The science of the total environment

openair is an R package primarily developed for the analysis of air pollution measurement data but which is also of more general use in the atmospheric sciences. The package consists of many tools for importing and manipulating data, and undertaking a wide range of analyses to enhance understanding of air pollution data. In this paper we consider the development of the package with the purpose of showing how air pollution data can be analysed in more insightful ways. Examples are provided of importing data from UK air pollution networks, source identification and characterisation using bivariate polar plots, quantitative trend estimates and the use of functions for model evaluation purposes. We demonstrate how air pollution data can be analysed quickly and efficiently and in an interactive way, freeing time to consider the problem at hand. One of the central themes of openair is the use of conditioning plots and analyses, which greatly enhance inference possibilities. Finally, some consideration is given to future developments.

openair - An R package for air quality data analysis

Evaluation of waist circumference, waist-to-hip ratio, and the conicity index as screening tools for high trunk fat mass, as measured by dual-energy X-ray absorptiometry, in children aged 3–19 y

The development of models to assess air pollution exposures within cities for assignment to subjects in health studies has been identified as a priority area for future research. This paper reviews models for assessing intraurban exposure under six classes, including: (i) proximity-based assessments, (ii) statistical interpolation, (iii) land use regression models, (iv) line dispersion models, (v) integrated emission-meteorological models, and (vi) hybrid models combining personal or household exposure monitoring with one of the preceding methods. We enrich this review of the modelling procedures and results with applied examples from Hamilton, Canada. In addition, we qualitatively evaluate the models based on key criteria important to health effects assessment research. Hybrid models appear well suited to overcoming the problem of achieving population representative samples while understanding the role of exposure variation at the individual level. Remote sensing and activity-space analysis will complement refinements in pre-existing methods, and with expected advances, the field of exposure assessment may help to reduce scientific uncertainties that now impede policy intervention aimed at protecting public health.

A review and evaluation of intraurban air pollution exposure models

Metal-organic frameworks (MOFs) are typically highlighted for their potential application in gas storage, separations and catalysis. In contrast, the unique prospects these porous and crystalline materials offer for application in electronic devices, although actively developed, are often underexposed. This review highlights the research aimed at the implementation of MOFs as an integral part of solid-state microelectronics. Manufacturing these devices will critically depend on the compatibility of MOFs with existing fabrication protocols and predominant standards. Therefore, it is important to focus in parallel on a fundamental understanding of the distinguishing properties of MOFs and eliminating fabrication-related obstacles for integration. The latter implies a shift from the microcrystalline powder synthesis in chemistry labs, towards film deposition and processing in a cleanroom environment. Both the fundamental and applied aspects of this two-pronged approach are discussed. Critical directions for future research are proposed in an updated high-level roadmap to stimulate the next steps towards MOF-based microelectronics within the community.

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An updated roadmap for the integration of metal–organic frameworks with electronic devices and chemical sensors

The variety of methods available to the engineer to control traffic movements in a town or city, includes traffic signal control, which can be implemented as isolated junctions, or in coordinated groups, or over the entire network, using either vehicle actuated, fixed-time or demand responsive control. It is the 'experts' who, knowing the capabilities and the limitations of the different systems available, establish the correct balance in the application of the various control strategies to a particular town or city. To cater for congestion in an urban network a fourth generation expert system of control is believed necessary. Such a system will be based on automatic incident detection, continuous monitoring of traffic data online, and definition of remedial strategies offline for the implementation of route guidance. The hardware and computer technology exist to make a start on developing an expert system but the data management framework and algorithms to translate the raw occupancy data into effective control strategies using route guidance are not fully researched. The paper presents the results of research which provides some of the foundations for the building of an expert system, and proposes a way forward in achieving a fourth generation of control. >

