Important Road Research Articles

THE TYPOLOGY AND TOPOGRAPHY OF SPARTAN BURIALS FROM THE PROTOGEOMETRIC TO THE HELLENISTIC PERIOD: RETHINKING SPARTAN EXCEPTIONALISM AND THE OSTENSIBLE CESSATION OF ADULT INTRAMURAL BURIALS IN THE GREEK WORLD

This article makes use of recently published graves to offer the first synthetic analysis of the typology and topography of Spartan burials that is founded on archaeological evidence. Our knowledge of Spartan burial practices has long been based almost entirely on textual sources – excavations conducted in Sparta between 1906 and 1994 uncovered fewer than 20 pre-Roman graves. The absence of pre-Roman cemeteries led scholars to conclude that, as long as the Lycurgan customs were in effect, all burials in Sparta were intracommunal and that few tombs had been found because they had been destroyed by later building activity. Burial practices have, as a result, been seen as one of many ways in which Sparta was an outlier. The aforementioned recently published graves offer a different picture of Spartan burial practices. It is now clear that there was at least one extracommunal cemetery in the Archaic, Classical and Hellenistic periods. What would normally be described as extramural burials did, therefore, take place, but intracommunal burials of adults continued to be made in Sparta throughout the Archaic, Classical and Hellenistic periods. Those burials were concentrated along important roads and on the slopes of hills. The emergent understanding of Spartan burial practices takes on added significance when placed in a wider context. Burial practices in Sparta align closely with those found in Argos and Corinth. Indeed, burial practices in Sparta, rather than being exceptional, are notably similar to those of its most important Peloponnesian neighbours; a key issue is that in all three poleis intracommunal burials continued to take place through the Hellenistic period. The finding that adults were buried both extracommunally and intracommunally in Sparta, Argos and Corinth after the Geometric period calls into question the standard narrative of the development of Greek burial practices in the post-Mycenaean period.

S6K2 promises an important therapeutic potential for cancer.

S6K2, the newer member of S6 Kinase family, is a crucial modulator of Akt/mTOR signaling pathway and is a member of AGC kinase family that regulates cellular growth and survival. S6K1 and S6K2 share high sequence similarity; therefore, S6K2 had been underestimated. However, recent studies displayed distinct functions of S6K2. Activated by both Akt/mTOR and Ras/Raf/Mek/Erk signaling pathways, S6K2 regulates cancer cell survival via different routes. Complexation with antiapoptotic proteins BRAF and PKCεavoids non-small-cell lung cancer cells from apoptosis upon FGF-2 stimulation. Indirect upregulation of the translation of antiapoptotic proteins Bcl-XL and XIAP in HEK293T cells and interference with TNF-induced apoptosis in MCF-7 cells are other routes of cancer cell survival. The aforementioned studies on S6K2 necessitate the development of therapies targeting only on S6K2. Studies targeting S6K2 may help to build important roads for cancer therapy.

Multi-criteria spatial decision support system for identifying strategic roads in disaster situations

A road transportation network has an important role in the management of disaster situations. Despite its' vulnerability to disasters, it helps to provide emergency responses to disaster management practices. Therefore it is required to identify the most important roads in the network in order to support decision-makers to make appropriate decisions about the roads.This paper introduces an integrated methodology to evaluate the transportation network performance (TNP) in disaster situations by developing a multi-criteria spatial decision support system (MC-SDSS). The developed MC-SDSS is a fully integrated system of Geospatial Information System (GIS) and Multi-Criteria Decision Making (MCDM) methods. On the one hand, GIS functionalities are used for storing the data, performing the analyses in order to produce the required criteria and displaying the results. On the other hand, AHP as a well-known MCDM method is used to receive priorities and preferences of decision-makers about the criteria.Based on the decision-making model (intelligent, design, and choice), four criteria are selected as indicators for evaluating the TNP in disaster situations: capacity, accessibility, vulnerability, and importance criteria. In this regard, criteria maps are generated by GIS tools, the experts' preferences about the criteria are acquired by AHP comparison matrix, and a ranking of the roads are prepared and visualized on the MC-SDSS. Finally, by utilizing the One-At-Time approach as the sensitivity analysis method, MC-SDSS tries to determine the robustness of the results due to the variation or uncertainty resulting from changing the important scales of the criteria in the AHP pairwise comparison matrix.The results show that about 9, 33, 20, and 38% of the roads are very high, high, moderate, and low strategic in the case study (Mazandaran province, Iran) respectively. It also shows that capacity/accessibility pairwise comparison is the most sensitive comparison in the AHP comparison matrix.

