scholarly journals La circulation sur la route transcanadienne dans l’Ontario central

2005 ◽  
Vol 10 (19) ◽  
pp. 37-53
Author(s):  
Louis-Edmond Hamelin
Keyword(s):  
Rocky Mountains ◽  
Winter Season ◽  
Point Of View ◽  
Annual Average ◽  
Low Intensity ◽  
Annual Average Daily Traffic ◽  
Canadian Population ◽  
Rail Line ◽  
Geographic Environment ◽  
Lake Simcoe

This study concerns the section of the trans-Shield route between Lake Simcoe and the boundary of Manitoba. The data were obtained from the Ontario Department of Highways for the period from 1958 to January 1965 and by personalinquiry carried out in May 1965. To what extent does this section link the two principal cores of the Canadian ecumene, that is, the Lower Great Lakes - St. Lawrence area and southern Alsama ? After having briefly presented the geographic environment in which the route is situated, the author presents a number of statistics. The annual average daily traffic outside the towns is light : 3,000 vehicles in the more popular sectors and less than 1,000 in the less frequented parts. There is a decrease in the intensity of traffic from east to west as jar as Dryden. For the entire 1,200 miles of highway, three fourths of the vehicles have Ontario license plates. East of Sault St. Marie, the vehicles from outside Ontario come mainly from the U.S.A. whereas in the Kenora area they are principally from Manitoba. Traffic is three to Jour times heavier in summer than in winter. In the winter season the number of non-Ontario cars is very small and there are relatively more trucks than in summer. In the month of May the situation is more similar to that in winter than to that in summer. In the last jive years the frequentation of the route bas greatly increased ; at Dinorwic the number of vehicles in July bas multiplied five times. From a regional point of view, three sectors should be recognized : (1) from Lake Simcoe to Sault St. Marie, (2) from Sault St. Marie to Dryden, and (3) extreme western Ontario. Economically, the Ontario section of the Trans-Canada Highway is not a profitable enterprise. Furthermore, this route appears to be much less transcontinental than the parallel rail line. In several ways the trans-Shield corridor presents a greater obstacle to the continuity of the Canadian population ecumene than the Rocky Mountains, or even the Appalachian barrier. Nevertheless, central Ontario is a part of the ecumene but it is only an « ecumene of liaison » with low intensity of occupance. An office of Trans-Canadian traffic should be created.

Estimation of Annual Average Daily Traffic on Low-Volume Roads: Factor Approach Versus Neural Networks

2000 ◽  
Vol 1719 (1) ◽  
pp. 103-111 ◽  
Author(s):  
Satish C. Sharma ◽  
Pawan Lingras ◽  
Guo X. Liu ◽  
Fei Xu
Keyword(s):  
Neural Network ◽  
Neural Networks ◽  
Traffic Monitoring ◽  
Network Approach ◽  
Annual Average ◽  
Neural Network Approach ◽  
The Neural Network ◽  
Low Volume Roads ◽  
Annual Average Daily Traffic ◽  
Low Volume

Estimation of the annual average daily traffic (AADT) for low-volume roads is investigated. Artificial neural networks are compared with the traditional factor approach for estimating AADT from short-period traffic counts. Fifty-five automatic traffic recorder (ATR) sites located on low-volume rural roads in Alberta, Canada, are used as study samples. The results of this study indicate that, when a single 48-h count is used for AADT estimation, the factor approach can yield better results than the neural networks if the ATR sites are grouped appropriately and the sample sites are correctly assigned to various ATR groups. Unfortunately, the current recommended practice offers little guidance on how to achieve the assignment accuracy that may be necessary to obtain reliable AADT estimates from a single 48-h count. The neural network approach can be particularly suitable for estimating AADT from two 48-h counts taken at different times during the counting season. In fact, the 95th percentile error values of about 25 percent as obtained in this study for the neural network models compare favorably with the values reported in the literature for low-volume roads using the traditional factor approach. The advantage of the neural network approach is that classification of ATR sites and sample site assignments to ATR groups are not required. The analysis of various groups of low-volume roads presented also leads to a conclusion that, when defining low-volume roads from a traffic monitoring point of view, it is not likely to matter much whether the AADT on the facility is less than 500 vehicles, less than 750 vehicles, or less than 1,000 vehicles.

Evaluation of Indoor Climate in Big Lecture Hall

2019 ◽  
Vol 887 ◽  
pp. 475-483
Author(s):  
Mária Budiaková
Keyword(s):  
Thermal Comfort ◽  
Ventilation System ◽  
Winter Season ◽  
Point Of View ◽  
Lecture Hall ◽  
Experimental Measurements ◽  
Optimal Parameters ◽  
Indoor Climate ◽  
Air Velocity ◽  
Operation System

The paper is oriented on the evaluation of the indoor climate in the big lecture hall. Providing the optimal parameters of the thermal comfort and the CO2 concentration is immensely important for the students in the interiors of a university. Meeting these parameters is inevitable not only from physiological point of view but also for achieving the desirable students' performance. The high CO2 concentration is related to incorrect and insufficient ventilation in the lecture hall and causes distractibility and feeling of tiredness of students. Experimental measurements were carried out in the winter season in 2016 in the big lecture hall in order to evaluate the thermal comfort and the CO2 concentration. The device Testo 480 was used for the measurements. Obtained values of air temperature, air relative humidity, air velocity, CO2 concentration are presented in the charts. Mechanical ventilation system and operation system of the big university lecture hall were evaluated on the basis of the parameters of the thermal comfort and on the basis of the CO2 concentration. Based on the findings, design recommendations for new big university lecture halls are derived. Furthermore, there are presented recommendations how to operate the existing big university lecture halls.

