Estimating Road User Costs Associated with Highway Construction Projects: Simplified Method

2000 ◽  
Vol 1732 (1) ◽  
pp. 70-79 ◽  
Author(s):  
Ginger Daniels ◽  
William R. Stockton ◽  
Robert Hundley
Keyword(s):  
Travel Time ◽  
Construction Projects ◽  
Travel Speed ◽  
Road User ◽  
High Profile ◽  
User Costs ◽  
Liquidated Damages ◽  
Before And After ◽  
Detailed Simulation ◽  
Urban Freeway

Road user costs (RUC) are defined as the estimated incremental daily costs to the traveling public resulting from the construction work being performed. Those costs are primarily time lost because of conditions such as detours/rerouting that add to travel time, reduced roadway capacity that slows travel speed and increases travel time, or a delay in the opening of a new or improved facility that prevents users from gaining travel time benefits. In Texas, RUC analyses and associated liquidated damages have been applied predominantly to high-profile urban freeway reconstruction projects, which are ideal candidates for RUC application because of the potential for very high motorist delay costs. A much wider range of projects involving the addition of capacity can be considered for RUC. Not all potential projects, however, are as complicated as urban freeway reconstruction efforts that require detailed simulation modeling to determine the value of RUC. The results of a research study that developed a manual technique for determining RUC are documented, along with associated liquidated damages for typical added-capacity and highway rehabilitation projects. The technique involves a series of look-up tables that provide RUC values on the basis of project type and a minimal number of project attributes. Two different approaches were employed: a before-and-after approach for added capacity projects and a during-versus-after-construction approach for rehabilitation projects.

scholarly journals Road User Costs for Highway Construction Projects Involving a Lane Closure

2020 ◽  
Vol 12 (8) ◽  
pp. 3084
Author(s):  
Jaehyun Choi
Keyword(s):  
Construction Projects ◽  
Road User ◽  
State Agencies ◽  
User Cost ◽  
Unique Problem ◽  
User Costs ◽  
State Highway ◽  
Florida Department ◽  
Commercial Software Package ◽  
State Highway Agencies

While for years most American State Highway Agencies (SHAs) have performed Road User Cost (RUC) calculations, no uniformity from state to state has been established. There is scant research available that documents the testing and validation of existing RUC calculation methods for highway rehabilitation projects. Especially scarce are studies addressing the unique problem of accurately calculating RUC in the event of lane closures. This research addresses this problem by describing and comparing two methods of making such calculations: A manual method developed by the Texas Transportation Institute (TTI), and adopted by many other state agencies, such as the Florida Department of Transportation (FDOT), and a commercial software package.

Richard Scheringer, the KPD and the Politics of Class and Nation in Germany, 1922–1969

2005 ◽  
Vol 14 (3) ◽  
pp. 317-346 ◽  
Author(s):  
TIMOTHY S. BROWN
Keyword(s):  
Interwar Period ◽  
Third Reich ◽  
Radical Right ◽  
High Profile ◽  
Army Officer ◽  
Modern Germany ◽  
Before And After ◽  
The Third Reich ◽  
Relationship Of ◽  
The Relationship

This article examines the life and times of Richard Scheringer, an army officer and supporter of Adolf Hitler who became famous during the early 1930s for his high-profile conversion to communism. Known in the closing years of the Weimar Republic as a point-man for Communist efforts to win support from the radical right, Scheringer survived the Third Reich to become a leading figure in the postwar Communist Party. His well-documented but little-studied career, bridging critical caesurae of modern Germany history, highlights the unique political constellation of the interwar period, demonstrating fundamental continuities in the relationship of German communism to the nation before and after 1945.

scholarly journals Tracking job and housing dynamics with smartcard data

2018 ◽  
Vol 115 (50) ◽  
pp. 12710-12715 ◽  
Author(s):  
Jie Huang ◽  
David Levinson ◽  
Jiaoe Wang ◽  
Jiangping Zhou ◽  
Zi-jia Wang
Keyword(s):  
Travel Time ◽  
Low Income ◽  
Urban Spatial Structure ◽  
Home Location ◽  
Commute Time ◽  
Before And After ◽  
Behavioral Preference ◽  
Data Tracking ◽  
Commuting Patterns ◽  
Housing Expenditure

Residential locations, the jobs–housing relationship, and commuting patterns are key elements to understand urban spatial structure and how city dwellers live. Their successive interaction is important for various fields including urban planning, transport, intraurban migration studies, and social science. However, understanding of the long-term trajectories of workplace and home location, and the resulting commuting patterns, is still limited due to lack of year-to-year data tracking individual behavior. With a 7-y transit smartcard dataset, this paper traces individual trajectories of residences and workplaces. Based on in-metro travel times before and after job and/or home moves, we find that 45 min is an inflection point where the behavioral preference changes. Commuters whose travel time exceeds the point prefer to shorten commutes via moves, while others with shorter commutes tend to increase travel time for better jobs and/or residences. Moreover, we capture four mobility groups: home mover, job hopper, job-and-residence switcher, and stayer. This paper studies how these groups trade off travel time and housing expenditure with their job and housing patterns. Stayers with high job and housing stability tend to be home (apartment unit) owners subject to middle- to high-income groups. Home movers work at places similar to stayers, while they may upgrade from tenancy to ownership. Switchers increase commute time as well as housing expenditure via job and home moves, as they pay for better residences and work farther from home. Job hoppers mainly reside in the suburbs, suffer from long commutes, change jobs frequently, and are likely to be low-income migrants.

