Assessment of the impact speed and angle conditions for the EN1317 barrier tests

Roadside safety barriers designs are tested with passenger cars in Europe using standard EN1317 in which the impact angle for normal, high and very high containment level tests is 20°. In comparison to EN1317, the US standard MASH has higher impact angles for cars and pickups (25°) and different vehicle masses. Studies in Europe (RISER) and the US have shown values for the 90th percentile impact angle of 30°–34°. Thus, the limited evidence available suggests that the 20° angle applied in EN 1317 may be too low.
The first goal of this paper is to use the US NCHRP database (Project NCHRP 17–22) to assess the distribution of impact angle and collision speed in recent ROR accidents. Second, based on the findings of the statistical analysis and on analysis of impact angles and speeds in the literature, an LS-DYNA finite element analysis was carried out to evaluate the normal containment level of concrete barriers in non-standard collisions. The FE model was validated against a crash test of a portable concrete barrier carried out at the UK Transport Research Laboratory (TRL).
The accident data analysis for run-off road accidents indicates that a substantial proportion of accidents have an impact angle in excess of 20°. The baseline LS-DYNA model showed good comparison with experimental acceleration severity index (ASI) data and the parametric analysis indicates a very significant influence of impact angle on ASI. Accordingly, a review of European run-off road accidents and the configuration of EN 1317 should be performed.

Distribuição por tamanhos do aerosol atmosférico na Península Ibérica

Um dos principais fatores que afetam negativamente a qualidade do ambiente em muitas cidades em todo o mundo é o material particulado (PM). A sua presença na atmosfera pode ter impactos negativos na saúde humana, clima, património edificado e ecossistemas. Muitos dos estudos realizados em áreas urbanas focam apenas as frações respiráveis (PM10 e PM2,5). No entanto, os processos de formação, a identificação das fontes emissoras e os efeitos dependem muito da distribuição granulométrica das partículas. A atenção tem recaído na análise de hidrocarbonetos poliaromáticos (PAHs), devida à sua carcinogenicidade e a informação disponível sobre outros compostos é escassa. O presente estudo consistiu na obtenção do PM distribuído por diferentes frações de tamanho e na análise detalhada da sua composição química, em dois locais urbanos da Península Ibérica (Madrid e Lisboa). Dado que os veículos representam uma das principais fontes emissoras em ambientes urbanos, efetuou-se uma caracterização mais detalhada deste tipo de emissões, conduzindo uma campanha de amostragem num túnel rodoviário (Marquês de Pombal, Lisboa). As amostragens, em ambas as cidades, decorreram durante um mês, quer no verão quer no inverno, em dois locais urbanos distintos, um junto a uma via com influência de tráfego e outro numa área urbana de fundo. No túnel a amostragem foi realizada apenas durante uma semana. Em Madrid e no túnel, o PM foi recolhido utilizando um amostrador de elevado volume com impactor em cascata com quatro tamanhos: 10-2,5, 2,5-0,95, 0,95-0,49 e < 0,49 μm. Em Lisboa, foi utilizado um impactor em cascata com apenas dois tamanhos, 10- 2,5 e < 2,5 μm. As amostras foram quimicamente analisadas e determinadas as concentrações de compostos carbonados (OC, EC e carbonatos), iões inorgânicos solúveis em água (Cl−, NO3−, SO42−, Na+, NH4+, K+, Mg2+, Ca2+),metais e compostos orgânicos. Em Madrid, as concentrações médias de PM10 foram 44 e 48% maiores nas amostras recolhidas junto à estrada do que as de fundo urbano no verão e inverno, respetivamente. A fração grosseira e o PM0,5 apresentaram concentrações mais elevadas no verão do que no inverno devido às condições climatéricas pouco usuais. No verão, as amostragens decorreram num mês em que as temperaturas foram muito elevadas e em que ocorreram vários episódios de intrusão de poeira africana. Durante o período de amostragem de inverno, as temperaturas foram muito baixas e registaram-se vários dias de precipitação quer sob a forma de chuva, quer sob a forma de neve. As situações meteorológicas sinóticas mais comuns, incluindo aquelas que causam o transporte de massas de ar com poeiras Africanas, foram identificadas em ambas as estações do ano. As concentrações mássicas de PM10, EC e OC foram encontrados predominantemente na fração de tamanho ultrafino em ambos os locais de amostragem e estações do ano. Nas restantes frações não se observou nenhuma tendência sazonal. O carbono orgânico secundário (SOC) mostrou um claro padrão sazonal, com concentrações muito mais elevadas no verão do que no inverno, em ambos os lugares. A partir do balanço mássico de iões, observou-se que, no verão, a formação de compostos inorgânicos secundários (SIC) conduziu a um enriquecimento pouco comum de Ca2+ na fração submicrométrica, quer nas amostras de tráfego, quer em fundo urbano. Os alcanos, PAHs, os álcoois e os ácidos foram as classes de compostos orgânicos identificados e quantificados no material particulado. Globalmente, representaram 0,26 e 0,11 μg m−3 no verão e inverno, respetivamente, no local de tráfego e 0,28 e 0,035 μg m−3 na área urbana de fundo. Os diferentes compostos orgânicos também apresentaram padrões sazonais, sugerindo fontes de emissão (e.g. escapes dos veículos e fontes biogénicas) ou processos de formação com contribuições variáveis ao longo do ano. As concentrações de benzoapireno equivalente foram menores que 1 ng m-3 e o risco carcinogénico estimado é baixo. No verão, os maiores enriquecimentos de metais ocorreram na fração submicrométrica, e no inverno na fração grosseira. No verão, os enriquecimentos foram ≥ 80% para o Mn, Ni, Cu, Zn, Cd, Sb e Co, no inverno, estes traçadores de emissões do tráfego foram menores, exceto para o Zn. Em Lisboa, a concentração média de PM10 foi de 48 μg m-3 no verão e de 44 μg m-3 no inverno, junto à estrada. Na área de fundo urbano, registaram-se níveis comparáveis nas duas estações (27 μg m-3 e 26 μg m-3). A média do rácio PM2,5/PM10 foi de 65% no verão e 44% no inverno na área de tráfego e 62% e 59% na área urbana de fundo. Estes resultados significam que o PM2,5 é um dos principais contaminantes que afetam a qualidade do ar no centro da cidade de Lisboa. A relação OC/EC, que reflete a composição das emissões de combustão dos veículos, variou entre 0,3 e 0,4 no interior do túnel. Os rácios de OC/EC mínimos obtidos junto às vias de tráfego em Madrid e em Lisboa encontram-se entre os do túnel e os registados em atmosferas urbanas de fundo, sugerindo que os valores mínimos habitualmente obtidos para este parâmetro em ambientes urbanos abertos sobrestimam as emissões diretas de OC pelo transporte rodoviário. Espera-se que os resultados deste trabalho contribuam para suprir, pelo menos em parte, as lacunas de informação quer sobre a composição de várias granulometrias de PM, quer sobre fontes e processos de formação em atmosferas urbanas. Como a exposição a poluentes do ar ultrapassa o controle dos indivíduos e exige ação das autoridades públicas a nível nacional, regional e até mesmo internacional, é importante propor medidas mitigadoras focadas nas principais fontes de emissão identificadas.

