’est pas la composante déterminante pour la conception des ponts de longue portée. Mais des problèmes de fatigue peuvent apparaître dans certains ponts, tels les ponts métalliques à dalle orthotrope, où l’étude du trafic peut devenir nécessaire. Ainsi nous avons fait une étude de l’influence de la position des véhicules sur le phénomène de fatigue. Pour cela, quatre fichiers de trafic réels, mesurés en 2010 et 2011 par quatre stations de pesage différentes, ont été utilisés. Ils ont mis à jour des comportements latéraux différents d’une station à l’autre. Si nous les appliquons au viaduc de Millau, qui est un pont métallique à haubans et à dalle orthotrope, nous voyons que l’histogramme des effets et l’effet de fatigue cumulé est beaucoup affecté par le comportement latéral des véhicules. Ainsi, des études approfondies utilisant les éléments finis pour modéliser les ouvrages et des enregistrements de trafic réel, peuvent être utilisées pour pré-déterminer quels éléments, donc quelles soudures, doivent être examinés dans les ponts afin d’estimer leur santé structurelle.
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Cong, Jing [Verfasser]. "Load Specification and Load Generation for Multimedia Traffic Loads in Computer Networks / Jing Cong." Aachen : Shaker, 2006. http://d-nb.info/1170529038/34.

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Warsama, Ahmed. "Traffic Engineering with SDN : Optimising traffic Load-Balancing with OpenFlow." Thesis, Mittuniversitetet, Institutionen för informationssystem och –teknologi, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:miun:diva-39385.

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The advent of trends such as virtualization, cloud computing, IoT and BYOD has increased the traffic loads on modern enterprise and data-center networks. As the requirements on today’s networks increase, newer designs and solutions have sprout forth. Software-Defined Networking was developed to cater to the needs of modern networks and to improve traffic handling among other things. This study focuses on the ways SDN, specifically the OpenFlow standard, can be used to load-balance and increase the network throughput, in comparison to traditional methods such as Equal-Cost Load-Balancing. This was done by creating a test environment with the network emulator Mininet, and by creating load-balancing programs. The load-balancers were created using the OpenFlow protocol. These programs were used together with the Floodlight controller and were compared in the same environment. The results showed that the bandwidth load-balancer outperformed the Equal-Cost Load-Balancer.
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Igbe, Damian. "Dynamic load balancing of parallel road traffic simulation." Thesis, University of Westminster, 2010. https://westminsterresearch.westminster.ac.uk/item/90644/dynamic-load-balancing-of-parallel-road-traffic-simulation.

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The objective of this research was to investigate, develop and evaluate dynamic load-balancing strategies for parallel execution of microscopic road traffic simulations. Urban road traffic simulation presents irregular, and dynamically varying distributed computational load for a parallel processor system. The dynamic nature of road traffic simulation systems lead to uneven load distribution during simulation, even for a system that starts off with even load distributions. Load balancing is a potential way of achieving improved performance by reallocating work from highly loaded processors to lightly loaded processors leading to a reduction in the overall computational time. In dynamic load balancing, workloads are adjusted continually or periodically throughout the computation. In this thesis load balancing strategies were evaluated and some load balancing policies developed. A load index and a profitability determination algorithms were developed. These were used to enhance two load balancing algorithms. One of the algorithms exhibits local communications and distributed load evaluation between the neighbour partitions (diffusion algorithm) and the other algorithm exhibits both local and global communications while the decision making is centralized (MaS algorithm). The enhanced algorithms were implemented and synthesized with a research parallel traffic simulation. The performance of the research parallel traffic simulator, optimized with the two modified dynamic load balancing strategies were studied.
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James, Gerard. "Analysis of traffic load effects an railway bridges." Doctoral thesis, KTH, Civil and Architectural Engineering, 2003. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-3523.

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The work presented in this thesis studies the load and loadeffects of traffic loads on railway bridges. The increasedknowledge of the traffic loads, simulated using fieldmeasurements of actual trains, are employed in a reliabilityanalysis in an attempt at upgrading existing railwaybridges.

The study utilises data from a weigh-in-motion site whichrecords, for each train, the train speed, the loads from eachaxle and the axle spacings. This data of actual trainconfigurations and axle loads are portrayed as moving forcesand then used in computer simulations of trains crossing twodimensional simply supported bridges at constant speed. Onlysingle track short to medium span bridges are considered in thethesis. The studied load effect is the moment at mid-span. Fromthe computer simulations the moment history at mid-span isobtained.

The load effects are analysed by two methods, the first isthe classical extreme value theory where the load effect ismodelled by the family of distributions called the generalisedextreme value distribution (GEV). The other method adopts thepeaks-over-threshold method (POT) where the limiting family ofdistributions for the heights to peaks-over-threshold is theGeneralised Pareto Distribution (GPD). The two models aregenerally found to be a good representation of the data.

The load effects modelled by either the GEV or the GPD arethen incorporated into a reliability analysis in order to studythe possibility of raising allowable axle loads on existingSwedish railway bridges. The results of the reliabilityanalysis show that they are sensitive to the estimation of theshape parameter of the GEV or the GPD.

