Main Traffic Routes Research Articles

Evaluation of the vehicle contributions of metals to indoor environments

A large number of diesel vehicles carrying gravel and sand shuttle back and forth every day on the major thoroughfares (Tai-16 and Tai-21) from Shinyi to Jiji in Nantou, Taiwan. A total of 10 stations along the major thoroughfares were selected as the exposure sites, whereas a small village located ∼9 km from a main traffic route was selected as the control site. Outdoor and indoor aerosol samples were collected using high-volume samplers and Harvard samplers, respectively. The metal concentrations of outdoor and indoor PM(10) at the exposure sites were, respectively, higher than those at the control site. The plots between metal contents in the aerosols and road dust showed that diesel vehicles contributed significant amounts of metals to the outdoor and indoor aerosols at the exposure sites. Household dust samples along the roadside within 30 m of the main road in the small towns were collected using the wipe method. Based on the results of principal component analysis (PCA), three major components for household dust were identified: resuspended from road dust, brake wear and diesel emissions. Enrichment factors were applied to assess the contribution of pollution sources to household dust. These factors were calculated with respect to unpolluted river dust samples (EF(river)) and road dust (EF(road)). The differences between EF(river) and EF(road) could be mainly attributed to the effects of resuspension by passing vehicles. Approximately 72%, 68%, 68%, 73% and 86% of the vehicle-related metals Pb, Zn, Cu, Ni and Mo content, respectively, in household dust were the result of the resuspension of road dust by passing vehicles. The data of daily intakes of five metals (i.e., Fe, Pb, Cu, Ni and Mo) from inhalation and ingestion pathways showed that the doses from the ingestion pathway were much higher than those from the inhalation pathway.

AIR QUALITY CHANGES AFTER COMMISSIONING OF AN URBAN ROAD TUNNEL

Background & Aims: The commissioning of a new road tunnel in Sydney, Australia, in March 2007 provided an opportunity to assess the effect of this intervention on air pollutant concentrations in the affected area. Dispersion model-based predictions were that pollutant concentrations would decrease around the main bypassed road where traffic flow was halved and would increase along feeder roads to the tunnel. Methods: PM10, PM2.5 and NO2 data from six continuous monitoring stations erected in the study area were used and compared with regional changes in air quality. We also collected data on NO2, as a marker of traffic related air pollution, using a network of passive samplers. Spatial variability was assessed by land use regression. The study period was Jan 2006 to Dec 2008. Results: Data from the continuous monitors showed that, after adjusting for regional changes in air quality, the opening of the tunnel did not lead to consistent reductions in either PM or NO2 in the study area as a whole. However, the passive sampler data showed that, while NO2 levels were not significantly reduced in the first post-tunnel year (-2.1%, 95% CI -5.9% to +1.8%), they were significantly reduced in the second post-tunnel year (-16.1%, 95% CI -19.2% to -12.7%). Further, passive sampler NO2 concentrations were reduced in both post-tunnel years along the major by-passed road. The LUR model also demonstrated reductions of NO2 (up to 10 ppb) along the by-passed road and an increase in NO2 of up to 5 ppb along the feeder roads. Conclusion: This study highlights the need to study fine scale spatial variability when assessing the impact of traffic interventions and supports the effectiveness of traffic interventions in reducing exposures for people living close to main traffic routes.

Polycyclic aromatic hydrocarbons in household dust near diesel transport routes

A river-dredging project has been undertaken in Nantou, Taiwan. A large number of diesel vehicles carrying gravel and sand shuttle back and forth on the main roads. Ten stations along major thoroughfares were selected as the exposure sites for testing, while a small village located about 9 km from a main traffic route was selected as the control site. Levels of household dust loading at the exposure sites (60.3 mg/m(2)) were significantly higher than those at the control site (38.2 mg/m(2)). The loading (μg/m(2)) of t-PAHs (total polycyclic aromatic hydrocarbons) in the household dust at the exposure sites was significantly higher (P < 0.05) than was the case at the control site. The diagnostic ratios of PAHs showed that diesel emissions were the dominant source of PAHs at the exposure sites. The lack of a significant correlation between the concentrations of Fe and t-PAHs suggested that the t-PAHs in household dust might come from diverse sources. However, a significant correlation (P = 0.003) between the concentrations of Mo and t-PAHs implied that the most of the t-PAHs in the household dust might have resulted from diesel emissions. The lifetime cancer risks of BaP(eq) from household dust exposure were markedly higher than those resulting from inhalation exposure.

