Work Zone Mobility and Safety Program

Construction Analysis for Pavement Rehabilitation Strategies

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slide 1

FHWA – AASHTO Endorsement Product

CA4PRS Peer-Exchange Workshop

September 22, 2010

Eul-Bum (E.B.) Lee (Ph.D, PE, PMP)
Institute of Transportation Studies
Univ. of Cal. – Berkeley

slide notes

None.



slide 2

AGENDA

CA4PRS Introduction

Schedule Module

Traffic Module

Cost Module

slide notes

Four states participated in FHWA pool fund study to develop the tool. CA took the lead and used the CA4PRS in few locations.



slide 3

Challenge

AASHTO President (MO-DOT)

  • Transconomy:
    • No Transportation → No Economy
  • AASHTO Report: "Unlocking Freight" Demand-Supply unbalance ('80-'06)
    • 150% more traffic vs 15% highway capacity up
    • $63 billion of yearly user delay cost
  • Freight: Trucks carry 74% of loads
    • In 10 years: 1.8 mil more trucks
    • In 20 years: 50% more trucks than NOW

slide notes

Better Roads (Aug 2010): Freight Movement Crisis



slide 4

Highway Infrastructure Renewal & Impacts

  • Aging highway infrastructure needs renewal
    • State DOT 4-R projects; Renewal research-SHRP2
  • How to minimize the Impacts of WZ lane closures?
    • Quantify impacts to motorists and local businesses
    • FHWA 2008 WZ regulation: 23 CFR Part 630 Subpart J
    • Work-zone mobility and safety
    • State-wide process & project-level procedure: TMP
  • Integration approach: analysis tools to balance
    • Tolerable traffic delays in WZ
    • Faster construction delivery
    • Longer lasting pavements
    • Affordable agency budget
    • TRB: "Get-in, Get-out & Stay-out"

slide notes

Much of the urban freeway network in the United States was built between 1955 and 1970. All designed for 20 years of life. If we do the math, these pavements reached their design life between 1975 and 1990, and have been continuously maintained and rehabilitated since then.

Most of the rest of the highway network was completed by 1980. Again, 20 years design life being reached some years ago, maintenance and rehab since then.

As the underlying pavement structure continues to be damaged by traffic and the environment, the frequency of maintenance and rehab increases. This causes increased frequency of closures, which causes more delays and safety problems. And costs the agency more money.

Studies by Texas Transportation Institute in 2003 shows the impact of construction...



slide 5

CA4PRS Software Development and Nationwide Implementation

  • CA4PRS software development
    • Pooled-fund (CA, MN, TX, WA): UCB-FHWA-Caltrans
    • Help develop optimum construction-staging plans and TMP
    • Multi-discipline collaboration and teamwork building
  • FHWA Outreach
    • 2009 Market-ready Innovation and Technology Product
    • Arranged Free-group License for all 50 State DOTs
    • Trainings: 1,000 Engineers in 20 states, 10 universities
  • AASHTO Promotion
    • CAST: WZ Traffic Tools: 2007-2009
    • Exhibit, Presentation: AASHTO Committee, Conference
  • 2007 International Road Federation Award

slide notes

The tools allow the implementation of an integrated analysis process. This allows the analysis of a project with all stakeholders (each seeking to optimize one of the competing objectives) together.

What helps with this is to use an integrated project development work process instead of the traditioal sequential work process. Traditional process is: plan, traffic windows, design, construction in order. When a problem is found the project gets sent back upstream. In the integrated multi-discipline process have the planners, traffic engineers, designers, and construction and maintenance engineers all sit together, and work together using the tools to try different scenarios. This results in the "what-ifs" being analyzed ONE time. Minimizes rework, speeds project delivery.

Decisions are made on calculation of Traffic Delay, Agency Cost and User Delay Cost.

Traffic simulation software allows simultaneous and QUANTITATIVE analysis of construction schedule and traffic delay.

