No

No / The roadside verges and their vegetation in selected counties of north England were evaluated for their conservation status. Thirty five different road sections each 50 m long along different A and B class roads were surveyed and the criteria selected for conservation evaluation included verge area, plant diversity, species richness, disturbance, presence of rare species and structure of hedges. A field assessment sheet was prepared in which, for each factor, a numerical rating system was used. For each factor, information was recorded to help the surveyor in choosing the appropriate score for that site. The rarity of recorded species was determined from the published sources. Most of the surveyed verges (54%) are of low conservation value, 40% are of medium conservation value and only 6% have high conservation status. Despite the unsatisfactory situation, there is considerable potential for using roadside verges for nature conservation because medium class verges could be improved by adopting sound management techniques.

Uma parcela significativa dos acidentes de trânsito nas rodovias ocorre devido à saída de veículos da pista, o que pode resultar em choques com obstáculos fixos, quedas em espaços vazios, tombamento, capotagem, etc. Esse tipo de acidente é, em geral, grave, em razão das altas velocidades desenvolvidas nas rodovias. Cerca de 1/3 dos acidentes rodoviários com vítimas fatais nos Estados Unidos resultam de saída de pista. No Brasil, estima-se que 30% dos acidentes rodoviários estão relacionados com saída da pista, sendo esse valor da ordem de 25% nos casos dos acidentes com vítimas fatais. Neste trabalho é apresentado o Modelo QRSP (formado pelas letras iniciais das palavras: Quantificação - Risco - Saída - Pista) em rodovias. O modelo permite quantificar o nível de proteção existente em cada segmento particular da rodovia (análise microscópica) e, a partir dessa informação, quantificar o nível de proteção considerando trechos longos (análise macroscópica). No modelo desenvolvido, a avaliação é feita considerando separadamente os dois lados da pista (direito e esquerdo), podendo os resultados serem compostos no caso da quantificação de trechos longos. O modelo foi desenvolvido para o caso de rodovias de múltiplas faixas por sentido (denominadas comumente de pista dupla), podendo, no entanto, também ser empregado no caso das rodovias de duas faixas e duplo sentido (rodovias de pista simples). O modelo QRSP permite determinar parâmetros não fornecidos pelos métodos ABNT (2007) - norma brasileira - e AASHTO (2002) - norma americana, proporcionando, dessa forma, uma melhor quantificação do risco na saída de veículos da pista. A análise dos resultados fornecidos pelo modelo QRSP mostra que o mesmo representa a realidade de maneira satisfatória. As informações quantitativas fornecidas pelo modelo são de grande utilidade na elaboração de projetos de melhoria das características das laterais de rodovias existentes, bem como na preparação de projetos de novas rodovias. / A significant portion of road traffic accidents on highways occurs because of the exit of vehicles from the runway, which may result in collisions with fixed obstacles, falls in empty spaces, overturning, roll over, etc. This kind of accident is in general quite severe, due to the high speeds on highways. Approximately one third of road accidents with fatalities in the United States result from the runway exit. In Brazil, it is estimated that 30% of road accidents are also related to the runway exit, bringing this value at 25% in the cases of accidents with fatal victims. The QRRE that stands for Quantification the Risk in the Runway Exit of vehicles on highways is presented in this research. The model allows to quantify the level of protection in each particular segment of the highway (microscopic analysis) and from this information, it permits to quantify the level of protection considering long segments (macroscopic analysis). In the developed model, the assessment is done considering separately the left and right sides of the runway, and the results can be compounded in the case of long segments quantification. The model was developed for the case of multilanes highways in each direction, however, this model can also be used in the case of two lanes highways with two-ways direction. The QRRE model allows to determine parameters that are not provided by the methods ABNT (2007) - Brazilian standard, - and AASHTO (2002) - American standard, which provides a better measurement of risk in the exit of vehicles from the runway. The results obtained by QRRE model show that it clearly represents the reality. The quantitative information provided by the model are useful for the development of projects in order to improve the characteristics of the roadside highways available, and the development of projects for new highways.