While the study is limited to the case of the ultimate limitstate where the effects of fatigue are not accounted for, thefindings show that for the studied cases an increase inallowable axle load to 25 tonnes would be acceptable even forbridges built to the standards of 1940 and designed to LoadModel A of that standard. Even an increase to both 27.5 and 30tonnes appears to be possible for certain cases. It is alsoobserved that the short span bridges ofapproximately fourmetres are the most susceptible to a proposed increase inpermissible axle load.

Keywords:bridge, rail, traffic load, load effect,dynamic amplification factor, extreme value theory,peaks-over-threshold, reliability theory, axle loads, fielddata.

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Sarraf, Anooshiravan Hashemzadeh. "Asymmetric traffic load modelling for local area networks." Thesis, Manchester Metropolitan University, 1996. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.319239.

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Hadji, Leila. "A Unified Load Generator for Geographically Distributed Generation ofNetwork Traffic." Thesis, Högskolan Dalarna, Datateknik, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:du-2375.

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During the last decade, the Internet usage has been growing at an enormous rate which has beenaccompanied by the developments of network applications (e.g., video conference, audio/videostreaming, E-learning, E-Commerce and real-time applications) and allows several types ofinformation including data, voice, picture and media streaming. While end-users are demandingvery high quality of service (QoS) from their service providers, network undergoes a complex trafficwhich leads the transmission bottlenecks. Considerable effort has been made to study thecharacteristics and the behavior of the Internet. Simulation modeling of computer networkcongestion is a profitable and effective technique which fulfills the requirements to evaluate theperformance and QoS of networks. To simulate a single congested link, simulation is run with asingle load generator while for a larger simulation with complex traffic, where the nodes are spreadacross different geographical locations generating distributed artificial loads is indispensable. Onesolution is to elaborate a load generation system based on master/slave architecture.
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Frostne, Isabel. "Traffic analysis of existing traffic in Kulyab region in order to plan and configure a new GSM MSC for this region." Thesis, KTH, Kommunikationssystem, CoS, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-91095.

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Wide area cellular mobile networks have rapidly evolved over the years. In the beginning achieving wide area coverage was a great achievement – enabling subscribers to call from wherever they were currently located and whenever they wanted. Additionally these systems supported mobility of subscribers, so that calls could continue even while a subscriber moved from one cell to another. Today mobility management is something everyone takes for granted. New functionality is continuously being developed for these networks. An important aspect of this evolution has been to enable new applications and technologies to be introduced while maintaining interoperability with the existing technologies. These mobile networks use new technologies and enable new applications, but they interconnect with existing networks that utilize earlier technologies, such as the existing fixed telephone network. These interconnections enable communication between subscribers connected via all of these networks. In today’s mobile networks there are a variety of technologies working side by side, for example 2G, GPRS, 3G, and so on. The earlier networks used circuit switching technology, but the trend in later networks was to transition exclusively to packet switching. One of the most important network entities is the mobile switch center (MSC). In the earlier circuit switched networks the MSC is the heart of the circuit switching network. The MSC is responsible for management, control, and communication to and from the mobile stations (MSs) in the area managed by the MSC. The MSC stores information about each of the MSs in one or more databases. In the subscriber’s home network the information about their subscription is stored in a home location register (HLR), while when this subscriber is in another network information is stored in a visitor location register (VLR). The MSC together with other elements of the core network handles mobility management, enabling both handover and roaming. A gateway MSC enables MSs to communicate with phones connected to the fixed network. The aim of this thesis is to analyze the traffic situation for Kulyab region in order to configure and install the MSC in Kulyab. For the time being there is no radio network controller (RNC) in Kulyab region, so the MSC in Kulyab will be configured to support 2G traffic. The configuration will be based on the expected mobile traffic load in the Kulyab region, thus the first steps in the process were to collect and analyze data about the existing traffic in this region that is currently served by a MSC located outside of this region. The configuration of the new MSC will be based on this analysis. After installing and configuring the new MSC some question need to be answered, namely: Can the MSC in Kulyab support all the base stations in Kulyab region? If not, how many base stations can it support? To what extent does the addition of this new MSC improve the overall network in terms of increased reliability, capacity, and throughput? How much will the capacity of the existing MSC, that is responsible for traffic outside Dushanbe, be increased due to the introduction of the new MSC?
Den mobila täckningen har utvecklats snabbt under åren. Att uppnå den mobila täckningen var i början en stor prestation – att kunna erbjuda telefontjänster för abonnenterna var än de befann sig och när de ville. Förutom detta så stödde detta system också fri rörlighet för abonnenterna. Under ett samtal kunde de förflytta sig från en cell till ett annan utan att samtalet bröts. Nu är mobilitetshanteringen någonting självklart. Nya funktioner utvecklas ständigt för dessa nätverk. En viktig aspekt för utvecklingen är att möjliggöra så att nya applikationer och teknologier kan introduceras och fortfarande vara kompatibla med de existerande teknikerna. Dessa mobilnätverk använder nya tekniker och möjliggör nya applikationer som är kompatibla med det existerande nätverket. Det existerande nätverket använder sig av tidigare teknologier, så som den fasta telefonnätet. Detta möjliggör kommunikation mellan abonnenterna från olika nätverk. I dagens nätverk finns det ett antal olika nätverk, som t.ex. 2G, GPRS, 3G och så vidare. Det tidigare nätverket använde sig av kretskopplad teknik, men trenden är attuteslutande använda sig av paketkopplad teknik. En av de viktigaste nätverksenheterna är ”Mobile switch center” (MSC). I de tidigare kretskopplade nätverket är MSC hjärtat i det kretskopplade nätverket. MSC är ansvarig för hanteringen, kontrollen och kommunikation till och från demobila enheterna (MS) i området som kontrolleras av MSCn. MSC lagrar information om var och en av MS i ett eller flera databaser. I abonnentens hemnätverk finns information om abonnentens abonnemang i ett hemregister (HLR). När abonnenten befinner sig i ett annat nätverk lagras informationen i ett gästregister (VLR). MSC hanterar mobilitet tillsammans med andra nätverksenheter i ”Core network” (CN) och möjliggör överlämnande (handover) och roaming. ”Gateway MSC” GMSC möjliggör kommunikation mellan MS och det fasta nätverket. Syftet med examensarbetet är att analysera trafiken för Kulyab-regionen för att konfigurera och installera en MSC i Kulyab. För tillfället finns ingen ”Radio network controller” (RNC) i regionen Kulyab, så MSCn i Kulyab kommer att konfigureras för att stödja 2G trafik. Konfigurationen baseras på den förväntade belastningen av mobiltrafiken i Kulyab-regionen, följaktligen är det första steget i processen att samla ihop och analysera information om den existerande trafiken i Kulyab-regionen. Trafiken tillhörande Kulyab-regionen handskas för närvarande av en MSC som befinner sig utanför detta område. Konfigurationen av den nya MSCn kommer att baseras på denna analys. Efter installationen och konfigurationen av den nya MSCn kommer följande frågor att bli besvarade, nämligen: Kan MSCn i Kulyab stödja alla basstationerna i Kulyab regionen? Om inte, hur många basstationer kan MSCn stödja? Till vilken grad kommer den nya MSCn att förbättra nätverket i termer av ökad tillförlitlighet, kapacitet och trafikgenomströmning? Hur mycket kommer kapacitetsökningen för den existerande MSC utanför Dushanbe att öka då MSC i Kulyab installeras?
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Xirouchakis, Michail. "Traffic Load Predictions Using Machine Learning : Scale your Appliances a priori." Thesis, KTH, Skolan för elektroteknik och datavetenskap (EECS), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-254906.

