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 Transportation reserch board is...
 Winning support within
 How to save 4.2 million a year
 New products
 Updates
 Announcements






Group Title: McTrans newsletter
Title: McTrans newsletter. Vol. 11 No. 2.
ALL VOLUMES CITATION PDF VIEWER THUMBNAILS PAGE IMAGE ZOOMABLE
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Permanent Link: http://ufdc.ufl.edu/UF00078185/00002
 Material Information
Title: McTrans newsletter. Vol. 11 No. 2.
Series Title: McTrans newsletter
Physical Description: Serial
Language: English
Creator: Center for Microcomputers in Transportation, College of Engineering, University of Florida
Publisher: Center for Microcomputers in Transportation, College of Engineering, University of Florida
Publication Date: December 1996
 Subjects
Subject: University of Florida.   ( lcsh )
Spatial Coverage: North America -- United States of America -- Florida -- Gainesville
 Record Information
Bibliographic ID: UF00078185
Volume ID: VID00002
Source Institution: University of Florida
Holding Location: University of Florida
Rights Management: All rights reserved, Board of Trustees of the University of Florida

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Table of Contents
    Transportation reserch board is coming
        Page 1
    Winning support within
        Page 2
        Page 3
    How to save 4.2 million a year
        Page 4
        Page 5
    New products
        Page 6
        Page 7
    Updates
        Page 8
    Announcements
        Page 9
Full Text



Center for Microcomputers in Transportation M Ci ra n
TM

Newsletter Volume 11 Number 2 December 1996
The World Interchange
Network (WIN) for the
Transfer of Road Technol-
ogy is a major vehicle for
knowledge exchange on a
global scale for the interna-
tional road community.
Drawing on cutting-edge
and proven technologies
WIN brings people with
transportation problems
together with people who
have solutions. Page 2.


is coming!


b te

See Page 3 for a new infra-
structure management tool,
PerfilMap, presented in an
OAS workshop hosted by
McTrans; and updates in
metrification status. Learn
how Richmond, VA saves
$4.2 million annually since
installing a new traffic signal
system, Page 4. There are
several New Products: EZVAL,
Estimax for Windows, METS,
PAVESPEC, Quick-HOV,
Road Surface Management
System'96, Signal 94 for
Windows, and Zaphers,
beginning on Page 6. Two
Updates, STRUCTURES
COBM and PLRF, and Traffic
Synchro appear on Page 8.
Coming events and training
are on the last page.


UNIVERSITY OF

SFLORIDA
Transportation Research Center


512 Weil Hall, PO Box 116585, Gainesville FL 32611-6585
(352) 392-0378
Messages 1-800-226-1013
McFax (352) 392-3224
McLink (352) 392-3225
E-mail mctrans@ce.ufl.edu
http://www-mctrans.ce.ufl.edu/









WINNING

SUPPORT

WITHIN


worlITERCHANGE


Cutting edge technology with worldwide potential


A network of networks, WIN is or-
ganized to facilitate information
exchange among people who
share comparable environments
and common concerns. WIN adds
a new dimension to existing tech-
nology transfer efforts because it
enables individuals to communi-
cate directly rather than depending
on the exchange of written techni-
cal material.
Central to the conceptof WIN is
that the best way to share informa-
tion is to interact cooperatively on
the level that best suits the situa-
tion-local, regional, national or
international. Using similarities in
climate, terrain and economy, WIN
can match technical experts with
those seeking information. In
short, WIN puts those with infor-
mation needs into direct contact
with colleagues who have solved
the same, or similar, problem.
WIN is an important development
for both individuals and technology
transfer efforts. By promoting the
exchange of road-related informa-
tion and knowledge on a global
scale, the dissemination and


implementation of technology is
accelerated. The global reach of
the network makes it readily avail-
able to developed, developing and
transitional countries alike. The
benefits reaped through this world-
wide association is more than im-
proved access to road expertise. It
also complements research and
development efforts and fosters
goodwill throughout the transpor-
tation community.
From concept to WIN in just
two years
The World Interchange Network
for the Transfer of Road Technol-
ogy was approved in principle at
the October 1993 PIARC Execu-
tive Committee meeting in
Copenhagen and was formally
launched in the November 1994
Executive Committee meeting in
Madrid.
WIN was demonstrated at the
World Road Congress held in
Montreal, September 3 to 9, 1995.
Using computers and databases,
conference participants were able
to sample the WIN network. Many
Congress participants took the


opportunity to ask questions
through WIN for which they re-
ceived prompt printed or faxed
answers for display. Some of the
resources available through WIN
represent more than 4400 publica-
tions and extracted bibliographies.
Last year WIN established a per-
manent Secretariat in Montreal. At
the moment, salaries of the staff
are paid by specific donations,
notably from the host province in
Canada.
Located at the World Trade Centre
in Victoria Square, a small office
will oversee WIN operations for the
next years, at least until the XXIst
World Road Congress in Kuala
Lumpur, Malaysia.
WIN communicates
technology
WIN was organized by PIARC to
connect existing technical ex-
change networks among institu-
tions in the public, private, aca-
demic and nonprofit sectors. Each
site, or location, is designated as a
node. The purpose of each node is
to foster communication by provid-