Le routage de l’information dans les réseaux véhiculaires mobiles

Les réseaux véhiculaires mobiles, ou Vehicular Ad-hoc NETworks (VANETs), existent depuis les années 80, mais sont de plus en plus développés depuis quelques années dans différentes villes à travers le monde. Ils constituent un apport d’informations aux réseaux routiers grâce à la mise en place de communications entre ses constituants : principalement les véhicules, mais aussi certaines infrastructures de bords de routes liées directement aux automobilistes (feux de circulation, parcomètres, infrastructures spécialisées pour les VANETs et bien d’autres). L’ajout des infrastructures apporte un support fixe à la dissémination des informations dans le réseau. Le principal objectif de ce type de réseau est d’améliorer la sécurité routière, les conditions de circulations, et d’apporter aux conducteurs et aux passagers quelques applications publicitaires ou de divertissement. Pour cela, il est important de faire circuler l’information de la manière la plus efficace possible entre les différents véhicules. L’utilisation des infrastructures pour la simulation de ces réseaux est bien souvent négligée. En effet, une grande partie des protocoles présentés dans la littérature simulent un réseau ad-hoc avec des noeuds se déplaçant plus rapidement et selon une carte définie. Cependant, ils ne prennent pas en compte les spécificités même d’un réseau véhiculaire mobile. Le routage de l’information dans les réseaux véhiculaires mobiles utilise les infrastructures de façon certes opportuniste, mais à terme, les infrastructures seront très présentes dans les villes et sur les autoroutes. C’est pourquoi nous nous sommes concentrés dans ce mémoire à l’étude des variations des différentes métriques du routage de l’information lors de l’ajout d’infrastructures sur une autoroute avec l’utilisation du protocole de routage AODV. De plus, nous avons modifié le protocole AODV afin d’obliger les messages à emprunter le chemin passant par les infrastructures si celles-ci sont disponibles. Les résultats présentés sont encourageants, et nous montrent qu’il est important de simuler les réseaux VANETs de manière complète, en considérant les infrastructures.