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Layer 4-7 network functions (NF), such as Firewall or NAPT, have traditionally been implemented in specialized hardware with little to no programmability and extensibility. The scientific community has focused on realizing this functionality in software running on commodity servers instead. Despite the many advancements over the years (e.g., network I/O accelerations), software-based NFs are still unable to guarantee some key service-level objectives (e.g., bounded latency) for the customer due to their reactive approach to workload changes. This thesis argues that Machine Learning techniques can be utilized to forecast how traffic patterns change over time. A network orchestrator can then use this information to allocate resources (network, compute, memory) in a timely fashion and more precisely. To this end, we have developed Mantis, a control plane network application which (i) monitors all forwarding devices (e.g., Firewalls) to generate performance-related metrics and (ii) applies predictors (moving average, autoregression, wavelets, etc.) to predict future values for these metrics. Choosing the appropriate forecasting technique for each traffic workload is a challenging task. This is why we developed several different predictors. Moreover, each predictor has several configuration parameters which can all be set by the administrator during runtime. In order to evaluate the predictive capabilities of Mantis, we set up a test-bed, consisting of the state-of-the-art network controller Metron [16], a NAPT NF realized in FastClick [6] and two hosts. While the source host was replaying real-world internet traces (provided by CAIDA [33]), our Mantis application was performing predictions in real time, using a rolling window for training. Visual inspection of the results indicates that all our predictors have good accuracy, excluding (i) the beginning of the trace where models are still being initialized and (ii) instances of abrupt change. Moreover, applying the discrete wavelet transform before we perform predictions can improve the accuracy further.
Nätverksfunktioner i lager 4-7 som t.ex. brandväggar eller NAPT har traditionellt implementeras på specialdesignad hårdvara med väldigt få programeringsegenskaper. Forskning inom datakomunikation har fokuserat på att istället möjliggöra dessa funktioner i mjukvara på standardhårdvara. Trots att många framsteg har gjorts inom området under de senaste åren (t.ex. nätverks I/O accelerering), kan inte mjukvarubaserade nätverksfunktioner garantera önskad tjänstenivå för kunderna (t.ex. begränsade latensvärden) p.g.a. det reaktiva tillvägagångsättet när arbetslasten ändras. Den här avhandlingen visar att med hjälp av maskininlärning så går det att förutse hur trafikflöden ändras över tid. Nätverksorkestrering kan sedan användas för att allokera resurser (bandbredd, beräkning, minne) i förväg samt mer precist. För detta ändamål har vi utvecklat Mantis, en nätverksapplikation i kontrolplanet som övervakar alla nätverksenheter för att generera prestandabaserade mätvärden och använder matematiska prediktorer (moving average, autoregression, wavelets, o.s.v.) för att förutse kommande ändringar i dessa värden. Det är en utmaning att välja rätt metod för att skapa prognosen för varje resurs. Därför har vi utvecklat flera olika prediktorer. Dessutom har varje prediktor flera konfigurationsvärden som kan ändras av administratören. För att utvärdera Mantis prognoser har vi satt upp ett testnätverk med en av marknadens ledande nätverkskontrollers, Metron [16], en NAPT nätverksfunktion implementerad med FastClick [6] och två testnoder. Den ena noden skickar data hämtad från verklig Internettrafik (erhållen från CAIDA [33]) samtidigt som vår applikation, Mantis, skapar prognoser i realtid. Manuell inspektion av resultaten tyder på att alla våra prediktorer har god precision, förutom början av en spårning då modellerna byggs upp eller vid abrupt ändring. Dessutom kan precisionen ökas ytterligare genom att använda diskret wavelet transformering av värdena innan prognosen görs.
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Yaiaroon, Niphan. "Probabilistic modelling of extreme traffic load-effects based on WIM data." Thesis, The University of Sydney, 2009. https://hdl.handle.net/2123/28224.