December







McTrans Hosts OASWorkshop 3


ing technical contacts for those
seeking information; the nodes do
not deliver consulting services.
For example, an individual or orga-
nization seeking information can
contact a node through whatever
technology is most appropriate:
letter, telephone, e-mail, fax, or
Internet. Perhaps it is an inquiry to
the local node about the encroach-
ment of traffic into neighborhoods,
resulting in an out-of-state contact
who found traffic measures that
alleviated the problem. That con-
tract would recommend or provide
appropriate resources and infor-
mation.
Once a referral has been made, it
is up the client and expertto deter-
mine their best means of ex-
change. It might be a discussion
by phone ora fax of technical data.
If there is any charge involved, it is
worked out between the individu-
als. Additionally, this structure
keeps rules and bureaucracy to a
minimum and makes it easier for
all institutions involved to partici-
pate in road knowledge dissemina-
tion.
Turning the neighborhood traffic
issue into a problem solved, a
node in Australia contacted its
local node asking for information
on how others deal with a particu-
lar local traffic law or ordinance
within metropolitan areas. Within a
few hours, that node was able to
provide information on the corre-
sponding local laws in 24 major
U.S. cities.
The nodes serve the important
function of being intermediaries
who understand the community
around them, and they can bridge
the gap between cultural and lan-
guage differences to help bring
together those who can help each
other. In a sense, the function of
the nodes is a smart repackaging
of the question. They analyze the
request based on local conditions
and locate a contacts) within their
node or within another node.


Currently, there are 25 active
nodes worldwide, with others
scheduled to join. Their common
bond is the commitment to en-
hance the speed and facility with
which the technical advice is ac-
cessed. By combining their coop-
erative efforts, each node creates
a connection that expands its ca-
pability. This enhances both the
speed and development of new
ideas throughout the international
road community.
WIN forecasts true
global span
Although WIN is currently under-
going a 3-year trial period, the fu-
ture of WIN appears bright. The
nodes continue to improve their
databases and means of commu-
nications. Additional nodes are
expected to come on-line soon.
Although the success of WIN does
not depend upon highly technical
communication, it is likely that
printed materials, telephone, and
manual indexes and directories
will gradually give way to e-mail
and electronic indexes, as well as
the use of CD-ROM, electronic
bulletin boards, the World Wide
Web, computer file transfer, satel-
lite broadcasts, and video telecon-
ferencing.
To get involved, contact the WIN's
Secretariat in Montreal and join as
a full or corresponding member, or
visit their Web site for node and
other information.
World Interchange Network
Secretariat
393, St-Jacques West, Suite 620
Montreal, Quebec, Canada
H2Y1N9
Tel.: 1-514-844-9926
Fax.: 1-514-844-9602
Web site:
http://www.cam.org/~win/

Adapted from World Interchange
Network Debuts in Montreal, 1995.


During the last week of October McTrans hosted an Organization of Ameri-
can States (OAS) "Train the Trainers" workshop at the University of Florida.
The purpose of the workshop was to train future instructors in the use of a
new infrastructure management computer package called PerfilMap.
PerfilMap is a tool for the analysis, planning and management of road infra-
structure data which generates natural hazard vulnerability profiles for road
components (road segments, bridges, drainage structures, overpasses, tun-
nels, etc.). PerfilMap uses a Geographic Information System (GIS) format to
overlay transportation infrastructure data with natural hazard maps, generat-
ing a management tool of multi-thematic information analysis capabilities.
The participants, who came from seven different Latin American countries
(Argentina, Colombia, Costa Rica, Chile, Ecuador, Panama and Peru) will be
responsible for training other professionals in their home countries. During
the workshop they discussed the importance of the reliability and security of
transportation corridors in fulfilling the promise of economic expansion and
improved quality of life in developing countries.
The software program PerfilMap was presented by the Project for the Reduc-
tion of Vulnerability to Natural Hazards of the Road Network in Central
America and the Andean Countries (referred to as the OAS-ECHO-PIH
Project). The Project was carried out from September 1995 through October
1996 by the Unit of Sustainable Development and Environment (formerly the
Department of Regional Development and the Environment) of the OAS, in
conjunction with the Pan American Institute of Highways (PIH), and with the
financial support of the European Community Humanitarian Office (ECHO).
The project is a contribution to the International Decade for Natural Disaster
Reduction 1900-2000 (IDNDR).
PerfilMap was developed with the considerable assistance of the Instituto
Superior de Ingenieria del Transporte (ISIT), a PI H center at the University of
Cord6ba, Argentina. The beta version of PerfilMap was tested in a number of
workshops presented by the OAS-ECHO-PIH project in South and Central
America to verify its applicability and reliability in the generation of vulnerabil-
ity to natural hazard profiles for the transportation sector.
PerfilMap will be available from McTransin the near future. For more infor-
mation you may contact Mc Trans.-Mc Trans