Survey forms used in urban freight studies

Report produced as part of the Green Logistics project (EPSRC and Department for Transport funded). This report contains examples of survey forms used in urban freight studies both in the UK and overseas. The studies from which these examples have been drawn range in data from 1970-2008. The purpose of the report is to provide insight into the types of questions used in different survey techniques and also into the design of survey forms. It is hoped that bringing together in a single document these examples of urban freight survey forms will be of use to researchers involved in such studies in future in planning and designing their survey work. Examples of several different types of survey techniques are provided including: Establishment surveys -- Commodity flow surveys -- Freight operator surveys -- Roadside interview surveys -- Driver surveys -- Vehicle observation surveys -- Parking surveys -- Vehicle trip diaries -- Service provider surveys

Survey techniques in urban freight transport studies

This article reviews and assesses the various survey techniques that have been used in studies in which data have been collected to obtain an understanding of road-based urban freight transport activities. The review identified 162 such studies in 18 countries over the last 50 years, and 12 different types of urban survey technique. In the studies reviewed, establishment surveys have been the most commonly used technique, followed by freight operator surveys, vehicle observation surveys, driver surveys, roadside interview surveys, and vehicle trip diaries. Few examples of other survey techniques (commodity flow, parking, global positioning system, supplier and service provider surveys) were identified. Establishment and vehicle observation surveys have the potential to offer insight into a wider range of issues associated with urban freight deliveries and collections to and from establishments in a specific urban area than the other survey techniques reviewed. These two survey techniques can provide insight into the frequency of goods vehicles deliveries and collections by time of day and day of week, the activities involved in the loading/unloading process, and the freight requirements of individual establishments. However, all 12 survey techniques provide insight into varying aspects of urban freight operations and various combinations are therefore likely to be used in future studies.

Microstrip antenna array for multiband dedicated short range communications systems

Dedicated Short Range Communications (DSRC) is the key enabling technology for the present and future vehicular communication for various applications, such as safety improvement and traffic jam mitigation. This paper describes the development of a microstrip antenna array for the roadside equipment of a DSRC system, whose characteristics are according with the vehicular communications standards. The proposed antenna, with circular polarization, has a wide bandwidth, enough to cover the current European DSRC 5.8 GHz band and the future 5.9 GHz band for next generation DSRC communications. (C) 2011 Wiley Periodicals, Inc. Microwave Opt Technol Lett 53: 2794-2796, 2011; View this article online at wileyonlinelibrary.com. DOI 10.1002/mop.26394

Aspects of spatial and habitat ecology of multiple Anopheles species (Diptera: Culicidae): malaria vectors in the highlands and foothills of Ecuador

