A Proposed Method of Calibration and Correlation of Weigh-in-Motion Systems

There are various types of weigh-in-motion systems currently in use by agencies that collect weight data. These include load cells, bending plate, capacitance pads, piezoelectric cables, and bridge WIM\u27s. The response and behavior of these systems differs from one type to another. Most states calibrate these systems by one of two methods. The first is to calibrate by running a truck or trucks of known weights across the scales a number of times. The second is to use a sample of trucks from the traffic stream. This report details a field calibration and correlation test site between a slow-speed WIM at a permanent weigh station and five other WIM systems. These other systems were a capacitance pad, a piezoelectric cable installed in a rigid slab, a piezoelectric cable installed in a flexible pavement, abridge WIM installed on a simple span, and a bridge WIM installed on a continuous span. From this test site, a method of calibrating WIM systems was developed that uses the accumulative distribution functions of the vehicle gross weights from the traffic stream. By developing a distribution function for a standard scale (in this case, the permanent weigh station) and also for the WIM system being calibrated, a continuous calibration function can be developed between the two systems. Any weights obtained by the calibrated scale in the future can then be corrected to the standard scale by application of the continuous calibration function. This report details a recommended calibration procedure tor correlating all scales in the state by use of calibration distribution functions. A computer program ( WIMBOTH ) was developed to calculate the distribution functions and the calibration functions

Simple Sprinkler Performance Testing for Weber County

This fact sheet describes how to perform a site inspection and a sprinkler test so you can irrigate your landscape more efficiently, and provides an irigation schedule for Weber County

The Effects Of Students Predispositions Toward Communication, Learning Styles, And Sex On Academic Achievement

Females are more apprehensive when talking in class, but more nonverbally immediate, and prefer a collaborative learning style.  Males prefer independent and avoidant learning styles, and report learning less than females

The Full Landscape of Robust Mean Testing: Sharp Separations between Oblivious and Adaptive Contamination

We consider the question of Gaussian mean testing, a fundamental task in high-dimensional distribution testing and signal processing, subject to adversarial corruptions of the samples. We focus on the relative power of different adversaries, and show that, in contrast to the common wisdom in robust statistics, there exists a strict separation between adaptive adversaries (strong contamination) and oblivious ones (weak contamination) for this task. Specifically, we resolve both the information-theoretic and computational landscapes for robust mean testing. In the exponential-time setting, we establish the tight sample complexity of testing $\mathcal{N}(0,I)$ against $\mathcal{N}(\alpha v, I)$, where $\|v\|_2 = 1$, with an $\varepsilon$-fraction of adversarial corruptions, to be $$\tilde{\Theta}\!\left(\max\left(\frac{\sqrt{d}}{\alpha^2}, \frac{d\varepsilon^3}{\alpha^4},\min\left(\frac{d^{2/3}\varepsilon^{2/3}}{\alpha^{8/3}}, \frac{d \varepsilon}{\alpha^2}\right)\right) \right) \,,$$ while the complexity against adaptive adversaries is $$\tilde{\Theta}\!\left(\max\left(\frac{\sqrt{d}}{\alpha^2}, \frac{d\varepsilon^2}{\alpha^4} \right)\right) \,,$$ which is strictly worse for a large range of vanishing $\varepsilon,\alpha$. To the best of our knowledge, ours is the first separation in sample complexity between the strong and weak contamination models. In the polynomial-time setting, we close a gap in the literature by providing a polynomial-time algorithm against adaptive adversaries achieving the above sample complexity $\tilde{\Theta}(\max({\sqrt{d}}/{\alpha^2}, {d\varepsilon^2}/{\alpha^4} ))$, and a low-degree lower bound (which complements an existing reduction from planted clique) suggesting that all efficient algorithms require this many samples, even in the oblivious-adversary setting.Comment: To appear in FOCS 202

Equivalent Single Axleload Computer Program Enhancements

The objectives of the study were to review and modify previously used Equivalent Single Axleload (ESAL) prediction procedures and to develop a more efficient procedure. As part of the effort to simplify the procedure, a subtask was undertaken to reduce the number of highway functional classes being used to process data for the ESAL estimation procedure. Another objective was to develop a more definitive and accurate method for reflecting the effects of coal or heavy truck movements. Results of this task were documented as Research Report KTC-95-6. Analyses were performed and validated to reduce the twelve functional classes to six aggregate categories. The overall ESAL estimating process, which was previously accomplished using mainframe computer programs, was converted to microcomputer/PC programs and documented in detail. A procedure for processing ESAL data by aggregate classes was documented and example output was presented. An analysis was performed to determine the reliability of traffic parameter estimates used in the ESAL estimating process. Results were produced to identify the number of volume, classification and weigh-in-motion stations required to adequately define the traffic characteristics of a specific functional or aggregate class

Truck Design and Usage Related to Highway Pavement Performance

The function of a pavement is to serve traffic safely, comfortably, and efficiently at reasonable costs. Automobile traffic typically accounts for the major volume of traffic using high-type facilities. However, heavy truck traffic accounts for the major portion of accumulated fatigue and therefore requires greater structural designs. Truck design and usage has tended toward larger vehicles and greater payloads. The impact of elements of truck design and usage (such as suspension systems, floating axles, axle configurations, uniformity of loading, payloads, etc.) on fatigue damage are illustrated. The effects of increasing vehicle loadings and increased tire pressures are related to potential for rutting of asphaltic concrete pavements. Mechanisms for implementation of vehicle damage factors and accumulated pavement fatigue in the assessment and allocation of costs to highway users also are presented

Reply to comment by S. Peacock on “Glacial-interglacial circulation changes inferred from 231Pa/230Th sedimentary record in the North Atlantic region”

Peacock [2010, P10 hereafter] takes issue with several aspects of our recent article [Gherardi et al., 2009, G09hereafter]: (1) our description of the modern Atlantic meridional overturning circulation (AMOC), (2) apparent inconsistencies between modern circulation and our Holo-cene sedimentary 231Pa/230Th bathymetric profile, and (3) our use of cores for reconstructing AMOC from locations that do not lie beneath the Deep Western Boundary Current (DWBC). We welcome the comment as it affords us the opportunity to clarify important aspects of our approach to studying paleocirculation and to address any potential mis-understandings arising from the wording of our original text

Proposal for Development of a Resource and Commodity Highway System

In 1986, the Kentucky General Assembly established the Extended Weight Coal and Coal By-Products Haul Road System. This system includes approximately 3,200 miles of the most significant coal-haul roads in the state and permits coal trucks to carry much larger payloads than trucks with other commodities. In many ways, the extended-weight system has been very successful. Coal-transportation productivity has been substantially increased, and Kentucky coal continues to remain competitive in the marketplace. At the same time, infrastructure costs have risen substantially--to considerably greater levels than the increase in revenue produced by the requisite coal decal fees--and the extended-weight system has proven to be difficult to manage. Moreover, there is a fundamental inequity in the preferential treatment that has been extended to coal haulers and to the specific regions in which they travel. In pursuit of its goal of providing the best possible transportation system to all citizens of the Commonwealth and its recognition of the key influence of transportation productivity on the national and international competitiveness of Kentucky industry, the Kentucky Transportation Cabinet recently initiated an evaluation of the extended-weight system and an identification of ways in which the extended-weight system might evolve into a comprehensive trucking network that would effectively serve the entire Commonwealth. Key considerations in forming future alternatives included the necessity for 1) limited mileage in order to contain costs; 2) permanency to promote efficient management; 3) more lenient weight limits for commodities other than coal; 4) statewide service; and 5) a connected, continuous trucking network