METRIC: What's Going On?
Did you know that 41 state highway agencies will take bids on an
estimated $2.5 billion metric construction projects in 1996? In 1997,
bids will be taken for $9.2 billion in metric construction projects; $13
billion will be let in 1998!
To find out more about this and other metric news,
visit the Metrication Clearinghouse Online at:
http://tti.tamu.edu/metric
On their website you'll find:
* AASHTO's Metrication Newsletter
* A Searchable Database of Metric Publications
* Key Metric Contacts-state, FHWA, federal agency,
and AASHTO metric coordinators
* Links to other Metric Sites
* Clearinghouse Publications:
Metric Conversion Status of State Highway Agencies
Geometric Design Standards
* Status of Metric Legislation

Browse On By!
The purpose of the Clearinghouse is to educate the
transportation community, as well as the public at large about what
metrication means to them. It is a service of the American Associa-
tion of State Highway and Transportation Officials.


December








HOWTO


SAVE $4.2


MILLION


YEAR



Stephen D. Hetrick, P.E. and
B. Curtis McCollough Jr., P.E.
evaluate the benefits of a new
traffic signal system in Rich-
mond, Virginia.
Reprinted by permission from
the June 1996 issue of ITS
International newsletter.


In 1988, the city of Richmond, Vir-
ginia identified the need to evaluate
alternative methods of updating its
existing traffic signal control system.
Responding to a Technical Steering
Committee representing the city and
the Virginia Department of Transpor-
tation (DOT), Frederick R. Harris,
Inc. (FRH) recommended complete
replacement to reflect the opera-
tional deficiencies of the existing
equipment.
In April 1991, FRH was contracted to
provide engineering services for a
new system which was to be de-
signed to meet exacting perfor-
mance requirements in terms of de-
livering improved levels of traffic
operations (from both drivers' and
system operators' viewpoints), as
well as flexibility in use and for future
extensions and ease of monitoring
and maintenance. Now installed and
providing measurable benefits after
its first full year of operation, the sys-
tem runs from a specially-con-
structed control center in the lower-
level lobby of Richmond's City Hall.
The $4.7 million Richmond CBD
signal system includes 262 exist-
ing signalized intersections
.ro:uped into seven coordi-
nated timing sections. The
S largest group (50 percent),
Is in the core CBD and con-
sists of 181 pretimed inter-
sections most of which,
priorto the new installation,
ran on three-dial, electrome-
S chanical, pretimed control-
lers operating in coordina-
lion on a time-of-day basis
using three timing plans.
As an integral part of the
project, FRH developed
and installed new opti-
mized timing plans for all
the signalized intersec-
tions in the system. The
TRANSYT-7F signal
timing optimization pro-
gram was the primary
tool used to develop new
timing plans and, once all
Ihe input data had been
collected and coded for
entry, it was possible to
carry out simulations of the
existing signal timing and
calibrate the program to reflect
actual conditions.
FRH implemented the new timing
plans one section at a time, by add-
ing plans with new cycle lengths,
splits and offsets to the coordination
data for each intersection in the data-
base of the central computer. The
new coordination data was then
downloaded to the controller at each
intersection, and the system event
schedule altered to run the new
plans at the appropriate times.


As each new timing was imple-
mented, the signal operation was
checked by driving the network and
comparing the traffic flow, signal
phasing, splits and offsets with those
shown graphically on platoon pro-
gression diagrams (PPDs), which
combine time-space and flow-profile
diagrams to show progression
bands, queuing and vehicle-flow
densities for a given arterial route.
Each section was then observed for
several days, during which fine-tun-
ing adjustments were made to splits
and offsets, and this process contin-
ued until it was judged that the new
timing plans were working optimally.
Evaluation
Evaluation of the installed system,
once installed, was based on the
comparison of travel times, delays,
stops and fuel consumption before
and after implementation. Actual
data was collected for a 25 percent
sample of intersections through a
series of travel runs along four key
arterials chosen as being represen-
tative of geographical locations and
varying traffic conditions throughout
the project area: Broad Street East
End, Broad Street West End, Boule-
vard and Robinson.
The runs were made using a test
vehicle equipped with the MicroFloat
automated data collection and pro-
cessing system, specially developed
by FRH, which interfaces a laptop
computer with a distance measuring
device (in this case, a Nu-Metric's
distance-measuring computer) and
records elapsed time and distance in
memory. Runs took place at the
peak periods of 0700 hrs to 0900 hrs,
1130 hrs to 1330 hrs and 1600 hrs to
1800 hrs.
Using weighted values to calculate
the effects of longer periods, each of
the four routes evaluated experi-
enced reductions in travel time (be-
tween nine percent and almost 14
percent); in total delays (between 14
percent and 30 percent); and stops
(between 28 percent and 39 per-
cent). The morning peak on the
Broad Street West End route
showed the greatest improvements,
with reductions of nearly 30 percent,
nearly 50 percent and 60 percent
respectively.
Prior to the installation of the new
system, this sector consisted of sev-
eral signal-coordinated sections with
no overall coordinated timing in op-
eration between them. These sec-
tional boundaries have now been
removed.
The MicroFloat provides estimates of
average fuel consumption and ve-
hicle emissions, including carbon
monoxide, hydrocarbons and nitrous
oxides, using information based on


