High occupancy vehicle treatments, impacts and parameters. Volume I - procedures and conclusions. Final report.

Mode of access: Internet.

High occupancy vehicle treatments, impacts and parameters. Volume II - bibliography and data. Final report.

Mode of access: Internet.

An evaluation of high-occupancy vehicle lanes in Texas, 1993.

Texas Department of Transportation, Austin

Enforcement requirements for high-occupancy vehicle facilities /

Mode of access: Internet.

Fiber Bragg Grating Sensor Instrumentation for Parking Space Occupancy Management

This work aims at providing an effective parking management system by reducing the drivers' searching time for vacant car-parking space, in turn improving the traffic flow in the car park areas. This is achieved by the use of Fiber Bragg Grating Sensor (FBG) sensor instrumentation in vehicle parking management system. Present work involves embedding an array of FBG sensors underground in the parking space, then determining the strain changes on the FBG sensor due to load applied by the vehicle parked in the parking space, occupancy of the parking space is determined. To validate the FBG sensor parking management system, three most common cases have been considered. This closed loop FBG parking management system can give real-time feed-back to space-guidance display board helping the driver in maneuvering the vehicle to the appropriate parking space. The proposed technique offers optimized usage of parking space for the various segments of cars and also facilitates in a conjoined automated billing system, as compared to conventional method of parking systems.

A comparative analysis of results from three recent non-separated concurrent-flow high occupancy freeway lane projects : Boston, Santa Monica, and Miami.

"Service and methods demonstration program."

Escape worthiness of vehicles for occupancy survivals and crashes. Second part: appendices. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Dose determination of haloperidol, risperidone and olanzapine using an in vivo dopamine D-2-receptor occupancy method in the rat

The purpose of the present study was to determine antipsychotic doses that achieve 80% striatal doparnine D-2-receptor occupancy for haloperidol, risperidone and olanzapine in rats. Wistar rats were treated with normal saline vehicle (controls), haloperidol (0.25 and 0.5 mg/kg/ day), risperidone (3, 5 and 6 mg/kg/day) and olanzapine (5 and 10 mg/kg/day) for 7 days via osmotic minipumps. Striatal and cerebellar tissue were collected and in vivo dopamine D2-receptor occupancies were determined using H-3-raclopride. The doses required to achieve dopamine D-2-receptor occupancy of 80% in 11- and 24-week old rats were: haloperidol 0.25 mg/kg/day, risperidone 5 mg/kg/day and olanzapine 10 mg/kg/day. (c) 2006 Elsevier B.V All rights reserved.

Quantification of motor vehicle emission factors from on road measurements

Assessment and prediction of the impact of vehicular traffic emissions on air quality and exposure levels requires knowledge of vehicle emission factors. The aim of this study was quantification of emission factors from an on road, over twelve months measurement program conducted at two sites in Brisbane: 1) freeway type (free flowing traffic at about 100 km/h, fleet dominated by small passenger cars - Tora St); and 2) urban busy road with stop/start traffic mode, fleet comprising a significant fraction of heavy duty vehicles - Ipswich Rd. A physical model linking concentrations measured at the road for specific meteorological conditions with motor vehicle emission factors was applied for data analyses. The focus of the study was on submicrometer particles; however the measurements also included supermicrometer particles, PM2.5, carbon monoxide, sulfur dioxide, oxides of nitrogen. The results of the study are summarised in this paper. In particular, the emission factors for submicrometer particles were 6.08 x 1013 and 5.15 x 1013 particles per vehicle-1 km-1 for Tora St and Ipswich Rd respectively and for supermicrometer particles for Tora St, 1.48 x 109 particles per vehicle-1 km-1. Emission factors of diesel vehicles at both sites were about an order of magnitude higher than emissions from gasoline powered vehicles. For submicrometer particles and gasoline vehicles the emission factors were 6.08 x 1013 and 4.34 x 1013 particles per vehicle-1 km-1 for Tora St and Ipswich Rd, respectively, and for diesel vehicles were 5.35 x 1014 and 2.03 x 1014 particles per vehicle-1 km-1 for Tora St and Ipswich Rd, respectively. For supermicrometer particles at Tora St the emission factors were 2.59 x 109 and 1.53 x 1012 particles per vehicle-1 km-1, for gasoline and diesel vehicles, respectively.