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Safety Evaluation of Signalized Restricted Crossing U-Turn Intersections

sam, 06/02/2018 - 20:33
Safety Evaluation of Signalized Restricted Crossing U-Turn Intersections
by Hummer,JE; Rao,S.
2017.
US1 DTH680 2017S36 - MAIN


This study evaluated restricted crossing U-turn (RCUT) intersection and was conducted by the DCMF program for the Evaluation of Low-Cost Safety Improvements Pooled Fund Study. RCUT is defined as a three-approach or four-approach intersection where minor street left-turn and through movements (if any) are rerouted to one-way downstream U-turn crossovers. RCUTs are also known as superstreets, J-turns, reduced conflict intersections, and synchronized streets. Previous research has shown that unsignalized RCUTs are generally safer than conventional options. However, there are no known studies specific to the safety of signalized RCUTs. The objective of this effort was to collect and analyze crash data to develop a crash modification factor (CMF) for signalized RCUTs. This study collected and analyzed crash data before and after conversion of 11 intersections from conventional to RCUT design. The intersections were in suburban areas on four- or six-lane arterials. For most individual sites and groups of sites examined, odds ratio tests showed that there were high-quality comparison sites available, and regression to the mean was not an issue. The project team recommends a CMF of 0.85 for overall crashes and 0.78 for injury crashes for the conversion of a conventional intersection to an RCUT intersection. Based on those CMFs, the project team produced an estimated benefit-to-cost ratio of 3.6 to 1.0 when considering safety and operations or 2.6 to 1.0 considering safety only.

Safety Evaluation of Edge-Line Rumble Stripes on Rural Two-Lane Horizontal Curves

sam, 06/02/2018 - 20:25
Safety Evaluation of Edge-Line Rumble Stripes on Rural Two-Lane Horizontal Curves
by Himes,S; Gross,F; Persaud,B; Eccles,K.
2017.
US1 DTH680 2017E26 - MAIN


The Development of Crash Modification Factors (DCMF) program conducted safety evaluations of edge-line rumble stripes (ELRSs) on rural two-lane horizontal curves for the Evaluation of Low-Cost Safety Improvements Pooled Fund Study. This study evaluated the application of ELRSs on rural two-lane horizontal curves. ELRSs are a variation of common shoulder rumble strips used to alert drowsy or distracted drivers when they are leaving the travel lane to the right. ELRSs are installed with the edge-line pavement marking placed directly over the rumble strip. Geometric, traffic, and crash data were obtained at treated rural two-lane horizontal curves in Kentucky and Ohio. To account for potential selection bias and regression-to-the-mean, an empirical Bayes before–after analysis was conducted using reference groups of untreated rural horizontal curves with similar characteristics to the treated sites. The analysis also controlled for changes in traffic volumes over time and time trends in crash counts unrelated to the treatment. Owing to a small sample for the reference group in Kentucky and a simultaneous statewide curve warning sign upgrade program in Ohio, alternative reference sites were used to account for annual trends. The results for Kentucky indicated statistically significant reductions for total, injury, run-off-road (ROR), and nighttime crashes, with crash modification factors (CMFs) of 0.75, 0.64, 0.74, and 0.63, respectively. The results for Ohio indicated statistically significant reductions for all crash types, with total, injury, ROR, nighttime, and nighttime ROR CMFs of 0.79, 0.79, 0.78, 0.75, and 0.71, respectively. The two States’ results could not be combined because of the statewide curve signing program in Ohio. It is important to note that all crash types considered in this research excluded intersection-related and animal crashes. Benefit–cost (B/C) ratios were estimated to be 331:1 for Kentucky and 477:1 for Ohio. If ELRSs were used as a curve-specific treatment, the B/C ratio would likely be much smaller because of the higher installation cost; however, these results suggest that the treatment can be highly cost effective.

