Traffic Safety Analysis: Car Accidents

The first main reason of causing traffic accident is overspeed. It can seriously cause an accident, significantly in narrow streets. Many people, especially young drivers, always drive too fast without thinking or caring about their own safety. Some people might think that driving motorbikes too fast can make them look amazing, actually not at all. Besides taking criticized from the other people, they also take risk of having an accident or losing their life. In some conditions like bumpy road, broken brake or slippery road, they cannot control their vehicles properly. In addition, many other young motorbike drivers even fly their motorbikes just to make fun or show off to others. These foolish driving behaviors are very dangerous and can easily cause an accident immediately.

Next, traffic accidents happen because people do not obey the traffic laws, especially they do not care about the traffic lights and traffic signs. Many drivers manage to go faster when the traffic light turns yellow, while some of them go straight when the light turns red in case there are no police officers.

In fact, they should slow down the speed or stop during the light turns yellow or red. In addition, drivers who drive in the wrong directions could also cause an accident. It is very often that there are still many drivers do this. For instance, some roads in Phnom Penh allow drivers to drive only backward, but many drivers still drive forward on such roads. As more and more people can do that, people still believe that traffic laws are not efficient enough, this makes them not obey the traffic laws.

Another factor is many drivers in Cambodia do not have driving license. It means that although you are under 18-year-old, you can drive motorbikes or cars on the roads. Thus, when they drive their vehicles, they do not have skills or techniques in driving properly. Furthermore, those people do not understand about the laws, traffic signs and traffic lights. That is why an accident occurs.

The fourth point is caused by drivers who drive carelessly. For example, drivers usually talk on phone or look at map while driving. Also, some drivers text messages, chat with friends, use Facebook, Line, take their hands off of the wheel to turn the radio station or turn on the music very loud, sing songs, eat with one hand and hold the steering wheel with the other.
Drunk driving is another cause of traffic accident in Cambodia.

It is one of the most significant case which occurs almost every day in Cambodia. Even though there is a good quote about drunk driving “if you are drunk, do not drive, and if you drive, say no to drinking”, many people do not follow this. In Cambodia, people like to drink during a gathering with friends or at a party. They do not often think about the consequences of drinking. They drink so much, especially to satisfy their friends, as a result they have to drive their own car back home drunk. As a drunk driver, they become unconscious and cannot control themselves, and their vehicle. Consequently, their cars often run into another vehicle by chance, which lead to traffic accident.

The last reason that can cause traffic accident is weather condition. When drivers drive cars or motorbikes during a heavy rain or through thick fog, they cannot see clearly and it can cause them to misjudge the distance of the other vehicles around them. Additionally, the roads may become slickly, slippery and flooded after heavy rains which might cause vehicles to slide and make it very difficult to come to a complete stop. All of these actions make it uneasy to control the vehicles and lead to accidents if the drivers are not careful enough.

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What Is the Portobello Road Famous For

The changes that have affected Portobello road in the last decade have a had a great impact on the local community along with the future proposals which have been outlined for the area by the council in order to improve the area. For the purpose of the investigation it is useful to understand how the local community view these changes and proposals, and to gain an insight into the conflict that is arousing from the proposed changes and developments. A secondary source presented as an article from the Notting Hill Action Group, which is an organisation campaign involved in fighting local issues.

In this article local residents are protesting against the eviction orders that have been served on Elgin books, a bookstore which has been on the road for more than 20 years, one of the reasons for this protest is that the rent has increased so much the bookstore can no longer afford to pay substantial amounts of money on rent. The local residents are also furious about the fact that breaches against planning consent rules i. e. ‘the Fluid juice bar shop front being put up without planning’, are allowed to go unchecked by the council, even though actions like these are ‘considered an offence to the streets character’.

Although these protests are creating an unhappy atmosphere in and around Portobello road, it is useful to understand why the residents feel what they do, one of the reasons may be down to the fact that residents don’t want to ruin Portobello’s individual character. However this is very difficult to overcome the conflict between residents and planners because many ‘greedy people in the area are using Notting hill’s celebrity as a way of forcing up rents and forcing out businesses, which have been in the area for more than 30 years.

An article labelled ‘Planning rage’ which is slightly different to the 1st 1 although still sharing the same subject matter of ‘planning orders’. In this article (which is written by NAG) the Unitary development Plan is being criticized by many residents along with the Notting Hill Action Group itself! This is extremely relevant to the investigation because the future proposals stated in question 4 are based on the Unitary Development Plan, therefore it is useful to understand how the residents view these changes.

The article starts off with the fact that ‘ owners of small family-run businesses say that they will be squeezed out by the unitary development Plan which is proposing to open the floodgates to huge chain stores. ‘ And it also states that ‘the recent arrival of chain stores such as GAP and Starbucks has fuelled their fears. ‘ It is evident from these 2 lines, that the people of Portobello road ‘don’t want the small businesses (which make the area so unique) be swallowed up by chain stores that will make the area look like any where else. Especially a resident in particular called Mr Walton who lives in Arundel Gdns, who says: “we are concerned that developments should not harm the character of the area. ” The council have responded to this argument by saying: “we’re trying to react to what people want, and to do it within the powers we are granted. ” It obvious that this is a complicated issue, because there is a balanced argument between both the councillors and the residents, therefore it is difficult to determine who is right in what is being said.

Another article displays a variety of articles, one of which is to do with the division between the rich and the poor on Portobello road. This article is stating that there is a ‘widening gap between the rich and the poor in the UK and this is marked in the Notting hill area, which has multi million pound house prices while Goldbourne ward (northern section) is in the fifth poorest ward in inner London. ‘ Therefore many of the residents of the Goldbourne ward have organised a pilgrimage, which is a powerful reminder to everyone to challenge the status quo, and to work energetically for a fairer, more balanced society.

Many of the people who are involved in this protest are trying to convince the council to give in to their requirements by organising these sorts of campaigns. However it is not easy for the council to equalise the 2 parts of the road because the census data on page shows that there is a high unemployment and low home ownership rate which means that most of the population live in rented houses, therefore it would take the council a long time to match up to the employment and home ownership rates which are 3 times higher in the Pembridge ward.

