Major crossroads are designed to facilitate the conflicting movements of numerous vehicles in a manner that is both safe and efficient. Accesses located within the functional areas of major crossroads add complication to intersection activity due to additional conflicts arising from ingressing and egressing movements at the accesses. In this research, the impact of accesses on crashes within major crossroad functional areas was analyzed. Specifically, the effects of access spacing within functional areas and access setback from intersections were addressed. In order to conduct the analysis, the functional areas of 159 signalized major arterial crossroads across the state of Utah were examined. A database was built containing the frequency, type, and severity of functional area crashes as well as the intersection and roadway characteristics within the functional area. Statistical analyses were conducted to determine the influence of accesses in intersection functional areas on functional area crashes. The statistical analyses show that the existence of accesses within the functional areas was correlated with increased crashes and crash severity costs. In particular, an increase in commercial access density was associated with increases in crash totals, crash rates, and rear end crashes in intersection functional areas. The analyses also showed that study site intersections meeting Utah Department of Transportation (UDOT) corner clearance standards exhibited fewer right angle crashes and lower crash severity costs. Finally, intersections that prohibited all unsignalized access had lower crash totals, crash rates, right angle crash totals, and rear end crash totals than intersections that allowed some unsignalized access.

The research conducted in this thesis consists of a Geographic Information Systems (GIS) based safety study and a spatial analysis of vehicle crashes in the State of Florida. The GIS safety study is comprised of a County and Roadway Level GIS analysis of multilane corridors. The spatial analysis investigated the use of county-level vehicle crash models, taking spatial effects into account. The GIS safety study examines the locations of high trends of severe crashes (includes incapacitating and fatal crashes) on multilane corridors in the State of Florida at two levels, county level and roadway level. The GIS tool, which is used frequently in traffic safety research, was utilized to visually display those locations. At the county level, several maps of crash trends were generated. It was found that counties with high population and large metropolitan areas tend to have more crash occurrences. It was also found that the most severe crashes occurred in counties with more urban than rural roads. The neighboring counties of Pasco, Pinellas and Hillsborough had high severe crash rate per mile. At the roadway level, seven counties were chosen for the analysis based on their high severe crash trends, metropolitan size and geographical location. Several GIS maps displaying the safety level of multilane corridors in the seven counties were generated. The GIS maps were based on a ranking methodology that was developed in research that evaluated the safety condition of road segments and signalized intersections separately. The GIS maps were supported by Excel tables which provided details on the most hazardous locations on the roadways. The results of the roadway level analysis found that the worst corridors were located in Pasco, Pinellas and Hillsborough Counties. Also, a sliding window approach was developed and performed on the ten most hazardous corridors of the seven counties. The results were graphs locating the most dangerous 0.5 miles on a corridor. For the spatial analysis of crashes, the exploratory Moran's I statistic test revealed that crash related spatial clustering existed at the county level. For crash modeling, a full Bayesian (FB) hierarchical model is proposed to account for the possible spatial correlation among crash occurrence of adjacent counties. The spatial correlation is realized by specifying a Conditional Auto-regressive prior to the residual term of the link function in standard Poisson regression. Two FB models were developed, one for total crashes and one for severe crashes. The variables used include traffic related factors and socio-economic factors. Counties with higher road congestion levels, higher densities of arterials and intersections, higher percentage of population in the 15-24 age group and higher income levels have increased crash risk. Road congestion and higher education levels, however, were negatively correlated with the risk of severe crashes. The analysis revealed that crash related spatial correlation existed among the counties. The FB models were found to fit the data better than traditional methods such as Negative Binomial and that is primarily due to the existence of spatial correlation. Overall, this study provides the Transportation Agencies with specific information on where improvements must be implemented to have better safety conditions on the roads of Florida. The study also proves that neighboring counties are more likely to have similar crash trends than the more distant ones.

