How lowering speed limits in an urban highway affects traffics performance and emissions: the case of Madrid M-30 ring-road

The city of Madrid keeps not meeting the GHG and air pollutant limits set by the European legislation. A broad range of strategies have being taken into account to reduce both types of emissions; however traffic management meas ures are usually consigned to the sidelines. In 2004, Madrid City Council launched a plan to re-design its inner ring-road supported by a socioeconomic study that evaluated the environmental and operational benefits of the project. For safety reasons the planned speed limit for the tunnel section was finally reduced from 90km/h to 70km/h. Using a Macroscopic Traffic Model and the European Air Pollutant and Emissions Inventory Guidebook (EMEP/EEA), this paper examines the environmental and traffic performance consequences of this decision. Results support the thesis that reduced speed limits leads to GHG and air pollution reductions in the area affected by the measure without substantially altering traffic performance. The implementation of the new speed limit policy brings about a 15% and 16% reduction in both CO2 and NOx emissions respectively. Emissions’ reduction during off-peak hours is larger than during peak hours.

Report to the Congress on energy conservation potential of off-highway recreational motor vehicles.

Mode of access: Internet.

Defense highway act of 1941. Hearing before the Committee on Post Offices and Post Roads, United States Senate, Seventy-seventh Congress, first session, on S. 1580, a bill to supplement the Federal aid road act, approved July 11, 1916, as amended and supplemented, to authorize appropriations during the National emergency declared by the President on May 27, 1941, for the immediate construction of roads urgently needed for the National defense, and for other purposes, June 4, 1941 ...

Kenneth McKellar, chairman.

"Life cycling" test on several strain gage pressure transducers.

Includes bibliography.

Use of road and airdrome construction equipment.

"Supersedes TM5-9500, Principles of modern excavation and equipment, 11 August 1942."

Tentative standard methods of sampling and testing highway materials, adopted by the American Association of State Highway Officials and approved by the Secretary of Agriculture for use in connection with federal-aid road construction. Issued May, 1924; rev. Sept. 1928.

Cover title.

The shape of road aggregate and its measurement.

At head of title: Dept. of Scientific and Industrial Research and Ministry of Transport.

Federal-aid highway act of 1948. Hearings before the Subcommittee on Roads of the Committee on Public Works, House of Representatives, Eightieth Congress, second session, on H.R. 5888 (H.R. 4867 and H.R. 4868) bills to amend and supplement the Federal aid road act approved July 11, 1916 (39 Stat. 355), as amended and supplemented, to authorize appropriations for continuing the postwar construction of highways, and for other purposes. January 29, 30, February 5, 6, 16, 17, and18, 1948.

"No. 16."

The mechanical testing of bituminous road materials. A survey of the literature,

Mode of access: Internet.

Bicycle and pedestrian rules of the road.

Title from cover.

Illinois bicycle rules of the road.

Vols. for <1973>- : 16 cm.

Tyre-force estimation by Kalman inverse filtering: applications to off-highway mining trucks

Kalman inverse filtering is used to develop a methodology for real-time estimation of forces acting at the interface between tyre and road on large off-highway mining trucks. The system model formulated is capable of estimating the three components of tyre-force at each wheel of the truck using a practical set of measurements and inputs. Good tracking is obtained by the estimated tyre-forces when compared with those simulated by an ADAMS virtual-truck model. A sensitivity analysis determines the susceptibility of the tyre-force estimates to uncertainties in the truck's parameters.