Lam Fung Ping. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2005-2006, design report." / Includes bibliographical references (leaf [185]). / INTRODUCTION / BACKGROUND --- p.p. 1-4 / GENERAL LOCAL CASES --- p.p. 5-80 / STREET STUDIES --- p.p. 80-101 / DETAIL UNIT STUDIES --- p.p. 102-126 / TRANSFORMATION PRICIPLES --- p.p. 127-152 / SITE & PROGRAM --- p.p. 153-156 / CONCEPT & PROCESS --- p.p. 157-171 / MODULE DESIGN --- p.p. 172-184

Transportation safety is a highly contentious issue in the design of cities and communities. To enhance community livability, urban designers, architects and city planners often encourage the placement of street trees, aesthetic street lights, and other roadside features in a buffer zone between the pedestrian realm and the vehicle travelway. While such designs clearly enhance the aesthetic quality of a roadway, conventional geometric design practice regards roadside features located in the clear zone as fixed-object hazards, and strongly discourages their use. This study examines roadside safety in urban environments to better understand the nature of urban fixed-object crashes, as well as the safety impacts of livable streetscape treatments. While the prevailing assumption is that livable street treatments have a negative impact on a roadways safety performance, the existing empirical evidence indicates that such designs are much safer than more conventional roadside designs. Current safety objections to the use of livable street treatments are not based on empirical evidence, but are instead the result of a design philosophy that systematically overlooks the real-world operating behavior of road users. This study details the origin and evolution of this philosophy, termed passive safety, and subjects it to an empirical test to evaluate its applicability to urban arterial roadways. It finds that passive safety assumptions do not meaningfully explain empirical observations of crash frequency and severity. To enhance contemporary geometric design practice, this study then proceeds to more thoroughly examine the nature and characteristics of urban roadside crashes, and proposes a new design approach, termed positive design that better addresses the twin goals of safety and livability.

Transportation corridors are designed to transfer motorists from one area to another in the safest and most efficient way possible. Unfortunately, in Indiana scenic and environmental enhancements, often, were not a priority in the past. The main problem, therefore, is that travelers of most Indiana highways have been deprived of inspiring scenic opportunities and cultural enlightenment, thus there is a need to educate those involved in the design and implementation process to take heed of the advantages these enhancements and amenities can provide.This study examines the SR 67 South transportation corridor from 1-69 at Daleville, Indiana, to Delaware CR 500 South, and proposes an overall transportation corridor concept that could be implemented. This study, also, investigates current Indiana Department of Transportation policies and practices involving scenic and environmental enhancements in transportation corridors, while specifically evaluating the department's assessment of the suggestions offered in "The Gateways of Delaware County" study (in which SR 67 was incorporated).In the end, this study provides significant insight into the "posture" of those directly involved in the design and implementation process of transportation corridors; however, augmenting that posture to the advantages and importance of scenic and environmental enhancements will remain a struggle, especially during these economically challenging times. One added subplot; How can the landscape architect provide guidance to bring new understanding to those persons involved in highway design which results in improved scenic and cultural opportunities to SR 67? / Department of Landscape Architecture

