Implications of Rounding in Highway Noise Analyses and Policies

2017 ◽  
Vol 2628 (1) ◽  
pp. 42-46
Author(s):  
Harvey S. Knauer
Keyword(s):  
Insertion Loss ◽  
Predictive Models ◽  
Cost Benefit ◽  
Guidance Document ◽  
Measurement Equipment ◽  
Noise Levels ◽  
Noise Abatement ◽  
Related Factors ◽  
State Highway ◽  
State Highway Agencies

In performing noise analyses, noise measurement equipment and noise predictive models usually report noise levels in tenths of a decibel. Customarily, these levels are reported as whole decibel numbers in state highway agencies’ noise reports. However, there is not a consistent rounding method used by state highway agencies (SHAs) that is applied to these levels in noise level calculations, in noise abatement feasibility and reasonableness evaluations, and in the reporting of results in SHA noise study reports. The objective is not to recommend one method of rounding, but to discuss the influence that several rounding methods may have on decisions regarding the feasibility and reasonableness of noise abatement devices and to offer recommendations and suggestions for SHAs to consider when determining the number of impacted receptors, calculating a noise barrier’s insertion loss, determining the number of benefited receptors, weighting benefited receptors, addressing noise reduction design goals, and calculating cost–benefit values. Nine recommendations are presented for consideration by SHAs, and rounding-related factors are suggested for consideration by SHAs in the modification of any noise policy or guidance document.

Life Cycle Cost-Benefit Model for Road Weather Information Systems

1998 ◽  
Vol 1627 (1) ◽  
pp. 41-48 ◽  
Author(s):  
Benjamin McKeever ◽  
Carl Haas ◽  
Jose Weissmann ◽  
Rich Greer
Keyword(s):  
Life Cycle ◽  
Information Systems ◽  
Life Cycle Cost ◽  
New Technologies ◽  
Cost Benefit ◽  
Analysis Tool ◽  
Weather Information ◽  
State Highway ◽  
State Highway Agencies

To ensure safer driving conditions on highways, state highway agencies are exploring the use of new technologies that will improve the flow of information about hazardous road conditions. These technologies are called Road Weather Information Systems (RWIS). The objective of this paper is to provide a systematic methodology for highway agencies to evaluate the costs and benefits associated with implementing RWIS. This objective was achieved through the development of a life cycle cost-benefit model for RWIS. This analysis tool provides highway agency decision makers with a methodology through which different RWIS implementation alternatives can be evaluated from economic, qualitative, and environmental perspectives. A case study demonstrating the use of the RWIS cost-benefit model also is included. The purpose of the case study is to evaluate whether or not it is cost-beneficial to implement an RWIS on Interstate 20 near Abilene, Texas. The model determined that it was cost-beneficial to implement this system.

Using Artificial Intelligence to Estimate Nonlinear Resilient Modulus Parameters from Common Index Properties

2021 ◽  
pp. 036119812110237
Author(s):  
Laura Camarena
Keyword(s):  
Machine Learning ◽  
Material Properties ◽  
Resilient Modulus ◽  
Nonlinear Behavior ◽  
Machine Learning Techniques ◽  
Design Parameters ◽  
Nonlinear Parameters ◽  
State Highway ◽  
Learning Techniques ◽  
State Highway Agencies

The Mechanistic–Empirical Pavement Design Guide (MEPDG) considers a hierarchical approach to determine the input values necessary for most design parameters. Level 1 requires site-specific measurement of the material properties from laboratory testing, whereas other levels make use of equations developed from regression models to estimate the material properties. Resilient modulus is a mechanical property that characterizes the unbound and subgrade materials under loading that is essential for the mechanistic design of pavements. The MEPDG resilient modulus model makes use of a three-parameter constitutive model to characterize the nonlinear behavior of the geomaterials. As the resilient modulus tests are complex, expensive, and require lengthy preparation time, most state highway agencies are unlikely to implement them as routine daily applications. Therefore, it is imperative to make use of models to calculate these nonlinear parameters. Existing models to determine these parameters are frequently based on linear regression. With the development of machine learning techniques, it is feasible to develop simpler equations that can be used to estimate the nonlinear parameters more accurately. This study makes use of the Long-Term Pavement Performance database and machine learning techniques to improve the equations utilized to determine the nonlinear parameters crucial to estimate the resilient modulus of unbound base and subgrade materials.