Although the newspaper article is outlining resident views, it is still a secondary resource and so its reliability could be questioned, we cannot be sure that there is a division between the rich and the poor in the 2 wards, as the article is written by a person who may well be biased. However the primary data in the form of a shopping, environmental and residential house surveys show that the Pembridge ward is far better off than the Goldbourne ward in terms of house prices and quality.

Even though most people situated in Portobello road such as the residents in the 1st NAG article are criticising the future proposals that have been made by the council (stated in question 4) there are also others who are in favour of these improvements i. e traders. In the article named ‘Portobello 2000’ Anne swift is an antiques dealer who talks about the future of Portobello road, and also mentions the importance of ‘Portobello having the opportunity to establish itself as the worlds leading centre for antiques and a leading market for general commodities.

Anne sees the ‘over commercialisation’ of Portobello road as a good thing as this would encourage trade from tourism, however the people in the ‘planning rage’ article see this as gentrification steam roller, and as a threat to small businesses. Therefore this is causing a growing conflict between traders and residents. Anne swift suggest some of her own proposals which are in line with those stated in question 4, she believes that all traders have to offer high quality goods, by displaying better merchandise. She also states that improving the environment will create a more clean and spacious environment for everyone, especially tourists.

Lastly she suggests the need for friendly and efficient service in order to satisfy customers. A questionnaire which was conducted on all parts of Portobello road in order to find out information about the residents and tourists who shop there. The results of the questionnaire were then converted in to a graph, which helped to analyse the relationships between the figures. From question 1 on the graph its evident that the majority of people questioned were residents (58%) and the remaining were either tourists or workers (42%).

This proves that Portobello road attracts quite a lot of tourists and therefore has a large sphere of influence, as the figures are nearly similar to that of the residents. Out of the 58% of the residents questioned, 33% of them have lived in the area between 11-20 years, which showed that they knew the area well and were aware of the changes that have taken place over the last decade. Many of the residents questioned felt that the area had changed in terms of housing which is now of a better quality and residents, as new people are being attracted to the area everyday. 2% of the residents felt that the changes had made the area better, while 29% of the people felt that the changes were quite good for the area, however there were only 7% of residents who felt that the area had declined.

This shows that Portobello road has made a great improvement since the last decade. The remaining results showed that 40%of the people questioned have visited Portobello road more than 10 times mostly for Antiques and general food shopping. Again, this shows that tourism is an important factor, which affects Portobello road everyday and has maximised its function.

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Road congestion

The underlying causes of congestion are far more complicated than many traditional interests have historically been willing to admit. The ability of available roadway space-the most traditional method of measuring supply or capacity to meet traffic demand, is just one of a set of several underlying factors that research has found contribute to traffic congestion.

Whereas more than half of all children walked or bicycled to school in the 1950s, that number has now fallen below 10 percent as streets have become more dangerous due to traffic. Combined with the loss of school bus service, the resulting trend has been an overwhelming increase in parents driving their children to school, clogging local roadways during critical peak hours. An estimated 20-25 percent of rush hour traffic on local streets and roads is now attributable to the school commute.

To make matters worse, not only does the typical suburban development model characterized by low-density cul-de-sacs, wide, high-speed arterials, and massive intersections make traffic management difficult, it also makes it less cost-effective for public transport to serve scattered destinations and makes walking or bicycling both inconvenient and dangerous.

Many experts believe that widening motorways and main roads is only a temporary solution at best to the complex problem of traffic congestion. Indeed, research has pointed to a result known as “induced traffic” that suggests new and wider roads actually create additional traffic, above and beyond what can be attributed to rapid population increases and economic growth. In larger areas, drivers will often abandon carpools and public transport when additional roadway space is made available, thus creating additional trips and more traffic. In the longer term, the promise of more convenient transportation access allows commuters to live further from work, increasing development pressures and thus fuelling even more traffic demand.

The lack of affordable and mixed-income housing near employment centres, and the imbalance between jobs and housing, creates the notorious commutes between the areas.

Also, with many people losing their confidence in public transport due to long delays, strikes and many rail crashes it seems much easier to take the car. It is important to note that the skewed pricing signals given to travellers appear to make road travel, even at the most congested periods of the day, entirely free, while public transport is often perceived as too expensive.

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Market failure is the inability of an unregulated market to achieve allocative efficiency in certain circumstances and we see a severe re-allocation of resources. There are various reasons why allocative efficiency may not be achieved, one of these is externalities.

An externality is said to exist when the production or consumption of a good directly affects businesses or consumers not involved in the buying or selling of it and when those spill over effects are not reflected in market prices. The spill over effects are known as external costs or benefits.

When people use their cars other people suffer from exhaust fumes, congestion and noise. These negative externalities make the marginal social benefit of using cars less than the marginal private benefit (i.e. marginal utility).

The optimum equilibrium for society would be where the marginal social cost is equal to the marginal social benefit (Q!). However, a free market left to itself will produce where the marginal private cost is equal to the marginal private benefit (Q^). If there are negative externalities in consumption, a private market will therefore tend to over-provide a good.

Congestion in urban areas can be seen as a form of market failure because the socially efficient output is not produced. The social optimum amount of vehicles on the road must be exceeded if congestion results. The marginal cost to the consumer is the only cost really considered when a driver makes the decision to use the car. What is not taken into account are the costs to other road users, the cost to society collectively; the social cost or themselves to some extent. The marginal cost to other road users is the added congestion caused by the extra car on the road. The marginal costs to society collectively are the increase in emissions produced by the extra journey made, the follow on effects from this are large, rising asthma levels in the local area, decaying buildings and collapsing roads could be caused because of the high congestion rates.

The marginal cost to the individual could be the opportunity cost of the time spent in congestion. If the more space efficient bus made the journey, the traveller would be able to read the newspaper, play on a hand held computer or even do some work, this is not possible if the car is chosen to make the journey. The marginal utility of existing users of the congested roads would decrease with the addition of an extra motorist, an extra 10 or even 100 motorists would lower the marginal utility levels dramatically. But each individual’s marginal cost wouldn’t be affected, which explains why the marginal cost and marginal social cost diverge.