Can use traffic delay calculations to calculate appropriate schedule intensives and disincentives for contractors, so the agency isn't paying too much.



slide 6

CA4PRS Nationwide Promotion (2010)

Map of the US with each State color coded to indicate States with licnences and training funded by the pooled fund (WA, CA, MN, and TX); States with Licence and Training (UT, CO, OK, MO, AR, LA, MS, WI, IN, MI, OH, GA, FL, and MD) and States that want licence and training (OR, AZ, AK, IA, IL, MA, NY, PA, VA, NJ, and NC). The label on the map reads 'Hands-on Training Workshops: Caltrans + 20 DOTs (right arrow symbol) 1,100 engineers.'

slide notes

  • CA4PRS Implementation Follow-Ups for DOTs:
    1. Send the CA4PRS CD package to 50 DOTs (Design and Traffic Chief) – within 1 month.
    2. Provide 2-hour Webinar to DOTs (from March).
    3. Provide 1-day Introductory Training (visiting the State) (from March).
    4. Develop 4-hour Online Training Course (available from end of 2010).
  • CA4PRS has been used on the projects shown here. Three of them have been built. Selected information on them is presented in next slides.
  • The whole integrated process was used by Caltrans District 8 on I-15 Devore, including for public outreach efforts.
  • WA and MN DOTs have used CA4PRS for analyses for two corridor rehabilitations.


slide 7

CA4PRS Implementation Projects

No Route Location Type Project Cost Savings Distance Year Status
CA DOT (Caltrans) Projects
1 I-10 Pomona, D7 Rehab $16M $0.3M 1 mile 2000 Partially adopted
2 I-710 Long Beach, D7 Rehab $17M $1M 5 miles 2003 Adopted
3 I-15 Devore-I, D8 Rehab $16M $8M 3 miles 2005 Adopted
4 I-15 Devore-II, D8 Rehab $24M $4M 5 miles 2007 Adopted
5 I-15 Ontario, D8 Rehab $59M $5M 8 miles 2009 Adopted
6 I-280 Santa Clara, D4 CAPM $20M $2M 6 miles 2009 Not adopted
7 US-101 San Jose, D4 CAPM $27M $3M 7 miles 2009 Partially adopted
8 I-680 San Ramon, D4 Rehab $70M $1M 12 miles 2010 Partially Adopted
9 US-101 Ukiah, D1 CAPM $19M $2M 6 miles 2010 Partially adopted
10 I-5 Redding, D2 Rehab $50M – 14 miles 2011 Not adopted
11 I-80 Sacramento, D3 Rehab $92M $3M 9 miles 2011 Partially adopted
12 I-5 Sacramento, D3 Rehab $88M – 17 miles 2011 Partially adopted
13 SR-99 Elk Grove, D3 CAPM $21M $3.5M 14 miles 2010 Not adopted
14 I-5 Yolo/Colusa, D3 CAPM $25M – 24 miles 2010 Not adopted
15 I-5 Stockton, D10 Rehab $45M – 3 mile 2012 Adopted
Other State DOT Projects
16 I-5 Seattle, WA Rehab $5 – 2 miles 2005 Verification
17 I-494 St. Paul, MN Rehab $10M – 10 miles 2004 Verification
18 I-15 St. George, UT Rehab $16 $2M 8 miles 2010 Adopted
19 I-35 Oklahoma City, OK Rehab 2010 Verification

slide notes

None.



slide 8

CA4PRS Analysis Process

Decision tree for the CA4PRS analysis process.

slide notes

None.



slide 9

CA4PRS Comparison Alternatives

  • Pavement Design Alternatives
    • Rehabilitation Strategies
      • Rigid: JPCP, CRCP, Precast
      • Flexible: Overlay, Milling-filling AC, Full-depth AC
    • Variation: Cross-section, Mix, Base type
  • Work-zone Traffic Alternatives
    • Construction window: Night, Day, Weekend, Continuous
    • WZ Capacity Sensitivity: Lane width, Geometry, Trucks
    • Demand Sensitivity: No-shows and Detours
  • Constructability and Logistics Alternatives
    • Construction trucks: Loading & discharging cycle
    • Construction sequence: Site access
    • Constructability: Demolition methods, and Mix types

slide notes

The tools allow the implementation of an integrated analysis process. This allows the analysis of a project with all stakeholders (each seeking to optimize one of the competing objectives) together.

What helps with this is to use an integrated project development work process instead of the traditioal sequential work process. Traditional process is: plan, traffic windows, design, construction in order. When a problem is found the project gets sent back upstream. In the integrated multi-discipline process have the planners, traffic engineers, designers, and construction and maintenance engineers all sit together, and work together using the tools to try different scenarios. This results in the « what-ifs » being analyzed ONE time. Minimizes rework, speeds project delivery.

Decisions are made on calculation of Traffic Delay, Agency Cost and User Delay Cost.

Traffic simulation software allows simultaneous and QUANTITATIVE analysis of construction schedule and traffic delay.

