Three-way Intersection Research Articles

Counter-mapping Surabaya: Designing ‘cities within the city’

This paper connects the concept of ‘cities within the city’ to the practice of counter-mapping. We explore how people in Surabaya (Indonesia) come together to design, plan and imagine their city differently through counter-mapping. We focus on two design activist projects called Pertigaan Map (pertigaan means three-way intersection) and Suroboyo Ngalor Ngidul (Surabaya to the North and South). In this visual essay, we compile, present and analyze two colonial maps and a series of contemporary counter-maps of Surabaya. The counter-maps, made iteratively and collectively over ten years, offer both critiques of the design of Surabaya and its colonial legacy and propositions for different ways of living, navigating and valuing the city.

TRANSPORTATION ROUTE SELECTION ANALYSIS OF THE TUBAN-BOJONEGORO ROUTE DUE TO THE DAMAGE OF THE GLENDENG BRIDGE

A bridge is a structure built to connect two or more points separated by a river, valley, ravine, or highway. Damage to a bridge can cause several adverse impacts, including: traffic accidents, transportation disruptions, economic disruptions, social disruptions, environmental damage, financial losses. The traffic flow diversion through the three-way intersection before the Glendeng Bridge to the Kaliketek Bridge is intended for small vehicles while large vehicles are diverted to the Soko-Ponco highway. The 4 km traffic diversion route is quite far for the local community. Apart from the Kaliketek Bridge alternative, people can also use boat crossings as access between cities. But the boat can only be used by two wheels. Therefore this study aims to determine the effectiveness of alternatives between Kaliketek routes and boat crossings. The purpose of this research is to analyze which path is more effective for 2-wheeled riders between the Kaliketek and Ferry Boat Routes and to find out the more effective path between the two. The method used in making decisions and selecting solutions is to use the AHP method. The results of this study include: Alternative value analysis is carried out by calculating pairwise comparisons starting from alternatives, sub-criteria and criteria. In this study, the calculated value of the sub-criteria was obtained with the GM value of each sub-criteria, namely time 0.93, convenience 0.88, cost 0.00 and safety 0.00. While the Vp value is obtained by dividing the GM value by the total GM value. And from this calculation the value of Vp time is 0.51, comfort 0.49, cost 0.00 and security 0.00. Then calculate the value of the evaluation criteria for the sub-criteria and get a GM value for the Kaliketek route of 0.79 while the ferry boat route is 0.81. The GM value is used to find the VP value by dividing each GM value by the total GM value. From the calculation, the VP value for the Kaliketek route is 0.49 and for the boat crossing route is 0.51. The choice of an alternative connecting route as a result of the construction of the Simo-Glendeng Bridge for 2 wheels is a boat route with a priority vector value of 0.51 and an emphasis on the time factor with a priority vector value of 0.51.

EVALUASI KINERJA SIMPANG TIGA TAK BERSINYAL PASAR IBUH PAYAKUMBUH

Abstrack: The Payakumbuh signalless intersection is a busy traffic intersection due to the high volume of vehicles and high side friction caused by market activity. The Pasar Ibuh intersection connects four sub-districts so that many vehicles pass through the intersection which can cause traffic jams and even traffic accidents. This study aims to evaluate the performance of the signalless intersection of Pasar Ibuh Payakumbuh and find alternative solutions to the problems that occur at these intersections. The research method used is to calculate and observe the volume of traffic flow through recording and observing the location of the intersection to find out the geometry of the intersection and existing side barriers. This research concludes that the peak hour of traffic flow at the Pasar Ibuh Payakumbuh intersection occurs at 16:00 - 17:00 WIB. From the analysis results, the capacity value (C) is = 2824.557 smp/hour, traffic flow (Q) is = 2399 smp/hour, delay (D) is = 14.161 seconds/smp, and the degree of saturation value (DS) is = 0.85. Based on the value of the degree of saturation, the performance level of the intersection is not good. The alternative is to prohibit turning right for minor roads. So that the resulting analysis is a capacity value (C) of = 3172.826 smp/hour, traffic flow (Q) of = 2399 smp/hour, delay (D) of = 12.715 seconds/smp, and the degree of saturation (DS) = 0.76, based on the value of the degree of saturation, it can be concluded that the intersection performance is good.Keywords : Signalless Three-way Intersection, Side Barriers, Degree of Saturation, Intersection Performance, Performance Evaluation