Congestion is not the only cost that occurs from a large number of cars on Britain’s roads. We must also consider, road damage costs, accidental externalities and of course environmental costs. Heavy vehicles basically cause Road damaging as the damage to the road pavement increases to the fourth power of the axle load.

Accident externalities arise when extra vehicles on the road increase the probability that the other road users will be involved in an accident. Accident probability depends to a large extend on distance, driving time and particularly the other traffic. This is why accident costs will be treated like congestion costs.

Environmental damage comes in various forms, such as local: emission of CO, NC, NO2, global: emission of CO2, CFC, water pollution and noise and vibrations.

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Congestion is inefficient, polluting and dangerous. Removing just 5% of traffic at peak times could substantially reduce or even eliminate rush hour congestion from many cities. One approach that is starting to stoke interest among municipal leaders is road pricing. The theory seems sound enough: introduce a price on bringing cars into congested areas that incite drivers either not to travel unnecessarily or to vary their times of travel or, indeed, to try public transport, walking or cycling. With the right approach, drivers who incur higher prices during rush hour periods would benefit from reduced congestion and travel time, while nonessential travel would take place at less congested and cheaper times.

Road pricing has been debated in political circles for many years. The main debate was about the difficulties that would occur in trying to impose a system in order to toll drivers. These problems no longer exist, and advances in electronic devices have made sophisticated road pricing schemes more feasible. The new technology of electronic tolls no longer requires motorists to halt at tollbooths. Therefore, it prevents additional congestion. Drivers would be given an electronic number plate, which signals to the recording computer the presence of a vehicle. This would be the most direct way to charge the amount specific to the road and the time of the day. The devise could charge users via bank account or monthly bill. This would also allow a central computer to monitor roads with the greatest amount of use.

Also, another method that has been put forward is for drivers to buy a travel card (similar to those on London Transport) and display these on their dashboards when driving in and out of priced roads.

However, the political will is often lacking, perhaps because of uncertainty about voter reaction.

I believe there are both advantages and disadvantages to the proposed road pricing theory.

ADVANTAGES OF ROAD PRICING

Road pricing is a good instrument to use to internalise most of the external effects mentioned earlier, especially in the case of congestion costs, it appears to be the optimal method of internalisation because a price mechanism would replace the present queuing mechanism, which is allocatively inefficient.

Because road prices would be primarily connected with congestion costs, some distributional and locational effects could arise. Costs of driving in non-urban areas would probably fall whereas urban driving costs would increase so that in the medium run, the quality of the public urban transport system would improve.

In the case of pricing highways on the continent, road pricing is a good instrument to overcome the free rider problem of foreign carriers using “home country” highways. This is especially interesting against the background that current ways of financing highways are very different. It is fair to say that foreign carriers buy their petrol abroad, which is cheaper, and they do not contribute to business in the UK. For that reason actual competition between international carriers is not neutral.

With the proposed electronic system, there seems to be 2 benefits. The first of these is the business generated from the insertion of the microchips and the second is the ease of use i.e. simply driving past a scanner.

Furthermore, Ken Livingston has stated that he believes traffic will reduce by 15% with the implementation of the system and he says money generated from the implementation of such a scheme will be used not only on the maintenance of our roads but also into investment of our public transport which again reduce the number of cars on the road leading to a better environment for all. A recent survey suggested that 70% of the public would not mind paying fuel tax if it was invested in public transport.

The system is already used in Singapore and the immediate reaction was a reduction of 24,700 cars during the peak time and also, traffic speed increased by 22% at this time. And also, in Trondheim in Norway the toll was not introduced in order to make people leave their cars at home but soon, it was noticed that congestion was reduced and political consensus was that some of the money generated could be used for public transport within the city.

DISADVANTAGES OF ROAD PRICING

The cost of implementing electronic toll system is very high. The UK government estimates that the implementation of the system will cost �2 bn for only a small area such as London. Plus individual costs for every vehicle of �40 each, not including additional costs of controlling the system. Also, we are likely to see a lagged response and it would take time to raise revenue. The initial costs are high thus; they would have to pay off in the long run.

Ken Livingston, has suggested a charge of �5 for entering London, many believe that when we consider, fuel taxes, road tax, and maintenance of a car, �5 to enter London is extortionate. It is important to consider those on lower incomes, who may find it difficult to pay a regular �5 charge. This could lead to the displacement of traffic, in the way that people will try to avoid the tolls and take other routes down side roads- this is likely to cause congestion in quieter streets not to mention accidents because the streets are so narrow.

The introduction will be hard and people will object to it. They believe it affects their rights of passage and with an estimated 230 cameras per zone it compared to the big brother phenomenon.

Tax on roads may have damaging effects on the economy. Because the cost to firms will be greater and it may also serve to make London a less desirable centre, there will be a reduction in Aggregate Supply. There will be growth in unemployment as firms will not be able to afford workers, this will cause a slowdown in economic growth and could even cause an inflationary threat.

In terms of negative environmental externalities, road pricing is (with the exception of noise) probably not the optimal instrument for internalisation. Taxes on fuel or emission fees, for instance, charge vehicle emissions in a more direct way and they are very simple to design. Some believe that there should be different taxes for those people who do not have public transport available to them easily and those who do but choose not to use it.

Furthermore it must be mentioned that the effect of road pricing depends to a large extent on the authority that receives the revenues and its way of using the money. Economists would argue that the profits made should be reinvested into the transportation system to generate an efficient outcome rather than cross-subsidising other traffic modes or other state activities.

CONCLUSION

In conclusion I believe that road pricing is the best instrument to internalise the costs of congestion and road damage. Although the initial costs of installation are high, these costs would probably quickly be exceeded by the efficiency gains of corrected prices. Nevertheless, road pricing cannot perfectly internalise external environmental costs. That is why instruments like “fuel taxation” or “emission fees” will still be necessary to design an optimal price mechanism in the transportation sector that sets the correct incentives. I believe pricing could be the trick to remove that 5-10% of traffic that causes congestion in peak periods in our cities. If that means picking up the children on time and being able to drive into city centres to shop, then surely that would be a price worth paying.

