General Rule for Nationals of Member States Case Study

General Rule for Nationals of Member States - Case Study Example The public policy, security and health derogations are given a narrow scope and are determined by the ECJ and secondary legislation. Directive 64/2212 provides for the issuing of directives to coordinate these measures. The directive applies to the employed, self-employed and their families, recipients of services, retired persons and students, but not to companies. All the main provisions are directly effective. The derogations are concerned with the specific characteristics of particular persons. The limit to the exercise and scope of the derogations are set by community law with regard to non-discrimination, proportionality, protection for fundamental rights and the various safeguards in Directive 64/221.3 Directive 64/221 seeks to coordinate all measures relating to entry and deportation from member state territories including the issue and/or renewal of residence permits which can be adopted on grounds of public policy, security, health. Member States are free to determine the scope of these concepts on the basis of their national legislation and case law but within the framework of Community law. Specifically, member states cannot plead the need to derogate from Directive 64/221 in order to service economic ends4 such as high unemployment. However, any measures taken on grounds of public policy, public security or public health must be justified by a real and sufficiently serious threat to a fundamental interest of society and must be in conformity with the European Convention for the Protection of Human Rights and Fundamental Freedoms and with the proportionality principle.

Eassy Essay Example | Topics and Well Written Essays - 3000 words

Eassy - Essay Example This paper shall compare non-profit and profit healthcare organizations particularly focusing on the following aspects of these organizations: mission and purpose, organizational structure and scope, governance and oversight, leadership styles, expectations and accountability, compensation practices, strategic planning and budgeting processes, stewardship and fiscal responsibility, ethical challenges and dilemmas, investor relations, community benefit, social responsibility and stakeholder responsibility, potential impact of health reform on organizational initiatives, environment and organizational culture, and performance improvement and effectiveness – quality measures and indicators. These parameters shall provide a clear picture of distinctions in the application of these two types of organizations. Discussion The main distinction between the profit and the non-profit organizations is that one organization is driven by profit and the other is not driven by profit. More sp ecific differences shall be discussed below. Mission and Purpose Non-profit healthcare organizations have basically an altruistic and non-monetary mission and purpose. Drucker (in Cox, p. ... 2). The mission of non-profit health organizations is not to maximize profits, but to serve the members of the community where it is physically located, providing the members of the community the best healthcare services they can offer (Cleverley, et.al., p. 8). On the other hand, for profit organizations have more financially-related purposes. Its goal of earning profits is mostly sought for distribution to its investor-owners or for reinvestment to the organization for the long-term benefit of these investors (Cleverley, et.al., p. 8). In effect, for profit organizations are usually owned by investors, whereas non-profit organizations are owned by entire communities; and while non-profit organizations seek to benefit the community, the for-profit healthcare organizations aim to benefit its owners and investors. Money contributed to the organization are given with the hope of doubling or earning more profits, whereas, money given or invested to nonprofit organizations are not expect ed to make profits, but they are expected to serve the larger community. The growth in the organization is actually stated in terms of growth, efficiency, and quality; whereas, the mission for non-profit organizations are stated in terms of charity and community service, alongside growth (Gray and Institute of Medicine, p. 6). Organizational Structure and Scope Organizational structures specify the roles and responsibilities of individuals which are tasked with pursuing and fulfilling the goals of the organization (Zietlow, et.al., p. 5). Assigned individuals include the board of directors/board of trustees, committees, staff, officers, outside contractors,

Aims and Objectives for a Selected Business Essay Example for Free

Aims and Objectives for a Selected Business Essay †¢Describe what is meant by SMART objectives. An objective that follows SMART is more likely to succeed because it is clear (specific) so you know exactly what needs to be achieved. You can tell when it has been achieved (measurable) because you have a way to measure completion. A SMART objective is likely to happen because it is an event that is achievable. Before setting a SMART objective relevant factors such as resources and time were taken into account to ensure that it is realistic. Finally the timescale element provides a deadline which helps people focus on the tasks required to achieve the objective. The timescale element stops people postponing task completion. †¢Choose a business and describe its aim and 3 SMART objectives for how they can achieve their aim. TESCO: oTesco want to be able to keep their carbon emissions down by making new buildings, they also want to make their business objects which have to follow this method Specific this means that the business can make some specific objectives that the business wants to achieve, so if they want to hit a certain target of profit within a year they have to make a business plan or model to follow to achieve their goal. oMeasurable this means that if a business wants to make some money, they can measure it in a certain amount of time, so if a business can make  £1000 pound in a month, then maybe next month they could forecast making an increase of that amount by studying the business activities throughout that month. Achievable this means that a goal that the business can achieve with in a time period, so if a business wants to make  £1000 pound of profit in a month, then they could make it happen with the products that they might have to sell. oRealistic this means that a business has to make realistic goals which that they can achieve, so things like making  £1,500 pounds in a week, this is a realistic goal because it could be made depending on the sales in the that week. oTime related this means that each objective is set with in certain time, so it is like a dead line, if a business sets out to make and sell 5 computers in two weeks, then they now have time to create the product and then sell it within the time set.