Governing failure mechanisms of simplified three-way dendritic branch under compressive load

The growing dendrites during the charging of the battery can pierce into the polymer electrolyte and short-circuit the cell. A dendritic microstructure is a branched medium, consisting of numerous three-way intersections and when subjected to the piercing pressure the corresponding forces propagate throughout the dendrite body. In this paper, we explore the effect of such force propagation versus the geometry of a three-way intersection leading to the failure of a dendritic branch and we have analyzed the dominant failure mechanism in the branch. Particularly we address the mechanics of the intersection versus the respective inclinations of the branches and their normalized length. Generalizing this method into larger clusters of dendritic trees helps to identify the dominant failure mechanism and devise methods to prevent it.

Analysis of the Effect of Providing Pedestrian Crossing Information at the Blind Spots of Intersections on Vehicle Traffic

In this study, we conducted an analysis of the pedestrian safety system for crosswalks introduced in Korea to improve sustainable traffic safety. The pedestrian crossing information provision system provides information to a driver in advance when a pedestrian is detected in the driver’s blind spot when the latter is turning right at an intersection. The location analyzed was the three-way intersection in front of Yungheung Elementary School in Jeollabuk-do, and vehicle speed information for 150–160 min before and after system installation was collected. As a result of comparing and analyzing the change in the compliance rate of the spot speed and the speed limit, it was found that there was no statistical difference in the change in the spot speed, but in the absence of pedestrians, the speed increased slightly compared with that before installation. The change in the speed limit compliance rate was found to improve when pedestrian crossing information was provided. In addition, a chi-square test found that there was a difference in the speed limit compliance rate before and after system installation where pedestrians existed (when information was provided), while there was no difference in the situation where pedestrians did not exist (when information was not provided).

Research and Policy: A Three-Way Intersection

Research and Policy: A Three-Way Intersection

Evaluasi Kinerja Simpang Tiga Tak Bersinyal Jl. Muharto - Jl. Mayjen Sungkono – Jl. Raya Ki Ageng Gribig Kota Malang

The unsignal intersection is the most common type of intersection found in urban areas, one of which is the unsignalized three-way intersection Muharto St. – Mayjen Sungkono St. – Raya Ki Ageng Gribig St, Malang City. Transportation problems that often occur include traffic jams and delays in travel time. Vehicle travel time as one of the service performance criteria at the intersection. These problems are often found in several areas in Indonesia, including at the intersection of Muharto St. – Mayjen Sungkono St. – Raya Ki Ageng Gribig St. is located in Malang city, which is the main route for large market vehicles to pass and is the road to access the center of Malang City as well as settlements and activities of the surrounding community. At this three-way unsignalized intersection, the traffic volume is large, so it can cause congestion at certain times. The purpose of this study was to determine the performance of Three-way unsignalized intersection Muharto st. – Mayjen Sungkono St. – Raya Ki Ageng Gribig St at 2021. The research method based on Indonesian Highway Capacity Manual (MKJI 1997) published by th Directoral General of Highways. The result of this of the study found that the volume of vehicles at Muharto St. 1430 (vehicle/hour) – Mayjen Sungkono St. 1740 (vehicle/hour) – Raya Ki Ageng Gribig St. 1913 (vehicle/hour). So Qtotal is 3554 (smp/hour) and capacity of 2522 (smp/hour). So it is known that the value of the degree of saturation after the installation of alternative traffic lights that the degree of saturation is Degree of Saturation Muharto St. (DS) 0,38 with queue length (QL) 74 m, degree of saturation of Mayjen Sungkono St. (DS) 0,28 with queue length (QL) 86 m, degree of saturation of Raya Ki Ageng Gribig (DS) 0,52 with queue length (QL) 187 m.

