Rural Expressway Intersection Safety Toolbox Desktop Reference, June 17, 2011

This document is intended to be a guide for planning-level decisions concerning safety issues and subsequent potential improvements at rural expressway intersections. It is NOT a design guide. It simply presents the gamut of safety treatment options and available strategies that have been employed in an attempt to reduce the number and severity of collisions at unsignalized rural expressway intersections.

Stochastic delay equations with non-negativity constraints driven by fractional Brownian motion

In this note we prove an existence and uniqueness result for the solution of multidimensional stochastic delay differential equations with normal reflection. The equations are driven by a fractional Brownian motion with Hurst parameter H > 1/2. The stochastic integral with respect to the fractional Brownian motion is a pathwise Riemann¿Stieltjes integral.

Stochastic delay differential equations driven by fractional Brownian motion with Hurst parameter H 1/2

We consider the Cauchy problem for a stochastic delay differential equation driven by a fractional Brownian motion with Hurst parameter H>¿. We prove an existence and uniqueness result for this problem, when the coefficients are sufficiently regular. Furthermore, if the diffusion coefficient is bounded away from zero and the coefficients are smooth functions with bounded derivatives of all orders, we prove that the law of the solution admits a smooth density with respect to Lebesgue measure on R.

Impacts on Safety of Left-Turn Treatment at High Speed Signalized Intersections, HR-347, 1994

Left-turning traffic is a major source of conflicts at intersections. Though an average of only 10% to 15% of all approach traffic turns left, these vehicles are involved in approximately 45% of all accidents. This report presents the results of research conducted to develop models which estimate approach accident rates at high speed signalized intersections. The objective of the research was to quantify the relationship between traffic and intersection characteristics, and accident potential of different left turn treatments. Geometric, turning movement counts, and traffic signal phasing data were collected at 100 intersections in Iowa using a questionnaire sent to municipalities. Not all questionnaires resulted in complete data and ultimately complete data were derived for 63 intersections providing a database of 248 approaches. Accident data for the same approaches were obtained from the Iowa Department of Transportation Accident Location and Analysis System (ALAS). Regression models were developed for two different dependent variables: 1) the ratio of the number of left turn accidents per approach to million left turning vehicles per approach, and 2) the ratio of accidents per approach to million traffic movements per approach. A number of regression models were developed for both dependent variables. One model using each dependent variable was developed for intersections with low, medium, and high left turning traffic volumes. As expected, the research indicates that protected left turn phasing has a lower accident potential than protected/permitted or permitted phasing. Left turn lanes and multiple lane approaches are beneficial for reducing accident rates, while raised medians increase the likelihood of accidents. Signals that are part of a signal system tend to have lower accident rates than isolated signals. The resulting regression models may be used to determine the likely impact of various left turn treatments on intersection accident rates. When designing an intersection approach, a traffic engineer may use the models to estimate the accident rate reduction as a result of improved lane configurations and left turn treatments. The safety benefits may then be compared to any costs associated with operational effects to the intersection (i.e., increased delay) to determine the benefits and costs of making intersection safety improvements.

Vitamin D deficiency: A forgotten treatable cause of motor delay and proximal myopathy.

We report a four-year-old African boy referred for proximal muscle weakness, fatigability and episodic limb pain. Classical causes of structural and metabolic myopathy were initially considered before clinical and biological features of vitamin D deficiency rickets were identified. Prompt treatment with vitamin D and calcium supplementation led to a complete reversal of the muscle symptoms. Rickets-associated myopathy should be included in the differential diagnosis of proximal myopathy, especially in at-risk individuals. Vitamin D deficiency and its prevention remain important health issues in industrialized countries.

1st Conference on Arts-Based and Artistic Research. Critical reflections on the intersection between art and research

[eng] Proceedings for the 1st Conference on Arts-Based and Artistic Research: Critical Reflections on the Intersection of Art and Research. University of Barcelona, January 31st - February 1st, 2013.

Diagnostic delay in Crohn's disease is associated with a complicated disease course and increased operation rate.