the relevant characteristics of accel-
eration, deceleration and stops (both
in number and duration). The fuel
consumption model was based on
data produced by the Federal High-
way Administration (FHWA), again
using weighted values, and the re-
sults show reductions of between 10
percent and 12 percent in fuel con-
sumption and between five percent
and 22 percent in emissions.
Estimates of the annualized system-
wide benefits are based on the fact
that the sections evaluated represent
some 25 percent of the total number
and are in intensive use for 250
working days per year. Annual sav-
ings are estimated at 326,020 ve-
hicle/hours of delays, 495,530 ve-
hicle/hours of total travel time, over
76 million stops and nearly 2.9 mil-
lion liters of fuel.
This adds up to a total estimated
annual financial saving, based on
combined reductions, of $4,224,567.
The calculation is based on values of
$5 per vehicle/hour saved (federal
minimum usage guidelines); $1.06
per vehicle stop (from the FHWA's
National Signal Timing Optimization
Project Summary Evaluation Report
of May 1982), and an average price
of $0.23 per liter of fuel (American
Automobile Association figure for
Virginia as of January 1996).
In addition to the savings to motor-
ists, the City of Richmond's Bureau
of Traffic Engineering now has a
system which provides a far greater
capability than the previous one. It
has the ability to monitor and control
every signalized intersection in the
CBD area, and to upload or down-
load new timing information from any
of the system intersections.
The system also has the inherent
capability of being expanded to ac-
cept additional intersections in the
future with minimal changes at the
control center. It can run multiple
timing plans for sections where traffic
patterns vary by time-of-day, and
provide for time-of-day or manual
selection to run these plans; provide
a smooth transition from one timing
plan to another; remove intersec-
tions from coordinated control to
isolated operation, either manually or
by time-of-day; and provide the ca-
pability to run specially prepared
plans to accommodate traffic head-
ing for or leaving special events in
the city.

Contact: Frederic R. Harris, Stephen
D. Hetrick, Fax: (703) 641-5649
Nu-Metrics, Barbara A. Kovell, Fax:
(412) 438-8769


December























January 12-16, 1997

Information is available on the Web at

http://www.nas.edu/trb/meeting/index.html

or call the TRB Annual Meeting Information Line, (202) 334-3472


/ I'


Be sure to stop by our
McTrans display at
TRB. Introduce
yourself and pick up
the latest copy of our
free catalog.
See you there!
(Bring your sleigh)


*


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Easy Vertical Alignment
for Windows
Easy Vertical Alignment for Windows
(EZVAL.WIN), Version 2.0 is a full
featured program concentrating on
evaluating vertical curves and
complete vertical alignments. The user
can enter any number of vertical
curves which make up a vertical
alignment. EZVAL.WIN allows the
user to perform calculations in U.S.
Customary units or in Metric (S.I.)
units. EZVAL.WIN can perform a code
check for the vertical curves in
accordance with the current AASHTO
criteria or the AREA criteria. The user
can also enter custom "K" values for
use in evaluating curves using the
AASHTO method. EZVAL.WIN
provides curve fitting features and will
calculate anything necessary for the
vertical curves. The program can print
detailed reports with a large number
of options as to what is included in the
reports. EZVAL.WIN can export the
alignment to a DXF file for easy import
into AUTOCAD or Microstation.
EZVAL.WIN can import and export
INROADS vertical alignment AASCII
files for each interface with INROADS.
EZVAL.WIN will save the user many
man-hours of effort the very first time it
is used. EZVAL.WIN comes with a
complete printed User's Manual.
EasyVertical Alignment, Ver. 2.0 for
Windows (#EZVAL.WIN) by Adam
West is available at LOS 7 for $70.