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The primary aims of this thesis are to develop a realistic probabilistic model of extreme traffic load-effects (referred to as a Probabilistic Model), which could be used for a reliability—based assessment of the safety of existing bridges, and to develop a model that provides an efficient approximation (without significant computational difficulties) for the Probabilistic Model (referred to as an Approximate Model). The research focuses on the analysis of traffic load-effects estimated from Weigh-in-Motion data by calculating hypothetical load-effects that would be induced by each vehicle. Considerations are given to single-span simply—supported and typical three—span continuous bridges with main span lengths up to 40 m, and the load—effect results are used as the basis for calibrating realistic probabilistic models proposed in this research. A preliminary assessment scheme is developed to determine the quality of WIM data, including a rational method to assist in accepting or rejecting daily data records. A key feature is to inspect the data for consistency of the average daily single steer axle mass distributions for selected vehicle patterns. Visual inspection of graphs of statistical distributions is also essential for WIM data with significant temporal variations. The site-specific traffic characteristics for each WIM site that can be derived from the obtained WIM data are examined and presented. A simulation study on theoretical static peak load-effects given by the obtained WIM data was conducted in order to analyse frequency distributions of normalised peak load-effects, normalised with respect to ‘characteristic values’. For peak load—effects normalised with respect to the corresponding 99th percentile peak load-effects (as characteristic values), it was found in general that the extreme normalised peak loadeffect distributions (exceeding the load-effect thresholds) were essentially the same for all load-effects. The peak load-effects normalised with respect to the corresponding peak load-effects given by the T44 design load were also examined and it was found that the T44 design load did not provide a good representation of the critical vehicles for the traffic loads considered. A Probabilistic Model that can be used effectively to approximate all distributions of extreme normalised peak load-effects is developed to describe the distributions given by general vehicles. The Probabilistic Models include an upper limit on the maximum load-effect, and the models were validated by comparing with the distributions of theoretical load-effects obtained from the WIM data. Furthermore, for selected cases, they were also compared with extrapolations of extreme normalised peak load—effects based on approximate Normal probability distributions. The resultant distributions show that the Probabilistic Models provide an efficient basis to approximately describe the distributions for WIM data without a large proportion of heavily overloaded C10 (1-2-2-2) vehicles. An example is provided for a case in which the extreme normalised peak loadeffect distribution is not accurately described by a Normal probability distribution, whereas sufficient accuracy is provided by a Probabilistic Model calibrated specifically for this load-effect distribution. Extreme value distributions corresponding to sample sizes of 1 million and 100 million vehicles were derived from the Probabilistic Models and the Normal probability approximations for selected cases, and differences between these extreme value distributions were inspected to study the effect of the upper limits of the Probabilistic Models. Finally, validation of the Approximate Models was carried out for selected cases by comparing with the Probabilistic Models and the distributions obtained from WIM data. An approximate threshold value for the Approximate Model is given by a characteristic truck model capable of predicting the threshold values for all load-effects. This truck model is based simply on the GVM information fiom the WIM data. Satisfactory results were obtained from the characteristic truck model for describing threshold values for all bridge types and all load-effects, using a very simple method, and the threshold value estimation was most accurate for bridges with long main span lengths. The accuracy of the Approximate Model depends on the accuracy of the characteristic truck model to estimate the threshold values. For selected cases, it has been found that the Approximate Models provide an efficient and reasonably accurate basis to approximate the distributions obtained from WIM data and the detailed Probabilistic Models developed in this research.
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Books on the topic "Traffic Load"

1

Martinez, Mark. Evaluation of LA DOTD traffic load data for determination of traffic load equivalency factors: Final report. Baton Rouge, La. (4101 Gourrier Avenue, Baton Rouge 70808): Louisiana Transportation Research Center, 2001.

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Qu, Tongbin. Traffic-load forecasting using weigh-in-motion data. [Austin, TX]: Center for Transportation Research, Bureau of Engineering Research, University of Texas at Austin, 1997.

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Shukla, Shridhar B. Multicast tree construction in network topologies with asymmetric link loads. Monterey, Calif: Naval Postgraduate School, 1994.

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K, Cable James. Field evaluation of alternative load transfer device locations in low-traffic volume pavements. Ames, Iowa: Dept. of Civil, Construction and Environmental Engineering, Iowa State University, 2003.

