8,911 research outputs found
Correspondence Between Eamon Kelly and Neal Lane
No full textCorrespondence shared between Neal Lane, co-chair of the President's Committee of Advisors on Science and Technology (PCAST), and Eamon M. Kelly, Director of the National Science Board (NSB). Kelly offers Lane responses to questions posed by PCAST members John Holdren and Peter Raven during their review of the NSB's report "Environment Science and Engineering for the 21st Century.
QOLT 4.6 Instructor clearly outlines when she will participate in forum posts
No full textKelly Lane from SDSU clearly explains her role regarding participation in the online environment. She lets the students know exactly when she will be opening up folders and managing due dates.QOLT 4.6 / QM 5.34.6 - Instructor RoleQOLT 4.6 Instructor gives info regarding when she will be participating in classNUTR 313-
What’s the story? Contemporary indigenous architecture in practice in Australia
No full textThis chapter is based on conversations between architect Andrew Lane and interior designer Francoise Lane, the founding directors of Indij Design. The firm is one of the few Indigenous-owned and operated architecture Practices in Australia, based in Cairns in the far north of the state of Queensland, Australia
Toolbox of Countermeasures for Rural Two-Lane Curves, June 2012
No full textThe Federal Highway Administration (FHWA) estimates that 58 percent of roadway fatalities are lane departures, while 40 percent of fatalities are single-vehicle run-off-road (SVROR) crashes. Addressing lane-departure crashes is therefore a priority for national, state, and local roadway agencies. Horizontal curves are of particular interest because they have been correlated with increased crash occurrence.
This toolbox was developed to assist agencies address crashes at rural curves. The main objective of this toolbox is to summarize the effectiveness of various known curve countermeasures.
While education, enforcement, and policy countermeasures should also be considered, they were not included given the toolbox focuses on roadway-based countermeasures. Furthermore, the toolbox is geared toward rural two-lane curves.
The research team identified countermeasures based on their own research, through a survey of the literature, and through discussions with other professionals. Coverage of curve countermeasures in this toolbox is not necessarily comprehensive.
For each countermeasure covered, this toolbox includes the following information: description, application, effectiveness, advantages, and disadvantages
Clothes Line.
No full textPatent for a clothes line that improves on a clothes line previously granted to Lane and Kelly (No. 449,480) that improves how the wire sections connect so that the clothes can be easily attached and detached because there will be less pressure on the clamping loops
Toolbox of Countermeasures for Rural Two-Lane Curves [updated], TR-579, October 2013
No full textThe Federal Highway Administration (FHWA) estimates that 58 percent of roadway fatalities are lane departures, while 40 percent of fatalities are single-vehicle run-off-road (SVROR) crashes. Addressing lane-departure crashes is therefore a priority for national, state, and local roadway agencies. Horizontal curves are of particular interest because they have been correlated with increased crash occurrence.
This toolbox was developed to assist agencies address crashes at rural curves. The main objective of this toolbox is to summarize the effectiveness of various known curve countermeasures.
While education, enforcement, and policy countermeasures should also be considered, they were not included given the toolbox focuses on roadway-based countermeasures. Furthermore, the toolbox is geared toward rural two-lane curves.
The research team identified countermeasures based on their own research, through a survey of the literature, and through discussions with other professionals. Coverage of curve countermeasures in this toolbox is not necessarily comprehensive.
For each countermeasure covered, this toolbox includes the following information: description, application, effectiveness, advantages, and disadvantages
Tradeoffs between a 2+1 Lane Road Design and a Narrow 2+2 Lane Road Design
No full textThis thesis examines whether you can achieve the same positive effect regarding traffic safety, while also increasing the capacity and level of service of the road by building a narrow 2+2 lane road instead of a 2+1 lane road, with minimal increase in construction costs. While the safety, costs and traffic operations aspects of the different road designs are the most important to evaluate, the non-monetized impacts like landscape, local surroundings and outdoor activities, biodiversity, cultural heritage and natural resources are also considered, as is standard in Norwegian consequence analysis methodology.