Planning for cycling in the West Midlands

The issues involved in planning for pedal cyclists are examined with reference to the West Midlands County. Working with a local cycling campaign group, the researcher uses action research methods to investigate and influence the campaign. Development of cycle planning is traced through the literature, focusing on bicycle ownership, bicycle use and cycling policy. UK practice is contrasted with the integrated approach of other countries. An extensive bibliography is provided. Local authority cycle planning through the TPP process is systematically assessed over three years. This provides a context for the information regarding cycling in the West Midlands. Existing data is presented from the 1981 Census and local police road accident and bicycle theft records. The developing relationship between the local authority and the cycle campaign group is narrated in detail, explaining the problems that can beset efforts to improve conditions for cyclists. The researcher was closely involved in this interaction, particularly with policy and a major public inquiry. A survey of the Cycle Campaign Network indicates that the local group was not atypical. To provide information relevant to the local campaign and for effective local planning, a survey of 3,500 West Midlands residents was conducted using a novel combination of questionnaires and interviews. It shows that 1) Bicycle ownership and use is considerably higher than indicated by the 1978/9 National Travel Survey 2) Cycling is most import to certain disadvantaged sections of the community, particularly the young, those without access to a car and in the lower SEGs. The broader issues of transport policy are discussed, concluding that cycling is regarded as a marginal activity and that changes in general transport policy, land use planning and fiscal arrangements are necessary conditions for cycle planning to succeed. An integrated package of cycling measures involving engineering, education, enforcement and encouragement is also required. Recommendations are made concerning central government, local authorities and cycle campaign groups. Subjects for further research are identified.

Florida Bay: Water quality status and trends, historic and emerging algal bloom problems

Florida Bay is a unique subtropical estuary that while historically oligotrophic, has been subjected to both natural and anthropogenic stressors, including hurricanes, coastal eutrophication and other impacts. These stressors have resulted in degradation of water quality in the past several decades, most evidenced by reoccurring blooms of the picocyanobacterium Synechococcus spp. Major nutrient inputs consist of freshwater flows to the eastern region from runoff and regulated canal releases, inputs from the Everglades to the central region via Taylor Slough, exchanges with the Gulf of Mexico, which include intermittent Shark River inputs to the western region, stormwater and wastewater from the Florida Keys, and atmospheric deposition. These nutrient inputs have resulted in a transition from strong phosphorus (P) limitation of phytoplankton in the eastern bay to nitrogen (N) limitation in the western bay. Large blooms of Synechococcus were most pronounced in the central bay region, in the area of transition between P and N limitation, in the mid-1990s. Although non-toxic, these blooms, which have continued intermittently through the early 2000s, resulted in significant sea-grass and benthic organism mortalities. A new suite of stressors in 2005, including the passages of Hurricanes Katrina, Rita, and Wilma, additional canal releases, and the initiation of road construction to widen the main roadway leading to the Keys, were correlated with a large Synechococcus bloom in the previously clear, strongly P- limited, northeastern region of the bay. Sustained for 3 years, this bloom was accompanied by a shift from P limitation to N limitation during its course. Nutrient bioassay experiments suggest that this bloom persisted due to the ability of Synechococcus to access organic N and P sources, microbial and geochemical cycling of organic and inorganic nutrients in the water column and between the water column and sediments (both suspended particles and benthos), and decreased grazing by benthic fauna due to their die-off.

Quantitative and Qualitative Trade-Off Analysis of Drowsy Driver Detection Methods: Single Electrode Wearable EEG Device, Multi-Electrode Wearable EEG Device, and Head-Mounted Gyroscope

Drowsy driving impairs motorists’ ability to operate vehicles safely, endangering both the drivers and other people on the road. The purpose of the project is to find the most effective wearable device to detect drowsiness. Existing research has demonstrated several options for drowsiness detection, such as electroencephalogram (EEG) brain wave measurement, eye tracking, head motions, and lane deviations. However, there are no detailed trade-off analyses for the cost, accuracy, detection time, and ergonomics of these methods. We chose to use two different EEG headsets: NeuroSky Mindwave Mobile (single-electrode) and Emotiv EPOC (14- electrode). We also tested a camera and gyroscope-accelerometer device. We can successfully determine drowsiness after five minutes of training using both single and multi-electrode EEGs. Devices were evaluated using the following criteria: time needed to achieve accurate reading, accuracy of prediction, rate of false positives vs. false negatives, and ergonomics and portability. This research will help improve detection devices, and reduce the number of future accidents due to drowsy driving.