BackgroundIncreased awareness amongst large population groups is a major determinant for the prevention of diabetes and its complications as well as related metabolic disorders. Knowledge and attitude are the principal markers of awareness that need to be studied in various population groups in specific racial and cultural contexts. The present study was undertaken to explore knowledge, attitude and practice (KAP) regarding -diabetes mellitus (DM) among nondiabetic (nonDM) and type 2 diabetes mellitus (T2DM) patients in Bangladesh.MethodsA cross-sectional study was conducted among 18,697 adults (aged 18 years and above; 7796 male and 10,901 female; 6780 nonDM and 11,917 T2DM) selected purposively from the OPD of 19 healthcare centres in and around Dhaka and in northern parts of Bangladesh. KAP were assessed by a pre-structured, interviewer-administered questionnaire and categorised using predefined scores of poor (
A diverging diamond interchange (DDI), a freeway and arterial interchange design, uses crossovers at the ramp intersections to eliminate conflicts between arterial through traffic and the left turning traffic from both the arterial and the ramps. The conventional diamond interchange (CDI) compared with the DDI has similar on-ramps and off-ramps, but there is a change in the number of lanes on the arterial. A case study has been conducted for an interchange in Athens, Alabama. The existing interchange is a conventional diamond interchange which is compared with a DDI built at the same location by using Synchro/ Simtraffic as a simulation tool. The analysis focused on determining level of service and vehicle delay for the two interchange types. In this project effort was made to know if a DDI is the right solution for all interchange locations through the examination of a single location and adjustments to traffic volumes under numerous combination of turning movement scenarios where variation of capacity and the influence of proximity of adjacent intersections were also included. Finally, it was concluded that DDI cannot be an appropriate measure to improve the current CDI network for the study area since only 4 special cases it performs better than CDI. And DDI cannot be the effective traffic calming measure if it is associated with upstream or downstream intersections.
Land use changes affect travel demand, resulting in the need to expand transportation infrastructure. Unfortunately, an inevitable consequence of urban sprawl, the spreading of a city to suburbs and outskirts, is the creation of auto-dependent development. Land use models forecast without considering underutilized roadways leading to urban sprawl. Any change in travel cost or detrimental growth pattern does not have any significant influence on future land use or location choice of future household and employment. This study addresses urban sprawl and available capacity utilization and combines those features with land use change model for planning more compact cities. This research conducted a rigorous step by step analysis to determine a better solution that results in more trips inside a case study community. Based on minimizing vehicle mileage traveled (VMT) and the number of congested links, a preferred scenario was identified that is one of the major contributions of this exploration. Hence, it is a preliminary initiative to promote transportation sustainability and build compact cities using current resources instead of the planning of future road network solely depending on the land use forecast model. 518Current Urban Studies use model feedback to travel demand models facilitates the interaction between them based on different proposed scenarios. However, even an integrated land use/transportation model, can overlook underutilized roadways in a community and lead to urban sprawl. Therefore, any change in travel cost or detrimental
Through trips are a concerns as these trips contribute to roadway congestion that must be accommodated, but for which there are no simple methods to determine. Concerns for safety and a need to avoid inconveniencing drivers have limited the use of traditional vehicle surveys. Previous research developed equations to estimate through trips in communities, requiring data on street locations, traffic volumes, community demographics, economic data and geographic data. Alternatively, using cell phones or Bluetooth devices to collect traveler information have not always been accepted by the general public and are often seen as intrusions into driver privacy. Transportation professionals are in need of a methodology to estimate through trips to improve the transportation planning process and better allocate resources for roadway infrastructure investment. This research utilizes roadway connectivity and traffic count data to estimate through trip numbers. The methodology determines through trips using roadway counts collected as part of a routine traffic monitoring procedure. The methodology has been tested against a community that underwent a Bluetooth data collection study. The outcome of this research will benefit any community with a traffic monitoring program where through trip patterns could be used to improve resource allocation.
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