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Phase I of this project was conducted to pilot test an associate degree program for the preparation of traffic safety technicians. Previously developed curriculum materials were revised by an advisory committee in accordance with the level of expertise and sophistication of the 27 students enrolled in the 2-year program and to meet the needs of the employers of highway safety manpower. Some conclusions drawn from the field test were: (1) Training and education programs, such as the traffic engineering technician curriculum, are likely to be relevant to the needs of local employers if centered in an educational institution that has a commitment to serve the community, (2) A pool of expertise in the form of the community college staff and community-based professional groups may be quickly mobilized to prepare highway safety manpower at technical levels, (3) Highway safety agencies find it valuable to cooperate with a community college in providing training opportunities within commuting distance of the place of employment and the employee's place of residence, and (4) Economies are gained when employers and educators share their resources and utilize the community as a laboratory to prepare traffic safety technicians. (SB)

In order to determine the potential of the transportation and traffic engineering industry to employ dislocated aerospace and defense professional personnel with technical skills, a national survey was conducted by the Los Angeles and Boston skills conversion teams of the National Society of Professional Engineers, under contract to the Department of Labor. All state agencies and some private industry involved in these areas were surveyed by telephone nationally and by personal interviews in Southern California and New England. The greatest employment potential exists at state and local levels of government, with only moderate prospects in private industry. The requirements for transfer of training would probably include an engineering background plus several months of intensive course work. For government positions, the usual employment qualifications should be rescinded, and for private industry, on-the-job training plus direct transfer of appropriate engineering skills is needed. A public relations program to alert these transportation industries to the advantages of employing these professionals would accelerate their employment rate. Related chapters are announced as VT 018 435-018 451 in this issue. (AG)

This paper is one of three which describe a digital carrier-concentrator system with elastic traffic capacity. It deals with the traffic engineering considerations from a systems application viewpoint. One companion paper [1] describes the system organization, the switching function, supervision and control, and the reframing procedure. The other [2] describes the line equipment, delta codecs, line signaling functions, and an in-service line test facility. The system is unique in that the concentration switching function is nonblocking, but message channel quality varies with instantaneous traffic load. Realistic traffic limits are determined from consideration of message channel transmission degradations which may occur for small fractions of the busy hour. A suitable criterion is proposed, and the traffic capacity is calculated therefrom. The system provides telephone service to 256 subscriber lines over a single T1 digital line.

THE subject, telegraph traffic engineering, covers a field so wide that to compress it within the limits of a single paper necessitates an arbitrary limitation of the points to be discussed. For this reason there is here presented an outline of only the following four points: 1. Wire layout. 2. Traffic routing. 3. Office layout. 4. Operator assignment.

Marine traffic engineering is defined as the study of marine traffic and the application of such studies to improvements in navigation facilities and traffic regulation. The authors review recent Japanese work in this field.Since the mountainous terrain of Japan hindered the development of road transport, goods have mainly been sent by ship, from the earliest times until the end of the last century. The rapid economic recovery of Japan after the Second World War owes much to the industrial belt along the coast which may be called the ‘Water Megalopolis’, with more than 70 million inhabitants. Shipping provides the greater part of both interzonal and international transport and consequently there is severe traffic congestion, accentuated by the presence of more than 200,000 fishing vessels.

Present toll trunk traffic engineering practices in the United States are reviewed, and various congestion formulas compared with data obtained on long distance traffic. Customer habits upon meeting busy channels are noted and a theory developed describing the probable result of permitting subscribers to have direct dialing access to high delay toll trunk groups. Continent-wide automatic alternate routing plans are described briefly, in which near no-delay service will permit direct customer dialing. The presence of non-random overflow traffic from high usage groups complicates the estimation of correct quantities of alternate paths. Present methods of solving graded multiple problems are reviewed and found unadaptable to the variety of trunking arrangements occurring in the toll plan. Evidence is given that the principal fluctuation characteristics of overflow-type of non-random traffic are described by their mean and variance. An approximate probability distribution of simultaneous calls for this kind of non-random traffic is developed, and found to agree satisfactorily with theoretical overflow distributions and those seen in traffic simulations. A method is devised using “equivalent random” traffic, which has good loss predictive ability under the “lost calls cleared” assumption, for a diverse field of alternate route trunking arrangements. Loss comparisons are made with traffic simulation results and with observations in exchanges. Working curves are presented by which multi-alternate route trunking systems can be laid out to meet economic and grade of service criteria. Examples of their application are given.

Recent work on marine traffic engineering in Japan was reviewed in four papers published in this Journal in 1971. In the present paper, which may be regarded as a sequel to these, Professor Makishima offers some theoretical comments.

As implied by the title, the intent of this article is to relate the manner of use and value of the Traffic Usage Recorder as applied to telephone traffic engineering. To develop a full appreciation of this, a general knowledge of the responsibility of the traffic engineer is required. In a broad sense, the traffic engineer must see that facilities of the right kind and of the right amounts are in the right place at the right time to give the right grade of telephone service. An important phase in this provision of telephone facilities is in determining the requirements of the telephone subscriber. In the process of estimating subscriber requirements, summarized call carrying and associated equipment usage data are analyzed, projected, and modified to reflect expected growth, new service, and proposed equipment arrangements. The modified basic data are then converted to equipment quantities and trunks through the use of probability tables reflecting the desired grades of service. The first step of this process, the gathering and summarization of usage data, is of prime importance and has been a major problem to the traffic engineer.

In this investigation the new Fuzzy-CAC algorithm practical implementation of RSVP-TE protocol development for use in MPLS-TE/GMPLS networks is presented. Fuzzy-CAC algorithm is tested on the MPLS-TE network testbed with 3 Cisco 2800 series routers, on which classical threshold CAC algorithm is compared to the Fuzzy-CAC algorithm implementation. Main QoS characteristics are analyzed, experimental data are depicted and future research subjects are described. Ill. 14, bibl. 9, tabl. 4 (in English; abstracts in English and Lithuanian).http://dx.doi.org/10.5755/j01.eee.110.4.281

In 1945 the Bell System embarked on an extensive study with the purpose of developing a program for operator toll dialing on a nationwide basis. Operator toll dialing had been done, of course, on a limited scale in various parts of the country for many years, but the concept of this program was one of nationwide proportions carried on with a uniform numbering plan∗ arrangement and a completely integrated trunking system which would handle traffic at a high speed between any two points in the United States and Canada, even in the busier hours of the day. Implementation of this program required the development of new switching mechanisms and the exploitation of carrier transmission potentialities to a degree never before achieved. Great strides had already been made in these fields, resulting in the practical development of the coaxial cable system and the first toll crossbar switching office installed at Philadelphia in 1943. But the very core of the nationwide dialing plan was the proposal to revolutionize the method of traffic distribution so as to combine high speed handling over the intertoll trunk network with a highly efficient use of facilities. The method of accomplishing is called “engineered alternate routing”