The fundamental issues of an expert system for urban traffic control

An attempt has been made to study the existing travel pattern of NewcastleCity with a small of data set, UK. This would form a basis of appreciating the travel pattern with respect to mode of transport used, purpose, cost, frequency and length of travel according the different categories of socio-economic groups. In this paper, the existing travel pattern by the various socio-economiccategories of people were appreciated clearly in quantitative terms with the examination of the various transport related policy and strategy options to ascertain the degree of public transport to be developed for creating a conducive environment of better public transport travel condition by developing Modal Split model using Fuzzy Logic. The primary aim of the study was to explore ways and means with the help of transport policy options to quantify and reduce the green housegas emitted from the transport sector with the change modal split in favor of public transport. In order to demonstrate how to estimate the above gas from the travel pattern of Newcastle city, a small sample data of 248 commuters were collected in the year 2005 mostly traveling by car and public transport using bus and metro. Further an attempt has been made to study the travel characteristics for two types road users traveling by car and public transport. The approach demonstrated here would provide a basis for estimation of green house from the data collected from the transportation study conducted in 2005, 2011 and 2021. I. Background Climate change resulting from the growing carbon foot print in the world is one of the burning issues threatening the survival of mankind. Transport sector is also responsible for generation of significant amount of green house gas of the order of 22 percent per annum (1) as compared to the other man made activities in the world. Apart from the emission of green house gas, there are a number of other air pollutants emitted from transport sector, also causing a great deal of problems to human health. The SECURE (Self Energy Conserving Urban Environment) project through the approach of 4 M dealing with “ Measurement, Modelling, Mapping and Management of air pollution data with a primary focus on estimation of carbon footprint, undertaken by the UK partners comprising of five academic universities has initiated to examine various issues of the emission of green house gas caused due to the large scale generation of human made activities in UK. The SECURE (2) project addresses the grand challenge of integrating greater conservation and more efficient resource utilisation across scales to meet future urban demands It is increasingly felt that personalized mode of motorized vehicles is the cause of major pollutant, responsible to account for significant amount of not only in terms of the emission of green house gas but also responsible for generating other air pollutants, a serious concern for human health. It has led us to believe that the greater use of public transport can help bring down the green house gas. Therefore it is extremely important to assess the role of transport sector in relation to the generation of green house gas. In this context, an attempt has been made to study the existing travel pattern of Newcastle City with a small of data set, UK. Further analysis with a large set of data of 60,000 records of household would attempt to ascertain the characteristics of various parameters of travel of various socio-economic categories of people. This would form a basis of appreciating the travel pattern with respect to mode of transport used, purpose, cost, frequency and length of travel according the different categories of socio-economic groups. Once the existing travel pattern by the various socio-economic categories of people are understood clearly in quantitative terms, then one can examine the various transport related policy and strategy options to ascertain the degree of public transport to be developed for creating a conducive environment of better public transport travel condition. Therefore a study of mode choice modeling would be an appropriate option in context of SECURE project. Finally one can quantify the magnitude of carbon emission with the detailed understanding of mode choice behavior of different categories of socio-economic groups of people not only for the present situation of travel characteristics but also help understand the quantum of generation of green house gas to be generated under different policy and strategy options in future. A Methodological Framework to Estimate GHG from... www.ijesi.org 2 | Page In the light of the above, it is therefore necessary to systematically understand the stages of work associated in carrying out the above work. Presently, the data on travel and socio-economic are made available to a limited scale for the year 2005 for the city of Newcastle (3) . As described, the primary aim of the study would be to explore ways and means with the help of transport policy options to quantify and reduce the green house gas emitted from the transport sector with the change modal split in favor of public transport. In order to demonstrate how to estimate the above gas from the travel pattern of Newcastle city, a small sample data of 248 commuters were collected in the year 2005 mostly traveling by car and public transport using bus and metro. Further an attempt has been made to study the travel characteristics for two types road users traveling by car and public transport. The approach demonstrated here would provide a basis for estimation of green house from the data collected from the transportation study conducted in 2005, 2009 and 2010. 1 Study Area Profile 1.1 Socio-Economic Tyne and Wear of Newcastle located in the north east of England with an area of 55,000 hector (4) comprises of New castle Upon Tyne, Sunderland, Gateshead, North Tyne side and South Tyne Side. As per census of 2001, it has registered more than 1.6 million population surrounded by Northumberland and Durham and is forecast for further growth of 6 percent in the nest 25 years. This area has grown strongly from a strong economic base on coal mining and ship building. This area is bestowed upon 40 percent of green space – an important indicator for ecological balance. 1.2 Transport System Over a period of time, Tyne and Wear of Newcastle has emerged to have developed a balanced transport system emphasizing with both road network system and public transport system equally supported with strong metro and public transport operation covering almost all the areas of Tyne and Wear.. Metro as shown in Fig 1 has grown considerably to a height by carrying as many as 40 million passengers since 2006. Fig1 Map showing the Metro Network in Newcastle Upon Tyne (5) 1.3 Travel Pattern Due to good road network and likely increase in car ownership from 57 percent in 2006 to 73 percent reported to reach in 2031, the car trips are expected to grow to 20 percent in 2031 resulting in the overall increase of 6.1 percent of person trips on the road network. The average trip length of car and public transport in Tyne and Wear would increase to 11.6 percent and 5.9 percent respectively. 2 Methodology In order to accomplish the objectives, it is essential to develop a sound methodology, which can be the basis for the estimation of green house gas in particular. Presently, the data on travel and socio-economic are made available for the past year 2005, 2009 and 2010 for the Tyne and Wear of Newcastle. As described earlier, the primary aim of the study would be to explore ways and means with the help of transport policy options to quantify GHG with view to determining the extent of reduction of greenhouse gas to be emitted from the transport sector due to change the change of modal split in favor of public transport. Keeping this in view, an attempt is made to present a methodological framework for various stages of work as presented below. A Methodological Framework to Estimate GHG from... www.ijesi.org 3 | Page 2.1 Stage I: Appreciation of Data Input  Scrutiny of Tyne and Wear of Newcastle’s socio-economic and travel data pertaining to around 60,000 data records collected for a period of number of years.  Formatting and arrangement of the required data set for analysis  Identification of parameter of data to be used for analysis. 2.2 Stage II: Preparation of Data Set according the Various Categories of Socio-Economic Groups  The following Categories Data are identified. Four categories of classifications for category analysis for studying the travel behavior of various categories of people are considered for the study. These are namely: 1) Status: employed, student, unemployed 2) Car ownership: without any car, with one car, with two or more car 3) gender: male or female 4)Age group: 5-24year , 25-45 year , 46-60 year , above 60 year Therefore there will be around 72 categories of households to be dealt with for more than 15, 000 household data to be analyzed from the year 2005 to 2010 . The data for each year is required to be prepared for comparative analysis so to examine any change of travel behavior of people over a period of time. Once the above inputs are prepared into data base with respect to specific year, then categories will be prepared using the filtering process. 2.3 Stage III: An Analysis of Travel Behavior of Various Categories of Household Travel Data In the first instance, an attempt will be made to analyze the travel characteristics of different categories of people as outlined above. These include the following such as i) analyses of trip rate of different categories of people with respect to total trip generation rate, ii) trip generation rate according to modes of travel, iii) trip length by mode and purpose, iv)measure of utility for different modes of travel by various categories of people etc. Each category of data set is to be analyzed with respect to different years to appreciate any change of travel be

