Intersection

This study analyzes vehicle-pedestrian crashes at intersections in Florida over 4 years, 1999-2002. The study identifies the group of drivers and pedestrians, and traffic and environmental characteristics that are correlated with high pedestrian crashes using log-linear models. The study also estimates the likelihood of pedestrian injury severity when pedestrians are involved in crashes using an ordered probit model. To better reflect pedestrian crash risk, a logical measure of exposure is developed using the information on individual walking trips in the household travel survey. Lastly, the impact of average traffic volume on pedestrian crashes is examined. As a result of the analysis, it was found that pedestrian and driver demographic factors, and road geometric, traffic and environment conditions are closely related to the frequency and injury severity of pedestrian crashes. Higher average traffic volume at intersections increases the number of pedestrian crashes; however, the rate of increase is steeper at lower values of average traffic volume. Based on the findings in the analysis, some countermeasures are recommended to improve pedestrian safety.

The Florida Department of Transportation (DOT) has initiated multi-modal level-of-service (LOS) methodologies, including that for the bicycle travel mode. It has already adopted a bicycle LOS methodology for the roadway segment portion of the transportation network, the Bicycle Level of Service Model. Florida DOT’s ultimate goal is to develop corridor- and facilities-level LOS methodologies. Toward that goal, Florida DOT sponsored research to develop the first part of an intersection bicycle LOS methodology, the Intersection LOS for the bicycle through movement. This Intersection LOS for the bicycle through movement would provide a measure of the level of safety and comfort experienced by bicyclists riding through an intersection. The Intersection LOS model for the bicycle through movement is based on Pearson correlation analyses and stepwise regression modeling of approximately 1,000 combined real-time perceptions from bicyclists traveling a course through a typical U.S. metropolit...

James Baldwin is one of the greatest artists of the postmodern era. It will not be an overstatement to say that no author has shaped the narrative of race, sexuality, and gender in Black America, apart from Toni Morrison. Giovanni's Room (1956) is a powerful testament to Baldwin's creative and technical genius. The oeuvre of this great writer is very contemporary, even though they were written years ago.  This paper intends to examine the racial, sexual, and gender intersections of the said novel. With a close look at feminist thinkers like Toril Moi and Sara Ahmed, sexuality and gender biases are overall addressed. This paper puts an effort to decipher how race and sexuality predominate over people in due course. Despite being a homosexual man himself, Baldwin paints homosexuals as powerless and akin to darkness or blackness while heterosexuality rules over as the powerful one. Female characters are relatively weak and granted much space or thought. On top of that, inherent racism pervades the novel like a spear. This paper delves deeper into the realm of dynamics and power struggles, vis-à-vis race, sexuality, and gender.

A signal timing assignment proposal for urban multi lane signalised roundabouts The relationship between the left-turning traffic volume and the storage area at signalised roundabouts is investigated, and a calculation procedure for signal timing is proposed in this paper. The parameters associated with the developing stages of a new expression/ model are also defined. Four different signal timing scenarios are considered. The results show that the proposed formula can be used for the design of signalised roundabouts. Prijedlog vremenskog usklađenja semafora na gradskim višetračnim semaforiziranim kružnim raskrižjima U radu se ocjenjuje odnos između količine vozila koja skreću lijevo i prostora za čekanje na semaforiziranim kružnim raskrižjima, te se predlaže postupak za izračun vremenskog ciklusa promjene svjetala na semaforima. Definiraju se i parametri vezani za razne korake razvoja novog izraza/modela. Korištena su četiri različita scenarija promjene svjetala. Rezultati pokazuju da se predloženi izraz može koristiti za projektiranje semaforiziranih kružnih raskrižja. Ključne riječi: promet, raskrižje, semaforizirana kružna raskrižja, simulacija, VISSIM Vorherige Mitteilung In der Abhandlung wird das Verhältnis zwischen der Menge der linksabbiegenden Fahrzeuge und des Warteraums an Kreisverkehren mit Ampeln beurteilt, und es wird ein Verfahren zur Berechnung des Zeitzykluses der Ampelumschaltung vorgeschlagen. Definiert werden auch die Parameter in Bezug auf verschiedene Entwicklungsschritte des neuen Modells. Verwendet wurden vier unterschiedliche Szenarien der Ampelumschaltung. Die Ergebnisse zeigen, dass der vorgeschlagene Entwurf für die Projektierung von Kreisverkehren mit Ampeln verwendet werden kann.

