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Browsing by Subject "Speed"

Now showing 1 - 7 of 7
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    Accessibility Impacts of Bus Access to Managed Lanes
    (2017-09) Carlson, Kristin
    This research introduces a method to measure changes in transit accessibility resulting from adjustments in bus-highway interactions. Operational differences between general purpose (GP) and managed lanes (ML) are measured using average travel time. Changes to transit travel time are systematically introduced to General Transit Feed Specification (GTFS) data through the use of the StopTimesEditor computer program developed for the purpose of this analysis. The methodology is tested on two express bus routes in the Minneapolis - St. Paul region (Twin Cities). The change in operating speed along portions of the selected transit routes is translated to changes in the job accessibility of the surrounding communities. The percent change in the worker-weighted average job accessibility for the area surrounding the transit routes and for the entire metropolitan region are 11.0\% and 0.26\% respectively. The methods introduced in this study can be used to evaluate the accessibility impacts of different highway operating environments for buses, or estimate the accessibility outcomes of different bus-highways scenarios.
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    Field Implementation of Direction Rumble Strips for Deterring Wrong-Way Entries
    (Center for Transportation Studies, University of Minnesota, 2019-07) Zhou, Huaguo; Xue, Chennan
    This report presents the field implementation results of three directional rumble strip (DRS) patterns designed to deter wrong-way (WW) freeway entries. Southbound off-ramps at Exits 208 and 284 on I-65 in Alabama were selected for implementation because they were ranked as high-risk locations by a network screening tool developed by Auburn University. Three patterns (D3, C, and E.1) were recommended for field implementation based on the results of a previous project. Pattern D3 was installed at the off-ramp terminal near the stop bar or yield line. Pattern C was implemented at the segment between the terminal and ramp curve. Pattern E.1 was placed on the tangent part before the ramp curve. WW incident and traffic speed data before and after the implementation were collected using cameras and magnetic sensors, respectively. Field driving tests were conducted to collect sound and vibration data at various speed categories for both RW and WW directions. Before and after studies evaluated the effectiveness of the DRS patterns in reducing wrong way driving (WWD) incidents and traffic speeds on off-ramps. Sound and vibration analyses quantified the differences between right way (RW) and WW drivers’ perceptions. Results showed that the number of WWD incidents and average driving distances were significantly reduced after implementing all of the DRS. The results confirmed that WWDs can perceive elevated sound and vibrations when passing the DRS. The DRS can also reduce the 85th percentile, mean, and standard deviations of off-ramp traffic speeds. A general guideline was developed for implementing different DRS to deter WW freeway entries.
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    In-Vehicle Dynamic Curve-Speed Warnings at High-Risk Rural Curves
    (Minnesota Department of Transportation, 2018-03) Davis, Brian; Morris, Nichole L.; Achtemeier, Jacob D.; Patzer, Brady
    Lane-departure crashes at horizontal curves represent a significant portion of fatal crashes on rural Minnesota roads. Because of this, solutions are needed to aid drivers in identifying upcoming curves and inform them of a safe speed at which they should navigate the curve. One method for achieving this that avoids costly infrastructure-based methods is to use in-vehicle technology to display dynamic curve-speed warnings to the driver. Such a system would consist of a device located in the vehicle capable of providing a visual and auditory warning to the driver when approaching a potentially hazardous curve at an unsafe speed. This project seeks to determine the feasibility of in-vehicle dynamic curve-speed warnings as deployed on a smartphone app. The system was designed to maximize safety and efficacy to ensure that system warnings are appropriate, timely, and non-distracting to the driver. The developed system was designed and implemented based on the results of a literature survey and a usability study. The developed system was evaluated by 24 Minnesota drivers in a controlled pilot study at the Minnesota Highway Safety and Research Center in St. Cloud, Minnesota. The results of the pilot study showed that, overall, the pilot study participants liked the system and found it useful. Analysis of quantitative driver behavior metrics showed that when receiving appropriately placed warnings, drivers navigated horizontal curves 8-10% slower than when not using the system. These findings show that such a curve-speed warning system would be useful, effective, and safe for Minnesota drivers.
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    Measuring speed of numerical reasoning.
    (2010-12) Huang, Lan
    If numerical reasoning items are administered with time limits, will two dimensions be required to account for the responses, a numerical ability dimension and a speed dimension? If we want to know how quickly a person solves a problem, how can we obtain a reliable measure of speed? This study reanalyzed the data collected by Semmes, Davison, & Close (2009) in which one hundred and eighty-one college students answered 74 numerical reasoning items. Every item was administered with and without a time limit by half of the students. Three two-dimensional models were fit to item responses under self-paced and experimenter-paced conditions and response times under self-paced administrations. The best fitting model suggested that, other than the Level dimension, a second Speed dimension was needed to account for variation in numerical reasoning performance under experimenter-paced administration. After adding response time to the model, we saw a significant increase in the reliability estimate for the Speed factor compared to prior research with the same data, but estimating speed scores using only the experimenter-paced responses (Semmes et al., 2009). The validity of the Speed dimension was supported by its unique contribution to the prediction of ACT scores after controlling for the variation accounted for by the Level dimension. An alternative method of measuring Speed is mentioned. Some previous research using response times for other purposes besides measurement of speed are also discussed.
