Abstract: We address the problem of predicting whether a driver facing the yellow-light-dilemma will cross the intersection with the red light. Based on driving simulator data, we propose a stochastic hybrid system model for driver behavior. Using this model combined with Gaussian process estimation and Monte Carlo simulations, we obtain an upper bound for the probability of crossing with the red light. This upper bound has a prescribed confidence level and can be calculated quickly on-line in a recursive fashion as more data become available. Calculating also a lower bound we can show that the upper bound is on average less than 3% higher than the true probability. Moreover, tests on driving simulator data show that 99% of the actual red light violations, are predicted to cross on red with probability greater than 0.95 while less than 5% of the compliant trajectories are predicted to have an equally high probability of crossing. Determining the probability of crossing with the red light will be important for the development of warning systems that prevent red light violations.
Abstract: One of the most common questions in the early stages of designing a new facility is whether the normal utility supply to a fire pump is reliable enough to “tap ahead of the main” or whether the fire pump supply is so unreliable that it must have an emergency power source, typically an on-site generator. Apart from the obligation to meet life safety objectives, it is not uncommon that capital on the order of 100000to1 million is at stake for a fire pump backup source. Until now, that decision has only been answered with intuition – using a combination of utility outage history and anecdotes about what has worked before. There are processes for making the decision about whether a facility needs a second source of power using quantitative analysis. Fault tree analysis and reliability block diagram are two quantitative methods used in reliability engineering for assessing risk. This paper will use a simple one line for the power to a fire pump to show how each of these techniques can be used to calculate the reliability of electric power to a fire pump. This paper will also discuss the strengths and weakness of the two methods. The hope is that these methods will begin tracking in the National Fire Protection Association documents that deal with fire pump power sources and can be used as another tool to inform design engineers and authorities having jurisdiction about public safety and property protection. These methods will enlighten decisions about the relative cost of risk control with quantitative information about the incremental cost of additional 9’s of operational availability.
An inglenook is an intimate space typically found beside a fireplace. Inglenooks often have built-in seating or benches, providing a comfortable spot for people to gather around the warmth of the fire. Originally inspired by cooking, but over time, they became more functional as spaces for relaxation, reflection, reading and socializing.
Today at the usual hour we examine that state of best practice literature for their safety and sustainability,
The codes, standards and guidelines that track accepted best practice:
ASME
ASME B31.9 – Building Services Piping
ASME B31.8 – Gas Transmission and Distribution Piping Systems
ASTM
ASTM E2726 – Standard Terminology Relating to Chimneys and Ventilation Systems
ASTM E2558 – Standard Test Method for Determining Particulate Matter Emissions from Fires in Wood-Burning Fireplaces
Pedestrian bollards protect walkways from vehicle intrusion, guide foot traffic, snow plows and can provide heating and illumination. They should be positioned in front of energy utility services (such as natural gas and electrical power switchgear). at sidewalk entrances, crosswalks, and near pedestrian-heavy zones. Join us today at 16:00 UTC when we examine best practice literature and a few construction details as time allows.
International & General Standards
ASTM F3016 – Standard Test Method for Surrogate Testing of Vehicle Impact Protective Devices at Low Speeds.
ASTM F2656 – Standard Test Method for Crash Testing of Vehicle Security Barriers.
ASTM A53 / A500 – Standards for steel pipe and tubing used in bollard construction.
ISO 22343 – Vehicle security barrier standards.
U.S. Codes & Regulations
ADA Standards for Accessible Design – Ensures bollards do not create accessibility barriers.
IBC (International Building Code) – Covers structural requirements for bollards in buildings.
Today we amble through the literature providing policy templates informing school district, college and university-affiliated transportation and parking facilities and systems. Starting 2024 we will break up our coverage thus:
Mobility 100 (Survey of both ground and air transportation instructional and research facilities)
Mobility 400 (Reserved for zoning, parking space allocation and enforcement, and issues related to one of the most troublesome conditions in educational settlements)
Today’s session will be the last when we cover both land and air transportation codes, standards, guidelines and the regulations that depend upon all them. We will break out space and aerospace mobility into a separate session — largely because many universities are tooling up square footage and facilities in anticipation of research grants.
Like many SDO’s the SAE makes it very easy to purchase a standard but makes it very difficulty to find a draft standard open for public review. It is not an open process; one must apply to comment on a draft standard. Moreover, its programmers persist in playing “keep away” with landing pages.
The public school bus system in the United States is the largest public transit system in the United States. According to the American School Bus Council, approximately 25 million students in the United States ride school buses to and from school each day, which is more than twice the number of passengers that use all other forms of public transportation combined.