Timacum Minus in Moesia Superior—Centrality and Urbanism at a Roman Mining Settlement

When applying traditional criteria of Roman urbanism, several settlements in the province of Moesia are not recognised as parts of the urban network. To avoid this, previous criteria of urbanism should be revised. This paper suggests revisions, which provide a more inclusive definition of urbanism: Thus, instead of focusing on administrative status and monumentality as primary markers of urbanity and urbanization, development factors for agglomeration and centrality are emphasized as decisive conditions for, and characteristics of, urban settlement. To provide a case study for this theoretical outline, the upper-Moesian mining settlement of Timacum Minus is evaluated by ideas derived from a critical appreciation of Walter Christaller’s central place theory. Timacum Minus did not have official settlement status and monumental character, yet, it developed as a central place in the unique landscape of the Timok valley. This was due to its location as a central road station, military post, and settlement along the important interregional Timok valley road as well as the site hierarchy as the base of the centralized administration of the Timok valley mining district. Hence, Timacum Minus displays different levels of centrality. Interestingly, the site only held these properties during the Roman Principate, although its central location and mining activities also existed in pre-Roman and post-Roman times. This demonstrates the significance of centrality mechanisms as determined by local and regional circumstances and historical conditions. Accordingly, it is argued that these circumstances and the diverse character as a central place also turned Timacum Minus into an urban site, irrespective of status and monumentality. This definition of the site provides not only an example of how to use central place theory in current archaeological thought but also possibilities for re-thinking urbanism in Roman Moesia.

The applications of geosynthetics and steel wire products in major Albanian roads

AbstractThis paper presents an overview of projects carried out in Albania for the construction of new highways, where the use of steel products and geosynthetic materials has been successfully applied. It gives full details on the design criteria adopted for the use of reinforcements with different mechanical properties for the construction of two important road infrastructures: the Albania Motorway Project, from Rreshen to Kalimash across difficult mountainous terrain, where 30 walls were constructed by combining double twist steel wire mesh gabion facia with its tail extended as secondary reinforcement and high strength polyester geogrids as primary soil reinforcement, with a Hmax=37 m, and the Tirana‐Elbasan Highway, which provides Albania with access to Pan European Corridor VIII – in this project the combination of steel wire mesh and geogrid reinforcements is used for the construction of several walls with a maximum height of 28 m. In both projects, rockfall protection measures were incorporated on the slopes either to protect the new motorway or other existing infrastructures.

Considerations that will determine if competency-based assessment is a sustainable innovation

Educational assessment for the health professions has seen a major attempt to introduce competency based frameworks. As high level policy developments, the changes were intended to improve outcomes by supporting learning and skills development. However, we argue that previous experiences with major innovations in assessment offer an important road map for developing and refining assessment innovations, including careful piloting and analyses of their measurement qualities and impacts. Based on the literature, numerous assessment workshops, personal interactions with potential users, and our 40years of experience in implementing assessment change, we lament the lack of a coordinated approach to clarify and improve measurement qualities and functionality of competency based assessment (CBA). To address this worrisome situation, we offer two roadmaps to guide CBA's further development. Initially, reframe and address CBA as a measurement development opportunity. Secondly, using a roadmap adapted from the management literature on sustainable innovation, the medical assessment community needs to initiate an integrated plan to implement CBA as a sustainable innovation within existing educational programs and self-regulatory enterprises. Further examples of down-stream opportunities to refocus CBA at the implementation level within faculties and within the regulatory framework of the profession are offered. In closing, we challenge the broader assessment community in medicine to step forward and own the challenge and opportunities to reframe CBA as an innovation to improve the quality of the clinical educational experience. The goal is to optimize assessment in health education and ultimately improve the public's health.

