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Статті в журналах з теми "Available sight distance"
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Wood, Jonathan S., and Eric T. Donnell. "Stopping Sight Distance and Available Sight Distance: New Model and Reliability Analysis Comparison." Transportation Research Record: Journal of the Transportation Research Board 2638, no. 1 (January 2017): 1–9. http://dx.doi.org/10.3141/2638-01.
Повний текст джерелаАнотація:
Stopping sight distance (SSD) is an important design criterion used in the geometry of highways and streets. Design guidance implies that SSD is used to ensure safety along the roadway. This paper reviews SSD design criteria and develops an updated model to improve consistency between available sight distance and SSD criteria found in geometric design policy. A new variable, the distance from the front of the car to the driver’s eye ( Lfront-eye), is used in the updated model. Distributional values for Lfront-eye are determined. A method accounting for lighted (daytime and lighted nighttime) versus unlighted nighttime conditions is also discussed. A probabilistic analysis of vertical curve SSD uses Monte Carlo simulation. The results of this analysis are compared with the SSD model found in current geometric design policy. Possible values for Lfront-eye that can be used in design guidance are proposed. Potential issues that should be investigated in future work are discussed.
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Easa, Said M., Yasser Hassan, and A. O. Abd El Halim. "Sight distance evaluation on complex highway vertical alignments." Canadian Journal of Civil Engineering 23, no. 3 (June 1, 1996): 577–86. http://dx.doi.org/10.1139/l96-866.
Повний текст джерелаАнотація:
Sight distance (stopping, passing, and decision) is a key element in highway geometric design. Existing models for evaluating sight distance on vertical alignments are applicable only to simple, isolated elements such as a crest vertical curve, a sag vertical curve, and a reverse vertical curve (a sag curve following a crest curve, or vice versa). This paper presents an analytical methodology for evaluating sight distance on complex vertical alignments that involve any combination of vertical alignment elements. The methodology can be used for evaluating passing sight distance on two-lane highways, and stopping sight distance and decision sight distance on all highways. Sight distance controlled by the headlight beam can also be evaluated. The locations of sight-hidden dips, which may develop when a sag vertical curve follows a crest vertical curve with or without a common tangent, can be determined. Also, sight distances obstructed by overpasses are evaluated. A profile of the available sight distance can be established and used to evaluate sight distance deficiency and the effect of alignment improvements. A software was developed and can be used for determining the available sight distance accurately. The software may replace the current field and graphical practice for establishing the no-passing zones and evaluating stopping and decision sight distances on complex vertical alignments. Key words: sight distance, vertical alignment, highway, passing zones.
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Zeidan, George R., and Patrick T. McCoy. "Effects of Right-Turn Lanes on Driveway Sight Distance." Transportation Research Record: Journal of the Transportation Research Board 1737, no. 1 (January 2000): 78–83. http://dx.doi.org/10.3141/1737-10.
Повний текст джерелаАнотація:
Vehicles entering a driveway from an exclusive right-turn lane may restrict the sight distance available to vehicles waiting to enter the arterial street from the driveway. The sight distance available to the vehicles waiting at a driveway is a function of the geometric design of the driveway and the right-turn lane. The relationship between available sight distance and the relevant geometric design variables is examined. The analysis identifies geometries that provide adequate sight distances for various design speeds.
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Gargoum, Suliman A., Mostafa H. Tawfeek, Karim El-Basyouny, and James C. Koch. "Available sight distance on existing highways: Meeting stopping sight distance requirements of an aging population." Accident Analysis & Prevention 112 (March 2018): 56–68. http://dx.doi.org/10.1016/j.aap.2018.01.001.
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Ismail, K., and T. Sayed. "New Algorithm for Calculating 3D Available Sight Distance." Journal of Transportation Engineering 133, no. 10 (October 2007): 572–81. http://dx.doi.org/10.1061/(asce)0733-947x(2007)133:10(572).
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Byrd, Patrick S., Patrick T. McCoy, Geza Pesti, and Virendra A. Singh. "Implementation of Wider Lane Lines to Improve Sight Distance from Opposing Left-Turn Lanes." Transportation Research Record: Journal of the Transportation Research Board 1708, no. 1 (January 2000): 12–19. http://dx.doi.org/10.3141/1708-02.