Estimax for Windows
Estimax for Windows, Version 1.01 is
a project records management
software for both owners and
contractors monitoring an awarded
contract. Other than monitoring a
project during its performance
(construction phase), Estimax also
serves as a quick estimating tool and a
paper-saving archive medium.
The main features of Estimax include:
Easy setup of a project due to the
general contact items database.
The program provides for mainte-
nance of a general contract items
database. The database has the
following fields: item number, item
description, unit, unit price, template,
and optional code. To quickly
assemble a new project, one can
select and import items from this


database to the new project. Selection
is done by clicking the mouse over
desired items. Thus, manual typing is
minimized in putting together the
contract items in a project.
Estimax's database and project
files may be accessed by other
database engines. Estimax's
database and project files are
Microsoft Access files, which may be
easily imported by other Open
Database Connectivity (ODBC)
databases like dBase, Paradox,
Oracle, Sybase, etc. Of course, MS
Access can access them directly.
Replaces bulky Estimate Books.
All data needed for audit purposes
are in Estimax's electronic files, and
detailed printouts may be made of any
item and for any period. Thus, manual
entries in binders and binders of
Estimate Books are no longer
essential. If paper reduction is sought,
Estimax with this feature, offers the
perfect opportunity.
Prints Estimates ready for
Owner-Contractor signatures. All
reports are printed with the 'final'
look. All estimates are printed with
subtotals and grand totals in the last
page. Simply add (or replace the last
(totals) page with) the signature page
to complete a document acceptable
by the accounting and finance office.
Estimax keeps track of 'over-
runs' and 'underruns' for each
item and for the project total.
Some of the reports generated by
Estimax are: (1) Project Estimates
(know exactly how much is due the
contractor, say, every 15 days), (2)
Most probable final estimate, with
overruns and underruns, (3) Final
Estimate, (4) Audit Trail Report (the
estimate book), (5) Quick cost
estimate, and (6) Bid Tab.
Estimax was designed for Windows
3.x, Windows 95 and Windows NT.
Estimax, Ver. 1.0 (#ESTMAX.WIN) by
LOBO DIGITAL is available at LOS 7
for $975.


METS
METS (Medio para la Evaluacion de
Temporizacion de Semaforos), a
Spanish version of WEST, is a
sophisticated tool that aids the traffic
engineer in the performance of a
variety of tasks related to the creation,


modification, and comparison of
alternate TRANSYT-7F signal timing
plans.
METS combines features of a
TRANSYT-7F preprocessor, a program
executor, and TRANSYT-7F post-
processor into a single package with a
common user interface.
So why use METS? METS differs from
other signal timing programs in a
variety of aspects. While METS offers
a unique, real-time signal offset editor,
this editor is not as mature as those
offered by TSPP Draft or Synchro.
While METS offers features for
creating initial T7F data files, these
features are not as mature as those of
EZ-TRANSYT or PRE-TRANSYT.
METS was designed for the traffic
engineer who uses TRANSYT-7F on a
frequent basis. METS allows the direct
editing of the raw T7F cards. The
specific representations of various
intersection geometries are not hidden
behind glitzy screens. The user is not
required to adopt specific coding
assumptions of shared lanes or right
turn treatments that may be hard-
coded into other programs. METS
works with any link numbering
convention and/or coding assumption,
allowing METS to work with TRANSYT-
7F files created from other preproces-
sors.
METS provides numerous utilities to
"get the job done." The experienced
traffic engineering doesn't have time
to dig through numerous menus, or
learn coding tricks to "fake" the
program out. By working with the raw
T7F data file, the experienced
TRANSYT-7F user can get the job done
with a minimum of extra effort.
What differentiates METS from other
programs, however, is it's ability to
compare different TRANSYT-7F runs.
METS was specifically created to
address the problem of "what to do
after you run TRANSYT-7F." METS
generates special reports that allow
direct side-by-side comparisons of the
MOEs from different T7F runs,
allowing the user to examine the
tradeoffs between the individual
intersections, the routes and the system
as a whole. Using METS, the engineer
can answer questions like: "Should I
maximize bandwidth or minimize fuel
consumption?" or "Do these choices
really produce different timing plans?"


METS will run on any PC-compatible
computer capable of running
TRANSYT-7F and McT7F. METS will
run with any TRANSYT-7F data file,
whether created by METS or by other
preprocessor programs. The entire
METS interface (including online help,
menus and computer outputs) and the
METS Users Guide are written in
English and Spanish.
METS (#METS) is available at LOS 6
from McTrans for $200.
METS software is distributed with a
complete manual and quick-start
tutorial.