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Gaver, Donald Paul. Heavy-traffic analysis of multi-type queueing under probabilistically load-preferential service order. Monterey, Calif: Naval Postgraduate School, 1990.

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Air traffic controller staffing in the en route domain: A review of the Federal Aviation Administration's task load model. Washington, D.C: Transportation Research Board, 2010.

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Office, General Accounting. FAA staffing: Air traffic controllers' work load and operational performance : fact sheet for the Chairman, Subcommittee on Transportation and Related Agencies, Committee on Appropriations, United States Senate. Washington, D.C: U.S. General Accounting Office, 1987.

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Ramberger, Günter. Structural bearings and expansion joints for bridges. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2002. http://dx.doi.org/10.2749/sed006.

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<p>Bridge superstructures have to be designed to permit thermal and live load strains to occur without unintended restraints. Bridge bearings have to transfer forces from the superstructure to the substructure, allowing all movements in directions defined by the designer. The two functions -transfer the loads and allow movements only in the required directions for a long service time with little maintenance - are not so easy to fulfil. Differ­ent bearings for different purposes and requirements have been developed so, that the bridge designer can choose the most suitable bearing.</p> <p>By the movement of a bridge, gaps are necessary between superstructure and substructure. Expansion joints fill the gaps, allowing traffic loads tobe carried and allowing all expected displacements with low resistance. Ex­pansion joints should provide a smooth transition, avoid noise emission as far as possible and withstand all mechanical actions and chemical attacks (de-icing) for a long time. A simple exchange of all wearing parts and of the entire expansion joint should be possible.</p> <p>The present volume provides a comprehensive survey of arrangement, construction and installation of bearings and expansion joints for bridges including calculation of bearing reactions and movements, analysis and design, inspection and maintenance. A long list of references deals with the subjects but also with aspects in the vicinity of bearings and expansion joints.</p> <p>This book is aimed at both students and practising engineers, working in the field of bridge design, construction, analysis, inspection, maintenance and repair.</p>
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The case of the French lord. [Gurgaon] India: Partridge, a Penguin Random House Company, 2014.

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Strengthening historic covered bridges to carry modern traffic. Hauppauge, NY, USA: Nova Science Publishers, 2009.

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Book chapters on the topic "Traffic Load"

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Weik, Martin H. "traffic load." In Computer Science and Communications Dictionary, 1804. Boston, MA: Springer US, 2000. http://dx.doi.org/10.1007/1-4020-0613-6_19828.

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Keenahan, Jennifer, Eugene OBrien, Aleš Žnidarič, and Jan Kalin. "Dynamic load allowance." In Bridge Traffic Loading, 87–110. London: CRC Press, 2021. http://dx.doi.org/10.1201/9780429318849-4.

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Weik, Martin H. "traffic load balancing." In Computer Science and Communications Dictionary, 1805. Boston, MA: Springer US, 2000. http://dx.doi.org/10.1007/1-4020-0613-6_19829.

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Lebek, Dietrich. "Traffic Load Simulation Programme." In Bridge Management, 563–74. Boston, MA: Springer US, 1990. http://dx.doi.org/10.1007/978-1-4899-7232-3_49.

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Weik, Martin H. "line traffic load control." In Computer Science and Communications Dictionary, 905. Boston, MA: Springer US, 2000. http://dx.doi.org/10.1007/1-4020-0613-6_10344.

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Aziz, Zagroz, and Robert Bestak. "Mobile Voice Traffic Load Characteristics." In Computer Networks, 193–207. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-21952-9_15.

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Larroca, Federico, and Jean-Louis Rougier. "A Fair and Dynamic Load-Balancing Mechanism." In Traffic Management and Traffic Engineering for the Future Internet, 36–52. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-04576-9_3.

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OBrien, Eugene, Donya Hajializadeh, Bernard Enright, and Cathal Leahy. "Factors affecting the accuracy of characteristic maximum load effects." In Bridge Traffic Loading, 143–84. London: CRC Press, 2021. http://dx.doi.org/10.1201/9780429318849-6.

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Tomanek, Dagmar Piotr, and Jürgen Schröder. "Traffic Load Heat Map – Intralogistisches Verkehrsaufkommen." In Value Added Heat Map, 77–86. Wiesbaden: Springer Fachmedien Wiesbaden, 2018. http://dx.doi.org/10.1007/978-3-658-16895-7_8.

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Pouzols, Federico Montesino, Diego R. Lopez, and Angel Barriga Barros. "Predictive Models of Network Traffic Load." In Studies in Computational Intelligence, 87–145. Berlin, Heidelberg: Springer Berlin Heidelberg, 2011. http://dx.doi.org/10.1007/978-3-642-18084-2_3.

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Conference papers on the topic "Traffic Load"

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Amelina, Natalia, Andrey Chernov, Oleg Granichin, Yury Ivanskiy, and Irina Len. "Network Traffic Load Balancing Protocol*." In 2020 European Control Conference (ECC). IEEE, 2020. http://dx.doi.org/10.23919/ecc51009.2020.9143622.

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Raida, Vaclav, Martin Lerch, Philipp Svoboda, and Markus Rupp. "Deriving Cell Load from RSRQ Measurements." In 2018 Network Traffic Measurement and Analysis Conference (TMA). IEEE, 2018. http://dx.doi.org/10.23919/tma.2018.8506494.