Using cellular automata (CA) Nagel-Schreckenberg (NaSch) model, we numerically study the probability P ac of the occurrence of car accidents at nonsignalized intersection when drivers do not respect the priority rules. We also investigated the impact of mixture lengths and velocities of vehicles on this probability. It is found that in the¯rst case, where vehicles distinguished only by their lengths, the car accidents start to occur above a critical density c . Furthermore, the increase of the fraction of long vehicles (F L ) delays the occurrence of car accidents (increasing c ) and increases the risk of collisions when > c . In other side, the mixture of maximum velocities (with same length for all vehicles) leads to the appearance of accidents at the intersection even in the free°ow regime. Moreover, the increase of the fraction of fast vehicles (F f ) reduces the accident probability (P ac ). The in°uence of roads length is also studied. We found that the decrease of the roads length enhance the risk of collision.

Evaluation of planar algebraic curves arises in the context of intersections of algebraic surfaces with piecewise continuous rational polynomial parametric surface patches useful in geometric modeling. We address a method of evaluating these curves of intersection that combines the advantageous features of analytic representation of the governing equation of the algebraic curve in the Bernstein basis within a rectangular domain, adaptive subdivision and polyhedral faceting techniques, and the computation of turning and singular points, to provide the basis for a reliable and efficient solution procedure. Using turning and singular points, the intersection problem can be partitioned into subdomains that can be processed independently and which involve intersection segments that can be traced with faceting methods. This partitioning and the tracing of individual segments is carried out using an adaptive subdivision algorithm for Bezier/B-spline surfaces followed by Newton correction o...

A searching algorithm is presented for determining which members of a set of n points in an N dimensional space lie inside a prescribed space subregion. The algorithm is then extended to handle finite size objects as well as points. In this form it is capable of solving problems such as that of finding the objects from a given set which intersect with a prescribed object. The suitability of the algorithm is demonstrated for the problem of three dimensional unstructured mesh generation using the advancing front method.

Dos rectas en R 3 se llaman oblicuas o cruzadas si son no paralelas y no se intersectan. El objetivo de esta nota es encontrar los dos puntos de dos rectas oblicuas que minimizan la distancia entre dos puntos arbitrarios de las rectas, es decir, hallar esa distancia mínima entre ellas. Se prueba, además, que distancia mínima es la distancia entre dos planos paralelos que contienen ambas rectas.

How to estimate queue length in real-time at signalized intersection is a long-standing problem. The problem gets even more difficult when signal links are congested. The traditional input-output approach for queue length estimation can only handle queues that are shorter than the distance between vehicle detector and intersection stop line, because cumulative vehicle count for arrival traffic is not available once the detector is occupied by the queue. In this paper, instead of counting arrival traffic flow in the current signal cycle, we solve the problem of measuring intersection queue length by exploiting the queue discharge process in the immediate past cycle. Using high-resolution ''event-based" traffic signal data, and applying Lighthill-Whitham-Richards (LWR) shockwave theory, we are able to identify traffic state changes that distinguish queue discharge flow from upstream arrival traffic. Therefore, our approach can estimate time-dependent queue length even when the signal links are congested with long queues. Variations of the queue length estimation model are also presented when ''event-based" data is not available. Our models are evaluated by comparing the estimated maximum queue length with the ground truth data observed from the field. Evaluation results demonstrate that the proposed models can estimate long queues with satisfactory accuracy. Limitations of the proposed model are also discussed in the paper.

Perencanaan merupakan suatu proses yang berlangsung continue yang melibatkan keputusan dan pemilihan alternatif dengan tujuan untuk mencapai tujuan tertentu di masa yang akan datang. Penyusunan tata ruang merupakan tugas besar dan melibatkan berbagai pihak yang dalam menjalankan tugas tidak terlepas dari data spasial. SIG (Sistem Informasi Geografis) adalah sistem informasi yang didasarkan pada kerja komputer yang memasukkan, mengelola, memanipulasi dan menganalisa data serta memberi uraian (Aronoff,1989).

Guwahati City with its rising population has been gradually engulfed by traffic related problems in almost the entire stretch of the city. In this paper an attempt has been made to highlight the major traffic related problems that are being faced by the people of this city and several possible avenues towards mitigation of such problems are proposed along with their respective possible efficiency on implementation. This paper purports to bring out the traffic related short-comings which should be brought to notice to the relevant Government authorities and general public of Guwahati city.