En Espanol
METS
METS (Medio para la Evaluaci6n de
Temporizaci6n de Sem6foros) es una
sofisticada herramienta para asistir a
los ingenieros de tr6nsito en la
realizaci6n de una series de areas
relacionadas con la creaci6n,
modificaci6n y comparaci6n de
diferentes planes de sincronizaci6n de
senales producidos por TRANSYT-7F.
METS combine atributos de un pre-
procesador de TRANSYT-7F, un
program ejecutor, y un post-
procesador de resultados de
TRANSYT-7F en un solo paquete, con
una interfaz de usuario comun a
todos.
Entonces, Por qu6 usar METS?. METS
se diferencia de otros programs de
sincronizaci6n de sem6foros en una
variedad de aspects. Mientras METS
ofrece un Inico editor de senales en
tiempo real, este editor no es tan
desarrollado como los ofrecidos por
programs como TSPP Draft o
Synchro. METS ofrece atributos que
permiten crear archives iniciales de
datos para T7F, aunque estos
atributos no son tan sofisticados como
los de EZ-TRANSYT o PRE-TRANSYT.
METS fue diseiado por un ingeniero
de tr6nsito quien es un usuario
frecuente del program TRANSYT-7F.
METS permit la edici6n direct de las
tarjectas de datos de T7F. Las
representaciones especfficas de varias
geometrfas de intersecciones no est6n
ocultas detr6s de pretenciosas
pantallas. El usuario no necesita
adoptar postulados de codificaci6n
especfficos de carries compartidos, o
tratamientos de giros a la derecha que
pueden estar directamente


December






















codificados en el program fuente en
el caso de otros paquetes de software.
METS trabaja con cualquier
convenci6n num6rica de tramosy/o
c6digos, permitiendo entonces utilizar
con TRANSYT-7F archives creados
con otros pre-procesadores.
METS proporciona numerosas
utilidades que permiten aumentar la
eficiencia del trabajo. Un ingeniero de
tr6nsito especializado no tiene tiempo
de pasear por numerosos menIes, o
aprender triquinuelas de codificaci6n
para "engahar" al program. Al
trabajar directamente con los archives
de datos "en bruto" (tarjetas) de T7F,
un usuario experimentado en
TRANSYT-7F puede realizar el trabajo
con un mfnimo de esfuerzo extra.
Lo que diferencia a METS de otros
programs, sobre todo, es su
capacidad de comparar diferentes
corridas de TRANSYT-7F. METS fue
especificamente creado para
solucionar el problema de "qu6 hacer
despu6s de correr TRANSYT-7F".
METS genera reports especiales que
permiten la direct comparaci6n, lado
a lado, de las medidas de eficiencia
de diferentes corridas de T7F,
permitendo al usuario examiner las
ventajas y desventajas entire las
intersecciones, las rutasy el sistema
como un todo. Usando METS, el
ingeniero puede responder cuestiones
como: "DDeberfa ser maximizado en
ancho de banda, o minimizado el
consume de combustible?", o "gEstas
opciones realmente produce
diferentes planes de sincronizaci6n?".
METS puede correr en cualquier
computadora PC-compatible con
capacidad para ejecutar TRANSYT-7F
y McT7F. METS puede usar cualquier
archivo de datos de TRANSYT-7F, sea
6ste creado por METS o por otro pre-
procesador. Toda la interfaz de METS
(incluyendo ayuda, mend y salidas) y
la Gufa del Usuario est6n escritas en
espahol, y tambi6n se encuentran
disponibles en ingl6s.
METS puede adquirirse a trav6s de
McTrans por $200 (d6lares
americanos).
El program METS se distribuye con el
manual complete y un tutor para un
r6pido comienzo.


PAVESPEC for the
Structural Design of
Interlocking Concrete
Pavements
PAVESPEC calculates base thickness'
under interlocking concrete pave-
ments. The program is derived from
the widely accepted 1993 AASHTO
Guide for Design of Pavement
Structures. The user inputs traffic, soils,
pavement materials, drainage, and
environmental data. The program
outputs pavement designs based upon
the calculated Structural Number
(SN). PAVESPEC includes a routine for
new pavement design and overlay/
inlays on existing pavements. The
software includes the Construction
Specifications Institute (CSI)
ManuSpec guide specification, and
SpecData product application
guidelines. The Windows based
program requires at least a 486
processor, 4K of RAM, and 3 MB of
disk drive space. PAVESPEC includes
two 3.5" disks, plus printed program
and technical documentation in a three
ring binder.
PAVESPEC (#PAVESPEC) by
Interlocking Concrete Pavement
Institute is available at LOS 7for $50.


