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Description
Vehicle type choice is a significant determinant of fuel consumption and energy sustainability; larger, heavier vehicles consume more fuel, and expel twice as many pollutants, than their smaller, lighter counterparts. Over the course of the past few decades, vehicle type choice has seen a vast shift, due to many households

Vehicle type choice is a significant determinant of fuel consumption and energy sustainability; larger, heavier vehicles consume more fuel, and expel twice as many pollutants, than their smaller, lighter counterparts. Over the course of the past few decades, vehicle type choice has seen a vast shift, due to many households making more trips in larger vehicles with lower fuel economy. During the 1990s, SUVs were the fastest growing segment of the automotive industry, comprising 7% of the total light vehicle market in 1990, and 25% in 2005. More recently, due to rising oil prices, greater awareness to environmental sensitivity, the desire to reduce dependence on foreign oil, and the availability of new vehicle technologies, many households are considering the use of newer vehicles with better fuel economy, such as hybrids and electric vehicles, over the use of the SUV or low fuel economy vehicles they may already own. The goal of this research is to examine how vehicle miles traveled, fuel consumption and emissions may be reduced through shifts in vehicle type choice behavior. Using the 2009 National Household Travel Survey data it is possible to develop a model to estimate household travel demand and total fuel consumption. If given a vehicle choice shift scenario, using the model it would be possible to calculate the potential fuel consumption savings that would result from such a shift. In this way, it is possible to estimate fuel consumption reductions that would take place under a wide variety of scenarios.
ContributorsChristian, Keith (Author) / Pendyala, Ram M. (Thesis advisor) / Chester, Mikhail (Committee member) / Kaloush, Kamil (Committee member) / Ahn, Soyoung (Committee member) / Arizona State University (Publisher)
Created2013
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Description

The activity-based approach to travel demand analysis and modeling, which has been developed over the past 30 years, has received tremendous success in transportation planning and policy analysis issues, capturing the multi-way joint relationships among socio-demographic, economic, land use characteristics, activity participation, and travel behavior. The development of synthesizing population

The activity-based approach to travel demand analysis and modeling, which has been developed over the past 30 years, has received tremendous success in transportation planning and policy analysis issues, capturing the multi-way joint relationships among socio-demographic, economic, land use characteristics, activity participation, and travel behavior. The development of synthesizing population with an array of socio-demographic and socio-economic attributes has drawn remarkable attention due to privacy and cost constraints in collecting and disclosing full scale data. Although, there has been enormous progress in producing synthetic population, there has been less progress in the development of population evolution modeling arena to forecast future year population. The objective of this dissertation is to develop a well-structured full-fledged demographic evolution modeling system, capturing migration dynamics and evolution of person level attributes, introducing the concept of new household formations and apprehending the dynamics of household level long-term choices over time. A comprehensive study has been conducted on demography, sociology, anthropology, economics and transportation engineering area to better understand the dynamics of evolutionary activities over time and their impacts in travel behavior. This dissertation describes the methodology and the conceptual framework, and the development of model components. Demographic, socio-economic, and land use data from American Community Survey, National Household Travel Survey, Census PUMS, United States Time Series Economic Dynamic data and United States Center for Disease Control and Prevention have been used in this research. The entire modeling system has been implemented and coded using programming language to develop the population evolution module named `PopEvol' into a computer simulation environment. The module then has been demonstrated for a portion of Maricopa County area in Arizona to predict the milestone year population to check the accuracy of forecasting. The module has also been used to evolve the base year population for next 15 years and the evolutionary trend has been investigated.