En parallèle des modèles de simulation de trafic -dits mathématiques -qui décrivent le trafic de manière statistique, l'INRETS a mené depuis plus de 15 ans des recherches sur la simulation du trafic routier fondée sur le comportement réel des conducteurs. ARCHISIM est un modèle de simulation comportementale ; les phénomènes de trafic proviennent des actions individuelles et des interactions des différents et nombreux acteurs des situations routières. Son implémentation suit les principes multi-agent et, comme pour toute application à base d'agents, la coordination est un problème crucial. En partant du principe que les jeux peuvent être considérés comme la manière la plus simple de modéliser les situations de conflit, un mécanisme de coordination multi-agent à base de jeux a été conçu, implémenté et partiellement validé pour les situations de trafic aux intersections.

Traffic congestions, air pollution, noise pollution & its resultant ill effects and frustration have become the order of the day. The necessitate for traffic evaluation and assessment is likely to improve for future development of Road Transport Network. Assessment of traffic is stipulation to planning of highways and flyovers. It also provides the basis for determining the number of traffic lanes to be provided for different road sections having regards to volume, composition and other parameters of traffic. Day by Day the increasing of population and numbers of vehicles also increases the load on traffic. Due to this increasing result into excess fuel consumption and which affect pollution. For manipulating the emanated fuel consumption and pollution load to the environment by HMV or LMV during rest at Traffic signal, appraisals were carried out at different traffic signal intersection in Nagpur city in the given research study, an investigations is carried out on the critical environmental impacts causes due to congestion of traffic.

Roundabouts have become increasingly popular in recent years as an innovative operational and safety solution at both low volume and high volume intersections. This paper contains capacity analysis of existing roads at a busy intersection in Dhaka named Polashi intersection, compare capacity and volume, AADT, velocity study, road user behavior, pedestrian flow analysis for proposed roundabout. Evaluations are made on a rational basis using qualitative analysis wherever possible and accepting that some matters determine by the exercise of judgments. Roundabouts have a number of advantages over traffic signals depending on the conditions. They reduce the severity of crashes since head-on and right-angle conflicts are nearly eliminated. They may consume less land area since turn pocket lanes are not needed. They have lower energy and maintenance costs

An ideal of a ring is completely irreducible if it is not the intersec- tion of any set of proper overideals. We investigate the structure of completely irrreducible ideals in a commutative ring without niteness conditions. It is known that every ideal of a ring is an intersection of completely irreducible ideals. We characterize in several ways those ideals that

This project evaluated the safety and operational impacts of two alternative left-turn treatments from driveways/side streets. The two treatments were: (1) Direct left turns (DLT) and, (2) Right turns followed by U-turns (RTUT). Ten sites were selected for field data collection where each site experienced one or both of the left turn alternatives from the driveway or side street. Video cameras were set up on scaffoldings to achieve enough viewing height and all the traffic movements at the selected sites were recorded. These videotapes were later reviewed and data related to direct left turns or right turns followed by U-turn movements were gathered. Using the collected data, operational analysis was conducted using two methods, empirical model development and simulation.

Arterial provides high degree of mobility while also directly serving abutting land uses in major centres of municipal areas. It is connected to the higher and lower road hierarchy via intersections. The intersections play important roles in dispersing traffic flows which are coming from or towards central business district area. The performance of an intersection has been based on the control delay of approaching vehicles, waiting to continue their trip. According to the Jabatan Kerja Raya standard, level of service of up to D can be considered in accommodating current traffic flow. Otherwise, the traffic might experience longer waiting time which may contribute to other traffic related problems. Bandar Maharani in Muar District is a developing town in Johor State of Malaysia with its arterial aligned toward the centre of the town, creating a spider web look-alike road network. The arterial connect the central business district area of Bandar Maharani from south, north and east bounds. One of the main arterial is Jalan Bakri, connecting Bakri town to Bandar Maharani from south bound. This study was carried out to measure and assess the performance of 10 intersections along Jalan Bakri using the SIDRA Intersection 8.0 during peak hour flow in a weekday. Furthermore, this study analyses the effect of storage length to a pairing intersections network. A 12-hour commuter data acquisition was carried out to determine peak hour through the time-series plot. Later, the peak hour was selected for movement counting at intersections to obtain the most critical traffic flow during weekday. Videotaping method was used to record the movements and extracted manually for analysis purposes. Videotaping method consist of two different devices which are camcorder with 3 meters tripod and drone camera at at least 11 meters height. Based on the commuter data analysis, 70 percent traffic consist of cars, followed by 22 percent motorcycles and 7 and 1 percents of van/medium trucks and heavy trucks/buses, respectively. The highest rate of traffic was recorded between 5.30 to 6.30 PM with computed peak hour factor of 0.94. The individual analysis of intersections found that typical level of service F (worst) were recorded as expected during peak hour, except for INT004, INT005 and INT010 with level of service D, E

