|Exam Name||:||Assess: Fundamentals of Applying Tivoli Service Availability/Performance Ma|
|Questions and Answers||:||120 Q & A|
|Updated On||:||April 19, 2019|
|PDF Download Mirror||:||Pass4sure A2010-578 Dump|
|Get Full Version||:||Pass4sure A2010-578 Full Version|
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A2010-578 exam Dumps Source : Assess: Fundamentals of Applying Tivoli Service Availability/Performance Ma
Test Code : A2010-578
Test Name : Assess: Fundamentals of Applying Tivoli Service Availability/Performance Ma
Vendor Name : IBM
Q&A : 120 Real Questions
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credit Suisse stated Apple's iPhone revenue are in a, "intricate," spot and that it'll take time to peer how its provider enterprise pans out.
"As Apple's iPhone matures, the company is asking to seriously change itself right into a extra routine, bigger-growth, and finally higher-cost business because it pushes to increasingly monetize its big 900mn iPhone put in base. We admire the advantage in the shift to services, which we predict will attain $65bn in salary by way of FY21, however consider it's going to take time for that view to play out. close-term upside from here likely requires the varied to re-expense larger; investor perception of Apple as a hardware-centric business can be tough to shake towards a backdrop of double-digit iPhone revenue declines (CSe -eleven% y/y in CY19), in our view. With the top off 40% from its Jan low and close a top distinctive (15x CY20 EPS), we stay on the sidelines expecting a much better entry point and/or line-of-sight to big capabilities-led upside to get away of the historic valuation latitude."
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Apr 08, 2019 (Heraldkeeper via COMTEX) -- HTF MI launched a brand new market study on world Social business utility Market with one hundred+ market facts Tables, Pie Chat, Graphs & Figures unfold through Pages and easy to take note exact evaluation. At present, the market is establishing its presence. The analysis report items an entire assessment of the Market and contains a future style, existing growth factors, attentive opinions, statistics, and industry validated market information. The analysis study provides estimates for international Social business application Forecast till 2025*. Some are the important thing players taken below insurance for this examine are IBM, Oracle, SAP, SAS Institute, Adobe systems, Attensity neighborhood, Beevolve, Clarabridge, Crimson Hexagon, Evolve24, Google, HP, Kapow utility/ Kofax, Lithium applied sciences, NetBase solutions, Radian6/Salesforce, Sysomos & Cision.
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? North america: united states, Canada, and Mexico.? South & crucial the us: Argentina, Chile, and Brazil.? core East & Africa: Saudi Arabia, UAE, Turkey, Egypt and South Africa.? Europe: UK, France, Italy, Germany, Spain, and Russia.? Asia-Pacific: India, China, Japan, South Korea, Indonesia, Singapore, and Australia.
2-page profiles for 10+ main manufacturers and 10+ leading agents is included, along with three years fiscal heritage as an instance the recent performance of the market. Revised and up-to-date discussion for 2018 of key macro and micro market influences impacting the sphere are provided with a notion-upsetting qualitative comment on future alternatives and threats. This report combines the better of each statistically principal quantitative statistics from the trade, coupled with imperative and insightful qualitative remark and analysis.
world Social business software Product forms In-Depth: , On-premises & Cloud
global Social enterprise utility foremost applications/end users: SMEs, gigantic companies & executive organizations
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in this examine, the years considered to estimate the market dimension of world Social business utility are as follows:history yr: 2013-2017Base yr: 2017Estimated 12 months: 2018Forecast yr 2018 to 2025
Key Stakeholders/international experiences:Social business utility ManufacturersSocial business application Distributors/traders/WholesalersSocial company utility Subcomponent ManufacturersIndustry AssociationDownstream vendors
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Citrix is a cloud-computing company that offers solutions for mobility, desktop virtualization, cloud networking, cloud platforms, collaboration and data sharing that enable users to work securely from anywhere on a variety of devices. The company's products fall into five main categories: secure digital workspace, app virtualization and VDI, Enterprise Mobility Management (EMM), file sync and sharing, and networking. Popular Citrix products include XenApp, XenDesktop, XenMobile, NetScaler and ShareFile. More than 400,000 organizations and more than 100 million users run Citrix XenApp and XenDesktop products globally.
Citrix Systems started in 1989 and is headquartered in Fort Lauderdale, Florida. Today, the company offers a number of professional certifications that are recognized globally.Citrix Certification Program Overview
Citrix certifications are solutions-based to reflect the needs of organizations and IT professionals. The three main Citrix certification topic areas are Desktop Virtualization, Networking and Enterprise Mobility Management. Citrix also offers credentials for Enterprise File Synchronization and Sharing. Last, but not least, Citrix Cloud certifications were introduced in 2018.
Within the virtualization, networking and mobility certification topic areas, Citrix credentials are available at associate, professional and expert levels. These levels reflect the skills, knowledge and experience required of professionals who earn such Citrix certifications. Associate-level exams typically cost $200, whereas professional- and expert-level exams cost $300.
Here’s a summary of current certifications available from Citrix:
The Citrix Certified Associate – Virtualization (CCA-V) certification is for operators and administrators proficient in installing, configuring, managing, maintaining, monitoring and troubleshooting XenApp and XenDesktop 7.15 solutions. There are no prereqs, but you must pass exam 1Y0-203 to earn this certification.
The Citrix XenApp and XenDesktop 7.15 Administration exam (1Y0-203) covers 14 topics including an architectural overview, installation, provisioning, access, configuring, securing, monitoring, troubleshooting and more in a XenApp and XenDesktop 7.15 environment.CCP-V: Citrix Certified Professional – Virtualization
The Citrix Certified Professional – Virtualization (CCP-V) certification is for engineers and consultants who manage and support complex XenApp and XenDesktop 7.15 provisioning environments and solutions. To earn the CCP-V certification, you must have attained CCA-V certification and pass exam 1Y0-311.
The Citrix XenApp and XenDesktop 7.15 LTSR Advanced Administrator exam (1Y0-311) covers 14 topics including advanced architecture, Virtual Desktop Agents (VDA), HDX and multimedia, provisioning (infrastructure, services, integrating and supporting), layering, vDisk streaming and more.CCE-V: Citrix Certified Expert – Virtualization
The Citrix Certified Expert – Virtualization (CCE-V) certification is geared toward solution designers who may be architects, engineers or consultants, and who assess and design comprehensive XenApp and XenDesktop 7.15 or XenDesktop 7.6 solutions. To earn the CCE-V certification you must have already earned the CCA-V and CCP-V certifications and pass either of the 1Y0-402 or 1Y0-401 exams.
The Designing Citrix XenDesktop 7.6 Solutions Exam (1Y0-401) is divided into six sections, which cover designing and documenting infrastructure and security infrastructure, designing integrated virtualization solutions, analyzing existing environments, conducting planning and risk assessments, and assessing existing environments. The Citrix XenApp and XenDesktop 7.15 Assessment, Design and Advanced Configurations exam (1Y0-402) covers 11 topics including design methodology, disaster recovery, high availability, access and security, store and resource design and more.
Citrix Certified Associate – Virtualization (CCA-V)
Citrix XenApp and XenDesktop 7.15 Administration (1Y0-203)
Citrix Certified Professional – Virtualization (CCP-V)
Citrix XenApp and XenDesktop 7.15 LTSR Advanced Administrator (1Y0-311)
Citrix Certified Expert – Virtualization (CCE-V)
Designing Citrix XenDesktop 7.6 Solutions (1Y0-401)
Citrix XenApp and XenDesktop 7.15 Assessment, Design and Advanced Configurations (1Y0-402)Citrix Virtualization Certification Ladder
Citrix's Virtualization certifications build upon one another. Once you earn the Citrix Certified Associate (CCA-V) certification (exam 1Y0-203), you can take the Citrix Certified Professional (CCP-V) exam (1Y0-311). Once you've passed that exam, you can take either Citrix Certified Expert (CCE-V) exam: (1Y0-401) or (1Y0-402).
