Showing papers in "Highway Research Board Special Report in 1971"

Pavement serviceability equations using the surface dynamics profilometer

Abstract: A DESCRIPTION IS GIVEN OF HOW EQUATIONS WERE DEVELOPED TO RELATE THE PROCEDURES OF THE AASHO ROAD TEST TO PAVEMENT SERVICEABILITY RATINGS AND THE GENERAL MOTORS SURFACE DYNAMICS PROFILOMETER.

Case study of a demand-responsive transportation system

Abstract: AN UNNAMED CITY WITH A 1965 POPULATION ESTIMATED AT 175,000 WAS SELECTED TO STUDY THE FEASIBILITY OF A DEMAND- RESPONSIVE SYSTEM OF THE DIAL-A-BUS TYPE FOR THE PURPOSE OF ASCERTAINING THE MARKETABILITY OF SUCH A SYSTEM IN THE APPROXIMATELY 100 U.S. CITIES WHOSE POPULATION DENSITY MIGHT SUPPORT IT. IN ADDITION TO BEING BASED ON A REAL CITY, THE STUDY DEPARTS FROM MANY OTHERS BY INCLUDING A FULL LIFE- CYCLE ANALYSIS AND BY DERIVING SYSTEM DESIGN FROM THREE INDEPENDENT SURVEYS OF POTENTIAL PATRONS. THE TOPICS TREATED ARE THE SOCIOECONOMIC CHARACTERISTICS OF THE CITY CHOSEN FOR THE CASE STUDY, THE AREA'S TRIP-GENERATING CHARACTERISTICS, DESIGN OF THE BASELINE SYSTEM, COMPUTER SIMULATIONS, RIDERSHIP ANALYSES AND ESTIMATIONS, SYSTEM COSTS, LIKELIHOOD OF POLITICAL ACCEPTANCE, AND THE POTENTIAL FOR REAL-WORLD MODULATION OF SYSTEM VARIABLES. THE CONCLUSION FROM A WORST- CASE FINANCIAL ANALYSIS IS THAT THE SYSTEM COULD BE IMPLEMENTED IN THE CASE-STUDY CITY WITH A 50-CENT ONE-WAY FARE, 15-MINUTE MAXIMUM WAITING TIME, AND A TRAVEL TIME NO GREATER THAN TWICE THAT REQUIRED BY AN AUTOMOBILE. THIS WOULD RESULT IN A TRIP DIVERSION OF ABOUT 15% OF THE 175,000 WEEKDAY TRIPS THAT BEGIN AND END IN THE COMMUNITY EACH DAY.

Summary of conference proceedings

Abstract: THE STATED GOALS OF THE CONFERENCE---TO DEFINE THE ISSUES AND ALTERNATIVES OF URBAN COMMODITY MOVEMENT, TO SYNTHESIZE AND EVALUATE INFORMATION ALREADY AVAILABLE RELATING TO COMMODITY FLOW, AND TO DEVELOP APPROACHES TO FORECASTING DEMAND FOR URBAN COMMODITY FLOW---ARE ADDRESSED IN FIVE SUMMARY SECTIONS. THE FIRST, "THE URBAN COMMODITY FLOW PROBLEM," CONSIDERS THE QUESTIONS OF (1) INTERCITY VERSUS INTRACITY PROBLEMS (THE MULTI-MODAL LINE-HAUL AND TERMINAL ASPECT OF THE FORMER CONTRASTED WITH THE OVERWHELMINGLY MONOMODAL OF THE LATTER) AND (2) EXTERNALITIES (E.G., POLLUTION), EFFICIENCY, AND IMPACT. "PUBLIC POLICY AND THE ROLE OF GOVERNMENT" IS BROKEN DOWN INTO (1) PROVINCIAL, STATE, AND LOCAL INTERESTS (THE ABSENCE OF POLICY AND PROGRAM COORDINATION AT THE GEOGRAPHIC LEVELS OF COMMODITY FLOW), (2) COORDINATION OF NATIONAL TRANSPORTATION POLICY, AND (3) THE ROLE OF THE FEDERAL GOVERNMENT, ESPECIALLY THE U.S. DEPARTMENT OF TRANSPORTATION. THE SUMMARY UNDER "DATA REQUIREMENTS" NOTES THAT URBAN COMMODITY FLOW DATA ARE SEVERELY LACKING. SUGGESTIONS ARE MADE FOR (1) ORGANIZING EXISTING DATA AND (2) CLASSIFYING COMMODITY FLOW INFORMATION. IN THE FOURTH SECTION, "THE PLANNING PROCESS," IT IS NOTED THAT COMMODITY FLOW SHOULD BE AN INTEGRAL PART OF URBAN TRANSPORTATION PLANNING AND THAT THE EFFECTS ON IT OF CHANGES IN URBAN FORM AND COMMUNICATONS BE STUDIED. A FORECASTING SYSTEM THAT CONSISTS OF FIVE SEPARATE MODELS IS RECOMMENDED TO COVER INDUSTRY LOCATION, INTERINDUSTRY TRANSACTIONS, FREIGHT FLOW, MEANS, AND NETWORKS AT BOTH THE MACRO AND MICRO LEVEL. THE LAST SECTION IS ON "RESEARCH AND DEMONSTRATION PROGRAMS." IT NOTES THAT THE CANADIAN MINISTRY OF TRANSPORT HAS QUANTIFIED THE ANTICIPATED SAVINGS OF IMPROVING URBAN COMMODITY FLOW UNDER THE CATEGORIES TRAFFIC IMPROVEMENTS, CONSOLIDATION OF TERMINAL SHIPMENTS AND PICKUP--DELIVERY OPERATIONS, SHIPPING AND RECEIVING FACILITIES, AND NEW TECHNOLOGY, THE TOTAL ANNUAL PER PERSON SAVING BEING $155--195. HOWEVER, ONLY DEMONSTRATION PROJECTS CAN TEST THESE PREDICTIONS. THE OTHER TOPICS CONSIDERED IN THIS SECTION ARE (1)SHORT AND LONG-TERM SOLUTIONS, (2) SUGGESTED PROGRAMS FOR IMPROVING COMMODITY FLOW, AND (3) FIVE AREAS FOR FUTURE RESEARCH EMPHASIS.