Uma parcela significativa dos acidentes de trânsito nas rodovias ocorre devido à saída de veículos da pista, o que pode resultar em choques com obstáculos fixos, quedas em espaços vazios, tombamento, capotagem, etc. Esse tipo de acidente é, em geral, grave, em razão das altas velocidades desenvolvidas nas rodovias. Cerca de 1/3 dos acidentes rodoviários com vítimas fatais nos Estados Unidos resultam de saída de pista. No Brasil, estima-se que 30% dos acidentes rodoviários estão relacionados com saída da pista, sendo esse valor da ordem de 25% nos casos dos acidentes com vítimas fatais. Neste trabalho é apresentado o Modelo QRSP (formado pelas letras iniciais das palavras: Quantificação - Risco - Saída - Pista) em rodovias. O modelo permite quantificar o nível de proteção existente em cada segmento particular da rodovia (análise microscópica) e, a partir dessa informação, quantificar o nível de proteção considerando trechos longos (análise macroscópica). No modelo desenvolvido, a avaliação é feita considerando separadamente os dois lados da pista (direito e esquerdo), podendo os resultados serem compostos no caso da quantificação de trechos longos. O modelo foi desenvolvido para o caso de rodovias de múltiplas faixas por sentido (denominadas comumente de pista dupla), podendo, no entanto, também ser empregado no caso das rodovias de duas faixas e duplo sentido (rodovias de pista simples). O modelo QRSP permite determinar parâmetros não fornecidos pelos métodos ABNT (2007) - norma brasileira - e AASHTO (2002) - norma americana, proporcionando, dessa forma, uma melhor quantificação do risco na saída de veículos da pista. A análise dos resultados fornecidos pelo modelo QRSP mostra que o mesmo representa a realidade de maneira satisfatória. As informações quantitativas fornecidas pelo modelo são de grande utilidade na elaboração de projetos de melhoria das características das laterais de rodovias existentes, bem como na preparação de projetos de novas rodovias. / A significant portion of road traffic accidents on highways occurs because of the exit of vehicles from the runway, which may result in collisions with fixed obstacles, falls in empty spaces, overturning, roll over, etc. This kind of accident is in general quite severe, due to the high speeds on highways. Approximately one third of road accidents with fatalities in the United States result from the runway exit. In Brazil, it is estimated that 30% of road accidents are also related to the runway exit, bringing this value at 25% in the cases of accidents with fatal victims. The QRRE that stands for Quantification the Risk in the Runway Exit of vehicles on highways is presented in this research. The model allows to quantify the level of protection in each particular segment of the highway (microscopic analysis) and from this information, it permits to quantify the level of protection considering long segments (macroscopic analysis). In the developed model, the assessment is done considering separately the left and right sides of the runway, and the results can be compounded in the case of long segments quantification. The model was developed for the case of multilanes highways in each direction, however, this model can also be used in the case of two lanes highways with two-ways direction. The QRRE model allows to determine parameters that are not provided by the methods ABNT (2007) - Brazilian standard, - and AASHTO (2002) - American standard, which provides a better measurement of risk in the exit of vehicles from the runway. The results obtained by QRRE model show that it clearly represents the reality. The quantitative information provided by the model are useful for the development of projects in order to improve the characteristics of the roadside highways available, and the development of projects for new highways.

Communities throughout the country are faced daily with growth and development pressures. Although such growth is vital to community economic health, its impact on the built environment is long lasting and much more difficult to address. Maintaining the identity or unique features of the community must be balanced against the effects of urban and suburban sprawl. Columbus, Indiana, a community world-renowned for its collection of modem architecture, is not immune to such pressures. This study is intended to serve as a tool for the citizens of Columbus as part of the never-ending process to create a better community and a more attractive urban setting.With Columbus serving as the setting, this urban design study explores how growth has evolved and reshaped the primary corridor running through the community--U.S. 31. Following a theoretical study of the traditional street corridor, and one's interaction with such a setting from both the motorist's and pedestrian's perspective, a detailed analysis of the 31 Corridor is conducted. The analysis encompasses a broad range of pertinent subjects including natural features, land use patterns, and urban design. Such analyses form the framework for the final section of this study.Following this analysis, recommendations for improving the 31 Corridor, and thus, Columbus as a whole are explored. The recommendations center on two primary goals. One focuses on stimulating and improving the motorist's perspective along the 31 Corridor and at the urban edges in the form of community gateways, while the second examines redevelopment strategies which intensify existing land uses and respect the established gateways. To support these goals, a series of objectives and methods are proposed. Both goals, and the supporting objectives are a means to maintain and strengthen the identity, or sense of place of Columbus. / Department of Urban Planning

Bubble Guts gave a purpose to my collection, which enabled me to invent the structure of the experience at Bubble Guts Enterprizes.