These Virtualization certifications are valid for three years from the date you obtain them. If a new exam is released during this time, you must pass the latest exam for your level before the previous exam’s expiration date to maintain certification currency.Citrix Networking Certifications CCA-N: Citrix Certified Associate – Networking
If you're a network or systems administrator who is an expert in app and desktop virtualization, and you want to expand your expertise to include NetScaler Gateway 12 for data, app and desktop solutions, the Citrix Certified Associate - Networking (CCA-N) certification is for you. Training is for administrators who have limited or no previous NetScaler experience.
You must pass either the Citrix NetScaler 12 Essentials and Unified Gateway (1Y0-230) or Citrix NetScaler 12 Essentials and Traffic Management (1Y0-240) exam to earn the credential. Exam 1Y0-230 targets basic networking, Unified Gateway (including configuration), integration, managing client connections, load balancing, NetScaler platforms, AppExpert Expressions and policies, SSL offload, authentication and security. Exam 1Y0-240 covers basic networking, NetScaler platforms, high availability, load balancing, SSL offing, security, troubleshooting, default policies, URL transformation, switching, optimization and load balancing for global servers.CCP-N: Citrix Certified Professional – Networking
The Citrix Certified Professional - Networking (CCP-N) certification is aimed toward network engineers and people with some networking experience who implement, manage and optimize Citrix NetScaler Application Firewall in Citrix NetScalrer 12 environments, manage and optimize NetScaler application traffic, and manage NetScaler environments using NetScaler Management and Analytics System (NMAS).
The five-day training Citrix NetScaler 12.x Advanced Topics – Security, Management and Optimization (CNS-320) will help you do just that. It's for individuals with some understanding of NetScaler Essentials, traffic management and Unified Gateway.
In addition to earning the CCA-N, you must pass the Citrix NetScaler Advanced Topics – Security, Management and Optimization (1Y0-304) exam to achieve the CCP-N certification. The exam targets firewalls, expressions, attacks, optimization (tuning and front-end), caching, monitoring and troubleshooting, monitoring and managing NetScaler configurations, instances and weblogging.Citrix NetScaler SD-WAN Certified (CC-SDWAN)
The newest addition to the Citrix cert portfolio is the Citrix NetScaler SD-WAN (CC-SDWAN), which is for professionals who configure the technology and improve its performance and reliability.
To prepare for the credential, Citrix offers a four-module NetScaler SD-WAN hands-on workshop training course. Candidates must pass an exam at the end of each module with a score of 80 percent or higher. The modules are SD-WAN Overview, SD-WAN Architecture, SD-WAN Quality of Service, and SD-WAN Deployment Modes and Configuration. Additional modules that focus on SD-WAN 9.0, 9.1 and 9.2 features are included in the training. Citrix awards the certification only after passing all modules.
Citrix Certified Associate – Networking (CCA-N)
Citrix NetScaler 12 Essentials and Unified Gateway (1Y0-230)
Citrix NetScaler 12 Essentials and Traffic Management (1Y0-240)
Citrix Certified Professional – Networking (CCP-N)
Citrix NetScaler Advanced Topics – Security, Management and Optimization (1Y0-304)
Citrix NetScaler SD-WAN Certified (CC-SDWAN)
Four exams at the end of each NetScaler SD-WAN training moduleCitrix Networking Certification Ladder
Candidates interested in a Citrix networking career should first obtain the CCA-N credential. From there, candidates will move to the CCP-N (which takes the CCA-N as a prerequisite). Candidates interested in pursuing a career path in NetScaler SD-WAN should pursue the CC-SDWAN credential. All networking credentials are valid for three years, after which you must recertify by passing the then-current exam or attending an instructor-led training course.Citrix Mobility Certifications CCP-M: Citrix Certified Professional – Mobility
Mobility is a relatively new certification category for Citrix. Of the three possible credential levels, only the professional certification is currently live. (Associate and expert certifications for mobility are still in development.) The Citrix Certified Professional – Mobility (CCP-M) certification is aimed at mobile designers and developers. Such professionals must be familiar with designing, installing, configuring and managing a Citrix XenMobile Enterprise solution, including mobile device management, mobile application management and secure productivity.
To obtain the CCP-M certification you must pass exam Designing, Deploying, and Managing Citrix XenMobile 10 Enterprise Solutions (1Y0-371) exam. The exam covers four areas: designing, installing, configuring and managing components of solutions using XenMobile 10 Enterprise.Enterprise File Synchronization and Sharing Citrix ShareFile Certified (CC-SHAREFILE)
The Citrix ShareFile Certified (CC-SHAREFILE) credential targets Enterprise File Sync and Sharing (EFSS) solution professionals who manage corporate data sharing, access, synchronization and security using Citrix ShareFile solutions.
To earn the CC-SHAREFILE designation, candidates must complete the ShareFile Foundations training course and pass each module exam with a score of 80 percent or higher. The ShareFile Foundations course contains six modules: Getting Started with ShareFile, Management and Administration, Securing a ShareFile Deployment, Exploring the End User Experience, Supporting a ShareFile Deployment, and ShareFile Deployment Demos.Citrix Cloud Services Certifications
Introduced in 2018, the Citrix Cloud Services certifications are the newest addition to the Citrix certification portfolio. Citrix offers two Citrix Cloud Services credentials: the XenApp and XenDesktop Service on Citrix Cloud Certified (CC-XAD-CC) and XenApp and XenDesktop Service Integration with Microsoft Azure Certified (CC-XAD-MA).XenApp and XenDesktop Service on Citrix Cloud Certified (CC-XAD-CC)
The Citrix Cloud Certified (CC-XAD-CC) credential targets professionals who use XenApp and XenDesktop Service to deliver apps and desktops using the Citrix Cloud platform. To earn the CC-XAD-CC, candidates must take one of the following training courses: Moving to the XenApp and XenDesktop Service on Citrix Cloud and Microsoft Azure (CXD-252) or Moving to the XenApp and XenDesktop Service on Citrix Cloud (CXD-250).XenApp and XenDesktop Service Integration with Microsoft Azure Certified (CC-XAD-MA)
The XenApp and XenDesktop Service Integration with Microsoft Azure Certified credential is focused on professionals who integrate and deliver XenApp and XenDesktop Service desktop and apps to Microsoft Azure. To earn the designation, candidates must take either the Moving to the XenApp and XenDesktop Service on Citrix Cloud and Microsoft Azure (CXD-252) or the Citrix XenApp and XenDesktop Service on Microsoft Azure (CXD-251) training course.
