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The various types of folding mechanisms used on agricultural machinery to provide for highway transport are discussed. The unique design and performance features are reviewed. Also the implication of the use of this type of equipment on public highways is reviewed.

This paper reviews the findings of a study commissioned by the California Department of Transportation to evaluate the potential of infrared and passive millimeter-wave imaging technologies for traffic surveillance and automated detection. Images formed from radiation at infrared and millimeter wavelengths are characterized by fundamentally different information compared with visible-spectrum images, and generally improved ability to penetrate obscured atmospheres such as fog or dust. Ten examples of commercially available infrared (IR) imaging technologies and one experimental passive millimeter-wave (MMW) radiometric imaging apparatus were evaluated with respect to the specific requirements of highway monitoring and traffic management. A suite of traffic images and performance-related test data were acquired for each imaging system over a range of traffic and environmental conditions.

When an automobile is driven on wet roads, its tires must remove water from between the tread and road surfaces. It is well known that the ability of a tire to remove water depends heavily on tread depth, water depth and speed, as well as other factors, such as tire load, air pressure and tread design. It is less well known that tire tread depth combined with placement can have an adverse effect on vehicle handling on wet roads. This paper investigates passenger car handling on wet roads. Flat bed tire testing, three-dimensional computer simulation and skid pad experimental testing are used to determine how handling is affected by tire tread depth and front/rear position of low-tread-depth tires on the vehicle. Some skid pad test results are given, along with corresponding simulations. A literature review also is presented. Significant changes in tire-road longitudinal and lateral friction are shown to occur as speed, tread depth and water depth vary, even before hydroplaning occurs.