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Although scholars have developed simulation models and analyzed bankability criteria in numerous papers to enhance the financial outcomes of Public-Private Partnerships (PPPs), the intersection between both fields considering alternatives to assess the financial impact of flexibility in both scope and financing, remains underdeveloped. To address this gap, this paper introduces a financial model that assesses the financial impact of suitable life-cycle flexibility alternatives while coexisting with revenue performance alterations in each project phase within toll road PPPs. This model serves as a tool to gain insight into the planning of strategic actions to implement flexibility in both scope and financing. Based on system dynamics and validated using financial data from two toll road PPPs in India and East Europe, simulation results suggest that two key drivers (capital expenditures and debt repayment period) have the greatest influence on financial performance. Findings support the implementation of flexible scopes to effectively address the most influential exogenous factor impacting the financial performance of PPPs, namely traffic shortfalls. This model provides a suitable tool for assessing the life-cycle economic sustainability of PPPs in uncertain and complex environments. [ABSTRACT FROM AUTHOR]

TRPM4 is a calcium activated non-selective cation channel, impermeable to Ca2+, in neurons it has been implicated in the regulation of the excitability and in the persistent firing. Cholinergic stimulation is also implicated in changes in excitability that leads neurons to an increased firing frequency, however it is not clear whether TRPM4 is involved in the cholinergic-induced increase in firing frequency. Here using a combination of patch clamp electrophysiology, Ca2+ imaging, immunofluorescence, fluorescence recovery after photobleaching (FRAP) and pharmacological approach, we demonstrate that carbachol (Cch) increases firing frequency, intracellular Ca2+ and that TRPM4 inhibition using 9-Ph and CBA reduces firing frequency and decreases the peak in intracellular Ca2+ induced by Cch in cortical pyramidal neurons in culture. Moreover, we determined that cholinergic stimulation reduces TRPM4 recycling and stabilizes TRPM4 in the plasma membrane. Together our results indicate that cholinergic stimulation increases firing in a TRPM4 dependent manner, and also increases the TRPM4 stability in the membrane, suggesting that TRPM4 is locked in microdomains in the membrane, possibly signaling or cytoskeleton proteins complexes. [ABSTRACT FROM AUTHOR]

The intensive use, development, and expansion of the road network is expanding the zones of direct impact of road transport on forest ecosystems. Issues related to the mobility of trace elements in forest ecosystems along motorways are very important due to the numerous environmental risks associated with the excessive accumulation of metals, the ability to migrate and accumulate in plants and animals, and the risk of transferring these elements to higher trophic levels. The aim of this article was therefore to determine the impact of road traffic on the basis of contents of trace metals Cd, Cr, Cu, Ni, Pb, and Zn and to describe the relationship of these contents in moss gametophytes and blueberry leaves taken in the vicinity of an existing and variously expanded expressway (S7, Poland, Europe). Analyses of transport impacts included the effects of distance and time of pollutant deposition and road transport on habitat and stand conditions. The highest contents of Cd, Cr, Cu, Ni, Pb, and Zn in moss tissues were found in fir stands and the contents were, respectively, 0.36 mg·kg−1, 5.91 mg·kg−1, 12.5 mg·kg−1, 3.26 mg·kg−1, 8.82 mg·kg−1, and 55.28 mg·kg−1. Mosses showed the best bioindication capacity of all of the studied ecosystem elements. The Pb, Zn, Cr, Cu, and Ni contents were particularly markedly elevated in moss tissues relative to non-anthropopressured areas and dependent on distance from the emitter (road). Blueberry proved to be a less useful bioindicator, as the contents of Cd, Cr, Cu, Ni, Pb, and Zn found were similar to the data from non-anthropopressured areas and were, respectively, 0.09 mg·kg−1, 0.98 mg·kg−1, 7.12 mg·kg−1, 2.49 mg·kg−1, 1.18 mg·kg−1, and 15.91 mg·kg−1 in fir stands and 0.04 mg·kg−1, 0.47 mg·kg−1, 6.63 mg·kg−1, 1.65 mg·kg−1, 0.72 mg·kg−1, and 17.44 mg·kg−1 in pine stands. [ABSTRACT FROM AUTHOR]

In our study, we describe how the performance of certain modes of goods and passenger transport, as well as the postal service, has developed over the past hundred years, and how the stock of individual vehicles has changed. Technical development and methodological changes have significantly influenced the measurement and publication of certain areas of transport statistics. Based on the collection and processing of data from the Hungarian Statistical Yearbooks, we can state that natural metrics are capable of capturing long-term trends and well characterize the transport policy decisions of individual eras, as well as economic business cycles. [ABSTRACT FROM AUTHOR]

There is no intervention that quickly reduces a person's blood alcohol content (BAC). "Sober up before you drive" may prevent road traffic injury (RTI) caused by alcohol consumption. The aim of this study was to analyze the risk of RTI on an hourly basis (1–6 h) after the last drink and the determinants of this risk. This was a case-crossover study of alcohol consumption among 430 patients who suffered an RTI and arrived at an emergency department in a large hospital in Mexico City from January to April 2022. Of the 430 patients studied, 46 reported drinking within 1 h before the RTI, for a risk ratio (RR) of 7.7 (95% CI [5.6, 10.4]). This RR decreased to 2.2 (95% CI [1.3, 3.7]) for the 12 patients drinking in the second hour before the RTI and was null for those drinking earlier (p ≤ 0.001 for the trend). The induction time was 3 h among those with higher BAC and intoxication levels. The RR for an RTI decreases 71% from the first to second hour from the last drink and 32% from the second to third hour. This decrease was similar among those intoxicated and those with increased BACs. In multiple regression models, higher levels of intoxication and higher BACs remained associated with higher RRs. People should avoid driving after drinking. Waiting to drive, walking, or riding after drinking reduces the risk of an RTI, especially for people with higher BAC and intoxication levels. • The risk of TRI was higher 1 h after the last drink and decreased thereafter. • Risk was similar for drivers, pedestrians, and passengers. • The induction time was 1–2 h, extended for those with high BAC or intoxication. • Elevated risk depended on BAC at hospital entry and feeling intoxicated at injury. [ABSTRACT FROM AUTHOR]

The aim of the study was an assessment of the pollution level and identification of the antimony sources in soils in areas subjected to industrial anthropopressure from: transport, metallurgy and electrical waste recycling. The combination of soil magnetometry, chemical analyzes using atomic spectrometry (ICP-OES and ICP-MS), Sb fractionation analysis, statistical analysis (Pearson’s correlation matrix, factor analysis) as well as Geoaccumulation Index, Pollution Load Index, and Sb/As factor allowed not only the assessment of soil contamination degree, but also comprehensive identification of different Sb sources. The results indicate that the soil in the vicinity of the studied objects was characterized by high values of magnetic susceptibility and thus, high contents of potentially toxic elements. The most polluted area was in the vicinity of electrical waste processing plants. Research has shown that the impact of road traffic and wearing off brake blocks, i.e. traffic anthropopression in general, has little effect on the surrounding soil in terms of antimony content. Large amounts of Pb, Zn, As and Cd were found in the soil collected in the vicinity of the heap after the processing of zinc–lead ores, the average antimony (11.31 mg kg−1) content was lower in the vicinity of the heap than in the area around the electrical and electronic waste processing plant, but still very high. Antimony in the studied soils was demobilized and associated mainly with the residual fraction. [ABSTRACT FROM AUTHOR]

