Lane-Departure Safety Countermeasures: Strategic Action Plan for the Iowa Department of Transportation, 2011

Lane departure crashes are the single largest category of fatal and major injury crashes in Iowa. The Iowa Department of Transportation (DOT) estimates that 60 percent of roadway-related fatal crashes are lane departures and that 39 percent of Iowa’s fatal crashes are single-vehicle run-off-road (SVROR) crashes. Addressing roadway departure was identified as one of the top eight program strategies for the Iowa DOT in their Comprehensive Highway Safety Plan (CHSP). The goal is to reduce lane departure crashes and their consequences through lane departure-related design standards and policies including paved shoulders, centerline and shoulder rumble strips, pavement markings, signs, and median barriers. Lane-Departure Safety Countermeasures: Strategic Action Plan for the Iowa Department of Transportation outlines roadway countermeasures that can be used to address lane departure crashes. This guidance report was prepared by the Institute for Transportation (InTrans) at Iowa State University for the Iowa DOT. The content reflects input from and multiple reviews by both a technical advisory committee and other knowledgeable individuals with the Iowa DOT.

Evaluation of Rumble Stripes on Low-Volume Rural Roads in Iowa—Phase I, TR-577, 2009

Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have been proven effective in mitigating these crashes, but these strips are commonly installed in paved shoulders adjacent to higher-volume roads owned by the State of Iowa. Lower-volume paved rural roads owned by local agencies do not commonly feature paved shoulders but frequently experience run-off-road crashes. This project involved installing “rumble stripes,” which are a combination of conventional rumble strips with a painted edge line placed on the surface of the milled area, along the edge of the travel lanes but at a narrow width to avoid possible intrusion into the normal vehicle travel paths. Candidate locations were selected from a list of paved local rural roads that were most recently listed in the top 5% of roads for run-off-road crashes in Iowa. Horizontal curves were the most favored locations for rumble stripe installation because they commonly experience roadway departure crashes. The research described in this report was part of a project funded by the Federal Highway Administration, Iowa Highway Research Board, and Iowa Department of Transportation to evaluate the effectiveness of edge line rumble strips in Iowa. The project evaluated the effectiveness of “rumble stripes” in reducing run-off-road crashes and in improving the longevity and wet weather visibility of edge line markings. This project consists of two phases. The first phase was to select pilot study locations, select a set of test sites, install rumble stripes, summarize lessons learned during installation, and provide a preliminary assessment of the rumble stripes’ performance. This information is summarized in this report. The purpose of the second phase is to provide a more long-term assessment of the performance of the pavement markings, conduct preliminary crash assessments, and evaluate lane keeping. This will result in a forthcoming second report.

Safety Benefits of Paved Shoulders, 2009

Single vehicle run-off-road (ROR) crashes are the largest type of fatal passenger vehicle crash in the United States (NCHRP 500 2003). In Iowa, ROR crashes accounted for 36% of rural crashes and 9% of total crashes in 2006. Run-off-road crashes accounted for more than 61.8% of rural fatal crashes and 32.6% of total fatal crashes in Iowa in 2006. Paved shoulders are a potential countermeasure for ROR crashes. Several studies are available which have generally indicated that paved shoulders are effective in reducing crashes. However, the number of studies that quantify the benefits are limited. The research described in this report evaluates the effectiveness of paved shoulders. Model results indicated that covariate for speed limit was not significant at the 0.05 confidence level and was removed from the model. All other variables which resulted in the final model were significant at the 0.05 confidence level. The final model indicated that season of the year was significant in indicating expected number of total monthly crashes with a higher number of crashes occurring in the winter and fall than for spring and summer. The model also indicated that presence of rumble strips, paved shoulder width, unpaved shoulder width, and presence of a divided median were correlated with a decrease in crashes. The model also indicated that roadway sections with paved shoulders had fewer crashes in the after period as compared to both the before period and control sections. The actual impact of paved shoulders depends on several other covariates as indicated in the final model such as installation year and width of paved shoulders. However, comparing the expected number of total crashes before and after installation of paved shoulders for several scenarios indicated around a 4.6% reduction in the expected number of monthly crashes in the after period.

