scholarly journals Impacts of experimental advisory exit speed sign on traffic speeds for freeway exit ramp

PLoS ONE ◽  
2019 ◽  
Vol 14 (11) ◽  
pp. e0225203
Author(s):  
Yongfeng Ma ◽  
Wenbo Zhang ◽  
Xin Gu ◽  
Jiguang Zhao
Keyword(s):  
Exit Speed ◽  
Exit Ramp

scholarly journals Evaluating Designs of a Three-Lane Exit Ramp Based on the Entropy Method

IEEE Access ◽  
2021 ◽  
pp. 1-1
Author(s):  
BingHong Pan ◽  
ZhenJiang Xie ◽  
ShangRu Liu ◽  
Yang Shao ◽  
JunJie Cai
Keyword(s):  
Entropy Method ◽  
Exit Ramp

Thickness Indirect Measurement Method for Direct Pulling Pilot Cold Rolling Mill

2011 ◽  
Vol 189-193 ◽  
pp. 2670-2674
Author(s):  
Zhi Jie Jiao ◽  
Chun Yu He ◽  
Jian Ping Li ◽  
Xiang Hua Liu
Keyword(s):  
Cold Rolling ◽  
Rolling Mill ◽  
Measurement Method ◽  
Rolling Process ◽  
Indirect Measurement ◽  
Cold Rolling Mill ◽  
Movement Data ◽  
Program Flow ◽  
New Type ◽  
Exit Speed

Pilot cold rolling mill is the important tool for the cold rolling process researching and new steel grade development. According to the design of the new type direct pulling pilot cold rolling mill, based on the mass flow constant principle, strip exit thickness indirect measurement method is studied. During rolling, strip entry and exit speed can be calculated accurately according to the measured value of two sides’ clamps movement. Data filtering treatment is adopted and program flow chart is designed. Based on the material entry thickness measured manually, exit thickness of all passes can be measured indirectly. This thickness indirect measurement method has been applied successfully on the new type pilot cold rolling mill, and the measurement results show that this method has a good accuracy.

Modeling the Risk of Wrong-Way Driving Entry at the Exit Ramp Terminals of Full Diamond Interchanges

2018 ◽  
Vol 2672 (17) ◽  
pp. 35-47 ◽  
Author(s):  
Md Atiquzzaman ◽  
Huaguo Zhou
Keyword(s):  
Traffic Control ◽  
Initial Point ◽  
Geometric Design ◽  
Design Features ◽  
Entry Points ◽  
Control Devices ◽  
Traffic Control Devices ◽  
Diamond Interchanges ◽  
Transportation Agencies ◽  
Exit Ramp

Wrong-way driving (WWD) crashes are a critical safety issue on freeways. Although these crashes are rare and random in nature, they often result in severe injuries and/or fatalities. Typically, exit ramp terminals are the initial point of entry for wrong-way (WW) drivers on freeways. Therefore, it is important for transportation agencies to identify the exit ramp terminals with higher possibility of WW entries and apply safety countermeasures to reduce the chances of their occurrence. However, the random nature of WWD crashes and the difficulty in identifying the actual entry points makes it hard for transportation agencies to assess the risk of WWD at a particular exit ramp terminal and apply countermeasures accordingly. This study developed mathematical models for predicting the risk of WW entries at the exit ramp terminals of full diamond interchanges. The geometric design features, usage of traffic control devices, area type where the interchanges are located, and annual average daily traffic (AADT) at the exit ramp terminals with or without history of WWD were used as potential predictors of WW entry. Transportation agencies can use these models to assess the risk of WW entries at the exit ramp terminals within their jurisdictions and consider possible countermeasures. They also can be applied during the design phase to determine the combination of geometric design features and traffic control devices that ensures the least possibility of WW entry.

Implementing the Assessment Standards for School Mathematics: Breathe O2 into Your Mathematics Program — Promote Openness and Ownership

1997 ◽  
Vol 3 (9) ◽  
pp. 496-498
Author(s):  
Gay S. Pitts
Keyword(s):  
School Mathematics ◽  
Mathematics Program ◽  
Assessment Standards ◽  
Exit Ramp

The following is a set of directions that you must follow to arrive at your destination: Go three miles east on 1-40 until you come to Exit 103. Turn left at the end of the exit ramp and proceed…. You will be given all the information needed to arrive at the correct destination. However, only the person who is assessing your performance will know the destination and the reason you need to arrive there.