本文的目的在於探討保羅的「處境交會」是詮釋保羅最合適的切入點。純歷史研究法，如平行或借詞，及處境二分法有其不足之處，無法恰當的理解保羅。保羅所處的時代，多元文化的滲透力不可避免，也不容易加以區分。過度分化而宣稱保羅單受某文化傳統影響，並以此文化傳統來主導保羅的意思，易落入簡化主義的陷阱。故而本文提出，「處境交會」是詮釋保羅最合適的切入點，並以加4: 3, 9的τὰ στοιχεῖα為例說明。
The purpose of this article is to explore the relation between Paul and his cultural social context. The main focus will be on pointing out that the most frequent ways of using materials of the Second Temple period have their limitations. Parallel (which merely list out the texts of this period that seems to be parallel with Paul's) or borrowing terms (which suggests that Paul borrows the terms or concepts from the documents of this period), for instance, is a purely historical method which has little, if any, contribution in understanding Paul; or contextual dichotomy, which interprets Paul from one particular context (like Jewish or Greek) often confining our understanding of what Paul really wants to express. Realizing that the intersection of several cultures in this period is a very complicated issue, this article proposes a new understanding of contextual intersection (encounter) as a better way to understand Paul. Ben Sira is a good example in giving us a glimpse. He tries to identify the Law and wisdom in the context that is similar to Paul's, by placing both to a higher level: the order of God's creation, and as a result he is able to underscore the Law without degrading other wisdoms. Paul's use of τὰ στοιχεῖα in Galatians 4:3, 9 shows a similar pattern. Before they came to Christ, the Jews were under the Law and the Gentiles under paganism, but Paul identifies both as under τὰ στοιχεῖα, especially now that he sees the Galatians' intention receive the Law as going back again to τὰ στοιχεῖα. Paul is able to make such an identification due to a higher perspective from the cross.

Composite traffic control mechanisms at intersections are normally made up of two or more traffic control devices; for example, roundabout and traffic signals combined or if you like, traffic signal and one way flow combined. Roundabouts work on the principle of circulation and entry flows; whereas signalised intersections rely on staging or phasing for effectiveness. Safety at roundabouts is enhanced by limiting circulating speeds and this is achieved in geometric design by entry path curvature. While control strategy of traffic signal is flexible; it hinges on vehicle actuation or fixed time operation. However, there are some vexing traffic safety issues worth considering at signalised roadways; for example, in the event of signal breakdown or malfunction, how would such intersections cope with gridlock; what are the delay trade-offs for installing a standard roundabout at existing signalised intersections or vice versa. As a consequence, delay studies were carried out at a signalised intersection during peak period in Skudai, Malaysia. Delay data for single and composite signalised intersections were analysed and compared. Results show a slightly improved level of service with roundabout, more importantly significant reduction in conflicting movement and gridlock was achieved when the traffic signals were switched off. The study concluded that at signalised intersections, composite traffic control mechanisms have significant influence on vehicular conflict, gridlock and red light running compared with single control devices.

The urban traffic congestion has become a global phenomenon. Rapid urbanization and industrialization have caused an unprecedented revolution in growth of vehicles all over the world. This study presents, grade separation (over bridge) is provide in place of at grade signalized intersection. Ahmedabad city of Gujarat state is taken as study city. Shivaranjani signalized intersection on 132 ft ring road in the city of Ahmedabad is selected as a case study intersection. Various types of data are collected such as classified volume counts, signal cycle length, green time, phase plan etc. and number of lanes, lane width, grade, lane groups etc as a part of geometric data. The flow rate, saturation flow rate and its adjustment factors, capacity, volume to capacity ratio, critical lane group volume to capacity ratio, delay for lane groups, approaches and intersection as whole and delay comparison with level of service are calculated. This study proves that shivaranjani intersection must be required to convert in to grade separation.