Safety Evaluation of Red-Light Indicator Lights at Intersections

mar, 05/01/2018 - 19:27
Safety Evaluation of Red-Light Indicator Lights at Intersections
by Himes,S; Gross,F; Persaud,B; Eccles,K.
2017.
US1 DTH680 2017S16 - MAIN|INTERNET


The Development of Crash Modification Factors program conducted the safety evaluation of red-light indicator lights (RLILs) at intersections for the Evaluation of Low-Cost Safety Improvements Pooled Fund Study. This study evaluated safety effectiveness of RLILs. RLILs are auxiliary lights mounted on signal heads, mast arms, or poles that are directly connected to a traffic-control signal. The RLIL activates at the onset of the red phase and allows an enforcement officer to observe red-light running from downstream of the intersection. This strategy is intended to reduce the frequency of crashes resulting from drivers disobeying traffic signals by providing a safer and more efficient means for police to enforce the red interval. Geometric, traffic, and crash data were obtained at treated four-legged signalized intersections in Florida. To account for potential selection bias and regression-to-the-mean, an empirical Bayes before–after analysis was conducted using reference groups of untreated four-legged signalized intersections with characteristics similar to those of the treated sites. The analysis also controlled for changes in traffic volumes over time and time trends in crash counts unrelated to the treatment. Results indicate statistically significant crash reductions for most crash types. Disobeyed signal crashes had an estimated crash modification factor (CMF) of 0.71. Total crashes, fatal and injury crashes, right-angle, and left-turn crashes had estimated CMFs of 0.94, 0.86, 0.91, and 0.60, respectively. The benefit-cost ratio estimated with conservative cost and service life assumptions was 92:1 for four-legged signalized intersections. The results suggest that the treatment, even with conservative assumptions on cost, service life, and the value of a statistical life, can be cost effective. In addition to the crash-related benefits, RLILs can improve the efficiency and safety of red-light running enforcement efforts. While this study did not evaluate the efficiency and safety impacts with respect to enforcement, it should be noted that RLILs do allow police to observe violators from a downstream position, eliminating the need for a second observer (upstream) and the need to pursue a violator through the red light.

Managing the Transition to Driverless Road Freight Transport

jeu, 03/01/2018 - 16:45
Managing the Transition to Driverless Road Freight Transport
by Veryard,D.
2017.
ZZ IEM_22 2017M17 - INTERNET


This report explores how a transition to driverless trucks could happen. Reduced reliance on humans to move road freight offers many benefits. It also threatens to disrupt the careers and lives of millions of professional truck drivers. Based on different scenarios for the large-scale introduction of automated road freight transport, this study makes recommendations to help governments manage potential disruption and ensure a just transition for affected drivers.

Guide de gestion des charges pour les chaussées à faible capacite

ven, 02/16/2018 - 21:27
Guide de gestion des charges pour les chaussées à faible capacite
by St. Michel,G; Reggin,A; Kavanagh,L.
2017.
CA6 ARH_90 2017L55Z - MAIN


Le Guide de gestion des charges pour les chaussées à faible capacité fournit une synthèse de pratiques canadiennes et internationales pour gérer les structures de chaussée à faible capacité dans des climats nordiques. Le guide inclut une série de pratiques exemplaires recommandées pour gérer ces chaussées en période de gel et de dégel ainsi que la gestion des chaussées tout au cours de l’année. Une base économique pour effectuer des décisions en matière de gestion des charges pour les chaussées à faible capacité est présentée dans le Guide. Le document renferme un cadre de soutien pour la prise de décision, qui peut être adapté pour toute administration routière canadienne afin de les aider à prendre des décisions économiquement justifiées et de restreindre les charges sur les structures de chaussée à faible capacité.

Lignes directrices nationales sur la sécurité en zone de travaux routiers au Canada

ven, 02/16/2018 - 21:27
Lignes directrices nationales sur la sécurité en zone de travaux routiers au Canada
by Rempel,G; Montufar,J; Patmore,K; Bahar,G; Smiley,A.
2016.
CA6 ARH_60 2016W59Z - MAIN