A STUDY ON THE IMPROVEMENT OF ENVIRONMENT WITH RESIDENTS' OPINION

This paper examines and clarifies the opinions of residents about the improvement of a narrow and dangerous footpath alongside main traffic route (the Kioroshi road), where the environment has not been improved over numerous years. By the analysis, it is clarified that the opinions of landowners for improvement of the environment are different from those of pedestrians. So, we study how to fill the gap and to improve the environment by residents. The results can be summarized as follows: 1) by knowing the opinion of the landowners, the ideas of pedestrians change to improve the environment together with landowners, 2) the women between the age of forty and forty-nine are thought as the key person for connecting community members of region..3) it is important to recognize that “niwadoushi” which was adopted for widening the footpath at this area in the past is an effective method for improvement of community environment and ancestral wisdom for this area.

Effects of Diesel Vehicle Emissions of Polycyclic Aromatic Hydrocarbons on the Surrounding Environment and Residents

Ten stations alongside major thoroughfares were selected as exposure sites, while a small village located about 3 kilometers away from a main traffic route was selected as the control site. The concentrations of particulate matters with aerodynamic less than 2.5 μm (PM2.5) and elemental carbon (EC) at exposure sites were both higher than those at the control site. Daytime mean concentrations of total polycyclic aromatic hydrocarbons (t-PAHs), carcinogenic PAHs (car-PAHs), and Benzo(a)pyrene-equivalent dose (BaPeq) at exposure sites were all about twice as high as those at the control site. A significant relationship between t-PAHs and EC was found, suggesting that most of the t-PAHs at exposure sites were contributed by diesel exhaust. Furthermore, the diagnostic ratios also show that diesel emissions were the dominant sources of PAHs at exposure sites. A multiple linear regression was applied to urinary 1-hydroxyprene (1-OHP) using four variables (exposure status, sex, smoker status, and incense burning) as independent variables. The results showed that the concentrations of 1-OHP in exposure groups were significantly (p < 0.001) higher than those in the control group. The explainable percentage for exposure status was 91.1%, indicating that the exposure factor, in comparison with other factors, has a dominant contribution to the concentration of 1-OHP. After subtracting the background levels of 1-OHP, the levels of urinary 1-OHP for residents exposed to the exhaust of 100 vehicles were about 0.062 μg/g creatinine.

Distribution and eradication of an exotic tephritid fruit fly in Australia: relevance of invasion theory

AbstractData from the eradication of the incursion of Bactrocera papayae Drew and Hancock (Dipt.: Tephritidae) in Australia (1995–1998) are used to assess the significance of various aspects of invasion theory, including the influence of towns on establishment, influence of propagule pressure on the pattern of establishment, and the existence of source‐sink dynamics. Because there were no sentinel traps in place, considerable spread had occurred before the eradication campaign started. The distribution of fly density around the epicentre in the town of Cairns and a transect along the main traffic routes to the north and south fitted a Cauchy model with a tail having the same slope as a power model with an exponent of −2.4 extending to 160 km. The Cauchy model indicated that 50% of the flies on the transect would have occurred within 3.2 km of the epicentre, 90% within 13.2 km, and 99% within 60 km. The two major satellites at Mareeba (35 km from the epicentre in Cairns) and Mossman (65 km) were not used for the transect data and had respectively 15 and 30 times the density predicted by the model. The proportion of traps that caught flies (a measure of site occupancy) fell with distance from the epicentre. B. papayae was trapped consistently on only three of the 16 rainforest transects that were surveyed and these were relatively close to urban areas where eradication efforts were intense. Despite there being no eradication effort in the rainforest, the trends to extinction were similar to those in adjacent areas. The strategy of initially concentrating eradication efforts on the core and major satellites while maintaining a quarantine barrier at the airport and the boundaries of the infested area appears to be the key to the containment and rapid eradication of the incursion.