Повний текст джерелаАнотація:
Vehicles turning left at intersections from opposing left-turn lanes often restrict each other’s sight distance. Previous research has developed guidelines for offsetting opposing left-turn lanes to provide adequate sight distances. Implementation of these guidelines at existing intersections typically involves reconstructing the left-turn lanes. However, the results of the before-and-after studies presented demonstrate that increasing the width of the lane lines between left-turn lanes and the adjacent through lanes also can be used as a means of improving the sight distance between opposing left-turn lanes. Regression analysis was used to determine a relationship between lane-line width and available sight distance that can be used to design lane-line widths that provide the required sight distance for opposing left-turn vehicles.
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Zhang, Chi, Shao Wei Yang, and Min Zhang. "Calculating Method and Safety Evaluation of Highway 3D Available Sight Distance." Applied Mechanics and Materials 97-98 (September 2011): 185–91. http://dx.doi.org/10.4028/www.scientific.net/amm.97-98.185.
Повний текст джерелаАнотація:
Visual information is the basis of highway traffic safety, which is important for a driver to take right actions in driving. From the driving theory and the driver’s sight characteristics, the concept of available sight distance is put forward. According to extend and apply the theory of the spatial intervisibility between two spots, the math model of calculating and analyzing the spatial available sight distance is built up, which is solved by use of parameter equations and space conversion. On the basis of this model, the safety evaluation model and the evaluation procedures are given. At last, the effectiveness of the model is tested in practical engineering applications, and it can provide the basis for highway geometric design and safety evaluation.
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Sarhan, Mohamed, and Yasser Hassan. "Three-Dimensional, Probabilistic Highway Design." Transportation Research Record: Journal of the Transportation Research Board 2060, no. 1 (January 2008): 10–18. http://dx.doi.org/10.3141/2060-02.
Повний текст джерелаАнотація:
The potential usefulness of reliability analysis has recently been stressed in many engineering applications. Given the variability in the design parameters, a reliability-based probabilistic approach is well suited to replace the current deterministic highway design practice. However, progress in this regard is generally slow. In this study, the reliability analysis was used to estimate the probability of hazard (POH) that might result from insufficiency of sight distances. As an application, the available sight distance was checked against required stopping sight distance on an assumed road segment. Variation of the design parameters was addressed with Monte Carlo simulation using 100,000 sets of design parameters based on distributions available in the literature. A computer program was developed to use these sets of design parameters to calculate the profiles of available and required stopping sight distances in two- and three-dimensional projections as well as the profile of POH. The approach was applied to a horizontal curve overlapping with flat grade, crest curves, and sag curves in a cut section where the side slope would restrict the sightline. The analysis showed that the current deterministic approach yields very conservative estimates of available and required stopping sight distance, resulting in very low POH. The application example also showed the change of POH with the change of vertical alignment parameters.
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Hassan, Yasser, Said M. Easa, and A. O. Abd El Halim. "Analytical Model for Sight Distance Analysis on Three-Dimensional Highway Alignments." Transportation Research Record: Journal of the Transportation Research Board 1523, no. 1 (January 1996): 1–10. http://dx.doi.org/10.1177/0361198196152300101.
Повний текст джерелаАнотація:
Existing sight distance models are applicable only to two-dimensional (2-D) separate horizontal and vertical alignments or simple elements of these separate alignments (vertical curve, horizontal curve). A new model is presented for determining the available sight distance on 3-D combined horizontal and vertical alignments. The model is based on the curved parametric elements that have been used in the finite element method. The elements presented are rectangular (4-node, 6-node, and 8-node elements) and triangular. These elements are used to represent various features of the highway surface and sight obstructions, including tangents (grades), horizontal curves, vertical curves, traveled lanes, shoulders, side slopes, cross slopes, superelevation, lateral obstructions, and overpasses. The available sight distance is found analytically by examining the intersection between the sight line and the elements representing the highway surface and the sight obstructions. Application of the new model is illustrated using numerical examples, and the results show that existing 2-D models may underestimate or overestimate the available sight distance. The proposed model should be valuable in establishing design standards and guidelines for 3-D highway alignments and determining the effect of various highway features on sight distance.
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Hassan, Yasser, Said M. Easa, and A. O. Abd El Halim. "Highway Alignment: Three-Dimensional Problem and Three-Dimensional Solution." Transportation Research Record: Journal of the Transportation Research Board 1612, no. 1 (January 1998): 17–25. http://dx.doi.org/10.3141/1612-03.