ContributorsPaul, Sanjay (Author) / Pendyala, Ram M. (Thesis advisor) / Kaloush, Kamil (Committee member) / Ahn, Soyoung (Committee member) / Arizona State University (Publisher)
Created2014
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Description
Traffic congestion is a major externality in modern transportation systems with negative economic, environmental and social impacts. Freeway bottlenecks are one of the key elements besides the demand for travel by automobiles that determine the extent of congestion. The primary objective of this research is to provide a better understanding

Traffic congestion is a major externality in modern transportation systems with negative economic, environmental and social impacts. Freeway bottlenecks are one of the key elements besides the demand for travel by automobiles that determine the extent of congestion. The primary objective of this research is to provide a better understanding of factors for variations in bottleneck discharge rates. Specifically this research seeks to (i) develop a methodology comparable to the rigorous methods to identify bottlenecks and measure capacity drop and its temporal (day to day) variations in a region, (ii) understand the variations in discharge rate of a freeway weaving bottleneck with a HOV lane and (iii) understand the relationship between lane flow distribution and discharge rate on a weaving bottleneck resulted from a lane drop and a busy off-ramp. In this research, a methodology has been developed to de-noise raw data using Discrete Wavelet Transforms (DWT). The de-noised data is then used to precisely identify bottleneck activation and deactivation times, and measure pre-congestion and congestion flows using Continuous Wavelet Transforms (CWT). To this end a methodology which could be used efficiently to identify and analyze freeway bottlenecks in a region in a consistent, reproducible manner was developed. Using this methodology, 23 bottlenecks have been identified in the Phoenix metropolitan region, some of which result in long queues and large delays during rush-hour periods. A study of variations in discharge rate of a freeway weaving bottleneck with a HOV lane showed that the bottleneck discharge rate diminished by 3-25% upon queue formations, however, the discharge rate recovered shortly thereafter upon high-occupancy-vehicle (HOV) lane activation and HOV lane flow distribution (LFD) has a significant effect on the bottleneck discharge rate: the higher the HOV LFD, the lower the bottleneck discharge rate. The effect of lane flow distribution and its relationship with bottleneck discharge rate on a weaving bottleneck formed by a lane drop and a busy off-ramp was studied. The results showed that the bottleneck discharge rate and lane flow distribution are linearly related and higher utilization of the median lane results in higher bottleneck discharge rate.
ContributorsKandala, Srinivasa Srivatsav (Author) / Ahn, Soyoung (Thesis advisor) / Pendyala, Ram (Committee member) / Kaloush, Kamil (Committee member) / Arizona State University (Publisher)
Created2014
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Description

Institutions of higher education, particularly those with large student enrollments, constitute special generators that contribute in a variety of ways to the travel demand in a region. Despite the importance of university population travel characteristics in understanding and modeling activity-travel patterns and mode choice behavior in a region, such populations

Institutions of higher education, particularly those with large student enrollments, constitute special generators that contribute in a variety of ways to the travel demand in a region. Despite the importance of university population travel characteristics in understanding and modeling activity-travel patterns and mode choice behavior in a region, such populations remain under-studied. As metropolitan planning organizations continue to improve their regional travel models by incorporating processes and parameters specific to major regional special generators, university population travel characteristics need to be measured and special submodels that capture their behavior need to be developed. The research presented herein begins by documenting the design and administration of a comprehensive university student online travel and mode use survey that was administered at Arizona State University (ASU) in the Greater Phoenix region of Arizona. The dissertation research offers a detailed statistical analysis of student travel behavior for different student market segments. A framework is then presented for incorporating university student travel into a regional travel demand model. The application of the framework to the ASU student population is documented in detail. A comprehensive university student submodel was estimated and calibrated for integration with the full regional travel model system. Finally, student attitudes toward travel are analyzed and used as explanatory factors in multinomial logit models of mode choice. This analysis presents an examination of the extent to which attitudes play a role in explaining mode choice behavior of university students in an urban setting. The research provides evidence that student travel patterns vary substantially from those of the rest of the population, and should therefore be considered separately when forecasting travel demand and formulating transport policy in areas where universities are major contributors to regional travel.