An extensive literature review was carried out for evaluating different aspects of the 2+1 lane road design and the narrow 2+2 lane road design regarding design, safety, capacity and level of service, monetized impacts and non-monetized impacts. In addition, the methods in Highway Capacity Manual are applied for calculation and evaluation of the level of service, and the program EFFEKT is used to estimate the monetized impacts, in connection with a case study of a project in Norway where a narrow 2+2 lane road configuration has been used.
The overall impression is that the 2+1 lane road design has a slight advantage over the narrow 2+2 lane road design regarding traffic safety because of wider lanes and shoulders, assumed lower mean speed and possibly less rutting. The size of the presumed safety advantage is not possible to quantify from the content of this thesis.
Based on the findings presented in this thesis the capacity and level of service provided by the narrow 2+2 lane road design is higher than what the 2+1 lane road design can offer. Whether the higher capacity and level of service make the narrow 2+2 lane road design more economical beneficial than the 2+1 lane road design seems to depend on the expected amount of traffic. As long as the average travel speed for the 2+1 lane road was not significantly lower than for the narrow 2+2 lane road, the 2+1 lane road design scored the highest benefit-cost ratio for the case scenarios. When it comes to the non-monetized impacts it seems to be so small differences between the two designs that there is no basis to distinguish them. Other elements like location of the road and route alignment are more likely to have a bigger impact when less than two meters separates the cross section widths
Tradeoffs between a 2+1 Lane Road Design and a Narrow 2+2 Lane Road Design
No full textThis thesis examines whether you can achieve the same positive effect regarding traffic safety, while also increasing the capacity and level of service of the road by building a narrow 2+2 lane road instead of a 2+1 lane road, with minimal increase in construction costs. While the safety, costs and traffic operations aspects of the different road designs are the most important to evaluate, the non-monetized impacts like landscape, local surroundings and outdoor activities, biodiversity, cultural heritage and natural resources are also considered, as is standard in Norwegian consequence analysis methodology.
An extensive literature review was carried out for evaluating different aspects of the 2+1 lane road design and the narrow 2+2 lane road design regarding design, safety, capacity and level of service, monetized impacts and non-monetized impacts. In addition, the methods in Highway Capacity Manual are applied for calculation and evaluation of the level of service, and the program EFFEKT is used to estimate the monetized impacts, in connection with a case study of a project in Norway where a narrow 2+2 lane road configuration has been used.
The overall impression is that the 2+1 lane road design has a slight advantage over the narrow 2+2 lane road design regarding traffic safety because of wider lanes and shoulders, assumed lower mean speed and possibly less rutting. The size of the presumed safety advantage is not possible to quantify from the content of this thesis.
Based on the findings presented in this thesis the capacity and level of service provided by the narrow 2+2 lane road design is higher than what the 2+1 lane road design can offer. Whether the higher capacity and level of service make the narrow 2+2 lane road design more economical beneficial than the 2+1 lane road design seems to depend on the expected amount of traffic. As long as the average travel speed for the 2+1 lane road was not significantly lower than for the narrow 2+2 lane road, the 2+1 lane road design scored the highest benefit-cost ratio for the case scenarios. When it comes to the non-monetized impacts it seems to be so small differences between the two designs that there is no basis to distinguish them. Other elements like location of the road and route alignment are more likely to have a bigger impact when less than two meters separates the cross section widths
Harriet Kelly
No full textHarriet Kelly, wife of Charles Kelly, is shown here with Josiah Gibbs and Frank Beckwith at Marysvale, Utah. Charles Kelly was a printer, artist, author, historian, the first superintendent of Capitol Reef National Park
Kelly one night about three parts loaded
No full textDrunk Kelly meets a ghost in the lane on the way home. While winning the ghost stops the fight as Kelly has begged him to do. Kelly goes home, tells his wife and leanrs he's been fighting a ghost. The ghost was really his wife hoping to scare him so badly he'd quit drinking - and she did
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