QUICK-HOV
QUICK-HOV provides quick response
computations for predicting order-of-
magnitude HOV and mixed-flow
demand and traffic performance
resulting from new HOV lanes and/or
new eligibility requirements for
existing HOV lanes. The methodology
is designed to be applied by planners
and engineers with limited or no
access to or experience with regional
travel demand modeling. This software
is applicable to corridor, network, and
system level HOV demand analysis.
QUICK-HOV provides procedures for
predicting and evaluating the impacts
of HOV lanes on person demand,
vehicle demand, auto occupancy,
congestion, delay, and air quality. The
methodology does not provide for the
analysis of the impacts of congestion
pricing and tolls; however, the effects
of ramp metering can be incorporated
into the impact analysis. The program
evaluates the impacts of HOV lanes
for a single direction of travel over a


single peak period for freeways and
arterials. To analyze both directions of
travel, the model needs to be run for
each direction.
QUICK-HOV also provides an
appropriate estimate of the number of
new HOW's and non-HOV's that
might have come from a parallel
facility. This estimate of vehicles
attracted from parallel facilities is used
to compute an "air pollution" credit for
the facility that counteracts the air
pollution impacts of increased traffic
attracted to the HOV facility itself.
QUICK-HOV is designed to require
minimal input data through the
extensive use of defaultvalues and
assumptions. The program however
allows the user to over-ride these
assumptions and defaults if desired. It
can be used as a screening tool to
evaluate the impacts of HOV lanes for
opening day, short-term (six months to
a year) and long term (after one or
more years).
QUICK-HOV (#QUICKHOV) from
FHWA is available at LOS 1 for $250.
The documentation (QUICKHOV.D) is
available for $20.


Road Surface
Management System '96
Road Surface Management System
(RSMS) provides a means to inventory
and evaluate a multitude of possible
road surface distress characteristics
and places them into seven surface
distress categories. Based upon these
priority needs, typical repair strategies
are outlined, with associated prices
based on local information. Actual
repair strategies adopted will depend
upon local desires and may be
influenced by additional information
unique to the situation.
RSMS'96 adds to the functionality and
remains compatible with existing
RSMS systems. Databases created
with earlier versions of RSMS may be
imported into RSMS'96. RSMS'96
continues to operate under DOS and
requires minimal hardware (640KB of
memory) and will operate in network
environments. The user interface is
now graphical and conforms to
windows functionality and standards.


The most important improvements to
RSMS are in the area of system
adaptability or flexibility. The user
may modify or add to pavement types,
repair strategies, repair categories,
units of measure, distress types, road
priorities or importance. By adjusting
other system parameters, the user may
develop a wide range of alternative
maintenance strategy and budget
alternatives.
This new version (#RSMS) from the
University of New Hampshire is
offered at LOS 3 for $5 and $20 for
the updated documentation
(#RSMS.D).


SIGNAL 94 for Windows
The popular standardized intersection
capacity analysis, optimization and
design program, SIGNAL 94/
TEAPAC, has recently been released
by Strong Concepts as a new
Windows-based program. Like its
DOS predecessor which will continue
to be maintained and developed,
SIGNAL94 for Windows performs
complete phrasing and timing
optimization based on a faithful
implementation of the 1994 Highway
Capacity Manual Chapter 9
procedures. The optimization
balances the delay and level of service
(LOS) of the critical movements, with
an option to designate priority
movements and minimum LOS
thresholds for non-priority movements,
thus producing the "best possible
capacity analysis." It also has an
option to balance the v/c of the critical
movements in order to minimize the
intersection's delay. Phasing
optimization can be for any or all of
the 49 standard phasings which are
provided, with an unlimited number of
cycle lengths allowed. A user-specific
phasing may also be defined.
SIGNAL94 also computes a wide
range of additional measures of
effectiveness such as queueing, stops,
fuel consumption, CO emissions and
oversaturated delay. It can also share
its input data and results with other
TEAPAC programs like PREPASSR,
PRETRANSYT, PRENETSIM and SITE
for a comprehensive, integrated
project analysis, aswell as TURNS and
WARRANTS for multi-time period
analysis, all based on a single data
base of information.


December















updates/
/


SIGNAL94 is now available for
several Windows platforms. The
Windows versions have all the
features noted above (found in the
DOS version), plus a unique Visual
Mode which provides an intuitive,
graphical user interface as a true
Windows program. These versions
also provide a complete and fully-
indexed on-line user guide and
context-sensitive help. Data files are
fully interchangeable with the DOS
version of SIGNAL94, as well as with
all the other TEAPAC programs, either
DOS or Windows. The.WIN versions
will run on any of the Windows 3.x or
Windows 95 platforms; the.W95
versions will run on any of the
Windows 95 or Windows NT
platforms.
The Optimization version of SIG-
NAL94/TEAPAC Ver. 1.20 from
Strong Concepts (#TPCS94.2,
#TPCS94.2WIN and
#TPCS94.2.W95) is available at LOS
from McTransfor $695. The
Capacity-Analysis-Only version of
SIGNAL94/TEAPAC (#TPCS94.1,
#TPCS94.1WIN and
#TPCS94.1 .W95) is available at LOS
7for $395. Educational versions are
available for half price and demon-
stration versions are available for $5
(#TPCS94.DEM, #TPCS94.DEM.WIN
and #TPCS.DEM.W95). Registered
licencees of DOS versions of
SIGNAL94 may upgrade to a
Windows version at a reduced fee
directly from Strong Concepts.