Le Bris a collecté environ 200 000 données sur les actions françaises entre 1854 et 1988 pour construire un indice de performances.Différents biais qui surestimaient la rentabilité dans les indices français existants sont identifiés. D’autres probables cas à l’étranger sont présentés.Sur le long terme, les actions offrent une meilleure rentabilité que les autres actifs mais sans prime particulière.Par rapport aux actions américaines, les françaises sous-performent y compris durant les périodes de paix.Le marché est très sensible aux changements de gouvernements et surperforme sous ceux de gauche.Une nouvelle méthode de détection des krachs est proposée. Elle identifie des krachs cohérents avec l’histoire.Les entreprises de services dominent la capitalisation boursière de manière quasi-continue depuis 1854.La rationalité des investissements en emprunts russes avant 1914 est démontrée grâce à une optimisation de portefeuille parmi les actifs français (action, obligation, rente) et huit emprunts d’Etats étrangers.Une nouvelle méthode de décomposition du bénéfice de diversification est proposée ; les investisseurs français étaient attirés par la faible corrélation plus que par les rentabilités étrangères supérieures avant 1914.Les actions françaises et américaines présentent une hausse de corrélation sur le long terme probablement suivant l’intégration des économies. Ainsi, l’incitation à diversifier internationalement a baissé.Le risque de marché enregistre une forte hausse durant l’entre-deux-guerres et le niveau pré-1914 n’est jamais retrouvé. Il semble lié à la fin du Gold Standard, à l’inflation et aux déficits publics.Conséquence de la hausse de ce risque commun, la corrélation entre actions françaises augmente, réduisant l’effet de diversification domestique ; a l’opposé un « super effet portefeuille » est identifiée avant 1914. / Le Bris, collecting about 200,000 data on French stocks from 1854 to 1988, builds a performance index. Several biases leading to overestimate the returns in prior French indices are demonstrated, as well as other probable examples across the globe.Over the long run, French stocks provide a better return than other assets, but without any excessive premium.Compared to US stocks, French stocks have underperformed since 1914, including during the periods of peace.The French stock market is highly sensitive to governmental changes, and overperforms under the left ones.A new method to identify market crashes is proposed. This method identifies crashes that are consistent withhistory.Firms from service industries have almost always dominated market capitalization since 1854.The rationality of the French investments in Russian bonds, before 1914, is demonstrated thanks to a portfoliooptimization among French assets (stock, bonds and corporate bonds) and eight international state bonds.A new method to decompose the benefit of diversification is proposed; before 1914, French investors wereclearly attracted by low foreign correlation rather than higher foreign returns.French and US stocks present a long-term rise in correlation, probably following the economic integration.Thus, the incentive to diversify through international markets has decreased.The market risk exhibits a significant rise during the interwar-period, and the pre-1914 level is never reachedagain. This risk appears to be linked to the end of the Gold Standard, the inflation rate and the public deficits.The consequence of the rise of this common risk is that the correlation among French stocks trend upwards, andthen, reduce the domestic portfolio effect; reversely, before 1914, a “super portfolio effect” is identified.

Southeastern states have about 26 percent of the nations total fatalities, and are about 24 percent above the national mean over recent years. Descriptive statistics, graphs, and figures are used to illustrate and quantify the crash trends, which depict a comprehensive picture of status and trends of the fatal crashes in southeastern states. The severity of crashes is studied as a function of characteristics of the person involved in the crash, vehicle, traffic condition, physical road geometry, and environmental factors. Detailed geometric feature data were collected for this study, which makes it possible to investigate the relationship between geometric features and crash severity. This study identifies causal factors contributing to the high fatality rate in southeastern states, and sheds light on the differences and similarities among these states for reducing the severity of fatal crashes, by developing multinomial logit models to explain the severity and type of fatal crashes.

In this thesis we examine the ability of the log-periodic power law model to accurately predict the end of speculative bubbles on financial markets through modeling of asset price dynamics on a selection of historical bubbles. The methods we use are based on a nonlinear least squares estimation which yields predictions of when the bubble will change regime.We find evidence which support the occurrence of LPPL-patterns leading up to the change in regime; asset prices during bubble periods seem to oscillate around a faster-than-exponential growth. In most cases the estimation yields accurate predictions, although we conclude that the predictions are quite dependent on at which point in time the prediction is conducted. We also find that the end of a speculative bubble seems to be influenced by both endogenous speculative growth and exogenous factors. For this reason we propose a new way of interpreting the predictions of the model, where the end dates should be interpreted as the start of a time period where the asset prices are especially sensitive to exogenous events. We propose that negative news during this time period results in a regime shift of the bubble. This study is the first to address both the possibilities and the limitations of the LPPL-model, and should therefore be considered as a contribution to the academia.

This bachelor thesis evaluates the impact of datanode crashes on the performance of the read operations of a Hadoop Distributed File System, HDFS. The goal is to better understand how datanode crashes, as well as how certain parameters, affect the  performance of the read operation by looking at the execution time of the get command. The parameters used are the number of crashed nodes, block size and file size. By setting up a Linux test environment with ten virtual machines and Hadoop installed on them and running tests on it, data has been collected in order to answer these questions. From this data the average execution time and standard deviation of the get command was calculated. The network activity during the tests was also measured. The results showed that neither the number of crashed nodes nor block size had any significant effect on the execution time. It also demonstrated that the execution time of the get command was not directly proportional to the size of the fetched file. The execution time was up to 4.5 times as long when the file size was four times as large. A four times larger file did sometimes result in more than a four times as long execution time. Although, the consequences of a datanode crash while fetching a small file appear to be much greater than with a large file. The average execution time increased by up to 36% when a large file was fetched but it increased by as much as 85% when fetching a small file.

