Journal articles: 'Interstate Highway System'

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Zegeer, Charles V., Herman F. Huang, J. Richard Stewart, and Carolyn Williams. "Investigation of National Highway System Roadways in the Highway Safety Information System States." Transportation Research Record: Journal of the Transportation Research Board 1635, no. 1 (January 1998): 1–9. http://dx.doi.org/10.3141/1635-01.

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Motor vehicle crash rates and roadway characteristics for National Highway System (NHS) and non-NHS roads in seven states—California, Illinois, Maine, Michigan, Minnesota, North Carolina, and Washington— are presented. Accident and roadway data were extracted from the Federal Highway Administration’s Highway Safety Information System. Overall, crash rates on NHS roads were approximately 10 percent lower than those on non-NHS roads, perhaps the result of higher design standards. Crash rates on urban roadways were considerably higher than on the corresponding rural roadways in each state. For rural roadways, fixed-object crash rates were higher on NHS roads than on non-NHS roads. The distribution of crashes by severity was quite similar on NHS and non-NHS roads. For urban freeways, NHS Interstates usually had lower crash rates than NHS non-Interstates. The majority of NHS roads had lane widths of 3.4 m (11 ft) or more, and many had shoulder widths of 1.5 m (5 ft) or more. Compared to NHS non-Interstate roads, NHS Interstate roads were more likely to have lane widths of 3.7 m (12 ft) or over, shoulder widths of 2.4 m (8 ft) or over, paved shoulders, and improved median design. Highway designers and safety officials can use this type of information about accident rates and roadway characteristics to enhance safety by upgrading existing highways and improving the design of NHS highways to some specified roadway design standards and guidelines.

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Pu, Wenjing. "Interstate Speed Profiles." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 42 (March 15, 2018): 57–70. http://dx.doi.org/10.1177/0361198118755713.

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This paper draws the first set of high-level, national speed profiles for the entire Dwight D. Eisenhower National System of Interstate and Defense Highways (Interstate system) in the United States based on the 2016 year-long National Performance Management Research Data Set (NPMRDS) and a conflated NPMRDS-HPMS (Highway Performance Monitoring System) geospatial network. This set of quantitative profiles include: ( a) national average speeds of 2016, ( b) national average speed time of day variations, ( c) national average speed day of week variations, ( d) national average speed seasonal variations, and ( e) state average speed and travel time distributions in peak hours. This work demonstrates that the integration of the private sector’s emerging big travel-time data and the public sector’s HPMS has provided a powerful resource to monitor travel-time-related performance of the nation’s highways. As the United States is transforming the Federal-aid Highway Program into a performance-based program with enhanced accountability and transparency, this integrated resource will help states and metropolitan planning organizations (MPOs) to monitor their performance and progress towards achieving targets, and enable the Federal Highway Administration (FHWA) not only to draw high-level national highway performance profiles but also to pinpoint the exact where, when, and how much the challenges are.

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Siddiqui, Chowdhury, and Michael Dennis. "Developing a Guideline for Setting Targets for National Performance Management Measures to Assess Performance of the National Highway System in South Carolina." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 9 (May 7, 2019): 266–76. http://dx.doi.org/10.1177/0361198119843863.

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This paper presents a framework for establishing targets for national system performance measures for reliability. The paper outlines step-by-step procedures followed using the National Performance Management Research Data Set and provides a possible range of estimates for future years’ targets for South Carolina highways. This paper focuses only on the percentage of person-miles traveled on both Interstate and non-Interstate national highway system. The framework presented in this paper is reproducible for other state Departments of Transportation, and accounts for construction projects that might influence the future predicted target number(s).

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Garrison, William L. "CONNECTIVITY OF THE INTERSTATE HIGHWAY SYSTEM." Papers in Regional Science 6, no. 1 (January 14, 2005): 121–37. http://dx.doi.org/10.1111/j.1435-5597.1960.tb01707.x.

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St.Clair, David. "Interstate Highway System For Medical Records." Health Affairs 21, no. 5 (September 2002): 308. http://dx.doi.org/10.1377/hlthaff.21.5.308.

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Lozier, William C., Mary Ellen Kimberlin, and Robin Grant. "Case Study of Highway Maintenance Management: Ohio’s County Work Plans." Transportation Research Record: Journal of the Transportation Research Board 1824, no. 1 (January 2003): 66–76. http://dx.doi.org/10.3141/1824-08.

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Maintaining the safety and mobility of the state highway network in a cost-effective manner is a top priority for any state department of transportation (DOT). As funding for major new infrastructure becomes scarce and traffic levels steadily rise, maximizing and maintaining the existing highway system becomes increasingly critical. For the Ohio DOT, the task of maintaining Ohio’s highways is massive. While only 35th in geographic size, the state of Ohio has the nation’s 5th-highest traffic volume traveling on the 4th-largest Interstate network and has the 2nd-largest bridge inventory. Traffic in Ohio has grown by 90% during the last 20 years, and this growth pattern is expected to continue. Ohio’s Interstate highways were built in the 1960s and have far exceeded their 20-year design life, creating an even greater need for effective highway maintenance. During the last 3 years, Ohio DOT adopted strategic initiatives to revamp the department’s maintenance management methods, improve practices, and optimize resource use. Focused on redefining, prioritizing, and tracking all maintenance resources, the department set out to combine planning, implementation, quality-review, and cost-accounting data into one manageable, easily accessed system. The product of this intensive effort, the Ohio DOT county annual work plans, is revolutionizing the way the department approaches maintenance management. Before the implementation of the work plans in July 2001, roadside conditions and maintenance efforts varied widely across the state. Following the inaugural year of the work plans, conditions were meeting statewide standards, reflecting the state’s new focus on more effectively managing Ohio’s transportation investment.

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Sadek, Adel W., Thomas E. Freeman, and Michael J. Demetsky. "Deterioration Prediction Modeling of Virginia's Interstate Highway System." Transportation Research Record: Journal of the Transportation Research Board 1524, no. 1 (January 1996): 118–29. http://dx.doi.org/10.1177/0361198196152400114.

