A Framework for Automated Driving System Testable Cases and Scenarios
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Roundabout Planning, Design, and Operations Manual
Roundabout Planning, Design, and Operations Manual December 2015 Alabama Department of Transportation ROUNDABOUT PLANNING, DESIGN, AND OPERATIONS MANUAL December 2015 Prepared by: The University Transportation Center for of Alabama Steven L. Jones, Ph.D. Abdulai Abdul Majeed Steering Committee Tim Barnett, P.E., ALDOT Office of Safety Operations Stuart Manson, P.E., ALDOT Office of Safety Operations Sonya Baker, ALDOT Office of Safety Operations Stacey Glass, P.E., ALDOT Maintenance Stan Biddick, ALDOT Design Bryan Fair, ALDOT Planning Steve Walker, P.E., ALDOT R.O.W. Vince Calametti, P.E., ALDOT 9th Division James Brown, P.E., ALDOT 2nd Division James Foster, P.E., Mobile County Clint Andrews, Federal Highway Administration Blair Perry, P.E., Gresham Smith & Partners Howard McCulloch, P.E., NE Roundabouts DISCLAIMER This manual provides guidelines and recommended practices for planning and designing roundabouts in the State of Alabama. This manual cannot address or anticipate all possible field conditions that will affect a roundabout design. It remains the ultimate responsibility of the design engineer to ensure that a design is appropriate for prevailing traffic and field conditions. TABLE OF CONTENTS 1. Introduction 1.1. Purpose ...................................................................................................... 1-5 1.2. Scope and Organization ............................................................................... 1-7 1.3. Limitations ................................................................................................... -
Snow & Ice Removal Plan
Snow & Ice Removal Plan Frequently Asked Questions How does the City prepare for winter weather events? Planning starts well before the first snowflake falls. In early November, the Public Works Department holds its annual Snow Equipment Inspection Day which includes inspection and inventory of equipment (trucks with plows and salt/sand spreaders as well as other auxiliary equipment) and supplies (stockpile of salt/sand and brine solution), in addition to personnel readiness training. What is the City’s snow and ice removal plan? When snow is in the forecast, the pre-treatment strategy is determined based on the forecast. If the event starts with dry conditions, certain roads and bridges may be pre-treated with brine solution (liquid salt). If the event starts with rain, such pre-treatment is ineffective and the operation begins with spreading salt/sand mixture on emergency routes and then branching off to other roads. The plowing operation typically begins when accumulation approaches 2” of snow. What roads does the City clear? There are more than 2,300 lane miles of roadway in Chesapeake. Due to limited resources, not every road will be treated. Roads are classified into a hierarchy and treated in the following order: Emergency Routes: These roads connect traffic flow to hospitals, interstates, and the neighboring cities, as well as providing essential north/south and east/west corridors across the City. Primary Routes: These are high-volume roads serving as significant travel ways and collection systems to the Emergency Routes. Secondary Routes: These are moderate-to-lower traffic corridors that channel traffic from neighborhoods to primary roads, or provide useful connections for travel and services. -
Road to Resilience Delivering a Robust Local Roads Network
Road to resilience Delivering a robust local roads network December 2018 Road to resilience | Delivering a robust local roads network 3 Foreword Local roads are often, rightly, described as the lifeblood of local Balfour Beatty has a proud history of working on roads of all sizes, economies across the country, keeping transport flowing around across the country. The local authorities we work with are doing towns and cities and supporting local supply chains. their utmost to ensure the resilience of their local roads and to repair the damage caused by the harsh winter. Indeed, according Unfortunately, they also bear the brunt of congestion, which can to the Local Government Association (LGA), local authorities fix a have a significant impact on the productivity – or otherwise – of pothole every 21 seconds1. Where our local authority partners have those local economies, and on air quality, due to the needless secured additional capital investment for their roads, we have emissions from vehicles waiting in queues. The difference seen a reduction on revenue expenditure, and public satisfaction between the condition of local roads and the Strategic Roads improving. The money announced at the Autumn Budget will Network (SRN) is now significant in some areas, and is noticeable therefore be extremely welcome. to motorists. It will of course be important to ensure that this much-needed The backlog of maintenance on these roads, due to years of extra money is made to go as far as it can – that advances in underinvestment, is made worse by pothole problems which technology are capitalised on and that local authorities and the arise after harsh winters, further squeezing already constrained industry work together as closely as possible to drive efficiencies. -
