bluuebunny/crossref_metadata_2025 huggingface dataset:
Acute toxicity studies of aqueous leaf extract of Phyllanthus niruri
Authors: Asare George , Addo Phyllis , Bugyei Kwasi , Gyan Ben , Adjei Samuel , Otu-Nyarko Lydia , Wiredu Edwin , Nyarko Alexander
Published: February 2012

Acute toxicity studies of aqueous leaf extract ofPhyllanthus niruri

Phyllanthus niruriis a plant with medicinal properties. It is often used to treat mild malaria and the elimination of renal stones. However, studies on its toxicity are scarce. The study was carried out to determine if the aqueous leaf extract ofP. niruriadministered to female Sprague-Dawley rats would illicit evidence of toxicity. Fifteen female rats weighing 150-200 g were divided into 3 groups. Rats in Group 1 were given a single low dose (LD) of 2 000 mg/kg b.w. of the extract by oral gavage within 24 hrs. Rats in Group 2 were given a single high dose (HD) of 5 000 mg/kg b.w. of the extract by oral gavage within 24 hrs. Rats in Group 3 were not given any extract but drinking water and served as the control group (C). All the rats were observed for signs of toxidromes for 14 days. On the 15thday, all the rats were sacrificed. Body organs were harvested for macroscopic examination. Urine and blood samples were drawn and analyzed. Hematological tests performed included full blood count and hemoglobin. Biochemical examinations included bilirubin, alanine aminotransferase (ALT), aspartate aminotransferase (AST), total protein, albumin, globulin, alkaline phosphatse (ALP), γ-glutamyltranspeptidase (GGT), urea, and creatinine. The results of the three groups were not significantly different. Examination of the various body organs did not show any abnormality. Thus no toxicity was observed at the levels administered. The LD50of the aqueous extract is > 5 000 mg/kg. b.w.
Lead in the environment of Lake Wigry (NE Poland)
Authors: Aleksander-Kwaterczak Urszula , Kostka Anna
Published: February 2012

Lead in the environment of Lake Wigry (NE Poland)

Analysis was performed for lead content in the sediments of Lake Wigry (NE Poland), taking into account lithology, basic chemical component content and physical characteristics of sediment, Several hundred sediment samples from different parts of the lake and peatland around the lake, were collected. Their locations were determined by GPS and the depth of sediment by echosounder. The surface layer (0-10 cm) of sediment and sediment cores were taken to determine the spatial and vertical distribution of Pb. Concentrations of lead in the surface sediment range from 2.52 to 469 mg kg-1. One of the most important factors influencing spatial distribution of Pb is sediment type. The highest content of Pb was found in samples of organic gyttja and the lowest in clastic sediment samples. Strong positive linear correlation (r = 0.7) between organic matter content and Pb concentration in sediment was observed. It may be the result of simple bio-accumulation of lead. A large influence of sediment location on Pb distribution was found. The largest concentration of this element was found in sediment of the Wigry Basin. The major part of Pb accumulates in the surface layer of sediment.
Causes of polytrophism of three lakes in the Wdzydze Landscape Park
Authors: Jańczak Jerzy , Maślanka Wojciech , Nowiński Kamil
Published: February 2012

Causes of polytrophism of three lakes in the Wdzydze Landscape Park

In the lakes Cheb and Słupino, located in the Wdzydze Landscape Park the quality of waters has been deteriorating in recent years. In the hydrologic year 2009 the quality of water was examined three times. Monthly measurements on the lake inflows and outflows were carried out 12 times to determine biogenic loads. In 2010 the supplementary measurements of biogenic loads were taken in the streams five times. According to Vollenweider's criterion, the loads of nitrogen and phosphorus compounds are too big, the heaviest to Lake Cheb. The discharge from the new sewage treatment plant is directed by the inflows into this lake. A similar situation takes place in the inflow to Lake Schodno. Paradoxically, in some catchments the construction of the sewage treatment plant may result in the deterioration of lake water quality.
Lake water stage dynamics in the Łęczna-Włodawa Lake District in 1991-2010
Authors: Michalczyk Zdzisław , Chmiel Stanisław , Turczyński Marek
Published: February 2012

Lake water stage dynamics in the Łęczna-Włodawa Lake District in 1991-2010

In the years 1991-2010 the water stages of 38 lakes in the Łęczna-Włodawa Lake District were observed. Water stage dynamics of the Łęczna-Włodawa lakes was varied. A multi-annual trend with seasonal water stage variability was clearly observable. Low water stages were observed in the years 1994-1996 and 2004-2005, whereas the highest water stages were reported for 2002 and 2010. The water stages of Lake Piaseczno, the deepest lake, were consistent with solar activity changes. Land improvement works in the Łęczna-Włodawa Lake District and black coal mining caused further local changes in the directions of flow of surface and underground water, as well as modifying the water stage regime of some of the lakes.
Performing security in Nepal’s little America: Bureaucracy and its malcontents
Authors: Hindman Heather
Published: February 2012