State of research and data on urban goods movements and some comments on the problem

Abstract: UNTIL RECENTLY THERE HAS BEEN LITTLE INCENTIVE TO DEVOTE SPECIAL ATTENTION TO THE CHARACTERISTICS OF URBAN GOODS MOVEMENT. SUCH ROADS AND STREETS AS WERE PLANNED AND BUILT WERE DIRECTED CHIEFLY AT PERSONAL TRANSPORTATION, AND PUBLIC TRANSIT SERVED THE SAME END. COMPARED WITH THE RELATIVE PREDICTABLE AND RATIONAL CHOICES IN PERSONAL TRANSPORTATION, COMMODITY FLOW AND OTHER NON-PERSONAL TRANSPORTATION--- GARBAGE DISPOSAL, POLICE, MEDICAL AID, UTILITY SERVICES, LAUNDRY DELIVERIES, ETC.--- WERE BY COMPARISON OF LESSER SCALE AND MORE HAPHAZARD. HOWEVER, THE EXPANSION OF THE SUBURBS OVER THE PAST 20 YEARS AND THE INCREASE IN SERVICES DEMANDED MAKE IT IMPERATIVE TO DEVELOP FOR FREIGHT TRANSPORTATION IN AND AROUND CITIES THE SAME KNOWLEDGE NOW AVAILABLE FOR PERSONAL MOVEMENT. THE PRESENT PAPER SUGGESTS THAT THE CURRENT TREND IN URBAN DEVELOPMENT WILL EXACERBATE THE PRESENT DIFFICULTIES FACED BY URBAN GOODS MOVEMENT, IDENTIFIES KNOWLEDGE GAPS, AND SURVEYS EXISTING AND NEEDED SOURCES OF DATA AND INFORMATION. AMONG THE MAJOR GAPS ARE THE FOLLOWING: CAN IMPROVEMENTS AND CHANGES BE MADE IN THE SYSTEM WHEREBY THOUSANDS OF FIRMS IN A CITY MAKE THEIR OWN DECISIONS ABOUT FREIGHT TRANSPORTATION? CAN THE COMPLEX ORIGIN AND DESTINATION CHARACTERISTICS OF URBAN TRUCK MOVEMENTS BE DETERMINED? CAN COMMERCIAL DELIEVERY COSTS UNDER THE PRESENT SYSTEM BE DETERMINED AND COMPARED WITH THOSE PREDICTED FOR ALTERNATIVE SYSTEMS? WHAT IS THE TIME AND VOLUME DISTRIBUTION OF GOODS MOVEMENT IN URBAN AREAS EACH DAY? WHAT RELATION DOES GOODS MOVEMENT BEAR TO TRAFFIC LAW, UNION REGULATIONS, AND GOVERNMENT CONTROL? THE PAPER CONCLUDES WITH A BRIEF ANALYSIS OF THE EXISTING SOURCES OF INFORMATION IN REGARD TO THESE AND OTHER QUESTIONS.

An amplitude-frequency description of road roughness

Abstract: THIS PAPER DEALS WITH A METHOD FOR REDUCING ROUGHNESS OBTAINED FROM A CONTINUOUS-OUTPUT ROAD PROFILOMETER TO A COMPACT AND USEFUL FORM FOR HIGHWAY ENGINEERS. IT IS ASSUMED THAT A VOLTAGE SIGNAL REPRESENTING VERTICAL IRREGULARITIES IN THE ROAD SURFACE AS A FUNCTION OF DISTANCE HAS BEEN RECORDED ON MAGNETIC TAPE. AN ANALOG METHOD IS DESCRIBED FOR PROCESSING THIS SIGNAL AND REDUCING THE ROUGHNESS DESCRIPTION OF THE ROAD TO A SIMPLE TABLE RELATING ROUGHNESS HEIGHTS AND WAVELENGTHS. ANALOG COMPUTER REQUIREMENTS ARE STATED FOR THE PROPOSED SIGNAL-PROCESSING METHOD. RESULTS OBTAINED BY THIS METHOD ARE PRESENTED FOR BOTH IDEAL AND ACTUAL ROAD PROFILE EXAMPLES. THE DEVELOPMENT OF THE SURFACE DYNAMIC PROFILOMETER (SDP) HAS MADE IT POSSIBLE TO OBTAIN A MAGNETICALLY TAPED RECORD OF ANY ROAD SURFACE PROFILE IN THE DIRECTION OF VEHICLE TRAVEL. FOR A GIVEN SECTION OF ROAD, THIS RECORD IS A RANDOMLY VARYING ANALOG VOLTAGE THAT REPRESENTS TRUE ROAD ROUGHNESS WITHIN THE ACCURACY LIMITATIONS OF THE SDP SYSTEM. HAVING OBTAINED A PROFILE RECORD, THE HIGHWAY ENGINEER IS FACED WITH THE PROBLEM OF TRANSFORMING THIS RANDOM SIGNAL INTO AN INDEX, GRAPH, OR SET OF NUMBERS HE CAN USE TO SPECIFY QUANTITATIVELY THE ROUGHNESS OF THE ROAD. THIS REPORT DESCRIBES A PRACTICAL METHOD FOR ANALYZING SDP RECORDS AND FOR REDUCING EACH OF THESE RECORDS TO A SIMPLE FORM USABLE IN HIGHWAY OPERATIONS. /AUTHOR/

Review of urban goods movement studies

Abstract: A SUMMARY OF RESEARCH DONE ON COMMODITY FLOW BY STUDIES IN THE LARGER URBAN AREAS IN THE NATION IS PRESENTED. THE REPORTS REVIEWED WERE THOSE ON FILE IN THE OFFICE OF HIGHWAY PLANNING OF THE FEDERAL HIGHWAY ADMINISTRATION. THE FIRST SECTION DRAWS ON FACTS FROM STUDIES REVIEWED TO PRESENT A GENERAL PICTURE OF THE CURRENT SITUATION IN GOODS MOVEMENT. THE SECOND PART SUMMARIZES THE WORK OF STUDIES IN THE LARGEST URBAN AREAS PLUS CONNECTICUT. SUPPLEMENTAL INFORMATION WAS ALSO DRAWN FROM THE DATA BANK COMPILED BY THE OFFICE OF HIGHWAY PLANNING AND FROM OTHER SOURCES OF NATIONAL STATISTICS. /AUTHOR/