Emerging Mobility Technologies and Trends
Emerging Mobility Technologies and Trends And Their Role in Creating “Mobility-As-A-System” For the 21st Century and Beyond OWNERSHIP RIGHTS All reports are owned by Energy Systems Network (ESN) and protected by United States copyright and international copyright/intellectual property laws under applicable treaties and/or conventions. User agrees not to export any report into a country that does not have copyright/ intellectual property laws that will protect ESN’s rights therein. GRANT OF LICENSE RIGHTS ESN hereby grants user a non-exclusive, non-refundable, non- transferable Enterprise License, which allows you to (i) distribute the report within your organization across multiple locations to its representatives, employees or agents who are authorized by the organization to view the report in support of the organization’s internal business purposes; and (ii) display the report within your organization’s privately hosted internal intranet in support of your organization’s internal business purposes. Your right to distribute the report under an Enterprise License allows distribution among multiple locations or facilities to Authorized Users within your organization. ESN retains exclusive and sole ownership of this report. User agrees not to permit any unauthorized use, reproduction, distribution, publication or electronic transmission of any report or the information/forecasts therein without the express written permission of ESN. DISCLAIMER OF WARRANTY AND LIABILITY ESN has used its best efforts in collecting and preparing each report. ESN, its employees, affi liates, agents, and licensors do not warrant the accuracy, completeness, correctness, non-infringement, merchantability, or fi tness for a particular purpose of any reports covered by this agreement. -
Michigan Strategic Fund
MICHIGAN STRATEGIC FUND MEMORANDUM DATE: March 12, 2021 TO: The Honorable Gretchen Whitmer, Governor of Michigan Members of the Michigan Legislature FROM: Mark Burton, President, Michigan Strategic Fund SUBJECT: FY 2020 MSF/MEDC Annual Report The Michigan Strategic Fund (MSF) is required to submit an annual report to the Governor and the Michigan Legislature summarizing activities and program spending for the previous fiscal year. This requirement is contained within the Michigan Strategic Fund Act (Public Act 270 of 1984) and budget boilerplate. Attached you will find the annual report for the MSF and the Michigan Economic Development Corporation (MEDC) as required in by Section 1004 of Public Act 166 of 2020 as well as the consolidated MSF Act reporting requirements found in Section 125.2009 of the MSF Act. Additionally, you will find an executive summary at the forefront of the report that provides a year-in-review snapshot of activities, including COVID-19 relief programs to support Michigan businesses and communities. To further consolidate legislative reporting, the attachment includes the following budget boilerplate reports: • Michigan Business Development Program and Michigan Community Revitalization Program amendments (Section 1006) • Corporate budget, revenue, expenditures/activities and state vs. corporate FTEs (Section 1007) • Jobs for Michigan Investment Fund (Section 1010) • Michigan Film incentives status (Section 1032) • Michigan Film & Digital Media Office activities ( Section 1033) • Business incubators and accelerators annual report (Section 1034) The following programs are not included in the FY 2020 report: • The Community College Skilled Trades Equipment Program was created in 2015 to provide funding to community colleges to purchase equipment required for educational programs in high-wage, high-skill, and high-demand occupations. -
Survey Results: Snow Removal Survey Info - This Survey Was Sent on Behalf of the City of Plymouth to the Flashvote Community for Plymouth, MN
For Governments For Residents Log In Sign Up FlashVote helps you make a difference in your community Survey Results: Snow Removal Survey Info - This survey was sent on behalf of the City of Plymouth to the FlashVote community for Plymouth, MN. These FlashVote results are shared with local officials Applied Filter: Response Time (ho… Started: 500 May 27, 2020 9:08am All Responses Ended: May 29, 2020 9:01am 1067 Participants for 250 Target Participants: Total filter: All Plymouth Participants 1067 0 1053 of 1785 initially invited 1 9 17 25 33 41 49 (59%) 14 others Margin of error: ± 3% Q1 In the previous winter (2018/2019) the City of Plymouth updated the Snow Plowing policy to trigger a snow emergency at 2 inches, down from 2 ½ inches. Below 2 inches, the City only plows major streets. During a snow emergency, all city streets are plowed curb-to-curb including cul-de-sacs, which can take 8 to 10 hours. And this winter (2019/2020), additional personnel were assigned to plow routes. Which best describes where you live? (1061 responses) Options Votes (1061) I live on the bulb/curve of a cul-de-sac on a local or residential street 33.2% (352) I live on a local or residential street, but not on the bulb/curve of a cul-de-sac 63.2% (671) I live on a major street 2.7% (29) Not Sure 0.8% (8) Votes 33.2% 63.2% 2.7% 0.8% 0% 20% 40% 60% Percent Q2 Please rate your satisfaction with the timeliness of snow removal in Plymouth as a whole this winter: (1041 responses) Options Votes (1041) Very Dissatisfied (1) 1.8% (19) Dissatisfied (2) 7.0% (73) Neutral -