Carbon Nanotubes as Material for Supercapacitor Electrodes

Electrochemical double-layer supercapacitors have an intermediate position between rechargeable batteries, which can store high amounts of energy, and dielectric capacitors, which have high output power. Supercapacitors are widely suggested to be used in automobiles (recuperation during braking, facilitate engine starting, electric stabilization of the system), industry (forklifts, elevators), hybrid off-road machinery and also in consumer electronics. Supercapacitor electrodes require highly porous material. Typically, activated carbon is used. Specific surface area of activated carbon is approximately 1000 m2 per gram. Carbon nanotubes represent one of prospective materials. According to numerous studies this material allows to improve the properties of supercapacitors. The task of this Master‘s Thesis was to test multiwalled carbon nanotubes and become confident with the testing methods.

Maastotyökoneen ajomoottorin hybridisointiin soveltuvan napavaihteiston dynamiikan mallinnus.

Työn tavoitteena oli mallintaa maastotyökoneen ajomoottorin hybridisointiin soveltuvan napavaihteiston dynamiikka. Työ tehtiin osana Saimaan ammattikorkeakoulun tutkimusprojektia, jonka tarkoituksena oli ajomoottorin ja integroidun napavaihteiston kaupallistaminen maastotyökoneisiin. Maastotyökoneena simulointimallissa käytettiin tyypillistä maataloustraktoria, johon kytkettiin vielä peräkärry. Traktorin renkaiden napaan oli kytketty ajomoottorina toimiva sähkömoottori, jonka sisään simuloitu napavaihteisto oli integroitu. Napavaihteiston dynamiikan mallintamiseen käytettiin monikappaledynamiikan simulointiohjelmistoa (Adams). Ohjelmalle määritettiin napavaihteiston komponenttien parametrit, joista voitiin simuloida vaihteiston dynaaminen käyttäytyminen. Simuloidusta mallista saatiin kytkimiin kohdistuvat voimat kytkentätilanteessa sekä sähkömoottorin väännön suunnanvaihtotilanteessa eri akselin pituuksilla, eri kytkinten nopeuseroilla, eri traktorin painoilla ja eri kuormilla ajettaessa. Mallissa simuloitiin myös sähkömoottorin käyttäytyminen vaihteenvaihtotilanteessa eri pyörimisnopeuden säätimen kertoimilla. Työssä huomattiin, että akselin mitoituksella voitiin vaikuttaa vaihteistossa ilmeneviin voimiin kytkimen kytkentähetkellä. Myös kytkimen hammastuksessa olevalla hammasvälyksellä voitiin vaikuttaa kytkimiin kohdistuviin voimiin suunnanvaihtotilanteissa. Vaihteistoon kohdistuvista voimista voidaan jatkossa suunnitella kytkimen ja akselin profiili, jotta vaihteisto kestää siihen kohdistuvat voimat.

Towards a better energy efficiency through a systems approach in an industrial forklift

The purpose of this study is to improve the potential energy recovery to electric energy in an electrohydraulic forklift system. The initial achieved result for energy saving ratio after structural optimization is 40 %. Component optimization is applied to the tested drive which consists of a DTC controlled electric servo motor directly running a reversible hydraulic pump. According to the study the energy efficiency and the energy recovery from the electro-hydraulic forklift system can be increased by 11 % units. New ideas and directions of further research were obtained during the study.