Deterioration in salted bridge decks

Abstract: WHEN DEICING SALTS REACH BRIDGE-DECK REINFORCING STEEL, AN ELECTROLYTIC ACTION BEGINS THAT CAUSES SOME OF THE STEEL TO CORRODE, LEADING TO UNDERSURFACE FRACTURES AND POTHOLES. WHILE INCREASED COVER AND IMPROVED CONCRETE ARE ARE VALUABLE, THE PROPOSITY OF CONCRETE MAKES NECESSARY AN AN IMPERVIOUS MEMBRANE TO PREVENT SALT INTRUSION. AT PRESENT ONLY COAL-TAR-EXTENDED EPOXY AND A MULTILAYER SANDWICH OF COAL TAR AND GLASS FABRIC DO NOT SUFFER FROM THE DRAWBACK THAT THEY CANNOT BE BONDED TO THE DECK OR THE OVERLAY CANNOT BE BONDED TO THEM. THESE TWO MATERIALS ARE DISCUSSED IN RELATION TO PARTIAL VERSUS TOTAL RESTORATION, CONTINUOUS PATCHING VERSUS RESTORATION, CONCRETE SOUNDING AND REMOVAL. APPLICATION OF SEALS, ASPHALT CONCRETE OVERLAYS, AND DEVELOPMENTAL WORK ON NONCORROSIVE DEICERS.

Structural design of asphalt concrete pavement systems (proceedings of workshop 7--10 december 1970, austin, tex.)

Abstract: THE BOOK CONSISTS OF REPORTS OF NINE PROBLEM-ORIENTED DISCUSSION GROUPS, A SUMMARY DISCUSSION OF RESEARCH NEEDS IDENTIFIED BY PARTICIPANTS OF THE WORKSHOP, AND STATE OF THE ART REPORTS. THERE ARE ALSO BRIEF REPORTS ON THE IMPLICATINS OF THE WORKSHOP FOR FHWA AND THREE HRB COMMITTEES. THE TOPICS ADDRESSED BY THE DISCUSSION GROUPS WERE MATERIALS CHARACTERIZATION, SOLUTIONS TO BOUNDARY VALUE PROBLEMS, DESIGN CONSIDERATIONS, LOAD AND ENVIRONMENTAL VARIABLES, TRAFFIC-INDUCED FRACTURE, OTHER FRACTURE, TRAFFIC- INDUCED PERMANENT DEFORMATION, OTHER PERMANENT DEFORMATION, AND THE RELATION OF DISTRESS TO PAVEMENT PERFORMANCE. STATE OF THE ART REPORTS WERE PRESENTED ON RESEARCH FOR STRUCTURAL DESIGN OF ASPHALTIC CONCRETE PAVEMENT SYSTEMS, GENERAL DISTRESS MECHANISMS, DISTRESS IN FULL-SCALE PAVEMENTS, FUNDAMENTALS OF MATERIAL CHARACTERIZATION, SOLUTIONS AND SOLUTION TECHNIQUES FOR BOUNDARY VALUE PROBLEMS, DAMAGAE AND DISTRESS IN HIGHWAY PAVEMENTS, SERVICEABILITY PERFORMANCE AND DESIGN CONSIDERATION, EXPERIMENTS IN MATERIALS CHARACTERIZATION, AND IN SITU MATERIALS VARIABILITY.

Washington pavement rating system: procedures and application

Abstract: SINCE ITS INCEPTION IN 1965, A PAVEMENT CONDITION RATING SYSTEM DEVELOPED BY THE MATERIALS DIVISION OF THE WASHINGTON DEPARTMENT OF HIGHWAYS HAS BEEN EMPLOYED IN EVALUATING AND PREDICTING THE REMAINING SERVICE LIVES FOR SOME 7,000 MILES OF STATE HIGHWAYS. THE METHOD, USED BY HIGHWAY PERSONNEL WITH LITTLE OR NO PREVIOUS EXPERIENCE IN PAVEMENT EVALUATION HAS PROVIDED QUICK, STATISTICALLY RANKED RATINGS FROM SURVEYS OF THE ENTIRE ROADWAY SYSTEM PERFORMED BY AS FEW AS 4 TEAMS DURING 4 TO 5 WEEKS OF FIELD WORK. THE METHOD INVOLVES A COMBINED RATING OF THE QUALITY OF RIDE PROVIDED BY A PAVEMENT AND THE DEGREE OF STRUCTURAL DISTRESS OBSERVED IN THAT PAVEMENT. FOR APPLICATION TO THE PRIORITY PROGRAMMING SYSTEM AS USED IN WASHINGTON STATE FOR LEGISLATIVE BUDGETING OF HIGHWAY CONSTRUCTION, THE RESULTS OF THE ORIGINAL SURVEY WERE ANALYZED TO DEVELOP CRITICAL RATING LEVELS FOR THE VARIOUS FUNCTIONAL CLASSES OF HIGHWAYS AND TO DEVELOP FORMULAS FOR PREDICTING WHEN ANY GIVEN ROADWAY WILL REACH THIS CRITICAL LEVEL. THE CRITICAL RATING LEVEL CAN BE DEFINED AS THAT NUMERICAL RATING AT WHICH SOME FORM OF ROADWAY REHABILITATION IS WARRANTED. FROM THE INITIAL SURVEY BY THIS METHOD, ANNUAL POINT LOSS RATES WER BASED ON A ONE-TIME SURVEY AND WERE SUBJECT TO MUCH SPECULATION, BUT SUBSEQUENT SURVEYS HAVE PROVED THEM TO BE SURPRISINGLY ACCURATE AS ESTIMATES OF AVERAGE PAVEMENT DETERIORATION. TO DATE, THE METHOD HAS BEEN USED IN 3 STATEWIDE SURVEYS AND NUMEROUS SPECIAL EVALUATIONS OF SELECTED PAVEMENT SEGMENTS. IT HAS ALSO BEEN EMPLOYED BY OTHER GOVERNMENTAL AGENCIES IN ITS ORIGINAL FORM AS WELL AS IN SLIGHTLY MODIFIED VERSIONS AS DICTATED BY SPECIFIC REQUIREMENTS. /AUTHOR/