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The development of deterioration models for Virginia's Interstate pavements with 7 years of distress data is described. Roadway sections were categorized by pavement type and geographic location, and stepwise regression was used to select the significant predictors of deterioration. Different model forms were examined in an attempt to identify the most appropriate one for fitting the data. The models were evaluated by checking their goodness-of-fit statistics and conducting a series of sensitivity analyses. To further assess the models’ accuracy, their predictions were compared against field-observed values. An analysis-of-variance (ANOVA) test was also conducted to compare the accuracies of two model forms and two model adjustment procedures. In general, the developed models provided an adequate fit and generated predictions that conform with accepted engineering judgment. Comparisons with field observations showed their accuracies to be quite reasonable, even for long-range predictions. Finally, the ANOVA results indicated that no significant differences existed between the two model forms tested or between the two adjustment procedures. Although the focus of the research was on developing models for Virginia, the concepts of the study are applicable to any deterioration model development effort.

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Kussy, Edward V. A. "Surface Transportation and Administrative Law: Growing up Together in the 20th Century." Transportation Research Record: Journal of the Transportation Research Board 1527, no. 1 (January 1996): 3–20. http://dx.doi.org/10.1177/0361198196152700101.

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The concurrent development of administrative law and America's modern transportation system is no accident. Both reflect the technological and societal changes that have defined what the United States is today. The importance of transportation is reflected by the fact that so many of the important events, statutes, and court decisions in the history of 20th century administrative law have involved transportation. The first really powerful administrative agency, the Interstate Commerce Commission, was created to regulate railroads and, later, interstate trucking. The Federal-Aid Highway Program, which can trace its roots to 1893, has been the largest federal grant program for much of this century. The statutory framework for this program, established by the Federal Road Act of 1916 and the Federal-Aid Highway Act of 1921, became the model for all federal grant programs. The Interstate system and other highway programs helped shape the great economic expansion that followed World War II. The effects of these vast new road systems were among the most important factors leading to the growth of modern environmental law in the 1960s and 1970s. In the years ahead, with the accelerating integration of new technology into the transportation system, further concurrent change in transportation and administrative law is inevitable.

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McKeever, Benjamin, Carl Haas, Jose Weissmann, and Rich Greer. "Life Cycle Cost-Benefit Model for Road Weather Information Systems." Transportation Research Record: Journal of the Transportation Research Board 1627, no. 1 (January 1998): 41–48. http://dx.doi.org/10.3141/1627-07.

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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.

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Park, Minho, and Dongmin Lee. "Development of Accident Frequency Models with Random Parameters on Interstate Roadway Segments with and without Lighting Systems." Journal of Advanced Transportation 2017 (2017): 1–8. http://dx.doi.org/10.1155/2017/4740532.

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This study explored factors affecting traffic accidents in roadway segments with and without lighting systems using a random parameter negative binomial model. This study sought to make up for a shortcoming of the fixed parameter model that constrained the estimated parameters to be fixed across observations, by applying random parameters that can take into account unobserved heterogeneity. Three variables had a random parameter among nine significant variables in segments with lighting systems, while seven of the eleven significant variables in a segment without a lighting system had random parameters. The different influence of interstate highway geometrics on vehicle crashes with and without lighting systems found through this study considering unobserved heterogeneity may hopefully help reduce accident frequencies and consider installation of lighting systems on interstate highways in the future.

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Simpson, Amy L., Gonzalo R. J. Rada, Beth Visintine, and Jonathan Groeger. "Sampling to Evaluate Performance on the Interstate Highway System." Transportation Research Record: Journal of the Transportation Research Board 2639, no. 1 (January 2017): 20–27. http://dx.doi.org/10.3141/2639-03.

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The Moving Ahead for Progress in the 21st Century Act highlighted the need to monitor the performance of pavement sections over time. An important aspect of performance monitoring is collecting a statistically significant sample of the network so conclusions can be made about changes in performance and types of maintenance and rehabilitation needed for maintaining these assets. This paper reviews the sampling requirements on the Interstate highway system to draw accurate conclusions about the network. Specifically, the paper answers the following questions: Is two-way data collection necessary? Do data have to be collected in more than one lane in a direction? What is the optimum reporting length? For what percentage of the network should data be collected? Should data be collected annually?

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Poole, Robert W. "Private Toll Roads: Changing the Highway Paradigm." Public Works Management & Policy 3, no. 1 (July 1998): 3–9. http://dx.doi.org/10.1177/1087724x9800300101.

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Privatization approaches hold great promise for improving the performance of the U.S. highway system. But dramatic results akin to those being achieved overseas via private toll road concessions will depend critically on supportive public policy. Other countries have adopted the private concession model as a matter of national policy, applying it not merely to a few speculative new roads but to major modernization of existing highways and expressways. To realize the potential that the private sector has to offer, we need new highway policies that would create a level financial playing field between the public and private sectors, share start-up risks and costs between the public and private sectors, and remove restrictions (such as the ban on interstate tolls). The transportation community must also educate policy makers and opinion leaders on the case for tolls as both a financing vehicle and a highway management tool.

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Mohl, Raymond A. "The Interstates and the Cities: The U.S. Department of Transportation and the Freeway Revolt, 1966–1973." Journal of Policy History 20, no. 2 (April 2008): 193–226. http://dx.doi.org/10.1353/jph.0.0014.

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When construction began on the urban expressways of the new Interstate Highway System in the late 1950s, homes, businesses, schools, and churches began to fall before bulldozers and wrecking crews. Entire neighborhoods, as well as parks, historic districts, and environmentally sensitive areas, were slated for demolition to make way for new expressways. Highway builders leveled central city areas where few people had cars so that automobile owners from other places could drive to and through the city on the big, new roads. As one analyst of postwar America put it: “The desire of the car owner to take his car wherever he went no matter what the social cost drove the Interstate Highway System, with all the force and lethal effect of a dagger, into the heart of the American city.” In response, citizen activists in many cities challenged the routing decisions made by state and federal highway engineers. This Freeway Revolt found its first expression in San Francisco in the late 1950s, and eventually spread across urban America. By the late 1960s, freeway fighters began to win a few battles, as some urban expressways were postponed, cancelled, or shift ed to alternative route corridors.

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14

Serigos, Pedro A., Beth A. Visintine, Amy L. Simpson, Gonzalo R. Rada, and Jonathan L. Groeger. "Quality Management Program for Pavement Condition Data Collected on the National Highway System." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (August 23, 2018): 155–65. http://dx.doi.org/10.1177/0361198118790097.

