Unintentional lane departure is a significant safety risk. Currently, available commercial lane departure warning systems use vision-based or GPS technology with lane-level resolution. These techniques have their own performance limitations in poor weather conditions. We have previously developed a lane departure detection (LDD) algorithm using standard GPS technology. Our algorithm acquires the trajectory of a moving vehicle in real-time from a standard GPS receiver and compares it with a road reference heading (RRH) to detect any potential lane departure. The necessary RRH is obtained from one or more past trajectories using our RRH generation algorithm. This approach has a significant limitation due to its dependency on past trajectories. To overcome this limitation, we have integrated Google routes in addition to past trajectories to extract the RRH of any given road. This advancement has been incorporated into a newly developed smartphone app, which now combines our previously developed LDD algorithm with the enhanced RRH generation algorithm. The app effectively detects lane departures and provides real-time audible warnings to drivers. Additionally, we have designed the app's database structure and completed the programming of the necessary algorithms. To evaluate the performance of the newly developed smartphone app, we perform many field tests on a freeway. Our field test results show that our smartphone app can accurately detect all lane departures on long straight sections of the freeway irrespective of whether the RRH is generated from a Google route or past trajectory.
The most commonly used laboratory test in Geo-engineering research and in routine testing is the cylindrical compression test. This test is widely used to evaluate the stiffness and strength parameters of soils and other geologic materials. At the Minnesota Department of Transportation a MTS cyclic loading triaxial system is used for testing various types of subgrades and pavement materials under cyclic impulsive loading that corresponds to traffic conditions. Following some discussions between members of the Mn DOT Research Group and the University of Minnesota Soil Mechanics Group, it was decided that some improvements and modifications of the original triaxial set-up are feasible
The second part of this report is devoted to the presentation of the modifications and improvements of the triaxial apparatus that have been done in due course of the research period. In the third part the improved testing capabilities of the Mn DOT triaxial apparatus are demonstrated on the basis of one conventional and two unconventional experiments done on fat clay and on dry sand specimens, respectively.
Most new passenger vehicles now include some level of automated driver assistance systems (ADAS) that enhance driver capabilities, and the presence of ADAS in personal vehicles is expected to expand. When used appropriately, ADAS provides drivers with potential safety benefits. But many drivers are unaware of the ADAS features in their vehicles and how to safely operate them.
To address this knowledge gap in public awareness, MnDOT’s Connected and Automated Vehicles (CAV) Office is considering launching a public education campaign to inform drivers about ADAS and how these systems are applied in personal vehicles. To assess the need for this campaign, this Transportation Research Synthesis sought information about efforts underway at state transportation and public safety agencies and by other stakeholders to educate the public about these relatively new technologies. Findings from this TRS are expected to inform future actions by MnDOT’s CAV Office regarding ADAS education and outreach.
High quality aggregates for highway construction are in short supply in many parts of Minnesota. Although the current total supply is adequate, the distribution of sources results in localized shortages. In some areas, it is necessary to import high-quality aggregates from distant locations. Long haul distances can increase aggregate prices substantially, add significantly to the overall project cost, and require the expenditure of sizable amounts of energy. One available source of high-quality aggregate is existing portland cement concrete pavement currently in need of reconstruction. Re-using this aggregate would conserve natural resources, result in cost savings in areas experiencing aggregate shortages and conserve natural resources, result in cost savings in areas experiencing aggregate shortages, and conserve energy in the form off fuel savings when aggregates must be acquired from distant sources. A research study was undertaken to; Determine the feasibility of recycling portland cement concrete pavement; evaluate the new recycled pavement; determine the cost effectiveness of recycling versus conventional paving; and determine the amount of energy consumed and natural resources conserved. Economic and engineering factors led to the selection of a 16-mil (25.7 km.) segment of U.S. 59 from Worthington to Fulda in Southwestern Minnesota for :his study. The in place roadway which was constructed in 1955 and consisted of a 9-7-9 inch (23-18-23 cm.) thick, 24 foot (7.3 m) wide, non-reinforced "D"-cracked concrete pavement with soil shoulders was broken, salvaged, and crushed. Material passing the #4 sieve (0.187 in., 0.476 cm) was used for base stabilization and shoulder aggregate, and material retained on the #4 sieve but passing the 3/4 in. (1.905 cm) sieve was used] as the coarse aggregate for concrete paving. Pavement removal began May 15, 1980 and concrete paving was completed September 24. 1980.
This summary report is an illustrated description of a surface condition rating procedure for flexible pavements. A slide tape presentation has also been prepared on this subject. This report and the slide tape can be used together to supplement each other and the report can be used as a reference during field condition surveys. Both documents are intended to be training aids for people who are responsible for evaluating pavement conditions and selecting appropriate maintenance procedure
The objective of this study is to evaluate the effectiveness of various sealers for use on concrete bridge decks. The bridge deck selected for this project carries I-35E over Jefferson Avenue in St. Paul. The bridge was built in 1974 and overlaid with low slump dense concrete in 1983. It was first opened to traffic in November 1984. Traffic volume is 6600 ADT with no heavy commercial traffic.
The purpose of this three month study has been to determine whether it is feasible to simulate an asphalt pavement section using the elastic theory. This has been done by first obtaining samples from Investigation 183, Test Section 102 and determining the stress-strain properties of the various layers using the repeated load triaxial test under various conditions. Appropriate moduli have then been put. into an elastic layered system which is used to calculate stresses and strains within the system. The Benkelman beam deflections measured in the field have been simulated in this manner and the comparison between computed and measured deflections is used to show whether the elastic theory simulates a flexible pavement. The possibility of determining equivalencies between stabilized base courses and granular base courses are explored as are the use of other parameters for design purposes.
In 1998, the Minnesota Department of Transportation (Mn/DOT) conducted a project originally named Metro Computer Aided Dispatch/Automatic Vehicle Location (CAD/AVL) project. It was than changed to what it is known today - Safety with Automated Intelligent Locator (SAIL). The purpose of this project was to test CAD software and AVL technology in the Twin Cites metro area. This was an operational test that ran from March 19, 1999 to February 26, 2000. Six maintenance vehicles were equipped with portable mobile data terminals (MDT) for the test. The test, at that time, was used to determine the feasibility of AVL technology for maintenance activities in the metro area. The benefits of this project were real-time information for improving decision-making, recording information for after storm playback and analysis, reducing paper work, allowing operator to respond and send messages when it is safe, and provide information for verification of route completion.
The SAIL 2 project is an extension of SAIL 1 to further assess the application of AVL systems for gaining value in overall snow fighting techniques, decision support systems, and area-wide highway maintenance issues for winter and summer operations by deployment of fully functional AVL systems. AVL systems were installed on 60 snow removal/highway maintenance vehicles within several Mn/DOT districts in the State of Minnesota. The project is unique from other AVL projects because of the design and planning for integration with Mn/DOT's existing resource management systems.