Estimation of Carbon Dioxide Emissions Generated by Building and Traffic in Taichung City

The emissions of carbon dioxide generated by urban traffic is generally reflected by urban size. In order to discuss the traffic volume generated in developed buildings and road crossings in a single urban block, with the metropolitan area in Taichung, Taiwan as an example, this study calculates the mutual relationship between the carbon dioxide generated by the traffic volume and building development scale, in order to research energy consumption and relevance. In this research, the entire-day traffic volume of an important road crossing is subject to statistical analysis to obtain the prediction formula of total passenger car units in the main road crossing within 24 h. Then, the total CO2 emissions generated by the traffic volume in the entire year is calculated according to the investigation data of peak traffic hours within 16 blocks and the influential factors of the development scale of 95 buildings are counted. Finally, this research found that there is a passenger car unit of 4.72 generated in each square meter of land in the urban block every day, 0.99 in each square meter of floor area in the building and the average annual total CO2 emissions of each passenger car unit is 41.4 kgCO2/yr. In addition, the basic information of an integrated road system and traffic volume is used to present a readable urban traffic hot map, which can calculate a distribution map of passenger car units within one day in Taichung. This research unit can be used to forecast the development scale of various buildings in future urban blocks, in order to provide an effective approach to estimate the carbon dioxide generated by the traffic volume.

Bikeway system design in the city of Celaya through a micro-simulation approach

Abstract Celaya is among the most diversified cities in the manufacturing sector of auto parts, metalworking, chemical, petrochemical, and agroindustry. It stands out as an important center of merchandise distribution, which is why the population of the city has increased in recent years, this has generated an accelerated urban development, expanding the network of streets, avenues and the implementation of road axes that interconnect a large part of the city, forcing the population to use motor vehicles to move within them. It is necessary to create initiatives to reduce the current mobility problems due to the excessive use of motor vehicles. For this reason, “Bikeway system designs in the city of Celaya through a micro-simulation approach” is proposed, which will allow an increase in mobility and displacement of cyclists in a safe and efficient way, and will motivate those who use motor vehicles to replace their vehicles for the bicycle. This micro simulated design was made with the help of PTV Vissim® software; generating simulation scenarios on main avenues, Mexico-Japon, Tecnologico, Irrigacion, Francisco Juarez, Torres Landa, Constituyentes and Boulevard Adolfo Lopez Mateos, for their level of vehicular flow, the environmental impact was measured and as a result the proposal was obtained for a bikeway that consider the intersection and union with the most important roads in the city. The main objective of the research was achieved, which is the reduction of emissions, waiting time and fuel consumption by increasing the number of users of the bikeway. If 15% of people who use motor vehicles to move in the city replaced it by bicycle, there would be reductions in the levels of carbon monoxide (CO) in 3.14%, of nitrogen oxides (NOx) in 9.94% and volatile organic compounds (VOCs) in 7.12%, timeout at the intersections would be reduced by 3.54%, and fuel consumption levels would lower by 5.3%.

The development of transport infrastructure and attitudes of the local population: a case study from the Republic of Serbia

In the last decades, the development of transport infrastructure has been necessary because of the population increase and expansion of urban centres. Infrastructure development leads to modification and changes in areas characterized by high human population density. The lack of adequate transport infrastructure inhibits local economic and social performance. In the period of economic stability (from 1970 to 1990), important roads that increased the connectedness of the Kolubara District (Western Serbia) with other parts of the country and the surrounding countries were built, but there is still a need for the construction of new roads. In order to examine the attitude of the local population in regard to transport infrastructure, a survey was conducted using a questionnaire consisting of closed questions. This topic is one that has not previously been examined. The data obtained were analyzed statistically and showed that local people have a positive attitude towards the existing infrastructure and towards the construction of new roads. There are statistically significant differences between the attitudes of the local population in different municipalities. The results from this research offer an opportunity to develop guidelines which can influence traffic development in these and similar areas.