Finally, what’s perhaps most important is a recognition that solving these problems will require strong leadership from a government level in addition to management, planning and eventual implementation at the regional and local levels. Traffic congestion must thus be tackled within a broader context of economic, environmental and social goals and its solutions must be compatible and work in support of solutions for a broader range of issues.

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The Road to Success

Success is a quite easy attempt; however, only for the most determined ones, those who comprehensively believe in themselves. Those whom I believe can withstand any kind of restraint to make their dreams reality. What do you think they follow that makes them persistent, a life manual, or a road map? It’s more than that, a body organ that we tend to neglect when ever we are down and despaired, the heart. The heart that is the building block of the road we are to hit, the road to success.

The eminent book writer, Paulo Cello once said, “Listen to your heart. It knows all things, because It came from the soul of the world, It will always guide you on the right track”. Now allow me to introduce to your knowledge a new well-guaranteed strategy that will surely take you on the safe road of success.. First, I would like you to: Learn from the bare bones of our history Gandhi, Aristotle, Martin Luther King, Dry. Aimed Joel, and many other eminent figures have shaped a very successful history of humankind.

All of each recall a time In their lives when they were considered a failure at one pursuit or another: that dad many of them feel that their previous failures taught them valuable lessons and led to their successes. Those whom I certainly believe sought the safest road to success. Now it is time to visualize: 2) When you imagine the ‘road to success’, what sort of picture do you see in your mind? Do you imagine a long road that eventually leads you to your desired destination? I would like to share with you a slightly different picture of the road to success.

When you understand this picture, you will be much better prepared for your journey. When you first set out on the road to success, it looks something like this: You can see your goal glistening In the distance and It almost seems within your reach. You are excited about heading down the road and making your dream a reality. However, a strange thing napes as soon as you take your TLS step clown ten road to success. A brick wall appears out of nowhere and blocks your progress. Where these brick walls come from nobody knows, but for some reason they always appear.

One of the main reasons people fail to reach their goals in life is that no one has ever old them about the brick walls! Many people are so surprised by the appearance of the wall that they simply stop and give up on their dream. When you are faced with a brick wall on the road to success, you have two options: either to sit down and give up on your dreams, or get up and find a way over, under, or through the wall. No matter what your goal is, it is important to realize that as soon as you begin your Journey down the road to success, you will encounter a series of brick walls.

Bricks are Just temporary objects that you can get over as soon as you legalize their presence. Consequently, you reach your objectives. Always know that obstacles will always conquer your way to reach success and your ability to overcome them is the rudiment to success. This reminds me of a famous saying by John Heresy: “success is the ability to go from one failure to another with no loss of enthusiasm”. Failure is the backbone of success, without failure, you can never reach success. It can be your mischievous nemesis; however, it eventually becomes your favorite enemy.

Life has taught me many lessons, and most importantly is the ability to overcome my fears and defeat failure by bravely persisting on my goal and striving to achieve it. In addition to that, is applying the above-mentioned life changing strategy that was started by Dry. Anthony Fernando, the author of the book Dare to Dream. Apply it and know the bare bones to success and goal achievement. Today, I can open my eyes to a life with all my goals crystal clear set before my blistering eyes. Ala Tare Lola-91994@hotmail. Com

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Thw Winter Holiday Homework

Table of contents

EICHER SCHOOL HOLIDAY HOMEWORK CLASS – ENGLISH

Q1

Read the newspaper article and answer the questions that follow: Ban is the correct move 10 Feb 2009, Vikram Sinha The move by the central government to finally introduce an amendment to the Motor Vehicles Act, 1988, prohibiting the use of cell phones while driving, has materialized. It also ensures that there are no loopholes left in the law by including hands-free sets in the ban . Doubtless, there will be those who claim that such devices are safe since they free both hands for driving. It is a false claim.

There is an assumption that it is the physical hindrance caused by conversing on the phone while driving that is the main safety hazard. Rather, the issue is the mental distraction of the driver. The US is pushing all its states to implement a similar ban. For evidence, it cites several studies, such as one by the university of Utah, which prove that using hands-free devices is as dangerous as speaking on cell phone without them. Another study cited by the report establishes why this so. It states that conversing with a fellow passenger is not dangerous and many instead lead to greater safety.

The reason for this is simple enough . a co-passenger is likely to keep an eye on the road, adjust or stop danger. A person at the other end of a phone connection cannot do this. The conservation will remain unchanged, demanding the driver’s attention and lessening his focus on the road at the moment when he might need it the most. The introduction of such a specific law in India is long overdue. And now that one is finally being introduced, the Ministry of Road Transport and highways is taking the correct step by being thorough. [ source: TOI 10 Feb,2009] 2. 1

‘It is a false claim’ ( para 1). What is the false claim?

The claim that

  • the amendment is finally being introduced
  • co-drivers can help a driver avoid accidents
  • all cell phones can create distractions for drivers
  • hand- free phones can be safely used when driving

What is the usual assumption of people?

  • Conversing on a cellphone causes maximum accidents.
  • Using a phone while driving does not cause any difficulty
  • Mental distractions are more harmful than physical distractions.

These bans should only be implemented in US. and 2

According to the passage, in what way is the driver talking to a co-passenger less risky as compared to talking on phone?

  • Talking to a co-passenger increases the concentration of the driver.
  • Talking to a co-passenger keeps a driver awake in long drives.
  • Co- passengers will stop the conversation and warn the driver of danger.

Co-passengers can answer the phone calls

  • ‘The US is pushing all its states to implement a similar ban’ Here ‘similar ban’ refers to
  • Use of cell phones while driving
  • Talking to co- passengers while driving
  • Use of both cell-phones and hands- free devices while driving

None of the above

Choose the word from the passage that means the same as “ strictly not allowed”

  • rohibited
  • implemented
  • hindrance
  • loopholes

Q2

Prepare a book review on the class library / school library book you have read based on the following points:

  1. Name of the book
  2. About the author
  3. Judgement
  4. Summary

Q4.