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This paper proposes a framework for a pavement condition data Quality Management Program (QMP). The framework complies with the final rule for national performance management measure regulations published by the Federal Highway Administration (FHWA) to implement requirements from the Moving Ahead for Progress in the 21st Century Act and the Fixing America’s Surface Transportation Act. The quality check procedures and criteria recommended for the different elements of the framework are based on the experience and recommendations that resulted from developing a QMP for collecting approximately 10,000 miles of pavement condition data on Interstate Highways using an automated measurement system. The findings from implementation of the study QMP and the intervention needed for automated data collection condition metrics were documented for future improvements.

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Passonneau, Joseph. "Aesthetics and Other Community Values in the Design of Roads." Transportation Research Record: Journal of the Transportation Research Board 1549, no. 1 (January 1996): 69–74. http://dx.doi.org/10.1177/0361198196154900109.

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The Interstate highway system was designed to handle large volumes of high-speed traffic. It has been one of the most successful public works projects of the century. But in the design of roads, aesthetics and other community values have been increasingly, and unnecessarily, neglected. This study provides a brief history of the Interstate highway acts and of agency responses to conflict. Discussion of the aesthetics of streets and roads follows, which examines the “fit” between roads and the physical and social landscapes through which they pass. It shows that parkways have been successful in fitting roads to their surroundings and in minimizing the area of concrete. Also parkway safety appears adequate. Several examples are cited of typical cases in which highway guidelines are modified to save money. The processes that have led to successful conflict resolution are described, and necessary conditions for constructive citizen participation are examined. This study's aim is to provide support for professionals and citizens attempting to resolve such conflicts.

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Miller, Louis. "Teacher to Teacher: My Way and the Highway." Mathematics Teaching in the Middle School 1, no. 7 (November 1995): 550–51. http://dx.doi.org/10.5951/mtms.1.7.0550.

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My way” is to find Mathematics Virtually everywhere and to bring it into the classroom. “The highway” refers to a recent discovery made while on a twelve-hour automobile trip. A road atlas contains a rich source of examples of mathematics in use all around us: the interstate highway system (see fig. 1). A valuable mathematical, as well as geographical, experience can be extracted from a short instructional unit based on these roadway patterns.

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Siddiqui, Chowdhury, and Kwanpyo Ko. "Exploratory Analysis of the Relationships between Congestion, Travel Time Reliability, and Freight-Related Performance Management Measures and Their Associativity with the Roadway Attributes." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 10 (July 24, 2020): 571–82. http://dx.doi.org/10.1177/0361198120937692.

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The purpose of this study is to investigate the performance management measures related to highway system reliability, freight, and traffic congestion in light of the federal rulemaking that establishes these performance measures. The study conducts an exploratory analysis to understand their inter-relationships and examines their (un)common underlying attributes to discover their associativity with each of the performance measures. In doing so several traffic and roadway related characteristics of each reporting segment of the National Highway System (NHS) of South Carolina were processed and modeled for the travel time reliability and peak hour excessive delay using generalized linear models with a log-link function. The results from the study indicate that the unreliable Interstate segments contributed to about 87% of the excessive delays on the entire Interstate. It was also found that more than half of the non-Interstate NHS segments that experienced excessive delay, were reliable and they contributed to approximately 52% of the entire peak hour excessive delay of the non-Interstate NHS. The results from the model indicate that the directional annual average daily traffic (AADT) and the urban areas are the two most important attributes positively associated with all three performance measures, while the number of through lanes was found to be negatively associated with all three performance measures. The length of the reporting segments was positively associated with the excessive delays but negatively associated with the travel time reliabilities. The percentage of single trucks was unique to the Interstate delays and positively associated.

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Poister, Theodore H., Philip M. Garvey, Abdulilah Z. Zineddin, Martin T. Pietrucha, and Christine L. Smith. "Developing Roadway Standards for Ride Quality from the Customer's Perspective." Transportation Research Record: Journal of the Transportation Research Board 1940, no. 1 (January 2005): 43–51. http://dx.doi.org/10.1177/0361198105194000106.

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This paper reports the findings of research conducted for the Pennsylvania Department of Transportation (PennDOT) to develop customer-based standards for ride quality on four functional classes of highway: Interstate highways, other national highway system (NHS) roads, secondary roads with average annual daily traffic (AADT) greater than 2,000, and secondary roads with AADT less than 2,000. The field work, in which subjects evaluated the ride quality of predetermined test sections of pavements, was conducted in six Pennsylvania counties to incorporate a variety of settings across the state. These subjective ratings were regressed on international roughness index (IRI) values for each of the four highway classes and revealed a fan-shaped pattern in which motorist satisfaction with ride quality dropped off with increased roughness most sharply on Interstate highways, less so for other NHS roads, and still less for secondary roads. PennDOT's current standards for what constitutes good ride quality for each of the four road types equates closely with the 70% level of motorist satisfaction, whereas the standards for excellent ride quality coincide with the 90% motorist satisfaction level for all but the lower-volume secondary roads. The results also suggest that motorist satisfaction with ride quality is extremely sensitive to IRI in rural settings, moderately sensitive to IRI in urban settings, and less so in major metropolitan suburban areas. This pattern is the reverse for NHS roads, and for secondary roads motorist satisfaction is very sensitive to IRI in rural areas and less so in urban and suburban areas. From these results, PennDOT could consider adopting more ambitious ride quality standards, targeting even higher levels of customer satisfaction. However, adopting such standards would require a careful analysis of the cost implications, which is beyond the scope of the research reported here.

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Chi, Guangqing, Donghui Wang, and Annelise DeJong Hagedorn. "Future interstate highway system demands: Predictions based on population projections." Case Studies on Transport Policy 7, no. 2 (June 2019): 384–94. http://dx.doi.org/10.1016/j.cstp.2019.03.001.

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Siddiqui, Chowdhury. "Analyzing Characteristics of the Unreliable Segments of the National Highway System across South Eastern States of the United States." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 7 (June 15, 2020): 456–67. http://dx.doi.org/10.1177/0361198120923369.