OBJECTIVES: The impact of diagnostic delay (a period from appearance of first symptoms to diagnosis) on the clinical course of Crohn's disease (CD) is unknown. We examined whether length of diagnostic delay affects disease outcomes. METHODS: Data from the Swiss IBD cohort study were analyzed. Patients were recruited from university centers (68%), regional hospitals (14%), and private practices (18%). The frequencies of occurrence of bowel stenoses, internal fistulas, perianal fistulas, and CD-related surgery (intestinal and perianal) were analyzed. RESULTS: A total of 905 CD patients (53.4% female, median age at diagnosis 26 (20-36) years) were stratified into four groups according to the quartiles of diagnostic delay (0-3, 4-9, 10-24, and ≥25 months, respectively). Median diagnostic delay was 9 (3-24) months. The frequency of immunomodulator and/or antitumor necrosis factor drug use did not differ among the four groups. The length of diagnostic delay was positively correlated with the occurrence of bowel stenosis (odds ratio (OR) 1.76, P=0.011 for delay of ≥25 months) and intestinal surgery (OR 1.76, P=0.014 for delay of 10-24 months and OR 2.03, P=0.003 for delay of ≥25 months). Disease duration was positively associated and non-ileal disease location was negatively associated with bowel stenosis (OR 1.07, P<0.001, and OR 0.41, P=0.005, respectively) and intestinal surgery (OR 1.14, P<0.001, and OR 0.23, P<0.001, respectively). CONCLUSIONS: The length of diagnostic delay is correlated with an increased risk of bowel stenosis and CD-related intestinal surgery. Efforts should be undertaken to shorten the diagnostic delay.

Uncontrolled Intersection report

By October 1, 2014, the county engineer of each county shall provide a report to the department of transportation identifying all locations in the county where two different roads or highways having speed limits of 55 miles per hour or greater intersect but are not controlled by an official traffic-control signal or by official traffic-control devices that direct traffic approaching from every direction to stop or yield before entering the intersection. On or before December 31, 2014, the department shall file a report with the legislative services agency detailing the number of locations of the intersections identified in the county engineers’ reports.

Long diagnostic delay in Crohn's disease is associated with complicated disease course and increased operation rate

Background and Aims: The impact of d iagnostic delay ( a period from appearance of f irst s ymptoms t o diagnosis) o n the clinical c ourse o f Crohn's disease (CD) i s unknown. W e examined whether length of d iagnostic delay a ffects d isease outcome. Methods: Data from the Swiss IBD cohort study were analyzed. T he frequencies of o ccurrence of b owel s tenoses, internal fistulas, perianal f istulas, and CD-related surgery at distinct i ntervals a fter C D diagnosis (0 - < 2 , 2 - < 6,  6 years) were c ompared f or g roups o f patients w ith different length of d iagnostic delay. Results: T he data from a g roup o f 200 CD patients with long diagnostic delay (> 24 months, 76th - 100th p ercentile) were c ompared to t hose from a group of 4 61 patients with a short diagnostic delay ( within 9 months, 1st - 50th p ercentile). T reatment r egimens d id n ot d iffer between t he two groups. Two years following diagnosis, p atients with long diagnostic delay presented more frequently with bowel stenoses (25% vs. 13.1%, p = 0.044), internal fistulas (10% vs. 2%, p = 0.018), perianal f istulas ( 20% vs. 8 .1%, p = 0.023) a nd more frequently underwent intestinal surgery (15% vs. 5 .1%, p = 0.024) t han patients with short diagnostic delay. Intestinal surgery was a lso m ore frequently p erformed  6 y ears after diagnosis in t he group with long d iagnostic delay ( 56.2% vs. 42.3%, p = 0.005) w hen compared to t he g roup with short diagnostic delay. Conclusions: L ong diagnostic delay i s associated with worse o utcome c haracterized by t he development o f increased bowel damage, n ecessitating more frequently operations in t he years following CD d iagnosis. Efforts should be undertaken to shorten the diagnostic delay.