DOI: http://dx.doi.org/10.3126/bodhi.v4i1.5808 Bodhi 2010 4(1): 1-17
Cultural aesthetics of the contemporary
Authors: Uprety Sanjeev
Published: February 2012

DOI: http://dx.doi.org/10.3126/bodhi.v4i1.5813 Bodhi 2010 4(1): 100-110
Criticalizing the pedagogy of English studies: A Nepalese perspective
Authors: Sharma Ghanashyam
Published: February 2012

DOI: http://dx.doi.org/10.3126/bodhi.v4i1.5814Bodhi 2010 4(1): 111-135
Reflective journaling: An autoethnographic experience
Authors: Pandey Kashiraj
Published: February 2012

DOI: http://dx.doi.org/10.3126/bodhi.v4i1.5817 Bodhi 2010 4(1): 161-167
Reminiscing Bhim Darshan Roka
Authors: Chauhan Jangab
Published: February 2012

DOI: http://dx.doi.org/10.3126/bodhi.v4i1.5823 Bodhi 2010 4(1): 233-251
Economic and Environmental Optimization of Vehicle Fleets
Authors: Figliozzi Miguel A. , Boudart Jesse A. , Feng Wei
Published: February 2012

This paper focuses on the economic and environmental optimization of decisions about vehicle replacement from a fleet manager's perspective. An integer programming vehicle replacement model is used to evaluate environmental and policy issues such as greenhouse gas (GHG) taxes and fiscal incentives for purchasing electric vehicles (EVs). This research also analyzes the impacts of utilization (mileage per year per vehicle) and gasoline prices on vehicle-purchasing decisions. Energy and emissions reductions for a variety of scenarios using real-world data in the United States are presented as well as break-even points at which EVs are competitive. Findings include the following: (a) fuel-efficient vehicles such as hybrids and EVs are purchased only in scenarios with high gasoline prices or high utilization, (b) current European carbon dioxide cap-and-trade emissions price (around $18.70/ton) does not significantly alter fleet management decisions, and (c) incentives for using EVs (i.e., tax credits) increase the rate of purchase of hybrid and electric vehicles in scenarios with high gasoline prices and high vehicle utilization. This research indicates that the proposed model can be used effectively to inform environmental and fiscal policies on vehicle regulations, tax incentives, and GHG emissions.
Field Test of Energy Information Feedback
Authors: Stillwater Tai , Kurani Kenneth
Published: February 2012

The Energy Information Administration estimates that, in 2007, U.S. domestic passenger vehicles burned 113 billion gallons of fuel and thus generated more than 16% of U.S. greenhouse gas emissions. Past field experiments and simulations suggest that energy information feedback to drivers could have spared 10% to 25% of those gallons. However, the theoretical underpinnings of past experiments have primarily been ad hoc, with application of their results limited to specific conditions of the experiment and feedback design. More rigorous behavioral theory would allow researchers to account for more variation in driver response to feedback, create testable hypotheses about the effectiveness of current systems, and provide a basis for designing more-effective systems. This paper presents drivers’ responses to energy feedback in a field test involving 98 participants from 43 households in California and compares the results with the concepts that underlie the theory of planned behavior and the extended model of goal-directed behavior. About 40% of participants reported more economical driving behaviors after viewing the feedback; estimation of actual changes in fuel use is left for future research. After viewing real-time energy information, numerous drivers reported setting goals, having emotional reactions, and creating new driving behaviors. Distraction from the primary driving task was a persistent problem for some drivers. Web-accessible information was not as motivating to participants. Finally, the study finds evidence of correspondence between theoretical behavioral factors and drivers’ responses.
Uncertain Future for California's Low-Carbon Fuel Standard?
Authors: Morrison Geoffrey M. , Chen Yuche
Published: February 2012

A multiperiod optimization model is used to analyze how changes in the U.S. ethanol market may affect California's low-carbon fuel standard. The six market conditions analyzed include a reference scenario in which development of the lignocellulosic ethanol industry proceeds according to the current industry forecast of the Environmental Protection Agency (EPA) and the ethanol tariff and federal ethanol tax credits maintain current levels; a 5-year delay in development of the lignocellulosic ethanol industry; accelerated growth of the lignocellulosic ethanol industry; removal of the $0.54/gallon ethanol import tariff; removal of the three federal ethanol tax credits; and removal of both the tariff and tax credits. The most dramatic change in California's compliance pathway occurs with changes in development of the cellulosic ethanol industry. If the industry is delayed for an additional 5 years, Brazilian ethanol will account for 25% of all transportation energy in the state by 2020. If industry development accelerates faster than EPA predictions, lignocellulosic ethanol will become the main low-carbon fuel by 2013 and replace all Brazilian ethanol. Removing the ethanol tariff will result in little change from the reference case before 2020. Removing the tax credits or the tax credits and the ethanol tariff will result in no Brazilian ethanol before 2019.
Developments in Energy use for Transport in 27 European Union Countries through 2030
Authors: Schade Burkhard , Wiesenthal Tobias
Published: February 2012

