China
Africa
Explore chapters and articles related to this topic
Cognitive Compatibility
Published in Guy H. Walker, Neville A. Stanton, Paul M. Salmon, Vehicle Feedback and Driver Situation Awareness, 2018
Guy H. Walker, Neville A. Stanton, Paul M. Salmon
The experiment employs the same participants, high-level design, materials and procedure as described in Chapter 6. It is an exploratory study based on a naturalistic on-road driving paradigm in which individuals use their own vehicles around a defined course on public roads. The experimenter travelled in the front passenger seat during the observed runs in the cars, or followed on another motorcycle during the observed runs with the motorcyclists. This controlled for the possible effects of observation upon driving behaviour, as explained previously. Drivers/riders were required to provide a concurrent verbal protocol as they traversed the road course, which was then analysed using a text analysis tool called LeximancerTM (see Smith, 2003). This enabled differences in textual and thematic content to be systematically analysed, and the structure of the verbal protocol to be represented via semantic networks. These outputs were dependent on two independent variables: vehicle type and road type. Vehicle type had two levels: car or motorcycle. Road type had six levels: motorway (freeway), major road, country road, urban road, junction and residential road. Controlling measures were self-report questionnaires of driving style, recordings of average speed and time, and demographic data. All experimental trials took place at defined times to control for traffic density and weather conditions, as noted earlier in Chapter 6.
Two-state systems
Published in J. R. Gibson, Electronic Logic Circuits, 2013
Which of the following contain at least one component which is a discrete-state system? A door lock.A water tap (control valve).A pendulum clock.A thermostat (temperature control) for an oven or a water heater.A controller for traffic signals at a road junction.The braking system of a bicycle or car.
Police Commander — The Notting Hill Riot
Published in Rhona Flin, Kevin Arbuthnot, Incident Command, 2017
At 10.05 p.m., I gave instructions that, on my word of command, units were to move from their standby positions to the following locations: All Saints Road junction with Lancaster Road H30, D30, B30, F30.All Saints Road junction with Westbourne Park Road No 6 Unit Special Patrol Group, E30, G30, G31.St Luke's Mews junction with Basing Street C30,St Luke's Mews junction with St Luke's Road BH22.At about 10.10 p.m., as a result of the information contained in the telephone calls being received from members of the public by the Central Control Room at New Scotland Yard, I was able to tell units that there appeared to be barricades across: All Saints Road at its junction with Westbourne Park Road.St Luke's Mews (both sides) at the junction with All Saints Road.Lancaster Road (west side) at its junction with All Saints Road. At 10.12 p.m., I gave my final instructions over the radio: For the information of all units on this operation - when I give the word to move in, I want you to move in and I want as many arrests as possible. Trie message was repeated by the controller at Force headquarters.
Creating Interdependencies: Managing Incidents in Large Organizational Environments
Published in Human–Computer Interaction, 2018
Paul Luff, Christian Heath, Menisha Patel, Dirk Vom Lehn, Andrew Highfield
In some cases the nature of the incident and hence any response are unclear. In the following, a call comes from the Metropolitan Police reporting a ‘puddle’ of cement at a road junction on a major road (the Highway with Dock Road) in the East of the City. The Highway is a ‘Red Route:’ one of the roads that are critical for the flow of traffic in London. These are major bus routes and other traffic is not permitted to stop on them. As the incident is likely to cause problems for traffic until it is cleared up, the controller taking the call (Michael) uses the CCTV system to try and assess the nature of the spillage. Using a camera that he can operate (number 2351), Michael pans and zooms around the junction and along several of the adjoining roads.
Understanding the influence of a downstream-side bus stop on saturation flows at an isolated junction
Published in Transportation Planning and Technology, 2021
Chandra Balijepalli, Dennis Alima
These scenarios were then tested on Clarendon Road junction in Leeds, as shown in Figure 4. It should be noted that from Figure 4, the northbound downstream traffic has multiple lanes, and a shared bus/cycle lane is available; hence, the conditions for the application of Model 1 (rather than Model 2) are satisfied. Another consideration made during the scenario development was that, for every defined scenario, two models consisting of an optimised model and an un-optimised model were tested. This allowed for observations on the change in the PRC and the total delay for the overall model. These performance measures were noted from all models with a cycle time of 120 s which is commonly used in the UK.
The political economy of streetspace reallocation projects: Aldgate Square and Bank Junction, London
Published in Journal of Urban Design, 2022
Robin Hickman, Katy Huaylla Sallo
In 2015, over 25,000 people passed through Bank Junction (in a single hour during the morning and evening peak periods, mostly on foot). The road junction had been congested with traffic for years and provided a poor pedestrian environment. Pedestrians accounted for 63% of movements through the junction, yet were given little space. The area had become one of the most dangerous points in the City; 34 cyclists and 31 pedestrians were injured at the road junction between 2011 and 2015 (City of London 2015a). The death of cyclist, Ying Tao, killed by a lorry in 2015, led to many protests and requests for improved pedestrian and cyclist safety (Interview 5).