Large Scale Fire Tests for the “Calle 30 Project"

Between 2003 and 2007 an urban network of road tunnels with a total constructed tubes length of 45 km was built in the city of Madrid. This amazing engineering work, known as “Calle30 Project” counted with different kinds of tunnel typologies and ventilation systems. Due to the length of the tunnels and the impact of the work itself, the tunnels were endowed with a great variety of installations to provide the maximum levels of safety both for users and the infrastructure including,in some parts of the tunnel, fixed fire fighting system based on water mist. Within this framework a large-scale campaign of fire tests were planned to study different aspects related to fire safety in the tunnels including the phenomena of the interaction between ventilation and extinction system. In addition, this large scale fire tests allowed fire brigades of the city of Madrid an opportunity to define operational procedures for specific fire fighting in tunnels and evaluate the possibilities of fixed fire fighting systems. The tests were carried out in the Center of Experimentation "San Pedro of Anes" which counts with a 600 m tunnel with a removable false ceiling for reproducing different ceiling heights and ventilation conditions (transverse and longitudinal ones). Interesting conclusions on the interaction of ventilation and water mist systems were obtained but also on other aspects including performance of water mist system in terms of reduction of gas temperatures or visibility conditions. This paper presents a description of the test’s campaign carried out and some previous results obtained.

ICT Road map for supporting energy systems in smart cities

This paper introduces a road map for ICTs (Information and communication technologies) supporting planning, operation and management of energy systems in smart cities. The road map summarises different elements that form energy systems in cities and proposes research and technical development (RTD) and innovation activities for the development and innovation of ICTs for holistic design, planning and operation of energy systems. In addition, synergies with other ICT systems for smart cities are considered. There are four main target groups for the road map: 1) citizen; 2) building sector; 3) energy sector; and 4) municipality level. As an example for enabling active participation of citizens, the road map proposes how ICT can enable citizens? involvement among others into building design. The building sector roadmap proposes how ICTs can support the planning of buildings and renovations in the future, as well as how to manage building energy systems. The energy sector road map focuses on city?s energy systems and their planning and management, including e.g. demand side management, management of different district level energy systems, energy performance validation and management, energy data models, and smarter use of open energy data. Moreover, the municipality level road map proposes among others ICTs for better integration of city systems and city planning enabling maximised energy efficiency. In addition, one road map section suggests development needs related to open energy data, including among others the use of energy data and the development and harmonisation of energy data models. The road map has been assembled in the READY4SmartCities project (funded by EU 7th Framework Programme), which focuses on the energy system at the city level, consisting of centralised energy systems and connections to the national level energy grids, as well as interconnections to the neighbourhood and building level energy systems.

Cooperative ITS communications architecture: the FOTsis project approach and beyond

With the continuous development in the fields of sensors, advanced data processing and communications, road transport oriented intelligent applications and services have reached a significant maturity and complexity. Cooperative ITS services, based on the idea of sharing accurate information among road entities, are currently being tested on a large scale by different initiatives. The field operational test (FOTsis) project contributes to the deployment environment with services that involve a significant number of entities out of the vehicle. This made necessary the specification of an architecture which, based on the ISO ITS station reference architecture for communications, could support the requirements of the services proposed in the project. During the project, internal implementation tests and external interoperability tests have resulted in the validation of the proposed architecture. At the same time, these tests have had as a result the awareness of areas in which the FOTsis architecture could be completed, mainly to take full advantage of all the emerging and foreseeable data sources which may be relevant in the road environment. In this study, the authors will outline an approach that, based on the current cooperative ITS architecture and the SmartCities and Internet Of Things (IoT) architectures, can provide a common convergence platform to maximise the information available for ITS purposes.

An ITS architecture specification - The FOTsis project experience

The recent continuous development of Cooperative ITS has resulted in several initiatives which focus on different parts of the Cooperative environment landscape. The FOTsis project focuses on the infrastructure side of the Cooperative environment and will deploy and test 7 services designed to maximise the benefits of the integration of the road operator and infrastructure-based information providers into the ITS environment. This paper describes the current status of the project and focuses on the road safety approach within the project: safety services and safety impact assessment. The outlook on the project's next steps is given in the last section of the paper.