A before-and-after study of injury accidents with bicyclists on 91 roundabouts in Flanders-Belgium was carried out. The study design accounted for effects of general safety trends and regression-to-the-mean, but couldn't take into account possible specific changes in traffic volume at roundabouts. Conversions of intersections into roundabouts turn out to have caused a significant increase of 27% in the number of injury accidents with bicyclists on or nearby the roundabouts. The increase is even higher for accidents involving fatal or serious injuries (41-46%). Compared to the formerly proven favourable effects of roundabouts on safety in general, this result is unexpectedly poor. However, the effects of roundabouts on bicycle accidents differ depending on when these roundabouts are built inside or outside built-up areas. Inside built-up areas the construction of a roundabout did increase the number of injury accidents involving bicyclists by 48% . For accidents inside built-up areas with fatal or serious injuries, an average increase of 77% is noticed. However, outside built-up areas the zero-hypothesis of 'no safety effect for bicyclists' cannot be rejected (best estimate: + 1% accidents, not significant). Roundabouts that are replacing traffic signals perform worse compared to roundabouts on other types of intersections.

Adequate sight distance is an important factor needed to provide safe and efficient operation of left-turn movements at signalized intersections. This factor becomes more crucial for left turners attempting this maneuver during the permitted phase of the traffic signal. The large size median of the major road is commonly designed to accommodate an exclusive left-turn lane. However, studies have proved that if the median of that major road is relatively wide, the simultaneously turning vehicles in the opposite left-turn lanes often restrict driver's sight distances for each other. In this study, a field observation was conducted to analyze the changes of left-turn gap acceptance parameters associated with drivers' restricted sight distances. Theoretical models were developed and used to quantify the negative effect of the restricted sight problem on the left-turn capacity. The results show that the sight-distance problem may contribute to significant increments of the critical gap and follow-up time. This influence on driver's gap-acceptance behavior may result in a 70% reduction in the left-turn capacity when the opposing-through traffic volume increases up to 1,800 vehicles/ h. The capacity reduction rate increases with the increase in both the opposing-through traffic volume and the volume-to-capacity ratio of the opposing left-turn traffic.

A recommendation of National Cooperative Highway Research Program Report 493 was that a flashing yellow arrow (FYA) permissive indication is an acceptable and recommended application for permissive left-turns. Consideration being given to the adoption of the FYA permissive indication has led to a number of additional studies to evaluate the potential scenarios in which the FYA may be effectively used. An example of this is in wide median intersections where the left-turn lane and corresponding signals are separated from the adjacent lane(s) containing the through and right-turn movements. Left-turn maneuvers from signalized intersections with these geometric features typically operate with protected only left-turn phasing and separate signal displays as drivers cannot see the adjacent through movement signals; however, some transportation professionals have implemented a flashing red arrow (FRA) that requires drivers to first stop before accepting a gap in the opposing traffic stream.

The intersection of sorted arrays problem has applications in search engines such as Google. Previous work has proposed and compared deterministic algorithms for this problem, in an adaptive analysis based on the encoding size of a certificate of the result (cost analysis). We define the alternation analysis , based on the nondeterministic complexity of an instance. In this analysis we prove that there is a deterministic algorithm asymptotically performing as well as any randomized algorithm in the comparison model. We define the redundancy analysis , based on a measure of the internal redundancy of the instance. In this analysis we prove that any algorithm optimal in the redundancy analysis is optimal in the alternation analysis, but that there is a randomized algorithm which performs strictly better than any deterministic algorithm in the comparison model. Finally, we describe how these results can be extended beyond the comparison model.

Each year from 1998 to 2007, an average of approximately 4,800 pedestrians were killed and 71,000 pedestrians were injured in United States traffic crashes. Because many pedestrian crashes occur at roadway intersections, it is important to understand the intersection characteristics that are associated with pedestrian crash risk. This study uses detailed pedestrian crash data and pedestrian volume estimates to analyze pedestrian crash risk at 81 intersections along arterial and collector roadways in Alameda County, California. The analysis compares pedestrian crash rates (crashes per 10,000,000 pedestrian crossings) with intersection characteristics. In addition, more than 30 variables were considered for developing a statistical model of the number of pedestrian crashes reported at each study intersection from 1998 to 2007. After accounting for pedestrian and motor vehicle volume at each intersection, negative binomial regression shows that there were significantly more pedestrian crashes at intersections with more right-turn-only lanes, more non-residential driveways within 50 feet (15 m), more commercial properties within 0.1 miles (161 m), and a greater percentage of residents within 0.25 miles (402 m) who are younger than age 18. Raised medians on both intersecting streets were associated with lower numbers of pedestrian crashes. These results, viewed in combination with other research findings, can be used by practitioners to design safer intersections for pedestrians. This exploratory study also provides a methodological framework for future pedestrian safety studies. eScholarship provides open access, scholarly publishing services to the University of California and delivers a dynamic research platform to scholars worldwide.