Exam release dates have not yet been announced but interested candidates may earn the credentials by taking the associated recommended training course.Required Exams
XenApp and XenDesktop Service on Citrix Cloud Certified (CC-XAD-CC)
Attend one of the following training courses:
Moving to the XenApp and XenDesktop Service on Citrix Cloud and Microsoft Azure (CXD-252)
Moving to the XenApp and XenDesktop Service on Citrix Cloud (CXD-250
XenApp and XenDesktop Service Integration with Microsoft Azure Certified (CC-XAD-MA)
Attend one of the following training courses:
Moving to the XenApp and XenDesktop Service on Citrix Cloud and Microsoft Azure (CXD-252)
Citrix XenApp and XenDesktop Service on Microsoft Azure (CXD-251)Related Jobs and Training
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Urban transportation systems are vulnerable to congestion, accidents, weather, special events, and other costly delays. Whereas typical policy responses prioritize reduction of delays under normal conditions to improve the efficiency of urban road systems, analytic support for investments that improve resilience (defined as system recovery from additional disruptions) is still scarce. In this effort, we represent paved roads as a transportation network by mapping intersections to nodes and road segments between the intersections to links. We built road networks for 40 of the urban areas defined by the U.S. Census Bureau. We developed and calibrated a model to evaluate traffic delays using link loads. The loads may be regarded as traffic-based centrality measures, estimating the number of individuals using corresponding road segments. Efficiency was estimated as the average annual delay per peak-period auto commuter, and modeled results were found to be close to observed data, with the notable exception of New York City. Resilience was estimated as the change in efficiency resulting from roadway disruptions and was found to vary between cities, with increased delays due to a 5% random loss of road linkages ranging from 9.5% in Los Angeles to 56.0% in San Francisco. The results demonstrate that many urban road systems that operate inefficiently under normal conditions are nevertheless resilient to disruption, whereas some more efficient cities are more fragile. The implication is that resilience, not just efficiency, should be considered explicitly in roadway project selection and justify investment opportunities related to disaster and other disruptions.INTRODUCTION
Existing roadway design standards emphasize the efficient movement of vehicles through a transportation network (1–4). Efficiency in this context may include identification of the shortest or fastest route (1, 5–7), or the route that minimizes congestion (8). It is the primary criterion on which road networks are modeled and design alternatives are considered (6, 7, 9, 10). The Texas A&M Transportation Institute defines and reports traffic delay in urban areas as the annual delay per auto commuter (11). Other studies define efficiency as delay for the individual driver in terms of time spent moving or stopped (7), or mean travel time between all origin-destination pairs in the network (9). However, as the experience of any motorist in large American cities can attest, conditions beyond the scope of the roadway design, including congestion, accidents, bad weather, construction, and special events (for example, a marathon race), can cause costly delays and frustrating inefficiencies that result in fuel waste, infrastructure deterioration, and increased pollution (12, 13). Evaluating road networks based only on efficiency under normal operating conditions results in little to no information about how the system performs under suboptimal or disrupted conditions.
Infrastructure systems that exhibit adaptive response to stress are typically characterized as resilient (14–21). Given the essential role of transportation in emergency response, provision of essential services, and economic well-being, the resilience of roadway networks has received increasing policy attention. Nonetheless, scholars have yet to converge on a shared understanding of resilience suitable to guide design, operation, and reconstruction of roadway networks. Although resilience in infrastructure systems is characterized as a multidimensional concept (22, 23), in many engineering and civil infrastructure implementations, resilience is defined as the ability of a system to prepare for, absorb, recover from, and adapt to disturbances (16). Specific to transportation, resilience has been defined as “the ability of the system to maintain its demonstrated level of service or to restore itself to that level of service in a specified timeframe” (24). Others describe transportation resilience as simply the ability of a system to minimize operational loss (25) or use the term synonymously with robustness, redundancy, reliability, or vulnerability (26–28).
Current efforts in transportation resilience research have focused on framework development and quantification methods. These efforts include the specification of resilience indicators, such as total traffic delay (24), economic loss (29), post-disaster maximum flow (30), and autonomous system components (31). Practical concerns with this type of resilience evaluation are that it relies on uncertain performance data and often omits indicators that are unquantifiable (19). Other resilience approaches apply traffic network modeling to identify locations for critical buildings (for example, hospitals and fire stations) (32), minimize trip distance for individual passengers (33), and minimize travel time across the system (12). One drawback of existing network resilience methods is that they are data-intensive, often requiring limited information about resources for unusual road system repair (26, 28) or network behavior following a disruptive event (34). Moreover, existing resilience quantification approaches lack calibration and testing across a range of transportation systems. Because many disruptive events, and their associated consequences, are difficult to predict, resilient road systems must be characterized and evaluated by the capacity to adapt to a variety of different stress scenarios. Partly because of these obstacles, joint consideration of efficiency and resilience has yet to be implemented for transportation networks.
Here, we study the interconnections between resilience and efficiency (20) among road transportation networks in 40 major U.S. cities. We develop an urban roadway efficiency model, calibrate it on the basis of the observed data (11) of annual delay per peak-period auto commuter, and apply the model to calculate efficiency in 40 cities. Then, we model traffic response to random roadway disruptions and recalculate expected delays to determine the sensitivity of each city to loss of roadway linkages. The results may reveal important considerations for assessing proposals for improvement of roadway infrastructure that maintain efficiency under stress conditions.METHODS
The Methods section appears here to help clarify the subsequent sections. To develop the urban roadway efficiency model, we defined the urban area boundaries, constructed the road networks, and evaluated the population density within cities using the Census Bureau data sets (35, 36) and OpenStreetMap (OSM) data sets (37). We relied on these data to assess commuter patterns, which we used to measure efficiency and resilience of road networks.
Alternative approaches to transportation have been offered and include those based on percolation theory and cascading failures (38–40), human mobility pattern studies (41–43), queueing (44, 45), and the use of historical data to predict traffic. We review these approaches in the Supplementary Materials and note that the main benefit of our model is that it relies solely on readily available public data, rather than on particular data sets that may or may not be practical to obtain for any particular region. The model’s algorithmic simplicity allows us to consider spatial topologies of cities in high resolution including tens of thousands of nodes and links. We did not create a more accurate transportation model than the existing ones, but we were able to obtain measurable characteristics of transportation systems (average delays) using our model.Geospatial boundaries and population density
To define geospatial boundaries for the transportation infrastructure networks, we used the U.S. Census Bureau geospatial data set (35) for urban areas—densely developed residential, commercial, and other nonresidential areas (46). We approximated the exact urban area polygon with a simplified manually drawn one (Fig. 1A) and included all roadways within 40 km (25 miles) of it in the network. For each of the links, we calculated its length on the basis of the polyline defining the link and assigned a number of lanes m and the FFSs (see the Supplementary Materials).Fig. 1 Definition of urban areas and assignment of nodes’ population.
(A) Boston, MA-NH-RI urban area as defined by the U.S. Census Bureau shapefiles (gray background). To simplify the model and the algorithms calculating the distance from network nodes to the city boundary, we approximate each of the urban areas shapefiles with a coarse manually drawn polygon (pink outline). (B) Assignment of the number of people departing from each of the network nodes. Population distribution (color polygons; red corresponds to higher population density), Voronoi polygons (black outline), and network nodes (dots) in Downtown Boston.
We next estimated population in vicinity of each intersection i using the Census Tract data (36). To this end, we split the map into Voronoi cells centered at intersections and then evaluated the population of each cell Ni as
Above, Nt is the population of Census Tract t, and Pi and Pt are the polygons of the cell and the tract, respectively (Fig. 1B and table S2).Transportation model
We built on the gravity model to generate commuting patterns. The gravity model (47) is a classical model for trip distribution assignment and is extensively adopted in most metropolitan planning and statewide travel demand models in the United States (48–51). Other trip distribution models include, for example, destination choice models (52, 53). However, these models are not as widely used in large scale, because the detailed data required by these models are frequently unavailable (48).
We assumed that (i) the flow of commuters from origin region o to destination region d is proportional to the population at the destination Nd and that (ii) the flow of commuters depends on the distance xod between the origin and destination and is given by a distance factor, P(xod). Using these assumptions, we assessed the fraction of individuals commuting from region o to destination region d, fod, as
Then, the commuter flow from origin region o to destination region d is
Although individual driving habits may vary (54), we assumed that all drivers tended to optimize their commute paths such that their travel time was minimized. This assumption allowed us to calculate commute paths for every origin-destination pair using inferred FFSs. To calculate commuter flows between all pairs of intersections, we estimated distances xod as the distance of the shortest time path from o to d. Furthermore, in place of the distance factor P(xod), we used the distribution of trip lengths from the U.S. Federal Highway Administration National Household Travel Survey (55, 56), which we approximated with the exponential function (Fig. 2A and table S3).Fig. 2 Model details.
(A) Distance factor P(xod) (Eq. 2) of trips given the distance between nodes (solid line) and the statistical data (bars). (B) Dependency of speed on density for V = 100 km/hour.
