1,478,802 research outputs found
Lane County food waste to energy feasibility study: final report
No full text"The goal of the Lane County Food Waste to Energy Feasability Study is to determine if it is financially feasible to construct and operate a Lane County owned anaerobic digestion facility to process local food waste into energy"--Page 2."Renewable Energy Feasibility Project #A08007."Additional authors: Lane Council of Governments; Resource Innovations, Institute for a Sustainable Environment, UO; Essential Consulting Oregon; Good Company; Novus Energy Group; eDev."December 31, 2009."This archived document is maintained by the State Library of Oregon as part of the Oregon Documents Depository Program. It is for informational purposes and may not be suitable for legal purposes.Includes bibliographical references (pages 126-129).Funded by Oregon State Lottery Funds; Special Public Works Fund received from the Oregon Business Development Dept., Infrastructure Finance Authority (Lane County Or.); Waste Diversion Opportunity Fund from Lane County Public Works, Waste Management Division A08007Mode of access: Internet from the Oregon Government Publications Collection.Text in English
[Interview with Mark Lane in Playboy Magazine #3]
No full textPoor quality photocopies of a magazine article which appeared in Playboy Magazine. The article features an extensive interview with Mark Lane, an attorney and author, who is critical of the Warren Commission's assessment of the assassination of President Kennedy
[Interview with Mark Lane in Playboy Magazine #2]
No full textPoor quality photocopies of a magazine article which appeared in Playboy Magazine. The article features an extensive interview with Mark Lane, an attorney and author, who is critical of the Warren Commission's assessment of the assassination of President Kennedy
[Interview with Mark Lane in Playboy Magazine #1]
No full textMagazine article which appeared in Playboy Magazine. The article features an extensive interview with Mark Lane, an attorney and author, who is critical of the Warren Commission's assessment of the assassination of President Kennedy
Letter from Lane, London, Tennessee, to Darling, August 12, 1944
No full textA letter written by Lane in 1944 to a friend about an illness
Lane County Strategic Plan: Building a Prosperous Future
No full text9 pp.The Lane County Strategic Plan outlines a new mission and vision for Lane County in addition to identification of core values. Utilizing these newly defined attributes, the Lane County Board of Commissions identifies goals related to public safety, public health, and economic development
Oral History Interview with Bill Lane, April 1, 2006
No full textThe National Museum of the Pacific War presents an oral interview with Bill Lane. Lane was attending the University of Texas and tried joining the Marine Corps, but did not pass the physical. He instead opted for the Army, which accepted him. He trained at Fort Custer, Michigan. There he trained as a military policeman and was soon shipped to a prisoner of war camp housing German submarine sailors in New Mexico. After being sent to west coast, Lane boarded a ship and sailed 23 days to New Caledonia, where he was assigned to the Americal Division. From there, Lane went to Guadalcanal in late 1942 and relieved and replaced a Marine unit on the front line. Lane recalls his experiences fighting he Japanese at the Tenaru River on Guadalcanal. He was armed with a Browning Automatic Rifle. Lane also describes some experiences while on R & R in Australia before he headed for Bougainville. After a brief amount of time in the Palau Islands, Lane headed for the invasion of Leyte. Later on, he moved to Luzon and fought in Manila. Lane backtracks and shares some anecdotes about being a personal river for General Douglas MacArthur in Sydney while on R & R. After the war, Lane served as a military policeman in Osaka during the occupation of Japan and shares several anecdotes, including one in which he got shot in the leg. He also recalls seeing several former American POWs and comments on the shape those men appeared to be in. Lane eventually was sent back to the US and discharged in February, 1946
Harry Rosengrave : a retrospective exhibition : prints
No full textCatalogue of an exhibition held at Niagara Lane Gallery, Melbourne, 19 March - 2 April 1980Artist: Harry Rosengrav
Guidelines for the Conversion of Urban Four-Lane Undivided Roadways to Three-Lane Two-Way Left-turn Lane Facilities, April 2001
No full textFour-lane undivided roadways in urban areas can experience a degradation of service and/or
safety as traffic volumes increase. In fact, the existence of turning vehicles on this type of roadway has a dramatic effect on both of these factors. The solution identified for these problems is typically the addition of a raised median or two-way left-turn lane (TWLTL). The mobility and safety benefits of these actions have been proven and are discussed in the “Past Research” chapter of this report along with some general cross section selection guidelines. The cost and right-of-way impacts of these actions are widely accepted. These guidelines focus on the evaluation and analysis of an alternative to the typical four-lane undivided cross section improvement approach described above. It has been found that the conversion of a four-lane undivided cross section to three lanes (i.e., one lane in each direction and a TWLTL) can improve safety and maintain an acceptable level of service. These guidelines summarize the results of past research in this area (which is almost nonexistent) and qualitative/quantitative before-and-after safety and operational impacts of case study conversions located throughout the United States and Iowa. Past research confirms that this type of conversion is acceptable or feasible in some situations but for the most part fails to specifically identify those
situations. In general, the reviewed case study conversions resulted in a reduction of average or 85th percentile speeds (typically less than five miles per hour) and a relatively dramatic reduction in excessive speeding (a 60 to 70 percent reduction in the number of vehicles traveling five miles per hour faster than the posted speed limit was measured in two cases) and total crashes (reductions between 17 to 62 percent were measured). The 13 roadway conversions considered had average daily traffic volumes of 8,400 to 14,000 vehicles per day (vpd) in Iowa and 9,200 to 24,000 vehicles per day elsewhere. In addition to past research and case study results, a simulation sensitivity analysis was completed to investigate and/or confirm the operational impacts of a four-lane undivided to three-lane conversion. First, the advantages and disadvantages of different corridor simulation packages were identified for this type of analysis. Then, the CORridor SIMulation (CORSIM) software was used x to investigate and evaluate several characteristics related to the operational feasibility of a four-lane undivided to three-lane conversion. Simulated speed and level of service results for both cross
sections were documented for different total peak-hour traffic, access densities, and access-point left-turn volumes (for a case study corridor defined by the researchers). These analyses assisted with the identification of the considerations for the operational feasibility determination of a four -lane to three-lane conversion.