Copyright of Revista Foco (Interdisciplinary Studies Journal) is the property of Revista Foco and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Objective. To estimate the prevalence of non-fatal road traffic injuries (RTIs), their characteristics, trend and consequences in the Mexican population. Materials and methods. A descriptive study using data from the National Health and Nutrition Survey (Ensanut Continua 2021-2023), designed with probabilistic, multistage, and stratified sampling. The prevalence of RTIs by sex, age group, region, residence area, well-being index, and type of road user was estimated, as the proportion of use of protective measures and health consequences. Results. The prevalence of non-fatal RTIs was 1.31% (95%CI: 1.1,1.5), approximately 1.6 million individuals, of whom more than 90% required medical attention and 28.4% reported a permanent health consequence. They were more frequent in urban areas and the regions of Estado de México and Peninsula (79.1, 15.1, and 14.1%, respectively), in males (71.1%), and in motorcycle users. Conclusions. The increase in the prevalence of nonfatal RTIs and the persistence of risky road safety behaviors underline the urgency of strengthening public policies and their implementation. [ABSTRACT FROM AUTHOR]

Childhood asthma is a major health issue in Australia, and traffic emissions play a causative role. Two urban planning policies that impact children's exposure to traffic emissions are considered in terms of the potential health risks to children in a Melbourne suburb with high truck volumes and hospital attendances for childhood asthma. Firstly, the health impact assessment component of the state planning approval of a major road project, and secondly, local government placement of childcare centres and schools in relation to freight routes. Three sources of air quality monitoring data were examined: (i) a Victorian EPA reference site; (ii) a site with planning approval for development into a childcare centre; and (iii) five sites within the boundary of the West Gate Tunnel Project, an AUD 10 billion road and tunnel project. The Australian Urban Research Infrastructure Network data was utilised to assess distances of childcare centres and schools from major truck routes. A range of cconcentration–response functions for childhood asthma (0–18 years) from international systematic meta-analyses and a smaller Australian cross-sectional study were applied to comparative elevations in fine particulate matter (PM2.5) and nitrogen dioxide (NO2) concentrations between the EPA reference monitor (used for project risk assessment) and local roadside data. It was found that comparative elevations in NO2 concentrations were associated with the following risk increases: developing asthma 13%, active asthma 12%, and lifetime asthma 9%. Overall, 41% of childcare centres (n = 51) and 36% of schools (n = 22) were ≤150 m to a high-density truck route. Truck emissions likely make a substantial contribution to childhood asthma outcomes in the project area. This study exemplifies how current practices may not be commensurate with guiding policy objectives of harm minimisation and equitable protection. [ABSTRACT FROM AUTHOR]

The consequences of sustainable and greener mobility have been demonstrated previous year by the pandemic situation. One significant benefit was to reduce the level of noise, dust and air pollution from the traffic in many European countries due to reduced mobility most of the population. Positive phenomena was also recorded in the Slovak Republic. Today's urban mobility offers new, more sustainable ways of transport for residents, especially app-based and shared-ride services, which have become increasingly widespread and very popular. Undoubtedly offer a level of convenience unseen before in the urban mobility systems throughout the world. Although new forms of transport are developed in most Slovak cities, their operation is not very rational and therefore individual car transport still dominates at the expense of sustainable ways of transport. In our paper, we analyze the traffic situation in the city of Nitra, as the large number of trips in the course of the peak-hours often results in severe traffic congestion. Multimodality is one of the solutions to improve the current traffic situation, as it allows urban residents to choose from a range of alternative travel options. The main aim of this paper is to determinate the possibilities of multimodal urban mobility in the city of Nitra in addition to analyze how the potential change in the variability of choice of means of transport affects the urban mobility behaviour. In order to meet stated objectives, a marketing research was conducted. The research findings point to the fact that the current urban infrastructure and overall possibilities are limited, the consequence of which is that travel behaviour of citizens does not demonstrate the features of sustainable urban mobility. Our results point to major differences in attitudes of Nitra´s residents from different urban and sub-urban areas. [ABSTRACT FROM AUTHOR]

This paper bridges the gap between the literature on the pandemic's effects on mobility and the literature on the impact of low emission zones (LEZ). Using data for large European cities in the period 2018–2021, we examine whether LEZs may explain differences in the recovery patterns of traffic in European cities after the shock of Covid. Controlling for several city attributes, we examine whether LEZ cities are less congested before and after the pandemic in comparison to non-LEZ cities. LEZs may have been more effective in reducing congestion after the pandemic because the fleet renewal process has slowed down or, alternatively, LEZs may be a proxy of unobservable factors related with attitudes of governments and citizens toward a sustainable mobility. Our results validate the traffic-mitigating role of the LEZ after the Covid-19 pandemic, although such result only holds for the pioneering LEZ cities. Hence, the traffic-mitigating role of the LEZ after the Covid-19 pandemic seems to be related to unobservable attributes that influenced the early decision to implement a LEZ. In this regard, we also find that LEZs may have induced a change in local attributes related to sustainable mobility given that we do not find differences between LEZs decided at the local or regional level. [ABSTRACT FROM AUTHOR]

Traffic management is a critical activity, the population is increasing day by day and so the traffic on the road is also increasing. Traffic jams and long waiting queues of vehicles at the road crossing are now part of everyone's life. The traffic lights used at the crossing to regulate the traffic play a vital role in the smooth functioning of traffic movement. At a crossing of four roads, it has been observed that giving an equal amount of green light to all roads is meaningless since the arrival of traffic on different paths is different. Importantly, the arrival rate is responsible for all traffic jams, long queues, and increased waiting time. Therefore, this paper suggests a green light allocation scheme for all paths i depending on the arrival rate of the vehicles. Thus, the allocation of green light will be dynamic. Further, weight is also computed, where more arrival rate means more weight, thereby assigning more time to the green signal. This will help in reducing the long queue length, residual traffic, and long waiting times. On simulating the traffic with the traffic data, the proposed optimized green light allocation scheme to path i reduces the residue traffic to negligible, allowing smooth traffic flow even during peak hours. The work also provides a proficient optimization of the waiting time of vehicles accumulated during the red light. According to the simulation, the maximum time assigned for the green signal during the peak hour of 9:30 AM to 10:00 AM for paths i , where 1 ≤ i ≤ 4 is 39.96, 33.36, 26.64, and 20.04 seconds respectively. Similarly, during the second rush hour of 5:00 PM to 6:00 PM, the simulation assigns a green signal time of 41.4, 37.2, 24.84, and 16.56 seconds for corresponding paths 1–4. Thus, the proposed work suggests an effective traffic management scheme at the four-road crossing. [ABSTRACT FROM AUTHOR]