Next, we defined the commuter load on each road segment as
(4)where θod(ij) is a binary variable equal to 0 when the link ij is not on the shortest path connecting nodes o and d, and 1 otherwise. Note that in Eq. 4, we only considered origins that were not farther than 30 km from the urban area boundary polygon. The nodes farther than 30 km from the boundary were only used as destinations to evaluate the fraction of commuters not going toward the urban area (Eq. 2).
Because most commuters travel during peak periods, commuter loads Lij can be regarded as traffic-based centrality measures estimating the number of individuals using corresponding road segments. Then, the cumulative time lost by all commuters is
(5)where Vij and vij are, respectively, the FFS and the actual traffic speed along the ij road segment, lij is its length, l0 is the length correction due to traffic signals, and β is the proportionality coefficient same for all urban areas. The summation in Eq. 5 includes only links, whose origins and destinations are within the boundary polygon. A similar equation was obtained for the moving delay in the study of Jiang and Adeli (45), where the authors looked at the delay induced from road repairs.
The actual traffic speed vij depends on many factors including the speed limit, the number of drivers on the road, and road conditions. Although there exist a number of approaches to estimate actual traffic speed (57, 58), we chose to use the Daganzo model (59) to derive the traffic speed, as shown in the Supplementary Materials
(6)where vmin is the minimum speed in the traffic, vveh is the correction for the finite size of the car, and α is the proportionality coefficient (Fig. 2B). Efficiency and resilience metrics
We measured efficiency as the average annual delay per peak-period auto commuter. In practice, lower delay means higher efficiency. There are multiple ways to map from delays to efficiency, such as taking the inverse values of delays, taking negative values of delays, etc. To avoid ambiguity and facilitate the interpretation of results, we used the delays themselves to quantify the transportation efficiency of urban areas.
We operationalized resilience through the change in traffic delays relative to stress, which is modeled as loss or impairment of roadway linkages. Looking at resilience from the network science perspective, we focused on topological features of cities, rather than on recovery resources available. Sterbenz et al. (60) evaluated a network’s resilience as a range of operational conditions for which it stays in the acceptable service region and highlighted that remediation mechanisms drive the operational state toward improvement. We are studying how availability of alternate routes helps remediate the consequences of the initial disruption to the network. In the traffic context, the immediate impact of a given physical disruption (and the time for it to unfold) in terms of closing lanes or reducing speed limits on affected roads will not vary much from network to network, although the number and type of these disruptions will. Likewise, the speed of restoring full functionality (through action in the physical domain) is not so much dependent on the road network as it is on the nature of the disruption (snow versus earthquake versus flood) and the resources that the city allocates to such repair. The level of functionality that these repairs achieve ought to be the full predisruption functionality, that is, eventually all roads can be fully cleared or restored. However, the immediate loss of function for a given traffic flow can very quickly be partially recovered after a disruption by action in the information domain, namely, rerouting of traffic. From the new steady state at that level of functionality, full functionality is gradually restored. Thus, our model proxies for resilience and is calibrated against the data that proxy for efficiency. At the same time, we note that to fully capture resilience characteristics of a transportation system, it is required to analyze recovery resources available and the effectiveness of coordination between the relevant authorities. Lower additional delay corresponds to higher resilience, but using the same reasoning that we had for efficiency, we quantified resilience through additional delays.RESULTS Efficiency
Together, our traffic model has three parameters (proportionality coefficient α, minimum speed vmin, and finite vehicle size correction vveh) and is summarized in Eqs. 5 and 6. Given parameter values of the model, one can estimate the total delay incurred by all commuters in any given suburban area or, equivalently, the average delay per commuter. We take vveh = 9 km/hour and vmin = 5 km/hour and calibrate the model to determine the value of α to match the real data on the annual average delay per peak-period auto commuter provided by the Urban Mobility Scorecard (11).
We divide the 40 urban areas into two equally sized groups for model calibration and validation, respectively. We have found that for the 20 urban areas used for calibration, the R-squared coefficient took values in the range (−0.01 to 0.83) (Fig. 3 and Supplementary Materials). This allows us to set model parameters α and β (see Methods) as follows: α = 4.30 × 104 hour−1 and β = 10.59. These values correspond to the Pearson coefficient of 0.91 (P = 2.17 × 10−8).Fig. 3 Modeled and observed delays in 40 urban areas.
Pearson correlation coefficients and P values between observed and modeled delays are (0.91, 2.17 × 10−8) for the 20 cities used to calibrate the model and (0.63, 3.00 × 10−3) for the 20 cities used to validate the model. Observed delays were taken from the Texas A&M Transportation Institute Urban Mobility Scorecard (11).
To validate the model, we estimate travel delays in 20 different urban areas. As seen from Fig. 3, the estimated travel delays are significantly correlated (R = 0.63, P = 3.00 × 10−3) with actual delay times (11), validating the transportation model. Figure 4 is a Google Maps representation of real and modeled results for Los Angeles and San Francisco. Road conditions under real, average traffic patterns at 8 a.m. provided by Google Maps are in Fig. 4 (A and D). Modeled conditions are given for comparison in Fig. 4 (B and E). Finally, Fig. 4 (C and F) shows the new, modeled traffic patterns that result from redistribution of travel in response to a disruption of 5% of the links.Fig. 4 Traffic distributions.
Typical congestion at 8 a.m. for Los Angeles (top) and San Francisco (bottom) as given by Google Maps (A and D), modeled with no disruptions (B and E), and modeled with a 5% link disruption (C and F). Notably, in Los Angeles, the disruption results in traffic redistribution to smaller roads, whereas in San Francisco, it results in increased congestion along the major highways.Resilience
Our approach to model stress is inspired by percolation theory. For every independent simulation of stress, we select a finite fraction of affected road segments r at random, with the probability of failure proportional to segment length. We collect statistics for 20 realizations of the percolation. On failed segments, free-flow speeds (FFSs) are reduced to 1 km/hour (representing near-total loss), and loads L and traffic delays are then recalculated using the updated FFSs. Low-stress scenarios (r < 0.1) might be caused by accidents or construction. Larger disruptions might occur during power failures that disrupt traffic signals or severe flooding that makes many roadways nearly impassable. Finally, widespread stress might be caused by snow, ice, or dust storms that affect nearly the entire roadway system. Figure 5 displays the analysis of delay times in six representative urban areas for the full spectrum of adverse event severities, r ⋲ [0; 1]. In addition, fig. S5 shows the results for all urban areas. Some routes within a single urban area experience longer delays than others. The inset of Fig. 5 shows the delay distribution for both Los Angeles, which is narrowly clustered, and Boston, where greater variability between roadways is evident. Traffic delay times grow rapidly as r increases and reach saturation (all routes moving at 1 km/hour) as r approaches 1. We determine the most resilient urban transportation network to be Salt Lake City, UT, whereas the least resilient among the 40 metropolitans is shown to be Washington, DC.Fig. 5 Dependency of the additional delay on the severity of the links disruption for six representative urban areas.
Error bars show mean values ± SD. The inset shows distribution densities for two selected urban areas for 1000 realizations of 5% disruption. Note that San Francisco’s unique topology makes it susceptible to failures of a small number of discrete roadways, and this produces an anomalous impact at 5 to 15% disruption.
Figure 6 shows both the efficiency (in blue) and resilience response (additional delays due to 5% link disruption, in orange) for the 40 urban areas modeled. Some cities with high efficiency under normal operating conditions (that is, low delays) nevertheless exhibit low resilience (that is, a sharp increase in traffic delays) under stress. Virginia Beach, VA; Providence, RI; and Jacksonville, FL all fall into this category of urban areas in which traffic operates well under ordinary circumstances but rapidly become snarled under mild stress. On the other hand, Los Angeles is notorious for traffic delays under all conditions—yet minor stress levels result in little degradation of efficiency. By contrast, normal traffic delays in San Francisco are comparable to Los Angeles, but mild stress in San Francisco results in large increases in additional delays. These examples indicate that resilience (that is, additional delay response to stress) is independent of normal operating efficiency.Fig. 6 Comparison of resilience and efficiency metrics.