Modelling injury severity of victims in collisions involving public transit in Dhaka, Bangladesh

Collisions involving public transit (PT) have increased significantly in the recent times. In developing countries, the scenario is much worse as the PT collision occurrence and injury severity are higher by manifold. This study investigates the injury severity of victims of PT involved crashes in Dhaka, Bangladesh. Victims include PT occupants and counterpart road users such as pedestrians who are more vulnerable. A latent segmentation-based ordered logit (LSOL) model is developed using police-reported crash records of Dhaka. The LSOL model addresses the ordinality of injury severity and captures unobserved heterogeneity by allocating victims into discrete latent segments. The LSOL model is estimated for two segments: segment two is high-risk segment which includes unconventional vehicle occupants and pedestrians, whereas segment one is low-risk segment. The injury severity model results suggest that person profile, environmental factors and built environment characteristics significantly influence injury severity. For example, female and elderly victims have higher likelihood to sustain severe injury. The model confirms the existence of significant heterogeneity. For instance, mid-block collisions are more likely to yield severe injury in the high-risk segment, and less likely to result in severe injury in the low-risk segment. Similar heterogeneity is confirmed for variables representing impaired driver, three-way intersection, and police-controlled intersection. The elasticity effect analysis suggests that female victims, younger and adult victims, unconventional vehicle occupants, pedestrians, and mid-block crashes have substantial positive impact on fatality. The identified influential factors and heterogeneity captured in the study need to be accommodated in road safety plans and policies.

The Visual Scanning Behavior and Mental Workload of Drivers at Prairie Highway Intersections With Different Characteristics

Highway intersections are crash prone locations, and drivers’ improper attention allocation and sudden increase of mental workload are main contributing factors. To explore the visual scanning characteristics and mental workload of drivers at prairie highway intersections with different characteristics, an on-road driving test was taken at 6 intersections scattered on a typical prairie highway with 3 different shapes and 2 different priority rules, and drivers’ eye movement and ECG data were collected. The results show that there is significant difference in fixation allocation and transferring among intersections with different shapes and priority rules. The X-shaped intersection without the right of way shows the longest average fixation duration and the most gaze shifts between the drivers’ lane and the intersection road, whereas the three-way intersection with the right of way shows the shortest fixation duration and the gaze transfer path is relatively simple and the transfers are less. The mental workload implies almost the same conclusion, with the X-shaped intersection without right of way shows the highest mental workload which is manifested by largest heart rate growth rate and the lowest RMSSD, whereas the three-way with priority of way shows the opposite trend. This study revealed that both intersection types and priority rule made differences in drivers’ scanning behavior and mental workload at prairie highway intersections, which can support the development of appropriate countermeasures regarding the applications in advanced driver assistance systems and the design of intersection constructions to warn drivers about potential critical events at different types of intersections.

Care-giver wellbeing: exploring gender, relationship-to-care-recipient and care-giving demands in the Canadian Longitudinal Study on Aging

AbstractThe three-way intersection of gender, relationship-to-care-recipient and care-giving demands has not, to our knowledge, been examined in relation to the wellbeing of family care-givers. We explore inequalities in depressive symptoms and life satisfaction, comparing wives, husbands, daughters and sons providing very-intensive care (36+ hours/week) with those providing less care and disparities between these groups in the factors related to disadvantage. Data from the Canadian Longitudinal Study on Aging (N = 5,994) support the existence of differences between the groups. Very-intensive care-giving wives report the most depressive symptoms and lowest life satisfaction; less-intensive care-giving sons report the fewest depressive symptoms, and less-intensive care-giving daughters report the highest life satisfaction. However, group differences in life satisfaction disappear among very-intensive care-givers. Drawing on Intersectionality and Stress Process theories, data from regression analyses reveal a non-significant gender–relationship–demand interaction term, but, health, socio-economic and social support resources play a strong mediating role between care demand and wellbeing. Analyses of the eight groups separately reveal diversity in the care-giving experience. Among less-intensive care-givers, the mediating role of resources remains strong even as differences are evident. Among very-intensive care-givers, the role of resources is less and differences in wellbeing between the groups are magnified. Policy implications emphasise the imperative to personalise services to meet the varied needs of care-givers.

Improving Motor Imagery-Based Brain-Computer Interface Performance Based on Sensory Stimulation Training: An Approach Focused on Poorly Performing Users.