Enhancing Statewide Annual Average Daily Traffic Estimation with Ubiquitous Probe Vehicle Data

2020 ◽  
Vol 2674 (9) ◽  
pp. 649-660
Author(s):  
Xu Zhang ◽  
Mei Chen
Keyword(s):  
Model Performance ◽  
Improvement Program ◽  
Annual Average ◽  
Great Opportunity ◽  
Safety Reporting ◽  
Probe Vehicle ◽  
Vehicle Data ◽  
Annual Average Daily Traffic ◽  
Functional Classes ◽  
Aadt Estimation

Annual average daily traffic (AADT) is a critical input into many transportation applications, particularly safety reporting. For example, the Highway Safety Improvement Program in the U.S. requires states to make AADT data for all public paved roadways accessible by 2026. Because collecting traffic counts on every network segment is prohibitively expensive, a method capable of accurately estimating AADT on unmonitored segments is of great value to state DOTs. The ubiquitous probe vehicle data present a great opportunity to this end. This paper presents an enhanced method for statewide AADT estimation by leveraging such data in Kentucky. The use of the probe data is explored in two ways. First, an annual average daily probes (AADP) variable is derived from hourly probe counts; second, a betweenness centrality (BC) variable is calculated using probe speeds. Including both variables and using the random forest model results in model performance that exceeds those previously reported for statewide applications. Incorporating AADP and BC improves the accuracy of AADT estimates by 30%–37% for all roads and 23%–43% for highways in functional classes 5–7, compared with only using sociodemographic and roadway characteristics. These results demonstrate the value of the probe data for enhancing AADT estimation. The analysis further shows that on roadways having more than 53 AADP or an average of 2.2 probe counts per hour, the median and the mean absolute percent errors are below 20% and 25%, respectively. These findings have practical implications for state DOTs wanting to maximize the utility of probe vehicle data.

WEED SPECIES ASSOCIATION IN ARABLE FIELDS: OLD APPROACH, NEW APPLICATION

2018 ◽  
Vol 55 (3) ◽  
pp. 359-370
Author(s):  
G. CONCENÇO ◽  
A. ANDRES ◽  
F. SCHREIBER ◽  
I. S. MOISINHO ◽  
M. C. CORADINI ◽  
...  
Keyword(s):  
Winter Season ◽  
Point Of View ◽  
Plant Association ◽  
Weed Species ◽  
Chi Square ◽  
Species Association ◽  
Arable Fields ◽  
Species Area ◽  
Chi Square Test

SUMMARYWe aimed to assess the potential of the characterization of association among weed species as a tool to understand weed occurrence for further supporting long-term management programs. After a sequence of summer crops, which included irrigated rice and sorghum, the experimental area was submitted to subsoiling, limestone was applied, and ryegrass was planted in the winter season. Six months later, an ACCase-inhibitor herbicide was used to select only non-grassweed species. Field survey was carried out on 100 quadrats with 0.5-m width that were randomly sampled. Plant species were organized in 2 × 2 contingency tables. The results of the calculated chi-squares were compared to the respective tables, and results were presented as a paired chi-square matrix. The species–area curve was also obtained. The relative occurrence of species was determined by its frequency and presented as a wordcloud. The network analysis was obtained by using the Fruchterman–Reingold layout. The hypothesis of plant association aiming survival in arable fields was validated. The methodology of plant association based on the chi-square test was applicable to arable fields, where weed species (usually competitor plant types) occur in clusters. From a practical point of view, preference should be given to herbicides that are efficient on most species within a given cluster.

Advances in Uncertainty Treatment in FHWA Procedure for Estimating Annual Average Daily Traffic Volume

2012 ◽  
Vol 2308 (1) ◽  
pp. 148-156 ◽  
Author(s):  
Gregorio Gecchele ◽  
Riccardo Rossi ◽  
Massimiliano Gastaldi ◽  
Shinya Kikuchi
Keyword(s):  
Traffic Volume ◽  
Annual Average ◽  
Annual Average Daily Traffic

Two Problems of Averaging Arising in the Estimation of the Relationship Between Accidents and Traffic Flow

1998 ◽  
Vol 1635 (1) ◽  
pp. 37-43 ◽  
Author(s):  
Abraham Mensah ◽  
Ezra Hauer
Keyword(s):  
Traffic Flow ◽  
Annual Average ◽  
Performance Function ◽  
Safety Performance Function ◽  
Time Period ◽  
Annual Average Daily Traffic ◽  
Averaging Problem ◽  
Long Time ◽  
The Relationship ◽  
The Ideal

A function linking the expected accident frequency to traffic flow is called a safety performance function (SPF). SPFs are estimated from data for various facilities and accident types. Typically, accident counts over a period of a year or more, and estimates of average flow for such periods, serve as data. The ideal is for SPFs to represent cause-effect regularities. However, because accident counts are for a long time period and because average flows are used, two issues of averaging arise. First, the cause-effect relationship is between accidents and the flows prevailing near the time of accident occurrence. Therefore, ideally, these should be the argument of the SPF. In practice, however, either because of lack of detail or difficulties of estimation, average flows are used for estimation. The question is what problems arise when average flows, such as annual average daily traffic, instead of the flows at the time of the accident are used as the argument of the SPF. This is the argument averaging problem. Second, there are at least two (daytime and nighttime) and perhaps many more cause-effect SPFs that prevail in the course of a year. Ideally, each relationship should be estimated separately. The question is what problems arise if one joint SPF is estimated when two or more separate functions should have been used. This is the function averaging problem. After analysis, how to account and how to correct for the argument averaging problem are shown. At this time, avoiding the function averaging problem by estimating daytime and nighttime SPFs separately can be the only recommendation.

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