The long road towards the European single market. Bruegel Working Paper 2015/01, March 2015

The single market is often perceived as the panacea for Europe’s economic troubles. It is believed that completing the single market would boost welfare, stimulate growth and increase European competitiveness. • However, identifying and quantifying the channels through which market integration is expected to engender growth is methodologically complex. Although the overwhelming prediction from the literature is for single market integration to generate positive and significant aggregate effects, we conclude that the impact so far has fallen short of initial expectations, because: (1) Barriers continue to prevail in the EU, preventing the exploitation of the potential benefits of full market integration (2) ‘Complementary policies’ to support the single market were not, or were insufficiently, put in place (3) The single market project has not sufficiently been framed as a key part of the process of creative destruction that Europe needs to embrace to successfully modernise its economy. • That single market integration generates positive and significant aggregate effects does not imply that its effects are positive and significant for every sector. There is therefore an important role for European Union and national distributional policies to ensure that losers are sufficiently compensated by the winners, and to overcome political resistance to completing the single market.

Europe on the Road to the Third Stage of EMU: Recent Evidence. CES Germany & Europe Working Papers, No. 07.2, 1996

The paper deals with Europe's effort to proceed to the thud stage of EMU and establish a common currency. It is argued that the success of the common currency experiment will greatly depend on the fulfillment of the Optimum Currency Area (OCA) criteria, on the adoption of the proper adjustment policies as well as on the political desirability of the project. The paper is organized as follows: Section 1 deals briefly with the index of criteria that define an OCA. Section 2 examines the extent to which Europe experiences common demand disturbances, while sections 3 and 4 focus on evidence about the mobility of factors of production across Europe, namely labor and capital. Section 5 examines the possibility of an increase in trade volume across the EU under fixed exchange rates or a common currency regime. Section 6 sheds light on the possibility of the EURO (the ex-ECU} to become a vehicle currency in the international financial system, and Section 7 is concerned with the benefits and costs of the establishment of a European Central Bank (ECB), paying special attention to seigniorage revenues. Section 8 deals with the necessity of establishing an EU federal mechanism facilitating adjustment. Section 9 sketches out a proper role for a hegemonic power in a common currency regime. Finally, section 10 examines EMU prospects during the transitional period. The paper closes with some concluding remarks, where the role of politics and coordination of economic policies are particularly emphasized as of cardinal importance on the road to the third stage of EMU.

The AASHO road test: report.

National Research Council. Publication 816, 951-955, 1061.

Draft environmental impact statement/section 4(f) evaluation : for PIN 3047.04 Route 96 improvement from Meadow Street in City of Ithaca to Duboise Road in Town of Ithaca, Tompkins County, State of New York : submitted pursuant to 42 USC 4332(2)(c) and 49 USC 303 /

Report no. FHWA-NY-EIS 88-01-D.

Silvies Canyon watershed restoration project : final environmental impact statement : Malheur National Forest, Emigrant Creek and Blue Mountain Ranger Districts.

"Proposed road closures & roads analysis"--Cover (Appendix A).

An analysis of on-road remote sensing as a tool for automobile emissions control : final report /

"Contract: AQ 30."

Village of Rosemont special project report : Willow-Higgins Creek Flood Mitigation Project phases III & IV, Cook County, Illinois.

Report by the Illinois Office of Water Resources on Phases III & IV of a flood hazard mitigation project in Rosemont, Illinois. Phase III of the Willow-Higgins Flood Mitigation Project consists of widening and improving a 340-foot reach of Willow-Higgins Creek upstream of River Road. The improvement will include the replacement of 340 lineal feet of vertical floodwall along both sides of Willow-Higgins Creek. Phase IV of the Willow-Higgins Flood Mitigation Project consists of widening and improving a reach of Willow-Higgins Creek between the downstream end of Phase II, which is 2565 feet downstream of Higgins Road, and Granville Road; and also between Willow Creek Road and a point 160 feet downstream of Willow Creek Road. The improvement will include placement of 2200 lineal feet of vertical floodwall along the north side of Willow-Higgins Creek and 160 feet of vertical floodwall along both sides of Willow-Higgins Creek downstream of Willow Creek Road.