Road traffic accidents pose a global challenge with substantial human and economic costs. Iran experiences a high incidence of road traffic injuries, leading to a significant burden on society. This study aims to predict the future burden of road traffic injuries in Iran until 2030, providing valuable insights for policy-making and interventions to improve road safety and reduce the associated human and economic costs. This analytical study utilized time series models, specifically autoregressive integrated moving average (ARIMA) and artificial neural networks (ANNs), to predict the burden of road traffic accidents by analyzing past data to identify patterns and trends in Iran until 2030. The required data related to prevalence, death, and disability-adjusted life years (DALYs) rates were collected from the Institute for Health Metrics and Evaluation database and analyzed using R software and relevant modeling and statistical analysis packages. Both prediction models, ARIMA and ANNs indicate that the prevalence rates (per 100,000) of all road traffic injuries, except for motorcyclist road injuries which have an almost flat trend, remaining at around 430, increase by 2030. Based on estimations of both models, the rates of death and DALYs due to motor vehicle and pedestrian road traffic injuries decrease. For motor vehicle road injuries, estimated trends decrease to approximately 520 DALYs and 10 deaths. Also, for pedestrian road injuries these rates reached approximately 300 DALYs and 6 deaths, according to the models. For cyclists and other road traffic injuries, the predicted DALY rates by the ANN model increase to almost 50 and 8, while predictions conducted by the ARIMA model show a static trend, remaining at 40 and approximately 6.5. Moreover, these rates for the prediction of death rate by the ANN model increased to 0.6 and 0.1, while predictions conducted by the ARIMA model show a static trend, remaining at 0.43 and 0.07. According to the ANN model, the predicted rates of DALY and death for motorcyclists decrease to 100 and approximately 2.7, respectively. On the other hand, predictions made by the ARIMA model show a static trend, with rates remaining at 200 and approximately 3.2, respectively. The prevalence of road traffic injuries is predicted to increase, while the death and DALY rates of road traffic injuries show different patterns. Effective intervention programs and safety measures are necessary to prevent and reduce road traffic accidents. Different interventions should be designed and implemented specifically for different groups of pedestrians, cyclists, motorcyclists, and motor vehicle drivers. [ABSTRACT FROM AUTHOR]

Increased daily exposure to fine particulate matter air pollution (PM2.5) is associated with increased morbidity, yet high exposures over shorter timeframes (e.g., hourly) may also play a role. Transportation is a milieu for increased transient pollution exposures. Both the road traveled and nearby roadways (i.e., surrounding road density) may play a role in increased PM2.5 exposure during commutes. For 2311 min of commutes, corresponding to 25 participants, we obtained in-vehicle PM2.5 exposures using personal monitors and, through GPS data, road features, including road density and road type (e.g., highway vs. local roads). We considered the density of both the surrounding highways and the local roads at 500 m and 1000 m resolutions. We estimated associations of road features with minute-averaged in-vehicle PM2.5 by applying linear mixed-effects models with random intercepts and autoregressive errors. The difference in log PM2.5, comparing the highest vs. lowest quartile of highway road density at 1 km resolution, was 0.09 log μg/m3 (95% confidence interval: 0, 0.19), which was similar to the difference between driving on highways vs. local roads (0.07 log μg/m3 (95% confidence interval: 0.00, 0.14)). Estimated differences were attenuated for local road density and 500 m resolution. The results were robust to adjustment for meteorology and ambient PM2.5. Unlike road features such as speed and road type, the surrounding road density is less modifiable during transportation. Therefore, road choice may not have a large impact on personal PM2.5 exposures. [ABSTRACT FROM AUTHOR]

Counter-terrorism measures and preparedness play a critical role in securing mass gatherings, soft targets, and critical infrastructures within urban environments. This paper introduces a comprehensive Decision Support System developed as part of the S4AllCitites project, designed to seamlessly integrate with existing legacy systems in Smart Cities. The system encompasses urban pedestrian and vehicular evacuation, incorporating predictive models to anticipate the progression of incendiary and mass shooting attacks, alongside a probabilistic model for threat assessment in the case of improvised explosive devices. A notable achievement of this research is the successful implementation and deployment of the system in operational environments through pilot studies. It empowers public and private security operators with real time decision support capabilities during both prevention and intervention stages of potential attacks. The decision support information provided encompasses various aspects, including optimal evacuation strategies, estimated egress times, pedestrian movement profiles, probability assessments, and the potential impact of different terrorist threats in terms of casualties. Additionally, the system offers real-time insights into the status of the traffic network under normal and unusual conditions, enabling efficient emergency management throughout its progression. This includes the ability to identify optimal intervention routes and assess the impact of anomalous traffic resulting from evacuations. [ABSTRACT FROM AUTHOR]

Objectives: The noise intensity emitted by transportation vehicles in the city of Hit was measured, and for all the city's neighborhoods at specific points (5) m away from the noise source and for a period of (2) minutes. The measurement was made using a sound level meter (Edos\Ds-102). The measurement points were determined using the GPS system to determine locations.Methodology: The research relied on the descriptive and analytical-deductive approach as well as field work.Results: The noise was measured at the specified points (5) times and the average for these points was taken, by calculating the reading rate for the roads and streets of the city of Hit and measuring the noise intensity resulting from the various means of transportation and traffic in these streets. It was found that the highest noise intensity rate was recorded in Al-Jisr Street and its value reached (82dB) in the morning period as it is one of the important commercial streets and witnesses traffic congestion. As for the lowest reading rate, it was recorded in (Hit Hospital) Street and its value reached (64dB) in the evening. It is noted that the noise intensity measured by means of transportation in the study area is higher than the global and local determinants.Conclusion: The highest noise intensity rate was recorded in Al-Jisr Street and its value reached (82.4 dB) in the morning period as it is one of the important commercial streets that witnesses traffic congestion in the morning period, followed by Al-Jari Street with a measurement rate of (82 dB). The lowest reading rate was recorded in Hit Hospital Street, with a value of (64dB) in the evening. It is noted that the noise intensity measured by means of transportation in the study area is higher than the global and local standards. Map (2) shows the distribution of road and means of transportation noise in the city of Hit.

The transportation sector wields substantial influence on society, encompassing economic, social and environmental dimensions of sustainability. Recognising environmentally conscious actions initiated by individuals, particularly at grassroots levels, fosters the development of a pro-environmental social identity. The article aims to analyse the transportation systems from a bottom-up perspective within a municipality. Consequently, three objectives are proposed for this research paper: investigate citizen behaviour regarding transportation, assess the strengths and weaknesses of communities based on citizen perspectives and generate ideas for improving transit through responsible management principles using a bottom-up approach. It has been determined that private car is the most commonly used mode of transportation. The number of cars is the only variable that influences the choice of transportation. A significant positive relationship has been identified between the number of cars and car travels, while a negative relationship has been observed between the number of cars and travels by transit, pedestrian or bicycle. In addition to this, other significant relationships were determined. Regarding the second objective, the majority of the interviewees perceive that the commune lacks any significant strengths. In terms of enhancement opportunities, respondents express a desire for improvements in pedestrian and cyclist infrastructure, transit facilities and the addition of more lanes and roads.

Safety is a global concern affecting learners to and from schools. The negative effects on learners are physical and psychological and could lead to disability, depression, and decline in learner performance. Scholars are entitled to a safe schooling climate that is free from endangering their lives. The main objective of this paper was to explore safety issues faced by scholar patrols in their attempt to safeguard scholar pedestrians on their way to and from schools. A qualitative approach with a case study design was employed to provide an understanding of the threat to safety as experienced by scholar patrollers. Participants in this paper comprised educators, parents, and Grade six learners of the two former Model-C schools in the Potgietersrus circuit in Limpopo Province. Data from interviews and a document review were the data collection methods. Data collected was analysed through thematic content analysis. Research results indicated that the safety and security of scholar patrollers are receiving increasing attention. Also, the scholar patrol comprises two teams that relieve each other on an alternatively scheduled basis, scholar patrol is a call for unselfish services by fellow pupils to their communities hence the programme of scholar patrollers provides safer access to primary schools at nearby crossings. Based on the shared research results, it was recommended that all stakeholders such as educators, parents, and scholar patrollers should continue to take scholar patrolling seriously since it serves to safeguard fellow learners. The study on scholar patrolling will contribute to teaching about road safety and encourage learners to observe the rules of safety.