Influence of parent sediments on the concentration of heavy metals in urban and suburban soils in Turku, Finland

The purpose of this study was to examine the influence of parent sediment material on soil geochemistry and to locate possible pollution sources in the area of Turku town in southwestern Finland. The study area is glaciated terrain and subsurface samples were chosen to represent five different parent sediment materials: glacial till, glaciofluvial or littoral sand, clay, peat and marine mud. Elemental concentrations of surface (100 samples) and background soil (50 samples) were analysed by ICP-AES (Al, Ba, Ca, Co, Cr, Cu, Fe, K, Mg, Mn, Na, Ni, P, S, Sr, Ti, V) and by graphite furnace AAS (As, Cd, Mo, Se). Loss-on-ignition was determined as an indicator of organic matter. Analytical results were examined using multivariate statistical methods. The results indicate that the studied soils are not heavily contaminated; there were only few sample sites with elevated heavy metal concentrations. High Pb concentrations were observed along main traffic routes, and also in places where there has been small-scale use of antifouling paints. However, concentrations of heavy metals in topsoil were in general significantly lower than those measured in large cities elsewhere. The parent material strongly affects the geochemical character of the soils. Clays naturally have a significantly higher concentration of heavy metals than sands or till material. This is also reflected in concentrations in organic topsoil. When assessing target levels for polluted soil, the primary sediment appears to be a more important factor than the amount of organic matter.

Gornja Studena village in the context of sustainable development

The paper analyzes the present condition of the sustainability elements at the level of a village, and then on the relevant representative sample of the households, according to the parameters defined in advance. By definition, such analysis of natural, economic, human and spatial resources provides the picture of the present status, but also defines the sustainability degree, and the capacities and potential directions of development. The obtained results and drawn conclusions served as a platform for the analysis of the future development and transformation of the village, the households, that is, the courtyards as they are spatial frame of a household and a central stage where these processes take place. Gornja Studena belongs to the group of spontaneously formed, sparse/dense hill villages. It was formed in the upper part of the Jelasnica valley, on the slopes of Suva planina mountain, under the Mosor peak, along the way leading from Nisa to Bojanine Vode, on the east and west side of Studenica stream, flowing through the middle of the village, parallel to the road. The nature has been, as always, both generous and miserly taking on one side and giving on the other. There are rich complexes of forests and pastures, and favorable conditions for livestock keeping, mild climate, as well as many other natural and environmental values in the village locality, the ski resort and other tourist destinations of Bojanine Vode, which are nearby, did not help the village development. It is situated on the periphery of the region, and it is one of the most distant villages from the city, far away from the main traffic routes (though it has not always been like this) with poor public utilities and infrastructure systems and structures, with an elderly population which is economically weak., of small land resources and unfavorable terrain configuration f or an intensive development of agriculture. It is impoverished in demographic terms and the remaining young population is mostly oriented towards the city. .

부산 중앙부두 주변해역의 교통흐름 및 통항특성에 관한 연구

부산항 중앙부두 주변 해역은 각 선석별로 그 목적과 용도에 부합된 전용 부두가 배치되어 소형 잡종선을 비롯해서 중대형 여객선, 소형 쾌속선, 컨테이너선, 화물선, 작업선 등 다양한 선박이 특정한 항행 규칙이나 해상교통관계없이 비교적 자유롭게 통항하고 있다. 본 연구에서는 중앙부두 주변 해상을 대상으로 일정 기간 동안 두 차례의 해상교통조사를 전용소프트웨어를 이용하여 실시한 후 중앙부두 주변 해역을 통항하는 선박들에 대한 선종별, 톤수별 통계처리와 항적분포를 기초로 중앙부두 인근 해상의 주요 통항로의 교통 흐름, 그리고 통항 특징 등을 분석하였다. 이러한 교통 현황에 대한 분석을 토대로 중앙부두 주변 해상을 각 기능별로 분류하고, 북내항로 지정에 따른 효과를 분석하여 항행 선박의 통항 안전성 향상 방안을 검토하였다. 그리고 선박의 운항자 관점에서 입출항 통항 안전성에 바탕을 둔 효율적인 중앙부두 인근 부두의 재배치 안에 대하여 고찰하였다. At the adjacent sea area of Busan Central Wharf, a variety of vessels, such as middle-large passenger ships, small hugh speed crafts, container ships, cargo ships and working boats as well as small miscellaneous vessels are freely sailing comparatively without special rules and marine traffic control. In this research, we analyzed traffic stream and navigational characteristics cf main traffic route based on statistics and distribution of tracks by ship's type and tonnage cf the passing vessels after conducting marine traffic survey twice using exclusive software. We examined the traffic safety of the passing vessels by classifying the sea area by each function based on the analysis about this traffic situation, and analyzing the effect by designating 'Inner passage'. We also studied the plan for the effective rearrangement cf Central Wharf considering basically the traffic safety of arrival and departure in a point of view of navigators.