Bicyclists' accident pattern in Northern Ghana

BackgroundUtilitarian cycling constitutes an important form of travel in Northern Ghana. Although cycling provides an indispensable way of reducing automobile pollution, traffic congestions and meeting the minimum daily physical activity recommended for healthy living, limited cycling infrastructure is available in Northern Ghana. This situation has fostered the mixture of cycles and, fast and robust motorized vehicles on the roadways, thus presenting an ominous road safety condition. The objective of this research is to establish the injury severity and pattern among bicyclists in Northern Ghana. MethodologyA ten-year (2005 to 2014) accident data from Ghana was analyzed for the Tamale, Bolgatanga and Wa Municipalities in Northern Ghana. Analysis was basic descriptive. ResultsDuring the decade, 253 cyclists' casualties occurred in the three cities out of which, 51% was fatal, 35% was serious and 13% was minor injuries. Ninety-three percent of cyclists' accident victims were males. Cyclists were more likely to die when they collide with two or more vehicles, heavy goods vehicles or buses. Apparently, cyclists were not at fault in 58% of their casualty injuries while 25% and 7% were respectively attributable to carelessness and excessive speeding on the part of the cyclists. Also, of all the fatal cyclist's casualties, 64% of the riders (n=83) was not at fault while 23% and 6% were respectively attributable to cyclists' carelessness and speeding. ConclusionCycling has important health and environmental benefits to humanity. Nevertheless, more than 50% of cyclists involved in road crashes died through accidents, thus suggesting an important road safety concern. Improvement of cycle safety in Northern Ghana may be attained by building infrastructure such as cycle paths and demarcating lanes to physically separate cyclists from motorized transport. Explicit policies such as the minimum passing distance policy may give a further boost to cycling safety in Ghana.

Monitoring driver fatigue using a single-channel electroencephalographic device: A validation study by gaze-based, driving performance, and subjective data

Driver fatigue can impair performance as much as alcohol does. It is the most important road safety concern, causing thousands of accidents and fatalities every year. Thanks to technological developments, wearable, single-channel EEG devices are now getting considerable attention as fatigue monitors, as they could help drivers to assess their own levels of fatigue and, therefore, prevent the deterioration of performance. However, the few studies that have used single-channel EEG devices to investigate the physiological effects of driver fatigue have had inconsistent results, and the question of whether we can monitor driver fatigue reliably with these EEG devices remains open. Here, we assessed the validity of a single-channel EEG device (TGAM-based chip) to monitor changes in mental state (from alertness to fatigue). Fifteen drivers performed a 2-h simulated driving task while we recorded, simultaneously, their prefrontal brain activity and saccadic velocity. We used saccadic velocity as the reference index of fatigue. We also collected subjective ratings of alertness and fatigue, as well as driving performance. We found that the power spectra of the delta EEG band showed an inverted U-shaped quadratic trend (EEG power spectra increased for the first hour and half, and decreased during the last thirty minutes), while the power spectra of the beta band linearly increased as the driving session progressed. Coherently, saccadic velocity linearly decreased and speeding time increased, suggesting a clear effect of fatigue. Subjective data corroborated these conclusions. Overall, our results suggest that the TGAM-based chip EEG device is able to detect changes in mental state while performing a complex and dynamic everyday task as driving.

