Evaluating the impact of legislation prohibiting hand-held cell phone use while driving

As of November 2008, the number of cell phone subscribers in the US exceeded 267 million, nearly three times more than the 97 million subscribers in June 2000. This rapid growth in cell phone use has led to concerns regarding their impact on driver performance and road safety. Numerous legislative efforts are under way to restrict hand-held cell phone use while driving. Since 1999, every state has considered such legislation, but few have passed primary enforcement laws. As of 2008, six states, the District of Columbia (DC), and the Virgin Islands have laws banning the use of hand-held cell phones while driving. A review of the literature suggests that in laboratory settings, hand-held cell phone use impairs driver performance by increasing tension, delaying reaction time, and decreasing awareness. However, there exists insufficient evidence to prove that hand-held cell phone use increases automobile-accident-risk. In contrast to other research in this area that uses questionnaires, tests, and simulators, this study analyzes the impact of hand-held cell phone use on driving safety based on historical automobile-accident-risk-related data and statistics, which would be of interest to transportation policy-makers. To this end, a pre-law and post-law comparison of automobile accident rate measures provides one way to assess the effect of hand-held cell phone bans on driving safety; this paper provides such an analysis using public domain data sources. A discussion of what additional data are required to build convincing arguments in support of or against legislation is also provided.     

Assimilation of SeaWiFS ocean chlorophyll data into a three-dimensional global ocean model

Sea-viewing Wide Field-of-view Sensor (SeaWiFS) chlorophyll data were assimilated with an established three-dimensional global ocean model. The assimilation improved estimates of chlorophyll relative to a free-run (no assimilation) model. Compared to SeaWiFS, annual bias of the assimilation model was 5.5%, with an uncertainty of 10.1%. The free-run model had a bias of 21.0% and an uncertainty of 65.3%. In situ data were compared to the assimilation model over a 6-year time period from 1998 through 2003, indicating a bias of 0.1%, and an uncertainty of 33.4% for daily coincident, co-located data. SeaWiFS bias was slightly higher at − 1.3% and nearly identical uncertainty at 32.7%. The free-run bias and uncertainty at − 1.4% and 61.8%, respectively, indicated how much the assimilation improved model results. Annual primary production estimates for the 1998–2003 period produced a nearly 50% improvement by the assimilation model over the free-run model as compared to a widely used algorithm using SeaWiFS chlorophyll data. These results suggest the potential of assimilation of satellite ocean chlorophyll data for improving model results.     

台湾高速铁路C270标段高架桥设计概述

台湾高速铁路连接台北和高雄，总长345km，设计列车运行速度为300km／h，设计日载客量30万人次，工程总预算造价达160亿美元。台湾高速铁路线路沿台湾岛西部走廊走行，大部分建在高架桥上。台湾高速铁路项目采用与国际高速铁路一致的设计规范，同时考虑台湾为地震活跃地区，其抗震设计要求更为严格。台湾高速铁路的高架桥设计有3项基本要求：在正常工况下严格的列车运行性能；在严重地震状态下列车仍能以设计速度安全运行或制动；在极度严重地震后可以修复。本文介绍台湾高速铁路项目12个设计施工总承包土建合同之一的C270标段高架桥设计和项目管理，讨论满足设计要求的设计方法和施工方案。     

An application of shock wave theory to traffic signal control

A real time control policy minimizing total intersection delays subject to queue length constraints at an isolated signalized intersection is developed in this paper. The policy is derived from a new traffic model which describes the simultaneous evolution of queue lengths of two conflicting traffic streams, controlled by a traffic light, in both time and space. The model is based on the examination of shock waves generated upstream of the stop lines by the intermittent service of traffic at the signal. The proposed policy was tested against the existing pre-timed control policy at a high volume intersection and it was found superior, especially when demands increase well above the saturation level.     

ITS applications for work zones

The use of Intelligent Transportation Systems (ITS) in construction work zones to disseminate traffic information has increased significantly in recent years, mainly with the use of Variable Message Signs (VMS). VMS are used based on the assumption that informed drivers will make better travel decisions, thereby reducing congestion. However, the extent of change in driver behavior is difficult to predict prior to ITS deployment. This difficulty leads to the larger problem of justifying investment in ITS. This article proposes an ITS deployment decision support tool using micro‐simulation. The approach determines the required diversion effectiveness of a work zone ITS deployment using VMS. The methodology was tested using the Glenmore Trail/Elbow Drive/5^th Street interchange project (GE5) in Calgary, Canada. The results indicate that the proposed approach will assist agencies in justifying ITS investment by exhibiting the potential resultant societal benefits.     

Mass and heat transports in the NE Barents Sea: Observations and models

The strait between Novaya Zemlya and Frans Josef Land, here called the Barents Sea Exit (BSX) is investigated using data obtained from a current-meter array deployed in 1991–1992, and two numerical models (ROMS and NAME). Combining the observations and models the net volume flux towards the Arctic Ocean was estimated to 2.0 ± 0.6 Sv (1 Sv = 10⁶ m³s^? 1). The observations indicate that about half of this transport consists of dense, Cold Bottom Water, which may penetrate to great depths and contribute to the thermohaline circulation. Both models give quite similar net transport, seasonal variations and spatial current structures, and the discrepancies from the observations were related to the coarse representation of the bottom topography in the models. Also the models indicate that actual deployment did not capture the main in- and outflows through the BSX. A snapshot of the hydrographic structure (CTD section) indicates that both models are good at reproducing the salinity. Nevertheless, they react differently to atmospheric cooling, although the same meteorological forcing was applied. This may be due to the different parameterisation of sea ice and that tides were included in only one of the models (ROMS). Proxies for the heat transport are found to be small at the BSX, and it can not be ruled out that the Barents Sea is a heat sink rather than a heat source for the Arctic Ocean.     

Induced travel demand: Evidence from a pseudo panel data based structural equations model

Induced traffic, defined as additional demand generated by improvements in travel conditions, has been a topic of research for many years. While previous studies have focused on specific and localised changes, the research described in this paper deals with the aggregate effects of changed generalised costs of travel on traffic generation: the propensity of participating in out-of-home activities on a given day, the number of trips and journeys conducted, and the resulting total times out-of-home and distances travelled. The generalised cost and accessibility elasticities estimated with a structural equations model for a pseudo panel constructed with the Swiss National Travel surveys since 1974 are surprisingly substantial even after correcting for age, cohort and other socio-demographic effects.