Biased representation of disturbance rates in the roadside sampling frame in boreal forests: implications for monitoring design

The North American Breeding Bird Survey (BBS) is the principal source of data to inform researchers about the status of and trend for boreal forest birds. Unfortunately, little BBS coverage is available in the boreal forest, where increasing concern over the status of species breeding there has increased interest in northward expansion of the BBS. However, high disturbance rates in the boreal forest may complicate roadside monitoring. If the roadside sampling frame does not capture variation in disturbance rates because of either road placement or the use of roads for resource extraction, biased trend estimates might result. In this study, we examined roadside bias in the proportional representation of habitat disturbance via spatial data on forest “loss,” forest fires, and anthropogenic disturbance. In each of 455 BBS routes, the area disturbed within multiple buffers away from the road was calculated and compared against the area disturbed in degree blocks and BBS strata. We found a nonlinear relationship between bias and distance from the road, suggesting forest loss and forest fires were underrepresented below 75 and 100 m, respectively. In contrast, anthropogenic disturbance was overrepresented at distances below 500 m and underrepresented thereafter. After accounting for distance from road, BBS routes were reasonably representative of the degree blocks they were within, with only a few strata showing biased representation. In general, anthropogenic disturbance is overrepresented in southern strata, and forest fires are underrepresented in almost all strata. Similar biases exist when comparing the entire road network and the subset sampled by BBS routes against the amount of disturbance within BBS strata; however, the magnitude of biases differed. Based on our results, we recommend that spatial stratification and rotating panel designs be used to spread limited BBS and off-road sampling effort in an unbiased fashion and that new BBS routes be established where sufficient road coverage exists.

Using occupancy models to investigate space partitioning between two sympatric large predators, the jaguar and puma in central Brazil

Coexistence of sympatric species is mediated by resource partitioning. Pumas occur sympatrically with jaguars throughout most of the jaguar's range but few studies have investigated space partitioning between both species. Here, camera trapping and occupancy models accounting for imperfect detection were employed in a Bayesian framework to investigate space partitioning between the jaguar and puma in Emas National Park (ENP), central Brazil. Jaguars were estimated to occupy 54.1% and pumas 39.3% of the sample sites. Jaguar occupancy was negatively correlated with distance to water and positively correlated with the amount of dense habitat surrounding the camera trap. Puma occupancy only showed a weak negative correlation with distance to water and with jaguar presence. Both species were less often present at the same site than expected under independent distributions. Jaguars had a significantly higher detection probability at cameras on roads than at off-road locations. For pumas, detection was similar on and off-road. Results indicate that both differences in habitat use and active avoidance shape space partitioning between jaguars and pumas in ENP. Considering its size, the jaguar is likely the competitively dominant of the two species. Owing to its habitat preferences, suitable jaguar habitat outside the park is probably sparse. Consequently, the jaguar population is likely largely confined to the park, while the puma population is known to extend into ENP's surroundings. (C) 2011 Deutsche Gesellschaft fur Saugetierkunde. Published by Elsevier GmbH. All rights reserved.

Benign paroxysmal positional vertigo in mountain bikers

We evaluated 4 men who had benign paroxysmal positional vertigo (BPPV) that occured several hours after intensive mountain biking but without head trauma. The positional maneuvers in the planes of the posterior and horizontal canals elicited BPPV, as well as transitory nystagmus. This was attributed to both the posterior and horizontal semicircular canals (SCCs) on the left side in 1 patient, in these 2 SCCs on the right side in another patient, and to the right posterior SCC in the other 2 patients. The symptoms disappeared after physiotherapeutic maneuvers in 2 patients and spontaneously in the other 2 patients. Cross-country or downhill mountain biking generates frequent vibratory impacts, which are only partially filtered through the suspension fork and the upper parts of the body. Biomechanically, during a moderate jump, before landing, the head is subjected to an acceleration close to negative 1 g, and during impact it is subjected to an upward acceleration of more than 2g. Repeated acceleration-deceleration events during intensive off-road biking might generate displacement and/or dislocation of otoconia from the otolithic organs, inducing the typical symptoms of BPPV. This new cause of posttraumatic BPPV should be considered as an injury of minor severity attributed to the practice of mountain biking.