ContributorsVolosin, Sarah Elia (Author) / Pendyala, Ram M. (Thesis advisor) / Kaloush, Kamil (Committee member) / Konduri, Karthik C (Committee member) / Arizona State University (Publisher)
Created2014
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Description

Real-time information systems are being used widely around the world to mitigate the adverse impacts of congestion and events that contribute to network delay. It is important that transportation modeling tools be able to accurately model the impacts of real-time information provision. Such planning tools allow the simulation of the

Real-time information systems are being used widely around the world to mitigate the adverse impacts of congestion and events that contribute to network delay. It is important that transportation modeling tools be able to accurately model the impacts of real-time information provision. Such planning tools allow the simulation of the impacts of various real-time information systems, and the design of traveler information systems that can minimize impacts of congestion and network disruptions. Such modeling tools would also be helpful in planning emergency response services as well as evacuation scenarios in the event of a natural disaster. Transportation modeling tools currently in use are quite limited in their ability to model the impacts of real-time information provision on travel demand and route choices. This dissertation research focuses on enhancing a previously developed integrated transportation modeling system dubbed SimTRAVEL (Simulator of Transport, Routes, Activities, Vehicles, Emissions, and Land) to incorporate capabilities that allow the simulation of the impacts of real-time traveler information systems on activity-travel demand. The first enhancement made to the SimTRAVEL framework involves the ability to reflect the effects of providing information on prevailing (as opposed to historical) network conditions on activity-travel behavior choices. In addition, the model system is enhanced to accommodate multiple user information classes (pre-trip and enroute) simultaneously. The second major contribution involves advancing the methodological framework to model enroute decision making processes where a traveler may alter his or her travel choices (such as destination choice) while enroute to an intended destination. Travelers who are provided up-to-date network information may choose to alter their destination in response to congested conditions, or completely abandon and reschedule an activity that offers some degree of flexibility. In this dissertation research, the model framework is developed and an illustrative demonstration of the capabilities of the enhanced model system is provided using a subregion of the Greater Phoenix metropolitan area in Arizona. The results show that the model is able to simulate adjustments in travel choices that may result from the introduction of real-time traveler information. The efficacy of the integrated travel model system is also demonstrated through the application of the enhanced model system to evaluate transportation policy scenarios.

ContributorsYou, Daehyun (Author) / Pendyala, Ram M. (Thesis advisor) / Kaloush, Kamil (Committee member) / Konduri, Karthik C (Committee member) / Arizona State University (Publisher)
Created2014
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Description

A recent joint study by Arizona State University and the Arizona Department of Transportation (ADOT) was conducted to evaluate certain Warm Mix Asphalt (WMA) properties in the laboratory. WMA material was taken from an actual ADOT project that involved two WMA sections. The first section used a foamed-based WMA admixture,

A recent joint study by Arizona State University and the Arizona Department of Transportation (ADOT) was conducted to evaluate certain Warm Mix Asphalt (WMA) properties in the laboratory. WMA material was taken from an actual ADOT project that involved two WMA sections. The first section used a foamed-based WMA admixture, and the second section used a chemical-based WMA admixture. The rest of the project included control hot mix asphalt (HMA) mixture. The evaluation included testing of field-core specimens and laboratory compacted specimens. The laboratory specimens were compacted at two different temperatures; 270 °F (132 °C) and 310 °F (154 °C). The experimental plan included four laboratory tests: the dynamic modulus (E*), indirect tensile strength (IDT), moisture damage evaluation using AASHTO T-283 test, and the Hamburg Wheel-track Test. The dynamic modulus E* results of the field cores at 70 °F showed similar E* values for control HMA and foaming-based WMA mixtures; the E* values of the chemical-based WMA mixture were relatively higher. IDT test results of the field cores had comparable finding as the E* results. For the laboratory compacted specimens, both E* and IDT results indicated that decreasing the compaction temperatures from 310 °F to 270 °F did not have any negative effect on the material strength for both WMA mixtures; while the control HMA strength was affected to some extent. It was noticed that E* and IDT results of the chemical-based WMA field cores were high; however, the laboratory compacted specimens results didn't show the same tendency. The moisture sensitivity findings from TSR test disagreed with those of Hamburg test; while TSR results indicated relatively low values of about 60% for all three mixtures, Hamburg test results were quite excellent. In general, the results of this study indicated that both WMA mixes can be best evaluated through field compacted mixes/cores; the results of the laboratory compacted specimens were helpful to a certain extent. The dynamic moduli for the field-core specimens were higher than for those compacted in the laboratory. The moisture damage findings indicated that more investigations are needed to evaluate moisture damage susceptibility in field.