A Study of Occurrence of Potholes and Washboards on Soil-Aggregate Roads EUGENE Y
A Study of Occurrence of Potholes and Washboards on Soil-Aggregate Roads EUGENE Y. HUANG, Associate Professor of Civil Engineering, University of Illinois This report presents the results of a study aimed at determining some of the circumstances associated with the occurrence of potholes and washboards on soil-aggregate roads. The study consisted of a statistical analysis of the qualitative data obtained from a road condition survey involving road surfaces of the coarse-graded aggregate type composed of mineral aggregate such as gravel or crushed stone and some binder material. Results of the study indicate that the occurrence of potholes and washboards was definitely associated with the volume of traffic, the type of surface material, and the drainage condition of the road surface. Although the findings are admittedly limited to the types and conditions of the roads studied, it is hoped that the data may be of value in further understanding the formation of potholes and washboards. • THE OCCURRENCE of potholes and washboards has long been a serious problem in soil-aggregate surfaces. These formations, however, have not been fully explained. Potholes on road surfaces are irregularly occurring, well-defined holes consisting of fairly deep cavities up to about 5 in. (Fig. 1). Washboards are transverse or nearly transverse waves on road surfaces, generally about 1 to 1/4 in. in amplitude andspaced about 2 or 3 ft apart (Fig. 2), regardless of the nature of material in which they occur. (Although typical formations of potholes and washboards are readily distinguishable, there are, however, numerous possibilities of transitional forms between these two typical forms.) Both potholes and washboards are conducive to surface impact and vibration, which contribute in a great measure to the rapid deterioration of the road surface as well as the vehicle itself. -
Electric Vehicle Roadmap
TABLE OF CONTENTS Acknowledgments ......................................................................................................... ii Introduction to the Roadmap ....................................................................................... 1 1. Our Focus .................................................................................................................. 3 1.1 Shared Vision and Mission ............................................................................................................ 3 1.2 Aspiration ...................................................................................................................................... 3 1.3 Guiding Principles ......................................................................................................................... 4 2. Our Action .................................................................................................................. 6 2.1 Roadmap Framework .................................................................................................................... 6 2.2 Opportunity Areas and Initiatives .................................................................................................. 6 2.2.1 Driving Charging Infrastructure Availability ...................................................................... 6 2.2.2 Driving Awareness ............................................................................................................ 8 2.2.3 Driving Innovative and Supportive Policies ..................................................................... -
Forensic Engineering & Project Experience
` Summary of Experience Since 2010, the President and Managing Member of CLM Engineering Associates, LLC, which concentrates its focus on forensic engineering/expert witness evaluations for the insurance industry and legal community. In addition, we offer construction management, civil engineering, value engineering and building inspection services. We have advised numerous clients with respect to their current and potential structural issues related to the acquisition and disposition of real estate (both residential and commercial), performed costs estimates/projections and have vast experience in performing quality assurance inspections for high-rise apartment buildings and rental communities in both Connecticut and New Jersey. Some of the recently (since November 2013) resolved forensic cases include the following : Expert for the Plaintiff Arruda vs. E & A Markets-Deposition was taken • Worker injured while operating scissor lift equipment inside a grocery store (SETTLED VIA MEDIATION). Schlemmer vs. Bethel Handyman Supply • Customer slipped and fell on sidewalk outside a hardware store of a retail/commercial shopping center (SETTLED). Trumbull Towers Management vs. MDC-Deposition was taken • Water main and associated service piping burst and lead to substantial commercial office building damage within a large city in the State of Connecticut (SETTLED). Marchetti vs. Branson Ultrasonic Corporation Security officer was severely injured while working the night shift in order to avoid a deer she inadvertently rammed into a concrete supporting base for a parking lot lighting fixture (JURY TRIAL IN FAVOR OF THE DEFENDANT-DRAFTED A FORENSIC REPORT BUT WAS NOT DEPOSED NOR DID I TESTIFY). Expert for the Defense Ford vs. St. Francis Hospital, Turner Construction, et al. -