Повний текст джерелаАнотація:
Highway geometric design has usually been considered in separate two-dimensional (2-D) projections of horizontal and vertical alignments. Such a practice was followed mainly because three-dimensional (3-D) analysis of combined highway alignments was expected to be difficult. As a result, the effect of ignoring the 3-D nature of the highway alignment could not be quantified. With the long-term objective of developing 3-D design practice, a framework for 3-D highway geometric design was developed and 3-D sight distance was extensively studied as the first design basis. The status of sight distance in current design policies and previous research is summarized, and mainly 2-D analysis was considered. The five main tasks performed to cover the 3-D highway sight distance are presented. ( a) As a preliminary step, the 2-D sight distance on complex separate horizontal and vertical alignments was modeled, and the finite element method was used for the first time in the highway geometric design. ( b) The 2-D models were then expanded to cover the daytime and nighttime sight distances on 3-D combined alignments. ( c) The analytical models were coded into computer software that can determine the available sight distance on actual highway segments. ( d) The models were applied in 3-D design of combined horizontal and vertical curves in cut-and-fill sections, and preliminary design aids were derived. ( e) Finally, a new concept of red zones was suggested to mark the locations on alignments designed according to current practices where the available sight distance will drop below that required. A comprehensive work on 3-D sight distance analysis has been compiled that should be of great importance for highway researchers and professionals.
Дисертації з теми "Available sight distance"
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CATANI, LORENZO. "A Simulation-Based Study on Driver Behavior when Negotiating Curves with Sight Limitations." Doctoral thesis, Politecnico di Torino, 2019. http://hdl.handle.net/11583/2732874.
Повний текст джерелаЧастини книг з теми "Available sight distance"
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McElroy, Michael B. "Energy Basics." In Energy and Climate. Oxford University Press, 2016. http://dx.doi.org/10.1093/oso/9780190490331.003.0006.
Повний текст джерелаАнотація:
It is important to have a basic understanding of what energy is, how we use it, how we measure it, what we pay for it, and where it comes from— the ultimate sources. You don’t need a degree in physics to understand energy. You know intuitively what it is. You purchase energy when you buy gasoline or diesel oil to drive your car or truck. You use energy, most commonly in the form of either oil or natural gas, to heat your house in winter and to supply you with a source of hot water. The food you eat represents a source of energy. You may use natural gas to cook your meals. Or perhaps you do this using electricity, another essential form of energy.It is easy to lose sight of the multiple ways in which we rely on electricity— for lighting; to run our radios, television sets, refrigerators, and freezers; to power our computers, cell phones, and elevators; to pump water; to wash our dishes and our clothes; and to run our air conditioning systems in summer— the list is almost endless. Just think, if you were to take a trip back in time, as little as 50 years or so, few of these electrical conve¬niences would have been available. Nor would you have needed a source of gasoline: the automobile was a play toy for the rich when it was first introduced in the last few years of the nineteenth century; it became popular only later, after 1908 when Henry Ford (1863– 1947) introduced what became known as the people’s car, the Model T.Access to commercially available sources of energy allows us to carry out functions that would be otherwise difficult if not impossible. Exactly how should we define what we mean by energy? The language of science is very precise. The energy of a physical system is defined as the capacity of the system to do work. Work, in turn, is defined as the energy expended if a system is displaced a specified distance in opposition to an impressed force.
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Hannaford, Blake, and Steven Venema. "Kinesthetic Displays for Remote and Virtual Environments." In Virtual Environments and Advanced Interface Design. Oxford University Press, 1995. http://dx.doi.org/10.1093/oso/9780195075557.003.0020.
