Juliet Schor – Exit ramp to sustainability?

2013 ◽  
pp. 78-84
Keyword(s):  
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

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.

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.

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.

Evaluation on Safety Maintenance at Freeway Exit Ramp

CICTP 2012 ◽  
2012 ◽  
Author(s):  
Gang Xiong ◽  
Qiaojun Xiang ◽  
Wenbo Zhang
Keyword(s):  
Exit Ramp

scholarly journals Metaleptic Mourning

2019 ◽  
Vol 47 (3) ◽  
pp. 631-636
Author(s):  
Alicia Mireles Christoff
Keyword(s):  
High School ◽  
New York ◽  
Close Friend ◽  
Car Accident ◽  
Exit Ramp ◽  
At Home

In February 2003 my close friend Jeff Hubbard died in a car accident, taking the curve of an icy metro Detroit highway exit ramp too fast late one weekend night. He was twenty years old and had been living at home with his parents since we graduated from high school, working odd jobs—a host at a Mexican restaurant, a temporary letter carrier for the USPS—and helping take care of his young nephew. I was in college in New York, and a friend called to give me the news. I knew that I needed to go home to Michigan for the funeral to believe that it had really happened.

Searching for the “exit ramp”: Bereaved caregivers (BCGs) describe discontinuation of transfusions at the end of life (EOL) for loved-ones (LOs) dying from acute myeloid leukemia (AML).

2020 ◽  
Vol 38 (15_suppl) ◽  
pp. e24000-e24000
Author(s):  
Larry Dean Cripe ◽  
Caroline Martin ◽  
Katie Sargent ◽  
Layla Baker ◽  
Ann H. Cottingham
Keyword(s):  
Myeloid Leukemia ◽  
Research Team ◽  
Hospice Care ◽  
Care Transitions ◽  
Initial Response ◽  
Structured Interviews ◽  
Three Stages ◽  
The Right ◽  
Acute Myeloid ◽  
Exit Ramp

e24000 Background: Transfusions may delay hospice care. This study examined how transfusions and other factors influenced care transitions, including decisions related to hospice care, for patients with AML from diagnosis to death. Methods: Nineteen BCGs participated in semi-structured interviews about their experiences. Interviews were audio recorded, transcribed and qualitatively analyzed. Results: The research team identified three stages in BCG experience: 1. Acceptance and Hope: BCG initial response to an AML diagnosis was acceptance of chemotherapy and transfusions as necessary to extend life and potentially cure the AML. Benefits of treatment were emphasized over potential harms or details. 2. Reading the Signals: BCGs learned to interpret information from a variety of sources to appreciate whether their LO was heading in the right direction or not. The signals included discussions with or decisions of the oncologist, changes or no changes in lab results, changes in the LO’s physical condition, and changes in care location in the hospital (e.g., ward bed to ICU bed). Signals were either cautionary or hard stops. Cautionary were seen as conditional, e.g., if things did not improve then LO may be at EOL. Cautionary signals were described as vague and ambiguous. Hard stops were clearer and were typically a clinician decision or recommendation to discontinue treatment and/or transfusions because there was no longer a possibility of benefit. 3. Searching for the Exit-Ramp: Hard stops precipitated awareness that death was imminent and an often-rushed search for how to care for the LO at the EOL. In retrospect the transition made sense to the BCG but they often felt unprepared at the time of transition. Conclusions: The benefits and burdens of transfusions are important signals to BCG about the EOL. Early cautionary signals and discussion may prepare BCG for transitions. Continuation of transfusions in hospice may eliminate a chance for critical conversations.

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