Research of Baseball’s Best Batting Position Changes with the Selection of Material of Baseball

2013 ◽  
Vol 690-693 ◽  
pp. 1826-1830
Author(s):  
Li Ping Du ◽  
Wu Li ◽  
Wen Sheng Han
Keyword(s):  
Major League Baseball ◽  
Center Of Mass ◽  
Original Material ◽  
Sweet Spot ◽  
Collision Model ◽  
Exit Speed ◽  
The Moment ◽  
Definition Of ◽  
Selection Of ◽  
Parameters Calculation

From the aspect of the fastest exit speed of the ball and through the collision model of mechanics, we analyzed the best hitting point which results in the fastest exit speed of the ball and the change of the best hitting point. Based on this model, we gave a very practical definition of the sweet spot, and we also found out the effect of the baseball bat’s material on the sweet spot. The distances from the best hitting point to the end of the baseball bat result from the three different materials, which are the bat’s original material, aluminum and the corked material. Through the sensitivity analysis, three parameters affecting the hitting position resulting in the ball’s fastest exit speed are the weight of the bat, the center of mass and the moment-of-inertia. In the process of the three parameters’ calculation, the infinitesimal method is used. As can be found out that the length of the sweet spot results from the corked and the aluminum are much longer than results from the original material. The longer the length of sweet spot, the possibility that the hitter hits the fast ball is higher. Also ball hit by the aluminum bat is faster than that hit by the bat made out of the original material. The above analysis can explain that why the aluminum bat and corked bat are prohibited by Major League Baseball

Influence of Experimental Pavement Markings on Urban Freeway Exit-Ramp Traffic Speeds

2000 ◽  
Vol 1705 (1) ◽  
pp. 116-121 ◽  
Author(s):  
Richard A. Retting ◽  
Hugh W. McGee ◽  
Charles M. Farmer
Keyword(s):  
New York ◽  
Motor Vehicle ◽  
Pavement Markings ◽  
Horizontal Curves ◽  
Passenger Vehicles ◽  
Lane Width ◽  
Before And After ◽  
Pavement Marking ◽  
Urban Freeway ◽  
Exit Ramp

Motor vehicle crashes on curved roadway sections occur more frequently and tend to be more severe than those on straight sections. Speed is a significant factor in many crashes that occur on curves. The effects on traffic speeds of special pavement markings intended to reduce speeds on freeway exit ramps with horizontal curves were examined. An experimental pavement marking pattern was employed that narrowed the lane width of both the curve and a portion of the tangent section leading into the curve by use of a gradual inward taper of existing edgeline or exit gore pavement markings or both. Traffic speeds were analyzed before and after installation of the pavement markings at four experimental ramps in New York and Virginia. Results indicated that the markings were generally effective in reducing speeds of passenger vehicles and large trucks. The markings were associated with significant reductions in the percentages of passenger vehicles and large trucks exceeding posted exit-ramp advisory speeds.

Sizing Wet-Gas Pipelines and Slug Catchers With Steady-State Multiphase Flow Simulations

1998 ◽  
Vol 120 (2) ◽  
pp. 106-110 ◽  
Author(s):  
J. J. Xiao ◽  
G. Shoup
Keyword(s):  
Steady State ◽  
Multiphase Flow ◽  
Simulation Models ◽  
Gas Pipelines ◽  
Flow Simulations ◽  
Wet Gas ◽  
Starting Point ◽  
Operational Information ◽  
Exit Speed ◽  
Steady State Simulation

The design of wet-gas pipelines and slug catchers requires multiphase flow simulations, both steady-state and transient. However, steady-state simulation is often inadequately conducted and its potential not fully utilized. This paper shows how mechanistic steady-state simulation models can be used to obtain not only pressure drop, liquid holdup and flow regime, but also to extract important operational information such as pig transit time, pig exit speed, liquid buildup rate behind the pig, and the time for the pipeline to return to a steady-state after pigging. A well-designed set of steady-state simulations helps to determine pipeline size, slug catcher size, and pigging frequency. It also serves as a starting point for subsequent transient multiphase flow simulations.

scholarly journals Evaluating Driver Response to a Dynamic Speed Feedback Sign at a Freeway Exit Ramp Considering the Sign Design Characteristics and Lateral Installation Position

2021 ◽  
Author(s):  
Shakir Mahmud ◽  
Babak Safaei
Keyword(s):  
Lateral Position ◽  
Sign Test ◽  
Detection Range ◽  
Speed Reduction ◽  
Driver Response ◽  
Feedback Sign ◽  
Improved Performance ◽  
Design Characteristics ◽  
Horizontal Curvature ◽  
Exit Ramp

Research was conducted at a freeway exit ramp with significant horizontal curvature to evaluate the effectiveness of dynamic speed feedback signs (DSFS) as a speed reduction countermeasure. Several aspects of the DSFS were evaluated, including display size, border type, lateral installation position, and vehicle detection range. Three different full-matrix DSFS were utilized, which included: 15-inch display panel with yellow border, 18-inch display panel with yellow border, and 18-inch display panel with no border. Each sign was individually installed and tested at identical locations near the start of the exit ramp curve, in both the traditional right-side-mount and an alternative forward-mount within the exit gore area. Speed data and message activation location were collected for vehicles approaching and entering into the curve across the various sign test conditions. Overall, the presence of a DSFS positioned near the start of the curve resulted in curve entry speeds that were, on average, 3.5 mph lower than without a DSFS present at the site. The lowest curve entry speeds were observed for cases where the message activated when vehicles were within 250 to 400 ft of the curve. Interestingly, earlier message activation did not contribute to further speed reductions, although later activation substantially diminished the speed reduction effects. Regarding DSFS lateral position, both the side-mounted and forward-mounted DSFS installations resulted in similar curve entry speeds. Furthermore, there were no discernable differences in curve entry speeds between the 15-inch and 18-inch display panels, although the inclusion of a yellow sign border improved performance.

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