The resurgence of malaria in highland regions of Africa, Oceania and recently in South America underlines the importance of the study of the ecology of highland mosquito vectors of malaria. Since the incidence of malaria is limited by the distribution of its vectors, the purpose of this PhD thesis was to examine aspects of the ecology of Anopheles mosquitoes in the Andes of Ecuador, South America. A historical literature and archival data review (Chapter 2) indicated that Anopheles pseudopunctipennis transmitted malaria in highland valleys of Ecuador prior to 1950, although it was eliminated through habitat removal and the use of chemical insecticides. Other anopheline species were previously limited to low-altitude regions, except in a few unconfirmed cases. A thorough larval collection effort (n=438 attempted collection sites) in all road-accessible parts of Ecuador except for the lowland Amazon basin was undertaken between 2008 - 2010 (Chapter 3). Larvae were identified morphologically and using molecular techniques (mitochondrial COl gene), and distribution maps indicated that all five species collected (Anopheles albimanus, An. pseudopunctipennis, Anopheles punctimacula, Anopheles oswaldoi s.l. and Anopheles eiseni) were more widespread throughout highland regions than previously recorded during the 1940s, with higher maximum altitudes for all except An. pseudopunctipennis (1541 m, 1930 m, 1906 m, 1233 m and 1873 m, respectively). During larval collections, to characterize species-specific larval habitat, a variety of abiotic and biotic habitat parameters were measured and compared between species-present and species-absent sites using chi-square tests and stepwise binary logistic regression analyses (Chapter 4). An. albimanus was significantly associated with permanent pools with sand substrates and An. pseudopunctipennis with gravel and boulder substrates. Both species were significantly associated with floating cyanobacterial mats and warmer temperatures, which may limit their presence in cooler highland regions. Anopheles punctimacula was collected more often than expected from algae-free, shaded pools with higher-than-average calculated dissolved oxygen. Anopheles oswaldoi s.l., the species occurring on the Amazonian side of the Andes, was associated with permanent, anthropogenic habitats such as roadside ditches and ponds. To address the hypothesis that human land use change is responsible for the emergence of multiple highland Anopheles species by creating larval habitat, common land uses in the western Andes were surveyed for standing water and potential larval habitat suitability (Chapter 5). Rivers and road edges provided large amounts of potentially suitable anopheline habitat in the western Andes, while cattle pasture also created potentially suitable habitat in irrigation canals and watering ponds. Other common land uses surveyed (banana farms, sugarcane plantations, mixed tree plantations, and empty lots) were usually established on steep slopes and had very little standing water present. Using distribution and larval habitat data, a GIS-based larval habitat distribution model for the common western species was constructed in ArcGIS v.l 0 (ESRI 2010) using derived data layers from field measurements and other sources (Chapter 6). The additive model predicted 76.4 - 97.9% of the field-observed collection localities of An. albimanus, An. pseudopunctipennis and An. punctimacula, although it could not accurately distinguish between species-absent and speciespresent sites due to its coarse scale. The model predicted distributional expansion and/or shift of one or more anopheline species into the following highland valleys with climate warming: Mira/Chota, Imbabura province, Tumbaco, Pichincha province, Pallatanga and Sibambe, Chimborazo province, and Yungilla, Azuay province. These valleys may serve as targeted sites of future monitoring to prevent highland epidemics of malaria. The human perceptions of malaria and mosquitoes in relation to land management practices were assessed through an interview-based survey (n=262) in both highlands and lowlands, of male and female land owners and managers of five property types (Chapter 7). Although respondents had a strong understanding of where the disease occurs in their own country and of the basic relationship among standing water, mosquitoes and malaria, about half of respondents in potential risk areas denied the current possibility of malaria infection on their own property. As well, about half of respondents with potential anopheline larval habitat did not report its presence, likely due to a highly specific definition of suitable mosquito habitat. Most respondents who are considered at risk of malaria currently use at least one type of mosquito bite prevention, most commonly bed nets. In conclusion, this interdisciplinary thesis examines the occurrence of Anopheles species in the lowland transition area and highlands in Ecuador, from a historic, geographic, ecological and sociological perspective.