The motor imagery (MI)-based brain-computer interface (BCI) is an intuitive interface that provides control over computer applications directly from brain activity. However, it has shown poor performance compared to other BCI systems such as P300 and SSVEP BCI. Thus, this study aimed to improve MI-BCI performance by training participants in MI with the help of sensory inputs from tangible objects (i.e., hard and rough balls), with a focus on poorly performing users. The proposed method is a hybrid of training and imagery, combining motor execution and somatosensory sensation from a ball-type stimulus. Fourteen healthy participants participated in the somatosensory-motor imagery (SMI) experiments (within-subject design) involving EEG data classification with a three-class system (signaling with left hand, right hand, or right foot). In the scenario of controlling a remote robot to move it to the target point, the participants performed MI when faced with a three-way intersection. The SMI condition had a better classification performance than did the MI condition, achieving a 68.88% classification performance averaged over all participants, which was 6.59% larger than that in the MI condition (p < 0.05). In poor performers, the classification performance in SMI was 10.73% larger than in the MI condition (62.18% vs. 51.45%). However, good performers showed a slight performance decrement (0.86%) in the SMI condition compared to the MI condition (80.93% vs. 81.79%). Combining the brain signals from the motor and somatosensory cortex, the proposed hybrid MI-BCI system demonstrated improved classification performance, this phenomenon was predominant in poor performers (eight out of nine subjects). Hybrid MI-BCI systems may significantly contribute to reducing the proportion of BCI-inefficiency users and closing the performance gap with other BCI systems.

EVALUASI KINERJA SIMPANG TIGA TAK BERSINYAL DI JALAN RAYA LUMAJANG – PROBOLINGGO DESA KEBONAN KEC. KLAKAH KAB. LUMAJANG

A road intersection is a point where various movements carried out by people with vehicles and without vehicles (pedestrians) meet which are not in the same direction. The intersection of the three being studied is on the Raya Probolinggo - Lumajang road near the Klakah gas station. This intersection is a three-way intersection that has a fairly large traffic flow and is passed by various types of motorized and non-motorized vehicles. fuel filling line. The purpose of this study is to reevaluate the performance of roads and intersections with no signal, to analyze the performance of roads and intersections for the next 5 years, and to analyze problem solving that occurs on these roads.

The Effect of Traffic Movement Design Study at The Manahan Flyover to the Road Network Performance Using Traffic Micro-Simulation VISSIM

Level crossings between railway and highway causes transportation problems in the form of traffic jams and accidents. The Manahan Flyover development in the Surakarta city is an effort to minimize transportation problems in the Manahan and Kota Barat areas. Field condition shows that traffic congestion in the Manahan Flyover can be minimized, but traffic accident rate is increasing. Within nine months an accident occurred with two dead victims. The potential of traffic accident is inseparable with the design of the Manahan Flyover with the design of three-way intersection. The aim of study is to redesign traffic movement in the Manahan Flyover and surrounding Manahan area. Traffic micro-simulation VISSIM model is used to evaluate the performance of road networks at peak traffic conditions with different simulation models. The scenario simulation model is developed based on the calibrated base simulation model. In order to avoid potential accidents, therefore, the direction of traffic movement at the Manahan Flyover is made with a one-way system. The modelling scenario results indicate that the diversion of traffic movement at the Manahan Flyover must be followed by various traffic management and engineering efforts in the Manahan area including road widening, parking management, application of a one-way system.

The transportation safety of elderly pedestrians: Modeling contributing factors to elderly pedestrian collisions

For the elderly, walking is an important, reliable mobility option, since the elderly frequently lose their physical and/or sensory ability to drive as their age increases. However, elderly pedestrians are vulnerable on the streets and are at great risk of injury or death, when involved in a collision. This is due to not only increased frailty but also such issues as reaction speed and confidence on the streets. Therefore, pedestrian safety for older adults is a growing concern. This paper comprehensively examines the relationship between physical conditions and elderly pedestrian safety at the intersection level. By constructing a multinomial logistic regression (MLR) model, this paper identifies the exclusive contributing factors to elderly pedestrian collisions rather than younger pedestrian collisions. The outputs from the model suggest that facilities such as raised median, three-way intersection, street tree, and park and recreational land use improve the safety of elderly pedestrians. They also imply that bus stops increase elderly pedestrian collisions, while the intersections with crosswalks or colored crosswalks do not contribute to elderly pedestrians’ safety, but the safety of younger pedestrians. The findings of this paper provide insight to transportation policies like Complete Street and Vision Zero and help to improve the current road system that are designed for automobiles and young, healthy road users.