This paper analyzes the impact of transport policies and the European Union (EU) climate and energy package on transport energy use and related emissions in the 27 EU countries. The paper is based on the EU-cofunded project iTREN-2030, which developed consistent energy and transport scenarios through 2030. The model suite applied in iTREN-2030 comprises POLES (prospective outlook on long-term energy systems), a simulation model for development of long-term (2050) energy supply-and-demand scenarios; TREMOVE; ASTRA (assesment of transport strategies); and TRANS-TOOLS. A reference scenario and an integrated scenario were created. The reference scenario includes only policies approved by mid-2008 and does not assume relevant shocks. The global economic downturn that started in 2008 is not fully reflected. The integrated scenario considers policies likely to be implemented until 2025. On the transport side, this scenario refers to regulation of carbon dioxide emission limits for vehicles. On the energy side, the EU climate and energy package is implemented through a carbon value to reduce European greenhouse gas (GHG) emissions 20% by 2020 and a support scheme to achieve a 20% share of renewable sources in final demand by then. The integrated scenario considers the global economic downturn. The scenario results in a reduction in final energy demand and higher shares of alternative transport fuels like biofuels, gas, and electricity compared with the reference. As a consequence, GHG emissions by transport will decline 12% by 2030 compared with 2005; in the reference scenario in the same period, emissions are expected to grow 17%.
Comparison of Emissions, Energy, and Cost Impacts of Diesel and Hybrid Models in the United States in 2010
Authors: Lutsey Nic
Published: February 2012

Technical studies, market trends, automaker announcements, and forecast assessments suggest that two automotive technologies—hybrid and diesel—will be prominent contributors toward achieving environmental and energy goals. Technology advances have led to a dramatic penetration of diesels into the European automobile market, while vehicles with hybrid electric–gasoline drivetrains have begun to see modest commercialization in the United States and Japan. This study quantitatively compares hybrid and diesel models in the 2010 U.S. market to discuss the potential for these two technologies in helping to meet future emission and efficiency objectives. The findings suggest that hybrid and diesel technologies offer prominent benefits in terms of fuel economy, greenhouse gas emissions, and vehicle performance. Diesel vehicles offer comparatively less greenhouse gas emissions than hybrids and provide an apparent criterion pollutant emission trade-off. Both technologies would have to experience cost reductions to become more mainstream in the U.S. automotive market.
Promoting the Market for Plug-In Hybrid and Battery Electric Vehicles
Authors: Lin Zhenhong , Greene David L.
Published: February 2012

Much recent attention has been drawn to providing adequate recharge availability as a means to promote the battery electric vehicle (BEV) and plug-in hybrid electric vehicle (PHEV) market. The possible role of improved recharge availability in developing the BEV-PHEV market and the priorities that different charging options should receive from the government require better understanding. This study reviews the charging issue and conceptualizes it into three interactions between the charge network and the travel network. With travel data from 3,755 drivers in the National Household Travel Survey, this paper estimates the distribution among U.S. consumers of (a) PHEV fuel-saving benefits by different recharge availability improvements, (b) range anxiety by different BEV ranges, and (c) willingness to pay for workplace and public charging in addition to home recharging. With the Oak Ridge National Laboratory MA3T model, the impact of three recharge improvements is quantified by the resulting increase in BEV-PHEV sales. Compared with workplace and public recharging improvements, home recharging improvement appears to have a greater impact on BEV-PHEV sales. The impact of improved recharging availability is shown to be amplified by a faster reduction in battery cost.
Life-Cycle Analysis of Production and Recycling of Lithium Ion Batteries
Authors: Gaines Linda , Sullivan John , Burnham Andrew , Belharouak Ilias
Published: February 2012

This paper discusses what is known about the life-cycle burdens of lithium ion batteries. Constituent-material production and the subsequent manufacturing of batteries are emphasized. Of particular interest is estimation of the impact of battery material recycling on battery manufacturing. Because some materials come from comparatively less plentiful resources, the recycling of lithium ion batteries and the potential impact on battery-production life-cycle burdens are discussed. This effort represents the early stage of lithium ion battery life-cycle analysis, in which processes are characterized preparatory to detailed data acquisition. Notwithstanding the lack of data on production of battery materials, it is estimated that the energy use and greenhouse gas emissions associated with battery manufacturing make up only a small percentage of a plug-in hybrid vehicle's total life-cycle energy use. Further, the recycling of battery materials potentially can significantly reduce the material production energy.
Energy and Greenhouse Gas Emissions of Renewable Natural Gas as Vehicle Fuel
Authors: Mintz Marianne , Han Jeongwoo
Published: February 2012