Urban goods movements in canada: information sources and requirements

Abstract: THE CANADIAN MINISTRY OF TRANSPORT HAS COMMISSIONED A BROAD-BRUSH, NATIONAL EVALUATION OF THE EFFICIENCY OF URBAN TRANSPORT IN CANADA, THE CONCLUSIONS OF ONE PART OF WHICH, RELATING TO THE EFFICIENCY OF AND INFORMATION ABOUT URBAN GOODS MOVEMENTS, ARE REPORTED HERE. FOR ALL PRACTICAL PURPOSES THIS SECTION DEALS EXCLUSIVELY WITH TRUCKS. IT IS POINTED OUT THAT AMONG THE POSSIBLE AVENUES TO IMPROVED TRUCKING EFFICIENCY PRODUCTIVITY HAS TO BE EXCLUDED: TRIP LENGTH IS INCREASING AND SPEED DECREASING, PER VEHICLES LOADS CANNOT BE SUBSTANTIALLY INCREASED, AND CREWS ARE ALREADY CLOSE TO UNITY. POTENTIAL DOLLAR SAVINGS IN THE YEAR 2001 FOR BOTH GOODS TRUCKING AND PERSONAL TRANSPORT (UNPAID TIME UNVALUED) ARE BROKEN OUT UNDER THE FOLLOWING CATEGORIES OF POSSIBLE EFFICIENCY IMPROVEMENTS: STREETS AND TRAFFIC; TERMINAL, SHIPMENT, AND PICKUP AND DELIVERY CONSOLIDATION; TERMINAL DESIGN AND LOCATION SHIPPING AND RECEIVING FACILITIES; VEHICLE DESIGN; NEW TECHNOLOGY; SUBSTITUTION OF INTERCITY FOR URBAN TRUCKING. THESE SAME CATEGORIES ARE EMPLOYED TO DESCRIBE INFORMATION REQUIREMENTS, DEFICIENCIES, AND SUGGESTED IMPROVEMENTS. EXISTING SOURCES OF INFORMATION ARE DESCIBED IN RELATION TO THE KINDS OF INFORMATION THEY PROVIDE. THE PRIMARY SOURCE OF INFORMATION IS THE DOMINION BUREAU OF STATISTICS; OTHERS ARE TRUCKERS AND TERMINAL OPERATORS, VEHICLE REGISTRATION STATISTICS, AND URBAN TRANSPORT STUDIES. NONE OF THESE, HOWEVER, PROVIDES THE KINDS AND VOLUME OF DATA NEEDED FOR RELALISTIC ANALYSIS AND PLANNING OF URBAN GOODS MOVEMENT.

Incremental implementation of dial-a-ride systems

Abstract: RISK CAPITAL IN PUBLIC TRANSPORTATION IS NONEXISTENT, AND MOST OF THE MONEY DISBURSED EVEN BY UMTA GOES INTO CAPITAL IMPROVEMENTS FOR CONVENTIONAL SYSTEMS. THIS SUGGESTS THAT INNOVATIVE CONCEPTS LIKE DIAL-A-RIDE WILL HAVE TO BE INTRODUCED IN A SERIES OF STEPS, IN EACH OF WHICH A VARIETY OF ALTERNATIVES IS TESTED. THE STEPS MUST BE ATTENDED BY INCREASING PUBLIC AND PRIVATE SUPPORT. IN ADDITION TO FINANCING AND SYSTEM DEFINITION, TWO OTHER QUESTIONS POSE THEMSELVES: HOW WILL REGULATORY AGENCIES CATEGORIZE A BUS OFFERING TAXILIKE SERVICES, AND WHAT WILL BE THE RESPONSE OF TRANSPORT UNIONS? A REVIEW OF PREVIOUS DIAL-A-RIDE DEMONSTRATIONS AND EXPERIMENTS INDICATES THAT MANAGEMENT COMMITMENT AND DEDICATION TO CUSTOMER SERVICES ARE THE MOST IMPORTANT FACTORS DETERMINING SUCCESS OR FAILURE. AN EXPERIMENTAL PROGRAM INITIATED BY THE FORD MOTOR COMPANY AT MANSFIELD, OHIO, IN JANUARY 1970 HAS BEEN EMPLOYING A FIXED- SCHEDULE, MANY-TO-ONE ADJUNCT TO EXISTING PUBLIC TRANSPORTATION; THE NEXT STEP IN IMPLEMENTATION WILL BE MORE FLEXIBLE RESPONSE TO DEMAND, PRIMARILY TO DETERMINE THE BENEFIT: COST RATIOS OF THE ALTERNATIVES. IT IS SUGGESTED THAT PROFIT NOT BE USED AS A CRITERION OF SUCCESS: IN AN INDUSTRY THAT REPORTED LOSSES OF $129 MILLION IN 1968, PROFITABLE OPERATION WOULD BE REVOLUTIONARY; RATHER, THE QUESTION IS WHETHER DIAL-A-RIDE CAN REVERSE DEFICIT TRENDS. FURTHER, THE ADDITIONAL SERVICES PROVIDED BY SUCH A SYSTEM IN COMPARISON WITH CONVENTIONAL ONES MAY PROVIDE A COMMUNITY SUFFICIENT BENEFITS TO MAKE IT APPEAR WORTHWHILE.

Studies of the relationships among crack patterns, cover over reinforcing steel, and development of surface spalls in bridge decks

Abstract: SURFACE SPALLING IS PROBABLY THE MOST SERIOUS BRIDGE DECK DURABILITY PROBLEM TODAY. PREVIOUS INVESTIGATIONS SUGGEST THAT CORROSION OF REINFORCING STEEL IN THE PRESENCE OF SALT SOLUTIONS IS BASICALLY RESPONSIBLE FOR THIS TYPE OF DETERIORATION. IN A COOPERATIVE BRIDGE DECK STUDY, AN EXAMINATION WAS MADE OF THE RELATIONSHIPS AMONG THE DEVELOPMENT OF SPALLS, THE NATURE OF THE CRACK PATTERN, AND THE COVER OVER REINFORCING STEEL. BASED ON THE RESULTS OF THIS WORK, IT IS HYPOTHESIZED THAT THE CRACK PATTERN ON A BRIDGE DECK GREATLY INFLUENCES THE DEVELOPMENT OF SPALLS, AND THAT THE CRACK PATTERN IS, UNDER A GIVEN SET OF CONDITIONS, DETERMINED TO A GREAT EXTENT BY THE AMOUNT OF COVER OVER THE REINFORCING STEEL. WHERE CRACKS DEVELOP DIRECTLY OVER REINFORCING STEEL, SALT SOLUTIONS HAVE RELATIVELY EASY ACCESS TO THE STEEL, THEREBY ACCELERATING CORROSION AND THE DEVELOPMENT OF SPALLS. IT IS SUGGESTED THAT BY LIMITING THE COVER TO A MINIMUM OF 2 IN. AND BY UTILIZING COARSE AGGREGATES OF LOW POROSITY AND COMPRESSIBILITY AND THE LOWEST WATER-CEMENT RATIO FEASIBLE, THE AMOUNT AND SEVERITY OF CRACKING OVER STEEL WILL BE REDUCED. THE EASE WITH WHICH SALT SOLUTIONS CAN MIGRATE TO THE REINFORCING STEEL WILL ALSO BE LESSENED. /AUTHOR/