ContributorsAlossta, Abdulaziz (Author) / Kaloush, Kamil (Thesis advisor) / Witczak, Matthew W. (Committee member) / Mamlouk, Michael S. (Committee member) / Arizona State University (Publisher)
Created2011
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Description
The development of microsimulation approaches to urban systems modeling has occurred largely in three parallel streams of research, namely, land use, travel demand and traffic assignment. However, there are important dependencies and inter-relationships between the model systems which need to be accounted to accurately and comprehensively model the urban system.

The development of microsimulation approaches to urban systems modeling has occurred largely in three parallel streams of research, namely, land use, travel demand and traffic assignment. However, there are important dependencies and inter-relationships between the model systems which need to be accounted to accurately and comprehensively model the urban system. Location choices affect household activity-travel behavior, household activity-travel behavior affects network level of service (performance), and network level of service, in turn, affects land use and activity-travel behavior. The development of conceptual designs and operational frameworks that represent such complex inter-relationships in a consistent fashion across behavioral units, geographical entities, and temporal scales has proven to be a formidable challenge. In this research, an integrated microsimulation modeling framework called SimTRAVEL (Simulator of Transport, Routes, Activities, Vehicles, Emissions, and Land) that integrates the component model systems in a behaviorally consistent fashion, is presented. The model system is designed such that the activity-travel behavior model and the dynamic traffic assignment model are able to communicate with one another along continuous time with a view to simulate emergent activity-travel patterns in response to dynamically changing network conditions. The dissertation describes the operational framework, presents the modeling methodologies, and offers an extensive discussion on the advantages that such a framework may provide for analyzing the impacts of severe network disruptions on activity-travel choices. A prototype of the model system is developed and implemented for a portion of the Greater Phoenix metropolitan area in Arizona to demonstrate the capabilities of the model system.
ContributorsKonduri, Karthik Charan (Author) / Pendyala, Ram M. (Thesis advisor) / Ahn, Soyoung (Committee member) / Kuby, Michael (Committee member) / Kaloush, Kamil (Committee member) / Arizona State University (Publisher)
Created2012
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Description

Perpetual Pavements, if properly designed and rehabilitated, it can last longer than 50 years without major structural rehabilitation. Fatigue endurance limit is a key parameter for designing perpetual pavements to mitigate bottom-up fatigue cracking. The endurance limit has not been implemented in the Mechanistic Empirical Pavement Design Guide software, currently

Perpetual Pavements, if properly designed and rehabilitated, it can last longer than 50 years without major structural rehabilitation. Fatigue endurance limit is a key parameter for designing perpetual pavements to mitigate bottom-up fatigue cracking. The endurance limit has not been implemented in the Mechanistic Empirical Pavement Design Guide software, currently known as DARWin-ME. This study was conducted as part of the National Cooperative Highway Research Program (NCHRP) Project 9-44A to develop a framework and mathematical methodology to determine the fatigue endurance limit using the uniaxial fatigue test. In this procedure, the endurance limit is defined as the allowable tensile strains at which a balance takes place between the fatigue damage during loading, and the healing during the rest periods between loading pulses. The viscoelastic continuum damage model was used to isolate time dependent damage and healing in hot mix asphalt from that due to fatigue. This study also included the development of a uniaxial fatigue test method and the associated data acquisition computer programs to conduct the test with and without rest period. Five factors that affect the fatigue and healing behavior of asphalt mixtures were evaluated: asphalt content, air voids, temperature, rest period and tensile strain. Based on the test results, two Pseudo Stiffness Ratio (PSR) regression models were developed. In the first model, the PSR was a function of the five factors and the number of loading cycles. In the second model, air voids, asphalt content, and temperature were replaced by the initial stiffness of the mix. In both models, the endurance limit was defined when PSR is equal to 1.0 (net damage is equal to zero). The results of the first model were compared to the results of a stiffness ratio model developed based on a parallel study using beam fatigue test (part of the same NCHRP 9-44A). The endurance limit values determined from uniaxial and beam fatigue tests showed very good correlation. A methodology was described on how to incorporate the second PSR model into fatigue analysis and damage using the DARWin-ME software. This would provide an effective and efficient methodology to design perpetual flexible pavements.