Today more than 300 million standard cubic feet per day of natural gas and 1,680 MW of electricity are produced from the decomposition of organic waste at 541 U.S. landfills. Since landfill gas (LFG) is a renewable resource, this energy is considered renewable. When used as a vehicle fuel, LFG-based compressed natural gas (CNG) consumes up to 1,100 Btu of fossil fuel and generates up to 120 g of carbon dioxide equivalent (gCO2e) greenhouse gas emissions per mile on a well-to-wheel basis. This amount compares with about 7,500 Btu and 500 gCO2e per mile for CNG from fossil natural gas and 8,000 Btu and 650 gCO2e per mile for petroleum gasoline. Liquefying the LFG consumes another 400+ Btu of fossil fuel and 30+ gCO2e per mile if grid electricity is used for the process. However, if some of the LFG is used to generate electricity for gas cleanup and liquefaction (or compression), liquefied natural gas (or CNG) produced from LFG can have no fossil fuel input and only minimal CO2e emissions on a well-to-wheel basis. This renewable natural gas is among the lowest carbon fuels in compressed or liquid form.
Assessing Energy Impact of Plug-In Hybrid Electric Vehicles
Authors: Lin Zhenhong , Greene David L.
Published: February 2012

Accurate assessment of the impact of plug-in hybrid electric vehicles (PHEVs) on petroleum and electricity consumption is a necessary step toward effective policies. Variations in daily vehicle miles traveled (VMT) over time and among drivers affect PHEV energy impact, but the significance is not well understood. This paper uses a graphical illustration, a mathematical derivation, and an empirical study to examine the cause and significance of such an effect. The first two methods reveal that ignoring daily variation in VMT always causes underestimation of petroleum consumption and overestimation of electricity consumption by PHEVs; both biases increase as the assumed PHEV charge-depleting (CD) range moves closer to the average daily VMT. The empirical analysis based on national travel survey data shows that the assumption of uniform daily VMT over time and among drivers causes nearly 68% underestimation of expected petroleum use and nearly 48% overestimation of expected electricity use by PHEVs with a 40-mi CD range (PHEV40s). Also for PHEV40s, consideration of daily variation in VMT over time but not among drivers—similar to the way the utility factor curve is derived in SAE Standard SAE J2841—causes underestimation of expected petroleum use by more than 24% and overestimation of expected electricity use by about 17%. Underestimation of petroleum use and overestimation of electricity use increase with larger-battery PHEVs.
Meeting Transportation Goals to Reduce Greenhouse Gases in the National Capital Region
Authors: Bansal Monica , Morrow Erin
Published: February 2012

This paper summarizes the development, analysis, and results of the “what would it take?” scenario, which examines what would be necessary to meet aggressive goals for mitigating regional climate change in the transportation sector in the National Capital Region. This report includes a baseline inventory and forecast of carbon dioxide emissions in the region, identification and analysis of potential mitigation strategies, and analysis of whether any combination of these strategies meets long-term mitigation goals. The report includes cost-effectiveness analysis of these measures and specifically identifies short-term measures that feasibly can be implemented by local governments in the region. A major finding of the report is the difficulty in meeting aggressive mitigation targets without a full suite of actions across the categories of fuel efficiency, alternative fuels, and travel efficiency. Meeting early targets in transportation is possible if a wide range of short-term actions are taken by local governments immediately. The study also found that transportation strategies would be unlikely to be implemented for carbon dioxide reduction alone and would have various other benefits from criterion pollutant reduction to increasing mobility and accessibility that should be factored into decision making.
Comparative Analysis of Three Approaches for Developing Inventory of Carbon Dioxide Emissions
Authors: Lai Jinxuan , Song Guohua , Yu Lei , Hao Yanzhao
Published: February 2012

With the rapid increase in automobile ownership, road transportation has become a major source of carbon dioxide (CO2) emissions in China. An accurate CO2 emission inventory of on-road vehicles is a critical element in helping develop effective CO2 emission control strategies. However, a widely accepted approach for developing a transportation CO2 emission inventory in China is lacking. This paper conducts a comparative analysis of three approaches for developing a CO2 emission inventory: on the basis of vehicle data, on the basis of fuel sales data, and on the basis of traffic data. The local data in Beijing were collected and applied to different approaches in the case study. The comparative analysis and the uncertainty analysis indicate that the CO2 emission inventory by the approach based on vehicle data is overestimated because of overestimation of the distance vehicles traveled. The approach based on fuel sales data may predict CO2 emissions accurately, but the approach does not support a finer analysis for different vehicle types, road types, and subareas. The approach based on traffic data is suitable for developing a CO2 emission inventory in Beijing, which provides a reasonable estimate of total CO2 emissions and flexibility for finer analysis.
Why Carbon Dioxide Emissions from Japanese Passenger Cars Peaked in 2001
Authors: Mishina Yoshinori , Taniguchi Yoshiki , Muromachi Yasunori
Published: February 2012

Reducing carbon dioxide (CO2) emissions from passenger cars is important for meeting the long-term Japanese target for reduction of greenhouse gas emissions. Further, decomposition analysis of changes in CO2 emissions is important for policy making. However, there is a case for concern about the reliability and accuracy of the calculation results obtained by decomposition analysis methods in previous studies related to the residual term. A decomposition analysis method was developed so that the residual term was attributed to a related factor. Changes in regional CO2 emissions from passenger cars in Japan for 1990 to 2008 were then analyzed with this method. CO2 emission characteristics are influenced by travel distance, number and weight of passenger cars, actual road fuel efficiency, and population. The main reason for the increase in CO2 emissions for the period 1990 to 2001 was the increase in the number and weight of passenger cars in all regions of Japan. The main reasons for the decrease in CO2 emissions in all regions of the country for the period 2001 to 2008 were the decrease in travel distance per passenger car and improvement in actual road fuel efficiency. Population movement from nonmetropolitan regions toward Tokyo and Osaka affected total CO2 emissions but not significantly.
License Plate Image Binarization Based on Chromatic Information and Fuzzy C-Mean Approach
Authors: Wei Yun , Huang Wei , Xia Jingxin , Guo Jianhua
Published: February 2012