A pan-Canadian measure of active living environments using open data.

Neighbourhood environments that support active living, such as walking or cycling for transportation, may decrease the burden of chronic conditions related to sedentary behaviour. Many measures exist to summarize features of communities that support active living, but few are pan-Canadian and none use open data sources that can be widely shared. This study reports the development and validation of a novel set of indicators of active living environments using open data that can be linked to national health surveys and can be used by local, regional or national governments for public health surveillance. A Geographic Information System (GIS) was used to calculate a variety of measures of the connectivity, density and proximity to destinations for 56,589 dissemination areas (DAs) across Canada (2016 data). Pearson correlation coefficients were calculated to assess the association between each measure and the rates of walking to work and taking active transportation to work (a combination of walking, cycling and using public transportation) from census data. The active living environment measures selected for the final database were used to classify the DAs by the favourability of their active living environment into groups by k-medians clustering. All measures were correlated with walking-to-work and active-transportation-to-work rates at the DA level, whether they were derived using proprietary or open data sources. Coverage of open data was consistent across Canadian regions. Three measures were selected for the Canadian Active Living Environments (Can-ALE) dataset based on the correlation analysis, but also on the principles of suitability for a variety of community sizes and openly available data: (1) three-way intersection density of roads and footpaths derived from OpenStreetMap (OSM), (2) weighted dwelling density derived from Statistics Canada dwelling counts and (3) points of interest derived from OSM. A measure of access to public transportation was added for the subset of DAs in larger urban areas and was strongly related to active-transportation-to-work rates. Active-transportation-to-work rates were graded, in steps, by the five Can-ALE groups derived from the cluster analysis, although walking-to-work rates exceeded the national average only in the most favourable active living environments. Open data may be used to derive measures that characterize the active living environments of Canadian communities.

Religiosity, emotional states, and strategy in the family firm: Edm. Schluter &amp; Co Ltd., 1953-1980

Centré sur le cas de l’entreprise de négoce international de matières premières Edm. Schluter &amp; Co. Ltd. dans la période 1953-1980, cet article contribue à un tournant affectif croissant dans l’histoire des entreprises et les études d’entreprises familiales en examinant comment la religiosité familiale partagée a généré des émotions positives qui ont créé un avantage concurrentiel pour cette firme pendant une période de turbulences externes accrues. À partir d’un éventail de sources qualitatives, y compris des lettres d’information commerciales et des transcriptions de discours prononcés par des dirigeants appartenant à la famille, nous identifions quatre émotions prédominantes : la nostalgie, l’anxiété, l’espoir et la confiance. Face à un environnement en rapide mutation caractérisé par la décolonisation de l’Afrique et la sécularisation de la Grande-Bretagne, l’entreprise s’est appuyée sur ces émotions pour construire sa résilience. Le commerce mondial des produits de base est dominé par les grandes sociétés. Le fait que cette petite entreprise familiale a survécu en gardant ses valeurs intactes jusqu’à ce jour est, à notre avis, la preuve que la famille, l’émotion et la religion ont fourni des ressources importantes à l’entreprise. L’article innove en appliquant l’histoire des émotions comme cadre d’interprétation de l’intersection à trois voies de la famille, des émotions et de la foi religieuse dans une entreprise familiale.

Control systems in outsourcing new product development: role of globalization and digitizability

PurposeThe purpose of this paper is twofold: first, to propose that the nature and degree of control during new product development (NPD) outsourcing depends upon its initiation stage or implementation stage; second, to delineate the moderating effect of globalization and digitizability that further influence the link between NPD stage and control systems.Design/methodology/approachThe authors propose a conceptual framework and develop a series or propositions.FindingsThe nature and degree of control systems required in NPD is contingent upon the stage of the NPD process and this relationship is moderated by the degree of globalization and digitizability.Research limitations/implicationsThe paper offers a conceptual platform that can be explored in future empirical research. The paper offers a series of propositions as well as measurement items to enable this task.Practical implicationsThe research underscores the idea that instituting appropriate control systems in outsourcing NPD is a complex process that requires careful consideration of the nature of the activity, the nature of the control and firm strategy.Originality/valueThis paper is the first to conceptually examine the domain of the three-way intersection of NPD stage-gate process, outsourcing relationships and control systems. By doing so, the authors extend each of the three individual research domains in new directions as well as enhance the understanding of the interrelationships among these three domains.