ContributorsZeiada, Waleed (Author) / Kaloush, Kamil (Thesis advisor) / Witczak, Matthew W. (Thesis advisor) / Zapata, Claudia (Committee member) / Mamlouk, Michael (Committee member) / Arizona State University (Publisher)
Created2012
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Description

The objective of the research is to test the use of 3D printed thermoplastic to produce fixtures which affix instrumentation to asphalt concrete samples used for Simple Performance Testing (SPT). The testing is done as part of materials characterization to obtain properties that will help in future pavement designs. Currently,

The objective of the research is to test the use of 3D printed thermoplastic to produce fixtures which affix instrumentation to asphalt concrete samples used for Simple Performance Testing (SPT). The testing is done as part of materials characterization to obtain properties that will help in future pavement designs. Currently, these fixtures (mounting studs) are made of expensive brass and cumbersome to clean with or without chemicals.

Three types of thermoplastics were utilized to assess the effect of temperature and applied stress on the performance of the 3D printed studs. Asphalt concrete samples fitted with thermoplastic studs were tested according to AASHTO & ASTM standards. The thermoplastics tested are: Polylactic acid (PLA), the most common 3D printing material; Acrylonitrile Butadiene Styrene (ABS), a typical 3D printing material which is less rigid than PLA and has a higher melting temperature; Polycarbonate (PC), a strong, high temperature 3D printing material.

A high traffic volume Marshal mix design from the City of Phoenix was obtained and adapted to a Superpave mix design methodology. The mix design is dense-graded with nominal maximum aggregate size of ¾” inch and a PG 70-10 binder. Samples were fabricated and the following tests were performed: Dynamic Modulus |E*| conducted at five temperatures and six frequencies; Flow Number conducted at a high temperature of 50°C, and axial cyclic fatigue test at a moderate temperature of 18°C.

The results from SPT for each 3D printed material were compared to results using brass mounting studs. Validation or rejection of the concept was determined from statistical analysis on the mean and variance of collected SPT test data.

The concept of using 3D printed thermoplastic for mounting stud fabrication is a promising option; however, the concept should be verified with more extensive research using a variety of asphalt mixes and operators to ensure no bias in the repeatability and reproducibility of test results. The Polycarbonate (PC) had a stronger layer bonding than ABS and PLA while printing. It was recommended for follow up studies.

ContributorsBeGell, Dirk (Author) / Kaloush, Kamil (Thesis advisor) / Mamlouk, Michael (Committee member) / Stempihar, Jeffery (Committee member) / Arizona State University (Publisher)
Created2018
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Description

The built environment is responsible for a significant portion of global waste generation.

Construction and demolition (C&D) waste requires significant landfill areas and costs

billions of dollars. New business models that reduce this waste may prove to be financially

beneficial and generally more sustainable. One such model is referred to as the “Circular

Economy”

The built environment is responsible for a significant portion of global waste generation.

Construction and demolition (C&D) waste requires significant landfill areas and costs

billions of dollars. New business models that reduce this waste may prove to be financially

beneficial and generally more sustainable. One such model is referred to as the “Circular

Economy” (CE), which promotes the efficient use of materials to minimize waste

generation and raw material consumption. CE is achieved by maximizing the life of

materials and components and by reclaiming the typically wasted value at the end of their

life. This thesis identifies the potential opportunities for using CE in the built environment.

It first calculates the magnitude of C&D waste and its main streams, highlights the top

C&D materials based on weight and value using data from various regions, identifies the

top C&D materials’ current recycling and reuse rates, and finally estimates a potential

financial benefit of $3.7 billion from redirecting C&D waste using the CE concept in the

United States.

ContributorsAldaaja, Mohammad (Author) / El Asmar, Mounir (Thesis advisor) / Buch, Rajesh (Committee member) / Kaloush, Kamil (Committee member) / Arizona State University (Publisher)
Created2019