Zaphers' Details and
Specifications for
Interlocking Concrete
Pavement and Concrete
Grid Pavements
Zaphers is a Windows based
program of 56 drawings and 7 guide
specifications for interlocking concrete
pavements. The program covers a
wide range of applications including
details for pedestrian, vehicular, roof,
port, and airport projects. All
drawings can be viewed and printed
in the program without using CAD.
Drawings can be exported as.DXF
files for changes in CAD, and the
guide specifications exported as text
files for editing to project conditions.
The specifications can also be edited in
the program and printed. Zaphers
requires Windows 3.1, a 386
processor or higher, and at least 4K of
RAM. The program includes one 3.5"
disk and instructions in a three-hole
punched folder.
Zaphers (#ZAPHERS) by Interlocking
Concrete Pavement Institute is
available at LOS 7 for $50.


STRUCTURES COBM and PLFR
Version 2.0 of structural analysis programs COBM (Continuous Beams) and
PLFR (Plane Frames) have been received by McTrans. These two programs are a
part of the STRUCTURES (see catalog for more information) series of six
comprehensive general purpose programs for the structural analysis of
supporting structures. Structures containing interior frictionless hinges may now
be modelled and analyzed by these two programs.
Also, the print routines have been enhanced to allow the printing of output to
either a file or to the printer. This allows the user to review results on the monitor
prior to printing a hard copy.
STRUCTURES COBM AND PLFR Version 2.0, (#COBM & #PLFR) by Harry J.
Graham is available at LOS 6 for $70 each.


Trafficware Announces Synchro 3
Trafficware, formerly Traffic Synchro Software, announces the release of
Synchro Version 3. Synchro 3 is an easy-to-use software package for analyzing
traffic signals. Synchro quickly generates timing plans and performs capacity
analysis. Synchro optimizes offsets and phase order for coordination. Synchro
has interactive time-space diagrams for viewing and modifying offsets. The time
space diagrams either show arterial bandwidths or show individual vehicles
stopping and moving. Data entry is easy with friendly Windows entry forms.
Synchro Professional version includes preprocessors for PASSER 2, TRANSYT
7F, and TRAF-N ETSIM. This allows data to be input once and used with all of the
popular timing packages. Synchro is used by over 250 agencies and consult-
ants.
New Features in Version 3 Synchro 3 is the first and only interactive
software package to analyze actuated signals. Our new Percentile Delay
Method is a major advancement over the Webster formula used by the Highway
Capacity Manual. The Percentile Delay Method is capable of analyzing and
optimizing Actuated, Semi-Actuated, and Actuated Signals in Coordination. The
Percentile Delay Method also has provisions for predicting delay at super
saturated intersections.
Synchro 3 features a new universal method for sharing data between traffic
software programs and hardware. Universal Traffic Data Format (UTDF) allows
multiple volume counts and timing plans to be analyzed at the same intersec-
tions. Agencies can use UTDF to centralize all of their traffic data and use it easily
with Synchro and other analysis packages. Consultants and planners can use
UTDF to set up networks. These networks can be used for performing capacity
analysis and coordination for different times of day, and different planning
alternatives.
Synchro 3 (#SYNCHRO) by Trafficware is available at LOS 7for $895.


update


Version Status


HCS 2.1d Complete
HYDRAIN 6.0 Complete
HY-8 6.0 Complete
NOTE: The HCS Patch is a cumulative process.
Patch "d" includes all changes in previous patches.


Available HCSPATCH.ZIP


Available
" aiiable


Registered users may upgrade
Registered users may upgrade


Package


Taqet


December


Distribution








announcements


discontinued

ITEMS

Pavecheck (#PAVECHEK),
Vertex CADalog (#VERTEX)
by Concrete Pavement
Institute and SAF-I (#SAF)
by Prototype Engineering
all have been removed from
distribution.


REQUEST


ART ICLES
(Receive Free Software!)
Mc Trans is creating a forum for
articles to include in our newsletters.
Articles that show the new and/or
innovative ways you have found to
apply our software in everyday
application, or relate to software
developed by FHWA, McTransor
state DOTS will be considered for
newsletter publication. AAP,
PASSER, HCS, TRANSYT-7F and
WHICH are some of the packages
widely used. Pass your discoveries
along to others! If we use your article,
you will be rewarded with $200
toward the purchase of software
from Mc Trans. Please contact
Bill Heitman at (352) 392-0378 or
e-mail: mctrans@ce.ufl.edu
for further information.


S-


Newsletter is published four times a year by the
Center for Microcomputers in Transportation, a program of the
Transportation Research Center, University of Florida,
Gainesville, FL, an equal opportunity/affirmative action institu-
tion. Graphic design and production provided by Gator
Engineering Publication Services, University of Florida.




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