Annual impact of 5% disruption (additional delay) has a low correlation with normal annual delay per peak-period auto commuter (delay). Pearson R = 0.49, P = 1.18 × 10−3.DISCUSSION
The disturbances affecting the road infrastructure are often complex, and their impact on the structure and function of roadway systems may be unknown (28, 31). These disturbances might be natural and irregular, such as distributed road closures caused by an earthquake or homogeneous vehicle slowing down because of a snowstorm. The disturbances might also be anthropogenic and intentional, such as a street fair or marathon race. Whatever the disturbance, the results of this analysis allow several meaningful inferences to be made that may have important implications for highway transportation policy. The first is that resilience and efficiency represent different aspects related to the nature of transportation systems; they are not correlated and should be considered jointly as complementary characteristics of roadway networks.
Second, there are characteristic differences in the resilience of different urban areas, and these differences are persistent at mild, medium, or widespread levels of stress (Fig. 5). Except for San Francisco, CA, which is the most fragile of all cities represented in Fig. 5 at stress levels r < 20% but then surpassed by Boston, MA and Washington, DC, the rank ordering of urban area resilience is insensitive to stress levels. That is, cities that exhibit relatively low resilience under mild stress are the same cities that exhibit low levels of resilience (relative to peers) under widespread roadway impairment. This suggests that the characteristics that impart resilience (such as availability or alternate routes through redundancy of links) are protective against both the intermittent outages caused by occasional car crashes and those caused by snow and ice storms. For cities without resilience, a widespread hazard such as snow may lead to a cascade of conditions (for example, crashes) that rapidly deteriorate into gridlock. This was exactly the case for Washington, DC 20 January 2016 under only 2.5 × 10−2 m or 2.5 cm of snow (61), and for Atlanta, GA 2 years earlier, which experienced 5.1 × 10−2 m or 5.1 cm of snow in the middle of the day that resulted in traffic jams that took days to disentangle (62). Whereas popular explanations of these traffic catastrophes focus on the failure of roadway managers to prepare plows and emergency response equipment, Fig. 5 suggests that cities with similar climates (Memphis, TN and Richmond, VA) are less likely to be affected, regardless of the availability of plow or sand trucks.
The third inference follows from Fig. 6, which suggests that urban areas that make capital investments to reduce traffic delays under normal operating conditions may nevertheless be vulnerable to traffic delays under mild stress conditions. Because these stressors are inevitable, whether from crashes, construction, special events, extreme weather, equipment malfunctions, or even deliberate attack, investment strategies that prioritize reduction of normal operating delays may have the unintended consequence of exacerbating tail risks—that is, the risk of worse catastrophe under unlikely but possible conditions.
Finally, the exceptional position of New York City in Fig. 3 calls attention to the fact that substitutes for roadway transportation are available in many cities and have an important role to play in relieving traffic congestion. According to the Texas A&M Institute (63, 64), public transit reduces delays per peak-period auto commuter in the New York urban area by 63 hours, in Chicago by 23 hours, and by less than 20 hours in other urban areas. Because our model considers only roadway transit, and New York City contains a myriad of nonroad-based options to avoid roadway congestion, it is unlikely that our model can provide informative results for the New York urban area.
Although interest has increased in policies that enhance roadway resilience, few analytic tools are available to guide new investments in achieving resilience goals. It is widely understood that roadway infrastructure is expensive, both in acquiring land for rights-of-way and in construction of improvements, and thus, decisions regarding alignment, crossing, and access made over a period of decades may have long-lasting consequences that are observable in traffic data today. Consequently, urban areas exhibit different unintentional traffic characteristics, including delays under normal and random stress conditions. Investments motivated exclusively by expected efficiencies under normal operating conditions are unreliable safeguards against loss of efficiency under stress conditions. Therefore, new analytic tools are required that allow designers to assess the adaptive capacity of roadway infrastructure and assess the potential of new investments to provide enhanced resilience. The adaptive network-based model described herein is one such approach.SUPPLEMENTARY MATERIALS
Supplementary material for this article is available at http://advances.sciencemag.org/cgi/content/full/3/12/e1701079/DC1
Alternative approaches to model transportation
Mapping from OSM Foundation shapefiles to network nodes and links
Population assignment algorithm
Distance factor of the likelihood of travel between nodes
Estimation of the traffic speed from the density of vehicles
Model calibration procedure
Sensitivity of the model to ramp speeds
Additional delay as a function of the severity of link disruption
table S1. Mapping original OSM types to network link types and assignment of the number of lanes.
table S2. The algorithm of the node population assignment.
table S3. Distance factor P(xod) of the likelihood of travel between nodes.
table S4. Model sensitivity to ramp speed coefficient.
fig. S1. Effects of the removal of nodes of degree 2.
fig. S2. Density-flow relationship in the Daganzo traffic model.
fig. S3. Model calibration.
fig. S4. Modeled delays for ramp speed coefficients of 1/3 and 1/2.
fig. S5. Dependency of the additional delay on the severity of the link disruption for all 40 urban areas.
This is an open-access article distributed under the terms of the Creative Commons Attribution-NonCommercial license, which permits use, distribution, and reproduction in any medium, so long as the resultant use is not for commercial advantage and provided the original work is properly cited.REFERENCES AND NOTES
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March 22: Middleboro, MA*
April 17: Dallas, TX
April 19: Chicago, IL
April 26: Middleboro, MA*
May 17: New Brunswick, NJ
May 17: Middleboro, MA*
June 14: Middleboro, MA*
June 21: Atlanta, GA
August 2: Middleboro, MA*
August 7: Seattle, WA
August 9: San Francisco, CA
September 13: Kansas City, MO
September 20 Middleboro, MA*
October 11: Houston, TX
October 18: Middleboro, MA*
November 6: Cleveland, OH
November 8: Philadelphia, PA
November 15: Middleboro, MA*
*Middleboro classes are limited to eight people.
FEE: $430 per person per seminar (includes lunch)
CLASS TIME: 8:30 am to 4:30 pm
Course may be canceled within one week of date for insufficient registration.
Courses are Available at Your Facility: FEE: $2,265 plus travel expenses.
Course: Lab Day/Advanced Viscosity Test Methods
This is a one-day, advanced course that goes beyond pass/fail criteria. Using real world sample testing, the class examines how to apply viscometric data as a problem solving/product performance/processing tool. Discussion topics include how Brookfield Rotational Viscometers and Rheometers can be used to provide meaningful analysis of your products. This course is offered by request for companies who have training requirements for seven or more participants. s.Caterpillar Inc.
Contact: Ron Wilson
Caterpillar announces that the following customer training courses have been added to the Customer Course Catalog. The calendar, course descriptions, and registration forms can be found on cat.com. (cat.com > Industries > Paving > Training) [Direct Link: www.cat.com/en_us/by-industry/paving/real-world-training-solution.html]
Course: F Series Asphalt Paver Service Training, Level II
This 4-day course provides theory and hands-on training for customer technicians. Upon completion, students will be able to trace the flow of oil through hydraulic systems, test and adjust hydraulic pressures, troubleshoot hydraulic and electrical systems and explain ECM functions and calibration steps for the AP1000F, AP1055F, AP600F, AP655F, AP500F and AP555F asphalt pavers.
