Public Perceptions of the Midwest\u27s Pavements - Iowa - Executive Summary

This report summarizes Iowa results of a five year, Pooled Fund study involving the Wisconsin, Iowa, and Minnesota DOTs designed to 1) assess the public\u27s perceptions of the departments’ pavement improvement strategies and 2) to develop customer-based thresholds of satisfaction with pavements on rural two lane highways in each state as related to the Departments’ physical indices, such as pavement ride and condition. The primary objective was to seek systematic customer input to improve the Departments’ pavement improvement policies by 1) determining how drivers perceive the departments’ pavements in terms of comfort and convenience but also in terms of other tradeoffs departments had not previously considered, 2) determining relationships between perceptions and measured pavement condition thresholds (including a general level of tolerance of winter ride conditions in two of the states), and 3) identifying important attributes and issues that may not have been considered in the past. Secondary objectives were 1) to provide a tool for systematic customer input in the future and 2) provide information which can help structure public information programs. A University of Wisconsin-Extension survey lab conducted the surveys under the direction of a multi-disciplinary team from Marquette University. Approximately 4500 drivers in the three states participated in the three phases of the project. Researchers conducted six focus groups in each state, approximately 400 statewide telephone interviews in each state and 700-800 targeted telephone interviews in each state. Approximately 400 winter ride interviews were conducted in Wisconsin and Minnesota. A summary of the method for each survey is included. In Phase I, focus groups were conducted with drivers to get an initial indication of what the driving public believes in regards to pavements and to frame issues for inclusion in the more representative state-wide surveys of drivers conducted in Phase II of the project. Phase II interviews gathered information about improvement policy trade-off issues and about preliminary thresholds of improvement in terms of physical pavement indices. In Phase III, a two step recruitment and post-drive interview procedure yielded thresholds of ride and condition index summarized for each state. Results show that, in general, the driving public wants longer lasting pavements and are willing to pay for them. They want to minimize construction delay, improve entire sections of highway at one time but they dislike detours, and prefer construction under traffic even if it stretches out construction time. Satisfaction with pavements does not correlate directly to a high degree with physical pavement indices, but was found instead to be a complex, multi-faceted phenomenon. A psychological model (after Fishbein/Ajzen) was applied to explain satisfaction to a respectable degree (R2 of .7) for the social sciences. Results also indicate a high degree of trust in the three DOTs which is enhanced when the public is asked for input on specific highway segments. Conclusions and recommendations include a three-step methodology for other state studies. Physical data thresholds based on both public satisfaction and the agreement to improve are presented for each state\u27s physical pavement indices (ride and condition). Recommendations for changes to the quality ranges of the physical indices where appropriate are also made

Galaxies Going Bananas: Inferring the 3D Geometry of High-Redshift Galaxies with JWST-CEERS

The 3D geometry of high-redshift galaxies remains poorly understood. We build a differentiable Bayesian model and use Hamiltonian Monte Carlo to efficiently and robustly infer the 3D shapes of star-forming galaxies in JWST-CEERS observations with $\log M_*/M_{\odot}=9.0-10.5$ at $z=0.5-8.0$. We reproduce previous results from HST-CANDELS in a fraction of the computing time and constrain the mean ellipticity, triaxiality, size and covariances with samples as small as $\sim50$ galaxies. We find high 3D ellipticities for all mass-redshift bins suggesting oblate (disky) or prolate (elongated) geometries. We break that degeneracy by constraining the mean triaxiality to be $\sim1$ for $\log M_*/M_{\odot}=9.0-9.5$ dwarfs at $z>1$ (favoring the prolate scenario), with significantly lower triaxialities for higher masses and lower redshifts indicating the emergence of disks. The prolate population traces out a ``banana'' in the projected $b/a-\log a$ diagram with an excess of low $b/a$, large $\log a$ galaxies. The dwarf prolate fraction rises from $\sim25\%$ at $z=0.5-1.0$ to $\sim50-80\%$ at $z=3-8$. If these are disks, they cannot be axisymmetric but instead must be unusually oval (triaxial) unlike local circular disks. We simultaneously constrain the 3D size-mass relation and its dependence on 3D geometry. High-probability prolate and oblate candidates show remarkably similar S\'ersic indices ($n\sim1$), non-parametric morphological properties and specific star formation rates. Both tend to be visually classified as disks or irregular but edge-on oblate candidates show more dust attenuation. We discuss selection effects, follow-up prospects and theoretical implications.Comment: Submitted to ApJ, main body is 35 pages of which ~half are full-page figures, comments welcom

Wet pavements crash study of longitudinal and transverse tined PCC pavements

181 p.This report provides crash statistics for Longitudinally Tined (LT) Portland Cement Concrete (PCC) and Transversely Tined (TT) PCC pavement surfaces. The statistics were compiled for urban and rural freeways, classified in two Average Daily Traffic (ADT) categories: pavements carrying less than 60,000 vehicles per day (VPD) and those carrying an ADT in excess of 60,000 VPD. Crash experience on California LT PCC pavements was compared to that of Wisconsin TT PCC pavements. Safety performance of wet pavements was the focus of the analysis. Rural freeways were considered to be ideal for this study, given the prevailing high speeds, absence of extraneous influences on safety (e.g., cross streets, onstreet parking, pedestrians, traffic signals), and consistent design standards between the comparison states. Rainfall differences were accounted for with the use of hourly precipitation data, and terrain differences were taken into account by using level and rolling terrain California freeways (excluding mountainous terrain ones). Statistics were based on eight years of crash and hourly weather data (1991-1998). Crash rates were computed based on hundred-million-vehicle-miles of travel (HMVM)--more than 72 HMVM for Wisconsin and more than 500 HMVM for California. No statistically significant differences in safety performance were found between rural LT freeways (California) and rural TT freeways (Wisconsin) with ADT less than 60,000 VPD. It is recommended that safety comparisons between the two pavement textures be expanded to include winter pavement surface conditions when snow or ice are present on the roadway surface. If no significant safety performance differences are found under such conditions, LT PCC pavements may be preferred over TT ones, since they generate lower levels of tire-pavement noise