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The latest transportation law in the United States continues to put emphasis on a performance management approach similar to the previous one. Since the transportation performance management rules were made in 2017, limited work has been done to understand the travel time reliability on the national highway system (NHS) and the factors influencing it. This study contributes to the literature by analyzing the characteristics of the unreliable segments of the NHS in 13 south eastern states. It was observed that there was a higher percentage of unreliable segments in the non-Interstate NHS (about 34%) than in the Interstate system (about 13% of segments were unreliable). Analyses of the unreliability of the Interstate and non-Interstate NHS were conducted separately to understand each of them better. To capture the influence of the attributes on the reliability of the NHS segments, multivariate binary logistic models were developed. The results from the models suggest that the reference traffic message channels (TMCs), which were characterized by being in urban areas with shorter length (≤0.25 mi) and ≤10% trucks in the traffic stream, generally have a higher chance of being unreliable than those that are not in the reference category. Interstate TMCs on bridges, tunnels, or causeways, and those with directional traffic volume greater than 30,000, have higher chances of being unreliable than the reference category. The chances of internal TMCs (between decision points) in the non-Interstate NHS being unreliable were about 14% higher than the mean chance of the reference TMCs.

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Kaliski, John G., Stephen C. Smith, and Glen E. Weisbrod. "Major Corridor Investment-Benefit Analysis System." Transportation Research Record: Journal of the Transportation Research Board 1732, no. 1 (January 2000): 92–98. http://dx.doi.org/10.3141/1732-11.

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The major corridor investment-benefit analysis system recently developed for the Indiana Department of Transportation (INDOT) is discussed. The purpose of the system is to provide an analytical tool for use by INDOT in evaluating and comparing the impacts of major corridor highway investments in the state. The system combines a statewide travel demand model, a user benefit-cost analysis model, and a regional econometric model. The conceptual approach behind the model is described, and the results from an application of the model to analyze the transportation and economic impacts of the upgrade of US-31 between Indianapolis and South Bend, Indiana, to Interstate level of service is presented. Issues addressed by the model include the impact of travel time savings and other user benefits on business users of the highway, as well as the potential for the study corridor to attract new businesses or tourists as a result of improved access to markets.

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Pal, Raktim, and Kumares C. Sinha. "Analysis of Crash Rates at Interstate Work Zones in Indiana." Transportation Research Record: Journal of the Transportation Research Board 1529, no. 1 (January 1996): 43–53. http://dx.doi.org/10.1177/0361198196152900106.

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The aging Interstate system in the United States requires extensive rehabilitation and maintenance, which results in the closure of a significant portion of the system each year to accommodate work zones. These work zones not only cause travel delay, they also create safety hazards. An analysis of crash rates at Interstate work zones in Indiana is presented. Crash rates in work zones were found to be higher than those on comparable highway sections without work zones. It is believed that lane closure strategies also may influence crash potential at work zones. An analysis of the relative safety effects of two commonly used lane closure strategies, partial lane closure and crossover, is presented.

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23

Poole, Robert W. "The feasibility of modernizing the Interstate highway system via toll finance." Research in Transportation Economics 44 (June 2014): 12–20. http://dx.doi.org/10.1016/j.retrec.2014.04.007.

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List, George F., Nagui Rouphail, Russell Smith, and Billy Williams. "Reliability Assessment Tool: Development and Prototype Testing." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 14 (October 25, 2018): 29–38. http://dx.doi.org/10.1177/0361198118798296.

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This paper presents a monitoring system that was developed to assess travel time reliability for observed operating conditions by utilizing traffic stream and non-transportation related data. A prototype was created for an interstate highway route in the Research Triangle region of North Carolina. It describes how the input datasets were obtained, the required data fusion procedures, how the data were analyzed to create the monitoring system outputs, and relevant insights obtained from the reliability monitoring system prototype.

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Tudor, Lorie H., Alan Meadors, and Robert Plant. "Deployment of Smart Work Zone Technology in Arkansas." Transportation Research Record: Journal of the Transportation Research Board 1824, no. 1 (January 2003): 3–14. http://dx.doi.org/10.3141/1824-01.

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The Arkansas State Highway and Transportation Department began an extensive pavement rehabilitation program in the spring of 2000 that ultimately will rebuild approximately 380 mi, or 60%, of Arkansas’ total Interstate miles. To improve safety and manage congestion in work zones, the department has deployed smart work zone technology systems on five projects. The main goal for this endeavor was to provide a queue-detection system that will prevent or reduce rear-end collisions and will also provide motorists with real-time information about potential backups caused by lane closures. After each system was installed, a general evaluation of the basic design was conducted. Knowledge gained was applied to each subsequent system, to improve the design and to provide increased effectiveness, reliability, and practicality. The design evolution of these systems is presented, the design development is discussed in detail, and the effectiveness of two of the automated work zone information systems installed on Interstate rehabilitation projects in Arkansas is evaluated. The systems used were ADAPTIR from Scientex Corporation and CHIPS from ASTI Transportation Systems. These systems included all hardware, software, and other equipment necessary for collecting, displaying, and processing traffic condition data. These data were used to provide motorists with real-time speed-control, delay, and diversion advisory messages via portable changeable message signs and a highway advisory radio system.

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Haslett, Katie E., Eshan V. Dave, and Weiwei Mo. "Realistic Traffic Condition Informed Life Cycle Assessment: Interstate 495 Maintenance and Rehabilitation Case Study." Sustainability 11, no. 12 (June 12, 2019): 3245. http://dx.doi.org/10.3390/su11123245.

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As construction costs continue to rise and adequate amounts of funding continues to be a challenge, the allocation of resources is of critical importance when it comes to the maintenance and rehabilitation (M&R) of highway infrastructure. A Life Cycle Assessment (LCA) methodology is presented here that integrates realistic traffic conditions in the operational phase to compare M&R scenarios over the analysis period of a 26-km stretch of Interstate-495. Pavement International Roughness Index (IRI) were determined using American Association of State Highway and Transportation Officials (AASHTO) PavementME System. Meanwhile, vehicle fuel consumption and emission factors were calculated using a combination of Google Maps®, the United States Environmental Protection Agency (EPA) Motor Vehicle Emission Simulator, the second Strategic Highway Research Program (SHRP2) Naturalistic Driving Study, and MassDOT’s Transportation Data Management System. The evaluation of pavement performance with realistic traffic conditions, varying M&R strategies, and material characteristics was quantified in terms of Life Cycle Cost (LCC), Global Warming Potential (GWP), and Cumulative Energy Demand (CED) for both agencies and users. The inclusion of realistic traffic conditions into the use phase of the LCA resulted in a 6.4% increase in CED and GWP when compared to baseline conditions simulated for a week long operation duration. Results from this study show that optimization of M&R type, material selection, and timing may lead to a 2.72% decrease in operations cost and 47.6% decrease in construction and maintenance costs.