Fee: $1400 Dates Include: January 15-18, 2019 (Minneapolis, MN) - FULL January 29 – February 1, 2019 (Minneapolis, MN) - FULL
Course: Paving Operations Training This course is designed for paving supervisors and paving crew members with one or more years of experience with the lay down of hot mix asphalt. Training is taught using Cat “F” Series Pavers with Caterpillar Grade and Slope systems. The daily curriculum includes classroom and hands-on training.
Classroom Interactive Sessions:
• Fundamentals of paving
• Paving By the Numbers
• Understanding grade and slope controls
• Screed Adjustments
• Understanding mat defects
• Compaction basics
• Transverse and longitudinal joint construction
• Feeder system set-up and adjustments
• Variable width paving
• Grade/slope set-up and troubleshooting
• ECM calibration
• Critical screed adjust
February 11-15, 2019 (Tucson, AZ) - FULL
February 18-22, 2019 (Tucson, AZ) - FULL
March 4-8, 2019 (Tucson, AZ) - FULL
March 11-15, 2019 (Tucson, AZ) - FULL
March 18-22, 2019 (Tucson, AZ)
March 25-29, 2019 (Tucson, AZ)
April 1-5, 2019 (Tucson, AZ)
April 8-12, 2019 (Tucson, AZ)
April 29 – May 3, 2019 (Tucson, AZ)Clarence Richard Services
Contact: Carrie Hudak
COURSE: Classroom Training
Plant Manager, Operator, Maintenance, Mix Quality, Safety Workshop, Electro-Mechanical Troubleshooting
Dates: February 19-21, 2019 – 8:00am to 5:00PM – DesMoines, IA
Fee: Plant Workshop – 2 days (Feb 19-20) $995
Electro-Mechanical – 1 days (Feb 21) $595
Price includes manuals, meals and happy hours Curriculum as used in Web Based Training Access to Plant Workshop Web Based Training.
COURSE: Web-Based Training
Clarence Richard offers Web-Based Workshops that are interactive and engaging. Workshops consist of many hours of self-based/self-paced training.
On-Line allows participants to train at their own time and pace and eliminates the need to travel to a training facility and set aside a block of time for training .
On-Line participants may review as often as they want throughout the year. Participants may train on a slow day or rain day, at their plant, shop or home. Questions can be easily answered by e-mail directly from the self-based training program or calling. When questions requiring complex answers, a personal webinar can be scheduled to answer those questions. Included with the class are participant’s assessment of improvement and achievement and transcripts.
COURSE: Plant Operation Workshop Self-Based Training
Module 1 and 2: Safety.
Developing Confined Space-Lockout Written Procedure Handling Asphalt Oil, Proving Safety Interlocks, Electrically Safe Maintenance, Damage Control.
Module 3: Drum/Trunnion Maintenance
Module 4: Batch Plant Operation
Module 5: Feeder
Module 6: Silo Operation
Module 7: Scales and Meters
Module 8: Control System Operation
Module 9: Burner Operation Module
Module 10: Hot Oil Heating
Module 11: Aggregate Drying
Module 12: Plant Production Troubleshooting
Module 13: Baghouse & Primary Collector Operation
Module 14: Plant Performance Evaluation
Designed for plant managers - operators, oilers, plant mechanics-technicians and trainees. 3.5 CEU, 35 hours, Modules 1-14.
COURSE: Quality Control Workshop Self-Based Training
QC Managers understand how plant management, operation and maintenance affect the quality of mix the plant produces and what to do about it.
Designed for QC managers/technicians/trainees. 2 CEU, 20 hours, Modules 4-8.
COURSE: Safety Directors Workshop Self-Based Training
This course covers OSHA-required confined space-lockout written procedure development specifically for asphalt plants, OSHA-required arc flash and electrocution protection, handling asphalt oil, proving safety interlocks, electrically safe maintenance, damage control.
Designed for safety directors/trainees with an accent on what a plant control engineer knows that typical safety directors may not know.
1 CEU, 10 hours, Modules 1-2, Electro-Mod 3.
COURSE: Electro-Mechanical Systems Maintenance & Troubleshooting Workshop Self-Based Training
This course covers basic electricity, circuit analysis, safe meter usage, and various levels of troubleshooting. A novice will learn an extreme amount of skills and knowledge, while a veteran will walk way with many new techniques to help find the problems quickly. Past participants claim they have not experienced learning electricity to be as simple as the Workshop explains it.
Designed for plant managers — operators, oilers, plant mechanics-technicians and trainees. Previous electrical training is not required. 1.6 CEU.Gencor Industries
Phone: 407-290-6000, ext. 342
Course: Gencor Advanced Training 2018
Week 1: Jan. 14-18, 2019
Week 2: Jan. 21-25, 2019
Week 3: Feb. 18-22, 2019
Week 4: Feb. 25 - March 1, 2019
Achieve your production goals, reduce your costs, and maximize your ROI by making sure key members of your team attends the Gencor Advanced Training School 2019. Our expert instructors provide step-by-step, hands on training on real plant equipment.
Limited seats available. Registration closes Friday, December 14, 2018.HAUCK MFG. CO.
Contact: Pat Horn
Course: Service Schools
The Asphalt Product Maintenance Seminars incorporate extensive hands on training with a mix of classroom sessions and lab demonstrations. Reduce downtime, improve equipment life, maximize combustion system efficiency and increase your knowledge and understanding of your HAUCK combustion and control equipment.
Location of the training is the Maxon facility in Muncie, IN.
Three day session with a welcome reception the evening of January 14. January 15 – 17, 2019
Three day session with a welcome reception the evening of January 21.
January 22 – 24, 2019
Three day session with a welcome reception the evening of January 28.
January 29 – 31, 2019.
Contact: Lauren Hill, HCSS Events Coordinator
COURSE: 2019 HCSS Users Group Meetings
For over 25 years, HCSS customers have been gathering annually to learn the latest software features, network with peers, get help from the experts and provide feedback for future releases.
The HCSS Users Group Meetings are for users of any of the HCSS suite of software including estimating, job management, dispatching, fleet management, telematics, safety, or cloud software. The informative class sessions cover…
• HCSS HeavyBid
• HCSS HeavyJob
• HCSS Dispatcher
• HCSS Equipment360
• HCSS Telematics
• HCSS Safety
• HCSS FuelerPlus
• HCSS eLogs
• HCSS Fleet Management
• HCSS Cloud
• HCSS Skills (skills & certification tracking)
• HCSS Forms
• HCSS OEM Link
HCSS offers over 100 classes during 14 sessions throughout the three days of meetings.
January 15-17, 2019
February 5-7, 2019
Fee: $1,775 per person
• Register by October 31, 2018: $150 ($1,625/attendee)
• Register by November 30, 2018: $100 ($1,675/attendee)
• Multi-registrant (3-9 from same company): $1725/attendee
• Multi-registrant (10+ from same company): $1675/attendeeHeatec
COURSE: Terminal Technical School
Date: January 16-17, 2018
Location: Heatec Training Facility in Chattanooga, TN
Heatec is offering a 1-1/2-day educational course on asphalt terminal heating systems. This course brings you together with experienced instructors to explore the best practices and techniques for safely operating heating systems at your terminal. Heatec uses a combination of lectures and hands-on simulators to enhance the learning process. The course will cover maintenance and troubleshooting for thermal fluid heaters, importance of proper flow, combustion safety, and configuration, operation and troubleshooting the flame monitoring system.Roadtec
Roadtec, Inc. offers Paving Professionals Workshops (PPW) and Technical Service Schools in Chattanooga, TN. Students have direct access to experienced instructors and skilled professionals who provide detailed classroom instruction and hands on demonstrations.
Course: Paving Professionals Workshop (PPW)
Students receive comprehensive instruction in asphalt paving from industry leaders. PPW is ideal for those wishing to learn about proper surface preparation, asphalt laydown, preventative maintenance and more.