Il est nécessaire d’élaborer une source nationale de lignes directrices pour venir en aide aux organismes canadiens et à leurs entrepreneurs qui doivent créer des zones de travaux routiers sécuritaires pour les travailleurs et le grand public (une attention particulière devant être accordée aux usagers vulnérables de la route). Bien que ces lignes directrices doivent promouvoir des normes standard, elles doivent aussi demeurer flexibles pour tenir compte des facteurs politiques, législatifs et fiscaux uniques à chaque administration gouvernementale et reconnaître les différents codes de la route des provinces. De plus, les lignes directrices doivent être sensibles aux pratiques en zone de travaux routiers dans les États américains à proximité, vu l’interconnectivité des réseaux de transport canadiens et américains. Ce projet a donc pour but l’élaboration de lignes directrices encourageant l’utilisation de pratiques cohérentes au Canada en matière de zones de travaux routiers pour les routes de classifications différentes et en milieux différents (rural/urbain/suburbain, été/hiver, jour/nuit, etc.), les vitesses d’exploitation typiques (sans zone de travaux), les vitesses d’exploitation souhaitables (dans une zone de travaux – travailleurs sur place ou non), les débits et la composition de la circulation (par ex., les motos, véhicules commerciaux, etc.), l’âge des groupes d’usagers, l’aménagement du territoire adjacent, les conditions temporaires et variables de la chaussée (par ex., le frottement des pneus et la surface de contact avec des surfaces différentes pour les automobiles, les scooters, les motocyclettes, etc.), de même que la longueur et la durée de la zone de travaux routiers. La charge de travail des usagers de la route (dont les conducteurs et les usagers vulnérables de la route) ainsi que les attentes feront partie des lignes directrices. Les deux tâches principales du projet sont les suivantes : a) définir et résoudre les lacunes en matière de pratiques au Canada; et b) concevoir un ouvrage de référence encourageant l’uniformité nationale en ce qui concerne les usagers vulnérables de la route, la planification de la gestion, la gestion et la documentation des incidents, les audits de sécurité routière en zone de travaux (avant et pendant les activités dans la zone de travaux), ainsi que les détours et la gestion des actifs (dont l’accommodement des usagers vulnérables de la route). On s’attend à ce que ce document encourage une pratique plus uniforme en matière de sécurité en zone de travaux routiers au Canada dans différentes conditions d’exploitation. Ces lignes directrices fourniront des outils additionnels qui contribueront à une communication claire et uniforme aux usagers de la route en zones de travaux routiers. La pratique uniforme jette les bases sur lesquelles reposent les attentes des usagers de la route dans les zones de travaux routiers et leur habileté à répondre de façon appropriée selon leur expérience dans des situations semblables. La sécurité en zone de travaux routiers devrait s’améliorer à mesure que le contenu des présentes lignes directrices sera adopté et intégré aux pratiques municipales et provinciales à la grandeur du pays.

Canadian Guide to Traffic Calming

ven, 02/16/2018 - 21:27
Canadian Guide to Traffic Calming
by Solomon,H; Malone,B; Garcia,J; Bottesini,G; Hoeun,S; Chartier,G.
Second Edition.
2018.
CA6 ARH_65 2018C13 - MAIN


The Canadian Guide to Traffic Calming presents traffic calming as a method to reduce the speed and/or volume of non-local traffic infiltrating into neighbourhoods. The Guide explains principles of traffic calming, suggests a process for introducing and implementing traffic calming, and describes the applicability, effectiveness, and design principle for a wide range of traffic calming devices. The devices are categorized in terms of vertical deflection, horizontal deflection, roadway narrowing, surface treatment, pavement markings, access restriction, gateways, enforcement, education, shared space, and emerging technologies and measures.

Paver la voie: technologie et le futur du véhicule automatisé.

ven, 02/02/2018 - 20:33
Paver la voie: technologie et le futur du véhicule automatisé.
Le Comité sénatorial permanent des transports et des communications.
2018.
CA1 AA_100 2018D61Z - INTERNET


À la demande du ministre des Transports, le Comité sénatorial permanent des transports et des communications a mené une étude intitulée « La technologie des véhicules automatisés et son avenir : Paver la voie » portant sur les questions techniques et réglementaires liées à l’arrivée des véhicules branchés et automatisés (c.-à-d. sans conducteur). Le Comité a entendu 78 témoins venant du Canada et des États-Unis, a reçu un bon nombre de mémoires écrits de la part des différents secteurs touchés et a assisté à de nombreuses démonstrations de cette technologie qui évolue rapidement. Le Comité a formulé 16 recommandations à l’intention du gouvernement fédéral. Nous croyons que ces recommandations contribueront à établir une stratégie nationale coordonnée sur les véhicules automatisés et branchés.