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Berg, Nate. "Take the Parkway to the Freeway to the Automated Roadway." Boom 6, no. 1 (2016): 45–50. http://dx.doi.org/10.1525/boom.2016.6.1.45.

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This article examines the history and future of freeway design, tracking its evolution from early parkways to the Interstate Highway System to the potential freeways to come. A mix of infrastructure, architecture and landscape, freeways have had an indelible impact on urban development throughout California and beyond. By understanding the development and design of freeways over the decades, we can better determine what we want this infrastructure to become in the near future.

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Gibson, Kaitlin E., Matthew J. Heaton, and E. Shannon Neeley Tass. "Identifying crash risk factors and high risk locations on an interstate network." Statistical Modelling 18, no. 2 (September 10, 2017): 95–112. http://dx.doi.org/10.1177/1471082x17722072.

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Highway safety improvement projects are identified by using either (i) a site-specific or (ii) a systemic approach. In the site-specific approach, locations for improvements are ranked according to different performance measures such as critical crash rate, expected crash rate or equivalent property damage only. Alternatively, in the systemic approach, roadway characteristics such as number of lanes, shoulder width, etc. are flagged as a ‘risk’ (or ‘preventative’) feature that increases (decreases) the risk of negative outcomes. Using the Highway Safety Information System database, we seek to merge the two approaches by, first, identifying roadway factors associated with an increased occurrence of car crashes (features we call ‘risk factors’) and, subsequently, identifying roadway segments with a higher crash risk. Specifically, we model the locations of crashes as a realization from a spatial point process. We then parameterize the associated intensity surface of this spatial point process as the sum of a regression on roadway characteristics and spatially correlated error terms. Thus, through the regression piece, we identify hazardous roadway features and through the spatially correlated error terms, we identify locations of high risk.

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Simpson, Amy L., James M. Bryce, Gonzalo R. J. Rada, and Jonathan L. Groeger. "Time-Series Review of Highway Performance Monitoring System Data." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (April 30, 2018): 1–6. http://dx.doi.org/10.1177/0361198118767415.

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The passing of the Moving Ahead for Progress in the 21st Century Act required the FHWA to adopt pavement performance measures for evaluating the condition of the interstate highway system (IHS) and the national highway system (NHS). In January 2015, the FHWA issued a notice of proposed rulemaking (NPRM) to establish performance measures to assess pavement conditions on the IHS and NHS, with the final rule published in January 2017. The four measures were 1) Percentage of pavements on the IHS in good condition; 2) Percentage of pavements on the IHS in poor condition; 3) Percentage of pavements on the NHS (excluding IHS) in good condition; and 4) Percentage of pavements on the NHS (excluding IHS) in poor condition. Pavement condition is determined by the following metrics in the Highway Performance Monitoring System (HPMS): International Roughness Index, cracking percent, rutting, and faulting. FHWA commissioned a study to collate a statistically significant sample of the IHS to evaluate the efficacy of the HPMS and to recommend improvements in data collection and reporting processes to meet NPRM requirements. As part of the referenced study, a time-series review was conducted of the HPMS to identify changes in the data from 2013 to 2015 and to determine how these data compare with the study-collected data. This paper discusses the review of HPMS data, identifying changes in the pavement condition metrics, and overall condition. In general, the HPMS database exhibited improvements, with more complete data and fewer anomalies, in 2015 compared with 2013.

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Weber, Joe. "The evolving Interstate Highway System and the changing geography of the United States." Journal of Transport Geography 25 (November 2012): 70–86. http://dx.doi.org/10.1016/j.jtrangeo.2012.07.012.

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Mehrotra, Neil, Matthew A. Turner, and Juan Pablo Uribe. "Does the US have an infrastructure cost problem? Evidence from the interstate highway system." Journal of Urban Economics 143 (September 2024): 103681. http://dx.doi.org/10.1016/j.jue.2024.103681.

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Krishnan, Venkatesh, and Kathleen L. Hancock. "Highway Freight Flow Assignment in Massachusetts Using Geographic Information Systems." Transportation Research Record: Journal of the Transportation Research Board 1625, no. 1 (January 1998): 156–64. http://dx.doi.org/10.3141/1625-20.

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Goods movement is an important aspect of the transportation system. Freight flow, complemented with the much-researched passenger movement, provides a way for understanding the complete vehicle flow scenario on the highways. Commodity movement prediction has not received much attention because of the lack of sufficient and easily accessible data sources. Most data sources give aggregated commodity movements and, because of the heterogeneity of freight, accurate predictions of truck flows have not been possible. A methodology for calculating the truck flows on the various highways in Massachusetts from interstate commodity flow data is presented. Freight tons originating and ending in Massachusetts have been converted to truck numbers by using a quantitative procedure and distributed to different areas in the state by using employment as an economic indicator variable. The truck flow is assigned to the important highways and validated against existing survey counts. On comparison, a large percentage of the roads show the estimated truck counts are within a tolerable error margin. The research also shows that statewide analyses need to be refined near urban areas because of a variety of complexities involved.

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Brooks, Leah, and Zachary Liscow. "Infrastructure Costs." American Economic Journal: Applied Economics 15, no. 2 (April 1, 2023): 1–30. http://dx.doi.org/10.1257/app.20200398.

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Despite infrastructure's importance to the US economy, evidence on its cost trajectory over time is sparse. We document real spending per new mile over the history of the Interstate Highway System. We find that spending per mile increased more than threefold from the 1960s to the 1980s. This increase persists even conditional on pre-existing observable geographic cost determinants. We then provide suggestive evidence on why. Input prices explain little of the increase. Statistically, changes in income and housing prices explain about half of the increase. We find suggestive evidence that the rise of “citizen voice” in government decision-making increased spending per mile. (JEL D72, H54, N42, N72, R31, R42)

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Olsen, Erik C. B., Suzanne E. Lee, Walter W. Wierwille, and Michael J. Goodman. "Analysis of Distribution, Frequency, and Duration of Naturalistic Lane Changes." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 46, no. 22 (September 2002): 1789–93. http://dx.doi.org/10.1177/154193120204602203.