The school bus system is considered a public transit system because it is operated by public schools and school districts, and provides a form of transportation that is funded by taxpayers and available to the general public. The school bus system also plays a critical role in ensuring that students have access to education, particularly in rural and low-income areas where transportation options may be limited.
National Association of State Directors of Pupil Transportation Services
National School Transportation Association
School Bus Manufacturers Association
…and 50-state spinoffs of the foregoing. (See our ABOUT for further discussion of education industry non-profit associations)
There are several ad hoc consortia in this domain also; which include plug-in hybrid electric vehicles. Charging specifications are at least temporarily “stable”; though who should pay for the charging infrastructure in the long run is a debate we have tracked for several revision cycles in building and fire codes.
Because incumbents are leading the electromobility transformation, and incumbents have deep pockets for market-making despite the “jankiness” of the US power grid, we can track some (not all) legislation action, and prospective public comment opportunities. For example:
Keep in mind that even though proposed legislation is sun-setted in a previous (116th) Congress, the concepts may be carried forward into the following Congress (117th).
Public consultations on mobility technologies relevant to the education facility industry are also covered by the IEEE Education & Healthcare Facilities Committee which meets 4 times monthly in European and American time zones.
This topic is growing rapidly and it may well be that we will have to break it up into more manageable pieces. For the moment, today’s colloquium is open to everyone. Use the login credentials at the upper right of our home page.
Artist: Syd Mead | Photo Credit: United States Steel
We find town-gown political functionaries working to accommodate students traveling on micro-scooters. Several non-profit trade associations compete for “ownership” of some part of the economic activity associated with micromobility. One of several domain incumbents is SAE International. Here is how SAE International describes the micromobility transformation:
“…Emerging and innovative personal mobility devices, sometimes referred to as micromobility, are proliferating in cities around the world. These technologies have the potential to expand mobility options for a variety of people. Some of these technologies fall outside traditional definitions, standards, and regulations. This committee will initially focus on low-speed micromobility devices and the technology and systems that support them that are not normally subject to the United States Federal Motor Vehicle Safety Standards or similar regulations. These may be device-propelled or have propulsion assistance. They are low-speed devices that have a maximum device-propelled speed of 30 mph. They are personal transportation vehicles designed to transport three or fewer people. They are consumer products but may be owned by shared- or rental-fleet operators. This committee is concerned with the eventual utilization and operational characteristics of these devices, and how they may be safely incorporated in the transportation infrastructure. This committee will develop and maintain SAE Standards, Recommended Practices, and Information Reports within this classification of mobility. The first task of the committee will be to develop a taxonomy of low-speed micromobility devices and technologies. Currently, many of these terms are not consistently named, defined, or used in literature and practice. This task will also help refine the scope of the committee and highlight future work….”
Micromobility standards development requires sensitivity to political developments in nearly every dimension we can imagine.
This Recommended Practice provides a taxonomy and definitions for terms related to micromobility devices. The technical report covers low-speed micromobility devices (with a maximum device-propelled speed of 30 mph) and the technology and systems that support them that are not normally subject to the United States Federal Motor Vehicle Safety Standards or similar regulations. These devices may be device-propelled or have propulsion assistance. Micromobility devices are personal transportation vehicles designed to transport three or fewer people. They are consumer products but may be owned by shared- or rental-fleet operators. This Recommended Practice does not provide specifications or otherwise impose requirements of micromobility devices.
SAE standards action appears on the pages linked below:
SAE International is proud to announce the release of SAE J3400™ North American Charging Standard (NACS) Electric Vehicle Coupler Technical Information Report.
Apart from the rising level of discussion on vehicle-to-grid technologies (which we track more closely with the IEEE Education & Healthcare Facilities Committee) there is no product at the moment that business units in the education industry can comment upon. Many relevant SAE titles remain “Works in Progress”. When a public commenting opportunity on a candidate standard presents itself we will post it here.
We host periodic Mobility colloquia; SAE titles standing items on the agenda. See our CALENDAR for the next online session; open to everyone.
Because of the robustness of the environmental safety units in academia we place this title in the middle of our stack of priorities. Laboratory safety units are generally very well financed because of the significance of the revenue stream they produce. We place higher priority on standby power systems to the equipment and, in many cases, the subjects (frequently animals)
Chemical laboratory, Paris. 1760
We were advocating #TotalCostofOwnership concepts in this document before our work was interrupted by the October 2016 reorganization (See ABOUT). Some of that work was lost so it may be wise to simply start fresh again, ahead of today’s monthly teleconference on laboratory safety codes and standards. The scope of NFPA 45 Standard on Fire Protection for Laboratories Using Chemicals is very large and articulated so we direct you to its home page.
