The Texas A&M Transportation Institute in College Station, Texas is the largest transportation research agency in the United States. Created in 1950, primarily in response to the needs of the Texas Highway Department , TTI has since broadened its focus to address all modes of transportation–highway, air, water, rail and pipeline Wikipedia.
News Article | November 22, 2016
Easi-Set Worldwide, a subsidiary of Smith-Midland Corporation (DE) (OTCQX: SMID) product announcement. Easi-Set Worldwide announces a successful MASH TL3 FREESTANDING crash test of their enhanced J-J Hooks temporary precast concrete barrier design at the Texas Transportation Institute, College Station, TX. The new J-J Hooks MASH-tested Freestanding barrier, along with the previously MASH tested J-J Hooks restrained Bolt-down and Pin-down barriers, are fully compliant 2 years ahead of the requirements contained in the January 7, 2016 AASHTO/FHWA Joint Implementation Agreement for MASH. The enhanced MASH freestanding design will eventually replace the extremely successful NCHRP 350 TL3 design originally tested in 1999. Currently, more than 12,000,000 linear feet of J-J Hooks temporary barrier have been produced and installed worldwide. MASH TL3 (Manual for Assessing Safety Hardware) testing uses a larger/heavier test vehicle (crew cab pickup) which imparts substantially more energy at impact compared to the vehicle (standard pickup) used in the NCHRP 350 testing. The MASH Test Level 3 freestanding J-J Hooks barrier crash test produced the lowest permanent deflection in the industry. Easi-Set Worldwide, a wholly-owned subsidiary of Smith-Midland Corporation (Del.), a public company, licenses the production and sale of Easi-Set products and provides diversification opportunities to the precast industry worldwide. For more information on Easi-Set precast concrete products or licensing opportunities, please contact Easi-Set by calling 1-800-547-4045 or going online to www.EasiSet.com.
News Article | November 2, 2016
BELLEVUE, WA--(Marketwired - November 02, 2016) - Vehicle-to-Everything (V2X) communications and solutions enable the exchange of information between vehicles and much more -- people (V2P), such as bicyclists and pedestrians for alerts, vehicles (V2V) for collision avoidance, infrastructure (V2I) such as roadside devices for timing and prioritization, and the network (V2N) for real time traffic routing and other cloud travel services. The goal of V2X is to improve road safety, increase the efficiency of traffic, reduce environmental impacts and provide additional traveler information services. 5G Americas, the industry trade association and voice of 5G and LTE for the Americas, today announced the publication of a technical whitepaper titled V2X Cellular Solutions that details new connected car opportunities for the cellular and automotive industries. "LTE cellular technology can be an important enabler for a best-in-class vehicle connectivity solution," stated Chris Pearson, President of 5G Americas. "A global LTE footprint and technology standards, combined with future-proof evolution, are enablers for Cellular V2X on the road to success in achieving the goals established for safety, information, ecology, maintenance and security, as well as entertainment, in the connected car of the future." Safety and congestion are the two biggest problems on our roadways today. Tens of thousands of people died on U.S. roadways last year, with a global figure higher than 1.2 million deaths (World Health Organization, 2015) and damages cost the U.S. economy hundreds of billions of dollars and worldwide about US $1 trillion per year (Rocky Mountain Institute, 2016). Traffic congestion costs billions of gallons of wasted fuel each year, 3.1 billion gallons in the U.S. (Texas Transportation Institute, 2015), and a greater impact on the economy due to pollution and greenhouse gas emissions. Transportation contributes 14 percent of the emissions causing global warming (U.S. Environmental Protection Agency, 2014). V2X services are a potential solution to address many of these global concerns. The whitepaper describes the benefits that Cellular V2X (C-V2X) can provide to support the U.S. Department of Transportation objectives of improving safety and reducing vehicular crashes. Cellular V2X can also be instrumental in transforming the transportation experience by enhancing traveler and traffic information for societal goals. Chris Pearson added, "Cellular V2X will lead us into the future of a fully connected car experience. The vehicle can be supported by advanced services from the mobile network providing a safer, more efficient and enjoyable driving experience while having a positive impact on society." C-V2X is part of the 3GPP specifications in Release 14. 3GPP announced the completion of the initial C-V2X standard in September 2016. There is a robust evolutionary roadmap for C-V2X towards 5G with a strong ecosystem in place. C-V2X will be a key technology enabler for the safer, more autonomous vehicle of the future. The whitepaper V2X Cellular Solutions was written by members of 5G Americas and is available for free download on the 5G Americas website. Co-leaders of the white paper working group are DeWayne Sennett of AT&T and Michaela Vanderveen of Qualcomm Technologies, Inc. About 5G Americas: The Voice of 5G and LTE for the Americas 5G Americas is an industry trade organization composed of leading telecommunications service providers and manufacturers. The organization's mission is to advocate for and foster the advancement and full capabilities of LTE wireless technology and its evolution beyond to 5G, throughout the ecosystem's networks, services, applications and wirelessly connected devices in the Americas. 5G Americas is invested in developing a connected wireless community while leading 5G development for all the Americas. 5G Americas is headquartered in Bellevue, Washington and officially announced the change of the organization's name from 4G Americas on February 12, 2016. More information is available at www.5gamericas.org. Follow our news on Twitter at @5GAmericas and Facebook at www.facebook.com/5gamericas. 5G Americas' Board of Governors members include: América Móvil, AT&T, Cable & Wireless, Cisco, CommScope, Entel, Ericsson, Hewlett Packard Enterprise (HPE), Intel, Kathrein, Mitel, Nokia, Qualcomm, Sprint, T-Mobile US, Inc. and Telefónica.