SAE International® PROGRESS in TECHNOLOGY SERIES Downloaded from SAE International by Eric Anderson, Thursday, September 10, 2015
Downloaded from SAE International by Eric Anderson, Thursday, September 10, 2015 Connectivity and the Mobility Industry Edited by Dr. Andrew Brown, Jr. SAE International® PROGRESS IN TECHNOLOGY SERIES Downloaded from SAE International by Eric Anderson, Thursday, September 10, 2015 Connectivity and the Mobility Industry Downloaded from SAE International by Eric Anderson, Thursday, September 10, 2015 Other SAE books of interest: Green Technologies and the Mobility Industry By Dr. Andrew Brown, Jr. (Product Code: PT-146) Active Safety and the Mobility Industry By Dr. Andrew Brown, Jr. (Product Code: PT-147) Automotive 2030 – North America By Bruce Morey (Product Code: T-127) Multiplexed Networks for Embedded Systems By Dominique Paret (Product Code: R-385) For more information or to order a book, contact SAE International at 400 Commonwealth Drive, Warrendale, PA 15096-0001, USA phone 877-606-7323 (U.S. and Canada) or 724-776-4970 (outside U.S. and Canada); fax 724-776-0790; e-mail [email protected]; website http://store.sae.org. Downloaded from SAE International by Eric Anderson, Thursday, September 10, 2015 Connectivity and the Mobility Industry By Dr. Andrew Brown, Jr. Warrendale, Pennsylvania, USA Copyright © 2011 SAE International. eISBN: 978-0-7680-7461-1 Downloaded from SAE International by Eric Anderson, Thursday, September 10, 2015 400 Commonwealth Drive Warrendale, PA 15096-0001 USA E-mail: [email protected] Phone: 877-606-7323 (inside USA and Canada) 724-776-4970 (outside USA) Fax: 724-776-0790 Copyright © 2011 SAE International. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, distributed, or transmitted, in any form or by any means without the prior written permission of SAE. -
Viscosity Resin for Reinforcing Pothole Patching Materials
NIST Civil Infrastructure Showcase 3-14-14 Gaithersburg, MD Development of High-Toughness, Low- Viscosity Resin for Reinforcing Pothole Patching Materials BruinPatch, Inc. A UCLA Startup for Improving National Infrastructure Larry Carlson UCLA Institute for Technology Advancement President, Bruinpatch, Inc. [email protected] (818) 970-5532 Engineering Institute for Technology Advancement Product Product: A long lasting pothole repair method that utilizes a low viscosity resin, a patented catalyst and UCLA’s patented approach Integrated Dual Phase Approach Porous asphalt with Top Phase: infiltrated DCPD layer • Moisture resistant • High toughness Interface • Durable, rutting resistant Densely compacted Bottom Phase: asphalt layer • Compacted standard materials • Low Cost Cross-section DCPD Resin Curing Schematic illustration of aggregate-asphalt mix Ring-opening Metathesis Polymerization infiltrated with DCPD and formed a hardened continuous network within • Capable of infiltrating into the voids, and Reduction of continuous and interconnected voids • Reinforce the continuous phase of the aggregate composites Curing Profile cold mix 160 'C Interface of cold mix and D2 mix 120 D2 160 'C 1.5 min 100 4 min 80 60 Surface of cold mix Temperature 'C 40 Resin added 20 0 2 4 6 8 10 12 Time Minute Curing profiles were recorded by measuring temperature profile on the surface and at the interface of the porous mix and dense mix. Catalyst Development 180 160 180 C831 0 TPP 140 C831 160 -20'C to RT C727 0.03% TPP -11'C -3'C 140 120 0 TPP -5'C 120 -
Driving on Black Ice
DRIVING ON BLACK ICE If you want to get technical, black ice should really be called "clear ice." Because black ice forms with very few air bubbles, it's virtually transparent and much harder to see than normal ice. Drivers usually mistake black ice for wet pavement, so they're often totally unprepared to react to the slippery conditions. One study found that driving on black ice was five times more dangerous than driving in normal conditions. Stopping on black ice takes nine times longer than normal Studded tires and snow chains can help you stop faster, but not by much. Making matters worse, black ice can form when you least expect it. A snowfall may have melted days before, but the roads can still have patches of black ice waiting to send your car out of control. Black ice is more likely to cause problems in the mornings and at night when temperatures drop. You should be particularly wary of driving over bridges and overpasses once freezing winter temperatures kick in, but black ice also can form on shaded sections of the road. Besides driving slowly and carefully, there's not much else you can do when you find yourself on black ice. If you're fortunate, the highway department will have treated the roads with salt or sand, but even then your car's stopping distance and handling will be impaired. Black ice is so dangerous because it is almost invisible. The road surface looks bare and dry, and the driver feels safe driving at normal speeds. These are some road conditions which might suggest black ice: 1.