Driving Change: Technology and the future of the automated vehicle

ven, 02/02/2018 - 20:25
Driving Change: Technology and the future of the automated vehicle
Senate Standing Committee on Transport and Communications.
2018.
CA1 AA_100 2018D61 - INTERNET


At the request of the Minister of Transport, the Standing Senate Committee on Transport and Communications undertook this study, “Driving Change: Technology and the Future of the Automated Vehicle”, on the regulatory and technical issues related to the deployment of automated (i.e. driverless) and connected vehicles. The Committee heard from over 78 witnesses from across Canada and the United States, received a number of written submissions from various sectors involved, and participated in many impressive demonstrations of this quickly developing technology. The Committee is making 16 recommendations to the federal government, recommendations we believe will help build a coordinated national strategy on automated and connected vehicles.

Guidelines for Defining and Measuring Urban Congestion

lun, 01/29/2018 - 21:05
Guidelines for Defining and Measuring Urban Congestion
by Hadayeghi,A; Izadpanah,P; Salek,S; Omrani,R; Hellinga,B.
2017.
CA6 ARH127 2017D25 - MAIN


Traffic congestion has become a major challenge in most urban areas. In recent years, the development of measures to mitigate traffic congestion has become a priority task for many road agencies. The objectives of the guidelines were to develop approaches for defining and measuring traffic congestion and identifying performance measures (indices) to quantify congestion as well as to provide guidance on how to use different data sources for measuring congestion and presenting traffic congestion information. The identification of congestion and its characteristics was the first step towards selecting appropriate mitigation measures. Based on the findings of the literature and jurisdictional survey, traffic congestion was defined and a range of performance metrics to measure and monitor traffic congestion were identified. The long list of indices adopted from the literature was evaluated against a number of criteria. The document provides a correlation matrix to assist practitioners in selecting the appropriate data collection method for measuring congestion in different applications. The guidelines also provide recommendations for selecting various tools to present congestion indices as well as a decision support tool to assist users in selecting the most appropriate congestion indices, data collection techniques, and visualization tools for their applications.

Application Guidelines for Speed Display Devices

mar, 01/23/2018 - 18:12
Application Guidelines for Speed Display Devices
by Ermatinger,V; Guglielmino,M; Kellner,S; Kozak,DA; Lovicsek,M; Otten-Andrew,M.
2017.
CA6 ARH_65 2017A63 - MAIN


Dynamic speed display signs are being used in many jurisdictions across Canada. The devices display the speed of passing vehicles, typically along with a sign showing the posted speed limit. Intended to increase driver awareness of speed limits and to provide instant feedback to motorists by displaying the actual speed being travelled, the devices have been found to be effective shortly following installation. The Application Guidelines for Speed Display Devices were developed to establish best practices and guidance for speed display devices design and application in the Canadian context for a variety of uses. The Guidelines enable and encourage uniformity in application of devices throughout Canada, and are intended to be a complementary detailed reference document, for use in conjunction with the Manual of Uniform Traffic Control Devices for Canada (MUTCDC).

Guide canadien de conception des carrefours giratoires

mar, 01/23/2018 - 17:11
Guide canadien de conception des carrefours giratoires
by Chartier,G; Eichenbaum,T; Jacobson,M; MacDonald,M; Ridding,C; Rodegerdts,L; Skene,M.
2017.
CA6 ARH_85 2017R52Z - MAIN


Au cours des dernières années, une prolifération de carrefours giratoires a été observée partout au Canada. À ce jour, il n’existe aucune source unique traitant de la conception, de la construction, du fonctionnement et de l’entretien des carrefours giratoires à l’intention des professionnels canadiens. Chaque région du pays a choisi de s’inspirer de différentes sources, y compris des lignes directrices d’autres pays. Le Guide canadien de conception de carrefours giratoires a pour objet de fournir des renseignements et des conseils sur la planification, la conception, la construction, le fonctionnement, l’entretien et la sécurité des carrefours giratoires au Canada. Le guide sert de document d’accompagnement au Guide canadien de conception géométrique des routes de l’Association des transports du Canada et fournit des directives spécifiques à l’utilisation et à la conception de carrefours giratoires.