Write a paragraph in your own words on each of the following

  1. Preparation of soil.
  2. Sowing
  • Q5. Why weeds should be removed before they produce flowers and seeds?
  • Q6. Why is weeding necessary? Chem
  • Q1. State the different ways to stop fire.
  • Q2. Why a gas burner does has holes surrounding it (on outside)?
  • Q3. Cooking utensils acquire the coating of a black powdery substance if kept on yellow flame of the burner. Why?
  • Q4. Draw a well labeled diagram to show the different regions of flame. Phy
  • Q1. What is the purpose of L. H. C? (Large Hadron Collider)
  • Q2. How are charges developed here?
  • Q3.Write two areas where problems are coming LHC?
  • Q4. What discovery it will make once it becomes successful?
  • Q5. Write a short note on LHC.

Collect information on Durban ,South Africa Earth Summit held this year. ? The information has to be pasted in the class note books. ? Students will be graded on the work submitted. S. kt Do pg . 77 to 81 in Assignment. Hindi (Do page num 117 and 135 from assignment) MATHS 1. Express the following as the product of two factors:- i) 18×2 + 24x + 8 ii) 25t2 + 10t + 1 iii) 9u2 – 6u + 1. Evaluate (48×2 + 30x + 3) ? 16x + 3) Divide :- i) a6 + 2a3b3 – 3b6 by a3 – b3 ii) 4×4 + 1 by 2×2 + 2x + 1. Check whether x -2 is a factor of x3 – 8 A certain sum of simple interest becomes double in 20 years. In how many years will it become four times? If the C. P of 8 articles is equal to S. P of 6 articles, find the gain %. What sum of money will amount to 45582. 25 at 6[pic] p. a in 2 years, interest being compounded annually? A cubical container is 15 cm long. The volume of container is 5. 4 cm3. Find the area of its end. Due to rainfall, a square terrace of length 9m is filled with water up to a height of 6 cm.

How many litres of water has accumulated on the terrace? Find the value of x, if i) 2x = (6)2 – (4)2 ii) 6x = (23)2 – (17)2 If the area of rectangular field is 21 x2 – 7x and one of its sides is 7 x,what is its other side ? 12. Find the greatest no. of seven digits which is perfect square. What is the square root of this number?  A decimal fraction is multiplied by itself. If the product is 251953. 8025, find the fraction. 14. Find the volume of a cube whose total surface is 486 cm2 ? Multiply – 3x2y by (7x3y – 5xy2). Verify the product by taking x = -2, y = -1.

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Traffic Rules For Pedestrians

Anyone still on their event out after this time will be regarded as a pedestrian and, therefore, must obey the rules of the highway code regarding pedestrians. Walkers are required to use the footpaths at all times. Participants Participants for the Half & Full Marathon must be age 18 or over on the day of the race. If any participant is unwell prior to the event he/she is advised not to take part. Please arrive at least 45 minis before the start of your event, this will enable you to familiarize yourself with toilets, refreshments and the start and finish areas.

Please note the organizers cannot accept responsibility for any loss or damage of your reporter. Entry fees are not refundable. All participants must register during the allocated times in order to collect their race number, micro chip, and goody bag. These items cannot be posted out. The registration office will be staffed on Directions from Belfast At the Mourner Country Hotel roundabout go straight. Continue down the Belfast Road/Downslide Road for c. Miles.

At the next roundabout (at Newer Courthouse) turn right. Take the next Right and continue to WIN Business Park. Directions from Dublin Continue on the main AY road towards Belfast and take the slip road for the Cucamonga Road Junction. At the bottom of the slip road take the third exit heading for the Vivifies roundabout. At the Vivifies roundabout take the fourth exist for Newer Go to the bottom of the road. At the traffic lights the only option is to turn left. Also take the next left and continue to WIN Business Park. Directions from Armada At the Vivifies roundabout go straight (taking the 3rd exit for Newer).

Go to the bottom of the road. At the traffic lights the only option is to turn left. Take the next left and continue to WIN Business Park. Running Number All participants will receive individual running numbers. The running number is specifically allocated and cannot be exchanged without authorization from the race director. Please note the medical staff are provided with a competitor list and will not be aware of any changes unless notified in advance. Numbers must be attached to the front of running tops, mutilation or non-display of numbers will lead to disqualification.

Championship Champion chips will be given out at registration and will be allocated only to one entrant. Chips cannot be exchanged with another participant as this will affect corded times. The chip is the property of Timing Ireland and all chips will be collected at the finish line. Lost chips are charged to Newer City Marathon Ltd at a cost of E per chip. The Marathon Course. Starting outside the Newer Credit Union Building on Hill Street at 9:AMA, will take the following route. Hill Street south towards William Street.

Right onto Dublin Bridge and then a U-turn on Dublin Bridge and right turn onto footpath along River Street, Warrenton Road until leaving footpath and going onto road toward Greenback Industrial Estate Roundabout. Onto hard-shoulder of Warrenton dual-carriageway towards Warrenton. The route through Warrenton is Newer Street, Church Street right along Dock Street by the Square, keeping on the right-hand side of the road, Marine Parade where you go onto the Promenade as far as the Baths, crossing the road at this point onto Queen Street, Church Street and back toward Newer on the same carriageway staying right. I. E. Running on inside lane) proceeding to Greenback Industrial Estate Roundabout for the halfway mark and picking up the Half Marathon runners to proceed to Warrenton along the same route as before. On the return to the Greenback Roundabout stay on the road until the footpath at Warrenton Road onto River Street, left onto William Street to Dublin Bridge, Then a right IS- turn to William Street and a left onto Hill Street to the Finish at Newer Credit Union. The Half Marathon Course.