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Hedayati, Maysam, Seyed Hossein, Reza Shakerian, and Mohsen Rahmani. "Comparison between traffic load estimated and true traffic load in Mobile ad-hoc network." In 2010 2nd International Conference on Education Technology and Computer (ICETC). IEEE, 2010. http://dx.doi.org/10.1109/icetc.2010.5529333.

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Chernov, Andrey, Yury Ivanskiy, Irina Len, and Natalia Amelina. "Network Traffic Load Balancing Protocol for Different Priority Traffic." In 2022 6th Scientific School Dynamics of Complex Networks and their Applications (DCNA). IEEE, 2022. http://dx.doi.org/10.1109/dcna56428.2022.9923119.

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Yang, ZhongZhen, and Yoshitsugu Hayashi. "Traffic Environmental Load on 3-Dimension Road Network." In International Conference on Traffic and Transportation Studies (ICTTS) 2002. Reston, VA: American Society of Civil Engineers, 2002. http://dx.doi.org/10.1061/40630(255)8.

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Nagesh, H., V. Poosala, Vijay Kumar, P. Winzer, and M. Zirngibl. "Load-balanced architecture for dynamic traffic." In 2005 Optical Fiber Communications Conference Technical Digest. IEEE, 2005. http://dx.doi.org/10.1109/ofc.2005.192558.

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Razmkhah, Ali, and Akbar Ghaffarpour Rahbar. "Traffic load heterogeneity in WDM EPONs." In 2011 High Capacity Optical Networks and Enabling Technologies (HONET). IEEE, 2011. http://dx.doi.org/10.1109/honet.2011.6149789.

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Sakhri, Khadidja, Ahmed Korichi, and Azzaoui Nadjet. "A Novel MPLS Traffic Load Algorithm for Efficient Traffic Management." In 2nd International Conference on Industry 4.0 and Artificial Intelligence (ICIAI 2021). Paris, France: Atlantis Press, 2022. http://dx.doi.org/10.2991/aisr.k.220201.027.

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Xu, Xudong, and Xueyang Zhou. "Strategy for Load Balancing Task Assignment Based on Traffic Load." In 2017 5th International Conference on Frontiers of Manufacturing Science and Measuring Technology (FMSMT 2017). Paris, France: Atlantis Press, 2017. http://dx.doi.org/10.2991/fmsmt-17.2017.253.

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Qian, Wei Huang Zhendong, Zhendong Qian, and Hedong Niu. "Load Stress Analysis of Unbonded Prestressed Concrete Pavement." In International Conference on Traffic and Transportation Studies (ICTTS) 2002. Reston, VA: American Society of Civil Engineers, 2002. http://dx.doi.org/10.1061/40630(255)214.

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Reports on the topic "Traffic Load"

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Bao, Jieyi, Xiaoqiang Hu, Cheng Peng, Yi Jiang, Shuo Li, and Tommy Nantung. Truck Traffic and Load Spectra of Indiana Roadways for the Mechanistic-Empirical Pavement Design Guide. Purdue University, 2020. http://dx.doi.org/10.5703/1288284317227.

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The Mechanistic-Empirical Pavement Design Guide (MEPDG) has been employed for pavement design by the Indiana Department of Transportation (INDOT) since 2009 and has generated efficient pavement designs with a lower cost. It has been demonstrated that the success of MEPDG implementation depends largely on a high level of accuracy associated with the information supplied as design inputs. Vehicular traffic loading is one of the key factors that may cause not only pavement structural failures, such as fatigue cracking and rutting, but also functional surface distresses, including friction and smoothness. In particular, truck load spectra play a critical role in all aspects of the pavement structure design. Inaccurate traffic information will yield an incorrect estimate of pavement thickness, which can either make the pavement fail prematurely in the case of under-designed thickness or increase construction cost in the case of over-designed thickness. The primary objective of this study was to update the traffic design input module, and thus to improve the current INDOT pavement design procedures. Efforts were made to reclassify truck traffic categories to accurately account for the specific axle load spectra on two-lane roads with low truck traffic and interstate routes with very high truck traffic. The traffic input module was updated with the most recent data to better reflect the axle load spectra for pavement design. Vehicle platoons were analyzed to better understand the truck traffic characteristics. The unclassified vehicles by traffic recording devices were examined and analyzed to identify possible causes of the inaccurate data collection. Bus traffic in the Indiana urban areas was investigated to provide additional information for highway engineers with respect to city streets as well as highway sections passing through urban areas. New equivalent single axle load (ESAL) values were determined based on the updated traffic data. In addition, a truck traffic data repository and visualization model and a TABLEAU interactive visualization dashboard model were developed for easy access, view, storage, and analysis of MEPDG related traffic data.
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Gaver, Donald P., and J. A. Morrison. Heavy-Traffic Analysis of Multi-Type Queueing under Probabilistically Load-Preferential Service Order. Fort Belvoir, VA: Defense Technical Information Center, August 1990. http://dx.doi.org/10.21236/ada230371.

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Jiang, Yi, Shuo Li, and Tommy Nantung. Analysis and Determination of Axle Load Spectra and Traffic Input for the Mechanistic-Empirical Pavement Design Guide. West Lafayette, Indiana: Purdue University, 2008. http://dx.doi.org/10.5703/1288284314325.