Radar network system to observe and analyze Tokyo Bay vessel traffic

A complete grasp of the actual vessel traffic flow by accurate observation is essential to carry out vessel traffic management, design of vessel traffic route, plan of port construction, etc. Up to now, the observation of vessel traffic has needed many efforts such as the use of a special ship or car equipped with radar observation systems and the observation staff preparation for a considerably long period. In order to perform accurate observation of vessel traffic without such efforts, the authors have developed a completely automated radar network system covering the main traffic route of Tokyo Bay. In August 2003, as the second remote radar station attaching AIS equipment was set at East Ogishima (the first was installed at the National Defense Academy in 2002), the observing range could be enlarged and cover most traffic routes in Tokyo Bay. These two radars can observe the vessel traffic in Tokyo Bay simultaneously so as to know the traffic flow accurately on the basis of analyzing the integrated radar data. In addition to the development of a radar network system, the software to analyze observed vessel traffic flow has been developed. This software has various functions such as tracking of ship's position, automatic determination of ship's size, animation of ship's movements, superposition of successive radar images, display of ship's tracks, calculation of ship's speed distribution, extraction of dangerous ship encounters using subjective judgment value and bumper model, etc. Some analyzed results on vessel traffic flow observed by the remote radars in January and September 2003 are shown in this paper.

The 2000 Eruption of Usu Volcano and Related Damages

Phreatomagmatic eruption has occurred at the western flank of Usu volcano, southwestern Hokkaido, northern Japan, at 31 March 2000. Surrounding towns have been seriously damaged and refuge has been prolonged for three months, because the eruptive vents have formed close to residence category of surrounding towns and the main traffic routes, and the eruption has involved remarkable crustal movement. Serious damages by crustal deformations (such as many pressure ridges, cracks, buckling deformations of the kerbstones, and landslide-like surface movement), uplift, ballistic ejecta, mudflow, earthquakes occurred near the volcano. Important national routes (national roads, railways, and the highway), houses, buildings, water pipes, transmission lines, retaining walls, bridges have been damaged or destroyed. On the other hand, sites of the vents and the time of eruption have been predicted by scientists based on the sites of the crustal movement and the earthquake foci. Hazard map of the volcano was corrected based on the observation results and refuge has been done before the eruption. So no victim occurred until now. This case indicates that appropriate hazard map and the effective utilization of it can decrease the disaster.

Diffusion of coal gas technology in Denmark, 1850–1920

A study has been made of the diffusion of coal gas technology in Denmark during the period 1850–1920. There were two seperate periods. In the first, 1850–1868, coal gas was used for lighting only. A number of coal gas works were built. In the 1860s kerosene was introduced and gained a market. No new towns built coal gas works for a time. The introduction of nonsooting premix burners, which made it possible to use coal gas for cooking, and the efficiency improvements of the burners for gas lighting resulted in the building of coal gas works again from about 1885. The building stopped in 1916, although one town built as late as 1927. At the time practically all towns had their own coal gas works, and the supply of electricity was nationwide. Although there is a tendency for larger towns to adopt new technology earlier than the smaller ones, there are many exceptions. In quite a few cases an early adoption of the new technology was due to a single person and his initiative. The diffusion is best described geographically. It first ran along the main traffic routes through Denmark and then out from those. The technology reached the corners of the country rather late. The building of electricity plants later followed the same pattern.

A Study of the Spatial Structure of Rural Society at the Southern Foot of the Mt. Yatsugatake in the Edo Period

