Traffic conditions

Chlorinated rubber floor paints are probably the most common of the lower-cost floor paints on the market. They produce tough and chemically resistant coatings, but their adhesion to concrete is not always good. They tend to wear off in patches and cannot be considered as a durable floor treatment except under light traffic conditions. However, re-coating is a simple job and floors can easily be repainted over weekend shutdowns, for example. Similar paints based on other resins such as acrylics, vinyls and styrene butadiene are also used. 

Solvent-free high-build floor paints are available which can be readily applied with brush, roller or spray to a prepared concrete substrate to give a thickness of 0.10-0.20 mm per coat. Normally, two coats are applied and the first is often lightly dressed with fine sand or carborundum dust to give a non-slip, chemically resistant and durable colored floor, ideal for light industrial traffic conditions (for example, rubber-shod wheels). ... 

Typical SCR systems may achieve on-road NOx conversion efficiencies of 60-70% [18], However, the thermolysis of urea is an endothermic reaction that is favoured at high temperatures SCR is inefficient at temperatures below around 200°C [19], Hence, NOx emissions from SCR-equipped vehicles can often increase during urban driving where traffic conditions result in low exhaust temperatures [20]. Supplementary systems, such as EGR, are required to maintain acceptable emission-control performance under such conditions. 

Traffic was assumed to increase from 3000 heavy vehicle axles per day to 8000 heavy vehicle axles per day within 20 years. The intensity of loading was about 74 psi over an area with a radius of 6.4 in. for 0.1 sec. These traffic conditions are considered to simualte a heavily traveled roadway and were input in the VESYS IIM program as required. 

The Interstate Highway System is just about finished—after 30 years—and cannot be expanded. There are limits to how many cars can use a particular corridor. By 2020 it will take 44 lanes to carry the traffic on 1-95 from Miami to Fort Lauderdale. Pretty soon there won t be anything left of Florida Just the other day, the new head of the Federal Highway Administration gave me their forecasts for the year 2000. In every urban area over 1 million population, traffic conditions will have declined to service level E or F—stop and go, or just plain stopped. 

Nuclear power plants can be divided into three areas for identification purposes. Class 1 areas include interior surfaces of Primary Containment Class 2 areas include those surfaces outside of Primary Containment that are subject to exposure by radioactivity with traffic conditions, and chemical spills. Class 3 signifies "non-nuclear" areas. 

In order to create the NMVOC emission profiles for road traffic, measurements were performed at areas representative for all major traffic conditions. Sampling was carried out in ... 

NMVOC profiles for traffic emissions were measured in a traffic tunnel, a down-town intersection, during city and freeway drives. All the profiles obtained showed very similar mass distributions of the measured compounds. Hence, one single averaged traffic emission profile representing all traffic conditions was created. 

Adaptive cmise control (ACC) is a function for longitudinal control of vehicles, which relieves the driver of a significant part of the task of driving, and in a comfortable manner. ACC can be seen as a further development of cruise control, which maintains constant speed. In regions where traffic situations commonly permit steady speeds (such as in the USA) this function has been widely accepted cmise control is fitted to more than 90% of US vehicles. In regions characterized by more unsteady traffic conditions with frequent speed changes, cmise control is less often found. In Europe this function is fitted to less than 10% of vehicles. 

The limit values referred to are based on the current European urban driving cycle, which is considered by the majority of the Member States basically still to be representative of the traffic conditions in European conurbations. The expansion of the European test procedure by adding driving conditions representative of car operation outside built up areas -considered by most of those involved to be desirably in the longer term - is to be decided upon by the end of 1987. 

One thousand feet of test pavement was constructed in 1972 in St. Antoine, Quebec to evaluate the durability of the material under the prevailing low temperature and traffic conditions. A single mix formulation was used and placed 1% and 3 in. thick. 

A 1-mile test road was constructed in Tillsonburg, Ontario in 1972 to evaluate the performance of several mix compositions as a pavement base. Four mix compositions were placed as base 3V6, 5V2, and IV2 in. thick to evaluate the performance characteristics of the material under heavy traffic conditions. 

A more detailed listing of these ASTM methods is given at the end of this paper. The criteria suggested by the Asphalt Institute (5) and Shell (I, 2) for asphaltic concrete (A/C) under heavy, moderate, and light traffic conditions were used to evaluate these test results. Table III lists recommended test values (5) for conventional A/C mixes deemed necessary to withstand light, medium, or heavy traffic. 

Germany 50 Average for car in mixed traffic conditions Froimne (1995)... 

Specifications vary widely from country to country and reflect the local climate, traffic conditions and economic constraints. 

One such cost involves driver knowledge of the area in which he or she is providing service. A driver who is familiar with the road network and traffic conditions in his service area is likely to be more efficient than a driver for whom the delivery area is relatively new. A second, related cost involves the development of business relationships. For many service providers, an important goal is to achieve regularity and personalization of service by having the same driver visit a particular customer every time that customer requires service. 

Adverse driving conditions mean snow, sleet, fog, or unusual road and traffic conditions which were not apparent to the person dispatching the run at the time it was begun. 

The increase of asphalt s stiffness modulus improves the load spreading ability of the asphalt layer hence, lower stresses are transferred to the subgrade. This could be interpreted as the ability to decrease the asphalt layer s thickness, and hence the pavement s thickness, for a given subgrade strength and under the given traffic conditions. 

Various types of hot asphalts (mixture of mineral aggregate and bituminous binder-bituminous mixture) are used in the construction of flexible pavements, depending on the project requirements, to ensure optimal use of the asphalt. From all available asphalts, each country uses a combination of those that are considered to be the most appropriate to their climatic and traffic conditions. 

The selection of paving grade bitumen is based on regional climatic and traffic conditions. The author s opinion, after more than 10 years of experience with BBTM, is that a 35/50, 50/70 or 70/100 grade bitumen is sufficient in most cases. 

WIM systems are distinguished into high-speed and low-speed systems. High-speed WIM systems (HS-WIM) are those installed on one or more traffic lane(s) and operate automatically under normal traffic conditions. Low-speed WIM systems (LS-WIM) are those installed in a specific weighing area, outside of the traffic lane(s), on which the vehicles to be weighed are diverted usually by police. They are also operated automatically, but the speed is limited (5 to 20 km/h maximum) and the travelling conditions of the vehicles are controlled. The WIM systems can be fixed or portable systems. 

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