Development and evaluation of bus lanes with intermittent and dynamic priority in connected vehicle environment

Exclusive bus lanes provide a very high level of priority for transit operations, especially for Bus Rapid Transit and Express service, but these lanes could be underutilized and be a source of extra capacity if they could be shared in an intelligent way. This article explores the benefits of providing intermittent priority, called bus lane with intermittent and dynamic priority, of these exclusive bus lanes. Intermittent and dynamic priority can be implemented by allowing vehicles to use the lane when Bus Rapid Transit or Express bus is not present. Drivers can be alerted when a bus is in the lane using either infrastructure-based signs, or in the future using infrastructure-to-vehicle, or connected vehicle communications. Some critical operating parameters for implementing bus lane with intermittent and dynamic priority system including clear distance, degree of saturation (volume-to-capacity ratio), connected vehicle penetration, and bus departure/headway frequency have been investigated in this paper.     

Sustainability provisions in the bus-scheduling problem

The traditional vehicle scheduling problem attempts to minimize capital and operating costs. However, the carbon footprint and toxic air pollutants have become an increasingly important consideration. This paper studies the bus-scheduling problem and evaluates new types of buses that use alternative energy sources to reduce emissions, including some toxic air pollutants and carbon dioxide. A time-space network based approach is applied to formulate the problem to reduce the numbers of arcs in the underlying network; CPLEX is used to solve the problem. The results show that the bus-scheduling model can significantly reduce the bus emissions – hence reducing the carbon footprint of the transit operation – while only slightly increasing operating costs.     

The biogeochemical cycling of methane in Ria de Vigo, NW Spain: Sediment processing and sea–air exchange

Methane (CH₄) concentrations were measured in the water column, in sediment porewaters, and in atmospheric air, in the Ría de Vigo, NW Spain, during both the onset (April 2003) and at the end of (September 2004) seasonal upwelling. In addition, CH₄ concentration and stable isotopic signatures (δ¹³CH₄) were measured in porewaters, and sediment methanogenesis and aerobic oxidation of CH₄ were determined in sediment incubations. Surface water column CH₄ (2 m depth) was in the range 3–180 nmol l^− 1 (110–8500% saturation) and followed a generally landward increase but with localised maxima in both the inner and middle Ría. These maxima were consistent with CH₄ inputs from underlying porewaters in which CH₄ concentrations were up to 3 orders of magnitude higher (maximum 350 μmol l^− 1). Surface water CH₄ concentrations were approximately three times higher in September than in April, consistent with a significant benthic CH₄ flux driven by enhanced sediment methanogenesis following the summer productivity maximum. CH₄ and δ¹³CH₄ in sediment porewaters and in incubated sediment slurries (20 °C) revealed significant sediment CH₄ oxidation, with an apparent isotopic fractionation factor (r_c) of  1.004. Using turbulent diffusion models of air–sea exchange we estimate an annual emission of atmospheric CH₄ from the Ría de Vigo of 18–44 × 10⁶ g (1.1–2.7 × 10⁶ mol). This estimate is approximately 1–2 orders of magnitude lower than a previous estimate based on a bubble transport model.     

Optimization of pedestrian phase patterns at signalized intersections: a multi‐objective approach

This paper presents a multi‐objective optimization model and its solution algorithm for optimization of pedestrian phase patterns, including the exclusive pedestrian phase (EPP) and the conventional two‐way crossing (TWC) at an intersection. The proposed model will determine the optimal pedestrian phase pattern and the corresponding signal timings at an intersection to best accommodate both vehicular traffic and pedestrian movements. The proposed model is unique with respect to the following three critical features: (1) proposing an unbiased performance index for comparison of EPP and TWC by explicitly modeling the pedestrian delay under the control of TWC and EPP; (2) developing a multi‐objective model to maximize the utilization of the available green time by vehicular traffic and pedestrian under both EPP or TWC; and (3) designing a genetic algorithm based heuristic algorithm to solve the model. Case study and sensitivity analysis results have shown the promising property of the proposed model to assist traffic practitioners, researchers, and authorities in properly selecting pedestrian phase patterns at signalized intersections. Copyright © 2013 John Wiley & Sons, Ltd.     

EFFECT OF GRINDING TISSUE ON ISOLATE RECOVERY FROM RABBIT CORNEAS WITH FUNGAL KERATITIS

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A real-time traffic signal control system: architecture, algorithms, and analysis

The paper discusses a real-time traffic-adaptive signal control system referred to as RHODES. The system takes as input detector data for real-time measurement of traffic flow, and “optimally” controls the flow through the network. The system utilizes a control architecture that (1) decomposes the traffic control problem into several subproblems that are interconnected in an hierarchical fashion, (2) predicts traffic flows at appropriate resolution levels (individual vehicles and platoons) to enable pro-active control, (3) allows various optimization modules for solving the hierarchical subproblems, and (4) utilizes a data structure and computer/communication approaches that allow for fast solution of the subproblems, so that each decision can be downloaded in the field appropriately within the given rolling time horizon of the corresponding subproblem. The RHODES architecture, algorithms, and its analysis are presented. Laboratory test results, based on implementation of RHODES on simulation models of actual scenarios, illustrate the effectiveness of the system.