The West Midlands road transport industry

The object of this project was to identify those elements of management practice which characterised firms in the West Midlands Road Transport Industry. The object being to establish the contents of what might be termed a management policy portfolio for growth. The First Phase was the review of those factors which were generally accepted as having an influence on the success rate of transport firms in order to ascertain if they explained observed patterns. Secondly, if this were not the case, to instigate a field work study to isolate those policies which were associated with growth organizations. Investigation of the vehicle movements for the entire West Midlands Fleet over a complete licence cycle suggested that conventional explanations could not fully account for the observed patterns. To carry out the second phase of the study a sample of growth firms were visited in order to measure their attitudes on a range of factors hypothesised to affect growth. Field data were analysed to establish management activities over a wide range of areas and the results further investigated through a Principal Components and Cluster Analysis programme. The outcome of the study indicates that some past attitudes on the skills and attitudes of transport managers may have to be re-examined. As a result, the project produced a new classification of road transport firms based not on the conventional categories of long and short haul, or the types of traffics carried, but on the marketing policies and management skills employed within the organization.

D6.6 – Summary, Analysis, Road-mapping and Production of Training materials

This deliverable summarizes, validates and explains the purpose and concept behind the RAGE knowledge and innovation management platform as a self-sustainable Ecosystem, supporting innovation processes in the Applied Gaming (AG) industry. The Ecosystem portal will be developed with particular consideration of the demand and requirements of small and medium sized game developing companies, education providers and related stakeholders like AG researchers and AG end-users. The innovation potential of the new platform underlies the following factors: a huge, mostly entire collection of community specific knowledge (e.g., content like media objects, software components and best practices), a structured approach of knowledge access, search and browse, collaboration tools as well as social network analysis tools to foster efficient knowledge creation and transformation processes into marketable technology assets. The deliverable provides an overview of the current status and the remaining work to come, preceding the final version in month 48 of the RAGE project.

Climate change and the long-term viability of the World’s busiest heavy haul ice road

Climate models project that the northern high latitudes will warm at a rate in excess of the global mean. This will pose severe problems for Arctic and sub-Arctic infrastructure dependent on maintaining low temperatures for structural integrity. This is the case for the economically important Tibbitt to Contwoyto Winter Road (TCWR)—the world’s busiest heavy haul ice road, spanning 400 km across mostly frozen lakes within the Northwest Territories of Canada. In this study, future climate scenarios are developed for the region using statistical downscaling methods. In addition, changes in lake ice thickness are projected based on historical relationships between measured ice thickness and air temperatures. These projections are used to infer the theoretical operational dates of the TCWR based on weight limits for trucks on the ice. Results across three climate models driven by four RCPs reveal a considerable warming trend over the coming decades. Projected changes in ice thickness reveal a trend towards thinner lake ice and a reduced time window when lake ice is at sufficient thickness to support trucks on the ice road, driven by increasing future temperatures. Given the uncertainties inherent in climate modelling and the resultant projections, caution should be exercised in interpreting the magnitude of these scenarios. More certain is the direction of change, with a clear trend towards winter warming that will reduce the operation time window of the TCWR. This illustrates the need for planners and policymakers to consider future changes in climate when planning annual haulage along the TCWR.

Iowa's "Great River Road" Scenic Byway Evaluation, 1995

In 1993 the Iowa Department of Transportation (DOT) received funds to pursue designating additional scenic byways in their on-going Scenic Byways Program. The purpose of this project was twofold. First, scenic quality evaluations were to be performed on approximately 1000 miles across Iowa. Second, a scenic quality evaluation was to be conducted on the Great River Road along the Mississippi River in Iowa. This report is an evaluation of the Great River Road segment of the project.