The purpose of this study is to propose a model that could explain traditional rural society from a spatial approach. Furthermore, I think that the traditional rural society should be discussed from the standpoint of the spatial forms or spatial design of the village people. To study the subject the author first of all investigated the structure of spatial forms that are regarded as the arrangement of the constituent elements on the rural space, including the patterns of settlement, arable land and forest land. Moreover, I have clarified the formation of social groups and their role within the rural space. Therefore, objectives of this analysis are (A) to describe the evolution process of the life-space and (B) propose a model to exlain the spatial structure of the traditional rural society. In order to explain the subject, the author deals with a hanseison, Gochoda in Koma-gun of Kai (Yamanashi Prefecture) that is located on the southern side of the Mt. Yatsugatake.The results of this study are summarized as follows:(A) The evolution process of the life-space.(1) The first stage: from the latter Middle Ages until just prior to the Kanbun Era (1661). The homesteads of the period were loosely concentrated or scattered on a ridge of gentle slope. In this stage early pioneer families or head families (nakee), of the consanguineous maki bands were scattered on a ridge. Cultivated lands as productive space were not sufficiently reclaimed and the wasteland still occupied about 20% of the total land area.(2) The second stage: from the Kanbun Era (1661) to the Horeki Era (1751-). Rural population increased markedly and consequently, within a hanseison (administrative village) several hamlets or Weiler emerged. It is assumed that these hamlets would correspond to the consanguineous maki bands, which (organized into a head family with its branch families) were already in existence and organized by this period.Analyzing the distribution of arable lands, it becomes evident that each farmer was given rights to specific arable land, that is to say, a furlong. The domain of the hanseison, Gochoda was demarcated by the Land Survey in 1666 (Kanbun Kenchi). Several hamlets were integrated into a hanseison through the irrigation association.(3) The third stage: from the Horeki Era (1751-) to the last days of the Tokugawa regime. Rural population had already reached the limits of the agricultural productivity of those days. The consanguineous maki bands had been weakened by the end of the Tokugawa Period, while small territorial groups, goningumi, lost their administrative significance but strenghtened their economic or social functions more and more. Dosogin organization, which seemed to fulfill the integral function of the mura (natural village), had gradually been established. Disputes with surrounding hanseisons had broken out by the land reclamation of common land (i. e. communal land, forest land etc.) at the southern side of the Mt. Yatsugatake.(B) Spatial structure of the rural settlemants at the foot of the mountain.At the foot of the mountain, the topographical conditions spread out with ridges of gentle slope alternating between valleys with streams. Generally, hamlets were located on the ridges which were disadvantageous for paddy fields. The population size was affected by historical factors as well as by the extent of ridge. In particular, rural settlements along the main traffic route might have become the center of a hanseison.Arable lands as productive space (i. e. a paddy field, an upland field, etc.) were divided into several furlongs according to the complexity of ridges and especially the uplands were located at the periphery of the hamlets or in places which lacked irrigation water.

Paper 3: The Enlarging of an Engineering Faculty on an Existing Site

The paper deals with the execution of a post-war plan to create new buildings for the Faculty of Engineering at Queen Mary College, one of the four Engineering Schools of London University. The buildings were to provide for an annual undergraduate intake of 150 together with sixty postgraduate students engaged in research. The site of the new buildings was adjacent to that of the existing College; however, it faced a main traffic route unlike the secluded existing site, so that special problems arose. Current building regulations affected the design and planning of the facilities and, in general, added to the cost. Noise and vibration arising internally had to be carefully considered. With the need to site some heavy laboratories on upper floors, special measures were needed to deal with the handling of equipment. To deal with unpredictable changes in the curricula, the maximum flexibility in the use of rooms was desirable and means for the easy installation of additional services at any time was built in.

Road Travel in Air Raids

A NEW aspect of road safety emerges with the decision to allow road traffic to continue during air-raid warnings. General agreement seems to have been arrived at that this decision is a wise one. As pointed out in Roads and Road Construction of September 2, the long lines of vehicles held up during the early raids, with their occupants standing about waiting for something to happen, presented an excellent target for machine-guns. It is difficult to see what other course could have been taken. Judging by experience learned from recent raids, many motorists are taking advantage of this concession. Travelling along roads deserted of all but police and A.R.P. personnel is a curious experience; and so is the feeling of frustration in a closed car produced by inability to see what is going on overhead. Something of what is happening can be guessed from the attitude of wardens and others, but in the absence of exact knowledge one tends to develop what has been called a sort of ‘musical chairs’ attitude towards the public shelters passed when driving, the question now being where the music (?) will start—not when it will stop. It has been suggested that something might be done to give motorists a feeling of greater security, or rather to reduce their feeling of insecurity, by way of signposting shelters along the main traffic routes. In many places signs have already been erected, but these are scarcely conspicuous enough to be seen by passing traffic; they cater more for the local inhabitants. Shops and private houses with surplus shelter accommodation might also be induced to co-operate.