Determining Minimum Contract Time for Highway Projects

2000 ◽  
Vol 1712 (1) ◽  
pp. 196-201 ◽  
Author(s):  
Jin-Fang Shr ◽  
Benjamin P. Thompson ◽  
Jeffrey S. Russell ◽  
Bin Ran ◽  
H. Ping Tserng
Keyword(s):  
Low Cost ◽  
Road User ◽  
User Cost ◽  
Time Curve ◽  
Highway Projects ◽  
The Road ◽  
State Highway ◽  
Florida Department ◽  
The Cost ◽  
State Highway Agencies

An increasing number of state highway agencies (SHAs) are using A (cost) + B (time cost) bidding ( A + B bidding) for highway construction. The A + B bidding concept is designed to shorten the total contract time by allowing each contractor to bid the number of days in which the work can be accomplished, in addition to the traditional cost bid. The SHA is then presented with the problem of determining a reasonable range of contract time submitted by the bidders. Most SHAs do not currently restrict the range of B. However, several problems may arise from an unrestricted range of B. First, if no minimum is set for B, a bidder may inflate the cost bid and submit an unreasonably low B, using the excess cost bid to cover the disincentives charged for exceeding the time bid. Second, if no maximum is set for B, then a bidder with a high B and a low-cost bid may be awarded the job and make an unreasonable amount of money from incentive payments. This study develops a quantified model of the price-time bidding contract. A construction cost-versus-time curve is developed from Florida Department of Transportation (DOT) data. The contractor’s price-versus-time curve is then combined with the road-user cost to determine the optimum lower limit to be set on B. Finally, several projects completed by the Florida DOT will be used to illustrate this model.

Pay Factor Analysis for Highway Pavements through Percentage of Material within Specification Limits and Monte Carlo Simulation

2021 ◽  
pp. 036119812110255
Author(s):  
Yunpeng Zhao ◽  
Dimitrios Goulias
Keyword(s):  
Monte Carlo Simulation ◽  
Monte Carlo ◽  
Operating Characteristic ◽  
Production Quality ◽  
Specification Limits ◽  
State Highway ◽  
Long Run ◽  
Similar Materials ◽  
Pay Factor ◽  
State Highway Agencies

Many state highway agencies (SHAs) have adopted pay adjustment provisions in their acceptance plans for construction and materials. In these payment adjustment acceptance plans, the percentage of material within specification limits (PWL) has been selected as the quality measure to relate production quality to pay factors, and pay equations are used to determine a pay factor for a lot based on PWL. Various pay equations have been proposed by the highway community for adoption in SHAs’ specifications. However, the effectiveness of these pay equations has not been fully evaluated. Another issue concerning the pay adjustment acceptance plans is the risk associated with single and multiple pay factors. The purpose of this study was to evaluate the effects of different pay equations commonly used by SHAs and the risks associated with pay adjustment acceptance plans. This was achieved by developing operating characteristic curves associated with various pay factors and expected pay curves and Monte Carlo simulation for assessing the effects in the long run. The methodology suggested in this paper is transferable elsewhere where similar materials and specifications are used for the acceptance of pavements.