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Terzic, Vesna, and William Pasco. Novel Method for Probabilistic Evaluation of the Post-Earthquake Functionality of a Bridge. Mineta Transportation Institute, April 2021. http://dx.doi.org/10.31979/mti.2021.1916.

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While modern overpass bridges are safe against collapse, their functionality will likely be compromised in case of design-level or beyond design-level earthquake, which may generate excessive residual displacements of the bridge deck. Presently, there is no validated, quantitative approach for estimating the operational level of the bridge after an earthquake due to the difficulty of accurately simulating residual displacements. This research develops a novel method for probabilistic evaluation of the post-earthquake functionality state of the bridge; the approach is founded on an explicit evaluation of bridge residual displacements and associated traffic capacity by considering realistic traffic load scenarios. This research proposes a high-fidelity finite-element model for bridge columns, developed and calibrated using existing experimental data from the shake table tests of a full-scale bridge column. This finite-element model of the bridge column is further expanded to enable evaluation of the axial load-carrying capacity of damaged columns, which is critical for an accurate evaluation of the traffic capacity of the bridge. Existing experimental data from the crushing tests on the columns with earthquake-induced damage support this phase of the finite-element model development. To properly evaluate the bridge's post-earthquake functionality state, realistic traffic loadings representative of different bridge conditions (e.g., immediate access, emergency traffic only, closed) are applied in the proposed model following an earthquake simulation. The traffic loadings in the finite-element model consider the distribution of the vehicles on the bridge causing the largest forces in the bridge columns.
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Robinson, W. Full-scale evaluation of multi-axial geogrids in road applications. Engineer Research and Development Center (U.S.), March 2022. http://dx.doi.org/10.21079/11681/43549.

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The U.S. Army Engineer Research and Development Center (ERDC) constructed a full-scale unsurfaced test section to evaluate the performance of two prototype geogrids, referred to as NX950 and NX750, in road applications. The test section consisted of a 10-in.-thick crushed aggregate surface layer placed over a very weak 2 California Bearing Ratio (CBR) clay subgrade. Simulated truck traffic was applied using one of ERDC’s specially designed load carts outfitted with a single-axle dual wheel truck gear. Rutting performance and instrumentation response data were monitored at multiple traffic intervals. It was found that the prototype geogrids improved rutting performance when compared to the unstabilized test item, and that the test item containing NX950 had the best rutting performance. Further, instrumentation response data indicated that the geogrids reduced measured pressure and deflection near the surface of the subgrade layer. Pressure response data in the aggregate layer suggested that the geogrids redistributed applied pressure higher in the aggregate layer, effectively changing the measured stress profile with an increase in pavement depth.
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Robinson, W. Evaluation of thin flexible pavements under simulated aircraft traffic. Engineer Research and Development Center (U.S.), December 2020. http://dx.doi.org/10.21079/11681/39161.

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A full-scale airfield pavement test section was constructed and trafficked by the U.S. Army Engineer Research and Development Center (ERDC) to evaluate the performance of relatively thin airfield pavement structures. The test section consisted of 16 test items that included three asphalt pavement thicknesses and two different aggregate base courses. The test items were subjected to simulated aircraft traffic to evaluate their response and performance to realistic aircraft loads and to evaluate the effect of reductions in tire pressure on thin asphalt pavement. Rutting behavior, pavement cracking, instrumentation response, and falling weight deflectometer response were monitored at selected traffic intervals. The results of this study were used to extend existing Department of Defense pavement design and evaluation techniques to include the evaluation of airfield pavement sections that do not meet the current criteria for aggregate base quality and minimum asphalt concrete surface thickness. These performance data were used to develop new aggregate base failure design curves using existing stress-based design methodology.
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7

Huang, Cihang, Yen-Fang Su, and Na Lu. Self-Healing Cementitious Composites (SHCC) with Ultrahigh Ductility for Pavement and Bridge Construction. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317403.

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Cracks and their formations in concrete structures have been a common and long-lived problem, mainly due to the intrinsic brittleness of the concrete. Concrete structures, such as rigid pavement and bridge decks, are prone to deformations and deteriorations caused by shrinkage, temperature fluctuation, and traffic load, which can affect their service life. Rehabilitation of concrete structures is expensive and challenging—not only from maintenance viewpoints but also because they cannot be used for services during maintenance. It is critical to significantly improve the ductility of concrete to overcome such issues and to enable better infrastructure quality. To this end, the self-healing cementitious composites (SHCC) investigated in this work could be a promising solution to the aforementioned problems. In this project, the team has designed a series of cementitious composites to investigate their mechanical performances and self-healing abilities. Firstly, various types of fibers were investigated for improving ductility of the designed SHCC. To enhance the self-healing of SHCC, we proposed and examined that the combination of the internal curing method with SHCC mixture design can further improve self-healing performance. Three types of internal curing agents were used on the SHCC mixture design, and their self-healing efficiency was evaluated by multiple destructive and non-destructive tests. Results indicated a significant improvement in the self-healing capacity with the incorporation of internal curing agents such as zeolite and lightweight aggregate. To control the fiber distribution and workability of the SHCC, the mix design was further adjusted by controlling rheology using different types of viscosity modifiers. The team also explored the feasibility of the incorporation of colloidal nano-silica into the mix design of SHCC. Results suggest that optimum amounts of nano-silica have positive influence on self-healing efficiency and mechanical properties of the SHCC. Better hydration was also achieved by adding the nano-silica. The bonding strength of the SHCC with conventional concrete was also improved. At last, a standardized mixing procedure for the large scale SHCC was drafted and proposed.
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8

Albrecht, Jochen, Andreas Petutschnig, Laxmi Ramasubramanian, Bernd Resch, and Aleisha Wright. Comparing Twitter and LODES Data for Detecting Commuter Mobility Patterns. Mineta Transportation Institute, May 2021. http://dx.doi.org/10.31979/mti.2021.2037.