Suffice to say that the conditions under which NFPA 45 may be applied is present in many schools, colleges and universities — both for instructional as well as academic research purposes. Some areas of interest:
Laboratory Unit Hazard Classification
Laboratory Unit Design and Construction
Laboratory Ventilating Systems and Hood Requirements
Educational and Instructional Laboratory Operations
We find considerable interaction with consensus documents produced by the ICC, ASHRAE and NSF International.
It is noteworthy that there are many user-interest technical committee members on this committee from the State University of New York, the University of Kentucky, West Virginia University, the University of Texas, University of California Berkeley and the University of Texas San Antonio; thereby making it one of only a few ANSI accredited standards with a strong user-interest voice from the education. Most of them are conformance/inspection interest — i.e. less interested in cost reduction — but they are present nonetheless. We pick our battles.
The 2023 revision is in an advanced stage of development and on the agenda of the June 2023 Technical Standards Agenda. It will likely be approved for release to the public later this year.
We always encourage direct participation. You may communicate directly with Sarah Caldwell or Laura Moreno at the National Fire Protection Association, One Batterymarch Park, Quincy, MA 02169-7471 United States. TEL: 1 800 344-3555 (U.S. & Canada); +1 617 770-3000 (International)
This standard is on the standing agenda of our periodic Laboratory standards teleconference. See our CALENDAR for the next online meeting; open to anyone.
Harvard University Dormitory Room | Smithsonian Museum | Thomas Warren Sears Collection
Today we break down public consultation notices for literature that sets the standard of care for the safety and sustainability of student housing in K-12 prep schools, colleges and universities. We deal with off-campus housing in a separate session because it involves local safety and sustainability regulations; most of which are derived from residential housing codes and standards.
Like any other classification of real property the average cost for room and board for a public university student dormitory depends on several factors such as the location of the university, the type of dormitory, and the meal plan options. According to the College Board, the average cost of room and board for the 2021-2022 academic year at a public four-year in-state institution was $11,620. However, this figure can range from around $7,000 to $16,000 or more depending on the specific institution and its location. It’s important to note that this average cost only includes the basic meal plan and standard dormitory room. Students may also have additional costs for a larger or more luxurious dorm room, a premium meal plan, or other expenses such as laundry or parking fees.
According to ring Rider Levett Bucknall, a global property and construction consultancy firm, the average construction cost for a student housing facility in the United States in 2021 was around $202 per square foot. However, this figure can range from around $150 to $300 per square foot or more depending on the specific project. Life cycle cost for new facilities with tricked out net-zero gadgets is hard to come by at the moment.
Because money flows freely through this domain we examine scalable densities and the nature of money flow patterns; partially tracked by the Electronic Municipal Market Access always on the standing agenda of our Finance colloquium.
Here are a few pros and cons of private sector construction of university-owned student housing:
Pros:
Increased housing availability: Private sector developers may be able to build more student housing units than a university could build on its own, which can help to alleviate the shortage of on-campus housing for students.
Faster construction: Private developers may be able to complete construction projects faster than universities, which can help to reduce the amount of time that students must wait for new housing options.
Reduced financial burden on the university: The cost of building and maintaining student housing can be significant, and private sector developers may be willing to bear some of these costs. This can help to reduce the financial burden on the university and free up resources for other initiatives.
Professional management: Private developers may have more experience managing large housing projects and may be able to provide more professional management services than a university could provide on its own.
Cons:
Higher costs for students: Private developers may charge higher rents than a university would charge for student housing, which can make housing less affordable for some students.
Reduced university control: Private developers may have different priorities than a university would have when it comes to building and managing student housing. This can lead to a reduced level of control for the university over housing quality, management, and policies.
Potential conflicts of interest: Private developers may be more focused on making a profit than on meeting the needs of students or the university, which can create potential conflicts of interest.
Less transparency: Private developers may not be subject to the same level of transparency and accountability as a university would be when it comes to housing policies, decision-making processes, and financial management.
It’s important to note that these pros and cons may vary depending on the specific circumstances and context of each individual university and private sector partnership.
New update alert! The 2022 update to the Trademark Assignment Dataset is now available online. Find 1.29 million trademark assignments, involving 2.28 million unique trademark properties issued by the USPTO between March 1952 and January 2023: https://t.co/njrDAbSpwBpic.twitter.com/GkAXrHoQ9T