Integrating Visualization into Structured Public Involvement: Case Study of Highway Improvement in Central Kentucky

2002 ◽  
Vol 1817 (1) ◽  
pp. 50-57 ◽  
Author(s):  
Keiron Bailey ◽  
Joel Brumm ◽  
Ted Grossardt
Keyword(s):  
User Satisfaction ◽  
Public Involvement ◽  
Systems Approach ◽  
Three Dimensional ◽  
Factors Affecting ◽  
State Highway ◽  
Advanced Technologies ◽  
Design Options ◽  
State Highway Agencies

Public involvement in transportation infrastructure decision making is frequently mandated and is regarded as increasingly essential by a wide variety of stakeholders. The integration of advanced technologies, such as visualization, into this process is increasingly desired. However, public involvement processes often are regarded as problematic by many stakeholders and the state highway agencies charged with implementing them. Structured public involvement (SPI) is posited. SPI takes a systems approach toward the integration of advanced technologies into public involvement forums. Because the goal of public involvement is to increase user satisfaction with both the process and the outcomes, the characteristics of advanced technologies and their capacities for gathering useful feedback in public forums must be evaluated. Visualization is put forth as an enabling technology within an SPI framework. The properties, capacities, and transportation-related uses of three visualization modes are evaluated, and their operational features are discussed. A case study dealing with highway improvement in central Kentucky reveals that three-dimensional renderings are significantly preferred to twodimensional and virtual reality modes; the case study also shows that visualization should complement, not replace, other performance information. The role of electronic scoring as an integral component of this SPI protocol is emphasized, resulting in fast assessment and free expression of views. Factors affecting the efficiency of visualization are analyzed, and recommendations are presented for implementing SPI protocols that rely on visualization. These include investigating participants' previous experience with visualization, incorporating iterative public involvement in finalizing design options, and ensuring that the technologies are compatible with the chosen public involvement process.

An evaluation of warranty contracting in the United States of America

2006 ◽  
Vol 33 (1) ◽  
pp. 1-9 ◽  
Author(s):  
Mehmet Emre Bayraktar ◽  
Qingbin Cui ◽  
Makarand Hastak ◽  
Issam Minkarah
Keyword(s):  
United States ◽  
United States Of America ◽  
The United States ◽  
Department Of Transportation ◽  
Construction Costs ◽  
Advantages And Disadvantages ◽  
Contract Administration ◽  
State Highway ◽  
Early Failures ◽  
State Highway Agencies

It is believed that warranty contracting would benefit state highway agencies by improving quality, saving money and time, and encouraging contractors' innovations. However, the challenges associated with warranties could be substantial, including higher costs, early failures, a reduction or even elimination of small contractors from the bidding process, and an increase in contract disputes and litigation. The actual impact of warranty provisions on state Department of Transportation (DOT) projects in the United States of America is still unclear because of limited industry experience. This paper provides a detailed discussion of warranty provisions and the benefits and problems associated with the subject matter. The advantages and disadvantages of warranty provisions are evaluated from the conflicting perspectives of state Departments of Transportation (DOTs), contractors, and surety companies. The future prospects of warranty provisions are established based on the findings of a recent study of warranty provisions and existing literature. Also, several options are proposed that have a strong potential to improve the application of warranties on DOT projects.Key words: warranties, highway construction, innovation, highway maintenance, contract administration, construction costs, construction inspection.

Developing an Automated Technique to Calibrate the AASHTOWare Pavement ME Design Software

2020 ◽  
Vol 2674 (9) ◽  
pp. 867-877
Author(s):  
Shuvo Islam ◽  
Avishek Bose ◽  
Christopher A. Jones ◽  
Mustaque Hossain ◽  
Cristopher I. Vahl
Keyword(s):  
Goodness Of Fit ◽  
Optimization Technique ◽  
Model Verification ◽  
Statistical Testing ◽  
P Value ◽  
State Highway ◽  
Global Calibration ◽  
Automated Technique ◽  
State Highway Agencies ◽  
Pavement Me Design

Many state highway agencies are in the process of implementing the AASHTOWare Pavement ME Design (PMED) software for routine pavement design. However, a recurring implementation challenge has been the need to locally calibrate the software to reflect an agency’s design and construction practices, materials, and climate. This study introduced a framework to automate the calibration processes of the PMED performance models. This automated technique can search PMED output files and identify relevant damages/distresses for a project on a particular date. After obtaining this damage/distress information, the technique conducts model verification with the global calibration factors. Transfer function coefficients are then automatically derived following an optimization technique and numerical measures of goodness-of-fit. An equivalence statistical testing approach is conducted to ensure predicted performance results are in agreement with the measured data. The automated technique allows users to select one of three sampling approaches: split sampling, jackknifing, or bootstrapping. Based on the sampling approach chosen, the automated technique provides the calibration coefficients or suitable ranges for the coefficients and shows the results graphically. Model bias, standard error, sum squared error, and p-value from the paired t-test are also reported to assess efficacy of the calibration process.