The thrust of a recently published transportation vision for Toronto is focused largely on reducing automobile dependence via a number of interacting strategies, including the wide application of transit priority policies to improve transit competitiveness. This paper reports on quantifying the impacts of several transit priority schemes, with the streetcar operation along King Street in the heart of Toronto as a case study. Four scenarios were modelled in a microsimulation framework. They include the status quo (involving unconditional transit signal priority, already in operation), turning off existing transit signal priority, prohibiting all left turns, and finally prohibiting traffic from King Street. To quantify the impacts of any of the above scenarios, a set of common measures of effectiveness was used, including transit travel time and speed, effective headway, service frequency and person throughput, bunching, fleet size implications, and overall traffic and transit average speeds. The results show the relative merits of the four scenarios and two strategies for improving streetcar service along the King route are recommended. The first is to prohibit all left turns along the route, while the second, admittedly more aggressive, is to potentially transform the arterial into a transit mall accessible only to streetcars.

Intersections are quite important and complex traffic scenarios, where the future motion of surrounding vehicles is an indispensable reference factor for the decision-making or path planning of autonomous vehicles. Considering that the motion trajectory of a vehicle at an intersection partly obeys the statistical law of historical data once its driving intention is determined, this paper proposes a long short-term memory based (LSTM-based) framework that combines intention prediction and trajectory prediction together. First, we build an intersection prior trajectories model (IPTM) by clustering and statistically analyzing a large number of prior traffic flow trajectories. The prior trajectories model with fitted probabilistic density is used to approximate the distribution of the predicted trajectory, and also serves as a reference for credibility evaluation. Second, we conduct the intention prediction through another LSTM model and regard it as a crucial cue for a trajectory forecast at the early stage. Furthermore, the predicted intention is also a key that is associated with the prior trajectories model. The proposed framework is validated on two publically released datasets, next generation simulation (NGSIM) and INTERACTION. Compared with other prediction methods, our framework is able to sample a trajectory from the estimated distribution, with its accuracy improved by about 20%. Finally, the credibility evaluation, which is based on the prior trajectories model, makes the framework more practical in the real-world applications.

Many state and local transportation agencies have recently begun considering the use of U-turns as alternatives to direct left turns from driveways or side streets, using median designs that prohibit left turns onto the facility, and mid-block U-turn median openings to accommodate diverted left turns from side streets or driveways. The location of these U-turn median openings will have a great impact on the operations of U-turns. This paper analyzes traffic operations (weaving and delay) for right turns followed by U-turn movements on urban or suburban multilane roadways. A working model was developed to guide U-turn median location by minimizing the average delay for U-turn movements. A case study demonstrates operations and safety improvements of optimal U-turn median design. TRB 2003 Annual Meeting CD-ROM Paper revised from original submittal. Zhou, Hsu, Lu, and Wright TRB 2003 Annual Meeting CD-ROM Paper revised from original submittal.

Objects cannot occupy the same location in 3D space at the same time. Generally all static objects have no possibility of collision between them. Collision Detection (CD) is to detect collision between objects when they are interpenetrating with each other during animation and physical simulation. In animation, CD is very important topics for research to reduce intersection cost of objects. The objective of this paper is to review all collision detection algorithms and propose a technique for efficient collision detection between complex rigid objects. We used geometry as a bounding volume for each object. It performs the intersection test between the bounding volumes first. If the bounding volumes are not intersecting one another, then the two objects are not intersecting. It can speed up the collision detection. This paper will be helpful for researchers who want to work on collision detection in the field of animation, physical simulation, robotics, and game development.

To find out why elderly drivers have more frequent traffic accidents on intersection than any other one, this study was conducted to examine the characteristics of elderly drivers' driving behavior on intersection using a multifaceted driving behavior indicator. To do that, the driving behavior of both young adult drivers and elderly drivers were compared and analyzed, using a graphic driving simulator. As a result, compared with young adult drivers, elderly drivers showed a poor driving performance, and a high ratio of visual scanning time on the specific direction regardless of driving situation. Also, compared with young adult drivers, elderly drivers had a high overall level of arousal, and the phasic arousal activity on the specific stimulus was low. These results imply that through the intervention which induces the change in multifaceted indicators mentioned earlier, they could be helped to drive more safely on intersection.