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A Methodological Framework to Estimate GHG from Travel Pattern of Tyne & Wear of Newcastle, UK with Various Policy Options Using Fuzzy Logic Modal Split Model

With traffic congestion problems increasing in towns and cities it is suggested that the identification of recurrent congestion has a role to play in the area of traffic management. A method for identifying recurrent congestion has been devised using data from the SCOOT (Split Cycle Offset Optimisation Technique) system. This paper first considers the definition of congestion then describes the method for identifying recurrent congestion. The performance of the method in a small area of central Leicester is then assessed and some of the congestion features found are described. For the covering abstract see IRRD 880251.

The identification of recurrent urban traffic congestion

The results are presented of an on-site study of traffic queueing in sections of a signal-controlled network. Almost 500 queues at three different sites have been extensively analysed using statistical methods. Two simple formulations have been derived so that queue lengths can easily be predicted (a) if the percentage of heavy vehicles is known or (b) if the traffic signal PCU equivalents of vehicles in the queue are known. One PCU is shown to occupy 5.76 plus or minus 0.05 metres in a stationary queue. The average spatial gap length between vehicles in a queue was found to be 1.52 plus or minus 0.06 metres and at all but one site studied the first vehicle on average stopped 1.1 plus or minus 1.1 metres behind the stopline. There is no indication that heavy vehicles queue closer together than light vehicles, that vehicles on steep downward gradients have shorter gap lengths, or that the composition of vehicles queueing is different from vehicles not queueing. (a) (TRRL)

Margaret Bell

Papers

The fundamental issues of an expert system for urban traffic control

A Methodological Framework to Estimate GHG from Travel Pattern of Tyne & Wear of Newcastle, UK with Various Policy Options Using Fuzzy Logic Modal Split Model

The identification of recurrent urban traffic congestion

Queues at Junctions Controlled by Traffic Signals

Modelling the Interactions Between Pedestrians and Vehicles in Shared Spaces