The belief that high technology industries are footloose has led many regional growth strategists and planners to ignore transportation considerations in high tech development. This paper shows that this development has significant transportation implications that are different from those of traditional manufacturing. These requirements are related to an explanatory framework consisting of three developmental stages in high tech industrial activities. High tech professionals are frequent air travelers, thus requiring convenient access to good air service, which may be problematic for smaller nonhub areas. Particular concerns for urban transportation arise because of the potentially rapid rate of high tech development in a given area and its sprawling low‐rise development in suburban and exurban settings. Finally, trends in high tech manufacturing and the nature of many high tech products indicate that air freight will be an important logistical component for these industries.

Literature pertaining to the subject matter is evaluated and discussed. The subject matter is categorized by type of loading: (1) Pure external pressure; (2) pressure plus tension; and (3) pressure plus bending. The subject matter is concerned with the buckling or yield type of failure rather than fracture; and with well casing as well as conventional high strength line pipe. The failure theories are discussed and summarized; and the data and theories are compared. It is found that elastic stability should be based on mean diameter. Although not sensitive to imperfections elastically, plasticity effects especially prevalent in thick wall pipe are recognized as a cause of substantial imperfection sensitivity with respect to initial ovality. The abundance of data for oil well casing is found to contrast sharply with the lack of data for line pipe. Tension plus pressure appears to be amenable to a tangent modulus approach. Bending plus pressure is found to be the least well documented both in terms of theory and testing.

The 2,000,000 miles of low‐volume rural roads in the United States are different than the high‐volume roads and should be designed differently. Traffic volumes on them are low, averaging about 110 vehicles/day or about one vehicle entering a given mile from both ends every three minutes during peak hours. This contrasts with one vehicle every four seconds at capacity. Geometries on many of these roads have not changed since they were built in the 1920s and 1930s. Today, road improvements should be based on designs that are consistent and safe, but economical, because needs are great and funds are scarce. Present‐day design practices for high volume roads require that each of their features meet a stipulated design speed set by modern surfaces and vehicles. This practice does not fit the low‐volume situation since, whenever possible, drivers will exceed any affordable design speed. They must be slowed down when situations warrant it. A consistent approach to design which realizes cheap but safe improvements to low‐volume roads is proposed. It involves integrating geometric design and positive guidance approaches. Positive guidance employs striping, signing, and other devices and strategies to mobilize drivers' senses so that they will drive sensibly. Selecting the less costly between geometry and positive guidance techniques will produce safer roads more cheaply.

This paper examines the applicability of intracity bus performance evaluation measures to intercity performance evaluation in the state of New York. Intercity performance analysis in the state is receiving greater attention as policymakers examine the fitness of carriers, cost‐effectiveness of the existing route structure, and the fairness of the allocation of subsidies to operators on certain routes. An intercity carrier may be more efficient overall if it specializes in either a fixed route or special services, as efficiency tends to be correlated with the type of service in which the carrier gains most of its revenues. The effect of the state operating assistance program was found to sustain the financial health of carriers whose operations would be unable to recover costs otherwise. The New York State (NYS) case study illustrates the difficulties in evaluating intercity services. Only a few accepted measures of intracity bus performance could be applied to fixed‐route services operated by intercity carriers due to data limitations. As the need for examining intercity performance becomes more critical, it is essential to collect better information from which to expand on the performance indicators demonstrated in the NYS case study. To achieve that goal, it appears that the reporting requirements and related enforcement must become more stringent in the future.

There has been an increasing use of multi‐way stop control at urban intersections within the last few decades. Use of multi‐way stop signs where not warranted results in adverse safety, economic, operational, environmental, and social impacts. Many local jurisdictions in the United States have initiated steps for conversions of multi‐way stops to less restrictive traffic controls such as two‐way stops or, in some cases, yield controls. The local jurisdictions are, however, experiencing difficulties due to the lack of a well‐tested and standardized safe conversion procedure. The need for a standardized conversion procedure is critical from the viewpoints of safety and uniformity. The suggested conversion process needs to be implemented in a step‐by‐step manner. Public relations campaign, information signing, installation of advance intersection warning signs, and enforcement are key elements of a successful conversion program.

A scoring procedure has been developed for prioritizing low guardrail sites for remedial treatment. The relative hazard of individual guardrail sections is estimated based on traffic volume and speed, roadway curvature, soil conditions, and severity of vehicular penetration as well as height, length, type and location of the guardrail. An intermediate step is provided which estimates the expected number of guardrail impacts per year. The procedure draws heavily on the guidelines developed for the installation of permanent and temporary barriers and on empirical results of a variety of highway studies.

Results of an overview of about 30,000 skid numbers from state highway pavements throughout Ohio are described. Traffic volumes and aggregate types are strongly associated with mean skid numbers within a county. County mean skid numbers vary widely in the state, but are correlated with physiographic types. Skid number variations within each of 12 Ohio Department of Transportation administrative districts can be modeled by suitably selecting the parameters of a beta distribution. Limited data are available as corroboration, but they indicate that the distribution of skid numbers within a district is largely invariant with time, apparently a steady‐state condition associated with two complementary stochastic processes: Deterioration of skid numbers under traffic and weather conditions and improvements due to maintenance and reconstruction. The equalization of mean skid numbers among districts is cited as a desirable policy goal; and a program of research aimed at the implementation of that goal and based on the results of the present study is briefly outlined.

The CBR design method for flexible airfield pavements was modified in 1971, on the basis of full‐scale tests. A new load repetition factor and Equivalent Single Wheel Load computation scheme were introduced and implemented in the modified CBR design method. In the present paper, the method is extended to flexible highway pavements. The effect of loading conditions (which are different in highway and airfield pavements), is verified using AASHO Road Test results. The load repetition factor is then adjusted for the heavy traffic range. Pavement thicknesses obtained with the extended CBR design method are compared with those obtained with the current CBR method for highways, AASHO Road Test, SHELL and the British Road Note 29. It is found that the extended CBR design method leads to: (1) A substantial reduction of pavement thickness as compared to the current CBR method; (2) a slightly thicker pavement in the light and medium traffic range and a slightly thinner pavement for heavy traffic as compared to other design methods. Design curves are presented for different subgrade CBR values.

The rupture of a submarine oil pipeline gives rise to various mechanisms leading to an oil spill. Among these mechanisms, the leakage of oil driven by the difference in specific gravities of oil and seawater is difficult to estimate. A two‐layer mathematical model and results of laboratory experiments concerning the buoyancy‐driven leak rates are presented. The mathematical model is predictive in that no adjustable constants are introduced, and takes account of the effects of (laminar or turbulent) friction, angle of inclination of the pipeline, and inertia of the fluid. Gas or volatile components are assumed to be absent. The experiments were made in a model pipeline at various angles of inclination. The agreement between theoretical and observed leak volumes is satisfactory. Theoretical results for some prototype pipelines are also included.