Principality of typings is the property that for each typable term, there is a typing from which all other typings are obtained via some set of operations. Type inference is the problem of finding a typing for a given term, if possible. We define an intersection type system which has principal typings and types exactly the strongly normalizable #-terms. More interestingly, every finite-rank restriction of this system (using Leivant's first notion of rank) has principal typings and also has decidable type inference.

The accident data base of the City of Helsinki shows that when drivers cross a cycle path as they enter a non-signalized intersection, the clearly dominant type of car-cycle crashes is that in which a cyclist comes from the right and the driver is turning right, in marked contrast to the cases with drivers turning left (Pasanen 1992; City of Helsinki, Traffic Planning Department, Report L4). This study first tested an explanation that drivers turning right simply focus their attention on the cars coming from the left-those coming from the right posing no threat to them-and fail to see the cyclist from the right early enough. Drivers' scanning behavior was studied at two T-intersections.

This paper outlines within the framework of action research, the process of implementing a communication across the curriculum (CAC) programme in the Faculty of Pure and Applied Sciences. It highlights the link between institutional context and the dialectical implications of merging the skills, agenda and focus of multidisciplinary teams while maintaining a balance of power. It is suggested that these challenges may be met by forging effective alliances with those who are intrinsically motivated to achieve a common goal, adopting a context driven rather than a norm driven approach and applying creativity and resourcefulness within this context. Guidance for similar undertakings is offered and the direction of future work is outlined. "I soon realized that no journey carries one far, unless, as it extends into the world around us, it goes an equal distance into the world within"-Lillian Smith

Computing the intersection of parametric and algebraic curves and surfaces is a fundamental problem in computer graphics and geometric modeling. This problem has been extensively studied in the literature and different techniques based on subdivision, interval analysis and algebraic formulation are known. For low degree curves and surfaces algebraic methods are considered to be the fastest, whereas techniques based on subdivision and B6zier clipping perform better for higher degree intersections. In this paper, we introduce a new technique of algebraic pruning based on the algebraic approaches and eigenvalue formulation of the problem. The resulting algorithm corresponds to computing only selected eigenvalues in the domain of intersection. This is based on matrix formulation of the intersection problem, power iterations and geometric properties of B6zier curves and surfaces. The algorithm prunes the domain and converges to the solutions rapidly. It has been applied to intersection of parametric and algebraic curves, ray tracing and curve-surface intersections. The resulting algorithm compares favorably with earlier methods in terms of performance and accuracy.

This chapter explores issues of social class, gender and identity on the basis of informal talk amongst adolescents. She analyses how, through which particular practices, discourses and types of knowledge, four 16-17-year old London private school girls position themselves in their friendship group and in their wider peer context. She shows how the girls strive to present themselves as cool, streetwise and socially aware despite their privileged backgrounds, and argues that this allows the four friends to differentiate themselves from their posh, sheltered and socially unaware classmates. The alternative private school femininities the group constructs often carry gendered connotations. Working-class femininity is indirectly presented as embarrassing and the girls’ efforts to be cool tend to go hand in hand with a positive evaluation of masculine subject positions. The chapter’s main focus is on the relevance of social class to the girls’ positioning, which is both implicit and explicit in the girls’ talk. Building on Bourdieu’s (1984; 1986) notion of cultural capital and Silverstein’s (2004) work on indexicality, Pichler examines the girls’ local positioning in relation to larger-scale socio-cultural meanings. She argues that the girls’ performance of streetwise coolness and their association with ‘real people’ constitutes a pursuit of alternative cultural capital which allows the four friends to construct their identities in opposition to an over-privileged and sheltered private school, upper middle class femininity. Pichler however concludes that this interactive display of (non-highbrow) knowledge about and participation in cultural practises (such as soft drugs use and non-mainstream music) needs to be seen in the context of the young women’s access to dominant cultural capital, including their knowledge of high culture and their private school and future university trajectories, the value of which extends well beyond the local friendship group.

From various pavement markings at intersections, direction guidance markings to guide drivers on moving directions are designed to provide guidance on turn directions for vehicles approaching the intersection; however, it is also an important facility carrying significances from the safety perspective at the same time. While pavement markings at intersections are indicated on the pavements of intersections and intersection approaches, it is not easy to distinguish whether a dedicated lane for left or right turn is installed based on the pavement marking design of MUTCD, and the dedicated lanes for left turn or through-and-right turn can only be noticed after reaching the intersection. If the lanes can be identified whether they are dedicated for left, right or U turn before reaching the intersection, traffic safety at intersections can also be highly elevated. Consequently, this study investigated the current status of pavement direction markings by looking into those markings in Korea, European nations and the U.S., and examined potential problems which may be caused by current pavement markings. And the study also suggested new pavement markings in order to address those potential issues at intersections. Moreover, for the purpose of improving the visibility of pavement markets, the study presented a measure applying technology where LED is placed at each arrow on the pavements. New pavement markings proposed by this study is deemed to improve visibility compared to existing pavement markings. These new markings help drivers intuitively recognize the information on the lanes for left or right turn at intersections, which is expected to improve safety throughout the entire intersections.

