This diploma thesis presents various redesign scenarios of the intersection of Ruprechticka, Michelsky vrch and U Pramenu streets located in Liberec, Czech Republic. The work presented in this thesis is as answer to the current intersection arrangement that does not meet the requirements of a safe traffic crossroad due to its broad, unorganized spatial arrangement. Three redesign options are developed and proposed based on performed traffic volume counts, vehicular speed monitoring, and previous history of traffic accidents in this intersection. Implemented traffic calming measures include significant changes to the lane arrangement and width in the intersection. It is proposed that the U Pramenu street is converted to one-way street to further reduce the overall traffic volume travelling through the intersection. Moreover, all redesign scenarios and strategies focus on improving safety and comfort of pedestrians and persons with disabilities. Finally, a multiple-criteria decision analysis is carried out and the most viable redesign option is selected.

This master thesis deals with alteration of intersection of roads I/43 and II/150 near Boskovice, with focus on safety. Aim of the thesis was to decrease accident frequency in this location, while keeping the traffic fluent. First step was the evaluation of recorded speed and intensity on this crossroad and comparing it to the causes of accidents. Second step was to design solutions for this crossroad, and for one of these solutions was developed a design documentation.

This diploma thesis presents redesign of urban road in municipality Švábenice. The condition of this road is unsuitable. The redesign of horizontal and vertical solution is developed and proposed based on the obtained data. This proposal focuses on improvement of traffic safety. The important part of this redesign was the solution of the unsuitable intersection in the centre of municipality. This intersection was divided to two separate ones. The new proposal improves viewpoint and orientation conditions for drivers. This improves traffic safety in this location. This proposal contains solution of parking, traffic signs, drainage, improving safety and comfort of pedestrians and persons with disabilities. This redesign respects affected lands and their usage. It respects existing engineer networks and requirements of territorial plan of the municipality Švábenice.

This master thesis deals with the efficiency improvement proposal of the deburring technology of the edge of the holes intersection inside of the given part. In the introductory chapter it deals with the introduction of Česká zbrojovka a.s. company, where the creation of this thesis took place. The definition of the fire guns, some of the special products of the CZUB a.s. company and the description of the given part are following. The third chapter contains the description of the current manufacturing process. In the second part the proposals of the possible technologies are listed along with their current state. In the end a technical-economic evaluation is accomplished.

This work contains a few basic terms of analytical geometry. We mention some of ray-triangle intersection computation algorithms and present some use-case examples. We discuss capabilities of CUDA, optimization techniques of this architecture and implementation with focus on given issues. Algorithms of ray-triangle intersection are tested and results are discussed.

As more and more trips increase in the decades, the conflicts between the participants are more and more frequent. The main topic of the thesis is to study the impact of the conflicts: the impacts of conflicts between right turn motor vehicles and pedestrians at signalized intersection. The study focus the impacts on urban area. In these areas, the conflicts between pedestrians and motor vehicles are particularly distinct. The situation thesis describes is: most of the signalized intersections whose signal for right-turn vehicle and pedestrian going through are at the same phase, thus unavoidably causes a lot of conflicts between pedestrians and motor vehicles during that time, and it also brings about a great chance of accidents as well. The behavior of motor vehicles drivers and pedestrians highly affects the how they will be conflicted. In addition, the impacts could be different with different flow of motor vehicle and pedestrians. In this process, gap acceptance of the pedestrian weighs a lot. And two models are used here to analyze the conflict. One is from the Swedish Capacity Manual and the other is from HCM 2010. In the thesis, a typical signalized intersection is chosen and the video are recorded to obtain data. The thesis discusses the differences of the two models, and some observed behaviors. And, according to the result, 500 pedestrian flow increase will bring 100 saturation flow rate decrease; and pedestrians flow at peak hour will increase travel time of motor vehicle over 100%. After that, some further studies and alternate methods are discussed.