Purpose: Road traffic accidents pose a global challenge with substantial human and economic costs. Iran experiences a high incidence of road traffic injuries, leading to a significant burden on society. This study aims to predict the future burden of road traffic injuries in Iran until 2030, providing valuable insights for policy-making and interventions to improve road safety and reduce the associated human and economic costs. Methods: This analytical study utilized time series models, specifically autoregressive integrated moving average (ARIMA) and artificial neural networks (ANNs), to predict the burden of road traffic accidents by analyzing past data to identify patterns and trends in Iran until 2030. The required data related to prevalence, death, and disability-adjusted life years (DALYs) rates were collected from the Institute for Health Metrics and Evaluation database and analyzed using R software and relevant modeling and statistical analysis packages. Results: Both prediction models, ARIMA and ANNs indicate that the prevalence rates (per 100,000) of all road traffic injuries, except for motorcyclist road injuries which have an almost flat trend, remaining at around 430, increase by 2030. Based on estimations of both models, the rates of death and DALYs due to motor vehicle and pedestrian road traffic injuries decrease. For motor vehicle road injuries, estimated trends decrease to approximately 520 DALYs and 10 deaths. Also, for pedestrian road injuries these rates reached approximately 300 DALYs and 6 deaths, according to the models. For cyclists and other road traffic injuries, the predicted DALY rates by the ANN model increase to almost 50 and 8, while predictions conducted by the ARIMA model show a static trend, remaining at 40 and approximately 6.5. Moreover, these rates for the prediction of death rate by the ANN model increased to 0.6 and 0.1, while predictions conducted by the ARIMA model show a static trend, remaining at 0.43 and 0.07. According to the ANN model, the predicted rates of DALY and death for motorcyclists decrease to 100 and approximately 2.7, respectively. On the other hand, predictions made by the ARIMA model show a static trend, with rates remaining at 200 and approximately 3.2, respectively. Conclusion: The prevalence of road traffic injuries is predicted to increase, while the death and DALY rates of road traffic injuries show different patterns. Effective intervention programs and safety measures are necessary to prevent and reduce road traffic accidents. Different interventions should be designed and implemented specifically for different groups of pedestrians, cyclists, motorcyclists, and motor vehicle drivers.

Traffic management is a critical activity, the population is increasing day by day and so the traffic on the road is also increasing. Traffic jams and long waiting queues of vehicles at the road crossing are now part of everyone's life. The traffic lights used at the crossing to regulate the traffic play a vital role in the smooth functioning of traffic movement. At a crossing of four roads, it has been observed that giving an equal amount of green light to all roads is meaningless since the arrival of traffic on different paths is different. Importantly, the arrival rate is responsible for all traffic jams, long queues, and increased waiting time. Therefore, this paper suggests a green light allocation scheme for all paths i depending on the arrival rate of the vehicles. Thus, the allocation of green light will be dynamic. Further, weight is also computed, where more arrival rate means more weight, thereby assigning more time to the green signal. This will help in reducing the long queue length, residual traffic, and long waiting times. On simulating the traffic with the traffic data, the proposed optimized green light allocation scheme to path i reduces the residue traffic to negligible, allowing smooth traffic flow even during peak hours. The work also provides a proficient optimization of the waiting time of vehicles accumulated during the red light. According to the simulation, the maximum time assigned for the green signal during the peak hour of 9:30 AM to 10:00 AM for paths i, where 1≤i≤4 is 39.96, 33.36, 26.64, and 20.04 seconds respectively. Similarly, during the second rush hour of 5:00 PM to 6:00 PM, the simulation assigns a green signal time of 41.4, 37.2, 24.84, and 16.56 seconds for corresponding paths 1–4. Thus, the proposed work suggests an effective traffic management scheme at the four-road crossing.

The authors consider the features of multi-agent modeling for traffic optimization in the central areas of cities. While evaluating the unique challenges associated with the high concentration of vehicles, pedestrians and historical buildings, the potential of multi-agent systems to effectively solve the problem of congestion, safety and quality of life in urban areas is investigated. The potential of multi-agent modeling in the context of traffic management in the central areas of the city allows us to identify the key challenges and opportunities. Many scientists address the main aspects of such modeling and use them in the transport and road sectors. A review of current research and development has shown that multi-agent models aim to simulate and optimize the supervision and control of transportation in various traffic scenarios. Modeling traffic organization in the central areas of cities is one of the main elements of urban development planning and management. Due to the growing population of cities and the increasing number of vehicles, the problems of congestion, air pollution, and inefficient use of infrastructure are becoming increasingly relevant. Therefore, it can be noted that multi-agent traffic modeling opens up new prospects for developing effective traffic management strategies, providing a flexible and adaptive solution to these problems. The research analyzes the existing approaches, identifies the system`s key components, and develops a model that demonstrates the interaction between agents and the environment based on a mathematical description. A practical simulation of the model, carried out using the AnyLogic software on the example of Lesia Ukrainka Boulevard in Kyiv, confirms the effectiveness of the multi-agent approach. The results of the study indicate the possibility of applying the developed model to improve intelligent information systems for traffic flow management, which opens up new prospects for improving traffic in the central areas of cities.

Background. Red-light violations (RLV) cause thousands of injuries and fatalities annually. All red lights are when all the traffic lights are red and require the evacuation of the intersection. In Iran, drivers disregard their approach’s signals, leading to serious front-to-side collisions. This study examined the violation relationship with traffic parameters and presented strategies for preventing front-to-side crashes at signalized intersections. Methods. Field data from 11 signalized intersections in Tabriz with a total of 27 approaches and various traffic and geometric characteristics were used for this study in order to determine factors influencing all RLVs. Results. The findings indicated that the risk of all RLVs increased with the red-light time variable in each approach. In addition, the risk of all RLVs was greater when the width of the approach and the number of vehicles in the first queue were lower. The variable of the left-turn type was also significant in the model and demonstrated that if the left-turn type is permitted, the risk of all RLVs would be higher. Conclusion. The results of this study can be used to prioritize the installation of cameras for crossing the stop line during red lights at intersections. Practical Implications. The location of adjacent traffic lights and pedestrian signal lights should be designed in such a way that they are not in the direct view of drivers and that they do not follow the changes in the adjacent approach traffic lights and start moving when the approach light turns green.

Abstract Higher concentrations of air pollutants, such as nitrogen dioxide (NO $$_\text {2}$$ 2 ) and particulate matter (PM), are observed in streets compared to the urban background. These concentrations could be predominantly attributed to road traffic, which remains an important source despite relentless efforts. In this study, performed over the Paris area, the impacts of the evolution of the fleet composition on urban air quality down to the street scale is assessed with two scenarios assuming the introduction of very-low-emission vehicles. Exhaust emission factors for these vehicles are based on the improvement of engine and after-treatment technologies, leading to factors lower than those proposed for the European emission standard Euro 7. Using the year 2014 as the baseline, very-low-emission vehicles are introduced up to the year 2030 for the Paris region. NO $$_\text {2}$$ 2 emissions are thus reduced by 68 % in streets, and concentrations by 53 %. However, PM concentration reduction is limited to 18 % in streets as non-exhaust emissions from tyre and brake wear and road abrasion are preponderant. PM emissions from non-exhaust sources represent 59 % of the total road-traffic emission of PM in 2014 and 89 % in 2030. Non-regulated pollutant concentrations are also reduced, by 42 % for black carbon and 30 % for organic matter. Considering only very-low-emission and electric vehicles in the fleet further reduce NO $$_\text {2}$$ 2 emissions and concentrations by 99.5 % and 80 % respectively. PM concentrations are only reduced by 22 %. This study highlights the high reduction potential of NO $$_\text {2}$$ 2 concentrations with very-low-emission and electric vehicles, because of reduction of exhaust emissions. However, difficulties remain to reduce PM concentrations in urban areas, with the large majority of PM traffic emissions coming from non-exhaust sources.