Повний текст джерелаАнотація:
Humans perceive their surrounding environment through five sensory channels, popularly labeled “sight,” “sound,” “taste,” “smell,” and “touch.” All of these modalities are fused together in our brains into an apparently seamless perception of our world. While we typically place the most importance on our visual sense, it is our sense of touch which provides us with much of the information necessary to modify and manipulate the world around us. This sense can be divided into two categories: the kinesthetic sense, through which we sense movement or force in muscles and joints; and the tactile sense, through which we sense shapes and textures. This chapter will focus on the use of kinesthetic sense in realistic teleoperation and virtual environment simulations. Artificial kinesthetic feedback techniques were first developed in the field of teleoperation—robot manipulators remotely controlled by human operators. In teleoperation, the perceptions from a physically remote environment must be conveyed to the human operator in a realistic manner. This differs from virtual reality in which the perceptions from a simulated environment are conveyed to the user. Thus, teleoperation and virtual environments communities share many of the same user interface issues but in teleoperation the need for detailed world modeling is less central. The earliest remote manipulation systems were operated by direct mechanical linkages and the operator viewed the workspace directly through windows (Goertz, 1964). Perhaps because of their relative simplicity and high performance, little was learned about sensory requirements for remote manipulation from these early devices. When remote manipulation was developed for long distances and mobile platforms, electronic links became mandatory. The earliest attempts drove the remote manipulator with a position signal only and no information was returned to the operator about contact force. In the original mechanical designs, force information was intrinsically available because the linkages (actually metal tape and pulley transmissions) were relatively stiff, low-mass, connections between the operator and the environment. With the shift to electronic links, the loss of kinesthetic information was immediately apparent to the operators. The first artificial kinesthetic displays arose to provide improved functionality for remote manipulators.
Тези доповідей конференцій з теми "Available sight distance"
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Amiridis, Kiriakos, Basil Psarianos, and Nikiforos Stamatiadis. "Generic Methodology for 3-D Available Sight Distance Calculation." In International Conference on Transportation and Development 2016. Reston, VA: American Society of Civil Engineers, 2016. http://dx.doi.org/10.1061/9780784479926.084.
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Mohon, Jeremy, and Casey Kovesdi. "Demonstrating the Value of 3D Models to Support Large-Scale Digital Modifications at Nuclear Power Plants." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1001894.
Повний текст джерелаАнотація:
The existing nuclear power plants (NPPs) in the United States (U.S.) are important for creating safe and reliable carbon free electricity for now and in the future. Many NPPs are currently in the process of extending their operating licenses for continued generation. Extending the lifespan of these plants provide an opportunity to modernize their operating model by introducing new technologies that reduce operations and maintenance costs. Many businesses have introduced new technologies to help with reducing costs; however, introduction of new technology has created situations where processes were less efficient. Hence, human factors evaluations are needed to help ensure that new technologies can integrate safely and reliably with current operations. Standards and guidelines for applying human factors in NPP modernization are available from the Nuclear Regulatory Commission, (NRC) , the Electric Power Research Institute (EPRI), Institute of Nuclear Power Operations (INPO), among others. One such method used in human factors to support modernization is the use of three-dimensional (3D) modeling that enables visualization and anthropometric evaluation. That is, anthropometric data including reach, sight, and distance are important human factors considerations to ensure that all interactions can be completed safely and effectively by personnel interacting with work processes and operations.This report discusses the importance of applying 3D modeling techniques within the context of human factors evaluation for large scale digital NPP modifications. 3D modeling is one area where human factors engineering can be applied when modifying or adding new technology into control room operations. Models of the control room can be created in 3D modeling tools to present visualizations of modifications or new technologies being introduced into the control room. Available software tools such as Trimble Sketchup and Control Room Engineering Advanced Toolkit Environment (CREATE) (developed by the Institute for Energy Technology) can be used to evaluate anthropometric considerations like sight lines, readability, distance of controls, and other related information to represent changes prior to implementing new modifications or technologies in a control room. These tools enable early human factors input that can drive effective decisions making later in the development process. The CREATE tool has been designed to include guidance and information from the NRC (i.e., NUREG-0700) directly into its operating system allowing for human factors guidance to be automatically applied when creating 3D visualization of a control room. 3D modeling can also be used as a visualization tool to describe and report changes to key stakeholders very early on, prior to implementing changes in a control room. This report will summarize recent work performed in collaboration with a partnering utility that generates lessons learned when using 3D modeling for control room modernization.
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Woo, George C. "Application of new technology to low vision." In OSA Annual Meeting. Washington, D.C.: Optica Publishing Group, 1985. http://dx.doi.org/10.1364/oam.1985.fd2.