News Article | November 29, 2016
Researchers at The University of Texas at Arlington will lead a collaborative effort to use unmanned aerial vehicles to inspect highways and railroads remotely and develop guidelines for how to safely complete the task. Civil Engineering Professor Anand Puppala is the primary investigator on the two-year, $770,909 Texas Department of Transportation agreement. Teams from Texas A&M University-Corpus Christi and Texas A&M's Texas Transportation Institute also will contribute. Puppala and post-doctoral researchers Tejo Bheemasetti and Ujwal Patil, as well as Mike McNair and Cody Lee Lundberg from the UTA Research Institute, will use UTA's share of the funding, $388,000, to determine how to use unmanned aerial vehicles to perform remote sensing and collect high-definition photos while conducting pavement forensics at the U.S. Highway 67 project site in Cleburne and at U.S. Highway 82 near Bell in Fannin County. The UAVs also will collect data on the condition of railroad tracks and crossings on a section of track in south central Texas. Texas A&M-Corpus Christi and TTI will develop procedural guidelines and best practices for the use of UAVs for this purpose. Speed, safety and cost are the advantages of using UAVs instead of people on-site, Puppala explained. "It is safer and less expensive to use a UAV to check pavement performance characteristics because there is no need to close lanes and a person doesn't have to be on the roadway or on active railroad tracks," Puppala said. "The high-resolution photos that we will receive will provide as much information as an instrument on the pavement. "Another advantage is that we will be able to transmit data from the UAV to a computer and process images very quickly. We can then provide analysis within hours so TxDOT can make decisions immediately." The research is just one example of how UTA contributes to sustainable urban communities, a theme of the university's Strategic Plan 2020: Bold Solutions | Global Impact. "The use of unmanned vehicle technology to monitor infrastructure in the U.S. is growing fast. This project focused on highways and railways will help make a huge difference in the state's ability to maintain and ensure continued safety and reliability of key commerce routes," UTA Dean of Engineering Peter Crouch said. "This collaboration will ensure that UTA is taking a very active role in these critical roles in maintaining and improving our transportation systems." This contract is just one of UTA's recent transportation-related projects, including: The University of Texas at Arlington is a Carnegie Research-1 "highest research activity" institution of about 55,000 students in campus-based and online degree programs and is the second-largest institution in The University of Texas System. U.S. News & World Report ranks UTA fifth in the nation for undergraduate diversity. The University is a Hispanic-Serving Institution and is ranked as the top four-year college in Texas for veterans on Military Times' 2016 Best for Vets list. Visit http://www. to learn more, and find UTA rankings and recognition at http://www. . For more on the Strategic Plan, see Strategic Plan 2020: Bold Solutions | Global Impact.