scholarly journals PENENTUAN LOKASI TOWER CRANE PADA PROYEK KONSTRUKSI BERBASIS SIMULASI

2020 ◽  
Vol 3 (4) ◽  
pp. 1305
Author(s):  
Gerwyn Persulessy ◽  
Basuki Anondho
Keyword(s):  
Travel Time ◽  
Construction Projects ◽  
Tower Crane ◽  
Location Determination ◽  
Heavy Equipment ◽  
Total Travel Time ◽  
Speed Up ◽  
High Level ◽  
Map Data ◽  
Geometric Layout

Development of high-level building construction projects that require complex equipment that can be used in high-level construction, equipment used to help complete construction projects called heavy equipment. One of the heavy equipment used in high-rise buildings is a tower crane. The use and layout of tower cranes can speed up the schedule and save on project costs. Therefore many methods have been developed to determine the tower crane layout. This study will discuss determining the location of tower cranes by discussing simulations. The location will be determined based on the site map data which is processed in the form of a geometric arrangement and tower crane data specifications. Location determination is done by comparing the total travel time of several simulated locations according to several different speed criteria in a construction project. Speed criteria are divided into four times the jib speed and trolley speed. Location of the location with the total travel time will be taken as the final result. Different speed criteria will make the total travel time change. ABSTRAKPerkembangan proyek pembangunan gedung bertingkat tinggi yang semakin kompleks menyebabkan diperlukannya peralatan yang dapat mempermudah pembangunan gedung bertingkat, peralatan yang digunakan untuk membantu menyelesaikan tugas konstruksi disebut alat berat. Salah satu peralatan berat yang digunakan pada gedung bertingkat tinggi adalah tower crane. Penggunaan dan tata letak tower crane yang baik dapat mempercepat jadwal dan menghemat biaya proyek. Oleh karena itu banyak dikembangkan metode-metode untuk menentukan tata letak tower crane. Penelitian ini akan membahas penetapan letak lokasi tower crane dengan pendekatan  simulasi. Letak lokasi akan ditetapkan berdasarkan data site map yang diolah dalam bentuk geometric layout dan data spesifikasi tower crane. Penetapan lokasi dilakukan dengan cara membandingkan total travel time dari beberapa lokasi yang disimulasi sesuai dengan beberapa kriteria kecepatan yang berbeda-beda pada suatu proyek konstruksi. Kriteria kecepatan terbagi menjadi empat berdasarkan besarnya kecepatan jib dan kecepatan trolley. Letak lokasi dengan total travel time terkecil akan diambil sebagai hasil akhir. Kriteria-kriteria kecepatan yang berbeda disimulasi akan membuat total travel time berubah.

scholarly journals ANALISIS PERBEDAAN HARGA SAHAM, RETURN SAHAM, DAN ABNORMAL RETURN SEBELUM DAN SESUDAH STOCK SPLIT PADA PERUSAHAAN HIGH PROFILE DAN LOW PROFILE YANG TERDAFTAR DI BURSA EFEK INDONESIA

2021 ◽  
Vol 11 (1) ◽  
pp. 42
Author(s):  
Pita Rahmawati ◽  
Jawoto Nusantoro ◽  
Gustin Padwa Sari
Keyword(s):  
Stock Returns ◽  
Stock Prices ◽  
Abnormal Returns ◽  
T Test ◽  
Paired Sample ◽  
High Profile ◽  
Normality Test ◽  
Low Profile ◽  
Stock Split ◽  
Before And After

This research aims to determine whether there are differences in stock prices, stock returns and abnormal returns before and after a stock split in high profile and low profile companies. The research period used in this study was on 2016-2018. The research was analyzed in quantitative method by using a purposive sampling method. Based on the sampling criteria, 40 companies were selected as research samples. Kolmogorov Smirnov One Sample test was used for the normality test. After the normality test was carried out, the data was processed using the two paired-sample difference test. The t-test (paired sample t-test) was used if data were normally distributed but if it was not normally distributed the Wilcoxon Signed Rank test would be used. Hypothesis testing results showed that (1) there are differences in stock prices whether before and after a stock split in high profile companies (2) there are differences in stock prices whether before and after the stock split in low profile companies (3) there are differences in stock returns whether before and after a stock split in the company high profile (4) there is no difference in stock returns whether before and after the stock split in low profile companies (5) there is no difference in abnormal returns whether before and after the stock split in high profile companies (6) there is no difference in abnormal returns whether before and after the stock split in low profile companies (7) there are differences in stock prices after a stock split in high profile companies and low profile (8) there is no difference in stock returns whether before and after the stock split in high profile and low profile companies (9) there is no difference in abnormal stock returns whether before and after a stock split at high profile and low profile companies.

