Paleomagnetic of ODP Leg 101 sites

Paleomagnetic measurements were made on 913 samples from 11 holes (626B, 626C, 627B, 628A, 630A, 631A, 632A, 632B, 633A, 634A, and 635B) drilled in and around the Bahamas carbonate bank during Ocean Drilling Program Leg 101. These samples displayed a wide range of magnetic intensities (from about 1.0 A/m to 1.6 * 10**- 6 A/m) and magnetic behavior. Most samples were weakly magnetized and had low mean destructive fields; however, sediments from sections of several holes were strongly magnetic with stable magnetizations. Magnetic-polarity interpretations were made on a Campanian unit from Hole 627B, a mid-Oligocene unit from Hole 628A, and a Plio-Pleistocene section from Hole 633A. Sediments in the upper parts of Holes 627B, 632A, and 633A have high magnetic intensities that decay 2 to 3 orders of magnitude over depths of 5 to 18 mbsf. The pattern of decline of the magnetism and the change in mean destructive fields and geochemical conditions in these holes are consistent with diagenetic dissolution of the magnetic minerals in a suboxic or anoxic-sulfidic environment. Paleolatitudes were calculated from samples from 16 time units in 7 holes and compared to the apparent polar wander path of the North American plate.

Clay mineralogy of carbonate-rich sediments of ODP Leg 101 sites

The insoluble residues of samples from ODP Sites 626 and 627 can be subdivided into four groups: (1) illite, 7 A minerals, quartz and feldspar; (2) smectite and zeolite (clinoptilolite); (3) palygorskite and in places sepiolite; and (4) glauconite and pyrite. Whereas group 1 is clearly terrigenous and group 4 authigenic, group 2 is most probably authigenic, as indicated by its abundance in samples with small insoluble residues and its appearance in SEM photographs. Group 3 is authigenic in Albian peritidal dolomite and possibly terrigenous in middle Miocene slumps and debris flows. Smectite crystallinity increases with age. This increase, however, is less pronounced in the Bahamian carbonate-rich samples than in the carbonate-poor silts south of Guatemala (DSDP Leg 84, Sites 569 and 570, the only comparable investigation) as far as can be judged from such a small number of samples.

Evaluation of the Scottsdale Loop 101 automated speed enforcement demonstration program

Speeding is recognized as a major contributing factor in traffic crashes. In order to reduce speed-related crashes, the city of Scottsdale, Arizona implemented the first fixed-camera photo speed enforcement program (SEP) on a limited access freeway in the US. The 9-month demonstration program spanning from January 2006 to October 2006 was implemented on a 6.5 mile urban freeway segment of Arizona State Route 101 running through Scottsdale. This paper presents the results of a comprehensive analysis of the impact of the SEP on speeding behavior, crashes, and the economic impact of crashes. The impact on speeding behavior was estimated using generalized least square estimation, in which the observed speeds and the speeding frequencies during the program period were compared to those during other periods. The impact of the SEP on crashes was estimated using 3 evaluation methods: a before-and-after (BA) analysis using a comparison group, a BA analysis with traffic flow correction, and an empirical Bayes BA analysis with time-variant safety. The analysis results reveal that speeding detection frequencies (speeds> or =76 mph) increased by a factor of 10.5 after the SEP was (temporarily) terminated. Average speeds in the enforcement zone were reduced by about 9 mph when the SEP was implemented, after accounting for the influence of traffic flow. All crash types were reduced except rear-end crashes, although the estimated magnitude of impact varies across estimation methods (and their corresponding assumptions). When considering Arizona-specific crash related injury costs, the SEP is estimated to yield about $17 million in annual safety benefits.

How automated speed enforcement may reduce travel time variability and result in travel time savings : the case study of the loop 101 speed enforcement program in Scottsdale, Arizona

The city of Scottsdale Arizona implemented the first fixed photo Speed Enforcement camera demonstration Program (SEP) on a US freeway in 2006. A comprehensive before-and-after analysis of the impact of the SEP on safety revealed significant reductions in crash frequency and severity, which indicates that the SEP is a promising countermeasure for improving safety. However, there is often a trade off between safety and mobility when safety investments are considered. As a result, identifying safety countermeasures that both improve safety and reduce Travel Time Variability (TTV) is a desirable goal for traffic safety engineers. This paper reports on the analysis of the mobility impacts of the SEP by simulating the traffic network with and without the SEP, calibrated to real world conditions. The simulation results show that the SEP decreased the TTV: the risk of unreliable travel was at least 23% higher in the ‘without SEP’ scenario than in the ‘with SEP’ scenario. In addition, the total Travel Time Savings (TTS) from the SEP was estimated to be at least ‘569 vehicle-hours/year.’ Consequently, the SEP is an efficient countermeasure not only for reducing crashes but also for improving mobility through TTS and reduced TTV.