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This paper describes preliminary results of naturalistic lane change distribution, frequency, and duration data collected unobtrusively from 16 commuters using instrumented vehicles. The study was designed to improve upon previous data collection methods and support crash avoidance system development. A total of 8,667 lane changes (including unsuccessful maneuvers) were identified and classified in terms of severity, urgency, maneuver type, and success/magnitude. The total miles driven was 23,949 (38,542 km) with an average of 37.4 miles (60.2 km) per commute and 2.76 miles (4.44 km) per lane change. More than 37% of lane changes were due to a slow vehicle ahead. The mean duration for 7,192 single lane changes was 6.28 seconds with a standard deviation of 2.0. Analysis revealed no significant effects for duration. For frequency, significantly more lane changes were completed by drivers on the interstate, perhaps due to traffic density, while sedan drivers made significantly more lane changes than SUV drivers. A significant driver type (vehicle normally driven) by route (interstate or highway) interaction was discovered, perhaps due to driving style. A gender by route interaction was also found.

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Rose, Mark H., and Bruce E. Seely. "Getting the Interstate System Built: Road Engineers and the Implementation of Public Policy, 1955–1985." Journal of Policy History 2, no. 1 (January 1990): 23–55. http://dx.doi.org/10.1017/s0898030600006849.

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Study of the origins of public policy has achieved an important place among historical scholars. For instance, historians have published many valuable studies explaining the origins of regulatory agencies in industries such as natural resources, energy, and transportation, including the origins of agencies responsible for enforcing safety standards. Scholars have treated road construction, the subject of this article, in a similar fashion, seeking to comprehend the principal factors informing the origins of state and federal road building programs. Not surprisingly, then, scholarly examinations of the Interstate Highway System, which exercised such a remarkable influence on the economy, as well as on the social and physical landscapes of the nation, have remained focused on explications of the origins of policy.Perhaps this particular preoccupation has been due to what historians Peter N. Stearns and Joel A. Tarr have identified as a tendency to equate policy origins with “a policy message.” But Stearns and Tarr contend that studies of “origins do not carry such an inherent message and subsequent stages of policy development must also be explored. “

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Michaels, Guy. "The Effect of Trade on the Demand for Skill: Evidence from the Interstate Highway System." Review of Economics and Statistics 90, no. 4 (November 2008): 683–701. http://dx.doi.org/10.1162/rest.90.4.683.

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Dorothy, Paul W., Thomas L. Maleck, and Kristy K. Miller. "Operational Aspects of the Michigan Urban Diamond Interchange." Transportation Research Record: Journal of the Transportation Research Board 1612, no. 1 (January 1998): 55–66. http://dx.doi.org/10.3141/1612-08.

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As the Interstate highway system was constructed, a large number of freeway interchanges were designed and constructed. The design standards for these freeway interchanges, however, were not derived from an indepth analysis of past experience, because there was very little experience from which the design engineer could draw. Instead, most designs were replications and modifications of existing freeway interchanges. Thus, many of these early interchanges precede the Interstate system and Interstate standards. The simplest and perhaps most common interchange used is the urban diamond. Unfortunately, this configuration has relatively low capacity because all the turning movements occur at the intersections and left-turning vehicles have to yield to oncoming traffic. The Michigan Department of Transportation (MDOT), borrowing from its indirect left-turn strategy implemented for most at-grade urban boulevards, modified the traditional urban diamond in an effort to increase the design’s capacity. This modified diamond-interchange configuration is referred to as the Michigan urban diamond interchange (MUDI). Michigan State University and MDOT are jointly evaluating the merits of a MUDI geometric configuration. Computer modeling with TRAF-NETSIM was used to operationally compare the diamond to the MUDI. The TRAF-NETSIM simulations run on each type of interchange give valuable insight into which design is better under different volume and percent turning conditions. Operationally, the MUDI was superior to the diamond interchange in most cases. Additionally, the MUDI configuration does not transfer delay to downstream nodes, whereas the diamond interchange with frontage roads appears to affect the operation of these nodes.

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Rilett, L. R., Kyu-Ok Kim, and Bryan Raney. "Comparison of Low-Fidelity TRANSIMS and High-Fidelity CORSIM Highway Simulation Models with Intelligent Transportation System Data." Transportation Research Record: Journal of the Transportation Research Board 1739, no. 1 (January 2000): 1–8. http://dx.doi.org/10.3141/1739-01.

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In recent years there has been increased emphasis in the transportation modeling field on replacing macroscopic supply functions with simulation models. For example, the highway supply relationship in the Transportation Analysis and Simulation System (TRANSIMS) is based on a low-fidelity microsimulation model. How the TRANSIMS low-fidelity highway simulation module compares with a high-fidelity model and with empirical observations from intelligent transportation system (ITS) implementation projects has been examined. A section of Interstate 10 in Houston, Texas, was used as a test bed and ITS data were obtained for calibration and validation purposes. For comparison, the high-fidelity CORSIM model, which is used extensively in North America for operational analyses, was calibrated and tested with the same data. The two models did equally well at replicating the baseline volume data. In addition, the mean travel time output from the calibrated TRANSIMS model tended to be about 20 percent greater than the mean travel time from the calibrated CORSIM model. In general, the observed travel times were found to lie between the simulated values from the TRANSIMS and CORSIM models. More important, the link and corridor travel time variability appeared to be significantly less than the observed travel time variability. It is hypothesized that this difference may affect certain measures of effectiveness, such as automobile emissions, that will be used by transportation planners.

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Taylor, John Paul. "“Not Very Attractive”: How the Interstate Highway System Reconfigured Cinematic Space and Made the Rural Horrifying." Velvet Light Trap 83 (March 2019): 3–17. http://dx.doi.org/10.7560/vlt8302.

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Allen, Treb, and Costas Arkolakis. "Trade and the Topography of the Spatial Economy *." Quarterly Journal of Economics 129, no. 3 (May 9, 2014): 1085–140. http://dx.doi.org/10.1093/qje/qju016.

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Abstract We develop a general equilibrium framework to determine the spatial distribution of economic activity on any surface with (nearly) any geography. Combining the gravity structure of trade with labor mobility, we provide conditions for the existence, uniqueness, and stability of a spatial economic equilibrium and derive a simple set of equations that govern the relationship between economic activity and the geography of the surface. We then use the framework to estimate the topography of trade costs, productivities and amenities in the United States. We find that geographic location accounts for at least twenty percent of the spatial variation in U.S. income. Finally, we calculate that the construction of the interstate highway system increased welfare by 1.1 to 1.4 percent, which is substantially larger than its cost.