PPW Session 1: Jan 7-8
PPW Session 2: Jan 9-10
PPW Session 3: Jan 14-15
PPW Session 4: Jan 16-17
Special instructors for PPW 2019 include John Ball of Top Quality Paving, Brian Horner of E.D. Etnyre, Joey Farrell of Jobsite Technologies, and Charlie Butler and David Bussard of Roadtec.
Course: Technical Service Schools
Students gain experience in the operation and maintenance of Roadtec equipment through instruction from experienced and skilled factory specialists.
Paver Session 1: January 23-25
Paver Session 2: January 28-30
Mill Session 1: February 6-8
Mill Session 2: February 11-13
Roadtec Shuttle Buggy Session 1: February 18-19
Roadtec Shuttle Buggy Session 2: February 20-21
CE units can be earned.TransTech Systems Inc.
COURSE: ONLINE TRAINING
At your convenience, you may review any number of TransTech Systems videos to assist with learning more about the PQI (non-nuclear asphalt density gauge) or the SDG (non-nuclear soil density gauge). These videos are great for new customers or as a refresher once your season gets under way. These videos are available at your fingertips anytime you are ready! It’s as easy as going to our website or searching for “TransTech Systems Inc” within YouTube.
COURSE: DENSITY CLINIC
TransTech Systems Inc. offers FREE density clinics at our office in Latham, NY. Training dates are handled individually, so please call TransTech Systems if your company is interested in your FREE density clinic. When the team completes the TransTech Density Clinic, each member will receive an Operator Training Certificate.Troxler Electronic Laboratories
Troxler online courses allow to you to earn certifications and gain new skills/refresh old ones when it suits your schedule. For more information or to register for a course, click Online Training - NEW on the Training menu at www.troxlerlabs.com.
COURSE: Nuclear Gauge Safety Training plus Hazmat
Every new nuclear gauge operator must undergo safety training and be certified to use nuclear gauges. (Our online course is accepted for certification by most state agencies.)
• Radiation safety fundamentals and principles
• Regulatory requirements
• Portable gauge theory and operation
• Gauge maintenance
• Gauge packaging, storage, and transport
COURSE: Radiation Safety Officer Training—NEW!
This course teaches a radiation safety officer (RSO) the responsibilities of the job.
• Radiation safety fundamentals and principles
• License application and renewal
• Regulatory requirements, record-keeping, and other RSO responsibilities
• Incidents and accidents
COURSE: Hazmat Certification/Recertification
This course satisfies US Department of Transportation (DOT) Title 49 CFR, Part 172, Subpart H training requirements for individuals shipping or transporting hazardous materials. (Hazmat recertification is required every three years.)
COURSE: Refresher Course for Nuclear Gauge Operators
If you work in a state that requires gauge operators to renew their radiation safety training periodically, this course will fulfill that requirement. (Please note, however, that it is not a hazmat recertification course.)
• Radiation safety
• New regulatory requirements
• Operating and emergency procedures
• Transportation procedures
COURSE: Compaction & Density Testing
In this course, you will learn the basic principles of compaction and density testing methods (with an emphasis on nuclear testing methods).
For more information or to view our class schedule, click Classroom Training on the Training menu at www.troxlerlabs.com. (If you are interested in another date and/or location, contact us at firstname.lastname@example.org.)
In-person, hands-on non-nuclear and nuclear gauge training classes are available at our headquarters in Research Triangle Park, North Carolina, and through our regional sales representatives by request. (To schedule a session, contact us at email@example.com.)
CLASS: Nuclear Gauge Safety Training plus Hazmat
Every new nuclear gauge operator must undergo safety training and be certified to use nuclear gauges. (Our in-person class is accepted for certification by all state agencies.)
• Radiation safety fundamentals and principles
• Regulatory requirements
• Portable gauge theory and operation
• Gauge maintenance
• Gauge packaging, storage, and transport
CLASS: Radiation Safety Officer Training
This course teaches an RSO the responsibilities ofthe job.
• Radiation safety fundamentals and principles
• License application and renewal
• Regulatory requirements, record-keeping, and other RSO responsibilities
• Incidents and accidents
CLASS: Hazmat Certification/Recertification
This course satisfies DOT Title 49 CFR, Part 172, Subpart H training requirements for individuals shipping or transporting hazardous materials. (Hazmat recertification is required every three years.)Volvo Construction Equipment/ Road Institute
Entering its 53rd season, the Road Institute offers a mix of classroom and hands-on training on a variety of operations and maintenance topics benefiting newcomers and industry veterans alike.
Road Institute will offer training sessions, ranging from two to five days, beginning in late October 2018 through May 2019. Courses are held in at the Road Institute Training Center in Shippensburg and Chambersburg, PA and at the Road Institute West location in Phoenix, AZ.
Early registration is recommended as class size is limited to allow for ideal instructor-to-attendee ratio. All instructors have decades of field and teaching experience, and they incorporate training on the latest DOT requirements. The paver and compactor operator courses also qualify toward NAPA Diamond Paving commendation requirements. The paver and compactor class with a Spanish-language focus will be Feb. 19-22.
COURSE: Paver and Compactor Operation & Maintenance
Two days of classroom-style learning plus two days of hands-on application in best practices, including an overview of Compact Assist with Density Direct.
• Oct. 23 - 26, 2018, Pennsylvania (Topcon)
• Nov. 6 - 9, 2018, Arizona (Blaw-Kontrol)
• Dec. 4 - 7, 2018, Arizona (Blaw-Kontrol)
• Jan. 8 - 11, 2019, Arizona (Topcon)(WMA)
• Feb. 19 - 22, 2019, Arizona (Topcon)(ESP.)
• Mar. 5 - 8, 2019, Arizona (Topcon)(WMA)
• Mar. 12 - 15, 2019, Arizona (Blaw-Kontrol) (WMA)
• Mar. 26 - 29, 2019, Arizona (Topcon)
• Apr. 9 - 12, 2019, Arizona (Topcon)
• Apr. 23 - 26, 2019, Pennsylvania (Topcon)
• May 7 - 10, 2019, Pennsylvania (Blaw-Kontrol)
COURSE: Paver Hydraulic and Electrical Systems - P7000/P7000B (Step 1)
Hydraulic and electrical systems of pavers with lessons that allow for hands-on troubleshooting.
• Oct. 1 - 5, 2018, Pennsylvania
• Dec. 10 - 14, 2018, Pennsylvania
• Jan. 21 - 25, 2019, Arizona
• Feb. 4 - 8, 2019, Pennsylvania
COURSE: Paver Hydraulic and Electrical Systems - P7000/P7000B (Step 2)
• Mar. 19 - 21, 2019, Pennsylvania
COURSE: Paver Hydraulic and Electrical Systems - Blaw-Knox
• Nov. 27 - 30, 2018, Pennsylvania
• April 2 - 5, 2019, Pennsylvania
COURSE: Paving and Compaction Application Seminar
The course objective is to utilize applied training techniques to teach paving and compaction best practices to those people with responsibility for or interest in operation / management of contemporary paving equipment. To use a paver and compactor to their fullest potential while achieving the highest quality work without sacrificing production or increasing costs.
• Jan. 29 - 30, 2019, Pennsylvania
• Feb. 26 - 27, 2019, Pennsylvania
COURSE: Small Asphalt Compactor Mechanics
This instructor led course will give you a general product overview of the Shippensburg manufactured Small Asphalt Compactors (less than 7 ton). General service course for personnel with basic asphalt compactor experience. Models covered: DD15, DD25B, DD30B, DD35B, CR30B and CR35B Small Asphalt Compactors.
• Mar. 26 - 28, 2019, Pennsylvania
COURSE: Large Asphalt Compactor Mechanics
Maintenance and technical training for large asphalt compactors, including system functions, troubleshooting and adjustments of hydraulic and electrical systems.
• Jan. 8 - 10, 2019, Pennsylvania
• Mar. 12 - 14, 2019, Pennsylvania
COURSE: Soil Compactor Mechanics
This course provides students with general service instruction for soil compactors.