Continuing studies of pavement grooving in california

Abstract: THE DEVELOPMENT OF SPECIFICATIONS FOR PAVEMENT GROOVING PROJECTS IS PRESENTED. THE NORMAL GROOVE IS 1/8 TO 1/4 IN. IN DEPTH, CUT BY A BLADE 0.095 IN. WIDE, SPACED ON 3/4-IN. CENTERS, AND CUT IN THE LONGITUDINAL DIRECTION. MINIMUM ACCEPTABLE COVERAGE OF THE SPECIFIED PATTERN IS 95 PERCENT. WATER AND RESIDUE FROM THE CUTTING OPERATION ARE PICKED UP BY VACCUUM PUMPS. A MAXIMUM OPERATIONAL NOISE LEVEL OF 86 DB ON THE A-SCALE IS ALLOWED. BEFORE-AND-AFTER ACCIDENT STUDIES OF PAVEMENT-GROOVING PROJECTS ARE PRESENTED. PAVEMENT GROOVING HAS RESULTED IN AN 85 PERCENT REDUCTION OF WET-PAVEMENT ACCIDENTS IN THE GROOVED AREAS. /AUTHOR/

Freight transport in urban areas: issues for research and action

Abstract: DURING 1967 THE RAND CORPORATION SPONSORED A SUMMER PROGRAM IN URBAN TRANSPORTATION. THE PRESENT PAPER, DERIVED FROM THAT PROGRAM, IS MEANT TO PROVIDE A THOROUGH LIST OF ISSUES REQUIRING GOVERNMENT AND RESEARCH ATTENTION FOR FREIGHT TRANSPORT IN URBAN AREAS. AFTER A BRIEF SUMMARY OF DEFICIENCIES IN THE EXISTING SYSTEM, THE PAPER TREATS FOUR MAJOR PROBLEM AREAS, AS FOLLOWS: (1) MOVEMENT OF URBAN FREIGHT (CHARACTERIZATION OF FREIGHT MOVEMENT, TREND ANALYSIS, FREIGHT-DEMAND MODELS FOR PREDICTING FUTURE FREIGHT MOVEMENT, SUPPLY-PERFORMANCE FUNCTIONS, COSTING METHODS, DATA REQUIREMENTS, FREIGHT TERMINALS AND INTERFACES, AUTOMATION OF SORTING AND ROUTING OF FREIGHT, INTERMODAL AND INTERCONTINENTAL TRANSPORTATION COMPANIES, CONTAINERIZATION, PALLETIZATION, LIGHTER- THAN-AIR VEHICLES, TECHNOLOGY TRANSFER, AND USES OF A NASA-LIKE FREIGHT-TRANSPORT ENGINEERING INFORMATION CENTER); (2) INTERACTIONS OF FREIGHT AND PASSENGER TRAFFIC (MUTUAL INTERFERENCE AND MEANS OF QUANTIFYING AND DESCRIBING IT; APPROACHES TO A SOLUTION, INCLUDING CONSOLIDATION OF FREIGHT ROUTES AND SHIPMENTS, SEPARATION OF FREIGHT AND PASSENGER TRAFFIC, DIVERSION OF FREIGHT-VEHICLE JOURNEYS FROM TIMES AND ROUTES OF HIGH CONGESTION, SHIFTING FREIGHT DELIVERIES AWAY FROM PEAK PASSENGER HOURS, MINIMIZATION OF CURBSIDE LOADING AND UNLOADING, AND INTRODUCING TRUCK PARKING SANCTIONS AND FEES; PROBABLE FUTURE INTERFERENCE; FREIGHT- PASSENGER VEHICLE COMBINATIONS; AND FREIGHT-PASSENGER TERMINAL COMBINATIONS); (3) URBAN FORM AND QUALITY (SOCIAL COSTS AND BENEFITS OF FREIGHT TRANSPORTATION, FREIGHT TRANSPORTATION AS A USER OR URBAN LAND, AND FREIGHT TRANSPORTATION AS A TOOL IN URBAN DEVELOPMENT); AND (4) ROLES FOR GOVERNMENT IN URBAN FREIGHT TRANSPORT (APPLICATIONS OF NEW TECHNOLOGY, REGULATION, TARRIF SIMPLIFICATION, AND INTRAURBAN FREIGHT REGULATION).

The importance of rational and compatible pavement performance evaluation

Abstract: THE PLANNING, DESIGN, CONSTRUCTION, AND MAINTENANCE OF PAVEMENTS DEPEND IN PART FOR SUCCESS ON THE EVALUATION OF THEIR PERFORMANCE. VARIOUS PROCEDURES ARE AVAILABLE FOR THIS PURPOSE, BUT THEY SHOULD BE RATIONAL AND COMPATIBLE WITH EACH OTHER FOR THE BEST TRANSFER OF INFORMATION. THIS PAPER IS CONCERNED WITH THE IMPORTANCE OF ACHIEVING THESE GOALS OF RATIONALITY AND COMPATIBILITY IN PAVEMENT PERFORMANCE EVALUATION. THE RATIONALE UNDERLYING PAVEMENT PERFORMANCE IS DISCUSSED, AND A GENERAL FRAME-WORK FOR DEVELOPING A PERFORMANCE EVALUATION SCHEME IS DEFINED. THE PRINCIPAL APPROACHES TO MEASURING OR PREDICTING PAVEMENT SERVICEABILITY ARE REVIEWED, AND THEIR MAJOR DEFICIENCIES IN APPLICATION ARE POINTED OUT. THESE DEFICIENCIES RELATE LARGELY TO A LACK OF UNDERSTANDING OF THE BASIC PRINCIPLES GOVERNING SUBJECTIVE RATING PROCEDURES, AS WELL AS THE POSSIBLE ERRORS INVOLVED. SUGGESTIONS FOR IMPROVEMENT OF METHODS IN USE ARE PRESENTED. SEVERAL APPROACHES TO APPROXIMATING PRESENT SERVICEABILITY THROUGH CONDITION SURVEYS OR ROUGHNESS MEASUREMENTS ARE ALSO DISCUSSED. IT IS POINTED OUT THAT THESE CAN BE RELEVANT FOR A PARTICULAR AGENCY BUT ONLY QUALITATIVELY USEFUL TO THE DATA OF ANOTHER AGENCY; FURTHER, SIGNIFICANT ERRORS CAN RESULT FROM SOME OF THE TRANSFORMATIONS USED IN THESE APPROACHES. FINALLY, SEVERAL SUGGESTIONS ARE PRESENTED TOWARD ACHIEVING BETTER COMPATIBILITY WITHIN AND AMONG AGENCIES. THESE RELATE TO PRECISE DEFINITIONS, BETTER UNDERSTANDING OF SUBJECTIVE RATING PRINCIPLES, RIGOROUS ERROR ANALYSES, AND CAREFULLY DESIGNED EXPERIMENTS. /AUTHOR/