Free College Essays - When Honor is Gone in Shakespeares Othello :: GCSE Coursework Shakespeare Othello

Othello: When Honor is Gone, What is Left?   This is the question we ask ourselves while reading Shakespeare’s Othello.   Throughout the play Iago’s mission is revealed as trying to strip Othello of all honor, and reduce him to his bestial state.   Iago sees Othello as a beat from the beginning of the play and is determined to expose him to everyone. In order for the world to see what Iago already views Othello as, Iago intends to persuade Othello to violate his code of honor; the honor which is the only thing that separates the beasts from the men. Ironically, as Iago tries to coax the beat out of Othello by making him violate his code of justice, we see that Othello’s bestiality was there all along. From the beginning of the play, Iago’s view of Othello as a beast is obvious. Iago repeatedly describe Othello in terms of animals.   When Iago tries to anger Brabantio when news of his daughter marrying the Moor erupts, Iago describe his new son-in-law in vulgar, bestial terms.   Iago says â€Å"Even now, now, very now, an old black ram... is tuping your white ewe.† (I.1 lines 89-90) He also states â€Å"you’ll have your daughter cover’d with a Barbary horse; .you’ll have your nephews neigh to you; you’ll have coursers for cousins and gennets for germans.† (I.1 lines 110-114)     Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   Iago truly thinks Othello a beast, as he even refers to Othello in animal terms when he is by himself.   In Iago’s soliloquy at the end of Act 1, Iago says that Othello â€Å"will as tenderly be led by th’nose; as asses are.† (I.3 lines 395-396) Everyone else sees Othello a man of justice   who is spoken of by the Duke as he says, â€Å"If virtue no delighted beauty lack, Your son-in-law is far more fair than black† (I.3 lines 330-331) Iago is determined to bring out the beast in Othello, as he sees it is more just for everyone to know Othello for what he truly s, a beast. â€Å"Make the Moor thank me, love me, and reward me; for making him egregiously an ass.† (II.2 lines 302-303) Just as everyone views Iago as â€Å"honest Iago† everyone holds Othello in high regards.   We see how wrong the characters can be as they do not see the true evil inside Iago, we are implored to think that Othello truly is evil as well.