Heterogeneity of road traffic accident rate in the Russian cities and the need of usage various methods of transport safety management

The article considers one of the topical problems of road safety management at the federal level - the problem of the heterogeneity of road traffic accident rate in Russian cities. The article analyzes actual statistical data on road traffic accident rate in the administrative centers of Russia. The histograms of the distribution of the values of two most important road accidents characteristics - Social Risk HR and Severity Rate of Road Accidents - formed in 2016 in administrative centers of Russia are presented. On the basis of the regression model of the statistical connection between Severity Rate of Road Accidents and Social Risk HR, a classification of the Russian cities based on the level of actual road traffic accident rate was developed. On the basis of this classification a differentiated system of priority methods for organizing the safe functioning of transport systems in the cities of Russia is proposed.

‘Zero Tolerance’ Drug Driving Laws in Australia: A Gap Between Rationale and Form?

Legislation in all Australian states and territories creates offences and provides for police roadside testing in relation to ‘drug driving’. Ostensibly motivated by the same road safety objectives and impairment paradigm as drink driving laws, drug driving laws adopt a significantly different approach. Whereas random breath testing tests for all forms of alcohol and is designed to determine whether there is a sufficient concentration of alcohol in the driver’s body that s/he should be deemed to be impaired, random drug testing typically tests for the presence of any quantity of only the three most widely used illicit drugs—cannabis, methamphetamine and ecstasy—in the driver’s oral fluids, without reference to what is known about the different pharmacokinetic and pharmacodynamic qualities of different drugs. This article examines this idiosyncratic approach to the criminalisation of drug driving, highlighting its weak correlation with the important road safety objective of deterring substance-impaired driving, and the risks of both over- and under-criminalisation that it creates. It argues that public policy on the prohibition of certain drugs and the criminalisation of their use should be disentangled from public policy on impaired driving. It recommends that drug driving laws in all Australian jurisdictions should be brought back into line with drink driving laws, via legislation and testing practices that turn on substance-specific prescribed concentrations for all drugs (illicit and licit) that have the potential to impair drivers.

FACTORES HUMANOS ASOCIADOS A LOS ACCIDENTES MORTALES DE MOTOCICLETAS SCOOTER EN ESPAÑA

Los accidentes de motocicleta son uno de los problemas de seguridad vial más importantes a nivel mundial. Hay una escasez de estudios específicos sobre las características de la accidentalidad de las motocicletas de tipo scooter, motivada por la falta de una definición precisa de este tipo de motocicleta y de la identificación de los distintos tipos de vehículos de dos ruedas en los registros de accidentes. El objetivo de este trabajo es determinar las características de los 293 conductores de motocicletas scooter fallecidos en España durante el periodo 2006-2011. Se realizaron análisis descriptivos y de asociación en función de la naturaleza de las variables. Los resultados de los análisis permiten identificar algunos de los principales factores humanos asociados a los accidentes mortales de los conductores de motocicletas scooter.

Enhancing roll stability of heavy vehicle by LQR active anti-roll bar control using electronic servo-valve hydraulic actuators

ABSTRACTRollover of heavy vehicle is an important road safety problem world-wide. Although rollovers are relatively rare events, they are usually deadly accidents when they occur. The roll stability loss is the main cause of rollover accidents in which heavy vehicles are involved. In order to improve the roll stability, most of modern heavy vehicles are equipped with passive anti-roll bars to reduce roll motion during cornering or riding on uneven roads. However these may be not sufficient to overcome critical situations. This paper introduces the active anti-roll bars made of four electronic servo-valve hydraulic actuators, which are modelled and integrated in a yaw-roll model of a single unit heavy vehicle. The control signal is the current entering the electronic servo-valve and the output is the force generated by the hydraulic actuator. The active control design is achieved solving a linear optimal control problem based on the linear quadratic regulator (LQR) approach. A comparison of several LQR controllers is provided to allow for tackling the considered multi-objective problems. Simulation results in frequency and time domains show that the use of two active anti-roll bars (front and rear axles) drastically improves the roll stability of the single unit heavy vehicle compared with the passive anti-roll bar.