The paper identifies a total of 34 different weaving section configurations that are modeled while operating at capacity using the INTEGRATION software for a wide range of weaving section lengths and travel demand distributions. Subsequently, the simulation results are utilized to develop analytical procedures for estimating the capacity of Type A, B, and C weaving sections. The proposed procedures overcome the shortcomings of the 2000 Highway Capacity Manual procedures by considering short (less than 150 m) in addition to long weaving section lengths, by accounting for the source and distribution of weaving flow, and by ensuring that the capacity of a weaving section reverts to basic freeway capacity when the volume ratio is zero (no weaving flows) regardless of the weaving section length. The model can also estimate the capacity of merge and diverge sections at the appropriate boundary conditions. The paper demonstrates that the proposed model capacity estimates are consistent with field data while the HCM procedures tend to overestimate weaving section capacities significantly (exceeding 100 percent).

A new boundary evaluation method is presented. It is based on error-free Boolean operations on polyhedral solids. We describe, in detail, an intersection algorithm that handles, in a straightforward way, all the possible geometric cases. We also describe a general data structure that allows an unified storage of solid boundaries. The intersection algorithm always runs to completion, producing consistent solids from consistent operands. Numerical errors are handled at an algorithm independent level: an original exact arithmetic that performs only the necessary precise computations. Results from our implementation of this CSG solver are discussed.

This research examined the changes in eye movements and Driving performance at different intersection types, as a function of age and turn type. The results showed that when making a right turn, older adult drivers tend to spend less time in scanning the forward direction and more time in observing the right-side view than young adult drivers. Also older adult drivers tend to enter and exit the intersection slower than do young adult drivers. These results imply that older adult drivers are exposed to a much higher
risk of car accidents than young adult drivers at a four-way intersection. Paradoxically, the results also imply that older adult drivers tend to be more aware of unexpected situations on three-way intersections, compared to young adult drivers.
Relevance to industry: This study provides that elderly drivers are not always exposed to dangerous driving situations, but can cope more effectively in hazardous situation depending on the intersection
and turn types than young adult drivers.

The objective of this article is to create a better understanding of the intersection of the academic fields of entrepreneurship and strategic management, based on an aggregation of the extant literature in these two fields. The article structures and synthesizes the existing scholarly works in the two fields, thereby generating new knowledge. The results can be used to further enhance fruitful integration of these two overlapping but separate academic fields. The article attempts to integrate the two fields by first identifying apparent interrelations, and then by concentrating in more detail on some important intersections, including strategic management in small and medium-sized enterprises and start-ups, acknowledging the central role of the entrepreneur. The content and process sides of strategic management are discussed as well as their important connecting link, the business plan. To conclude, implications and future research directions for the two fields are proposed.

The digital map of road networks is one of the most important components in-vehicle navigation. However, existing digital maps do not provide detailed modeling of complex intersections. Therefore, the positioning data from the Global Positioning System (GPS) cannot be properly matched with the road network data at intersections, which may result in navigation errors. To solve this problem, this article develops an improved virtual intersection model for vehicle navigation at intersections. The main conception of the model is to develop a track road to approximate the real travelling trajectory in the intersection. We consider the model in two levels: the All Directional Virtual Intersection (ADVI) model for organizing the digital map data and the Single Directional Virtual Intersection (SDVI) model for real-time navigation. First, considering the features of intersections in the real road network, the ADVI model is proposed based on the existing Kiwi model, which is a specialized format for real-time vehicle navigation. The track roads are developed to describe the geometric details of an intersection. In addition, the topological structure is built to form an integrated network. Second, the SDVI model for real-time navigation is proposed. It is a simple form of the ADVI model and is easy to build. Then, we present the detailed methods for calculating the SDVI model. A serial of comparison tests were performed to evaluate the SDVI model. The results show that the proposed model can reduce mismatches significantly for intersections with varying complexities in the real road network, especially for those complex ones. Using this model, vehicle navigation can be performed more continuously and reliably at intersections.