Urban Grass and Grass-Leaf Litter Mixtures as Source for Bioenergy Recovery

Städtische Biomassen der Grünflächen bilden eine potentielle, bisher weitgehend ungenutzte Ressource für Bioenergie. Kommunen pflegen die Grünflächen, lassen das Material aber verrotten oder führen es Deponien oder Müllverbrennungsanlagen zu. Diese Praxis ist kostenintensiv ohne für die Verwaltungen finanziellen Ausgleich bereitzustellen. Stattdessen könnte das Material energetisch verwertet werden. Zwei mögliche Techniken, um Bioenergie zu gewinnen, wurden mit krautigem Material des städtischen Straßenbegleitgrüns untersucht i) direkte anaerobe Fermentation (4 Schnitte im Jahr) und ii) „Integrierte Festbrennstoff- und Biogasproduktion aus Biomasse“ (IFBB), die Biomasse durch Maischen und mechanisches Entwässern in einen Presssaft und einen Presskuchen trennt (2 Schnitte im Jahr). Als Referenz wurde die aktuelle Pflege ohne Verwertungsoption mitgeführt (8faches Mulchen). Zusätzlich wurde die Eignung von Gras-Laub-Mischungen im IFBB-Verfahren untersucht. Der mittlere Biomasseertrag war 3.24, 3.33 und 5.68 t Trockenmasse ha-1 jeweils für die Pflegeintensitäten Mulchen, 4-Schnitt- und 2-Schnittnutzung. Obwohl die Faserkonzentration in der Biomasse der 2-Schnittnutzung höher war als im Material der 4-Schnittnutzung, unterschieden sich die Methanausbeuten nicht signifikant. Der Presskuchen aus dem krautigen Material des Straßenbegleitgrüns hatte einen Heizwert von 16 MJ kg-1 Trockenmasse, während der Heizwert des Presskuchens der Gras-Laub-Mischung in Abhängigkeit vom Aschegehalt zwischen 15 und 17 MJ kg-1 Trockenmasse lag. Der Aschegehalt der Mischungen war höher als der Grenzwert nach DIN EN 14961-6:2012 (für nicht-holzige Brennstoffe), was auf erhöhte Bodenanhaftung auf Grund der Erntemethoden zurückzuführen sein könnte. Der Aschegehalt des krautigen Materials vom Straßenrand hielt die Norm jedoch ein. Die Elementkonzentration (Ca, Cl, K, Mg, N, Na, P, S, Al, Cd, Cr, Cu, Mn, Pb, Si, Zn) im krautigen Material war generell ähnlich zu Landwirtschafts- oder Naturschutzgrünland. In den Mischungen nahm die Elementkonzentration (Al, Cl, K, N, Na, P, S, Si) mit zunehmendem Laubanteil ab. Die Konzentration von Ca, Mg und der Neutral-Detergenz-Fasern stieg hingegen an. Die IFBB-Technik reduzierte die Konzentrationen der in der Verbrennung besonders schädlichen Elemente Cl, K und N zuverlässig. Außer den potentiell hohen Aschegehalten, wurde während der Untersuchungen kein technischer Grund entdeckt, der einer energetischen Verwertung des getesteten urbanen Materials entgegenstehen würde. Ökonomische, soziale und ökologische Auswirkungen einer Umsetzung müssen beachtet werden. Eine oberflächliche Betrachtung auf Basis des bisherigen Wissens lässt hoffen, dass eine bioenergetische Verwertung städtischen Materials auf allen Ebenen nachhaltig sein könnte.

A new approach to real time traffic sign recognition based on colour information

The automatic interpretation of conventional traffic signs is very complex and time consuming. The paper concerns an automatic warning system for driving assistance. It does not interpret the standard traffic signs on the roadside; the proposal is to incorporate into the existing signs another type of traffic sign whose information will be more easily interpreted by a processor. The type of information to be added is profuse and therefore the most important object is the robustness of the system. The basic proposal of this new philosophy is that the co-pilot system for automatic warning and driving assistance can interpret with greater ease the information contained in the new sign, whilst the human driver only has to interpret the "classic" sign. One of the codings that has been tested with good results and which seems to us easy to implement is that which has a rectangular shape and 4 vertical bars of different colours. The size of these signs is equivalent to the size of the conventional signs (approximately 0.4 m2). The colour information from the sign can be easily interpreted by the proposed processor and the interpretation is much easier and quicker than the information shown by the pictographs of the classic signs

Relationships between Duck and Grassland Bird Relative Abundance and Species Richness in Southern Saskatchewan

Digital map products that integrate long-term duck population and land-use data are currently being used to guide conservation program delivery on the Canadian Prairies. However, understanding the inter-relationships between ducks and other grassland bird species would greatly enhance program planning and delivery. We hypothesized that ducks, and Northern Pintail (Anas acuta) in particular, may function as an umbrella guild for the overall breeding habitat quality for other grassland bird species. We compared grassland bird species richness and relative abundance among areas of low, moderate, and high predicted waterfowl breeding densities (i.e., duck density strata) in the southern Missouri Coteau, Saskatchewan. We conducted roadside point counts and delineated habitats within a 400 m radius of each point. The duck high-density stratum supported greater avian species richness and abundance than did the duck low-density stratum. Overall, duck and other grassland bird species richness and abundance were moderately correlated, with all r between 0.37 and 0.69 (all P < 0.05). Although the habitat requirements of Northern Pintail may overlap with those of other grassland endemics, priority grassland bird species richness was only moderately correlated with total pintail abundance in both years, and the abundances of pintail and grassland songbirds listed by the Committee on the Status of Endangered Wildlife in Canada were not correlated. No differences in the mean number of priority grassland species were detected among the strata. Adequate critical habitat for several priority species may not be protected if conservation is focused only in areas of moderate to high wetland density because large tracts of contiguous, dry grassland habitat (e.g., pasture) occur infrequently in high-quality duck habitat.