Introduction: Air pollution, largely driven by transportation emissions, poses significant health risks, including respiratory diseases, for individuals worldwide. Traffic police officers, who face prolonged exposure to vehicular emissions, are particularly vulnerable to respiratory morbidity. However, limited research exists on this topic, especially in regions like Hyderabad, India, known for poor air quality. This cross-sectional study aimed to investigate the prevalence and associated factors of respiratory morbidity among traffic police personnel in Hyderabad. Methods: A cross-sectional study was conducted from January 2021 to January 2023 among 258 traffic police personnel aged 25-58 years in Hyderabad. Data collection involved structured interviews using a questionnaire adapted from ATS DLD-78, lung function measurements via peak flow meter and spirometry, and assessment of environmental exposure using Air Quality Index data. Statistical analysis included descriptive statistics and logistic regression. Results: The study revealed a high prevalence of respiratory symptoms among traffic police personnel, with 32.5% reporting frequent respiratory complaints and 29.8% reporting chronic complaints. Lung function assessments indicated obstructive patterns in 28.7% of participants. Factors such as age over 35 years and exposure to areas with poor Air Quality Index showed statistically significant associations with respiratory morbidity. However, educational level, duration of exposure to traffic, smoking, and mask usage did not exhibit significant differences in respiratory morbidity. Conclusion: The study's findings underscore the increased risk of respiratory morbidity among traffic police officers due to prolonged exposure to vehicular emissions. Regular awareness sessions on personal protective equipment (PPE) and periodic health checkups are imperative to decrease health risks within this occupational group. Furthermore, rotating traffic police postings based on Air Quality Index rankings could help reduce exposure to pollutants and protect respiratory health. These interventions are crucial in addressing the significant burden of respiratory diseases among traffic police personnel in urban environments like Hyderabad.

Abstract Numerous efforts have been made to address the section‐level travel speed prediction problem. However, section‐level predictions can hardly be used for fine‐grained applications, such as lane management and lane‐level navigation. The main reason for this is that significant speed heterogeneity exists among the lanes within one section. Thus, this study proposes a three‐dimensional (3D) dual attention convolution‐based deep learning model for predicting the lane‐level travel speed. 3D convolutions are designed to learn high‐dimensional spatiotemporal traffic flow features, that is, the relationships between different sections, lanes, and periods. Dual attention modules are used to focus on the traffic flow propagation patterns and to explain the model's mechanisms. To evaluate the proposed model, an indicator is introduced to assess the spatio‐temporal learning ability, based on targeting the lane‐level case. Evaluation experiments are conducted based on loop detector data in Shanghai, China. The results show that high accuracy is obtained by the proposed model, with a 2.9 km/h mean absolute error, thereby outperforming several existing methods. Finally, an in‐depth analysis is provided regarding the attention coefficients and interpretation of real‐world lane‐level traffic flow propagation patterns, so as to gain insights into the model's mechanism when capturing dynamic lane‐level traffic flow.

Higher concentrations of air pollutants, such as nitrogen dioxide (NO 2 ) and particulate matter (PM), are observed in streets compared to the urban background. These concentrations could be predominantly attributed to road traffic, which remains an important source despite relentless efforts. In this study, performed over the Paris area, the impacts of the evolution of the fleet composition on urban air quality down to the street scale is assessed with two scenarios assuming the introduction of very-low-emission vehicles. Exhaust emission factors for these vehicles are based on the improvement of engine and after-treatment technologies, leading to factors lower than those proposed for the European emission standard Euro 7. Using the year 2014 as the baseline, very-low-emission vehicles are introduced up to the year 2030 for the Paris region. NO 2 emissions are thus reduced by 68 % in streets, and concentrations by 53 %. However, PM concentration reduction is limited to 18 % in streets as non-exhaust emissions from tyre and brake wear and road abrasion are preponderant. PM emissions from non-exhaust sources represent 59 % of the total road-traffic emission of PM in 2014 and 89 % in 2030. Non-regulated pollutant concentrations are also reduced, by 42 % for black carbon and 30 % for organic matter. Considering only very-low-emission and electric vehicles in the fleet further reduce NO 2 emissions and concentrations by 99.5 % and 80 % respectively. PM concentrations are only reduced by 22 %. This study highlights the high reduction potential of NO 2 concentrations with very-low-emission and electric vehicles, because of reduction of exhaust emissions. However, difficulties remain to reduce PM concentrations in urban areas, with the large majority of PM traffic emissions coming from non-exhaust sources. [ABSTRACT FROM AUTHOR]

Seatbelts and airbags are safety devices designed to prevent road traffic injuries (RTI). They reduce fatal outcomes in patients with RTI; however, studies comparing the preventive effectiveness of these devices are limited. This study aimed to compare the effectiveness of these devices in reducing mortality of patients with RTI. This retrospective cohort study was conducted using the Emergency Department-based Injury In-depth Surveillance (EDIIS) registry between January 2011 and December 2020. All patients who sustained RTI in vehicles with <10 seats were eligible. The target population was categorized into four groups: seat belt use and airbag deployment, seatbelt use-only, airbag deployment-only and non-use. The primary and secondary outcomes were in-hospital mortality and intracranial injury. The adjusted odds ratios (AORs) (95% confidence intervals (CIs)) of safety device use for related outcomes were calculated using multivariate logistic regression analysis. Among the 82,262 patients, 13,929 (16.9%) were classified into the seat belt use and airbag deployment group; 47,123 (57.4%), seat belt use-only; 1820 (2.2%), airbag deployment-only; and, 19,300 (23.5%), non-use group. Compared to the seat belt use-only group, the AORs (95% CIs) for in-hospital mortality and intracranial injury were 1.70 (1.31–2.19) and 1.29 (1.13– 1.47) in the seat belt use and airbags deployment group and 10.24 (7.49–13.99) and 3.00 (2.42–3.72) in the airbags deployment-only group, respectively. Seat belt use had significant preventive effects on in-hospital mortality and intracranial injury. Airbag deployment individually had no additional protective effect on clinical outcomes. [ABSTRACT FROM AUTHOR]