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    Quantifying the role of disturbances and speeds on separated bicycle facilities
    (Journal of Transport and Land Use, 2016) Bernardi, Silvia; Krizek, Kevin J.; Rupi, Federico
    As cities aim to spur cycling, a key issue revolves around the location and quality of separated bicycle facilities. However, sometimes owing to impedances, these facilities fail to have the desired overall utility for cyclists. This study focuses on the role of non-stationary disturbances, i.e., the presence of users of other modes. The aim is to quantify the effects and frequencies of disturbances on off-street bicycle facilities (from other cyclists and pedestrians) and compare them to disturbances (from motorized vehicles) while cycling in mixed traffic. Using three segments in Bologna, Italy, we measured the frequency, type, and speed reduction attributed to different types of disturbances. We analyzed speed and likelihood of events to calculate a weighted average of the cyclists’ speed for separated bicycling facilities and on the roadway. For two of the segments, weighted speed reductions were minimal. However, in a third segment—one with considerably more disturbances—speed reductions were considerable: 20 percent for the separated facility and 40 percent for the mixed traffic. When married with cycling use patterns along the facilities, the notable speed reductions point to a possible trade-off cyclists make in choosing between different routes. The results help quantify relationships between cyclists and non-stationary disturbances; they also caution transport officials about possible unintended outcomes for separated bicycle facilities.
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    Repeated Sprint Ability: The influence of aerobic capacity on energy pathway response and fatigue of hockey players
    (2014-05) Peterson, Benjamin James
    An important factor for success in repeated sprint sports is a player's ability to produce power; the player that is quicker to the ball or faster off the line will often beat their opponent, giving them an advantage. Competitions for these sports, however, take place over the period of several hours and are divided into quarters, halves, or periods; each of these consisting of numerous maximal-work bouts interspersed with relatively short recovery periods. The ability to repeatedly produce high power outputs throughout a competition gives a competitive edge to a player over his/her opponent and is an important fitness component in repeated sprint sports. This ability has come to be known as repeated-sprint ability (RSA).Research has found athletes with higher VO2peak's to have an improved RSA. While there is research specific to the relationship in field-based team sports (e.g. rugby and soccer) there is very little published on the sport of ice hockey. This dissertation aimed to eliminate the shortfalls of the current research by addressing this population-specific void. The first study, "Aerobic Capacity is Associated with Improved Repeated Shift Performance in Hockey," established a foundation for future RSA research to build on by 1) accounting for task-specificity by obtaining players' VO2peak on a skating treadmill using a graded exercise test; and 2) evaluate RSA using an on-ice test, developed to mimic the motor patterns typically performed by hockey players during competition. The second study, "Division I Hockey Players Generate More Power than Division III Players During On- and Off-ice Performance Tests," established baseline, normative data for hockey players for both on- and off-ice performance tests; stratified by level of play. Finally, the third study, "Off-Ice Anaerobic Power is Not a Good Predictor of On-ice Repeated Shift Performance in Hockey Players," challenges both the scientific and sporting community to re-evaluate the emphasis placed on anaerobic power during off-ice player testing. The results of these studies could have important implications for the training and evaluation methods used by scientists, coaches, and players to prepare for the competitive season.
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    United States fatal pedestrian crash hot spot locations and characteristics
    (Journal of Transport and Land Use, 2021) Schneider, Robert J.; Sanders, Rebecca L.; Proulx, Frank R.; Moayyed, Hamideh
    US pedestrian fatalities are at their highest level in nearly three decades and account for an increasing share of total traffic fatalities (16%). To achieve the vision of a future transportation system that produces zero deaths, pedestrian safety must be improved. In this study, we screened the entire US roadway network to identify fatal pedestrian crash “hot spot” corridors: 1,000-meter-long sections of roadway where six or more fatal pedestrian crashes occurred during an eightyear period. We identified 34 hot spot corridors during 2001-2008 and 31 during 2009-2016. While only five corridors were hot spots during both analysis periods, the 60 unique hot spots had remarkably consistent characteristics. Nearly all (97%) were multilane roadways, with 70% requiring pedestrians to cross five or more lanes. More than three-quarters had speed limits of 30 mph or higher, and 62% had traffic volumes exceeding 25,000 vehicles per day. All had adjacent commercial retail and service land uses, 72% had billboards, and three-quarters were bordered by low-income neighborhoods. Corridors with these characteristics clearly have the potential to produce high numbers of pedestrian fatalities. We also used hierarchical clustering to classify the hot spots based on their roadway and surrounding landuse characteristics into three types: regional highways, urban primary arterial roadways, and New York City thoroughfares. Each context may require different safety strategies. Our results support a systemic approach to improve pedestrian safety: Agencies should identify other roadway corridors with similar characteristics throughout the US and take actions to reduce the risk of future pedestrian fatalities.