The license plate recognition system plays an important role in a variety of applications under the umbrella of intelligent transportation systems. However, in the complex real-world road environment, mud, fog, poor illumination, and other environmental situations degrade the quality of the vehicle license plate image and present a challenge to the development of a functional license plate recognition system. To target this problem, a method based on fuzzy binarization is presented. In this approach, chromatic information is applied first to classify each license plate image into four categories that are typical for vehicles in China; then a binarization approach based on the fuzzy c-mean is applied to generate the binary image, during which a dynamic procedure is utilized for adapting the threshold value to the changing real-world road environment. Empirical results based on the processing of 1,000 real-world vehicle license plate images show that the proposed approach performs well compared with traditional approaches.
Is Usual Share of Commuting Mode Always Greater than its Actual Share?
Authors: Sikder Sujan , Chu Xuehao
Published: February 2012

With data from the 2001 National Household Travel Survey (NHTS), recent research showed that transit's usual share was greater than its actual share for workers in the United States in a variety of commuter markets. A mode's usual share is the percentage of workers who state that they usually use that mode for commuting in a week, whereas the actual share of a mode is the percentage of work trips by that mode by the same workers on a typical work day. This study explores whether this relative relationship between a mode's usual and actual shares holds true for common modes other than transit for the United States. Mathematically, it is determined that this relative relationship cannot hold true for all modes; in other words, the usual share has to be smaller than the actual share for one or more modes other than transit. Empirically, the same 2001 NHTS is used to test this relative relationship for three common modes—the privately owned vehicle (POV), walking, and biking—and for a variety of commuter markets. The empirical results confirm the mathematical conclusion that the relative relationship holds true for biking but not for POV and walking. In addition, the relationship between usual and actual shares is determined not solely by the mode but also by individual commuter markets. Finally, the deviation between usual and actual shares in percentage terms is large for transit and walking, but small for privately operated vehicles and bikes. One direction of future research would be to determine the reasons for these differences in the usual–actual relationship across modes and commuter markets.
Travel Time Prediction Using k Nearest Neighbor Method with Combined Data from Vehicle Detector System and Automatic Toll Collection System
Authors: Myung Jiwon , Kim Dong-Kyu , Kho Seung-Young , Park Chang-Ho
Published: February 2012

Because of the development of scientific technology, drivers now have access to a variety of information to assist their decision making. In particular, an accurate prediction of travel time is valuable to drivers, who can use it to choose a route or decide on departure time. Although many researchers have sought to enhance their accuracy, such predictions are often limited by errors that result from the lagged pattern of predicted travel time, the use of nonrepresentative samples for making predictions, and the use of inefficient and nontransferable models. The proposed model predicts travel times on the basis of the k nearest neighbor method and uses data provided by the vehicle detector system and the automatic toll collection system. By combining these two sets of data, the model minimizes the limitations of each set and enhances the prediction's accuracy. Criteria for traffic conditions allow the direct use of data acquired from the automatic toll collection system as predicted travel time. The proposed model's predictions are compared with the predictions of other models by using actual data to show that the proposed model predicts travel times much more accurately. The proposed model's predictions of travel time are expected to be free from the problems associated with an insufficient number of samples. Further, unlike the widely used artificial neural network and Kalman filter methods, the proposed model does not require long training programs, so the model is easily transferable.
Innovative Real-Time Methodology for Detecting Travel Time Outliers on Interstate Highways and Urban Arterials
Authors: Van Boxel Dan , Schneider William H. , Bakula Casey
Published: February 2012

Bluetooth devices are a rich source of travel time data for transportation engineers. Like any other source, however, Bluetooth devices can generate outliers that may bias travel times and corridor speeds. In this study, the proposed, innovative statistical methodology is capable of real-time deployment when travel time and vehicle speed outliers collected from Bluetooth data collection systems are detected. The proposed statistical methodology identifies outliers by using a data point's standard residual in a robust Greenshields model. The efficiency and the feasibility of this statistical methodology are evaluated for both Interstate highways and urban arterial corridors. These roadways are selected because they display a wide range of traffic patterns and outlier generators. The effectiveness of one methodology, especially on a wide range of traffic patterns, would improve the potential for widespread implementation. Four subsets of the collected data are provided within this study to highlight the efficiency and capability of the methodology. The results of using the Shapiro–Wilk statistics show that in both Interstate highway and urban arterial deployment the proposed method is effective at identifying Bluetooth outliers and is capable of working in a real-time environment. A second comparison between the two road types shows that the methodology performs better for Interstate highways than urban arterials, for which the added performance is based on the higher volume of hits and less fluctuation.
Counting Motorcycles and Estimating Motorcycle Vehicle Miles of Travel
Authors: Weinblatt Herbert
Published: February 2012