Can use traffic delay calculations to calculate appropriate schedule intensives and disincentives for contractors, so the agency isn't paying too much.



slide 10

Concrete Pavement Cross-sections

Three side-by-side images of alternative pavement coss-sections. Cross section a) depicts milling filling AC, cross-section (b) depicts concrete slab replacement, and cross-section (c) depicts concrete slab and base reconstruction. (b) and (c) show thicknesses of the base, AB, SG, and concrete overlay, while(a) compares RAC-O and Type C depth and time.

CA4PRS Compares Cross-section Change Alternatives from SCHEDULE-TRAFFIC-COST

slide notes

None.



slide 11

Closure ↔ Access ↔ Production Full Closure for Concurrent Method

Scenario with full cosure for a concurrent reconstruction effort, On a roadbed with two lanes traveling north and two lanes traveling south, the two southbound lanes remain accessible while the northbound lanes undergo reconstruction. A graph shows that more closure with better access result in a faster schedule but higher delay.

slide notes

None.



slide 12

Closure ↔ Access ↔ Production Partial Closure for Sequential Method

Scenario with full cosure for a sequential reconstruction effort. On a roadbed with four lanes traveling south and four lanes traveling north, the left two northbound lanes remain open while the third lane, or the inside right lane, becomes an access area and the far right lane is reconstructed. A graph shows that less closure and limited access result in a slower schedule but less delay.

slide notes

None.



slide 13

Work-zone Traffic Delay Analysis Demand-Capacity (Macro-model): HCM 2000

Complex chart depicts cumulative number of vehicles (y-axis) and Time. Increased time correlates to increased capacity reduction.
  • Road user cost (RUC)
    • Delay cost: Queue-delay (traveler's time value)
    • Vehicle operation costs: maintenance, fuel, emission, crash
    • Detour cost: circuity or diversion (better in network analysis)

slide notes

None.



slide 14

CA4PRS WZ Traffic Module Inputs & Outputs (HCM Model)

  • Basic Input Data
    • Closure schedule inputs: from SCHEDULE module
    • 24 hourly traffic volumes
    • Lanes open (closure) schemes
    • User's Time values (vehicle cost)
    • WZ Capacity (Sensitivity) and Demand Management
  • Demand-management & Capacity-adjustment
    • Demand reduction: no-shows and detour
    • WZ capacity: Terrain, Truck, lane-width, lateral clearance
  • WZ Impact Analysis Outputs
    • Max queue length and Max delay per closure
    • Total Road User Cost
  • WZ Analysis Application
    • Evaluate TMPs and develop Lane closure charts
    • Contract: Incentives/Disincentive & A+B

slide notes

Federal Regulation Amendment 23 CFR Part 630 (Effective Oct 2007)

Caltrans has recognized this since the mid-1990s. Other states realize this as well. There is now a new federal regulation addressing this issue.

Regulation calls for a state-wide process outlined here, that includes development of procedures, performance data collection, training and process review.



slide 15

Screenshot of PEMS California dynamic map screen and a map of California with the Caltrans districts 1 through 12 identified.

slide notes

None.



slide 16

Screenshot of PEMS screen with a vehicle flow graph and an Excel spreadsheet with the downloaded data points from the graph.

slide notes

None.



slide 17

CA4PRS Estimate Agency (Project) Cost

  • Pavement Cost: Itemized unit-price and Qty
    • Materials (PCC, HMA, RAC, Pre-cast), Base, Subbase
    • Item unit-price from Bid-database
  • Non-pavement Cost: % of Construction-cost
    • Earth work cost; Drainage cost
    • Specialty (Retaining/Barrier), Storm-water (SWPPP)
  • Traffic Cost
    • TMP (COZEEP, I/D) and Traffic-handling, Outreach
  • Indirect Cost: % of Construction-cost
    • Minor, Mobilization, Supplemental, Contingency
    • Supporting: Agency (Plan, Design, Traffic, Construction)
  • Other Optional Cost
    • Structure and ROW

→ Project Cost

slide notes

The tools allow the implementation of an integrated analysis process. This allows the analysis of a project with all stakeholders (each seeking to optimize one of the competing objectives) together.

What helps with this is to use an integrated project development work process instead of the traditioal sequential work process. Traditional process is: plan, traffic windows, design, construction in order. When a problem is found the project gets sent back upstream. In the integrated multi-discipline process have the planners, traffic engineers, designers, and construction and maintenance engineers all sit together, and work together using the tools to try different scenarios. This results in the "what-ifs" being analyzed ONE time. Minimizes rework, speeds project delivery.