The aim of this study is to assess the concentration of traffic related air pollutants at some major traffic junctions in Kano metropolis, it comprised of carrying traffic count in the vicinities so as ascertain the sources of the pollution and identify the level of carbon monoxide (CO), nitrogen dioxide (NO2), Sulphur dioxide (SO2) for a period of six weeks. Traffic density was estimated via manual counting using tally sheet system. Crowcon gasman to air samplers ware used to measure the concentrations of gases emitted into the atmosphere at the selected locations. A total of 126 samples of air quality measurements were taken out for three hours, with each hour devoted to morning, afternoon and evening peak periods. Results obtained were compared with National Environmental Standard and Regulatory Enforcement Agency (NESREA) guideline limits. Data were analysed using statistical package IBM SPSS version 16.0 to compute descriptive statistics, Pearson correlation, regression analysis and one sample t-test. There was a correlation between CO, NO2, SO2 and traffic volume in the entire junctions, and most of the correlation obtained may be attributed to the high vehicular volume in the traffic jam. The result of this indicated that the mean concentration of CO, NO2 and SO2 emission at Kabuga, Kofar ruwa, Hotoro NNPC and Aminu Kano Teaching Hospital traffic junctions, gaseous emissions were within NESREA guideline limit for ambient conditions, except for CO concentration of 14.43 and 13.60 ppm at Bata and Kantin Kwari intersections were found to be much higher when compared with the NESREA guideline limits, respectively. This implies that transport-related pollution around Bata and Kantin Kwari is apparently unsafe. Similarly, it is likely that air quality will continue to deteriorate as the city continues to grow. Therefore, there is need for government to institute and enforce traffic emission control and air quality management programs as a priority. They should also work to prevent further environmental degradation by adopting effective policy in Nigeria. [ABSTRACT FROM AUTHOR]

Noise pollution is generally regarded as an exposure of people or wildlife to levels of sound that are annoying, stressful, or damaging to the organism. Humans are exposed to noise constantly, from barely audible levels to potentially painful and damaging levels. Cities and agglomerations are subjected to the environmental noise pollution in a greater extent, so the smaller towns and villages are usually neglected in such monitoring studies. The aim of the present study was to: 1) develop a system for continuous environmental noise monitoring; 2) test and validate the system in the urban area of Smolyan town, Bulgaria; 3) assess the level of noise pollution based on systematic measurements. A simple system for continuous environmental noise monitoring has been developed. The system uses budget noise meters, class 2 (verified to be effective enough), placed in special cells for protection from atmospheric influences. The analogue signal from the sound meters is digitized and processed by a microcontroller to obtain the equivalent noise levels. This data is transmitted through an Ethernet controller to ThingSpeak, an IoT application and API for storing and retrieving data using HTTP protocols. Data from the continuous monitoring proved the existence of a significant environmental noise pollution in Smolyan (both in the central part and residential areas), which was almost permanent during twenty-four hours and all year round. [ABSTRACT FROM AUTHOR]

Noise has not been much studied in relation to factors causing traffic crashes. This study has selected two neighbourhoods located in Barcelona (Spain) in order to examine the potential impact of total noise levels recorded in the city on drivers' and pedestrians' concentration, thus leading to a traffic crash. A logistic regression model is then applied to determine whether or not the hypothesis is true. The results show that areas with higher total noise levels may lead to traffic crashes and further investigations are required. [ABSTRACT FROM AUTHOR]

Copyright of International Journal of Engineering Research & Development (IJERAD) is the property of International Journal of Engineering Research & Development and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The one of the leading causes of adolescent morbidity and mortality worldwide is motor vehicle accidents (MVA). The use of seat belts significantly lowers MVA fatalities and injuries. The aim of this study is to investigate adolescent seat belt usage patterns and relation with risky behaviors. The study conducted at two medical institutions with non-immigrant and literate adolescents aged 12–18. Demographics, seat belt use, and risk-taking behavior were collected through questionnaires. 726 teenagers (422 girls and 304 boys) with an average age of 176.7 ± 23.37 months participated in the study. Parents' educational levels and front-seat belt use have been found to be correlated. Comparatively to non-users, seat belt users demonstrated lower risk scores (total, traffic, substance, and social). The use of seat belts was significantly predicted by traffic risk, according to logistic regression. The frequency of seatbelt use was higher among participants from cities with higher socioeconomic status. As a result, it was found that adolescents who exhibited more risky behaviors had a lower frequency of seat belt use and seat belt use was associated with socioeconomic level and parental education level. It is thought that population-based studies to be conducted on this subject are important. [ABSTRACT FROM AUTHOR]

Integrated urban management is one of the sustainable and environmentally friendly transportation development strategies. This approach helps to respond to the everincreasing transportation needs of cities in a safer, more cost-effective, more reliable, and sustainable manner and to increase the role of these settlements in the implementation of policies and the realization of sustainable development goals at different global, national, and local levels. Therefore, today, achieving an integrated public transportation system is one of the most important strategies and goals of city management, and coordination between different public transportation lines is necessary. Integration can be defined as the coordination between the components of the transportation system and existing sub-systems. Therefore, intra-system integration deals with the coordination of the transportation system with other systems as well. The aim of the current research is to measure the effect of integrated urban management on the development of transportation and traffic in the Ahvaz metropolis. The current research is applied in terms of purpose and descriptive in nature with a survey approach. Two library and field methods (questionnaires) were used to collect information. In data and information analysis, the statistical techniques of variance-based structural equation modeling and covariance-based structural equation modeling were used. The findings show that the overall evaluation indices of the structural equation model indicate that the data support the theoretical model of this research. In other words, the fit of the data to the model is established and the fit indices indicate the desirability of the structural equation model. Moreover, the strengthening of the integrated management of urban transport leads to the increase or strengthening of the development of transport and traffic, and its weakening will slow down the development of urban transport and traffic in the Ahvaz metropolis. [ABSTRACT FROM AUTHOR]

Background. Red-light violations (RLV) cause thousands of injuries and fatalities annually. All red lights are when all the traffic lights are red and require the evacuation of the intersection. In Iran, drivers disregard their approach’s signals, leading to serious front-to-side collisions. This study examined the violation relationship with traffic parameters and presented strategies for preventing front-toside crashes at signalized intersections. Methods. Field data from 11 signalized intersections in Tabriz with a total of 27 approaches and various traffic and geometric characteristics were used for this study in order to determine factors influencing all RLVs. Results. The findings indicated that the risk of all RLVs increased with the red-light time variable in each approach. In addition, the risk of all RLVs was greater when the width of the approach and the number of vehicles in the first queue were lower. The variable of the left-turn type was also significant in the model and demonstrated that if the left-turn type is permitted, the risk of all RLVs would be higher. Conclusion. The results of this study can be used to prioritize the installation of cameras for crossing the stop line during red lights at intersections. Practical Implications. The location of adjacent traffic lights and pedestrian signal lights should be designed in such a way that they are not in the direct view of drivers and that they do not follow the changes in the adjacent approach traffic lights and start moving when the approach light turns green. [ABSTRACT FROM AUTHOR]

Copyright of Knowledge: International Journal is the property of Institute for Knowledge Management and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Objective: Unusual clinical course. Background: Numerous countries, Vietnam included, have persistently high annual rates of traffic accidents. Despite concerted government efforts to reduce the annual traffic accident rate, the toll of fatalities and consequential injuries from these accidents rises each year. Various factors contribute to these incidents, notably including alcohol consumption while driving, inadequate awareness of traffic regulations, and substandard traffic infrastructure. However, an under-recognized risk in developing nations such as Vietnam is the prevalence of sleep disorders. Conditions such as obstructive sleep apnea syndrome and obesity hypoventilation syndrome, while prevalent, remain inadequately assessed and treated. These disorders represent significant yet largely unaddressed contributors to the heightened risk of traffic accidents. Case Report: We describe the case of a 55-year-old Vietnamese man hospitalized due to long-standing respiratory complications and profound daytime sleepiness. Over the past 2 years, the patient gained 10 kg. Consequently, he frequently experienced drowsiness, leading to 4 traffic accidents. Despite previous hospitalizations, this sleep disorder had gone undiagnosed and untreated. Diagnostic assessments confirmed concurrent obstructive sleep apnea and obesity hypoventilation syndrome through polysomnography and blood gas analyses. Treatment involving non-invasive positive airway pressure therapy notably alleviated symptoms and substantially improved his quality of life within a concise 3-month period. Conclusions: Obstructive sleep apnea and obesity hypoventilation syndrome are contributory factors to excessive daytime somnolence, significantly increasing vulnerability to traffic accidents. Regrettably, this critical intersection remains inadequately addressed. Addressing these concerns comprehensively through dedicated research initiatives should be imperative before considering the universal issuance of driver's licenses to all road users in Vietnam. [ABSTRACT FROM AUTHOR]