Incorporating Pavement Smoothness Benefits to Enhance the Iowa Department of Transportation’s Pavement Type Determination Process

2020 ◽  
Vol 2674 (5) ◽  
pp. 563-571
Author(s):  
Max Grogg ◽  
Kelly Smith ◽  
Chris Williges ◽  
Scott Schram
Keyword(s):  
Best Practice ◽  
Net Present Value ◽  
Cost Benefit ◽  
Cost Effective ◽  
Pavement Management ◽  
State Highway ◽  
Type Selection ◽  
Effective Manner ◽  
Federal Highway ◽  
Accepted Practice

The Federal Highway Administration (FHWA)’s Pavement Policy as codified in 23 CFR 626 states, “Pavement shall be designed to accommodate current and predicted traffic needs in a safe, durable, and cost effective manner” to be eligible for federal highway funding. To meet this requirement, state highway agencies have developed pavement type determination (PTD) policies, also known as pavement type selection, and implemented pavement management. Iowa Department of Transportation (DOT)’s PTD has been in place for many years; but in 2018, Iowa DOT looked at enhancing their PTD process to address gaps between past practice and best practice. Among the enhancements, user benefit as defined by pavement smoothness was utilized when net present value (NPV) alone could not definitively distinguish a preferred alternative. The smoothness benefit would become the divisor in a cost–benefit (C/B) ratio that would be used to determine the preferred alternate for the PTD. The cost portion of the ratio would remain the NPV of agency costs for the construction and projected rehabilitations during the analysis period. After a literature review and interviews of comparable state DOTs, several modifications to Iowa DOT’s PTD and the C/B ratio were analyzed and adopted. The modifications range from accepted practice changes, such as the use of a longer analysis period (50 years), to unconventional techniques, such as the consideration of smoothness. Iowa DOT believes these changes provide a more robust PTD. They are also considering additional improvements based upon additional research and policy making.

Numerical Assessment of Optimal Equipment Allocation and Close-Fitting Acoustical Hoods Within a Multi-Noise Plant Using an Artificial Immune Method

2012 ◽  
Vol 29 (1) ◽  
pp. 185-195 ◽  
Author(s):  
M.-C. Chiu
Keyword(s):  
Shape Optimization ◽  
Insertion Loss ◽  
Research Work ◽  
Noise Levels ◽  
Artificial Immune ◽  
High Noise ◽  
Acoustic Performance ◽  
Numerical Assessment ◽  
Noise Impact ◽  
Control Work

High noise levels in a multi-noise plant can be harmful to workers and can lead to both psychological and physiological problems. Consequently, noise control work on equipment such as acoustic hoods becomes vital. However, research work of shape optimization on space-constrained close-fitting acoustic hoods has been neglected.In this paper, a sound insertion loss used for evaluating the acoustic performance of an acoustical hood will be adopted. A numerical case for depressing the noise levels at the receiving points along the boundary of three kinds of multi-equipment plants by optimally designing a shaped one-layer close-fitting acoustic hood and reallocating the equipment within a constrained space will also be introduced. Moreover, an artificial immune method (AIM) is adopted and coupled with the equations of sound attenuation and minimal variation square in conjunction with a twelve-point monitoring system.Consequently, this paper provides a quick and effective method for reducing the noise impact around a plant by optimally designing a shaped one-layer close-fitting acoustic hood and reallocating equipment within the AIM searching technique.

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