Recent increases in motorcycle fatalities, in the rate of motorcycle fatalities per vehicle mile of travel (VMT), and in the ratio of estimated motorcycle VMT to motorcycle registrations have resulted in greater attention to motorcycle safety and to related motorcycle statistics. Technologies that are currently used for collecting counts of vehicles by vehicle class or that have been proposed for use in counting motorcycles are reviewed. Available information about the quality of motorcycle counts produced by these technologies is discussed. Several recommendations for improving the quality of motorcycle counts and count-based VMT estimates for Class 1 vehicles are included. Also discussed are some factors that are likely to have contributed to the observed divergence between the growth rates of motorcycle registrations and those of motorcycle VMT estimates. The use of registration or insurance company data, or both, for estimating VMT of these vehicles without the use of count data is briefly discussed.
Estimation of Dynamic Traffic Densities for Official Statistics
Authors: Ma Yinyi , van Dalen Jan , de Blois Chris , Kroon Leo
Published: February 2012

Traffic density is one of the important variables to identify traffic states. Traffic management and traffic control require real-time estimation of traffic density as an input for large spatial and temporal coverage of the road network. Statistics offices responsible for the production and publishing of official traffic statistics for the benefit of policy makers often do not consider the use of this rich information source for a variety of reasons. The objective of this study is to theoretically link current attempts to exploit real-time monitoring information from the domain of dynamic traffic management with the usual practice of producing traffic statistics by statistics offices. Specifically, the study proposes a theoretical model for lane-level traffic density estimation for official statistics based on the use of data from the Global Positioning System (GPS) and loop detectors. Currently, the adoption of GPS data is seriously hampered because few vehicles are equipped with GPS transponders. By combining loop detector and GPS data, one can benefit from the relative quality of both data sources. In the current model, the definition of traffic density is applied on the basis of the cumulative traffic counts from loop detectors during the travel time of GPS vehicles that pass by the loop detectors. Furthermore, estimators are presented of the mean traffic density in the population by upscaling to the relevant parts of the road network and certain time periods. Statistical weighting strategy is applied for both temporal upscaling and spatial upscaling.
Development of Traffic Inputs for New Mechanistic–Empirical Pavement Design Guide
Authors: Romanoschi Stefan A. , Momin Shariq , Bethu Sagar , Bendana Luis
Published: February 2012

Vehicle classification and axle load data are required for the structural design of new and rehabilitated flexible and rigid pavements with the new Mechanistic–Empirical Pavement Design Guide (MEPDG) developed under NCHRP Project 1–37A. The axle load spectra are determined from traffic data collected at weigh-in-motion (WIM) stations, and vehicle count and class data are recorded by vehicle classification stations. Some preliminary results are presented for an extensive traffic data-processing effort conducted to develop traffic inputs required by the MEPDG to design pavements in New York State. The data collected by classification and WIM sites from 2004 to 2009 were processed with the TrafLoad software developed in NCHRP Project 1–39. The discussion focuses on the variability of the major traffic input variables required by the MEPDG, as obtained from data collected in New York State, and on the differences between the data obtained from individual stations, state average values, and the default values recommended by the MEPDG, where applicable. The effect of variability of the major traffic input variables on the performance predicted by the MEPDG for a typical flexible pavement structure is also discussed.
Axle Load Distribution for Mechanistic–Empirical Pavement Design in North Carolina
Authors: Sayyady Fatemeh , Stone John R. , List George F. , Jadoun Fadi M. , Kim Y. Richard , Sajjadi Soheil
Published: February 2012

A multidimensional clustering approach to generate regional average truck axle load distribution factors (ALDFs) for North Carolina is presented. The results support the Mechanistic–Empirical Pavement Design Guide (MEPDG). Weigh-in-motion data collected on North Carolina roadways are used in the analysis. A multidimensional clustering analysis based on ALDF data develops representative clusters for different highway functional classifications. Findings show that ALDF clusters have distinct characteristics for primary roads, secondary roads, collectors, and local roads. An easy-to-use decision tree based on available traffic parameters and local knowledge helps the pavement designer select the proper ALDF input. Specific contributions include a multidimensional clustering analysis that is guided by MEPDG damage-based analysis, well-defined ALDF clusters that represent specific traffic patterns in North Carolina, and a decision tree characterized by its simplicity to help pavement designers select ALDF inputs.
Development of Traffic Inputs for Mechanistic–Empirical Pavement Design Guide in Michigan
Authors: Haider Syed Waqar , Buch Neeraj , Chatti Karim , Brown Joel
Published: February 2012