The results of the simulation analyses primarily confirmed the case study impacts. The CORSIM results indicated only a slight decrease in average arterial speed for through vehicles can be expected for a large range of peak-hour volumes, access densities, and access-point left-turn volumes (given the assumptions and design of the corridor case study evaluated). Typically, the reduction in the simulated average arterial speed (which includes both segment and signal delay) was between zero and four miles per hour when a roadway was converted from a four-lane undivided to a three-lane cross section. The simulated arterial level of service for a converted roadway, however, showed a decrease when the bi-directional peak-hour volume was about 1,750 vehicles per hour (or 17,500 vehicles per day if 10 percent of the daily volume is assumed to occur in the peak hour). Past research by others, however, indicates that 12,000 vehicles per day may be the operational capacity (i.e., level of service E) of a three-lane roadway due to vehicle platooning. The simulation results, along with past research and case study results, appear to support following volume-related feasibility suggestions for four-lane undivided to three-lane cross section conversions. It is recommended that a four-lane undivided to three-lane conversion be considered as a feasible (with respect to volume only) option when bi-directional peak-hour volumes are less than 1,500 vehicles per hour, but that some caution begin to be exercised when the roadway has a bi-directional peak-hour volume between 1,500 and 1,750 vehicles per hour. At and above 1,750 vehicles per hour, the simulation indicated a reduction in arterial level of service. Therefore, at least
in Iowa, the feasibility of a four-lane undivided to three-lane conversion should be questioned and/or considered much more closely when a roadway has (or is expected to have) a peak-hour volume of more than 1,750 vehicles. Assuming that 10 percent of the daily traffic occurs during the peak-hour, these volume recommendations would correspond to 15,000 and 17,500 vehicles per day, respectively. These suggestions, however, are based on the results from one idealized case xi study corridor analysis. Individual operational analysis and/or simulations should be completed in detail once a four-lane undivided to three-lane cross section conversion is considered feasible (based on the general suggestions above) for a particular corridor. All of the simulations completed
as part of this project also incorporated the optimization of signal timing to minimize vehicle delay along the corridor. A number of determination feasibility factors were identified from a review of the past research, before-and-after case study results, and the simulation sensitivity analysis. The existing and expected (i.e., design period) statuses of these factors are described and should be considered. The characteristics of these factors should be compared to each other, the impacts of other potentially
feasible cross section improvements, and the goals/objectives of the community. The factors discussed in these guidelines include
• roadway function and environment
• overall traffic volume and level of service
• turning volumes and patterns
• frequent-stop and slow-moving vehicles
• weaving, speed, and queues
• crash type and patterns
• pedestrian and bike activity
• right-of-way availability, cost, and acquisition impacts
• general characteristics, including
- parallel roadways
- offset minor street intersections
- parallel parking
- corner radii
- at-grade railroad crossings xii
The characteristics of these factors are documented in these guidelines, and their relationship to four-lane undivided to three-lane cross section conversion feasibility identified. This information is summarized along with some evaluative questions in this executive summary and Appendix C. In summary, the results of past research, numerous case studies, and the simulation analyses done as part of this project support the conclusion that in certain circumstances a four-lane undivided to three-lane conversion can be a feasible alternative for the mitigation of operational and/or safety concerns. This feasibility, however, must be determined by an evaluation of the factors identified in these guidelines (along with any others that may be relevant for a individual corridor). The expected benefits, costs, and overall impacts of a four-lane undivided to three-lane
conversion should then be compared to the impacts of other feasible alternatives (e.g., adding a raised median) at a particular location
Lane Coordinated Public Transit - Human Services Transportation Plan
No full text31 pp. Tables. Plan adopted February 20, 2013, by vote of LTD Board of Directors.The Lane Coordinated Plan satisfies federal requirements enacted through the passage of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for User (SAFETEALU). It is specific to funds administered through the FTA and the Oregon Department of Transportation (ODOT) Public Transit Division with expectations for planning and coordination of these resources. The federal requirements for the coordinated transportation planning process are retained under new legislation signed into law on July 6, 2012, by President Obama titled Moving Ahead for Progress in the 21st Century (MAP-21). MAP-21 took effect on October 1, 2012. Some changes were made to improve the efficiency of administering grant programs by consolidating and repealing several programs. Programs relevant to this plan are §5310 Enhanced Mobility of Seniors and Individuals with Disabilities (Enhanced Mobility), §5311 Rural Area Formula Grants (Rural and Small City), §5316 Job Access and Reverse Commute (JARC), and §5317 New Freedom. This 2013 update to the Lane Coordinated Plan will update important information in order to ensure that the Lane Coordinated Plan is relevant to present conditions; include transportation needs of veterans and their families and how these are identified; reference relevant needs assessment and local planning information; match needs with preferred coordination practices and projects; list projects and resources; and report on public review and comments about the Lane Coordinated Plan
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