Decisions are made on calculation of Traffic Delay, Agency Cost and User Delay Cost.

Traffic simulation software allows simultaneous and QUANTITATIVE analysis of construction schedule and traffic delay.

Can use traffic delay calculations to calculate appropriate schedule intensives and disincentives for contractors, so the agency isn't paying too much.



slide 18

Screenshot of CA Bid Cost DB Website, available at: http://sv08data.dot.ca.gov/contractcost.

Caltrans Bid Cost DB Website: http://sv08data.dot.ca.gov/contractcost

slide notes

None.



slide 19

I-15 Devore PCC Reconstruction Project, 2005

  • 10 lane-mile of PCC Pavement were Rebuilt
  • TWO 8-day closures (Non-stop Construction)
  • Saved $8M Agency Cost!
  • It would take 10 month of Nighttime Closures

slide notes

I-15 notes:

Replacement of outer lane with thicker slab, doweled, new asphalt base. Inner truck lane was originally to also be replaced, but cost was too high. Instead had slab replacements. Centerline 3 mile section. Major corridor connecting LA to the mid-west. Also many commuters between high desert and the basin.

Traffic handling: used Moveable Concrete Barrier (MCB) to move all traffic onto one side of the freeway, freeing the other side for construction.

Major traffic to Las Vegas on Friday afternoon and returning on Sunday afternoon made 55 hour weekend closures not the optimal solution.

Schedule: two continuous 9 day closures.



slide 20

I-15 Devore Daily Traffic Patterns

  • Approximately 120,000 ADT (10% trucks)
  • Weekdays Commuters + Weekend Leisure

Chart showing vehicles per hour on the I-15 for each direction and weekdays and weekends. Expected work zone capacity is noted as 3,000, but the chart indicates that regular VPH reaches nearly 5,000 during peak periods.

slide notes

None.



slide 21

Two pie charts depicting the results of public opinion surveys taken before and after construction. Prior to construciton, when asked if they support 72-hour weekday closures, 64% said no; they would support nighttime or weekend closures only. Fourteen percent thought the project should be cancelled. After construction, 70 percent said they now support 'rapid rehab' projects

slide notes

None.



slide 22

CA4PRS on the Web (CD)

Screenshot of Caltrans web site featuring an article on CA4PRS.

http://www.dot.ca.gov/hq/research/roadway/ca4prs/index.htm

slide notes

None.



slide 23

CA4PRS Implementation in Project Life Cycle Process

  • Planning Stage (PSR/PA&ED): Scope and Priority
    • VE Analysis and Life-cycle Cost Analysis
  • Design Stage: PS&E & TMP packages
    • Working-days (CPM); Construction staging plans
    • TMP Report and Lane closure charts
  • Construction Stage
    • Validate contractor's work-plans and CCO
  • Upcoming Enhancement Modules
    • Currently V2.5: Schedule-Traffic-Cost for M & R
    • V3.0 Roadway Widening Module
    • V3.5 Bridge Replacement Module
    • V4.0 LCCA Interaction Module

slide notes

The tools allow the implementation of an integrated analysis process. This allows the analysis of a project with all stakeholders (each seeking to optimize one of the competing objectives) together.

What helps with this is to use an integrated project development work process instead of the traditioal sequential work process. Traditional process is: plan, traffic windows, design, construction in order. When a problem is found the project gets sent back upstream. In the integrated multi-discipline process have the planners, traffic engineers, designers, and construction and maintenance engineers all sit together, and work together using the tools to try different scenarios. This results in the "what-ifs" being analyzed ONE time. Minimizes rework, speeds project delivery.

Decisions are made on calculation of Traffic Delay, Agency Cost and User Delay Cost.

Traffic simulation software allows simultaneous and QUANTITATIVE analysis of construction schedule and traffic delay.

Can use traffic delay calculations to calculate appropriate schedule intensives and disincentives for contractors, so the agency isn't paying too much.



slide 24

More CA4PRS Information?