Starting at Pair Osler in Greenback Industrial Estate at 10:AMA the route goes onto the Warrenton dual-carriageway on the hard-shoulder staying right toward Warrenton The route through Warrenton is Newer Street, Church Street right along Dock Street by the Square, keeping on the right-hand side of the road, Marine Parade where you go onto the Promenade as far as the Baths, crossing the road at this point onto Queen Street, Church Street and back toward Newer on the same carriageway staying right(I. E. Running on inside lane): proceeding to Greenback Industrial Estate Roundabout . N the return to the Greenback Roundabout stay on the road until the footpath at Warrenton Road onto River Street, left onto William Street to Dublin Bridge, Then a right IS- turn to William Street and a left onto Hill Street to the Finish at Newer Credit Union. The Walk Course. Starting at Pair Osler in Greenback Industrial Estate at 10:AMA the route goes onto he Warrenton dual-carriageway on the north bound side WALKING ON THE FOOTPATH AT ALL TIMES toward Narrow Water Keep. Turning at Narrow Water Keep and proceeding back toward Newer on the same footpath to Greenback Industrial Estate Roundabout.

Onto the footpath at Larrikin Spar Garage then onto River Street, left onto William Street to Dublin Bridge, Then a right IS- turn to William Street and a Left onto Hill Street to the Finish at Newer Credit Union. The Fun Run Course. Starting outside the Newer Credit Union Building on Hill Street at 1 1 :Moa, will take the following route. Hill Street to Killdeer Street, Left onto Killdeer Street onto the Mall to Mar’s Street, left onto William Street and left onto Hill Street to finish at the Newer Credit Union.

Mile Markers Both the half and full marathon will be individually mile marked. Refreshment Stations Water stations every three miles on the Marathon and Half Marathon courses. Sports drink stations at approximately 8 and 18 miles. Energy gels will be available at some water stations for athletes who have found these of benefit dung their treating PLEASE DISPOSE OF LITTER RESPONSIBLY IN BINS PROVIDED- THANK YOU. Race Retirement Should any participant retire at any time during the race, they must inform the nearest marshal.

There will be a sweep vehicle following the race, which can take you back to the start. Spectators Spectators are very welcome but should not venture onto the course. Marshals Specific Event trained marshals will be in place along the course. They will be clearly identified with high-visibility vests, you must obey their advice/instruction to keep yourself safe at all times, and traffic disruption to a minimum. Timing and Results There will be a Champion Chip timing mat at the finish.

All participants must cross his to enable results to be recorded. Results will be displayed at the finish and will be available on the website www. Merchantability. Com. Time Keeper Glenn Grant Champion Chip Timing Results Derek Cowan/Glenn Grant Race Starter Representative from the Main Sponsor. Mr. Sean McCracken The referee’s decision will be final. There will be no entries accepted on the day Post Run There will be limited facilities for sports massage at the finish area. Presentation of prizes will take place at the earliest opportunity.

By taking part, all participants have agreed for their names and any footage or photographs taken during their articulation in the marathon to be used to publicist the marathon event. Participants acknowledge and agree that personal information (including medical information entered on my race number or collected by event medical staff during or after the Event) can be stored, used and disclosed by the Newer City Marathon in connection with the organization, promotion and administration of the Event and for the compilation of statistical information.

If a participant becomes ill during or after the Event and/or receive medical attention or treatment either from event medical Taft, SST John Ambulance or any doctor or hospital, he/she authorities such persons to provide their details (including details of medical treatment) to the Medical Director of the Newer City Marathon or others authorized by him.

Marathon Officials reserve the right, in their sole discretion, to modify, supplement or waive all of the Official Rules. Participants shall be bound by any modification or supplement of the Official Rules published prior to the Marathon. Failure to follow these Official Rules, as may be amended, will result in immediate disqualification, loss of prize money and ejection from the event.

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Intelligent Traffic System for Islamabad

Intelligent Traffic System (ITS) for Road Network Management in Islamabad Mohammad Imran (Sp-2011/PhD EM/001) Centre for Advanced Studies in Engineering, Islamabad Author Note Mohammad Imran, Department of Engineering Management, Centre for Advanced Studies in Engineering, Islamabad Correspondence concerning this article should be addressed to Mohammad Imran, Department of Engineering Management, Centre for Advanced Studies in Engineering, Islamabad. E-mail: imran_ced36@yahoo. com Abstract Traffic congestion is a vexing problem felt by residents of most urban areas.

Despite of high gasoline prices, rush hour gridlock and pollution, seemingly nothing can interfere with people’s love affair with the car. Building more roads cannot provide the answer to better traffic management as it cannot keep pace with the ever increasing vehicle population as well as limitation of the environment’s ability to sustain the impact. Unlike authorities in cities across the world where people are encouraged to make greater use of public transport, residents of Islamabad are handicapped to exercise this option due to absence of a mature and well integrated mass transit system.

An intelligent traffic management system which can ensure smooth flow of traffic to manage congestion (delay, reliability and network resilience) for all people and freight movement on the road network is required for Islamabad. This paper therefore argues the case for a better integrated approach towards road network management for ensuring mobility of people and goods through integration of governance management issues, information technology and traffic routing systems. 1. Background

Interest in ITS comes from the problems caused by traffic congestion and a synergy of new information technology for simulation, real-time control and communications networks. Traffic congestion has been increasing worldwide as a result of increased motorization, urbanization, population growth, and changes in population density. Congestion reduces efficiency of transportation infrastructure and increases travel time, air pollution, and fuel consumption. In the developing world, the migration of people from ural to urbanized habitats has progressed differently. Many areas of the developing world have urbanized without significant development of road network as well as unplanned formation of suburbs. In Islamabad for instance the population is supported by a multimodal system of walking, bicycle transportation, motorcycles, mini buses, taxis and cars. Many urban poor, living on the outskirts of Islamabad, cannot afford to travel to economically active areas. Those who can are dependent on a public transport system, which generally has a low service level.

In many cases, informal minibuses or taxis provide the only public transport available. Many vehicles used in this informal system are not road worthy. For those who cannot afford the minibuses or taxis, the only option is walking or riding bicycles. In case of affluent urban inhabitants private car ownership is high and public transport is not considered an option. Highways and secondary roads provide access to all parts of the city. Moreover, private cars are expected to play an even greater role for transportation of the urbanites in the future as well.

The data held with Motor Vehicle Registration Authority of Islamabad indicates that the number of vehicles using the road network of the city continues to be higher than the month before. The high fuel prices do not seem to have a restricting effect on car usage in the city. The ever increasing vehicles plying on the city’s roads pose a significant safety risk due to limited space available on the road network, exert pressure on the ever increasing conflict between further developments of road network in relation to other land uses, degrade air quality and exacerbate feelings of inequities in the society.

