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Intended to provide background material for use by AASHTO and others in the development of a national surface transportation program and policies to serve America through the first two decades of the next century.
Four reports recently published by the Federal Highway Administration (FHWA), the American Association of Highway and Transportation Officials (AASHTO), the National Council on Public Works Improvement, and the Congressional Budget Office (CBO) present information that is important in evaluating highway needs in the United States. The objective of the study is to provide a comparison and critique of the four reports. Special emphasis is placed on evaluating the rate-of-return analysis for highway investment in the CBO report. Using the CBO procedure and the CBO's assumed (implicit) useful lives, it can be concluded that about 25 billion dollars of investment in 1985 (and increasing over time at the same rate as traffic growth) is economically justified for highway investment on existing locations, as compared to an actual expenditure of about 13 billion in 1985. However, the CBO uses the assumption that investments made at the end of the analysis period give only 10 years of benefits. Using a more realistic useful life for highway investments would justify a somewhat higher investment level, probably considerably more than double current capital spending. The correct results using CBO's own analysis procedure support the National Councilon Public Works Improvement's recommendation that capital spending for highways should be at least doubled.
"This report presents the automobile and light truck vmt forecasts for the years 2005, 2020 and intermediate years"--p. 1.
Program milestones -- Research & Development needs -- Operational tests -- Program investment requirements -- Organizing for IVHS -- Appendix A: Advanced traffic management systems -- Appendix B: Advanced driver information systems -- Appendix C: Advanced vehicle control systems -- Appendix D: Commercial vehicle operations -- Appendix E: Operational benefits.
Truck size and weight regulations considering policy alternatives including separate roads or truck lanes.
Considering highway access to economic activity centers (urban areas), ports, airports, rail intermodal facilities.