Moore D.N.,University of Akron |
Schneider IV W.H.,University of Akron |
Savolainen P.T.,Wayne State University |
Farzaneh M.,Texas Transportation Institute
Accident Analysis and Prevention | Year: 2011
Standard multinomial logit (MNL) and mixed logit (MXL) models are developed to estimate the degree of influence that bicyclist, driver, motor vehicle, geometric, environmental, and crash type characteristics have on bicyclist injury severity, classified as property damage only, possible, nonincapacitating or severe (i.e.; incapacitating or fatal) injury. This study is based on 10,029 bicycleinvolved crashes that occurred in the State of Ohio from 2002 to 2008. Results of likelihood ratio tests reveal that some of the factors affecting bicyclist injury severity at intersection and non-intersection locations are substantively different and using a common model to jointly estimate impacts on severity at both types of locations may result in biased or inconsistent estimates. Consequently, separate models are developed to independently assess the impacts of various factors on the degree of bicyclist injury severity resulting from crashes at intersection and non-intersection locations. Several covariates are found to have similar impacts on injury severity at both intersection and non-intersection locations. Conversely, six variables were found to significantly influence injury severity at intersection locations but not non-intersection locations while four variables influenced bicyclist injury severity only at non-intersection locations. In crashes occurring at intersection locations, the likelihood of severe bicyclist injury increases by 14.8 percent if the bicyclist is not wearing a helmet, 82.2 percent if the motorist is under the influence of alcohol, 141.3 percent if the crash-involved motor vehicle is a van, 40.6 percent if the motor vehicle strikes the side of the bicycle, and 182.6 percent if the crash occurs on a horizontal curve with a grade. Results from non-intersection locations show the likelihood of severe injuries increases by 374.5 percent if the bicyclist is under the influence of drugs, 150.1 percent if the motorist is under the influence of alcohol, 53.5 percent if the motor vehicle strikes the side of the bicycle and 99.9 percent if the crash-involved motor vehicle is a heavy-duty truck. © 2010 Elsevier Ltd All rights reserved.
Bricka S.G.,Texas Transportation Institute |
Sen S.,NuStats |
Paleti R.,University of Texas at Austin |
Bhat C.R.,University of Texas at Austin
Transportation Research Part C: Emerging Technologies | Year: 2012
Recent advances in global positioning systems (GPS) technology have resulted in a transition in household travel survey methods to test the use of GPS units to record travel details, followed by the application of an algorithm to both identify trips and impute trip purpose, typically supplemented with some level of respondent confirmation via prompted-recall surveys. As the research community evaluates this new approach to potentially replace the traditional survey-reported collection method, it is important to consider how well the GPS-recorded and algorithm-imputed details capture trip details and whether the traditional survey-reported collection method may be preferred with regards to some types of travel. This paper considers two measures of travel intensity (survey-reported and GPS-recorded) for two trip purposes (work and non-work) as dependent variables in a joint ordered response model. The empirical analysis uses a sample from the full-study of the 2009 Indianapolis regional household travel survey. Individuals in this sample provided diary details about their travel survey day as well as carried wearable GPS units for the same 24-h period. The empirical results provide important insights regarding differences in measures of travel intensities related to the two different data collection modes (diary and GPS). The results suggest that more research is needed in the development of workplace identification algorithms, that GPS should continue to be used alongside rather than in lieu of the traditional diary approach, and that assignment of individuals to the GPS or diary survey approach should consider demographics and other characteristics. © 2011 Elsevier Ltd.
Cheng L.,Texas A&M University |
Geedipally S.R.,Texas Transportation Institute |
Lord D.,Texas A&M University
Safety Science | Year: 2013
Over the last 20-30. years, there has been a significant amount of tools and statistical methods that have been proposed for analyzing crash data. Yet, the Poisson-gamma (PG) is still the most commonly used and widely acceptable model. This paper documents the application of the Poisson-Weibull (PW) generalized linear model (GLM) for modeling motor vehicle crashes. The objectives of this study were to evaluate the application of the PW GLM for analyzing this kind of dataset and compare the results with the traditional PG model. To accomplish the objectives of the study, the modeling performance of the PW model was first examined using a simulated dataset and then several PW and PG GLMs were developed and compared using two observed crash datasets. The results of this study show that the PW GLM performs as well as the PG GLM in terms of goodness-of-fit statistics. © 2012 Elsevier Ltd.
Ozbulut O.E.,Texas Transportation Institute |
Hurlebaus S.,Texas A&M University
Earthquake Spectra | Year: 2012
This paper presents a comparative seismic performance assessment of superelastic- friction base isolator (S-FBI) systems in improving the response of bridges under near-field earthquakes. The S-FBI system consists of a steel-Teflon sliding bearing and a superelastic shape memory alloy (SMA) device. The other isolation systems considered here are lead rubber bearing (LRB), friction pendulum system (FPS), and resilient-friction base isolator (R-FBI). Each isolation system is designed to provide the same isolation period and characteristic strength. Nonlinear time-history analyses of an isolated bridge are performed to compare the performance of various isolation systems. The results indicate that the S-FBI system shows superior performance in reducing deck displacement response and effectively limits permanent bearing deformation, whereas residual deformations are present for the other isolation systems in some cases. It is also observed that the LRB system has the largest deck drifts while the FPS system and R-FBI system produce the smallest peak deck acceleration and base shear. © 2012, Earthquake Engineering Research Institute.