As the environmental regulations and technical progress have forced the factories’ old “end of pipe” solutions to improve, the metal emissions from point sources have decreased. Instead, the diffuse consumption emissions from goods in use now are in focus. The increased awareness of traffic as a major diffuse metal emission source emphasizes the need for more detailed information on the various traffic related sources. The main scope of this thesis is to study specific parts of metal emissions from some road traffic related sub sources such as brake lining and tyres. The metals in focus are antimony (Sb), cadmium (Cd), copper (Cu), chromium (Cr), lead (Pb), nickel(Ni) and zinc (Zn), and the research quantifies emissions from the different sub sources, trace changes over time as well as dispersal patterns and metal mobility in the roadside environment. The results show that even if the road traffic associated metal stocks are small compared to total in use stocks, their emissions are of major importance. The updated figures show that despite material developments during the last 10 years, tyres still are one of the main sources of Zn and Cd, while it can be excluded as a source of concern for the other metals studied. Brake linings are shown to be an especially pronounced source for Cu and Sb. The Pb and Cd emissions from brake linings and tyres have decreased as a result of decreasing material concentrations in these sources, most likely a result of EU regulations. Further the results reveals galvanized goods to be a major road traffic related source for Zn. The results show that the total metal concentrations in roadside soils have increased 3-16 times compared to regional background during the last decades. Each metal has a limited dispersal distance from the roads as well as down in the soil profile. Most metals are found within 10 m from the road in the uppermost 10 cm of the topsoil. However, the sequential extractions show that a large part of the metals found in the soil are rather easily mobilized and can be redistributed if the roadside soils become disturbed. Metals emitted due to decelerating activities are not correlated to elevated concentrations near road junctions. Instead the metals appear to be more evenly spread along the whole driven distance. The study points out Sb as an element that might be problematic to analyse. For Sb, which is sparsely studied as a roadside contaminant, there is a need of more general knowledge as it has a high accumulation rate in roadside soils. / I takt med ökade regleringar inom miljöområdet och en snabb teknikutveckling har fabrikerna allt mer spelat ut sin roll som emissionskällor till miljön. Istället har den diffusa emissionen som kommer från produktanvändning fått en större betydelse. En ökad medvetenhet om transporter och trafikens betydelse för samhällets konsumtionsemissioner understryker det ökade kunskapsbehovet för de trafikrelaterade emissionskällorna. Avhandlingens huvudsyfte är att studera specifika delar av metallemissionen från vissa trafikrelaterade källor så som bromsbelägg och däck. Metallerna som är i fokus är antimon (Sb), bly (Pb), kadmium (Cd), koppar (Cu), krom (Cr), nickel (Ni) och zink (Zn) och forskningen strävar efter att kvantifiera emissionerna från de olika källorna, spåra förändringar i emissioner över tid, kartlägga utsläppsmönster och metallrörlighet i vägnära jord. Resultaten pekar på att även om de trafikrelaterade källorna kvantitativt är små i jämförelse med de totala källorna så är deras emissioner av stor betydelse. De nya siffrorna visar att trots en materialutveckling inom området under det senaste årtiondet så är fortfarande däck en av de största källorna för Cd och Zn i stadsmiljö, medan de kan avfärdas som källa för de övriga studerade metallerna. Studien visar att bromsbelägg fortfarande är en viktig källa för Cu och Sb. Bly- och Cd-emissionerna från däck och bromsbelägg har däremot minskat drastiskt under samma period. Denna minskning beror troligen på en reglering på EU-nivå. Dessutom visar resultaten att galvaniserade ytor är den viktigaste källan till Zn i stadsmiljö. Metallkoncentrationerna i vägnära jord har ökat med 3 – 16 ggr jämfört med bakgrundshalterna i de undersökta områdena. Metallerna uppvisar endast en begränsad spridning från vägen och ner i jordprofilen. Den största metallpåverkan återfinns inom 10 m från vägen och i de översta 10 cm av jorden. Trots den begränsade spridningen så uppvisar de flesta metallerna en förhållandevis hög rörlighet, vilket innebär att de kan bli mobila vid störning av jorden. De bromsrelaterade metallerna uppvisar ingen korrelation till förhöjda halter nära korsningar utan är mer jämnt spridda över hela körsträckan. Studien pekar ut Sb som ett element som kan vara problematiskt att analysera på grund av dess flyktighet. Trots att Sb för närvarande har en snabb ackumulationstakt i trafikmiljö så är den endast sparsamt studerad. Mer generell kunskap om Sb är därför önskvärd.