Driving While Automated

1992

2.2.7 Robotics in Construction and Maintenance 2 3 2.3 Applications and Perceived Costs and Benefits 24 2.3.1 Database Management 27 2.3.2 Automated Pavement and Bridge Distress Sensing.. 28 2.3.3 Travel Monitoring and Counting 29 2.3.4 Arterial Traffic Operations and Management 3 2.3.5 Highway Information Systems and User 31 Communications 2.3.6 Computer Aided Planning and Design 32 2.3.7 Laboratory and Field Data Collection and 3 3 Analysis 2.3.8 Construction Management and Quality Control 34 2.3.9 Advanced Survey and Positioning Systems 35 2.3.10 Other 35 2.4 Barriers Against the Use of Advanced Technologies. .. .36 2 .

Robotics Research, 1998

Review of Policy Research, 2002

uctc.net

Transportation Research Part A: General, 1984

Ababmct-Strategies used to deploy technological innovations are central determinants of the degree to which those innovations teak thcii potential effect on social and economic ptoductivity. The U.S. Interstate highway system was a deployment machanism for the design innovations of high-speed geometric design and tbe control of highway access. Thii stmtegy was defmed by rigid uniform minimum standards of facility design, severely constrained ahematives for contiguring tha network of facilities, and an inflexible and, in some cases, inappropriate institutional stmctum for cotWnt&tg facilities. This strategy compromised the maWtion of productivity improvemants available through the deployment of these innovations. This paper explores the origins of this deployment strategy and generahi to a discussion of deployment stmtegies for large engineered systems. It shows that each of the Interstate program's provisions derived from traditions of the agency charged with implementing it and from political expedients embraced to enact the program. Conventional wisdom within the transportation community holds that the U.S. highway system has reached its maturity. Highway advocates have receded from their traditional emphasis on new construction to an emphasis on repair, maintenance and management of existing facilities. Legislation has followed suit enabling (in 1973) and now requiring the expenditure of federal highway grants on maintenance and repair. This too is a reversal. From its outset in 1916, the federal highway program had explicitly left responsibility for maintenance to the states. The Federal Highway Administration, the agency charged with administering the U.S. highway program, has embraced the maturity paradigm as wellenforcing Congress' desire to use highway grants for maintenance and, more importantly, turning away from its traditional emphasis on highway planning. Little of the revenue gained from the recent increase in highway excise taxes will go to highway system planning. In short, the maturity paradigm infects the transportation community across a wide range of institutions. Happily, there is a dissenting view. The dissent also holds that there is maturity in the automobilehighway system. Yet the dissent sees maturity residing in the decrepit institutions and programs that govern the system and the decrepit facilities that they govern. The technology of the automobile-highway system-this the dissent sees as vital and ripe for deployment on a broader scale. The nation creeps to Ylhe research reported herein draws from the author's dissertation, for which he received iinancial suuuort from the Institute of Transportation Studies at the U&ersity of California, Berkeley. He is. of course, fully responsible for the contents.

In recent years, connected automated vehicles (CAV) have received significant attention and have the potential to revolutionize our existing transportation system. Highway infrastructure construction management has to deal with a variety of uncertainties related to traffic volume and capacity due to the impact of AVs in the future. Such ambiguity makes the entire infrastructure planning highly volatile. While it is perceived that some legal and technical issues yet to be solved, widespread adoption of automated vehicles is considered unavoidable. To the best of authors' knowledge, currently, there is not a comprehensive survey regarding the impacts of AV adoption on the traffic in the context of the highway construction. This paper fills this gap and presents a comprehensive review of the literature, investigating the impact of AV adoption on the highway infrastructure to explore the trends and new directions. The authors explore how automated vehicles adoption could alter the attractiveness of traveling by car and the way it affects the mode of transportation choice. Moreover, the impact of AV adoption on the highway capacity is investigated. The future directions of the research along with potential drawbacks associated with AV adoption impact on highways are also discussed.

RePEc: Research Papers in Economics, 2019

Transportation Research Record: Journal of the Transportation Research Board

Several studies have rigorously documented the induced travel effect, in which added highway capacity leads to added vehicle travel. Despite the evidence, transportation planning practice does not fully account for this phenomenon, with the result that estimates of the potential congestionreducing benefits of added highway capacity may be overstated and estimates of potential environmental impacts understated. In 2015, the California Department of Transportation (Caltrans) sponsored a review of applicable induced vehicle travel research that could inform transportation analysis guidance in response to new laws in California such as Senate Bill 743 (S.B. 743), which prohibits the use of vehicle level of service (LOS) and similar measures as the sole basis for determining significant transportation impacts under the California Environmental Quality Act. Instead, vehicle miles traveled was selected to replace LOS under S.B. 743, and along with the new metric there will be a requirement to account for induced travel effects in analysis of roadway capacity expansion projects. The Caltrans review revealed an inconsistent lexicon in academic research and among practitioners, questions about research applicability, limitations in the sensitivity of travel forecasting models, and confusion about the appropriate use of induced vehicle travel elasticities from research. This paper summarizes the Caltrans review and shares the findings to advance understanding of induced vehicle travel effects and suggest steps for additional research. "If you build it, they will come." This adaptation of the famous line from the 1989 movie "Field of Dreams" has been invoked in countless contexts. In the transportation context, it summarizes what happens when new highway lanes are built: more cars come. Several studies have documented this phenomenon (1), that is, the induced travel effect or, more specifically, the induced vehicle travel effect. However, despite the evidence, transportation planning practice does not fully account for the phenomenon, with the result that estimates of the potential congestion-reducing benefits of added highway capacity may be overstated and estimates of potential environmental impacts understated.

2012

Located at the crossroads of America, Indiana is a vital component of our national transportation network. The Indiana Interstate system includes more than 1,100 centerline miles. This mileage is roughly 10% of the Indiana Department of Transportation (INDOT) roadway system, but it carries over 35% of the vehicle miles traveled (approximately 16 billion vehicle-miles in 2011).