Kuo P.-F.,Texas A&M University |
Lord D.,Texas A&M University |
Walden T.D.,Texas Transportation Institute
Journal of Transport Geography | Year: 2013
Applying Data-Driven Approaches to Crime and Traffic Safety (DDACTS) can help police departments allocate limited resources more efficiently. By focusing on hazardous areas, highly visible traffic law enforcement simultaneously can reduce both crime and crashes. Most studies have focused on the reduction of crime and crashes after applying new patrol routes, but few have documented how to improve or change police dispatch time. The objective of this study was to compare the police dispatch time between two conditions: (1) police patrol routes with organized hotspots, and (2) police patrol route patterns without focusing on hotspots. A secondary objective consisted of developing a procedure to describe the calculation of the change in dispatch time.This study used data obtained from the College Station Police Department. Crime and crash data were collected between January 2005 and September 2010, which included 65,461 offense reports and 14,712 crash reports. The study procedure includes four steps: (1) geocoding the data, (2) defining the hotspots, (3) organizing the best patrol routes, and (4) estimating the effectiveness. ArcGIS was used for the data analysis. The results indicate that using DDACTS principles can potentially reduce police dispatch time by 13% and 17% when the top five and top ten hotspot routes respectively are included in the analysis. The procedure can be used by law enforcement agencies to estimate whether or not the DDACTS protocols can be an effective tool for reducing law enforcement dispatch times when crash and crime data are analyzed simultaneously. © 2013 Elsevier Ltd.
Vieira Gomes S.,National Laboratory for Civil Engineering |
Geedipally S.R.,Texas Transportation Institute |
Lord D.,Texas A&M University
Safety Science | Year: 2012
According to official statistics, a large percentage of crashes in Portugal are reported on urban roads. For instance, from 2004 to 2007, about 70% of all injury accidents and 43% of the fatalities occurred inside urban agglomerations. This important safety problem has also been observed on the urban network of Lisbon. Understanding this significant problem, the Government of the Portuguese Republic via its research grant agency - The Foundation for Science and Technology - funded a project whose primary objective consists of developing tools that would help estimating the safety performance of various components of the urban highway system in Lisbon. This paper documents one component of the safety tools that were developed and describes the steps that were taken to develop predictive models for estimating the safety performance of signalized and unsignalized intersections of Lisbon. Several crash predictive models were developed using the Poisson-gamma modeling framework. Two types of models were estimated: flow-only and models with covariates. They were estimated using crash and other related data collected at 44 three-legged and 50 four-legged intersections for the years 2004-2007, inclusively. It was found that some highway geometric design characteristics were associated with the crashes occurring at urban three- and four-legged intersections in Lisbon. © 2012 Elsevier Ltd.
Arambula E.,Applied Research Associates Inc. |
Caro S.,Texas Transportation Institute |
Masad E.,Texas A&M University
Journal of Materials in Civil Engineering | Year: 2010
Moisture damage in asphalt mixtures is defined as the gradual loss of structural integrity caused by the presence of moisture. A simple experimental procedure was developed in this study to measure water vapor diffusion coefficients in coarse aggregates, fine aggregate mixture (blend of the fine portion of the aggregates with the asphalt binder), and hot-mix asphalt. The procedure is based on periodic weight measurements of specimen-container ensembles subjected to a controlled temperature and relative humidity environment. Fick's first law was used to estimate the diffusion coefficients of the materials. The results show that the proposed experimental method is an economic and efficient tool to quantify water vapor diffusion coefficients. Determining these material properties is fundamental to develop numerical models to study the deleterious effects of moisture vapor on the mechanical performance of asphalt mixtures. In order to exemplify the significance of the experimental measurements, a numerical simulation of transient moisture diffusion within the cross section microstructure of an asphalt mixture was conducted. The results of the simulations suggest that diffusion coefficients are fundamental for tracking the potential of a mixture to develop moisture-related degradation processes. Furthermore, it was observed that under the same environmental conditions, moisture damage in an asphalt mixture is highly influenced by the moisture diffusion coefficient of its constitutive phases. © 2010 ASCE.