Empire telegraph communications

The paper deals with the engineering aspect of Empire telegraph communications. In order that the size and scope of these communications may be realized, the author begins by setting forth the components of the telegraph operating company, showing the systems contributed by each section.The engineering organization within the operating company is then dealt with, the training and necessary qualifications of telegraph engineers in the present service being outlined. Returning to the general aspect of Empire communications, the main traffic routes are discussed, with details of a number of main-line circuits. Some of the engineering requirements of the flow of traffic are touched on.Having dealt briefly with the system, the paper proceeds to enumerate the methods by which the collection and the delivery of messages are effected. The methods of signalling and the suitability of the different codes under varying circumstances are explained.The author then presents a short history of progress in cable telegraphy. Modern methods of signal shaping, balancing, and synchronous-regenerator working on cable circuits are reviewed. Where well-known methods are in use the descriptions are brief, full technical explanations being given only where information has not previously been published except in patent specifications. The items described in detail include the capacitance magnifier, the fork relay, the automatic bias corrector, and the automatic scrutinizer.There follow brief notes on recent progress and cable problems which are still being investigated.A brief outline of the methods of operating the wireless telegraph circuits is given, with details of the application of regenerator working to these circuits. A description of a method of double-frequency keying of wireless circuits follows. Finally, reference is made to the effects of varying cosmic conditions on wireless signals.

Control of Traffic by Light Signals

THE earliest light signals for controlling traffic were operated manually by the police. The next type were operated on a ‘fixed-time’ basis by purely mechanical devices. A later development is to link up a number of local fixed-time controllers with a master controller so that the indications all along a main traffic route bear a definite relationship to one another, with the object of maintaining a steady flow of traffic. An important example of this type is installed in Oxford Street, London. The latest and most popular types of signals are those which are operated by the passing vehicles themselves. There are two systems of this type in general use, and both use a detector mat placed in the roadway. In one system, the compression of the mat actuates an electro-pneumatic contact box placed in the pave ment and only responds when the vehicle is approach ing the crossing. A vehicle ‘parking’ on the mat has no effect on the signal. Suspended signals, which are fairly common abroad, divert the attention of the driver from the road level, and the drivers of modern saloon cars have difficulty in seeing them. The British signals are sometimes criticised because,unlike the ‘clock-face’ or ‘Chinese-lantern’ type of signal used frequently in Switzerland and Germany, they give no indication of the length of time that the red or green indication has to remain. They are objectionable as they induce many drivers to ac celerate to high speeds in order to pass the signals before they change. The uncertainty of the time of change in the usual type forces the driver to go slowly and this leads to safety. It is probable that vehicle-actuated signals will come into general use in England, and this would make ‘clock-face’ signals with their fixed time sequence of events practically impossible. An illustrated article on “Traffic Light Control Systems” appears in Electrical Industries of November 15.

Kilgore, Texas: An Oil Boom Town

A STRIDE the eastern boundary of the great East Texas is Kilgore, a thriving boom city which evolved in response to recent development of the petroleum industry there. Under the abounding stimulation of gusher field exploitation, the place grew from an agricultural village into an aspiring city of several thousand inhabitants within a few weeks. Public improvements secured during the first year include a city government, city hall and jail, street lights, water and sewer mains, a police force, a fire department, many new streets, a block of paving in the business district, and several new public schools. There is an active chamber of commerce, a retail merchants' association, an energetic Lions club, a progressive daily newspaper, an American Legion post, a charity association, a high school football team, and other characteristic urban organizations. Rows of attractive new business structures house a variety of retail stores, shops, and cafes; and there are hotels, garages, printing shops, and many professional businesses. An aggregation of field supply houses, lumber yards, and machine shops is located along the railway track. Residential sections are grouped about the central business district, and extend outward to the margins of the city. In general they are poorly developed, being occupied by oil field shacks, tents, and improvised dwellings of various sorts. Some attractive new homes and the frame cottages of the former village stand majestically among these tiny residences, and along main traffic routes there are cafes, grocery stores, meat markets, automobile service stations, and other small businesses. Such residential development extends outward to agricultural land on the eastern border of the city, while on the west it is interspersed with derricks, torches, separators, storage tanks, and miscellaneous field phenomena. The separator of the field is a cylindrical tank so constructed that it separates the natural gas and the petroleum as they flow from the well. Ordinarily it discharges the natural gas into a torch or flare and directs the petroleum into a pipe line.