Sensitivity of traffic safety to the pavement and road environment conditions using driving simulations

ABSTRACTThis article aims (1) to validate the influence of pavement skid resistance on traffic safety in most important road environments and (2) to demonstrate the usefulness and reliability of driving simulations in traffic safety analysis of real scenarios taking into account pavement skid resistance. For this purpose, driving simulation software was used to assess the influence of surface properties on vehicular movement. Collision and overturning were the selected types of accidents in the road segments under study. Traffic safety was evaluated in three possible scenarios: (1) curve driving, (2) straight-line emergency braking, and (3) braking on a curve. The selection of the most relevant road environments and accidents to the sensitivity analysis was validated by previous research. Simulations have confirmed that road environments where braking maneuvers are more common and environments with small radii of curvature and high speeds require a higher level of skid resistance. The driving simulations performed as it was demonstrated and validated in the article are easy and simple to operate and can be useful in the design phase of safe solutions.

Multi-criteria Approach for Prioritizing Bridge Maintenance in Developing Country (Case Study of Bali Province, Indonesia)

Transport agencies in developing countries are often faced by the need to maintain a lot of road projects but have limited budget. One important road infrastructure complement is bridge. The bridge is a vital infrastructure facilities for the continuing development of social and economic activities of the region. A serious problem in developing countries such as Indonesia is limited funds available for maintenance. In Bali Province, the priority of bridge maintenance program is prepared based only on the technical condition of the bridge. However, many aspects actually need to be considered. As limited funds available, the objective of this study is to develop bridge maintenance prioritization criteria and rank the bridges to be maintained based on the Analytic Hierarchy Process (AHP) method by using Bali Province as a case study. It was found that the stakeholders for bridge maintenance in Bali Province gave priority to road network system 1.34 times more than movement system, 1.56 times more than land use system and 2.49 times more than institutional system. The road network system was identified as the main factor considered in maintaining bridge in Bali Province. From 86 bridges considered in this study, it was found that 19 bridges were in the very high priority category. It was also found that the ranking of bridge maintenance priority based on the AHP method was very similar to the realized program.Â

Research on Visual Cognition About Sharp Turn Sign Based on Driver’s Eye Movement Characteristic

As a traffic language, sharp turn sign is a kind of important road infrastructure that indicates a sharp turning will show up at the coming road, warning drivers to slow down to ensure the driving safety. In this paper, real vehicle test was carried out on mountain road with an eye tracker equipment. At different driving speeds, parameters of eye movement characteristics in the visual cognition process of sharp turn signs were collected, including distribution of gaze points, fixation and saccade. Simultaneously, driver’s scan paths of recognizing sharp turn signs with different supporting forms were gathered. The results of the analysis of testing data showed that the dispersion of distribution of gaze points would increase with driving velocity. Saccade was the main method for driver to capture information of sharp turn signs. While driving speed was lower than 60[Formula: see text]km/h, fixation was also one of the methods. For the visual cognition process of sharp turn sign with cantilever, compared to post, the searching scope was wider both in horizontal and vertical directions. This study is beneficial to evaluate the rationality of sharp turn signs, promoting the using efficiency of signs and improving the driving safety on mountain road.

<em>Object Lesson:</em> “Build the Negro houses near together”: Thomas Jefferson and the Evolution of Mulberry Row's Vernacular Landscape