Knowledge-Based Scheduling Analysis Software for Highway Rehabilitation and Reconstruction Projects

2005 ◽  
Vol 1907 (1) ◽  
pp. 15-24 ◽  
Author(s):  
Eul-Bum Lee ◽  
John T. Harvey ◽  
Michael M. Samadian
Keyword(s):  
Critical Path ◽  
Agency Cost ◽  
Road User ◽  
Successful Implementation ◽  
Analysis Tool ◽  
California Department ◽  
Pavement Rehabilitation ◽  
Knowledge Based ◽  
Urban Freeway ◽  
Rehabilitation Strategies

Most of California's highway infrastructure was built between 1955 and 1970. These pavements had 20-year design lives, and many now require frequent maintenance. In 1998, the California Department of Transportation (Caltrans) launched the Long-Life Pavement Rehabilitation Strategies (LLPRS) program to rebuild approximately 2,800 lane kilometers of high-traffic-volume urban freeway in the 78,000-lane kilometer state highway network over a 10-year period. Priorities identified for the successful implementation of LLPRS projects are the selection of construction schedules and the development of traffic management plans that minimize road user and agency costs. This paper presents a construction simulation program called CA4PRS (Construction Analysis for Pavement Rehabilitation Strategies). The program was developed as a scheduling and production analysis tool for LLPRS projects for use during the planning and design stages. CA4PRS estimates the optimized distance and duration of highway rehabilitation projects. It takes into account the constraints of scheduling interfaces, pavement design, lane closure tactics, and contractor logistics. As a knowledge-based computer system on a Microsoft Access database, it uses Monte Carlo simulation, critical path method analysis, and linear scheduling. CA4PRS is designed to help highway agencies and paving contractors make construction schedule decisions that balance rehabilitation productivity, traffic inconvenience, and agency cost. Application of the CA4PRS model to urban freeway rehabilitation projects in California, including the I-10 Pomona, I-710 Long Beach, and I-15 Devore projects, has demonstrated its value in saving millions of dollars for both Caltrans and road users.

scholarly journals Before and After the Weser Case: Legal Application of the Water Framework Directive Environmental Objectives in Sweden

2019 ◽  
Vol 31 (2) ◽  
pp. 265-290 ◽  
Author(s):  
Johanna Söderasp ◽  
Maria Pettersson
Keyword(s):  
Water Framework Directive ◽  
Water Governance ◽  
Court Cases ◽  
Eu Law ◽  
Governance System ◽  
High Profile ◽  
Environmental Objectives ◽  
Before And After ◽  
Judicial Implementation ◽  
High Level

Abstract The EU Water Framework Directive (WFD) prescribes environmental objectives and an adaptive water governance system. This article analyses the Swedish implementation of the WFD through a review of high-profile Swedish court cases regarding the application of the WFD environmental objectives in individual authorisation processes for water operations. The selection of court cases represents both the time before and after the Court of Justice of the European Union’s Weser case in 2015. The results indicate an inertial tendency in the legal application of the WFD environmental objectives in Swedish courts, including a reluctance to fully apply EU law as interpreted by the CJEU. The overall conclusion is that traditional legal certainty aspects often trump flexibility and a high level of environmental protection as desired in the adaptive water governance system of the WFD. This raises questions about judicial preconceptions and the procedural autonomy of the Member States vis-à-vis the ‘effet utile’ of EU law through judicial implementation.

scholarly journals Vehicle and Pedestrian Level of Service in Street Designs with Elements of Shared Space

2020 ◽  
Vol 2674 (9) ◽  
pp. 1084-1096
Author(s):  
Ioannis Kaparias ◽  
Rui Wang
Keyword(s):  
Video Data ◽  
Road User ◽  
Level Of Service ◽  
Highway Capacity ◽  
Vehicle Traffic ◽  
Highway Capacity Manual ◽  
Shared Space ◽  
Before And After ◽  
Traffic Volumes

Inspired by developments in urban planning, the concept of “shared space” has recently emerged as a way of creating a better public realm. This is achieved through a range of streetscape treatments aimed at asserting the function of streets as places by facilitating pedestrian movement and lowering vehicle traffic volumes and speeds. The characteristics of streets with elements of shared space point to the conjecture that traffic conditions and road user perceptions may be different to those on streets designed according to more conventional principles, and this is likely to have an impact on the quality of service. The aim of this paper is, therefore, to perform an analysis in relation to level of service (LOS) and to investigate how this may change as a result of the implementation of street layouts with elements of shared space. Using video data from the Exhibition Road site in London during periods before and after its conversion from a conventional dual carriageway to a layout featuring several elements of shared space, changes in relation to LOS for both vehicle traffic and pedestrians are investigated, by applying the corresponding methods from the 2010 Highway Capacity Manual. The results suggest that streets with elements of shared space provide a much improved pedestrian experience, as expressed by higher LOS ratings, but without compromising the quality of vehicle traffic flow, which, in fact, also sees slight improvements.

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