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Local and regional planners struggle to keep up with rapid changes in mobility patterns. This exploratory research is framed with the overarching goal of asking if and how geo-social network data (GSND), in this case, Twitter data, can be used to understand and explain commuting and non-commuting travel patterns. The research project set out to determine whether GSND may be used to augment US Census LODES data beyond commuting trips and whether it may serve as a short-term substitute for commuting trips. It turns out that the reverse is true and the common practice of employing LODES data to extrapolate to overall traffic demand is indeed justified. This means that expensive and rarely comprehensive surveys are now only needed to capture trip purposes. Regardless of trip purpose (e.g., shopping, regular recreational activities, dropping kids at school), the LODES data is an excellent predictor of overall road segment loads.
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9

Al-Qadi, Imad, Egemen Okte, Aravind Ramakrishnan, Qingwen Zhou, and Watheq Sayeh. Truck Platooning on Flexible Pavements in Illinois. Illinois Center for Transportation, May 2021. http://dx.doi.org/10.36501/0197-9191/21-010.

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Truck platoons have many benefits over traditional truck mobility. Truck platoons have the potential to improve safety and reduce fuel consumption between 5% and 15%, based on platoon configuration. In Illinois, trucks carry more than 50% of freight tonnage and constitute 25% of the traffic on interstates. Therefore, expected fuel savings would be significant for trucks. Deployment of truck platoons within interstate highways may have a direct effect on flexible pavement performance, as the time between consecutive axle loads (i.e., resting time) is expected to decrease significantly. Moreover, platoons could potentially accelerate pavement damage accumulation due to trucks’ channelized position, decreasing pavement service life and increasing maintenance and rehabilitation costs. The main objective of this project was to quantify the effects of truck platoons on pavements and to provide guidelines to control corresponding potential pavement damage. Finite-element models were utilized to quantify the impact of rest period on pavement damage. Recovered and accumulated strains were predicted by fitting exponential functions to the calculated strain profiles. The results suggested that strain accumulation was negligible at a truck spacing greater that 10 ft. A new methodology to control pavement damage due to truck platoons was introduced. The method optimizes trucks’ lateral positions on the pavements, and an increase in pavement service life could be achieved if all platoons follow this optimization method. Life cycle assessment and life cycle cost analysis were conducted for fully autonomous, human-driven, and mixed-traffic regimes. For example, for an analysis period of 45 years, channelized truck platoons could save life cycle costs and environmental impacts by 28% and 21% compared with human-driven trucks, respectively. Furthermore, optimum truck platoon configuration could reduce life cycle costs and environmental impacts by 48% and 36%, respectively, compared with human-driven trucks. In contrast, channelized traffic could increase pavement roughness, increasing fuel consumption by 15%, even though platooning vehicles still benefit from reduction in air drag forces. Given that truck platoons are expected to be connected only in the first phase, no actions are required by the agency. However, in the second phase when truck platoons are also expected to be autonomous, a protocol for driving trends should be established per the recommendation of this study.
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10

Al-Qadi, Imad, Egemen Okte, Aravind Ramakrishnan, Qingwen Zhou, and Watheq Sayeh. Truck-Platoonable Pavement Sections in Illinois’ Network. Illinois Center for Transportation, February 2021. http://dx.doi.org/10.36501/0197-9191/21-002.

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Truck platooning has many benefits over traditional truck mobility. Literature shows that platooning improves safety and reduces fuel consumption between 5% and 15% based on platoon configuration. In Illinois, trucks carry more than 50% of freight tonnage and constitute 25% of the traffic on interstates. Deployment of truck platooning within interstate highways would result in significant fuel savings, but may have a direct impact on flexible pavement performance. The channelization of the platoon and reduced rest time between consecutive loads would accelerate the damage accumulation at the channelized position. Ultimately, this would lead to pavement service life reduction and a subsequent increase in maintenance and rehabilitation costs. Therefore, the main objective of this project is to quantify the effects of platooning on flexible pavements and provide guidelines for the state of Illinois by considering the aforementioned factors. Although the benefits of platooning are quantifiable, not every truck route is platoonable. For efficient platooning, trucks need to travel at a constant high speed for extended distances. The integrity of the platoon should be preserved because interfering vehicles would compromise the platooning benefits and road safety. An introduced high-level approach considers the volume/capacity of a roadway and the expected number of highway exit and entry conflicts. Using these parameters, each roadway section is assigned a level of platoonability, ranging from one to five—with five being the highest. A framework was developed to analyze the Illinois highway network. It was found that 89% of the network highway is platoonable under average capacity conditions.
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