A flocking-inspired algorithm for fair resource allocation in vehicle-mounted mobile relays

In this paper, we apply the bio-inspired flocking algorithm to fair resource allocation in vehicle-mounted mobile relay (VMR) deployed networks. Although a VMR-deployed network has an advantage of the provision of high-quality communication services to mobile devices inside the vehicle, it is more susceptible to inter-VMR and base station (BS)-VMR interferences because both the mobility and geographical position of the VMRs and pedestrian mobile stations (MSs) cannot be artificially controlled. Therefore, the proposed flocking-inspired algorithm is designed to achieve the adaptive alleviation of the inter-VMR and BS-VMR interferences, and the attainment of a fair and distributed resource allocation among competing VMRs. We analyze the convergence of the proposed flocking-inspired algorithm and verify its self-adaptiveness under the dynamically changing network topology. Further, we construct a cellular simulation environment in consideration of two-way four-lane and three-way intersection road scenarios and then evaluate the throughput performance of the proposed method in the context of the IEEE 802.16j relay network. The results show that the proposed flocking-inspired resource allocation method adaptively alleviates the inter-VMR and BS-VMR interferences, and enhances the throughput performance beyond that of a conventional method.

A European perspective on GIS-based walkability and active modes of transport.

The association between GIS-based walkability and walking for transport is considered to be well established in USA and in Australia. Research on the association between walkability and cycling for transport in European cities is lacking. The aim of this study was to test the predictive validity of established walkability measures and to explore alternative walkability measures associated with walking and cycling for transport in a European context. Outcome data were derived from the representative cross-sectional survey ( n &thinsp;&equals;&thinsp;843) &lsquo;Radfreundliche Stadt&rsquo; of adults in the city of Graz (Austria). GIS-based walkability was measured using both established measures (e.g. gross population density, household unit density, entropy index, three-way intersection density, IPEN walkability index) and alternative measures (e.g. proportion of mixed land use, four-way intersection density, Graz walkability index). ANCOVAs were conducted to examine the adjusted association between walkability measures and outcomes. Household unit density, proportion of mixed land use, three-way intersection density and IPEN walkability index were positively associated with walking for transport, but the other measures were not. All walkability measures were positively associated with cycling for transport. The established walkability measures were applicable to a European city such as Graz. The alternative walkability measures performed well in a European context. Due to measurement issues the association between these walkability measures and walking for transport needs to be investigated further.

Are residents of high-walkable areas satisfied with their neighbourhood?

AimWhile the association between walkability and walking for transport has been well established, less is known about the association between walkability and neighbourhood satisfaction. This study aims to examine the direction and strength of the association between objective measures of residential walkability and neighbourhood satisfaction, as well as the differences by sex.Subjects and methodsUsing a cross-sectional study design, outcome data were derived from the representative cross-sectional survey (n = 843) ‘Bicycle-friendly City’ of adults in the city of Graz (Austria). Walkability was measured as gross population density, household unit density, entropy index, proportion of mixed land use, three-way intersection density, four-way intersection density and walkability indices. The outcomes were measured as general neighbourhood satisfaction and neighbourhood satisfaction with the general socio-environmental quality, social cohesion and local infrastructure. Logistic regression analyses were conducted, including age, socio-economic status and place of residence.ResultsWalkability was negatively associated with general neighbourhood satisfaction, neighbourhood satisfaction with general socio-environmental quality and social cohesion. It was positively associated with neighbourhood satisfaction with local infrastructure. Connectivity and the entropy index showed the weakest or no association with the outcomes. The strongest association was between walkability and neighbourhood satisfaction with socio-environmental quality. There were no differences by sex.ConclusionThese results contribute to the current limited understanding of the association between walkability and neighbourhood satisfaction, especially in a European context. More comparable, longitudinal research would be helpful to determine what impact walkability has on neighbourhood satisfaction and to identify the important mediating factors.