Epoxy-asphalt open-graded pavement as a skid-resistance treatment on the san francisco bay bridge

Abstract: IN LATE 1969, THE DIVISION OF BAY TOLL CROSSING APPLIED 1/2-IN. THICK EPOXY ASPHALT, OPEN-GRADED PAVEMENT TO 2 LARGE TEST AREAS ON THE HEAVILY TRAVELED SAN FRANCISCO-OAKLAND BAY BRIDGE. TWO TYPES OF AGGREGATE, AIR-COOLED IRON SLAG AND GRANITE, WERE USED WITH 1/4-IN. CALIFORNIA STANDARD OPEN GRADING. THIS REPORT DESCRIBES THE SELECTION OF EPOXY ASPHALT AS THE SKID-RESISTANT TREATMENT, ITS APPLICATION, AND ITS PERFORMANCE TO DATE. IN THE 11 MONTHS SINCE ITS APPLICATION, THE PAVEMENT HAS BEEN TESTED FOR SKID RESISTANCE AND CORE PULLOUT STRENGTH. IN SPITE OF MINOR LOCALIZED RAVELING ATTRIBUTED TO INADEQUATE COMPACTION IN ISOLATED AREAS DUE TO COLD TEMPERATURES AT THE TIME OF PLACING AND TO OTHER FACTORS, THE PAVEMENT PROMISES FULLFILLMENT OF THE PURPOSE FOR WHICH IT WAS SELECTED: TO PROVIDE INCREASED SKID AND HYDROPLANING RESISTANCE, LOW INCREASE IN DEAD LOADS AND SUPERIOR STRUCTURAL PROPERTIES. THE ACCIDENT HISTORY HAS IMPROVED SUBSTANTIALLY IN THE RESURFACED AREAS. /AUTHOR/

A 5-year report on evaluation of pavement serviceability with several road meters

Abstract: THE PAPER REPORTS AN EVALUATION OF RESULTS OF PAVEMENT SERVICEABILITY TESTS MADE WITH THE PCA ROAD METER AND WITH MODIFICATIONS OF THE ORIGINAL ROAD METER DEVELOPED BY SEVERAL STATES AND PROVINCES. RESULTS OF CALIBRATIONS WITH SERVICEABILITY RATINGS OR SERVICEABILITY INDEXES FROM 8 SOURCES ARE SHOWN. REPEATABILITY TESTS ARE REPORTED FROM 7 SOURCES, ALONG WITH TESTS BY THE ORIGINAL ROAD METER OVER THE SAME SITE THROUGHOUT A 5-YEAR PERIOD. THE ROAD METER AND ITS MODIFICATIONS RANK WITH THE AASHO PROFILOMETER IN ABILITY TO RELATE WITH SERVICEABILITY RATINGS. VARIATIONS IN MEASURED ROUGHNESS RESULTING FROM CHANGES IN WIND VELOCITY, AIR TEMPERATURE, AUTOMOBILE SPEED, MECHANICAL FACTORS WITHIN ROAD METERS AND TEST AUTOMOBILES, AND SEASONAL FLUCTUATIONS CAUSED BY FROST ACTION ARE REPORTED AND DISCUSSED. EFFECTS OF WIND VELOCITY AND DIRECTION, AS RELATED TO DIRECTION OF TEST CAR TRAVEL, AND AIR TEMPERATURE DESERVE FURTHER FIELD OBSERVATION. SEASONAL FLUCTUATIONS DUE TO FROST HAVE A DISTINCT EFFECT, AND THE MAGNITUDE INDICATES THAT SERVICEABILITY MEASUREMENTS TO BE USED IN EXTENDED STUDIES OF PAVEMENT BEHAVIOR IN CONTUNCTION WITH TRAFFIC LOADING SHOULD BE MADE DURING A LIMITED PERIOD BETWEEN FULL RECOVERY (AS LATE AS JULY OR AUGUST) AND THE ONSET OF THE NEXT WINTER. THE SIMPLE DIGITAL COUNTING SYSTEM AND UNIQUE COMPUTING METHOD ENABLE THE PCA ROAD METER TO PRODUCE A STATISTIC CORRESPONDING TO ROUGHNESS POWER SPECTRUM. DATA FROM 2 NORTH CENTRAL STATES ARE USED TO ILLUSTRATE THE USEFULNESS OF THIS ATTRIBUTE IN ANALYZING SERVICEABILITY INDEXES RESULTING FROM VARIOUS TREATMENTS AND CONSTRUCTION METHODS. /AUTHOR/

Changing urban structure and its implications for terminals and pickup and delivery problems in metropolitan areas