How is tension created in ‘The tell tale hearts’ and ‘The black cat’? Essay

In this essay I am going to study the short stories ‘the black cat’ and ‘the tell tale heart’ written by famous writer Edgar Allen Poe and see how tension is created in the two tales. Both tales are written in a gothic horror genre and Poe’s intention for this was to chill and unsettle the reader, to make them anticipate what was going to happen next, as if it was really happening. Poe succeeds in doing this by the content of the tales, partly being the supernatural and the tension he creates, which plays a major role in both. He creates this tension by using several different techniques including plot, characterisation and many stylistic devices. One way that Poe creates tension is the plot of the story and where is it set. ‘The tell tale heart’ is set in the middle of nowhere and late at night, when it is dark outside. This automatically makes the reader uneasy, as nighttime and darkness is symbolic of dark and bad deeds. Poe mentions more than once that it is set ‘about midnight’ and that it is dark, ‘black as pitch’, he keeps reminding the reader of this, as he knows it is symbolic and the reader will be wary of this. Criminals will often act upon this time, as they are more likely to get away with the crime, as they cannot be seen as easily. People are most wary of little things, sounds and sights like shadows in the dark and will be on edge. Darkness and nighttime are famously scary and unsafe, portrayed in novels and films as when everything bad happens and now is the stereotypical view. The darkness seems like a disability, vision is not fully available, and the brain starts so wander as to if anything could be round the corner, lurking, waiting because almost certainly people will feel that something bad is going to happen. The stories are written in first person narrative, which makes the reader feel as though they are in the story, involved personally, and is made to feel what the narrator feels. From the very beginning of the tales the reader gets an idea of what kind of stories they are going to be and may feel uneasy as Poe makes it clear that the narrator is mad. The narrator speaks informally and repeatedly says things that make it obvious he is not sane. Firstly, they start by telling you that they are not mad, no matter what we may think. In ‘The tell tale heart’ Poe writes ‘You fancy me mad. Madmen know nothing’ and in ‘The black cat’, ‘Mad indeed would I be to expect it†¦Ã¢â‚¬â„¢ ‘Yet mad I am not’ this is affective, as it seems as though the narrator doesn’t quite believe it himself, and is trying to convince himself that he is not mad, and will put the reader on edge as they don’t know what to expect from this kind of character. Also, in ‘The black cat’ it says ‘yes, even in this felon’s cell’ which means that he is in jail, awaiting trial and prosecution. This will reinforce the reader’s doubts about the man as it informs them once again that he has done wrong. ‘The black cat’ is the story of the murder of a defenceless animal, which was killed by the person who once loved it more than anything. The cat was the narrators ‘favourite pet and playmate’ he says and he loved having pets, ‘never was so happy as when feeding and caressing them’. So it comes as a shock to the reader when he starts to mis-treat them, ‘not only neglected, but ill-used them’ spurred on by his irrational behaviour and mood swings, caused by his addiction to alcohol ‘for what disease is like Alcohol!’. ‘deliberately cut one of its eyes from the socket!’ shows the extent of how the alcohol has affected him, and the reader will feel as though they cannot trust his actions because of this which causes tension and they will be on edge as they don’t know what to expect next. Just before he kills his cat he says ‘And then came, as if to my final and irrevocable overthrow, the spirit of PERVERSENESS.’ This shows that he is aware that he is not himself, which adds more tension to the story, as he did nothing to stop it. Poe wrote the word perverseness in bold, capital letters on purpose, to show the reader that it is important in the story, he is doing all these bad things because he isn’t completely sane, so the reader will anticipate the mans every move. ‘The tell tale heart’ is the story of how a man murders another, and the only motive we are given for this is the old mans eye. The narrator describes this eye as ‘the eye of a vulture’, which is not normal and projects an image into the readers mind. He keeps referring to the eye, ‘Evil Eye’ so the reader is aware how much it troubles him, like he is obsessed with it, which is not the sign of a sane man. The narrator then continues to say how he carefully planned the man’s murder, all the precision involved, ‘I opened it- you cannot imagine how stealthily, stealthily- until, at length a simple dim ray’, yet again this shows the reader that he is not normal, and will cause the reader to feel not trust his actions and to see that he is unpredictable. Most tension is built towards the end of the tale, when the police arrive and the man seems surprisingly calm. ‘I smiled, – for what had I to fear?’ shows us that he is mad, any normal person would be very nervous and on edge when the police came. Tension is built