A behavioral comparison between motorcyclists and a matched group of non-motorcycling car drivers: factors influencing accident risk

Motorcyclists and a matched group of non-motorcycling car drivers were assessed on behavioral measures known to relate to accident involvement. Using a range of laboratory measures, we found that motorcyclists chose faster speeds than the car drivers, overtook more, and pulled into smaller gaps in traffic, though they did not travel any closer to the vehicle in front. The speed and following distance findings were replicated by two further studies involving unobtrusive roadside observation. We suggest that the increased risk-taking behavior of motorcyclists was only likely to account for a small proportion of the difference in accident risk between motorcyclists and car drivers. A second group of motorcyclists was asked to complete the simulator tests as if driving a car. They did not differ from the non-motorcycling car drivers on the risk-taking measures but were better at hazard perception. There were also no differences for sensation seeking, mild social deviance, and attitudes to riding/driving, indicating that the risk-taking tendencies of motorcyclists did not transfer beyond motorcycling, while their hazard perception skill did. (C) 2002 Elsevier Science Ltd. All rights reserved.

Open Air Laboratories (OPAL): a community-driven research programme

OPAL is an English national programme that takes scientists into the community to investigate environmental issues. Biological monitoring plays a pivotal role covering topics of: i) soil and earthworms; ii) air, lichens and tar spot on sycamore; iii) water and aquatic invertebrates; iv) biodiversity and hedgerows; v) climate, clouds and thermal comfort. Each survey has been developed by an interdisciplinary team and tested by voluntary, statutory and community sectors. Data are submitted via the web and instantly mapped. Preliminary results are presented, together with a discussion on data quality and uncertainty. Communities also investigate local pollution issues, ranging from nitrogen deposition on heathlands to traffic emissions on roadside vegetation. Over 200,000 people have participated so far, including over 1000 schools and 1000 voluntary groups. Benefits include a substantial, growing database on biodiversity and habitat condition, much from previously unsampled sites particularly in urban areas, and a more engaged public.

Effects of urban ventilation patterns on the carbon monoxide concentration in a high-rise mega city

Carbon monoxide (CO) concentration data from 1999–2006, monitored at 5 different pollution stations in a high-rise mega city (Hong Kong), were collected and investigated. The spatio-temporal characteristics of urban CO concentration profiles were obtained. A new approach was put forward to examine the relationship between urban CO concentration and different wind flow patterns. Rather than relying on the meteorological data from a single weather station, usually adopted in previous studies, four weather stations on the boundary of Hong Kong territory were used in the present study so as to identify 16 different wind flow patterns, among which a typical urban heat island circulation (UHIC) can be distinguished. Higher concentrations were observed to be associated with the flow pattern of an inflow from Lau Fau Shan (LFS) station which is located in the northwest of Hong Kong. This suggests that the ability of dilution for north-to-west wind is relatively weak due to the pollutants carried from outside Hong Kong. The effectiveness of wind speed on the alleviation of urban concentration is dependent on the initial concentration of the approaching wind. The increase of wind speed of north-to-west wind from 0 m/s to 6 m/s has little effect on the reduction of urban CO concentration, especially on the non-roadside stations. By contrast, for the southerly marine wind, pollution concentration decreases sharply with an increase in the wind speed. It was also found that urban heat island circulation (UHIC) is conducive of the accumulation of pollutants, especially at night. There exists a positive correlation between CO concentration and UHI intensity. This correlation is much stronger at night compared to during the day. Keywords: urban pollution monitoring, urban ventilation pattern, urban heat island circulation, mega city

The combined effects of porous asphalt surfacing and barriers on traffic noise

There is considerable interest in the use of porous asphalt (PA) surfacing on highways since physical and subjective assessments of noise have indicated a significant advantage over conventional non-porous surfaces such as hot rolled asphalt (HRA) used widely for motorway surfacing in the UK. However, it was not known whether the benefit of the PA surface was affected by the presence of roadside barriers. Noise predictions have been made using the Boundary Element Method (BEM) approach to determine the extent to which the noise reducing benefits of PA could be added to the screening effects of noise barriers in order to obtain the overall reduction in noise levels

The Jua Kali and the Mali-Mali: the informal/formal nexus amongst Kenyan micro enterprises

This paper presents a preliminary exploration of the informal/formal economy nexus and entrepreneurial processes amongst a sample of Kenyan roadside vendors who mostly operate in the informal economy. Using semi-structured interviews, data was collected from sixty street vendors across Kenya. In particular the paper focuses on the relationship between the informal and formal economy and the factors that promote formality amongst micro and small enterprises in developing countries. The paper presents a conceptualization of a potential segmentation of the informal economy, considering the implications of this in terms of base of the pyramid initiatives and the promotion of development through enterprise.