Повний текст джерелаАнотація:
A number of technological advances in low vision have been made in the last twenty years. The first part of this presentation deals with diagnostic methodology in low vision. From Sloan's letters for measurement of visual acuity, various logarithmic acuity charts have been derived for the assessment of distance visual acuity. Recent studies on low-vision patients also emphasize the importance of measuring visual acuity with low contrast charts. Some of these charts are discussed. In terms of retinal acuities, the optical principles of instruments including the retinometer, the visometer, and the potential acuity meter are reviewed. The clinical use of these instruments is covered. In addition to spatial frequency thresholds, measurement of contrast sensitivity provides another way in which low-vision patients’ vision can be assessed readily. Subtle changes of vision can be monitored by this technique. Illustrated clinical examples are given. The second part deals with optical treatment for low-vision problems. For example, the use of optical filters and prisms for certain low-vision patients is described. Some optoelectronic sensory aids are available at our Centre for Sight Enhancement. A description of one or two systems employing various optical and electronic components is given.
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Ruggiero, P. F., E. Strock, and D. Reynolds. "The Effect of Off-Angle Spraying on the Structure and Properties of HVOF WC/CoCr Coatings." In ITSC2001, edited by Christopher C. Berndt, Khiam A. Khor, and Erich F. Lugscheider. ASM International, 2001. http://dx.doi.org/10.31399/asm.cp.itsc2001p0671.
Повний текст джерелаАнотація:
Abstract The aerospace industry currently applies high velocity oxy-fuel (HVOF) coatings to turbine engine, structural, and landing gear components. An increasing demand for HVOF wear resistant coatings to replace electrolytic hard chrome (EHC) on landing gear components has renewed focus on the spray limitations of HVOF WC/CoCr. One such limitation resulting from the line-of-sight HVOF process is the spray angle. In this study, HVOF WC/CoCr coatings were sprayed at several angles while maintaining consistent combustion characterisitics and standoff distance. The measured responses included tensile bond strength, microhardness, residual stress, coating surface roughness, and dry fretting wear resistance. Fatigue response was also of interest, but no results were available at the time this paper was written. The microstructure of each coating was examined, both normal to the surface and in cross section. Coatings sprayed at 90° exhibited the highest microhardness and most compressive residual stress, both considered favorable for good wear response. But these coatings also exhibited the highest as-sprayed roughness, least homogeneous microstructure normal to the surface, and lower wear resistance compared to the off-angle coatings; however, the off-angle coatings apear to cause greater wear of the contacting surface. The microstructural differences among the coatings are related to the measured responses.
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Jacob, Anitha, Jisha Akkara, Jinesh K. J, and Jose P. Therattil. "Potential of Driver Physiological Measures for Assessing Non-Urban Highway Geometry." In International Web Conference in Civil Engineering for a Sustainable Planet. AIJR Publisher, 2021. http://dx.doi.org/10.21467/proceedings.112.60.
Повний текст джерелаАнотація:
Life is a complex phenomenon, mostly controlled by sympathetic and parasympathetic systems. And it is quite dynamic in response to numerous stimulations getting from a system called, human-vehicle-environmental ensemble. Geometry is one of the fundamental stimulus for a driver driving on a highway. His/her mental workload will be based on the input he/she gets from the above system. A system that provides an optimum workload will be the most efficient one. This study explored the capability of different physiological measures to assess the quality of geometric design of non-urban highways. Heart rate, galvanic skin resistance and rate of eye blinking and their variance from base condition were the candidate measures under consideration. Radius of curve, length of curve, length of tangent section, superelevation at curves, degree of curvature, deflection angle and minimum available sight distance at curves were the geometric variables considered. The study included driving experiments done on 114 horizontal curves of gradient less than 2 percentage, each curve being driven over by 30 car drivers. The subjects were equipped with sensors for collecting physiological measures and continuous logging of the data along with geometric coordinates made the database for study. The study revealed the relationship between significant geometric variables and workload measures. The study will be a contribution in the field of road safety auditing, planning and designing of non-urban highways.
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Sperry, Benjamin R., Bhaven Naik, and Jeffery E. Warner. "Evaluation of Grade Crossing Hazard Ranking Models." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2271.
