Position, width and fragmentation level of fracture zones and position, sig-nificance and characteristic distance of fractures were aimed to determine in a carbonate aquifer. These are fundamental parameters, e.g. in ...Position, width and fragmentation level of fracture zones and position, sig-nificance and characteristic distance of fractures were aimed to determine in a carbonate aquifer. These are fundamental parameters, e.g. in hydrogeological modelling of aquifers, due to their role in subsurface water movements. The description of small scale fracture systems is however a challenging task. In the test area (Kádárta, Bakony Mts, Hungary), two methods proved to be applicable to get reasonable information about the fractures: Electrical Resistivity Tomography (ERT) and Pricking-Probe (PriP). PriP is a simple mechanical tool which has been successfully applied in archaeological investigations. ERT results demonstrated its applicability in this small scale fracture study. PriP proved to be a good verification tool both for fracture zone mapping and detecting fractures, but in certain areas, it produced different results than the ERT. The applicability of this method has therefore to be tested yet, although its problems most probably origin from human activity which reorganises the near-surface debris distribution. In the test site, both methods displayed fracture zones including a very characteristic one and a number of individual fractures and determined their characteristic distance and significance. Both methods prove to be able to produce hydrogeologically important parameters even individually, but their simultaneous application is recommended to decrease the possible discrepancies.展开更多
Work zone safety continues to be one of the important focus areas for transportation agencies. Previous studies have identified that vehicle speed and lighting conditions are significant risk factors impacting work zo...Work zone safety continues to be one of the important focus areas for transportation agencies. Previous studies have identified that vehicle speed and lighting conditions are significant risk factors impacting work zone safety. </span><span style="font-family:Verdana;">This study evaluated the impact of the use of presence lighting and digital </span><span style="font-family:Verdana;">speed limit trailers on nighttime motorist speeds using commercially available connected vehicle speed data. Geospatial analysis was conducted on over 500,000 connected vehicle records to linear reference nearly 18,000 records from 195 unique trajectories to study section during the study period of 2 days. Results showed that median speeds reduced by 4 to 13 mph from 11PM to 7AM during the deployment of presence lighting and speed limit trailers </span><span style="font-family:Verdana;">compared to base conditions. A Kolmogorov-Smirnov (KS) statistical test</span><span style="font-family:Verdana;"> com</span><span style="font-family:Verdana;">paring 105 vehicles traveling through the construction zone with presence</span><span style="font-family:Verdana;"> lighting and speed limit trailers with a group of 90 vehicles during base condition indicated the speeds during the deployment of presence lighting and speed limit trailers were lower than the base condition. Also, increased compliance with the 55 mph speed limit was observed when the presence lighting and digital speed limit trailers were deployed. However, there were two hours (3AM to 5AM) where speeds increased by 0</span></span><span style="font-family:""> </span><span style="font-family:Verdana;">-</span><span style="font-family:""> </span><span style="font-family:Verdana;">4 mph, perhaps due to the low volume at that hour. The encouraging results support the further deployment of presence lighting and speed limit trailers in nighttime construction zones for reducing vehicle speeds. Those future deployments should be monitored with connected vehicle speeds to collect additional data to broaden the evaluation of these speed mitigation techniques over a diverse set of construction zone activities.展开更多
文摘Position, width and fragmentation level of fracture zones and position, sig-nificance and characteristic distance of fractures were aimed to determine in a carbonate aquifer. These are fundamental parameters, e.g. in hydrogeological modelling of aquifers, due to their role in subsurface water movements. The description of small scale fracture systems is however a challenging task. In the test area (Kádárta, Bakony Mts, Hungary), two methods proved to be applicable to get reasonable information about the fractures: Electrical Resistivity Tomography (ERT) and Pricking-Probe (PriP). PriP is a simple mechanical tool which has been successfully applied in archaeological investigations. ERT results demonstrated its applicability in this small scale fracture study. PriP proved to be a good verification tool both for fracture zone mapping and detecting fractures, but in certain areas, it produced different results than the ERT. The applicability of this method has therefore to be tested yet, although its problems most probably origin from human activity which reorganises the near-surface debris distribution. In the test site, both methods displayed fracture zones including a very characteristic one and a number of individual fractures and determined their characteristic distance and significance. Both methods prove to be able to produce hydrogeologically important parameters even individually, but their simultaneous application is recommended to decrease the possible discrepancies.
文摘Work zone safety continues to be one of the important focus areas for transportation agencies. Previous studies have identified that vehicle speed and lighting conditions are significant risk factors impacting work zone safety. </span><span style="font-family:Verdana;">This study evaluated the impact of the use of presence lighting and digital </span><span style="font-family:Verdana;">speed limit trailers on nighttime motorist speeds using commercially available connected vehicle speed data. Geospatial analysis was conducted on over 500,000 connected vehicle records to linear reference nearly 18,000 records from 195 unique trajectories to study section during the study period of 2 days. Results showed that median speeds reduced by 4 to 13 mph from 11PM to 7AM during the deployment of presence lighting and speed limit trailers </span><span style="font-family:Verdana;">compared to base conditions. A Kolmogorov-Smirnov (KS) statistical test</span><span style="font-family:Verdana;"> com</span><span style="font-family:Verdana;">paring 105 vehicles traveling through the construction zone with presence</span><span style="font-family:Verdana;"> lighting and speed limit trailers with a group of 90 vehicles during base condition indicated the speeds during the deployment of presence lighting and speed limit trailers were lower than the base condition. Also, increased compliance with the 55 mph speed limit was observed when the presence lighting and digital speed limit trailers were deployed. However, there were two hours (3AM to 5AM) where speeds increased by 0</span></span><span style="font-family:""> </span><span style="font-family:Verdana;">-</span><span style="font-family:""> </span><span style="font-family:Verdana;">4 mph, perhaps due to the low volume at that hour. The encouraging results support the further deployment of presence lighting and speed limit trailers in nighttime construction zones for reducing vehicle speeds. Those future deployments should be monitored with connected vehicle speeds to collect additional data to broaden the evaluation of these speed mitigation techniques over a diverse set of construction zone activities.