Contacts

Dr. E.B. Lee: UC Berkeley-ITS
(510) 665-3637
eblee@berkeley.edu

Ken Jacoby: FHWA Office of Asset Management
202-366-6503
Ken.Jacoby@dot.gov

Dr. Nadarajah Sivaneswaran (Siva): FHWA Turner-Fairbank
(202) 493-3147
n.sivaneswaran@dot.gov

Michael Samadian: Caltrans Research
(916) 324-2048
Michael_M_Samadian@dot.ca.gov

slide notes

Version 1.5 of CA4PRS has a Highway Capacity Manual type traffic analysis module available. Version 2.0 of CA4PRS (under development) will have the module embedded in the software with a good user interface, as well as the ability to analyze more construction scenarios. Contact Michael Samadian for more information.



slide 25

I-15 Devore Pre-construction Analysis CA4PRS Schedule-Traffic-Cost Comparison

Construction Scenario Construction Schedule: Total Closures Construction Schedule: Closure Hours WZ Traffic Max. Delay (Min) WZ Traffic Delay RUC) Cost ($M) Agency Cost ($M) Total Cost ($M)
One Roadbed Continuous (24/7) 2 400 80 5.0 25.0 30.0
72-Hour Weekday Non-stop 8 576 50 8.0 26.0 34.0
55-Hour Weekend Extended 16 880 80 14.0 27.0 41.0
9-Hour Nighttime Closures 230 2,100 50 7.0 31.0 38.0
8-Hour Nighttime Closures 300 2,400 20 3.0 33.0 36.0
7-Hour Nighttime Closures 410 2,900 10 1.0 35.0 36.0

slide notes

Agency cost savings are for construction cost and traffic handling ONLY. They do NOT include any calculation of Caltrans support costs.

Costs shown are for:

  • Project length was 3 miles, 1 truck lane reconstructed in each direction, 1 truck lane with slab replacements
  • Alternatives scenarios considered by integrated team
  • CA4PRS used to calculate schedules
  • Demand/Capacity; FREQ and Paramics traffic analyses to calculate road user delay, calculate delay costs
  • Paramics simulations and CA4PRS results used for public outreach meetings
  • Costs for each alternative shown
  • Project selected was first one: 1 Roadbed Continuous closure (2 closures, each 9 days)
  • This information was used for the public hearing and conveyed what Caltrans was trying to do (save $ and minimize total impact on public).


slide 26

Constructability Inputs: Truck-numbers for Demolition and Mix-type

  • PCC slab Saw-cut and Lift Method
  • PCC Slcab Cracking and Excavation Method
  • FSHCC (Nighttime): Ready-mixer Truck
  • PCC or RSC: End-dump Truck

slide notes

None.



slide 27

Milling (Cold-plane) Production Trend

Graph depicts milling depth (y-axis) and advance speed (x-axis). Milling depth is greater for granite aggregages, and less deep for limestone aggregates. The curve on the graph is wide, like a ribbon, and represents about a two-four mph range speed range. The curve beginns near the top of the graph close to the y-axis, and curves down and gently to the right, in the shape of the lower left portion of the letter U. The graph indicates that the outer edge of the band is representative of the speed at which hard asphalt is milled; the central area of the band represents the most common working range, and the inner edge of the swath represents soft asphalt.
(Note: Graph is for the Wirtgen W1900 Model)

()

slide notes

None.



slide 28

Roadway Elevation Change No-, Up-, or Down-elevation

Series of roadbed cutaways depicting the contents of the roadbed and how it changes depending on elevation. Under the no-change scenario, Milling and AC equal 6 inches, and the surface comprises Type C and OGAC concrete. Raising the elevation by 3 inches results in milling of 3 inches and AC of 6 inches; the road is still surfaced with Type C concrete and OGAC. Reducing the elevation by 4 inches requires a 10-inch mill, 6-inch AC, and a Type C concrete and OGAC over the existing aggregate base plus subgrade.

slide notes

None.



slide 29

CA4PRS Inputs Range

Screenshot of tables containing CA4PRS inputs.

slide notes

None.



slide 30

I-15 Devore WZ Capacity: Full-closure Dynamic Lane Configuration Using QCMB

Aerial photo of a zipper truck moving a row of moveable concrete barriers.

QCMB Operation Video

slide notes

None.



slide 31

Classification of Traffic Analysis Models Scale & Level of Detail

Bridging Gap: Transportation Planning and Traffic Operations

Chart depicts level of detail provided by various traffic simulation models (high to low) on x-axis, and the size of the geographical area (small to large) on the y-axis. Microsimulation tools, with high detail appropriate for small to medium-sized areas, include Paramics, AIMSUN, VISSIM, TransModeler, and CORSIM. Moderately detailed meso-simulation models for medium-sized areas include DYNASMART and DynamEQ. Low to moderately detailed macrosimulation tools for medium to large areas include FREQ, CA4PRS, and Synchro. Finally, Planning models with low detail for large areas include TransCAD, EMME/2, and TranPlan.