• Feb. 12 - 14, 2019, Pennsylvania
COURSE: Paver Screed Operation and Adjustment
Principles of paver operation, maintenance, mechanical adjustments, screed setup and screed running adjustments to ensure paving quality.
• Jan. 15 - 17, 2019, Pennsylvania
COURSE: Automatic Grade and Slope Systems
Lessons on how to safely set up, operate and troubleshoot common control issues.
• Dec. 18 - 20, 2018, PennsylvaniaWirtgen America Inc.
The 40,000+ sq. ft. state-of-the-art facility houses eleven classrooms as well as four bays dedicated exclusively to training so hands on training can take place regardless of weather. The CTT includes a 5-acre test track for equipment demonstrations and hands-on application training for the WIRTGEN GROUP products as well as a gourmet cafeteria for meals and snacks during your sessions.
COURSE: W 200 Series Cold Milling Operation
This course covers safe work practices on and around cold milling machines. You learn factory-recommended operational practices for the W 200 series cold milling machines. Machine operator controls and Level Pro+ will be reviewed in detail preparing you for daily machine operation.
COURSE: W 200 Series Technical Service
This course covers safe work practices on and around cold milling machines. You will learn factory-recommended maintenance practices for proper maintenance of W 200 series cold milling machines. W 200 Series includes W 200, W 200i, W 210, W 210i, W 220, W 250 and W 260i.
COURSE: W 100CFi Cold Milling Operation
This course covers safe work practices on and around cold milling machines. You will learn factory-recommended operational practices for the W 120CFi cold milling machine. Machine operator controls and Level Pro+ will be reviewed in detail preparing you for daily machine operation. Operational machine wear items will be covered which is a crucial part of your job. Daily maintenance improves production and reduces down time.
COURSE: W 120CFi /W 150CFi Technical Service
This course covers sate work practices on and around cold milling machines. You will learn factory-recommended maintenance practices for proper maintenance of W 12CCFi cold milling machines. After completing this course, you will be better prepared to diagnose machine problems and increase machine uptime.
COURSE: WR 200 Series Cold Recycling Operation
To familiarize you with the machine and its many components. Safety practices, machine safety documentation and safety components will be covered. The controls and functions will be covered in detail. Finally, we will examine daily machine maintenance and component wear identification.
COURSE: WR 200 Series Technical Service
The WR 200 Series Soil Stabilizer will be the focus of this course. This course covers safe work practices on and around Soil Stabilizer machines. You will learn factory-recommended maintenance practices for proper maintenance of WR 200 Series Soil Stabilizer machines. After completing this course, you will be better prepared to diagnose machine problems and increase machine uptime.
Wirtgen Slipform Pavers
COURSE: SP 25i Operations & Application
This course covers safe work practices on and around slipform pavers. You will learn the fundamental principles of slipform machines pertaining to the application capabilities of the machine. You will learn to set up and adjust the basic control and operation of the machine and how to locate and assign the machine control components, on-board computer and display operation. You will also learn to have a basic understanding of concrete and concrete mixes. After completing this course you will better understand the individual function groups of the machine and basic settings and application setup.
COURSE: SP Basic Auto Pilot
This course covers safe work practices on and around slipform pavers. You will learn to setup and adjust the basic control and operation of the machine control components, on-board computer and display operation. You will learn the layout of the mechanical, electrical and hydraulic components and their basic functions. You will be instructed in the basic operation, menu system and functional principles of the Wirtgen Field Rover.
COURSE: SP 60i / 90i Inset Paving Fundamentals
This course covers safe work practices on and around slipform pavers. You will learn to set up and adjust the basic control and operation of the machine and how to locate and assign the machine control components, on-board computer and display operation. You will learn the layout of the slipform mainline paving machine basics pertaining to the application capabilities of the machine in inset configuration. You will also gain a fundamental understanding of the concrete and concrete mixes. After completing this course you will better understand the individual function groups of the machine and the basic settings and application set up.
COURSE: SP Advanced Autopilot
This course covers safe work practices on and around slipform pavers. You will learn advanced features and function related to the autopilot/field rover functionality. You will be instructed in the basic and advanced operation, menu system and functional principles of the Wirtgen Field Rover.
COURSE: Vogele 10ft-3i Super Technical Service
After completing this course, you will be better prepared to perform service repairs and diagnose operational problems of the Super 200X-3i paver. You will learn factory-recommended procedures for doing service repairs and troubleshooting electrical and hydraulic systems. You will get an in-depth look at all controls and displays.
COURSE: Vogele Super 700 -3 Technical Service
After completing this course, you will be better prepared to perform service repairs and diagnose operational problems of the Vision Super 700-3 paver. You will learn factory recommended best practices for doing service repairs and troubleshooting electrical control systems and hydraulic systems of the Super 700 -3 paver. You will get an in-depth look at all controls and displays associated with paver series.
COURSE: Vogele Paver Operations/Application
This course covers how to safely operate and work around a Vogele paver. You will learn factory-recommended best practices for machine operation and for performing daily and scheduled maintenance. After completing this course, you will be better prepared to operate a Vogele paver according to manufacturer’s recommendations. You will learn principles and concepts of paving related to the operation of the Vogele paving machines.
COURSE: Vogele Super 1800-3iSJ Operations & Technical Service
This course covers how to safely operate and work around a Vogele paver. You will learn factory-recommended best practices for machine operation and performing daily and scheduled maintenance. After completing this course, you will be better prepared to perform service repairs and diagnose operational problems of the Super 1800-3iSJ paver. You will learn factory recommended procedures for doing service repairs and troubleshooting electrical and hydraulic systems. You will get an in-depth look at all controls and displays.
COURSE: Hamm Introduction & Fundamentals
Hamm Introduction and Fundamentals introduces the learner to basic machine types, applications and different compaction drum systems. This course also covers basic electrical and hydraulic systems. Students will learn basic machine operation and maintenance.
Safety training and machine operation training is also included. Students will also learn more about digital resources including WIDOS, WITOS, Parts and more, and the Wirtgen Group Service Portal in order to use these resources effectively.
COURSE: Hamm Compact, Asphalt and Dirt Rollers
General introduction to application and technical information of HD 8-14 Compact Rollers and H5-7 Soil Rollers. This course covers how to safely work on and around HAMM compaction equipment.You will learn factory-recommended best practices for proper upkeep of compaction machines. After completing this course, you will be better prepared for a machine startup, diagnose machine problems and help increase machine uptime.
COURSE: MC EVO - Series Crusher Operation & Maintenance
You will learn about the electrical and hydraulic systems that control functions of the MOBICAT EVO jaw crushing equipment. You will learn how to troubleshoot components using electrical diagrams, hydraulic schematics and other Kleemann resources. You will learn what items require regular servicing/maintenance and how to correctly setup the machine for operation.
COURSE: WITOS FleetView Basics
This course covers will allow you to navigate through the different views within WITOS FleetView. You will explore ways to track machines, schedule alerts for maintenance and radius parameters as well as easily export historical data.
Florida International University Paving Academy hosted at Wirtgen America
Certificate COURSE: Principles of Mainline Asphalt Paving
Gives attendees an insight into the paving business: materials, road-owner specifications, equipment used, etc. If offers evidence-based practices to dispel some of the myths and misconceptions that have been perpetuated throughout the years. Promotes best practices and increases the technical knowledge of those who work in the industry and either design, regulate, evaluate or manage projects.
Certificate COURSE: Paver: Machine Operations & Quality
Provides equipment owners, operators, user-fixers, paving crews and technicians with efficient, effective and safe methods for getting the most out of paving equipment: i.e, what to do before paving, what to do while paving and what to do when done paving. Increases the level of technical knowledge of those who work in the industry and provides recognition of that achievement.
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