Effects of Reduced Intersection Lighting on Nighttime Accident Frequency, HR-1003A, 1977

The first phase of the study of intersection lighting and accidents conducted using data from 1964 through 1971 yielded the conclusion that the installation of intersection lighting reduced the nighttime accident frequency by 52%. With this conclusion, this project (the second phase), was initiated to determine the relative benefit of a higher level of lighting as opposed to minimum lighting. Twenty pairs of intersections with similar geometrics were selected. Some lights were turned out at one intersection of each pair to produce a lighting level differential. Based on the results of this research, the lighting level of lighted rural at-grade intersections does not have a significant effect on the accident frequency. At the nineteen "reduced lighting" intersections, the number of lighted luminaires was reduced from 101 to 46 with a corresponding reduction in energy consumption of over 100,000 Kilowatt hours per year. This energy conservation measure could reduce consumption by an estimated 1,000,000 Kilowatt hours per year if initiated on more than 200 earlier primary, rural installations.

Effect of Delay in Testing Asphalt Concrete Specimens for Marshall Stability, MLR-86-08, Draft, 1986

The Central Laboratory has been delaying the mix design testing of 2 1/2" X 4" Marshall specimens for stability, until the next day after molding. For example, if the mixes are made and samples molded on Friday a man would have to come in and work on Saturday to test these specimens. The reason for this is that the ASTM-01559 "Resistance to Plastic Flow of Bituminous Mixes Using Marshall Apparatus," states that "the specimens after being molded shall be carefully transferred to a smooth, flat surface and allowed to stand overnight at room temperature, before being weighed, measured and tested." The AASHTO procedure, AASHTO Designation T-245-82 "Resistance to Plastic Flow of Bituminous Mixtures using Marshall Apparatus," does not say when the specimens shall be tested for stability. The IDOT Lab. Specifications, Test Method No. Iowa 502-8 and test method No. Iowa 506-C "compacting asphaltic concrete by the Marshall Method" and "Resistance to Plastic Flow of Bituminous Mixtures Using the Marshall Apparatus," respectively, only state that the specimens shall be cooled before testing. Due to the above conflict in specifications, a number of mix samples were tested, in the Central Lab, for stability on different days. This should furnish enough information to allow us to change the procedure and to test for stability the same day molded, or be able to delay the testing for 3 days or more.

Uncovering the genetic basis of adaptive change: on the intersection of landscape genomics and theoretical population genetics

A workshop recently held at the Ecole Polytechnique Federale de Lausanne (EPFL, Switzerland) was dedicated to understanding the genetic basis of adaptive change, taking stock of the different approaches developed in theoretical population genetics and landscape genomics and bringing together knowledge accumulated in both research fields. Indeed, an important challenge in theoretical population genetics is to incorporate effects of demographic history and population structure. But important design problems (e.g. focus on populations as units, focus on hard selective sweeps, no hypothesis-based framework in the design of the statistical tests) reduce their capability of detecting adaptive genetic variation. In parallel, landscape genomics offers a solution to several of these problems and provides a number of advantages (e.g. fast computation, landscape heterogeneity integration). But the approach makes several implicit assumptions that should be carefully considered (e.g. selection has had enough time to create a functional relationship between the allele distribution and the environmental variable, or this functional relationship is assumed to be constant). To address the respective strengths and weaknesses mentioned above, the workshop brought together a panel of experts from both disciplines to present their work and discuss the relevance of combining these approaches, possibly resulting in a joint software solution in the future.

Rural Expressway Intersection Synthesis of Practice and Crash Analysis, 2004

This report presents a national synthesis of rural expressway, two-way stop -controlled (TWSC) intersection safety strategies and intersection designs and an analysis of Iowa expressway TWSC intersection crash characteristics. A rural expressway is a multi-lane highway with a divided median and with mostly at -grade intersections, although some intersections may be grade separated. The synthesis of intersection strategies is conducted in two parts. The first is a literature review and the second part is a national survey of strategies currently being applied by state transportation agencies. The characterization of crash patterns at TWSC expressway intersections is examined through the analysis of 5 years of crash data at 644 intersections.