Development of operational performance models for truck-lane restrictions on freeway corridors

Highways are generally designed to serve a mixed traffic flow that consists of passenger cars, trucks, buses, recreational vehicles, etc. The fact that the impacts of these different vehicle types are not uniform creates problems in highway operations and safety. A common approach to reducing the impacts of truck traffic on freeways has been to restrict trucks to certain lane(s) to minimize the interaction between trucks and other vehicles and to compensate for their differences in operational characteristics. ^ The performance of different truck lane restriction alternatives differs under different traffic and geometric conditions. Thus, a good estimate of the operational performance of different truck lane restriction alternatives under prevailing conditions is needed to help make informed decisions on truck lane restriction alternatives. This study develops operational performance models that can be applied to help identify the most operationally efficient truck lane restriction alternative on a freeway under prevailing conditions. The operational performance measures examined in this study include average speed, throughput, speed difference, and lane changes. Prevailing conditions include number of lanes, interchange density, free-flow speeds, volumes, truck percentages, and ramp volumes. ^ Recognizing the difficulty of collecting sufficient data for an empirical modeling procedure that involves a high number of variables, the simulation approach was used to estimate the performance values for various truck lane restriction alternatives under various scenarios. Both the CORSIM and VISSIM simulation models were examined for their ability to model truck lane restrictions. Due to a major problem found in the CORSIM model for truck lane modeling, the VISSIM model was adopted as the simulator for this study. ^ The VISSIM model was calibrated mainly to replicate the capacity given in the 2000 Highway Capacity Manual (HCM) for various free-flow speeds under the ideal basic freeway section conditions. Non-linear regression models for average speed, throughput, average number of lane changes, and speed difference between the lane groups were developed. Based on the performance models developed, a simple decision procedure was recommended to select the desired truck lane restriction alternative for prevailing conditions. ^

Visual driver support system for traffic signs

It has been well documented that traffic accidents that can be avoided occur when the motorists miss or ignore traffic signs. With the attention of drivers getting diverted due to distractions like cell phone conversations, missing traffic signs has become more prevalent. Also, poor weather and other unfriendly driving conditions sometimes makes the motorists not to be alert all the time and see every traffic sign on the road. Besides, most cars do not have any form of traffic assistance. Because of heavy traffic and proliferation of traffic signs on the roads, there is a need for a system that assists the driver not to miss a traffic sign to reduce the probability of an accident. Since visual information is critical for driving, processed video signals from cameras have been chosen to assist drivers. These inexpensive cameras can be easily mounted on the automobile. The objective of the present investigation and the traffic system development is to recognize the traffic signs electronically and alert drivers. For the case study and the system development, five important and critical traffic signs have been selected. They are: STOP, NO ENTER, NO RIGHT TURN, NO LEFT TURN, and YIELD. The system was evaluated processing still pictures taken from the public roads, and the recognition results were presented in an analysis table to indicate the correct identifications and the false ones. The system reached the acceptable recognition rate of 80% for all five traffic signs. The processing rate was about three seconds. The capabilities of MATLAB, VLSI design platforms and coding have been used to generate a visual warning to complement the visual driver support system with a Field Programmable Gate Array (FPGA) on a XUP Virtex-II Pro Development System.

Rio and the Reds: The Comando Vermelho, Organized Crime and Brazil’s Economic Ascent [Student’s Paper Series]

Brazil’s growing status as a potential world power cannot obscure the characteristics of its other reality: that of a country with vast inequalities and high crime rates. The Comando Vermelho, the most prominent organized crime syndicate in Rio de Janeiro, besieges the beauty and charm that attracts tourists to this city. The CV arose not only as a product of the political dictatorship of the seventies, but also of the disenfranchised urban poor crammed into Rio’s favela slums. Today, the CV presents a powerful challenge to the State’s control of parts of Rio territory. As Brazil’s soft power projection grows, it is seriously challenged by its capacity to eliminate organized crime. Economic growth is not sufficient to destroy a deeply embedded organization like the CV. In fact, Brazil’s success may yet further retrench the CV’s activities. Culpability for organized crime cannot be merely limited to the gangs, but must also be shared among the willing consumers, among whom can be found educated and elite members of society, as well as the impoverished and desperate. The Brazilian government needs a top-down response addressing the schism between rich and poor. However, Brazil’s citizens must also take responsibility and forge a bottom-up response to the drug- and corruption-riddled elements of its most respected members of society. Brazil must target reform across public health, housing, education and above all, law enforcement. Without such changes, Brazil will remain a two-track democracy. Rio’s wealthy will still be able to revel in the city’s beauty albeit from behind armored cars and fortified mansions, while the city’s poor will yield – either as victims or perpetrators – to the desperate measures of organized crime.

Beginning to Explore Dashboard Dining

It can be nutritious and healthy if done right. Fruits and vegetables, a granola bar, smoothie, or some fresh squeezed Florida orange juice would be good choices. On the other hand, it can poison you. Perishable protein and dairy products must be packed in a well- insulated cooler with plenty of ice and a refrigerator thermometer kept inside to en-sure the food stays below 40 degrees Fahrenheit. If you are not completely safe, it can kill you. According to Hagerty Insurance of Traverse City, Michigan, the top ten worst foods to consume are coffee, hot soups, tacos, chili, juicy hamburgers, fried chicken, any barbecued food, filled doughnuts, soft drinks, and chocolate. (see Lisa Chin, 2003) It simply takes a sudden scalding spill, an unexpected splash, or dripping condiments, any of which demand your immediate attention, to become an instant fatality.

Loss of electricity and refrigerated foods: avoiding the danger zone

Recent events such as Winter Storm [Hurricane] Sandy and Hurricane Katrina have demonstrated that local food supplies must last as long as possible. Current recommendations are to dispose of all refrigerated food four hours after the power is lost. The purpose of this study was to determine if it is possible to safely hold food longer than four hours without power. The results indicate that the food can be held for up to six hours if the door is not opened. If ice is added to the refrigerator, then it will take the food approximately 10 hours to reach 5°C (41°F).

Retail centers for community : addressing both pedestrian and car traffic

The purpose of this thesis was to redesign a commercial center in Miami, Florida in a manner that incorporates the needs of pedestrians as well as the automobile. In my research, I studied projects that had been successful at integrating cars in retail design. I applied the strategies learned from this research to the design of a center that creates a positive interaction of pedestrian and car traffic, addressing the needs of the surrounding community. I designed a master plan that includes a mix of residential, retail, commercial and parking space. The parking is designed so that the retail center is not dominated by surface parking. Rather, the automobile is introduced into the different layers of the proposed buildings. The design focused on connecting pedestrian plazas and parking areas beneath them through the introduction of light and greenery. The findings show how a shopping center might transform the area around it by including spaces for residential, civic, cultural and social functions, as well as for the automotive infrastructure that make those functions possible.