here, as the reader doesn’t know what is going to happen, whether he will continue his act and get away with the murder, or he will trip up somehow and all will be revealed, whatever happens the reader will anxiously await. Once again we are reminded that the narrator is mad when he starts hearing a noise, ‘a low, dull, quick sound’ which only he could hear. Clearly he was imagining it, perhaps spurred on by a secret guilty conscience, the reader knows that he is struggling with mental instability and may feel tense as they don’t know what his next actions will be, he is unpredictable, but also the reader may feel sorry for him. In both tales tension is built because of the killing of the vulnerable, ‘The black cat’ looks at the killing of a cat and ‘The tell tale heart’ is the murder of a man. Neither of them did anything wrong to deserve what they got so it seems inhumane and unfair for the narrator to have done it. It shows that the killer is not a nice person, as no normal person would kill innocent animals/people so the reader doesn’t have many expectations of the man and would wonder what else could possibly happen in the two tales. I think however, that Poe’s stylistic devices add the most tension to the tales, the combination of punctuation and sentence length. He uses dashes in the middle of sentences in his work to add tension, to make them moment’s stand out from the rest of the text. ‘There was noting to wash out- no stain of any kind -no blood spot whatever’ is an example of this in ‘The tell tale heart’, where Poe is trying to emphasise the point, so the reader will take more notice of it. ‘It was a black cat -a very large one -fully as large as Pluto’ is an example of this from ‘The black cat’; yet again it shows that Poe is trying to get the reader to notice the point he is making. Poe also uses explanation marks to describe the tone and when the narrator in ‘The black cat’ says, ‘so much of insufferable wo! Alas!’ it shows clearly that he is hysterical and is in growing discomfort. The pace of the tales change. Poe uses short sentences to speed up the pace, which adds a considerable amount of tension. ‘There was no pulsation, he was stone dead his eye would trouble me no more.’ Poe writes in ‘The tell tale hearts’ which is very affective to the reader. They stand out from the long descriptive ones and therefore make more of a mark on the reader. They are also easier to take in as they are very short, and more then two short sentences in a row makes the pace increase which, yet again builds more tension. Poe’s use of dashes and commas also break up the long sentences, which makes it easier to digest what is written and readers await what is going to happen, as it is building up a picture gradually. ‘In the black cat’ Poe writes ‘from within the tomb!- by a cry, at first muffled and broken, like the sobbing of a child, and then quickly†¦Ã¢â‚¬â„¢ which is very effective. When reading, the reader will have read it faster and faster rushing to get to the end of the sentence, to reach its climax. In conclusion, Poe succeeds in his aim, to chill and unsettle the reader, by building tension in different aspects. He does this by writing the tales in first person narrative, where the man is obviously mad, therefore untrustworthy, although the reader is inclined to feel what he feels. Also the content of the stories creates tension, the killing of defenceless and vulnerable mammals is clearly a bad thing to do so the reader know the narrator isn’t very nice. It is also discomforting to the reader to know that a human is capable of doing such things. Setting ‘The tell tale hearts’ in the nighttimes is stereotypical for bad things happening so the reader will automatically be aware that something bad is going to happen and introducing witchcraft in ‘The black cat’ adds to the tension as witchcraft is very mysterious and un natural. Poe’s use of short sentences, commas and dashes also build up tension as they break up the story, make it easier to take in and build up the pace in which the story is read. I think that Poe’s unique writing style make both the stories very affective and compliment the genre he writes to. I think that if his work were ever transferred onto screen then it wouldn’t be as effective, as stories leave more to the imagination and I don’t think that anyone would be able to create the same tense atmosphere as Poe does in his stories, which would discredit his name. Both the stories were written more than 100 years ago, in 1843. They are so old that when they were written no other genre of story like it was around at the time. They were original for the time they were written and set the standard for future writers. Poe invented this new genre and his writing skills and techniques form scratch and were the first chilling, gothic horror stories ever written, which adds to the reason of why they are so effective. Because no one had ever read anything like it before, and in a scense the stories were ahead of the time because of the effect they had. Poe’s work is popular worldwide and still his stories of this genre appear chilling as they are written in a old style that is not used as much today, but this is effective and one knows that they would have had even more impact at the time they were written.

