http://hdl.handle.net/2027.42/13914 2013-05-22T18:36:15Z http://hdl.handle.net/2027.42/97024 Multipath signal phase and timing broadcast project Robinson, Ralph; Dion, Francois The Multipath Signal Phase and Timing (SPAT) Broadcast Project demonstrates a Safe Green Passage traffic signal application that provides speed guidance to an approaching driver so that a vehicle may safely pass through the green phase of an upcoming traffic signal. This is accomplished by the signal system’s ability to send SPAT information to approaching vehicles even when they are several miles or multiple signals away. This project was developed in partnership with the Institute for Information Industry, a Taiwan ITS consortium, the Michigan Department of Transportation (MDOT), and the University of Michigan Transportation Research Institute (UMTRI). The Institute for Information Industry provided system components, software and a related Traffic Signal Violation Warning application. UMTRI provided a Paramics system simulation of the multipath SPAT application, functional requirements, and overall coordination of the project. The implementation at two signalized intersections was supported by the Road Commission of Oakland County. The system was developed and demonstrated on August 8, 2011. While the functional demonstration was successful, the traffic simulation of 25,000+ vehicles did not show the expected statistical increase in flow-through efficiency. Further, the Dedicated Short Range Communications (DSRC) technology requires line-of-sight placement, which significantly limits the ability to maximize the distance from the signal to the vehicle, and therefore limits the effectiveness of the application. 2013-03-01T00:00:00Z http://hdl.handle.net/2027.42/96845 Report on failure testing of thirty tires Winkler, C. B. UMTRI has completed an experimental program to determine the inflation pressure required to fail a sample of thirty individual 16 inch light truck tires when those tires are mounted on 16.5 inch wheels. It is possible to improperly installed a 16 inch tire (metric 215/85, in this case) on a 16.5 inch tire wheel. When this is the case, the tire bead may make and air tight seal against the wheel, even though the bead is not properly seated. If inflation pressure is than elevated, the improper seating of the tire can generate excessive stresses in the bead wire, eventually resulting in failure of the wire and explosive deflation of the tire as the integrity of the bead seat is lost. Such a failure was obtained for each of thirty tires tested. 1990-01-01T00:00:00Z http://hdl.handle.net/2027.42/96844 Report on failure testing of forty-two tires Winkler, C. B. This is the final report of an experiment done by UMTRI to determine the inflation pressure required to fail 16 inch light truck tires, when improperly mounted on 16.5 inch wheels. In an interim report titled "Report on Failure Testing of Thirty Tires" UMTRI reported on the test results of thirty tires fro six different manufactures. In this final report, the test results of twelve more tires from two additional manufactures are also considered. It is possible to improperly mount a 16 inch tire (metric 215/85, in this case) on a 16.5 inch tire wheel. When this is the case, the tire bead makes an air tight seal against the improper seating generates excessive stresses in the tire bead wire. Eventually, failure of the wire and explosive deflation of the tire will occur as the integrity of the bead seat is lost. Such a failure was obtained for each of the forty-two tires tested. 1990-01-01T00:00:00Z http://hdl.handle.net/2027.42/96843 Curl and warp analysis of the LTPP SPS-2 site in Arizona Karamihas, Steven M.; Senn, Kevin This study examined the roughness and roughness progression of 21 test sections on the LTPP SPS-2 site in Arizona over the first 16 years of the experiment. The site included 12 test sections from the standard experiment and 9 supplemental test sections selected by the Arizona Department of Transportation. Traditional profile analyses revealed roughness caused by transverse and longitudinal cracking on some test sections and some localized roughness caused by built-in defects. However, the analyses showed that curl and warp contributed to, and in some cases dominated, the roughness on many of the test sections. In addition, roughness did not increase steadily with time because of diurnal and seasonal changes in slab curl and warp. This study applied objective profile analyses to quantify the level of curl and warp on each section. These automated algorithms estimated the gross strain gradient needed to deform each slab into the shape present in the measured profile and produced a pseudo strain gradient (PSG) value. The levels of curl and warp within each profile are summarized by the average PSG value. For the jointed concrete test sections, variations in average PSG over time explained many of the changes in roughness over time. This included diurnal variations in slab curl, which often caused the overall progression in roughness to appear disorderly throughout the experiment. PSG analysis also revealed that the overall level of curl and warp increased throughout the life of the experiment, with commensurate increases in the roughness. This limited study demonstrated the potential value of applying the methods herein to other jointed portland cement concrete pavements, including other SPS-2 sites. Appendices; Figures; References; Tables 2012-12-01T00:00:00Z