Traffic-calming measures (TCMs) are physical modifications of the road network aimed at making the roads safer. Although researchers have reported reductions in numbers of road crashes and injuries tied to the presence of TCMs, such studies have been criticized for their pre-/post- designs. In this study, we aimed to complement our knowledge of TCMs' effectiveness by assessing their impact using a longitudinal design. The implementation of 8 TCMs, including curb extensions and speed humps, was evaluated at the intersection and census tract levels in Montreal, Quebec, Canada, from 2012 to 2019. The primary outcome was fatal or serious collisions among all road users. Inference was performed using a Bayesian implementation of conditional Poisson regression in which random effects were used to account for the spatiotemporal variation in collisions. TCMs were generally implemented on local roads, although most collisions occurred on arterial roads. Overall, there was weak evidence that TCMs were associated with study outcomes. However, subgroup analyses of intersections on local roads suggested a reduction in collision rates due to TCMs (median incidence rate ratio, 0.31; 95% credible interval: 0.12, 0.86). To improve road safety, effective counterparts of TCMs on arterial roads must be identified and implemented. [ABSTRACT FROM AUTHOR]

This study examines the effectiveness of the Odd-Even policy in Jakarta from 2017 to 2022, comparing it with similar measures in Beijing from 2013 to 2017. Both megacities face severe traffic congestion due to rapid urbanization, population growth, and increased vehicle ownership. Jakarta's congestion is exacerbated by population density, inadequate public transportation, and high private vehicle ownership, leading to prolonged travel times, air pollution, and economic losses. Similarly, Beijing struggles with traffic congestion due to its massive population and rapid economic development, resulting in gridlock, air pollution, and decreased quality of life. The research aims to understand the Odd-Even policy's impact on traffic flow, emissions, and public perception in both cities, using qualitative methods and diverse data sources. It also identifies obstacles to policy effectiveness, such as enforcement, infrastructure, and public compliance, offering recommendations for policymakers and urban planners to improve sustainable transportation and environmental management. Overall, the study contributes insights into congestion mitigation in megacities, aiding policymakers in enhancing urban life quality. [ABSTRACT FROM AUTHOR]

The fatigue behaviour of bituminous layers must be taken into account when dimensioning road structures and projecting streets. To satisfy this fatigue criterion, laboratory tests must be used to determine the material characteristics and fatigue life of bituminous mixtures. The aim of this article is to study the crack initiation stage using a specific laboratory test: the two-point constant strain bending fatigue test on trapezoidal specimens. The laboratory tests were carried out on three types of bituminous mixes used in the wearing course, each containing successively two different types of bitumen (one imported and one Romanian). The conclusions drawn from this article refer to the influence of mix type and bitumen on the characteristics obtained. [ABSTRACT FROM AUTHOR]

This study aims to analyze the application of the E-Ticket system in prosecuting traffic violations in Cirebon City. E-Tilang is an electronic ticketing system implemented by the Indonesian National Police (Polri) in an effort to enforce traffic law and order. The research method used is a qualitative method with data collection techniques through observation, interviews, and documentation. The informants in this study were the Head and Members of the Cirebon City Police Traffic Unit. The results showed that E-Tilang in Cirebon City has not run optimally. Some of the obstacles faced are accountability such as limited human resources in the police who only have 22 members of Satlantas, lack of socialization to the public and the number of people unfamiliar with technology so that E-Tilang is considered complicated. In terms of centralization such as the lack of E-Tilang camera devices installed, and the inaccuracy of vehicle ownership data that has not been changed. The security of violator data is an important concern. E-Tilang camera devices are planned to be used in the future, along with the improvement of the mobile E-Tilang system. [ABSTRACT FROM AUTHOR]

To coproduce better policy outcomes, governments and citizens need to work together. However, information asymmetry between the two parties influences the coproduction adversely. Nowadays, the multiplicity of information and its potential incongruence add to information asymmetry and make the impact of information on coproduction trickier than ever. This study examines the effects of political message, policy, and factual information on citizens' coproduction activities. Analyzing the effects of federal and state leaders' tweets, New York City's COVID-19 policies, reported COVID-19 cases and deaths, and the city's visits and public transportation ridership, the findings show that politicians' message, congruent or not, did not influence citizens' coproduction activities as measured by visits and public transit ridership. Policy implementation information improved coproduction, and the perceptions of factual information contributed to intended coproduction. [ABSTRACT FROM AUTHOR]

This paper leverages a rich dataset of 1.24 billion traffic flow observations across 36,666 vehicle detectors to estimate the price elasticity of traffic flow with respect to fuel prices in Melbourne, Australia. I find that a 1% increase in fuel prices leads to a 0.0556% decrease in traffic flow across Melbourne, where traffic flow is defined as the number of vehicles passing a vehicle counter per hour. I find significant regional heterogeneity across Melbourne, with evidence of positive own‐price elasticities in regions in the centre of the city, and in peak commute times on both weekdays and weekends, which I argue is evidence of a congestion‐speed effect. Moreover, regions near the CBD with high incomes tend to be less elastic than regions further away with reduced access to public transport. These findings can be used to determine the optimal tax or charge to internalise the externalities produced by motor vehicles. [ABSTRACT FROM AUTHOR]

Traffic control strategies aim to increase traffic efficiency by providing effective solutions to issues such as reducing traffic congestion, reducing the average travel time and preventing accidents. The most appropriate strategies can be determined by using factors such as analyzing the traffic situation, traffic modeling, traffic signaling systems, traffic markings and technological solutions Decoupled together. It is seen that multi-criteria decision-making approaches provide great usefulness in determining these strategies. Multi-criteria decisionmaking is a systematic approach used to make decisions based on multiple criteria and goals instead of a single factor. Multi-criteria decision-making allows decision-makers to sort alternatives using an appropriate scale, take into account all relevant factors and make the best possible choice. Despite this importance, it is observed that there are not enough studies in the literature on the effect of multi-criteria decision-making approaches on traffic control strategies. Considering the complex nature of the traffic phenomenon and the importance of traffic for human life, the need for academic studies to be conducted on this issue is quite high. In this study, the role of multi-criteria decision-making approaches in determining optimal traffic control strategies will be examined. Qualitative methods will be used in the study. Firstly, a literature review will be conducted on the subject, and based on previous studies, existing gaps will be determined. Then, optimal traffic control strategies and multi-criteria decision-making approaches used in traffic control strategies will be explained. After this theoretical basis, multi-criteria decision-making approaches will be evaluated, some sample models will be applied in determining optimal traffic control strategies with qualitative relational analysis. The purpose of the study is to develop decision support systems and provide tools to assist decision makers in implementing traffic control strategies. The thesis of the study is that multi-criteria decision-making approaches are highly functional in determining optimal traffic control strategies. [ABSTRACT FROM AUTHOR]