The Aspects Of Teens And The Aging Out Process Essay

Introduction This literature review will cover the aspects of teens and the aging out process. When children in the system are provided with care. Over time they are usually adopted, or live in a foster home. Leaving the adolescence stage, and now transitioning to a teen it becomes somewhat more difficult to place the child. There are instances where the teen is not placed in a family. In a continuing cycle while in the child services system. Once the teen turns 18, they are considered an adult. No longer being cared for by service programs in which were provided previously. Currently serving as an adult they have to go through life, not having the stability of a family. The literature review will take a look at how teens are affected by the aging out process. Once they are adults see the outcome the aging out process has on them. Analyzing their health development, and socioeconomic status. Understanding how they are living through life today. The supplies given to them, or lack of supplies at their disposal for future success. Foster care being of any help to the teens while in their care. Overall outcome the teen has when aging out, and having to go through life alone. Family Functioning When a child is developing it is essential to have a good family function. A good footing, and foundation when going through life. This is already hindered when a child now a teen is in the system. The health of the teen is at risk now or later in the future. The first articleShow MoreRelatedSociological Aging : A Sociological Perspective Essay902 Words   |  4 PagesSociological Aging Social aging is referring to the changes in individual’s roles and relationship in the society as they age. There are many different theories concerning sociological aging. 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Proposal on How to Alleviate Delay at 3 Major Intersections in Akure Metropolis - Free Essay Example

Sample details Pages: 10 Words: 2907 Downloads: 2 Date added: 2017/09/12 Category Advertising Essay Did you like this example? CHAPTER ONE 1. 1 INTRODUCTION The at-grade intersection form over 90% of the road network in the nation’s highway system. It plays an important role in the road network, where traffic flows in different directions converge. It is imperative that where two or more roads meet, there is always a need to make a provision for intersections design in other to channel traffic into different streams. Due to several interaction that takes place between road users and traffic control systems, capacity of intersections are always much lower than that of their approach carriage way. This often results into serious delay due to reduction in capacity. Report shows that the nation’s population has increased seriously from the last census conducted, so also is the population of resident of Akure metropolis. This, however, increased the vehicle ownership and traffic volume in the links has increased dramatically due to continuous high speed growth of her economy, which causes traffic congestions and often results into serious delay of the road users. Don’t waste time! Our writers will create an original "Proposal on How to Alleviate Delay at 3 Major Intersections in Akure Metropolis" essay for you Create order The transport infrastructure put in place in the city of Akure hasn’t been able to ameliorate traffic congestion in the city, especially at the city center. The improvement in the income of civil servant and the windfall arising from it to the private sector also has shown that there is rapid rate at which people bought vehicles. This has brought increase in vehicle within the state. With the increasing trend of vehicle, it is certain that the design volume of most intersections wouldn’t be able to cater for the present traffic situation especially during the peak periods of the day. This constitute to the delay experience often at the city’s intersections. Intersections in this country are operated through traffic control signals or by traffic warden, but most intersection within the city of Akure is under the operation on traffic officers. These two forms of control systems are sometimes found to be inadequate and irrelevant during the peak hour of the day, especially when the traffic volume of the approach lane to an intersection is beyond the design traffic volume. Inadequate traffic control system or improper channelization of traffic, however, sometimes creates more problems than they can solve. Today at most intersections, it is understood that unnecessary stops and delays lead to drivers discomfort particularly under extreme traffic condition, thereby increases travel time and fuel consumption rate. This is always as a result of insufficient capacity of these intersections and often led to drivers and pedestrian discomfort. This has caused many road users their precious time, as the adage says â€Å"Time is money†. Civil servant and business executives are sometimes deprived access on time to their offices and businesses due to endless time mostly spent at the nation’s intersection. It has been observed that some intersections within the city, no longer accommodate the increased in volume of traffic especially during the peak period of the day in respect to delays and inadequate capacity experiences at locations such as Cathedral/Ondo road junction, Youth center junction and Owo /Ijapo road junction. It is imperative to know why users experience such delay and at times traffic jam. This, therefore call for a research work to know how the traffic operations and the level of service on these intersection can be improve in other to enhance the standard of living of resident of Akure metropolis. 