This trend re-emphasizes the need for ITS and efficient road network management system. 2. Traffic Control Systems and Road Network of Islamabad The Islamabad Metropolitan Area is composed of Islamabad, the old city of Rawalpindi and the National Park. The latter is a hilly area, containing two large lakes, the National Sports Centre, the National University and the National Research Centre. Four major interurban roads delineate the above three major components of the Metropolitan Area. Islamabad is planned according to a hierarchical system of communities of various classes, each class comprising the functions corresponding to its ize. These communities are properly served by a major transportation system developed within wide corridors of a grid-iron configuration, surrounding and defining the higher class communities. Local and collector low speed roads, wide sidewalks, pedestrian roads and bicycles lanes within the lower class “human communities” provide access to the major transportation system. The above hierarchical system of communities and transportation facilities, contributes to the reduction of travel distances/times and accidents, and to the promotion of “green transport” (walking, cycling, public transport).

Traffic congestion in urban areas and related environmental problems such as air/noise pollution, through car movements in residential and other sensitive areas, road accidents, etc. are mainly due to the development of these areas before the explosion of car ownership as well as to the lack of proper combined transportation –land use planning, to cope with this explosion. The standalone traffic control signals and limitations imposed by the existing road pattern designed in 1960’s do not allow for the development of the configuration, spacing and capacity of the road network required under the current scenario.

As a result, the ever increasing traffic imposes its rules. When existing as well as possible new arteries are saturated, new arterial routes are created through collector and local streets within residential areas, deteriorating the quality of life and increasing traffic accidents in these areas. The limitations of infrastructure are further compounded by improper behavior of road users, (lack of respect to traffic lights, to lanes for opposing traffic, etc), by the public transport drivers (stopping anywhere to drop and pick up passengers), by improper design and signage of intersections, by lack of systematic police enforcement, etc.

Efforts are therefore required to obtain sustainable mobility through proper traffic and demand management, improving Public and other “Green Modes” of transport, using Intelligent Transportation Systems, etc. Parallel efforts are also required to convert the existing road network into a system of properly spaced arteries, collectors and local roads, each category serving the proper through and access movements generated by the existing and planned land uses. 2. The Global Perspective on ITS Traffic congestion is a vexing problem felt by residents of most urban areas.

Despite of high gasoline prices, rush hour gridlock and pollution, seemingly nothing can interfere with the growing number of vehicles plying on the road. The relief from traffic congestion through the construction of highways is temporary as new commercial and residential growth follows the path of every project. Building more roads therefore cannot provide the answer to better traffic management as it cannot keep pace with the ever increasing vehicle population, other potential uses of land as well as limitation of the environment’s ability to sustain the impact.

Efficient use of the existing road network using the emerging advancements in technology represents itself as the appropriate solution towards better traffic and road network management. The traditional solution to combat vehicle congestion has been to construct more and larger highways. Martin, Marini & Tosunoglu (2008) analyzed the potential solutions provided by technology for efficient traffic control and management of the road network. There work revealed that high financial, social and environmental costs of new road projects can be curtailed by efficient use of technology.

They identified remodeling of existing road network, improved traffic-signal controllers, changeable highway signs, rerouting of rush hour traffic, creation of traffic-control centers which monitor and display gross traffic conditions, use of preplanned alternative based on repeated daily traffic patterns as some of the many innovations offered by modern technology which can potentially be used for better road network management and traffic control.

Deakin (2006) examined the current thinking about sustainable transportation as part of a broader strategy of transportation and land use based on existing traffic patterns. Her work revealed that demand management, operations management, pricing policies, vehicle technology improvements, clean fuels, and integrated land use and transportation planning are the components which have to be pursued in an integrated manner as a part of transport sustainability strategy.

The interest in creating intelligent transport systems as a means of achieving satisfactory safety levels is dependent on the need for powerful databases able to manage the data. Maria and Ruiz (2005) examined the different areas in which geographic information system technology (GIS-T) can be used for efficient traffic control and management of road network. Their work revealed that GIS-T integrates land management, planning of new infrastructure, integral traffic control, inter-modal integration of transport plying on the road network and management of road space to ease the flow of traffic thereby controlling congestion.

Xu (2003) indicates, telemetric products and services for individual means of transport are based on the integration of digital maps and radio data systems / traffic message channels for the transmission of traffic data, Global Positioning Systems (GPS) and the Global System for Mobile Communications (GSM) for the transmission of travel data and mobile telephone communications and other additional sensors needed to gather travel information in real time.

The role of GIS is therefore pivotal towards development of ITS. Traffic congestion is a vexing problem felt by residents of most urban areas. Traffic control and road network management in real-time is a complex field. Remodeling of roads as well as the number of ways to interface with vehicle drivers and travelers is increasing. A top-down, strategic approach is needed to ensure that technology is used in an appropriate and effective way for efficient traffic control and management of road networks .

New technology offers the capability for rapid collection, processing and dissemination of data and information that would enable efficient traffic control as well different strands of road network to be managed collectively and coherently. 3. Research Methodology Our experience with solving local problems is based on importing solutions from other countries. It would be out of context to say that these solutions do not assist in circumscribing the problem but more often than not they fail to deliver the optimum results.

Adapting international practices to the local setting can help improve the impact and sustainability of solution to the problem shortlisted for implementation. Learning from indigenous knowledge by investigating first what local communities know and have, can improve understanding of local conditions and provide a productive context for activities designed to help the communities find solution to the problem. Indigenous knowledge about the various contours of the problem therefore provides the necessary data which when utilized in consonance with best international practices delivers the desired results.

The methodology which will be applied in the study has been chosen in order to acquire information and deduce conclusions about the selection of appropriate traffic control initiatives combined with initiatives designed to efficient management of road network for Islamabad. 3. 1Purpose of Study and Type of Investigation This paper argues the case for ITS through a better integrated approach towards road network management for ensuring mobility of people and goods through integration of management issues, information technology and traffic routing systems.

