Problem 3 An engineer wishing to determine whether there is a statistically significant difference between the average speed of passenger cars and that of large trucks on a section of highway, collected the data shown below. Determine whether the engineer can conclude that the average speed of large trucks is the same as that for passenger cars. In other words, is the average speed of the large trucks significantly different than the average speed of the passenger cars? (0.50 pts) You must show your work. (0.50 pts)

The injury crash rate with and without improvement project at a rural two-lane highway is 2.87 and 3.5 per million VMT. Determine the user safety benefit in monetary terms due to reduction in crash rate. Assume average vehicle occupancy=1 and annual VMT is 1.5 and 1.8 millions for before and after improvement scenarios. Unit Cost of incapacitating Injury = 181,276 (2005 $).

Traffic for a future roadway is projected to be AADT = 15000 vehicles. Vehicle distribution and thecorresponding ESAL factors are given in Table 1. 1. Using a growth factor of 3%, estimate traffic in the design lane, in ESALS, for a design life of 30years. 2. The subgrade soil is a high plasticity clay (CH). The available base and sub base materials have R-Values of 75 and 50, respectively. Design a conventional flexible pavement structure using the 1 993 AASH TO method. Clearly state all assumptions made.

The busy 4-lane, 10-mile 1-999 highway that bypasses the congested city of Chicago is up for some upgrading work. The first option is to reconstruct the pavement at an agency cost of$1.5M/lane-mile and work zone user cost of $5M. This will give the pavement a service life of 40 years with an estimated $50K/lane-mile in annual maintenance costs to the agency, and an annual user cost (vehicle operation, safety, delay, inventory) of $100K. The second option is to resurface the pavement at an agency cost of $0.4M/lane-mile and workzone user cost of $1M. This will give the pavement an additional life of 20 years with an estimated $70K/lane-mile in annual maintenance costs to the agency, and an annual user cost (vehicle operation, safety,delay, inventory) of $120K. Which option will be more economically efficient? Assume 4% interestrate. Use the EUAR as your yardstick for comparison.

12. (10 points) Please do a simple Web search for "Diverging Diamond Interchange" and answer the following briefly: a. What is a Diverging Diamond Interchange? b. What are the advantages of Diverging Diamond Interchanges? c. What are the disadvantages of Diverging Diamond Interchanges?

4. (25 points) At the same site, a transportation professor conducted a long-term observation of the traffic under various conditions. Traffic densities and flow speeds were collected from the observation, as shown in the table. Based on the Greenshield's model estimate uf, kj, and qmax: (Hint: you may use the spreadsheet to answer this question).

3.An equal-tangent sag vertical curve is designed with the PVC at station 109 + 00 and elevation 950 ft, the PVI at station 110 + 77 and elevation 947.34 ft, and the low point at station 110 + 50. Determine the design speed of the curve. A. 50 mi/h B. 96 mi/h C. 99.8 mi/h D. 53 mi/h

2. Peak-hour traffic demand between an origin-destination pair is initially 3,500 vehicles. The two routes connecting the pair have performance functions t₁ = 2 + 3 (x₁/c₁) and t₂ = 4 + 2 (x2/c₂), where the t's are travel times in minutes, the x's are the peak-hour traffic volumes expressed in thousands, and the c's are the peak-hour route capacities expressed in thousands of vehicles per hour. Initially, the capacities of routes 1 and 2 are 2,500 and 4,000 xeh/h. respectively. A reconstruction project reduces capacity on route 2 to 2,000 yeh/h. Assuming user equilibrium before and during reconstruction, what reduction in total peak-hour origin-destination traffic flow is needed to ensure that total travel times (summation of all Xata, where a denotes route) during reconstruction are equal to those before reconstruction?

In the above problem, suppose that there is an initial queue in NB that with jam density of n vehicles at the start of the NB green, and no vehicles arrive to join the queue during the green time window. What is the maximum n such that the last vehicle in the queue can cross the stop bar just before NB yellow starts (we consider the vehicle crossed the stop bar once its rear crossed it)? [Remark: draw the wave lines and vehicle trajectories will help you solve the problem]

Problem 1 You are given the following information for 20 Office buildings located in downtown Brooklyn. (Refer to table below). Using Excel estimate the following: 1. Average office building space (in sq. ft.). (1/10 pts) 2. Average number of employees per building. (1/10 pts) 3. Total number of person-trips which use auto mode (assuming 15% are auto users). Note: Each employee makes two trips per day. (1/10 pts) 4. Total number of person-trips which use bus mode (assuming 15% are bus users). (1/10 pts) 5. Total number of person-trips which use the subway mode (assuming 60% are subway users). (1/10 pts) 6. Total number of person-trips which use the rail mode (LIRR) (assuming are 10% rail users). (1/10 pts) 7. Vehicle-trips per building (auto + bus) assuming auto occupancy of 1.25 persons/auto and a bus occupancy of 40 persons/bus. (1/10 pts) 8. Plot a scatter chart of office building space (sq. ft.) on X-axis vs. total number of vehicle-trips on Y-axis. (1/10 pts) 9. Calculate a best-fit linear regression equation and graph/trendline which can be used to estimate future planned developments of this type. Make sure to fit a model whose y-intercept is zero (i.e., when size of building is zero the vehicle-trips should also be zero. (1/10 pts) 10.Estimate the number of vehicle-trips for a planned office building of 280,000 sq.ft. using the generated regression equation. (1/10 pts)