1. 2 OBJECTIVES OF THE STUDY The aim of this study is to evaluate the average delay of three major intersections based on local traffic conditions. The objectives of this study are as follow. 1. To determine the average daily traffic volume of these intersection 2. To estimate the capacity of each intersection 3. To measure the effectiveness of each intersection in other to estimate or determine their level of service 4. To know the existing geometric features and their sizes in relation to capacity. 5. To know the traffic control systems and how it can be improved. 1. 3 JUSTIFICATION OF RESEARCH Since democratic government took place in the nation’s political system. The standard of living of public servant and their private counterpart has improved. The increment in their salary structure has influenced increase in the traffic volume of vehicle within the city of Akure. This makes road users to spend endless time before getting to their various destinations. Despite the relocation of the central market to another location in the city of Akure, some arterial still experiences unbearable delay by road users, this is always as a result of reduction in capacity of the intersection. It prompts for a research work on study of delays on few of these intersections and how it can be alleviated. CHAPTER TWO 2. 1 LITERATURE REVIEW Traffic delays and queues are principal performance measures that enter into the determination of intersection level of service (LOS), in the evaluation of the adequacy of lanes, and in the estimation of fuel consumption and emissions. Since numerous transport authorities decided that an acceptable LOS is one of the basic parameters to be fulfilled in signal control design, the obtained minimum delay being the foremost goal to the traffic engineers. Delays estimation at intersections has been extensively studied in the literature and several methods for estimating vehicle delay at intersections under traffic control system have been widely used. However, it seems that the exploration on the method for estimating the delay is still continuously conducted. This is may be due to the consideration of various variables which could affect the delays. As an example, the 1994 Highway Capacity Manual (HCM) stated that the stopped delay can be multiplied by a factor of 1. 3 to obtain an approximate estimate of the total delay. Whereas several studies have found that this factor should be variable rather than just a constant value (Olszewski, 1993; Quiroga and Bullock, 1999; Mousa, 2002). The change of the primary factor for measuring the LOS at signalized intersection from stopped delay (HCM1994) to control delay (HCM1997 and 2000) also depicts the continuing improvement by incorporating current research findings. Dion et al (2004) illustrated five delay models for intersection under traffic control system: deterministic queuing model, shock wave delay model, steady-state stochastic delay model, time-dependent stochastic delay model, and finally, microscopic simulation delay model. The time-dependent stochastic delay model have been proposed over the years and have been incorporated into a number of capacity guides, such as those from the United States (TRB 1994, 1997, 2000), Australia (Akcelik, 1981) and Canada (ITE, 1995). Delay in the realm of signalized intersections is associated with the time lost to a vehicle and/or driver because of the operation of the signal and the geometric and traffic conditions present at the intersection (Click, 2003). While delay in the HCM 2000 context is defined as the difference between the travel time actually experienced and the reference travel time that would result during ideal conditions; in the absence of traffic control, in the absence of geometric delay, in the absence of any incidents, and when there are no other vehicles on the road. There are several different types of delay that can be measured at an intersection, and each serves a different purpose to the transportation engineer. The signalized intersection capacity and LOS estimation procedures are built around the concept of average control delay per vehicle. Control delay is the portion of the total delay attributed to traffic signal operation for signalized intersections (TRB, 2000). Control delay (overall delay) can be categorized into deceleration delay, stopped delay and acceleration delay. Stopped delay is easier to measure, while overall delay reflects better the efficiency of traffic signal operation (Olszewski, 1993). Typically, transportation professionals define stopped delay as the delay incurred when a vehicle is fully immobilized, while the delay incurred by a decelerating or accelerating vehicle is categorized as deceleration and acceleration delay, respectively. Various components of vehicular delay at signalized intersection including control delay used in the HCM (Quiroga and Bullock, 1999). In the 2000 version of the HCM, control delay is comprised of initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay, though in earlier versions it included only stopped delay. Besides the control delay, there is another type of delay which vehicles experienced at intersection under traffic control system. This type of delay is identified as geometric delay. Luttinen and Nevala (2002) define geometric delay as the time lost due to the intersection geometry. Geometric delays may be large for turning movements. Total delay of a vehicle is the sum of control delay and geometric delay. On the other hand, the drivers’ perception and reaction time to the changes of the signal display at the beginning of the green interval and during yellow interval to mechanical constraints and to individual driver behavior also contribute to the traffic delay at signalized intersection. Husch and Albeck (2004) explain that during simulation process using SimTraffic micro simulation software, there are input parameters called as driver parameters. These parameters involve yellow deceleration, yellow reaction time, green reaction time, headways and gap acceptance factor. All these driver parameters depend on driver type. Green reaction time is the amount of time it takes the driver to respond to a signal changing to green. More aggressive drivers will have a shorter reaction time to green lights. This value ranges from 0. 8 to 0. 2 seconds. While headways are the amount of time between vehicles drivers try to maintain. When traveling at 30 ft/s a vehicle with 1-second headway will try to maintain 30ft between it and the leading vehicle. Gap acceptance factor is an adjustment to the approach gap times. This is the gap vehicles will accept at unsignalized intersections, for permitted right turns, and for left turns on red. These values range from 1. 15 to 0. 85 second. The higher values represent more conservative drivers (Husch and Albeck, 2004). 2. 2 DELAY MODEL IN HCM2000 After the release of the Highway Capacity Manual 1994, numerous researches have been undertaken to assess the changes that were made in the delay estimation model with respect to the 1985 version of the manual. Using the 1994 HCM version of the equation, traffic engineers were unable to: a) discriminate between fixed time and actuated control operation; b) evaluate oversaturated intersections or variable-length analysis periods; c) evaluate intersections using variable demand profiles on the intersection approaches; d) consider the filtering and metering effects of upstream signals; and e) fully consider the effects of progression on delay (Troutbeck and Kittelson, 1998). Prevedouros and Koga (1996) compared the 1985 and 1994 delay models using field data. In another research project, Akcelik (1996) extended the 1994 HCM delay progression factor to account for the prediction of queue length, queue clearance time, proportion of stopped vehicles in a queue, and queue move-up rate. Fambro and Rouphail (1997) proposed a generalized delay model that corrected some of the problems found in the 1994 HCM model and that is now the delay model found in the HCM 2000. In the HCM 2000, the average delay per vehicle for a lane group is given by Equations 1 to 4(TRB, 2000). d = d1 ? fpf + d2 + d3 ? r (1) with di=0. 5c [1-gc]2 [1-min(X, 1. 0). C] g (2) d2=900T [(X-1) +v(X-1)2 + 8K I X] cT (3) fpf= (1-P)f p 1-g (4) C Where: d = average overall delay per vehicle (seconds/vehicles), d1 = uniform delay (seconds/vehicles), 2 = incremental, or random, delay (seconds/vehicles), d3 = residual demand delay to account for over-saturation queues that may have existed before the analysis period (seconds/vehicles), PF = adjustment factor for the effect of the q uality of progression in coordinated systems, C = traffic signal cycle time (seconds), g = effective green time for lane group (seconds), X = volume to capacity ratio of lane group, c = capacity of lane group (vehicles/hour), K = incremental delay factor dependent on signal controller setting (0. 50 for pretimed signals; vary between 0. 4 to 0. 50 for actuated controllers), I = upstream filtering/metering adjustment factor (1. 0 for an isolated intersection), T = evaluation time (hours), P = proportion of vehicles arriving during the green interval, fp = progression adjustment factor. In this delay model the residual delay components d3 make use of vehicles instead of passenger car units to quantify traffic flows. The period analysis T is reported in hours instead of minutes, but this change is reflected in the use of a different multiplication factor in each term involving the variable T. In Equation 3, parameters k and I are introduced in the last term of the equation, and this term reduces to 0. 5 and 1. 0 when the values associated with pre-timed traffic signal control at an isolated intersection are used respectively. CHAPTER THREE PROJECT METHODOLOGY 3. 1 STUDY AREA Akure lies within 7 ° 15? north of the Equator and Longitude 5 ° 05? east of the Greenwich Meridian (See Figure 1). The area towards Ado-Ekiti and Idanre are hilly and studded with large granite formation, rising to 410 meters and 496 meters above sea level respectively. Traffic survey and intersection reconnaissance survey will be carried out at three busy intersections in Akure, named Cathedral/Ondo road intersection, Youth center junction and Owo /Ijapo road intersection. 3. 