Abstract: EXCEPT FOR BULK TRAFFIC, GOODS MOVEMENT IN URBAN AREAS IS DOMINATED BY THE MOTOR TRUCK, AND THERE IS LITTLE PROSPECT IN THE FORESEEABLE FUTURE OF ANY MAJOR TECHNOLOGICAL CHANGE THAT WOULD REDUCE THE DOMINANCE OF THE FREEWHEELING VEHICLE ON THE STREETS AND HIGHWAYS. THE FLEXIBILITY OF THE TRUCK IN ORIGINATING AND TERMINATING MOVEMENTS IS COMBINED WITH THE ECONOMIES OF SCALE OF OTHER MODES, WHETHER LARGE TRUCK UNITS ON THE HIGHWAYS, RAILROAD CARS, SHIPS, BARGES, OR AIRPLANES, FOR VIRTUALLY ALL INTERCITY AND INTERREGIONAL MOVEMENTS OF GENERAL FREIGHT. IT HAS FREED MANY INDUSTRIAL AND COMMERCIAL ESTABLISHMENTS FROM THE NECESSITY OF LOCATING ALONG RAILROAD LINES, AND HAS BEEN A MAJOR CONTRIBUTOR, ALONG WITH THE AUTOMOBILE, TO THE DECONCENTRATION OF BOTH RESIDENCE AND BUSINESS. URBAN DENSITY PROFILES--THE GRADATIONS FROM CITY CENTER TO PERIPHERY--HAVE LESS STEEP GRADIENTS, AND THE ORIGINS AND DESTINATIONS OF FREIGHT MOVEMENT HAVE TENDED TO BECOME MORE DISPERSED THAN DURING EARLIER PERIODS WHEN RAIL TRANSPORTATION WAS DOMINANT. THE EMERGING CTY IS INCREASINGLY A MULTINODAL ONE. EVEN THOUGH THE CENTRAL CORE MAY CONTINUE TO BE THE LARGEST IN EACH OF THE RESPECTIVE METROPOLITAN AREAS, ITS RELATIVE IMPORTANCE WILL CONTINUE TO BE REDUCED, WITH MANY OF ITS FUNCTONS TAKING PLACE IN THE NEWER INDUSTRIAL AND COMMERICAL NODES. TRANSFER FACILITIES AT INTERMODAL TERMINALS CONSTITUTE NEW FOCUSES OF URBAN ACTIVITY AND NEW CENTERS FOR THE EMERGING HIGHWAY NETWORKS. SUCH FACILITIES INCLUDE TRUCK TRANSFER STATIONS, RAILROAD AND FORWARDING COMPANY PIGGYBACK AND TRAILER TRANSFER FACILITIES, AIR CARGO TERMINALS, PORT TERMINALS, AND BULK STORAGE FACILITIES FOR FUELS. THE COMPREHENSIVE TRANSPORTATION- LAND USE STUDIES, DEVELOPED FROM THE EARLIER ORIGIN- DESTINATION STUDIES AND COMBINED WITH REAL PROPERTY INVENTORIES AS ESSENTIAL PARTS OF THE URBAN AND METROPOLITAN PLANNING PROCESS, HAVE LAGGED IN NOT GIVING AS GREAT EMPHASIS TO DEVELOPMENT OF MODELS OF FREIGHT MOVEMENT AS THEY HAVE TO PASSENGER MOVEMENT. THE PLANNING OF FUTURE RELATIONSHIPS AMONG SYSTEMS OF FREIGHT TRANSPORTATION AND THE LOCATION OF THE VARIOUS LAND USES MUST, FURTHERMORE, INVOLVE CONSIDERATIONS OF ALTERNATIVE PATTERNS OF MOVEMENT IN ORDER TO MINIMIZE THE TOTAL VOLUME OF TON-MILES GENERATED, JUST AS THE MORE-OR-LESS STANDARDIZED TRANSPORTATION-LAND USE STUDIES THAT ARE NOW MAJOR PARTS OF THE PLANNING PROCESS CONSIDER OPTIMIZATION OF THE NETWORKS OF ROUTES FOR PASSENGER FLOWS. /AUTHOR/

Reducing motorist inconvenience due to maintenance operations on high-volume freeways

Abstract: MUDJACKING OPERATIONS ALONG THE SAN DIEGO FREEWAY REQUIRED THAT CONCRETE SLABS BE PLACED IN TWO-LANE SECTIONS. THE SCHEDULING AND TRAFFIC-CONTROL PRACTICES EMPLOYED TO MINIMIZE DELAY DURING THIS THREE-MONTH TASK ARE DESCRIBED.

Problems and issues in urban goods movement

Abstract: WHEREAS PRIVATE DECISIONS AND AVAILABLE FACILITIES ARE THE MAJOR DETERMINANTS OF PEOPLE MOVEMENT, GOODS MOVEMENT DEPENDS ON CONSTRAINTS OF THE MARKETPLACE AND OF UNIONS. THE INDIVIDUAL IS THE UNIT OF PEOPLE- MOVEMENT DATA, AND THE DATA ARE COLLECTED BOTH WITHIN AND BETWEEN CITIES BY UNIVERSALLY ACCEPTED MEANS. THERE IS NO UNIT FOR GOODS MOVEMENT, AND INTRACITY MOVEMENT IS NOT CONTROLLED OR MEASURED. ORIGIN--DESTINATION DATA FOR GOODS MOVEMENT ARE HARD TO ESTABLISH. EVEN THE PREDOMINATE MODE OF COMMODITY FLOW IN THE CITY, THE TRUCK, CANNOT BE USED AS A MEASURE BECAUSE OF THEIR GREAT VARIETY OF TYPE AND PURPOSE: SERVICE TRUCKS, REPAIR TRUCKS, PICKUP TRUCKS, FAMILY TRUCKS, FARM TRUCKS, GARBAGE TRUCKS, ETC., SOME OF WHICH CAN SERVE TO MOVE GOODS AND FOR OTHER PURPOSES. A MEANS FOR CHARACTERIZING URBAN COMMODITY FLOW IS SUGGESTED: A CITY MUST IMPORT MORE IN WEIGHT THAN IT EXPORTS, AND MUST EXPORT MORE IN VALUE THAN IT IMPORTS (LABOR VALUE ADDED). THE PROBLEM OF TRANSPORTING SOLID WASTES IN AN URBANIZING SOCIETY IS MENTIONED BRIEFLY AS A PROBLEM IN COMMODITY FLOW.

Structural evaluation of pavements for overlay design

Abstract: AGENCIES RESPONSIBLE FOR ROAD CONSTRUCTION ARE CONTINUALLY FACED WITH UPGRADING EXISTING PAVEMENTS. EVALUATION OF PAVEMENTS IS FAR FROM BEING A STANDARD PROCEDURE, AND MOST HIGHWAY DEPARTMENTS ARE FACED WITH ADOPTING SOMETHING ALREADY AVAILABLE OR DEVELOPING A TECHNIQUE SUITABLE TO THEIR OWN NEEDS. IN KING COUNTY, WASHINGTON, THE BENKELMAN BEAM WAS RECENTLY ADOPTED TO SYSTEMATICALLY MEASURE DEFLECTIONS. TWO EXISTING PAVEMENTS IN THE KING COUNTY NETWORK OF HIGHWAYS WERE MEASURED FOR DEFLECTION BY USING THE BENKELMAN BEAM. RESILIENT MODULUS AND OTHER PROPERTIES OF CORED SAMPLES WERE DETERMINED IN THE LABORATORY. THESE MATERIAL VALUES WERE USED IN CONJUNCTION WITH ELASTIC LAYER THEORY TO COMPUTE SEVERAL RESPONSE PARAMETERS INCLUDING STRAIN AND DEFLECTION. THE COMPUTED AND MEASURED DEFLECTIONS WERE COMPARED AND EVALUATED FOR COMPATIBILITY. FINALLY OVERLAY REQUIREMENTS WERE DETERMINED BY USING THE ELASTIC LAYER CONCEPT AND FATIGUE AS A DESIGN LIFE DETERMINANT. THE OVERLAY THICKNESS DETERMINED BY THIS METHOD WAS COMPARED TO THOSE FOR OTHER TECHNIQUES IN CURRENT USE AND FOUND TO BE SLIGHTLY CONSERVATIVE. /AUTHOR/