Using GIS to Analyse Road Light Detection and Ranging (LiDAR) Data for Roadway Settlement and Asset Detection

ven, 12/22/2017 - 18:33
Using GIS to Analyse Road Light Detection and Ranging (LiDAR) Data for Roadway Settlement and Asset Detection
by Palsat,B; Law,Y; Riessner,M.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5186 - INTERNET


A GIS is classically defined as a system that inputs, stores, processes, analyses, and outputs geographic data. Advancements in processing tools and computing power have not changed the fundamental definition. This poster demonstrates how these elements of GIS, represented by the GIS Lifecycle Loop, can be used to analyze road LiDAR data for roadway settlement detection and asset identification.

Precast Concrete Inlay Panel Installation Method Evaluation (Poster)

jeu, 12/21/2017 - 22:36
Precast Concrete Inlay Panel Installation Method Evaluation (Poster)
by Pickel,D; Tighe,SL; Fung,R; Lee,S; Smith,P; Kazmierowski,T; Snyder,M.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5185 - INTERNET


In recent years, the Ministry of Transportation of Ontario (MTO) has identified a need for a rehabilitation method that: a) has a long service life, b) can be installed in 8-hour construction windows, and c) can be installed reliably. Because of good success in past, PRECAST CONCRETE PANELS were identified as a promising option. Support conditions beneath panels are typically considered to be one of the primary considerations for a well-performing precast slab. During detailed design, three different designs differentiated by their support conditions were produced. A test section was constructed in September 2016 which incorporated each of the three designs. This study considers and evaluates the support conditions based on their construction, including input from the MTO and Dufferin Construction, who constructed the test section.

Investigation of Performance of Superpave Through Mechanistic-Empirical Approach, Field Evaluated Performance, and Laboratory Test Results: A Case Study for Ontario Highways (Poster)

jeu, 12/21/2017 - 22:36
Investigation of Performance of Superpave Through Mechanistic-Empirical Approach, Field Evaluated Performance, and Laboratory Test Results: A Case Study for Ontario Highways (Poster)
by Jannat,GE; Varamini,S; Tighe,SL.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5184 - INTERNET


Although Superpave provides pavement engineers with a method of selecting materials and designing for better performance, the prediction and evaluation of its performance is not integrated in agency pavement management systems (PMS). There is a need to investigate the realistic prediction of the performance of Superpave and how it is used in the pavement management system. The main objective of this research was to compare the distresses predicted by the Mechanistic -Empirical (M-E) approach to the field evaluated performance and Laboratory performance tests.

Field Evaluation of Portland Cement Concrete Pavement Surface Texture and Frictional Properties (Poster)

jeu, 12/21/2017 - 20:33
Field Evaluation of Portland Cement Concrete Pavement Surface Texture and Frictional Properties (Poster)
by Pickel,D; Liu,Q; Wafa,R; Tighe,SL; Fung,R.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5183 - INTERNET


This study looks at the initial surface texture of three PCC pavements constructed in summer/fall of 2016 and compares with skid-resistance performance as measured by the British Pendulum Test (BPT).

Feasibility of Concrete Overlays as a Rehabilitation Strategy on Municipal Roads - City of Hamilton (Poster)

jeu, 12/21/2017 - 20:33
Feasibility of Concrete Overlays as a Rehabilitation Strategy on Municipal Roads - City of Hamilton (Poster)
by Wafa,R; Tighe,SL.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5182 - INTERNET


Residential streets within the City of Hamilton have composite pavements that require a rehabilitation solution. Composite pavements are usually maintained using a mill-and-replace strategy, however, due to joints in the underlying concrete pavement, reflective cracking through the asphalt is very common. Objectives of this study included assessing the feasibility of concrete overlays as a resurfacing/maintenance strategy for the City of Hamilton to use on its municipal streets; developing a construction/implementation guideline for municipalities; and measuring key aspects such as construction cost, construction challenges, pavement durability, and required maintenance cost and frequency.