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Dimitrijevic, Branislav, Sina Darban Khales, Roksana Asadi, and Joyoung Lee. "Short-Term Segment-Level Crash Risk Prediction Using Advanced Data Modeling with Proactive and Reactive Crash Data." Applied Sciences 12, no. 2 (January 14, 2022): 856. http://dx.doi.org/10.3390/app12020856.

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Highway crashes, along with the property damage, personal injuries, and fatalities that they cause, continue to present one of the most significant and critical transportation problems. At the same time, provision of safe travel is one of the main goals of any transportation system. For this reason, both in transportation research and practice much attention has been given to the analysis and modeling of traffic crashes, including the development of models that can be applied to predict crash occurrence and crash severity. In general, such models assess short-term crash risks at a given highway facility, thus providing intelligence that can be used to identify and implement traffic operations strategies for crash mitigation and prevention. This paper presents several crash risk and injury severity assessment models applied at a highway segment level, considering the input data that is typically collected or readily available to most transportation agencies in real-time and at a regional network scale, which would render them readily applicable in practice. The input data included roadway geometry characteristics, traffic flow characteristics, and weather condition data. The paper develops, tests, and compares the performance of models that employ Random effects Bayesian Logistics Regression, Gaussian Naïve Bayes, K-Nearest Neighbor, Random Forest, and Gradient Boosting Machine methods. The paper applies random oversampling examples (ROSE) method to deal with the problem of data imbalance associated with the injury severity analysis. The models were trained and tested using a dataset of 10,155 crashes that occurred on two interstate highways in New Jersey over a two-year period. The paper also analyzes the potential improvement in the prediction abilities of the tested models by adding reactive data to the analysis. To that end, traffic crashes were classified in multiple classes based on the driver age and the vehicle age to assess the impact of these attributes on driver injury severity outcomes. The results of this analysis are promising, showing that the simultaneous use of reactive and proactive data can improve the prediction performance of the presented models.

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Cardini, A. J., and John T. DeWolf. "Implementation of a Long-Term Bridge Weigh-In-Motion System for a Steel Girder Bridge in the Interstate Highway System." Journal of Bridge Engineering 14, no. 6 (November 2009): 418–23. http://dx.doi.org/10.1061/(asce)1084-0702(2009)14:6(418).

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Brewer, Marcus A., and Jayson Stibbe. "Investigation of Design Speed Characteristics on Freeway Ramps using SHRP2 Naturalistic Driving Data." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 3 (January 13, 2019): 247–58. http://dx.doi.org/10.1177/0361198118823515.

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Freeway ramp design guidance has existed in the United States for many decades, coinciding with the advent of the nation’s freeway network and the Interstate Highway system. Some principles associated with ramp design are largely unchanged since their inception, and a review of those principles in the context of today’s drivers and vehicles is beneficial for identifying potential updates to existing guidance. The process of collecting the necessary data may consist of a variety of methods, each with limitations on the number of ramps, vehicles, and trips that can be studied. A current research project is exploring the feasibility of using data from the Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study (NDS) to identify relationships between ramp design speed characteristics and drivers’ choices of operating speeds on those ramps. The NDS data provides a dataset that is unprecedented in its size and detail, but its suitability for this type of analysis is largely unknown. This paper summarizes the activities and findings of the current research project, including basic models for estimating vehicle speeds on freeway ramps based on the NDS data; these models may be used in conjunction with other ongoing related research efforts to suggest material for potential updates to existing ramp design guidance.

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Sujan, Vivek, Perry T. Jones, and Adam Siekmann. "Characterizing the Payback and Profitability for Automated Heavy Duty Vehicle Platooning." Sustainability 14, no. 4 (February 18, 2022): 2333. http://dx.doi.org/10.3390/su14042333.

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Heavy duty vehicle platooning under highway operating conditions has been projected to provide significant fuel economy gains based on aerodynamic drag improvements of the platooning vehicles. Realizing these benefits and the economic viability under real-world operating conditions presents several challenges. The objective of this paper (the third as part of a series) is to analytically quantify the payback and profitability of heavy-duty vehicles platooning across the U.S. Interstate highway system. In this paper, a rigorous assessment of several factors that influence the platooning system payback for an end-user as well as the revenue potential for suppliers who may be utilizing an equipment lease model dependent on end-user savings, is presented. In this assessment key interactions explored include market adoption rates, platooning velocities, platoon-able daily mileage, platooning likelihood, variations in baseline powertrain fuel economy (diesel or electric), price of fuel (diesel or electricity), platooning fuel economy benefits, price of the added technology, and the impact of natural platooning due to traffic interactions. Further, the paper explores the economic impact of higher levels of vehicle automation for the trailing vehicles in the platoon, where extending the driver Hours of Service (HoS) may provide additional financial benefits. While the approach makes use of a limited fidelity vehicle analytical model for longitudinal dynamics and operations economics, the narrative provides application decision personnel with a mechanism and well-defined set of impact factors to consider as part of their architectural selection process.

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Billah, Khondoker, Hatim O. Sharif, and Samer Dessouky. "How Gender Affects Motor Vehicle Crashes: A Case Study from San Antonio, Texas." Sustainability 14, no. 12 (June 8, 2022): 7023. http://dx.doi.org/10.3390/su14127023.

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Traffic crashes are among the leading causes of injuries and fatalities worldwide. The main assumption of this study is that traffic crash rates, injury severity, and driving behaviors differ by the driver’s gender. Utilizing ten years (2011–2020) of data from the Texas Crash Record and Information System database, this study investigates how some of the most prominent driving behaviors leading to crashes and severe injuries (distracted driving, speeding, lane departure, and driving under influence) vary by gender in San Antonio, Texas. The spatial distribution of crashes associated with these driving behaviors by gender is also investigated, as well as the influence of some environmental and temporal variables on crash frequency and injury severity. This study adopted bivariate analysis and logistic regression modeling to identify the effect of different variables on crash occurrence and severity by gender. Male drivers were more likely to be involved in a speeding/DUI/lane departure-related crash and subsequent severe injuries. However, female drivers were slightly more associated with distracted-driving crashes and subsequent injuries. Nighttime, interstate/highway roads, the weekend period, and divider/marked lanes as the primary traffic control significantly increased the crash and injury risk of male drivers. Driving behavior-related crashes were mostly concentrated on some interstate road segments, major intersections, and interchanges. The results from this study can be used by authorities and policy-makers to prioritize the use of limited resources, and to run more effective education campaigns to a targeted audience.