Object Lesson: "Build the Negro houses near together"Thomas Jefferson and the Evolution of Mulberry Row's Vernacular Landscape Gardiner Hallock (bio) Between 1768 and 1826 Thomas Jefferson built an internationally acclaimed 11,000 square foot dwelling on a small mountain in Virginia's central piedmont. Less well known is the even larger construction project he directed during the same time period only two hundred feet south of his highly refined neoclassical house. Known as Mulberry Row, it centered on the important road that ran for twelve hundred feet and served as the Monticello plantation's main street. Under Jefferson's explicit direction, enslaved workers and hired white workmen built over thirty-two known dwellings, workshops, and service structures there that would, in total, enclose over 12,500 square feet of space. Mulberry Row was also in many ways the heart of the plantation, and it served as a focal point for the communities of enslaved and free workers who lived at Monticello during Jefferson's lifetime (Figure 1). As with his own house, Jefferson's goal for Mulberry Row was to provide for his comfort and that of his family while also publicly demonstrating his wealth, power, and cultural ideals. The means Jefferson used to achieve these goals, however, were not static. As a result of his changing needs, desires, and intellectual interests, Jefferson made dramatic changes to the physical appearance of Mulberry Row as well as to the surrounding landscape. Given that Jefferson so closely guided the development of Mulberry Row, understanding its evolution provides insight into both Jefferson's decision-making process and how his choices impacted the lives of those who lived and worked there. Click for larger view View full resolution Figure 1. Rendering of the Monticello mountaintop, ca.1816. Starting ca.1768, Jefferson established a row of service buildings and worker housing just to the south of Monticello. Copyright Thomas Jefferson Foundation at Monticello, created by RenderSphere, LLC. In order to illustrate Mulberry Row's development, in 2011 the Thomas Jefferson Foundation embarked on a comprehensive project to digitally model all of the buildings and the surrounding mountaintop at three distinct time periods: circa 1784, circa 1796, and circa 1816. Called the Picturing Mulberry Row Project, its goal was to produce digital renderings to illustrate each of the thirty-two buildings as well as changes to the larger landscape. While principally a public history endeavor, it also ultimately resulted in a deeper understanding of Mulberry Row that in turn helps to enliven its interpretation. Today's Mulberry Row is a carefully curated and partially restored landscape interpreted as part of the educational mission of the Thomas Jefferson Foundation. Its current appearance is in sharp contrast to the rugged, rocky, and only partially cleared mountaintop that Thomas Jefferson started with in 1768. It was here the restless polymath and future president developed [End Page 22] many designs for both the main house and its support buildings in the years before he rose to national prominence in 1776. In the early 1770s, Jefferson developed expansive plans for the outbuildings along Mulberry Row. Two circa 1776 plans delineated a long range of stone structures connected by wooden sheds that included nontraditional uses such as a dedicated slaughterhouse and greenhouse.1 While at least two of these structures—the joiner's shop and stone workmen's house—appear to have been constructed, most were not. Instead archaeologists and historians have discovered that Jefferson never settled on a single vision for Mulberry Row. His restless aspirations resulted in significant and large-scale changes over a period of approximately forty-one years. As a result, Mulberry Row's changing uses, evolving building types, and shifting demographics can all be read as evidence of how the landscape was transformed to accommodate Jefferson's needs and his mercurial vision for a model Virginia plantation. The Picturing Mulberry Row Project The Thomas Jefferson Foundation developed the Picturing Mulberry Row Project to educate the public about Jefferson's changing vision for Mulberry Row as well as the lives of those who lived and worked there. This public history program set out to rematerialize the complex development of one of Virginia's best-documented vernacular...

Development of Saturation Flow Model at Signalized Intersection for Heterogeneous Traffic

Abstract Saturation flow is a very important road traffic performance measure of the maximum rate of flow of traffic. It is used extensively in signalized intersection control and design. Saturation flow describes the number of passenger car units (PCU) in a dense flow of traffic for a specific intersection lane group. The design, the capacity and operation of a signalized intersection critically depend on and passenger car unit (PCU) and saturation flow. In India the traffic is composed of highly heterogeneous mix of vehicles and subsequently drivers don’t follow any lane discipline. The intersections on urban roads in India cater to slow-moving traffic including pedestrians. To calculate the capacity we need to know about the saturation flow which further helps to time the traffic signals. However, it is revealed that traditional methods which are mainly developed using the average value of observed queue discharge headways to estimate the saturation headway might lead to underestimate saturation flow rate. In this research paper, the effort was made to analyze the results by developing the dynamic PCU for the candidate signalized intersections catering to mixed traffic condition in Indian cities. In this study methodology was developed to calculate the PCU and saturation flow in accordance for the enumerated traffic conditions.