Traffic fatalities and injuries among young drivers as a result of road crashes constitute a serious public health problem. The ultimate goal of traffic safety work in Sweden has been formulated in Vision Zero, which includes an image of a future in which no one will be killed or seriously injured in traffic crashes. Therefore, it is unacceptable that young learner and novice drivers are involved in road crashes that result in fatalities or severe injuries. Driver education is an important tool to increase the probability that young drivers actually take their share of the responsibility for Vision Zero by obeying traffic rules and driving as safely as possible. The general aim of the work underlying this thesis was to determine the potential of driver education to reduce road traffic crashes involving young drivers, particularly in Sweden. Paper I examined the relationship between the way in which the education is carried out and the outcome of the driving test. Paper II explored whether there are any gender‐related differences regarding driving practicing, the outcome of the license tests, and involvement in crashes during the first year of licensure. Paper III evaluated the reform that made it possible for learner drivers to start practicing from 16 years of age in terms of its effects on crashes involving young novice drivers. In paper IV, the focus was on investigating crashes during practice and comparing the results with the corresponding situation for novice divers during their first two years of licensure. Paper V assessed an insight‐based educational approach aimed at inducing young drivers to make better use of vehicle‐related safety equipment. The findings of two of the studies (papers III and IV) showed that, in Sweden, taking advantage of the possibility to start practicing behind the wheel from the age of 16 years had a beneficial effect seen as reduced crash involvement among those young drivers. In paper V, it was revealed that using an insight‐based educational approach can have a positive influence on learner drivers’ knowledge of and attitudes towards the use of car safety equipment (e.g., safety belts). In paper I, it was found that it is difficult to explain why 18–24‐year‐olds pass or fail the driving test on the basis of background variables and information concerning how they had practiced driving. Paper II showed that, for females, training pursued in a more structured manner did not seem to be beneficial for the outcome of the license tests, and that males aged 18–24 were involved in 1.9 more injury crashes per 1,000 drivers than females during their first year of licensed driving. Suggestions are given that can be used to develop the Swedish licensing system in a way that will increase the potential of driver education to reduce traffic crashes among young drivers. These ideas comprise aspects such as the following: persuading the youngest learner driver population to start practicing as early and as much as possible; the learning period should be better organized, which includes improved agreement between the goals of the national curriculum, the content/process of driver education, and the design of the license tests; professional instruction of learners in both the theory and the practice of driving should be a more prominent component of driver education; and parts of the Swedish licensing system should be made mandatory to help solve the problems of young drivers and to fulfil he goals of the national curriculum. / <p>On the date of the defence the status of article II was: In press.</p>

Adverse weather is considered as one of the important factors contributing to injuries and severe crashes. During rainy conditions, it can reduce travel visibility, increase stopping distance, and create the opportunity hydroplaning. This study quantified the relative crash risk on Oregon 217 southbound direction under rainy conditions by using a match-paired approach, applied one-year traffic data, crash data and NEXRAD Level II radar weather data. There are 26 crashes occurred in match-paired weather conditions for Oregon 217 in year 2007. The results of this study indicate that a higher crash risk and a higher property-damage-only crash risk occurred during rainy days. The crash risk level varies by the location of the highway, at milepost 2.55 station SW Allen Blvd has the highest driving risks under rainy conditions.

No description available.

Advance warning signals installed upstream of a high-speed signalized intersection (HSSI) warn motorists of impending signal changes in an effort to reduce the frequency of red-light running (RLR) and crashes. A new advance warning signal design was tested on an approach to an HSSI in Utah to study the effects of the modified design on motorist behavior. The new design utilized an overhead dynamic blank-out sign and flashers. A state-of-the-art digital wave radar evaluation system was installed at the study site to collect continuous data of vehicle speeds and RLR events by a non-intrusive method. Crash data were collected from the jurisdiction responsible for the study site and for an additional control intersection. Data were collected prior to, immediately after, and eight months after installation The blank-out overhead dynamic advance warning signal (BODAWS) system reduced RLR at the site during the time period immediately after installation. Eight months later, the number of RLR violations was slightly higher on one approach than before BODAWS system installation. Crash results showed that six months after BODAWS installation, the number of crashes declined at the study site. The number of crashes proportionately declined at the control intersection as well indicating a need to continue to evaluate and monitor changes. Mean vehicle speeds recorded before the onset of the yellow signal increased on the approaches to the study site immediately after BODAWS installation, and remained higher eight months later. Mean vehicle speeds recorded during the yellow signal, increased eight months after BODAWS installation to speeds higher than before the system was installed. Higher speeds during the yellow signal, combined with an increase in the number of RLR violations eight months after BODAWS installation, suggest that motorists may have begun to use the advance warning to speed up in an attempt to enter the intersection before the signal turned red. It is recommended that the lead flash time between activation of the BODAWS signs and flashers and the onset of the yellow signal should be adjusted so that motorists are not provided with more time than is necessary to safely clear the intersection.