This contribution explores the weaknesses, breakdowns, and possibilities of religious infrastructure in the Sinza ward, a multiconfessional residential suburb in Dar es Salaam, Tanzania. We focus on instances of infrastructural disruption connected to the grassroots activities of charismatic Christian churches and, to a lesser extent, Islamic piety movements. Through interviews, focus groups, fieldwork, and quantitative data, this study shows how the activities of grassroots faith groups exercising their right to the city in an infrastructurally fraught environment may exacerbate urban planning fault lines. This may result in hazards such as noise pollution, traffic congestion, and issues of structural safety and decorum. Religious sites and related assemblages may thus turn into 'architectures of disruption' generating uneven geographies of urban wellbeing. We posit that, despite these problems, religiously connoted urban assemblages are here to stay, and infrastructural thinking may productively be applied to this new normal. [ABSTRACT FROM AUTHOR]

Balancing urban development with environmental sustainability is a major challenge that is increasingly recognized in planning decisions. Urban development proposals are often approved with the expectation that deleterious impacts on native species will be constrained, but this assumption is rarely tested over sufficient timelines to confirm its validity for long‐lived, at‐risk species. We tracked changes in Blanding's turtle (Emydoidea blandingii) habitat availability and demography over 10 years near Ottawa, ON, Canada, to determine whether urban development and associated mitigation measures were sufficient to ensure long‐term population persistence. Suitable turtle habitat declined by 10% during the study, and wetland corridors were essentially lost. Habitat loss coincided with a marked reduction in adult turtle apparent survival, resulting in a 70% decline in population size. Adult females experienced the greatest decline, and despite wildlife fencing and culvert placement as conditions of project approval, turtle road mortality likely was the primary cause of the decline. Deterministic population viability analysis revealed that ~4 adult female road mortalities (of an initial 56 females) per year produced a comparable decline to that observed in our population estimates; at this rate, the population will likely breach its quasi‐extinction threshold (4 females) in under a decade. Accordingly, we infer that in our study area, approved urban development was not compatible with at‐risk turtle population viability. Our findings imply that urban development approval conditions, even when conducted in the context of seemingly robust species‐at‐risk protection, can be inadequate to ensure sustainability. We contend that if environmental sustainability is to be prioritized, urban development projects in areas occupied by at‐risk species must be subject to more stringent oversight during the planning, approval and implementation phases. [ABSTRACT FROM AUTHOR]

The article discusses methods of information capture in computer networks and their importance for network security in today's digital society, i.e. it analyzes the network security of information capture tools in computer networks. In today's information society, the importance of these tools is increasing. The process of traffic analysis involves identifying anomalies and potential threats by monitoring, recording and analyzing data transmitted over the network. The article discusses in detail the functionality and methods of using tools such as Wireshark, Tcpdump and Macof. The methods of using these tools are discussed, the features and capabilities of each of them are demonstrated. The emphasis was placed on the ability to identify and eliminate threats in the network in advance through the effective use of various network tools. It has been shown that using these tools it is possible to increase the level of network security, quickly find and fix network problems. In addition, the article compares the advantages and disadvantages of each remedy to determine in which cases they are most effective. [ABSTRACT FROM AUTHOR]

This study has two parts as determining traffic LOS and nanoscale analyses on the filters which can collect nanoparticle materials sourced by exhaust waste. Therefore, at first, determination of the traffic behaviour as the level of service (LOS) in Sıhhiye campus of Hacettepe University in Ankara was studied. Then, exhaust gas analysis by using facing masks was conducted for different parameters and these masks were used to collect and analyse exhaust on them. The parameters were determined as vehicle and fuel types, filter masks, sampling distances respect to exhaust source. The measurements and samplings were realized for the vehicles which are public cars and service minibuses which use different fuel types as petrol, eco-diesel and diesel. Additionally, 5 different filter types were used to analyse traffic behaviour as exhaust gas may affect human health. For this reason, different mask types with different specified parameters, which are using as face masks for health and a new type was prepared by Argiope lobata spider silk membrane, were also investigated in relation to the filtered exhaust gases. Measurements were made for three different distances as 30, 60 and 90 cm from exhaust pipe output and with a constant sampling time range of 3 min. Apart from the previously known microscopic and macroscopic analyses on exhaust gases, it was examined whether the exhaust outputs frequently spread nanoparticle waste or not by using SAXS analyses on samples. As a result of the study, relation with traffic conditions with clear transportation can be affirmed. Additionally, the study reported important outcomes, such as a new designed filter mask material, which prevents the nanoparticles waste material, the critical distance from the exhaust sources and the importance of different fuel usage. [ABSTRACT FROM AUTHOR]

Numerous efforts have been made to address the section‐level travel speed prediction problem. However, section‐level predictions can hardly be used for fine‐grained applications, such as lane management and lane‐level navigation. The main reason for this is that significant speed heterogeneity exists among the lanes within one section. Thus, this study proposes a three‐dimensional (3D) dual attention convolution‐based deep learning model for predicting the lane‐level travel speed. 3D convolutions are designed to learn high‐dimensional spatiotemporal traffic flow features, that is, the relationships between different sections, lanes, and periods. Dual attention modules are used to focus on the traffic flow propagation patterns and to explain the model's mechanisms. To evaluate the proposed model, an indicator is introduced to assess the spatio‐temporal learning ability, based on targeting the lane‐level case. Evaluation experiments are conducted based on loop detector data in Shanghai, China. The results show that high accuracy is obtained by the proposed model, with a 2.9 km/h mean absolute error, thereby outperforming several existing methods. Finally, an in‐depth analysis is provided regarding the attention coefficients and interpretation of real‐world lane‐level traffic flow propagation patterns, so as to gain insights into the model's mechanism when capturing dynamic lane‐level traffic flow. [ABSTRACT FROM AUTHOR]

Having a walkable built environment is important to encourage active school transport. The aim of this study was to measure the walkability of all Perth, Western Australia (WA) schools and investigate whether differences in walkability exist by school type, socioeconomic status (SES) and/or subregion. Geographic Information Systems technology was used to measure walkability (i.e., traffic exposure and pedestrian connectivity) surrounding all Perth schools (n = 651) in 2021. Walkability scores and their individual components were compared using odds ratios and one-way ANOVAs with post-hoc comparisons by school type (primary, secondary and K-12; government and non-government), school SES and subregion. The majority of Perth schools (73.8%) were below the WA Planning Commission’s target for a walkable catchment area. Neighbourhoods surrounding high SES schools were significantly more walkable than neighbourhoods surrounding medium and low SES schools (mean walkability scores: 12.4, 10.5, 10.1, respectively, p <.001). Neighbourhoods surrounding schools located in the Central subregion (mean 12.3) were significantly more walkable than neighbourhoods surrounding schools located in the North-West (mean 11.0, p =.024), South Metropolitan (mean 10.0, p <.001) and North-East (mean 8.4, p <.001) subregions. No significant differences in walkability index scores were found for school type. This study found a large proportion of Perth schools were surrounded by disconnected street networks and that neighbourhoods surrounding high SES schools were, on average, more walkable than neighbourhoods surrounding medium and low SES schools. The results highlight the importance of modifying the built environment to increase opportunities for active school transport, particularly in low and medium socio-economic areas. [ABSTRACT FROM AUTHOR]

Copyright of Revista Didasc@lia: Didáctica y Educación is the property of Universitaria de Las Tunas, Centro de Estudios de Didactica and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)