Opportunities for Enhancing Construction Inspections and Evaluations Using Time Lapse Photography

Construction documentation and inspection is a critical portion of every major building project. This presentation outlines a cost-effective and efficient method to document construction activity using timelapse photography. The examples used in this presentation include building demolition, MSE wall construction, bridge repaving, and roadway reconstruction

A Real-Time Offset Transitioning Algorithm for Coordinating Traffic Signals

This report introduces an adaptive real-time offset transitioning algorithm that can be viewed as an integrated optimization approach designed to work with traditional coordinated-actuated systems. The Purdue Real-Time Offset Transitioning Algorithm for Coordinating Traffic Signals (PRO-TRACTS) adds to the controllers the ability to adaptively change their offsets in response to changes in traffic pattern, providing an intermediate solution between traditional coordinated-actuated control systems and adaptive control systems. To facilitate implementation, a new National Transportation Communication for ITS Protocol (NTCIP) object for capturing detector actuation at the controller’s level is defined in this report. The unique cycle-based tabulation of volume and occupancy profiles at upstream detectors is used by a newly defined metric to examine the existence of shockwaves generated due to a poor offset downstream. The procedure is modeled after the analysis of variance testing. This procedure is performed on cycle-by-cycle basis to evaluate the offset performance and adjust it accordingly. Simulations of two case studies revealed 0-16% savings in total travel time and up to 44% saving in total number of stops for the coordinated movement when applied to systems with poor offsets. The algorithm is best suited for arterials with primarily through traffic. Heavy movements from the side streets onto the arterial make it difficult for the algorithm to determine which movement should be favored. PRO-TRACTS mitigates problems such as early-return-to-green, waiting queues, and improperly designed offsets using current setups of traffic signals/detectors in the US. The algorithm capitalizes on the existing knowledge and familiarity of traffic engineers and personnel with the current actuated control system to provide a cost-effective solution to improving signal coordination. Future research is needed to improve the stability of the algorithm with highly dispersed platoons and oscillatory traffic patterns caused by situations such as controllers skipping phases due to light traffic volume. It is also recommended that the algorithm should be extended to improve two-way signal progression instead of one-way progression

Field Evaluation of Red Light Running Evaluation Methods

A new methodology is proposed to identify intersections with high numbers of red light-running vehicles. An overview of the field performance of this methodology, based on high-resolution signal controller data, is presented

Investigation of Self-Organizing Traffic Signal Control with Graphical Signal Performance Measures

Adaptive signal control is the subject of an increasing amount of research, as well as development and implementation. Most existing adaptive control systems achieve coordination by applying system control as a constraining layer on top of local control. Some researchers have suggested that, with the right local-control logic, coordination might be achieved as an dynamically emergent phenomenon without the need for a management layer. This paper explores the potential of a self-organizing signal control algorithm using a variety of performance measures. First, the initially reported algorithm performance is reproduced in an idealized environment; next, the algorithm is applied in a realistic road network to compare its performance against actuated-coordinated control, with and without pedestrian phases. Comparisons are made under (1) the same base volumes used to design the actuated-coordinated timing plan; and (2) a variant volume. Self-organizing control is found to be more flexible than coordinated control, and induces a tradeoff in performance among different movement types. Delay reductions of 38–56% are seen in an environment without pedestrian phases. However, with pedestrian phases in recall, self-organizing control performs worse (39% increase in delay) under base volumes, and achieves a weak benefit (6% reduction in delay) under the variant volume. Because of the large total delay reductions in some scenarios, the results show promise for future development

Recommendations For Improvement Of Collegiate Flight Training Operational Efficiency Through Guided-Inquiry Inductive Learning

Efficiency in higher education has increasingly come under scrutiny as student debt levels continue to increase and the quantification of the value provided to students by colleges remains elusive. Collegiate flight training operations are especially subject to such scrutiny, due to their expense and to continued below-average entry-level salaries in the airline industry. This research examines an inductive learning approach combined with a flipped classroom, whereby aviation management students in a large Midwestern collegiate aviation program analyzed the operational efficiency of their primary flight training operation and recommend potential solutions and means of implementation. Such an approach provides multiple benefits. The resulting improvement in scheduling efficiency results in better use of existing capacity, and can be utilized to allow additional students to matriculate in the program, subsequently reducing student fees for all enrolled students by spreading fixed costs over a wider customer base. In addition, the management students participated in the development and implementation planning of empirical solutions to the problem, thereby addressing a call from industry to incorporate practical projects in the classroom to achieve greater comprehension and retention of subject matter. A number of alternative assessment methods (Frank & Barzilai, 2004), including semi-structured student interviews, surveys, peer evaluations, and analysis of deliverables, were utilized, and these indicated that classroom engagement and subject matter retention was improved by the delivery methods that were employed

Sign Retroreflectivity Study

Signing is a big yearly cost to state DOT’s in sign maintenance and replacement costs. In 2001 the Indiana Department of Transportation (INDOT) replaced 14,930 signs at a cost of $1,067,931 and did maintenance work on 34,084 signs at a cost of$2,136,076. Recently, guidelines have been proposed by the Federal Highway Administration (FHWA) for minimum retroreflectivity of traffic signs for state, county, and city roads in the United States. The purpose of this study was to evaluate if the majority of the signs currently used by INDOT will meet the new minimum requirements proposed by the FHWA. In addition, this study provides quantitative data to assess the effectiveness of the current sign replacement program used by the Indiana Department of Transportation (INDOT) and determine if the current ten year replacement schedule is adequate to keep the State of Indiana in compliance with the new guidelines or if adjustments need to be made. This study was limited to ASTM Type III sheeting. The data analysis performed on the data collected from the field showed the vast majority of the signs are expected to meet the proposed retroreflectivity minimums with no change in the current 10 year replacement policy. Over 98% of the signs in the field under normal circumstances should not only meet but exceed the proposed retroreflectivity minimums for any speed or size sign. It is recommended that the life cycle of traffic signs with white and yellow backgrounds can be safely extended for at least two years to 12 years, providing there are is no apparent damage or defects. Red, however, should not be left out in the field for longer than 10 years because the red coloring at that point has faded too much. Such a policy could save INDOT at least $27,000/year in material costs