slide notes

None.



slide 32

I-15 Devore Simulation for TMP: Paramics Microscopic Network Traffic Analysis

Screenshot of a microscopic network traffic analysis screen.

slide notes

None.



slide 33

Vissim 3-D: Work-zone Lane-closure and Traffic-movement

Screenshot depicting a Vissim 3-D work-zone lane-closure and traffic-movement simulation.

slide notes

None.



slide 34

I-15 Devore AWIS

Chart shows the elements of the Devore automated work zone information system, which includes permanent changeable message signs linked to the District TMC, CCTV monitors linked to the I-15 Command Center shared with the District TMC, traffic monitoring stations, Portable changeable message signs, and the virgual transportation operations center (St. Paul), which includes a VTOC server, Hub, Wirless modems that connect to traffic monitoring stations and PCMS, and a link to the I-15 command center.

slide notes

None.



slide 35

Challenges: WZ Simulation Tools

  • Usability Challenges
    • Limited work zone behaviors: utilize incident functionality
    • Poor menu & interfaces for work zone configuration
    • Need complicated post-analysis process: time & costs
    • Weekend OD is not available: converted from Weekday data (peak-hour commuter traffic).
    • Not enough model for travelers' learning mechanism short-term vs long-term closures (user equilibrium)
  • Implementation Challenges
    • Require large amount of data and calibration: time – cost
    • User needs traffic and simulation knowledge (UE & SO)
    • Usually expensive license of commercial package
    • Oftentimes, outsourcing to consultants

slide notes

None.



slide 36

CA4PRS → LCCA Integration: I-15 HOT Widening

Views and cross sections of the LCCA integration. Diagram (a) shows the plan view of the existing NB roadway, with three GP lanes and left and right shoulders over a six-mile stretch. (b) shows the plan view afer widening, in which there is a new express (toll) lane on the left of hte GP lanes and a new, wider shoulder. (c) shows a cross-section of the Long-life (40 yr) PCCP, comprising AS Type II, ACB (HMA), and JCP (PCC). (d) shows a cross section of the standard-life (20 yr) ACP, comprising AS type II, AB Type II, HMA (A), and OGFC.

slide notes

None.



slide 37

I-15 Riverside Widening Life-Cycle Cost (30 analysis)

ACP needs $8M less Initial Cost, but $10M more LCC than PCCP

Construction Life Year AGENCY COST
NPV Discounted
($ Millions) 		AGENCY COST
Un-discount
($ Millions)
PCCP(40-yearLong-life)
PCCP Widening 40 2015 $46 $46
1st PCCP CAPM 5 2055 $1 $3
2nd PCCP CAPM 5 2060 $2 $9
3rd PCCP CAPM 10 2065 $2 $11
Annual Maint. Cost $1 $2
PCCP Total 60 $51 $71
ACP (20-yearStandard-life)
ACP Widening 20 2015 $38 $38
1st OGFC 10 2025 $3 $4
1st ACP CAPM 10 2035 $7 $15
2nd ACP CAPM 10 2045 $5 $15
1st ACP Rehab. 20 2055 $5 $24
2nd OGFC 10 2065 $1 $4
Annual Maint. Cost $3 $7
ACP Total 60 $61 $108
Difference (PCCP-ACP) ($10) ($37)

slide notes

None.



slide 38

CA4PRS Implementation Issues

  • Primary Users
    • Agency: Planning, Roadway Design, Traffic Operations, Construction and Materials
    • Industry: Consultants, Contractors, Vendors
  • Candidate Projects
    • Major maintenance, Rehab/Reconstruction, Widening projects
    • High-profile, public outstanding, urban corridor projects
  • Implementation Stages
    • The earlier, the better; mainly in Design stage
    • LCCA Interactions
  • Analysis time needed
    • Pre-construction Analysis (scenario comparison): 1-2 months
    • Construction-staging plans and TMPs: about 2-3 months
    • Data collection take time
    • Incorporate with WZ network simulation: 6-12 months

slide notes

None.



slide 39

Screenshot of CA4PRS process for opening a file.

  • CA4PRS Coding Platform
  • MS Windows (~ Win 7)
  • Visual Basic 6.0
  • MS ACCESS DB (backend)

slide notes

None.



slide 40

Schedule Module

Screenshot of the schedule module input screen.

slide notes

None.



slide 41

Traffic Module

Screenshot of the traffic module input screen.

slide notes

None.



slide 42

Cost Module

Screenshot of the cost module input screen.

slide notes

None.



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