Performance and emissions testing of a small two stroke engine using mid-level ethanol blends

With the introduction of the mid-level ethanol blend gasoline fuel for commercial sale, the compatibility of different off-road engines is needed. This report details the test study of using one mid-level ethanol fuel in a two stroke hand held gasoline engine used to power line trimmers. The study sponsored by E3 is to test the effectiveness of an aftermarket spark plug from E3 Spark Plug when using a mid-level ethanol blend gasoline. A 15% ethanol by volume (E15) is the test mid-level ethanol used and the 10% ethanol by volume (E10) was used as the baseline fuel. The testing comprises running the engine at different load points and throttle positions to evaluate the cylinder head temperature, exhaust temperature and engine speed. Raw gas emissions were also measured to determine the impact of the performance spark plug. The low calorific value of the E15 fuel decreased the speed of the engine along with reduction in the fuel consumption and exhaust gas temperature. The HC emissions for E15 fuel and E3 spark plug increased when compared to the base line in most of the cases and NO formation was dependent on the cylinder head temperature. The E3 spark plug had a tendency to increase the temperature of the cylinder head irrespective of fuel type while reducing engine speed.

Determining the role of environmental factors and disturbance in the distribution of reed canary grass within wetlands

Reed canary grass (Phalaris arundinacea L.) is an invasive species originally from Europe that has now expanded to a large range within the United States. Reed canary grass possesses a number of traits that allow it to thrive in a wide range of environmental factors, including high rates of sedimentation, bouts of flooding, and high levels of nutrient inputs. Therefore, the goals of our study were to determine if 1) certain types of wetland were more susceptible to Reed canary grass invasion, and 2) disturbances facilitated Reed canary grass invasion. This study was conducted within the Keweenaw Bay Indian Community reservation in the Upper Peninsula of Michigan, in Baraga County. We selected 28 wetlands for analysis. At each wetland, we identified and sampled distinct vegetative communities and their corresponding environmental attributes, which included water table depth, pH, conductivity, calcium and magnesium concentrations, and percent organic matter. Disturbances at each site were catalogued and their severity estimated with the aid of aerial photos. A GIS dataset containing information about the location of Reed canary grass within the study wetlands, the surrounding roads and the level of roadside Reed canary grass invasion was also developed. In all, 287 plant species were identified and classified into 16 communities, which were then further grouped into three broad groupings of wetlands: nonforested graminoid, Sphagnum peatlands, and forested wetlands. The two most common disturbances identified were roads and off-road recreation trails, both occurring at 23 of the 28 sites. Logging activity surrounding the wetlands was the next most common disturbance and was found at 18 of the sites. Occurrence of Reed canary grass was most common in the non-forested graminoid communities. Reed canary grass was very infrequent in forested wetlands, and almost never occurred in the Sphagnum peatlands. Disturbance intensity was the most significant environmental factor in explaining Reed canary grass occurrence within wetlands. Statistically significant relationships were identified at distances of 1000 m, 500 m, and 250 m from studied wetlands, between the level of road development and the severity of Reed canary grass invasion along roadsides. Further analysis revealed a significant relationship between roadside Reed canary grass populations and the level of road development (e.g. paved, graded, and ungraded).

Whole-body vibration exposure study in U.S. railroad locomotives--an ergonomic risk assessment

Whole-body vibration exposure of locomotive engineers and the vibration attenuation of seats in 22 U.S. locomotives (built between 1959 and 2000) was studied during normal revenue service and following international measurement guidelines. Triaxial vibration measurements (duration mean 155 min, range 84-383 min) on the seat and on the floor were compared. In addition to the basic vibration evaluation (aw rms), the vector sum (av), the maximum transient vibration value (MTVV/aw), the vibration dose value (VDV/(aw T1/4)), and the vibration seat effective transmissibility factor (SEAT) were calculated. The power spectral densities are also reported. The mean basic vibration level (aw rms) was for the fore-aft axis x = 0.18 m/sec2, the lateral axis y = 0.28 m/sec2, and the vertical axis z = 0.32 m/sec2. The mean vector sum was 0.59 m/sec2 (range 0.27 to 1.44). The crest factors were generally at or above 9 in the horizontal and vertical axis. The mean MTVV/aw was 5.3 (x), 5.1 (y), and 4.8 (z), and the VDV/(aw T1/4) values ranged from 1.32 to 2.3 (x-axis), 1.33 to 1.7 (y-axis), and 1.38 to 1.86 (z-axis), generally indicating high levels of shocks. The mean seat transmissibility factor (SEAT) was 1.4 (x) and 1.2 (y) and 1 (z), demonstrating a general ineffectiveness of any of the seat suspension systems. In conclusion, these data indicate that locomotive rides are characterized by relatively high shock content (acceleration peaks) of the vibration signal in all directions. Locomotive vertical and lateral vibrations are similar, which appears to be characteristic for rail vehicles compared with many road/off-road vehicles. Tested locomotive cab seats currently in use (new or old) appear inadequate to reduce potentially harmful vibration and shocks transmitted to the seated operator, and older seats particularly lack basic ergonomic features regarding adjustability and postural support.