Comparison of Modern Concrete Pavement Performance Predictions, Thickness Requirements, and Sensitivity to Joint Spacing (Poster)

jeu, 12/21/2017 - 20:33
Comparison of Modern Concrete Pavement Performance Predictions, Thickness Requirements, and Sensitivity to Joint Spacing (Poster)
by Rodden,R; Ferrebee,E; Sullivan,S; Covarrubias,JP; Nantasai,B.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5181 - INTERNET


More than 25 design methods exist for jointed plain concrete pavements (JPCPs) --Many are based on the 1950s AASHO Road Test, including AASHTO 93 and CHAUSEE2 --The prominence of these methods created an expectation for JPCP thicknesses Modern JPCP design methods in North American are: --Founded in mechanistic (M) principles such as finite element analyses and; --Supplemented with empirical (E) calibration to field performance to increase the accuracy of key performance predictions of importance to owners and users, such as: Cracking in slabs, Faulting in joints, and International Roughness Index (IRI). This study extends prior work that compared AASHTO 93, Pavement ME, and StreetPave to illustrate the breadth of design variables considered and the sensitivity of required JPCP thickness to traffic magnitude, the use of dowels, concrete flexural strength, concrete modulus of elasticity, edge support, design reliability, and k-value

Winnipeg's Southwest Transitway - Navigating the P3 Procurement Process

ven, 12/15/2017 - 21:37
Winnipeg's Southwest Transitway - Navigating the P3 Procurement Process
by Peters,TJ; Taylor,R; Cooper,C.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5180 - INTERNET


Stage 1 of the Southwest Transitway, the initial phase of the City of Winnipeg’s rapid transit network, opened for service in April 2012 providing fast, frequent, reliable service without transfer for most passengers travelling between the southwest part of the City and downtown. The City’s next rapid transit project, Stage 2 of the Southwest Transitway, will extend the transitway southerly to the University of Manitoba. The Southwest Rapid Transitway (Stage 2) and Pembina Highway Underpass Project (SWT2) includes the construction of 7.6 km of exclusive transitway runningway and active transportation paths; six transitway and three rail structures; a noise attenuation wall; two land drainage pump stations; eight rapid transit stations; park and ride facilities; extensive utility and rail relocation works; and reconstruction and widening of the Pembina Highway Underpass. Advancing SWT2 from functional design to construction required the collaboration of engineering specialists, procurement lawyers, and financial advisors. This paper focuses on the engineering aspect of 1) the preparation of the business case and value for money assessment (VFM) for a PPP Canada funding application; 2) preparation and evaluation of the request for qualification (RFQ); 3) preparation and evaluation of the Request for Proposal (RFP), and 4) finalization of the project agreement (PA) for SWT2. The business case and VFM assessment compared a Design, Build, Finance, (operate), and Maintain (P3) procurement against a traditional Design-Bid-Build approach. The engineering aspect for this process included preparation of detailed capital cost estimates. Due to the nature of SWT2, PPP Canada’s Schematic Estimate Guide was not directly applicable (typically used for vertical infrastructure) so a modified costing format was developed. Following confirmation of the P3 procurement method and project funding, an RFQ was issued that prequalified three Proponents. The RFP issued to the Proponents was separated into two main parts: 1) RFP (bidding instructions); and 2) PA (project contract) that detailed the terms of the project delivery. Engineering services provided during the RFP open period included Proponent requests for information, participation in commercially confidential design meetings, modifying the PA to facilitate Proponent innovations, and assistance in the evaluation of technical submissions. The Government of Canada is contributing up to $91.2 million through the PPP Canada Fund while the Province of Manitoba and City of Winnipeg will contribute the balance of the Project costs. At a cost estimate of $467.3 million, this is the largest infrastructure investment undertaken by the City of Winnipeg to date.

Willingness-to-Pay Survey and Modelling for High Occupancy Toll Lanes: Case Study Higway 427, Toronto, Ontario

ven, 12/15/2017 - 20:37
Willingness-to-Pay Survey and Modelling for High Occupancy Toll Lanes: Case Study Higway 427, Toronto, Ontario
by Afaq,SS; Damodaran,S; Salek,S; Hadayeghi,A.
2017.
TAC 2017: Investing in Transportation: Building Canada's Economy - - 2017 Conference and Exhibition of the Transportation Association of Canada.
CA6 ARH_10 2017A5179 - INTERNET


High Occupancy Toll (HOT) lanes are considered as one of the traffic management strategies to efficiently utilize the available roadway capacity. In order to understand drivers’ reactions to the planned HOT lane along the Highway 427 corridor in the City of Toronto and estimate the value of time (VOT) and value of reliability (VOR), a web-based stated preference survey was carefully designed and conducted. Using Multinomial Logit (MNL) and Nested Logit (NL) models, the travellers’ willingness-to-pay was derived as the trade-off between travel time saved and toll incurred. The models were further estimated for different market segments.

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