2 TRAFFIC VOLUME STUDIES DATA COLLECTION Traffic volume count for left turning movement, right turning movement and through movement would be conducted on each of the approach lane at the intersection, using one person each for lane. Heavy vehicle would be separated from the light vehicles. This would be done in the AM and PM peak periods, between (7-9) AM, (12-2) PM and (4-6) PM. The volume computed would be used to determine the capacity and volume/capacity ratio. 3. 3 DELAY STUDIES DATA COLLECTION Data on delays will be conducted according to the highway capacity manual, where two observers are sited at one approach of each intersection. The following tasks are performed by the two observers: †¢Observer 1 –Keeps track of the end of standing queues for each cycle by observing the last vehicle in each lane that stops due to the traffic control officer or device. This count includes vehicles that arrive on going but stop or approach within one car length of queued vehicles that have not yet started to move. At intervals between 10 s to 20 s, the number of vehicles in queue is recorded on the field sheet. The regular intervals for these observations should be an integral divisor of the cycle length. Vehicles in queue are those that are included in the queue of stopping vehicles (as defined above) and have not yet exited the intersection. For through vehicles, â€Å"exiting the intersection† occurs when the rear wheels cross the STOP line; for turning vehicles, â€Å"exiting† occurs when the vehicle clears the opposing vehicular or pedestrian flow to which it must yield and begins to accelerate. At the end of the survey period, vehicle-in-queue counts continue until all vehicles that entered the queue during the survey period have exited the intersection. †¢Observer 2 During the entire study period, separate counts are maintained of vehicles arriving during the survey period and of vehicles that stop one or more times during the survey period. Stopping vehicles are counted only once, regardless of how many times they stop. Data collected will be analyzed using the following equations in order to compute the total control delay, and to estimate the level of service. TQ = 0. 9 (Is x ? Viq) VT TQ = average time-in-queue, s/veh Is = time interval between time-in-queue counts ?Viq = sum of all vehicle-in-queue counts during survey period, vehicle VT = total number of vehicles arriving during survey period, vehicle To make adjustment for acceleration/deceleration delay requires that two values be computed: †¢The average number of vehicles stopping per lane, per cycle, and †¢The proportion of vehicles arriving that actually stop group. V SLC = VSTOP Nc x NL FVS = VSTOP VT V SLC = number of vehicles stopping per lane, per cycle, vehicle VSTOP = total count of stopping vehicles, vehicle Nc = number of cycles in the survey NL = number of lanes in the survey lane group FVS = fraction of vehicles stopping The final estimate of control delay can be calculated as follows d = TQ + (FVS x CF) The value of CF is a correction factor that is given at the table below Adjustment Factor for Acceleration/Deceleration Delays Free Flow Speed (mile/h)| | | 7 vehs| 8 – 9 vehs| 20 – 30 vehs| lt; 3737 – 45 45| +5+7+9| +2+4+7| -1+2+5| CONTRIBUTION OF RESEARCH 1. This research can assist traffic engineer and road planner in future intersections design. 2. Guideline on how the quality of movement at intersection can be improved. 3. Traffic volume trend observed can be inferred to any future intersection designs. 4. This can help to generate timing for signal control system. REFRENCES Akcelik, R. (1996), Progression Factor for Queue Length and Other Queue -Related Statistics, Transportation Research Record 1555, 99-104 Dion, F. t al (2004), Comparison of Delay Estimates at Under-Saturated and Over-Saturated Pre-Timed Signalized Intersections, Transportation Research Part B 38 (2004), 99–122. Fambro, D. , and N. Rouphail (1997), Generalized Delay Model for Signalized Intersections and Arterials, Transportation Research Record 1572, 112-121. Mousa, R. M. (2002), Analysis and Modeling of Measured Delays at Isolated Signalized Intersections, Journal of Transportation Engineering Vol. 128 No. 4. Quiroga, C. A. , and Bullock, D. (1999), Measured Control Delay at Signalized Intersections, Journal of Transportation Engineering Vol. 25 No. 4. Olszewski, P. (1993), Overall Delay, Stopped Delay, and Stops at Signalized Intersections, Journal of Transportation Engineering Vol. 119 No. 6. Prevedouros, P. D. , and Koga, C. A. (1996), Comparison of 1985 and 1994 Signalized Intersection Delay Estimates, ITE Journal Vol. 66 No. 7. Troutbeck, R . and Kittelson, W. (1998), An Overview of the 1997 HCM Update, ITE Journal Vol. 68 No. 7. Click, M. (2003), Variables Affecting the Stopped to Control Delay at Signalized Intersection, TRB 2003 Annual Meeting. Akcelik, R. et al (2002), aaSIDRA Traffic Model Reference Guide, Akcelik Associates Pty Ltd, Australia. Husch, D. , and Albeck, J. (2004), SimTraffic Version 6, Trafficware, California. Luttinen, R. , and Nevala, R. (2002), Capacity and Level of Service of Finnish Signalized Intersections, Finnra Reports 25/2002. Transportation Research Board (2000), Highway Capacity Manual 2000, National Research Council, Washington D. C. Wallace, C. E. et al (1998), TRANSYT-7F Version 9, McTrans University of Florida, Florida.