For the above reason, this research will take an exploratory approach. According to Sekaran (2002) an exploratory study is undertaken when not much is known about the situation at hand, or when sufficient information is available on how similar problems or research issues have been solved in the past. The aim will be to gain familiarity with the issues, and to gain a deeper understanding about the topic. 3. 2Data Collection For the purpose of this research both primary and secondary data was collected and utilized. Primary data was collected in two ways.

Firstly, interviews were carried out with commuters to identify areas and issues which need to be addressed in Islamabad for improving traffic control and better road network management. Secondly, a questionnaire survey was conducted to prioritize the issues and recommend solutions. The secondary data used has contributed towards the formation of background information, needed by both the researcher in order to build constructively the project and the reader to comprehend more thoroughly the survey outcome. 3. 3 Sample Design Ideally one desires to study the entire population.

However, usually it is impossible or unfeasible to do this and therefore one must settle for a sample. According to Black (2006), sample is a portion of elements taken from a population, which is considered to be representative of the population. In order to collect primary data the questionnaire survey technique was used. For the purpose of this study random probability sampling was selected. According to Akhtar (2000), sample sizes larger than 30 and less than 500 are appropriate for most researches. Accordingly, the sample size consisted of about 100 respondents. 4. Results 4. 1Interviews

The issues identified due to interviews conducted with commuters within the context of integrated issue of traffic control and road network management in Islamabad are as under:- •Future Development oWider roads. oDesign of roads to allow expansion. oSufficient roadside drainage facilities for surface runoff. oIncorporate passage of utilities. oCohesion between various line departments. oModeling to ease flow of traffic. oTransit, pedestrian and bicycle friendly development. •Conventional Traffic Flow Improvements oTraffic signal timing. oTraffic signal coordination. oBottleneck removal. Restructuring of security checkpoints. oDensity calculation. oImposition of toll based on vehicle occupancy. oDiversion of traffic on connecting roads. oTicketing on vehicles parked on roads to pick up school children. oPrevent walking on busy roads. oShoulders to be converted into lanes for use by bicycles / motorcycles. •Modal Substitution oTransit, ridesharing, cycling improvements and incentives. oMass transit system. oRevamping of public transport system. •Intelligent Traffic System Improvements oSmart roads. oCorridor flow of traffic. oRouting and scheduling enhancements. Accident and incidence management. oCentralized nerve system. •Awareness Programs oRadio updates. oDriver education. oLeaflets. oRoad billboards. •Pricing Incentives for Easing Road Usage oImposition of road tax on vehicles not registered in Islamabad. oVehicle tax to be assessed on fuel efficiency, fuel consumption, road space occupied, weight and expected life. oVehicle registration based on residency verification and not on property holding. oOther impact fees based on assessed usage. 4. 2Survey The results of survey yielded the following results:- 4. 2. 1. Valid Driving License 4. 2. 2.

Mode of Traveling 4. 2. 3. Importance of Values 4. 2. 4. Means to Ease Traffic Congestion 4. 2. 5. Traffic Police Performs to Manage Flow of Traffic and Road Network 4. 2. 6. Maturity of Traffic Control System 4. 2. 7. Technology Intervention Can Improve Traffic Flow and Road Network Management 4. 2. 8. Better Facilities for Pedestrians and Cyclists Can Ease Flow of Traffic 4. 2. 9. Improvement of Public Transport and Introduction of Mass Transit System Can Help Ease Traffic Congestion 4. 2. 10. Best Initiative(s) for Easing Flow of Traffic 4. 2. 11. Support for Implementation of ITS 4. 2. 12.

Faith on Civic Managers to Deliver on ITS 4. 2. 13. Financial Commitment for ITS Conclusion Intelligent Transport Systems aim to tackle the problems of road network management. Most proposed systems are already technically feasible. • Various safety systems exist that warn of hazards or that automatically intervene to assist the driver. • Safety systems need to be carefully implemented to avoid giving the driver too much or too little to do. •Congestion could be reduced by road charging, and by better network management and information provision. • Road charges could reflect the costs of congestion and pollution.

However, such a system could be expensive. • Integrating different systems can reduce costs. References Hernandez , Ossowski S. , and Garcia-Serrano (2002). Multi agent architectures for intelligent traffic management systems, Transportation Research Part C 10 473–506. Martin, Marini & Tosunoglu (2008). Geographic Information Systems and Intelligent Transport Systems: Technologies used to form new communication networks, NETCOM volume 17. Deakin, E. (2006). Sustainable Development and Sustainable Transport: Strategies for Economic Prosperity, Environmental Quality and Equity.

Central London Congestion Charging: Impacts Monitoring, Sixth Annual Report, Transport for London, 2008. 10 Implementation of Road Pricing System, Ministry of Transport, Public Works and Water Management, The Netherlands, 2008. Annexure A Questionnaire 1. Do you have a valid driving license? a. Yes b. No 2. What is your mode of traveling? a. Car b. Minibus c. Taxi d. Motorcycle e. Bicycle f. Walking 3. What is more important to you when you are traveling? a. Cost b. Time c. Convenience d. All of above 4. Congestion on roads can best be managed by:- a. Building new roads. . Better Management of road network. 5. Are you satisfied with performance of traffic police in managing flow of traffic and road network management? a. Yes b. No 6. Is the traffic control system mature or requires improvement? a. Mature b. Requires improvement 7. Can induction of technology improve the flow of traffic and road network management? a. Yes b. No 8. Can better facilities for pedestrians and cyclists improve the flow of traffic? a. Yes b. No 9. Can improvement of public transport and introduction of mass transit system help ease traffic congestion? . Yes b. No 10. Which initiatives can best ease flow of traffic and ensure effective road network management? a. Corridor flow. b. Smart road. c. Communication of information. d. Remodeling roads. e. Introduction of toll. f. All of above. 11. Should the Intelligent Traffic System be implemented? a. Yes b. No 12. Do you have faith in the current civic managers to deliver if the initiatives are implemented? a. Yes b. No 13. Will you be willing to pay for initiatives to implement an Intelligent Traffic System for better road network management? a. Yes b. No

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