Evaluation of pavement serviceability on utah highways

Abstract: IN 1964 UTAH INSTITUTED A COMPREHENSIVE EVALUATION OF PAVEMENT SERVICEABILITY THAT HAS TO DATE COVERED OVER 1300 PAVEMENT MILES ON 109 PROJECTS COMPLETED SINCE 1959. METHODS AND CONSIDERATIONS IN THIS EVALUATION PROGRAM ARE DESCRIBED AND DISCUSSED.

Planning special transportation services

Abstract: READILY AVAILABLE DATA, SUCH AS REGULAR CENSUS DATA REGARDING INCOME AND OCCUPATIONAL STATUS OR SPECIAL CENSUS DATA REGARDING TRAVEL CHARACTERISTICS AND AUTOMOBILE OWNERSHIP CAN BE USEFUL IN TWO WAYS. THE FIRST IS TO IDENTIFY A REGION OF HOMEGENEITY, OR SIMILAR CHARACTERISTICS, IN WHICH PATTERNS OF TOTAL TRAVEL BEHAVIOR ARE SOMEWHAT PREDICTABLE. THE SECOND IS TO USE THE DATA TO DEVELOP CAUSATIVE RELATIONSHIPS BETWEEN POPULATION CHARACTERISTICS AND TRAVEL. IN A TIME WHEN WE ARE PLANNING FOR GROUPS THAT ARE BECOMING INCREASINGLY ARTICULATE IN DEFINING THEIR GOALS, WE CAN NO LONGER BE SEDUCED INTO THINKING THAT DATA ALONE WILL SOLVE ALL PLANNING PROBLEMS. HOWEVER, IT IS POSSIBLE THROUGH PROPER STUDIES OF TRIP-DETERMINING PARAMETERS TO ISOLATE AREAS OF PARTICULAR INTEREST FOR SPECIAL (MICRO) STUDY. CONTOUR MAPS DEFINING RINGS OF CHARACTERISTIC INCOME, LAND VALUE, HOUSING RENTALS, AUTOMOBILE OWNERSHIP, TRANSIT HABITS, PROFESSIONAL STATUS, ETC., CAN BE COMBINED WITH TRIP-MAKING CURVES TO SHOW AREAS OF POTENTIAL NEGLECT IN LARGE-SCALE PLANNING. ISOLATION OF THESE AREAS FOR INTENSE STUDY, COUPLED WITH GATHERING OF TRIP-MAKING DATA PECULIAR TO THE SPECIFIC AREA, ARE THEN PRELIMINARY STEPS TO BE TAKEN IN A MORE TRADITIONAL TRANSPORTATION ANALYSIS. A BENEFICIAL CONCEPT INHERENT IN MICROAREA ANALYSIS IS THAT IT DOES NOT HAVE TO BE LIMITED TO POOR AREAS, AREAS DEFINED AS HAVING THE GREATEST TRANSPORTATION NEGLECT. AN AREA WITH A HIGH CONCENTRATION OF UPPER INCOME BUT GENERALLY ELDERLY POPULATION WOULD BE ANOTHER EXAMPLE OF A MICROAREA THAT MAY NEED SPECIAL-SERVICE PLANNING. THE FINAL PRODUCT IS A HIGHER LEVEL OF TRUE TRANSPORTATION SERVICE TO ALL THE RESIDENTS OF THE METROPOLITAN AREA. /AUTHOR/

Journey-to-work statistics

Abstract: THE COMPREHENSIVE TRANSPORTATION PLANNING PROCESS REQUIRED BY THE 1962 FEDERAL-AID HIGHWAY ACT FALLS INTO TWO PHASES: BENCH-MARK AND CONTINUING. ELEMENTS OF EACH ARE NOTED WITH RELATION TO DATA COLLECTION AND ANALYSIS AND MODEL DEVELOPMENT, THE COST FOR THE PROCESS BEING ABOUT ONE DOLLAR PER RESIDENT OF THE AREA UNDER CONSIDERATION. IN SPITE OF THE LARGE COST, HALF OF WHICH IS GENERALLY SPENT FOR DATA COLLECTION AND PROCESSING, PLANNING ESTIMATES ARE PROBABLY LESS ACCURATE THAN THEY CAN BE BY JUDICIOUS USE OF TRIP-TO-WORK DATA AND CORRELATED INFORMATION CONTAINED IN THE 1970 CENSUS. THE MAJOR INNOVATION HAS BEEN GEOGRAPHIC CODING OF THE RESIDENCE AND WORK ADDRESSES OF RESPONDENTS TO THE BLOCK LEVEL. THIS IS A SIGNIFICANT INCREASE IN ANALYTICAL ABILITY, PARTICULARLY IN REGARD TO WORK LOCATION STATISTICS. BLOCK LEVEL STATISTICS CAN SERVE AS THE BASIC ELEMENT IN AN AGGREGATION PROCESS, SO THAT CENSUS DATA CAN BE SUMMED TO ANY AREA SYSTEM OF INTEREST. FHWA HAS PREPARED A SPECIAL PROGRAM THAT WILL PRODUCE A SUMMARY TAPE OF A DEFINED SET OF TABULATIONS THAT WILL PROVIDE ZONAL DATA NEEDED BY URBAN STUDIES. THE COST WILL BE REASONABLE, AND THE STANDARDIZED PACKAGE WILL INCUR NONE OF THE PROBLEMS NORMALLY ATTENDANT TO SPECIAL REQUESTS. THE PACKAGE CONTAINS A TRIP TABLE AND TABULATIONS AT THE ZONE OF RESIDENCE, ZONE OF EMPLOYMENT, AND AREA-WIDE LEVEL. THE TRIP TABLES GIVE WORK TRIPS FROM ALL ZONES TO ALL ZONES. USES AND PROBLEMS OF THE PACKAGES ARE DESCRIBED.