Повний текст джерелаАнотація:
Public agencies involved with highway-railroad grade crossing safety must allocate available funding to projects which are considered the most in need for improvements. Mathematical models provide a ranking of hazard risk at crossings and support the project selection process. This paper reports the results of a research study sponsored by the Ohio Rail Development Commission (ORDC) and the Ohio Department of Transportation (ODOT) examining hazard ranking models for grade crossing project selection. The goal of the research was to provide ORDC, ODOT, and other stakeholders with a better understanding of the grade crossing hazard ranking formulas and other methods used by States to evaluate grade crossing hazards and select locations for hazard elimination projects. A comprehensive literature review along with personal interviews of state DOT personnel from eight states yielded best practices for hazard ranking and project selection. The literature review found that more than three-quarters of states utilize some type of hazard ranking formula or other systematic method for project prioritization. The most commonly-used hazard ranking model in use is the U.S. DOT Accident Prediction Model; however, at least eleven states utilize state-specific hazard ranking models. Detailed evaluation of several different hazard ranking models determined that the existing hazard ranking model used in Ohio, the U.S. DOT Accident Prediction Model, should continue to be used. The research also recommends greater use of sight distance information at crossings and expanding the preliminary list of crossings to be considered in the annual program as enhancements to the existing project selection process used by the ORDC and ODOT.
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Schmidt, Aaron, B. Terry Beck, and Mohammad H. Hosni. "Particle Image Velocimetry Measurements Near the Onset of Cavitation in a Converging-Diverging Glass Nozzle." In ASME 2016 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/imece2016-67384.
Повний текст джерелаАнотація:
Water flow through a converging-diverging glass nozzle experiences a pressure drop and its velocity increases as it flows through the converging section. For an inviscid fluid, the pressure minimum occurs at the nozzle throat, where the cross-sectional area is minimum. If the minimum pressure is below the water vapor pressure, cavitation may occur. The actual minimum pressure through a converging-diverging nozzle depends on many factors and may not occur at the nozzle throat. Additionally, fluid through the nozzle may be driven into the metastable region and subsequently cavitate at a lower pressure than the vapor pressure. All of these factors combine to create a complex and unsteady flow pattern. The precise conditions leading to the onset of cavitation in water flowing in a converging-diverging nozzle are not well understood. Utilization of a clear glass converging-diverging nozzle enabled Particle Image Velocimetry (PIV) measurements of the velocity vector field inside the nozzle without significantly promoting premature cavitation formation. Glass spheres of 10 μm diameter were selected as seed particles for use in the PIV measurements. These seed particles did not significantly affect the formation (or onset) of cavitation in the nozzle; however, larger seed particles (120 μm diameter) provided nucleation sights and promoted cavitation prematurely. The seed particles were injected into the flow significantly upstream from the nozzle to prevent disrupting the flow entering the nozzle. High seed density was needed to supply enough seed particles to interrogate small regions near the nozzle wall; however, high seed density could also cause speckling and reduce the ability to produce meaningful PIV measurements. A Nd:YAG laser provided illumination of the seed particles in the nozzle. Laser reflections off of the nozzle exterior had to be minimized to avoid saturating the PIV camera. A polarizing filter was installed on the camera to reduce reflections. An enclosure that surrounded the nozzle was also designed and utilized. The enclosure was filled with water to reduce laser reflections off of the nozzle exterior wall. The time elapsed between frames had to be adjusted for each section of the nozzle interrogated with PIV. For accurate velocity measurements, particles needed to travel at least two particles diameters but less than 25% of each interrogation cell. The large variation in velocities present in the nozzle prevented one time interval from satisfying the seed particles displacement requirements. The time interval between frames had to be tailored to each section of the nozzle, depending upon the range of velocities seen in that section. Detailed measurement of the velocity profile near the nozzle throat required precise control over all timing parameters and pushed the available hardware to its smallest possible time interval. Detailed PIV measurements near the wall in regions of recirculation and at the cavitation front required the use of a long-distance microscope. This limited the field of view and necessitated a high seed particle density, which presented problems due to the lack of control over the flow of the seed particles in the near wall region. PIV allowed for the measurement of the velocity vector field inside a converging-diverging nozzle without disrupting the flow. These measurements provided detailed velocity and flow pattern information throughout the nozzle, particularly in the regions near the cavitation front where boundary layer separation was observed along with regions of recirculating flow. These detailed velocity profiles were compiled to present a complete PIV analysis of the converging-diverging glass nozzle. Measurements of the velocity field near cavitation onset allowed for a better understanding of the conditions triggering cavitation and the degree to which the water flow was able to be driven into the metastable region.