Characterizing traffic and developing accurate and desirable traffic inputs for the new Mechanistic–Empirical Pavement Design Guide (MEPDG) are critical but challenging activities. The purpose of this study was to develop a process for characterizing traffic inputs in support of the new MEPDG for the state of Michigan. These traffic characteristics include monthly distribution factors, hourly distribution factors, truck traffic classifications, axle groups per vehicle, and axle load distributions for different axle configurations. Axle weight and vehicle classification data were obtained from 44 weigh-in-motion and classification stations located throughout the state of Michigan to develop Level 1 (site-specific) traffic inputs. Cluster analyses were conducted to group sites with similar characteristics for development of Level 2 (regional) inputs. Finally, data from all sites were averaged to establish the statewide Level 3 inputs. The effects of the developed hierarchical traffic inputs on the predicted performance of rigid pavements were investigated with the MEPDG models. An algorithm based on discriminant analysis was developed to acquire the appropriate Level 2 traffic characteristic inputs for pavement design. For pavement analysis and design, it is recognized that site-specific data should be used wherever available. For projects in which site-specific data are not available, it is necessary to know whether Level 2 or Level 3 data are acceptable at a minimum for design. The MEPDG was used to investigate the impact of traffic input levels on predicted pavement performance for rigid pavements. The results of the analysis showed that for pavement design in Michigan, statewide averages should be used instead of MEPDG Level 3 data.
Capturing Transportation Infrastructure Performance
Authors: Li Qiang , McNeil Sue , Foulke Taggart K. , Calhoun Jonathan , Oswald Michelle , Kreh Erik , Gallis Michael , Trimbath Susanne
Published: February 2012

Performance measures are used to communicate the operation of the transportation infrastructure, to build and enhance credibility and accountability, to guide investment, and to support budget and program proposals. Although considerable data are collected on a regular basis, these data have significant limitations and pose challenges for performance management. Experience in assembling the data for an infrastructure index for the U.S. Chamber of Commerce is drawn on to describe the data publicly available to serve as indicators of transportation infrastructure performance, address the shortcomings in the available data, and present the challenges encountered in using the existing data and likely to be encountered in developing new data sources and resources. The transportation index, part of the infrastructure index project (which includes broadband, water, and energy), aims to develop a rigorous, quantitative, and repeatable methodology to capture the performance of infrastructure in order to connect this performance with economic health and prosperity. Four barriers to developing comprehensive performance measures are focused on—varying levels of data aggregation, missing and erroneous data, prediction, and institutional issues—and a summary of data needs is given.
10-Shogaol, an Antioxidant from Zingiber officinale for Skin Cell Proliferation and Migration Enhancer
Authors: Chen Chung-Yi , Cheng Kuo-Chen , Chang Andy Y , Lin Ying-Ting , Hseu You-Cheng , Wang Hui-Min
Published: February 2012

In this work, one of Zingiber officinale components, 10-shogaol, was tested with 1,1-diphenyl-2-picrylhydrazyl (DPPH) radical scavenging, metal chelating ability, and reducing power to show antioxidant activity. 10-Shogaol promoted human normal epidermal keratinocytes and dermal fibroblasts cell growths. 10-Shogaol enhanced growth factor production in transforming growth factor-β (TGF-β), platelet derived growth factor-αβ (PDGF-αβ) and vascular endothelial growth factors (VEGF) of both cells. In the in vitro wound healing assay for 12 or 24 h, with 10-shogaol, the fibroblasts and keratinocytes migrated more rapidly than the vehicle control group. Thus, this study substantiates the target compound, 10-shogaol, as an antioxidant for human skin cell growth and a migration enhancer with potential to be a novel wound repair agent.
Ion-exchange-resin-catalyzed adamantylation of phenol derivatives with adamantanols: Developing a clean process for synthesis of 2-(1-adamantyl)-4-bromophenol, a key intermediate of adapalene
Authors: Wang Nan , Wang Ronghua , Shi Xia , Zou Gang
Published: February 2012

A clean process has been developed for the synthesis of 2-adamantylphenol derivatives through adamantylation of substituted phenols with adamantanols catalyzed by commercially available and recyclable ion-exchange sulfonic acid resin in acetic acid. The sole byproduct of the adamantylation reaction, namely water, could be converted into the solvent acetic acid by addition of a slight excess of acetic anhydride during the work-up procedure, making the process waste-free except for regeneration of the ion-exchange resin, and facilitating the recycling of the resin catalyst. The ion-exchange sulfonic acid resin catalyst could be readily recycled by filtration and directly reused at least ten times without a significant loss of activity. The key intermediate of adapalene, 2-(1-adamantyl)-4-bromophenol, could be produced by means of this waste-free process.
CONSTRUCTION QUALITY CONTROL OF UNBOUND LAYERS BASED ON STIFFNESS MODULUS CRITERIA / NESUJUNGTŲ SLUOKSNIŲ KONSTRUKCIJŲ KOKYBĖS KONTROLĖ, ĮVERTINANT STANDUMO MODULIO KRITERIJŲ
Authors: Rafiei Kamran , Kavussi Amir , Yasrobi Shahaboddin
Published: February 2012