Comparison and Assessment of Two Emission inventories for the Madrid Region

Emission inventories are databases that aim to describe the polluting activities that occur across a certain geographic domain. According to the spatial scale, the availability of information will vary as well as the applied assumptions, which will strongly influence its quality, accuracy and representativeness. This study compared and contrasted two emission inventories describing the Greater Madrid Region (GMR) under an air quality simulation approach. The chosen inventories were the National Emissions Inventory (NEI) and the Regional Emissions Inventory of the Greater Madrid Region (REI). Both of them were used to feed air quality simulations with the CMAQ modelling system, and the results were compared with observations from the air quality monitoring network in the modelled domain. Through the application of statistical tools, the analysis of emissions at cell level and cell – expansion procedures, it was observed that the National Inventory showed better results for describing on – road traffic activities and agriculture, SNAP07 and SNAP10. The accurate description of activities, the good characterization of the vehicle fleet and the correct use of traffic emission factors were the main causes of such a good correlation. On the other hand, the Regional Inventory showed better descriptions for non – industrial combustion (SNAP02) and industrial activities (SNAP03). It incorporated realistic emission factors, a reasonable fuel mix and it drew upon local information sources to describe these activities, while NEI relied on surrogation and national datasets which leaded to a poorer representation. Off – road transportation (SNAP08) was similarly described by both inventories, while the rest of the SNAP activities showed a marginal contribution to the overall emissions.

Emisiones y eficiencia energética: experiencias en el ámbito de la Ingeniería Rural

El LPF_TAGRALIA es un grupo de investigación reconocido de la UPM que trabaja en diversos ámbitos de la Ingeniería Agroforestal y de Biosistemas, entre los que se encuentra el análisis de emisiones de vehículos agrícolas, y el análisis de la calidad y la eficiencia energética en el transporte a larga distancia de productos perecederos, colaborando asimismo con una variedad de grupos y centros de investigación nacionales e internacionales. El primero de estos temas: análisis de emisiones de vehículos agrícolas, es objeto de estudio en el LPF_TAGRALIA desde hace aproximadamente diez años, cuando se materializa y cobra relevancia la aplicación del standard TIER de la agencia de protección ambiental americana (EPA) cuyo disparo de salida tuvo lugar en 1996 con la publicación del TIER I. La adopción en USA y Europa de este standard que regula las emisiones de CO, óxidos de Nitrógeno y 2 partículas de materia de diversa naturaleza (PM) se está produciendo de manera paulatina en función de la potencia de matriculación de los tractores (vehículos de fuera de carretera, off-road vehicles). En la actualidad el standard TIER IV ha de ser verificado mayoritariamente por los tractores, para lo cuál existen dos estrategias básicas: la recirculación de gases de escape (EGR), y la reducción catalítica selectiva (SCR). La verificación del funcionamiento en campo de estas estrategias ha sido materia de análisis y discusión por parte del LPF_TAGRALIA que ejerce desde hace 4 años la labor de Responsable de Ensayos de Campo para el suplemento Maq-Vida Rural, una de las publicaciones más reconocidas por los técnicos que desarrollan su labor en el ámbito de la Ingeniería Rural; los diversos documentos relacionados pueden consultarse en el servicio de acceso abierto también denominado Archivo Digital de la UPM (http://oa.upm.es/).