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Kamyab, Mohsen, Stephen Remias, Erfan Najmi, Kerrick Hood, Mustafa Al-Akshar, and Ilyas Ustun. "Evaluation of Interstate Work Zone Mobility using Probe Vehicle Data and Machine Learning Techniques." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 811–22. http://dx.doi.org/10.1177/0361198119827936.

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According to the Federal Highway Administration (FHWA), US work zones on freeways account for nearly 24% of nonrecurring freeway delays and 10% of overall congestion. Historically, there have been limited scalable datasets to investigate the specific causes of congestion due to work zones or to improve work zone planning processes to characterize the impact of work zone congestion. In recent years, third-party data vendors have provided scalable speed data from Global Positioning System (GPS) devices and cell phones which can be used to characterize mobility on all roadways. Each work zone has unique characteristics and varying mobility impacts which are predicted during the planning and design phases, but can realistically be quite different from what is ultimately experienced by the traveling public. This paper uses these datasets to introduce a scalable Work Zone Mobility Audit (WZMA) template. Additionally, the paper uses metrics developed for individual work zones to characterize the impact of more than 250 work zones varying in length and duration from Southeast Michigan. The authors make recommendations to work zone engineers on useful data to collect for improving the WZMA. As more systematic work zone data are collected, improved analytical assessment techniques, such as machine learning processes, can be used to identify the factors that will predict future work zone impacts. The paper concludes by demonstrating two machine learning algorithms, Random Forest and XGBoost, which show historical speed variation is a critical component when predicting the mobility impact of work zones.

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Haggerty, Michael, and Samuel Redinger. "Sinkhole Mechanism Determination and Rehabilitation Associated with Near-Surface Stormwater System Along a Major Interstate Highway in the Twin Cities." Proceedings of the Water Environment Federation 2018, no. 8 (January 1, 2018): 4879–94. http://dx.doi.org/10.2175/193864718825139438.

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Jacobs, Jennifer M., Lia R. Cattaneo, William Sweet, and Theodore Mansfield. "Recent and Future Outlooks for Nuisance Flooding Impacts on Roadways on the U.S. East Coast." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 2 (March 13, 2018): 1–10. http://dx.doi.org/10.1177/0361198118756366.

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Tidal floods (i.e., “nuisance” flooding) are occurring more often during seasonal high tides or minor wind events, and the frequency is expected to increase dramatically in the coming decades. During these flood events, coastal communities’ roads are often impassable or difficult to pass, thus impacting routine transport needs. This study identifies vulnerable roads and quantifies the risk from nuisance flooding in the Eastern United States by combining public road information from the Federal Highway Administration’s Highway Performance Monitoring System with flood frequency maps, tidal gauge historic observations, and future projections of annual minor tidal flood frequencies and durations. The results indicate that tidal nuisance flooding across the East Coast threatens 7508 miles (12,083 km) of roadways including over 400 miles (644 km) of interstate roadways. From 1996–2005 to 2006–2015, there was a 90% average increase in nuisance floods. With sea level rise, nuisance-flood frequency is projected to grow at all locations assessed. The total induced vehicle-hours of delay due to nuisance flooding currently exceed 100 million hours annually. Nearly 160 million vehicle-hours of delay across the East Coast by 2020 (85% increase from 2010); 1.2 billion vehicle-hours by 2060 (126% increase from 2010); and 3.4 billion vehicle-hours by 2100 (392% increase from 2010) are projected under an intermediate low sea-level-rise scenario. By 2056–2065, nuisance flooding could occur almost daily at sites in Connecticut, New Jersey, Maryland, the District of Columbia, North Carolina, and Florida under an intermediate sea-level-rise scenario.

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Buttlar, William G., and Joseph H. Haslag. "On the Economic Impacts of Transportation Innovations: A Comprehensive Application to Quantifying the Impacts of an Hyperloop Technology." Economics and Finance Letters 9, no. 1 (July 1, 2022): 110–24. http://dx.doi.org/10.18488/29.v9i1.3049.

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The purpose of this paper is to quantify the economic impacts associated with an investment in transportation systems. Here, we apply the methodology to projected comprehensive economic impacts of an Hyperloop route. The methodology is a low-frequency economic growth model that includes cumulative gains in real GDP, cost savings and the greenhouse gas savings of the proposed Hyperloop technology. To calibrate the model, we consider a route spanning from Texas to Chicago and covering 1,575 miles across the proposed hyperloop system. The infrastructure investment is obtained from construction cost estimates presented in previous feasibility studies. Our contribution is to present a simple general equilibrium approach to quantifying transportation economic impacts. To our knowledge, our is the first quantitative assessment of the Hyperloop technology. We include an analysis of the public finance aspects of the route, thus adding an answer to the question regarding the national merits of such an investment project. Our findings suggest that for returns comparable to the interstate highway system, the project could be paid for out of the stream of future tax revenues. There are additional gains through lower fares and travel times. Lastly, the environmental gains, especially from reduced air travel, are quantitatively significant.

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Sivanandan, R., Francois Dion, Hesham Rakha, and Michel Van Aerde. "Effect of Variable-Message Signs in Reducing Railroad Crossing Impacts." Transportation Research Record: Journal of the Transportation Research Board 1844, no. 1 (January 2003): 85–93. http://dx.doi.org/10.3141/1844-11.

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At-grade highway–railroad crossings cause traffic control problems that have a bearing not only on traffic safety but also on traffic flow efficiency. Crossings located near freeway exits pose particularly acute problems, as long closures could result in vehicle queues that spill back onto freeway lanes. A potential solution to this problem was evaluated by investigating the use of variable message signs to divert exiting freeway traffic through non-congested alternate exits. This was done using the crossing near the Fredericksburg Road exit on Interstate 10 (I–10) in San Antonio, Texas, as a case study. In the evaluation, microscopic simulation was used to determine the impacts of train operations at the crossing and the potential benefits of a variable-message sign (VMS) system installed on I–10. These effects were gauged by considering scenarios with varying levels of train duration, traffic demand on the freeway exit, and driver compliance to the displayed messages. While little network improvements were obtained, the analysis demonstrates the capability of the INTEGRATION software in analyzing such scenarios and the extent to which exiting freeway traffic may benefit from the VMS system, as well as the need to consider fuel consumption and vehicles emissions in the evaluations.

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Journal articles on the topic 'Interstate Highway System'

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