NDT methods such as Portable Falling Weight Deflectometer (PFWD) provide measurements based on the engineering properties of materials (stiffness) instead of physical properties like field density and moisture content. However, PFWD testing method is not yet proven to be reliable enough for construction quality control. In this research, a laboratory testing unit box was prepared in which unbound materials were compacted at different compaction levels. The stiffness modulus of the compacted layers were then determined under PFWD Testing. The tests were repeated several days after construction when the materials moisture content was decreased to lower values. The results indicated that acceptable correlations exist between the stiffness modulus and both compaction percentage and moisture percentage. In addition, field testing was carried out on different unbound layers in several highway construction sites in Tehran and laboratory results were used in order to control in-situ conditions. With Comparing field and laboratory testing results, it was concluded that PFWD is an appropriate testing device for quality control and compaction monitoring of pavement layers during construction phases. Santrauka NDT metodai, kaip krintančio svorio deflektometrai (PFWD), leidžia matuoti technologines ir fizikines medzcaron;iagu savybes (standumą, tankį ir įmirki). Tačiau PFWD bandymu metodas ir dabar dar nera patvirtintas kaip patikimas konstrukcijų kokybei kontroliuoti. Šiame darbe atlikti laboratoriniai ir natūriniai bandymai, kuriuose buvo tirtos skirtingais lygiais sutankintų tarpusavyje nesujungtų sluoksnių konstrukcijos. Tiriamų medžiagų sluoksnių standumo moduliai buvo nustatyti PFWD metodu. Bandymas buvo pakartotas išlaikius konstrukciją keletą dienų, kai drėgmės kiekis medžiagose sumažejo. Rezultatai parodė, kad yra reikšmine koreliacija tarp standumo modulio ir abiejų sluoksnių sutankinimo lygio bei drėgmės kiekio. Vėliau Teherano vietovese buvo atlikti natūriniai konstrukcijų su skirtingais nesujungtais sluoksniais bandymai. Išanalizavus natūriniu ir laboratoriniu bandymų tyrimų rezultatus, buvo nustatyta, kad PFWD yra tinkamas bandymo metodas konstrukcijų kokybei kontroliuoti ir tinkamam dangos sluoksnių tankinimui parinkti.
GEOMETRICALLY NON-LINEAR FINITE ELEMENT RELIABILITY ANALYSIS OF STEEL PLANE FRAMES WITH INITIAL IMPERFECTIONS / PLIENINIŲ RĖMŲ SU DEFEKTAIS GEOMETRIŠKAI NETIESINĖ BAIGTINIŲ ELEMENTŲ PATIKIMUMO ANALIZĖ
Authors: Kala Zdeněk
Published: February 2012

The random load carrying capacity of steel plane frames with bracing stiffness is studied. The load carrying capacity is evaluated using the geometrically non-linear FEM analysis. The incremental stiffness matrix of a slightly curved element utilized in the non-linear incremental analysis is listed. Initial imperfections are considered as random variables. Statistical analysis and Sobol sensitivity analysis are performed using the Latin Hypercube Sampling method. The effect of initial random imperfections on the load carrying capacity is studied, whilst assuming constant slenderness of the columns. The evaluation parameters are the pair of non-random values of elastic bracing stiffness, and system length of the columns. The paper illustrates that the load carrying capacity is very sensitive to initial crookedness of the columns in the event that the non-sway (symmetric) and sway (anti-symmetric) buckling modes coincide. In this case, the design load carrying capacity obtained from statistical analysis according to the EN 1990 (2002) standard is relatively very small (of low safety). Results show that the reliability of design of a steel frame according to EUROCODE 3 (1993) is significantly misaligned. The significance of the first and the second buckling forces as indicators of sensitivity of the load carrying capacity to the imperfections is discussed. Santrauka Tiriama plieninio plokščio rėmo su standžiaisiais ryšiais laikomoji galia. Ji vertinama atliekant geometriškai netiesinę BEM analizę. Aptariama šiek tiek išlinkusio elemento laipsniškai didėjanti standumo matrica, atliekant netiesinį iteracinį skaičiavimą. Atsitiktiniu dydžiu laikomas pradinis defektas. Statistinė ir Sobolio (Sobol) jautrumo analizė atliekama pritaikant LHS metodą (Latin Hypercube Sampling Method). Nagrinėjamas pradinio atsitiktinio defekto poveikis laikomajai galiai darant prielaidą, kad pastovus dydis yra liauna kolona. Vertinimo kriterijus yra ne atsitiktinių didžių pora, t. y. tampriai standus ryšiai ir konstrukcijos kolonų aukštis. Straipsnyje aptariama kolonos pradinio kreivio įtaka laikomajai galiai, atsižvelgiant į klupumo formas, kai nelinksta (simetrinė apkrova) ir linksta (nesimetrinė apkrova). Laikomosios galios projektavimo apkrovos, šiuo atveju gautos iš statistinės analizės pagal EN 1990 (2002) standartą, yra palyginti nedidelės. Gauti rezultatai rodo, kad plieninio rėmo patikimumas pagal Eurocode 3 (1993) labai nesutampa. Nagrinėjama defektų įtaka laikomajai galiai atsižvelgiant į pirmą ir antrą klupimo jėgą.