Die Anzahl verunglückter Radfahrender nimmt immer mehr zu. Rund zwei Drittel aller polizeilich registrierten Radverkehrsunfälle innerorts mit Personenschaden und mehreren Beteiligten ereignen sich an Kreuzungen, Einmündungen und Zufahrten; etwa jeder fünfte Unfall davon beim Abbiegen nach rechts. Die sehr schlechte Sicht nach rechts hinten bei allen Fahrzeugen, aber insbesondere der sogenannte „tote Winkel“ bei Lieferfahrzeugen und LKW, erschwert die Sicht auf von hinten kommende, bevorrechtigte Radfahrende, die die Kreuzung geradeaus passieren wollen. Immer wieder kommt es dadurch zu schwersten Unfällen zwischen rechts abbiegenden LKW und Radfahrenden. Ein vermeintlich neues Kreuzungsdesign soll helfen, diese Kreuzungsunfälle und insbesondere die schweren Rechtsabbiegeunfälle zu reduzieren. Die häufig als „Niederländische Kreuzung“ oder „Protected Intersection“ bezeichnete Idee unterscheidet sich dabei in einigen Punkten von den in aktuellen deutschen Regelwerken dargestellten Planungsvorgaben. Insbesondere wird der Radverkehr an Einmündungen um fünf Meter von der Fahrbahn abgesetzt geführt. Dadurch soll unter anderem ein besserer Sichtkontakt zwischen den Führenden der abbiegenden Kraftfahrzeuge und den Radfahrenden hergestellt werden. Dabei gibt es für die genauen Maße dieser Kreuzungsform kein allgemein anerkanntes und abschließendes Regelwerk aus den Niederlanden. Im Schema sieht die Kreuzung etwa so aus: Ein Unterschied zu herkömmlichen Kreuzungen sind bauliche Elemente in den Ausrundungsbereichen, die verhindern, dass große Fahrzeuge beim Abbiegen über die Nebenflächen fahren und dort Wartende gefährden. Diese sollen auch den Abbiegeradius verkleinern. Kleinere Radien führen auch prinzipiell zu geringeren Abbiegegeschwindigkeiten. Jedoch sind dort, wo regelmäßig größere Fahrzeuge abbiegen sollen, Radien von mindestens zwölf Metern erforderlich, die ein vorsichtiges und langsames Abbiegen ermöglichen, ohne dass der gesamte Kreuzungsinnenbereich mitgenutzt werden muss. Ein aus Radverkehrssicht neues Merkmal ist, dass die Haltlinie für den Radverkehr nicht mehr vor dem Signal für Kraftfahrzeuge angeordnet wird. Der Radverkehr darf bei rotem Signal bis zur Fahrbahnkante vorfahren. Dadurch ergibt sich für den Aufstellbereich ein großer räumlicher Vorsprung gegenüber den Rechtsabbiegenden. Allerdings entstehen dadurch auch erhebliche Konflikte mit querendem Fuß- und Radverkehr und es kann bei hohen Radverkehrsstärken auch zu Rückstau kommen, der die querenden zu Fuß Gehenden und Radfahrenden behindert. Sicherheit gegenüber abbiegenden Fahrzeugen, vor allem Lkw, geben diese Aufstellflächen allerdings nicht. Viele schwere Unfälle geschehen nicht zwischen Kfz und Radfahrenden, die vorher gemeinsam auf das Grünsignal gewartet haben, sondern zwischen bereits vorgerückten Kfz und später mit teils höheren Geschwindigkeiten nachkommenden Radfahrenden.

The classical Erdos-Ko-Rado (EKR) Theorem states that if we choose a family of subsets, each of size k, from a fixed set of size (n > 2k), then the largest possible pairwise intersecting family has size t = (k-1n-1). We consider the probability that a randomly selected family of size t = tn has the EKR property (pairwise nonempty intersection) as n and k = kn tend to infinity, the latter at a specific rate. As t gets large, the EKR property is less likely to occur, while as t gets smaller, the EKR property is satisfied with high probability. We derive the threshold value for t using Janson's inequality. Using the Stein-Chen method we show that the distribution of X0, defined as the number of disjoint pairs of subsets in our family, can be approximated by a Poisson distribution. We extend our results to yield similar conclusions for Xi, the number of pairs of subsets that overlap in exactly i elements. Finally, we show that the joint distribution X0, X1, ⋯, Xb) can be approximated by a multidimensional Poisson vector with independent components.

Understanding the degree of spatial fidelity of individuals within a species increases our ability to manage appropriately. Elk (Cervus elaphus) is a highly managed species in the Intermountain West, but there is little research evaluating summer home range fidelity of individual elk. We evaluated fidelity of 72 adult female elk to individual summer-fall home ranges in the White River study area in northwestern Colorado during two consecutive summers. Based on individual kernel-estimated utilization distributions, we used (1) the Volume of Intersection (VI) statistic and (2) interannual distances between centers of mass to compare summer range overlap and distribution. We also examined the role of landcover in summer habitat selection by elk from three distinct perspectives: landscape, individual, and philopatric. While many previous habitat studies included landscape analysis, few incorporate individual analysis and none contain a philopatric assessment, to our knowledge. We found adult female elk in the White River Study area exhibit fidelity to individual home ranges. VI values indicated that 93% of the elk showed some home range overlap, with a median value of 0.42 (SE = 0.02, n = 72). Between-year center-of-mass distances ranged from 183 m to 34,170 m (x = 3819, SE = 619, n = 72), while within-year maximum distances between location points ranged from 4,320 m to 31,680 m (x = 13,958, SE = 628, n = 72). Our landcover results indicated elk can be characterized as both generalists and specialists. While elk occurred across a very diverse landscape, we found a preference for Aspen-Mixed Conifer, Aspen, and Dry-Mesic Spruce-Fir landcover types, and a general avoidance of Agriculture, Sagebrush Steppe, Subalpine Meadow, and Grassland. We also found a high degree of similarity in landcover composition between years for individual elk. Elk home range fidelity could impact habitat management, specifically with respect to browsing and successful aspen (Populus tremuloides) regeneration. Incorporation of the philopatric perspective into future elk behavior and habitat selection studies could make results more rigorous and expand understanding of landscape-level results.

Indiana University-Purdue University Indianapolis (IUPUI) / With the increasing number of vehicles on the road and the amount of time people spend driving their vehicles, traffic control and management has become an important part within logistics. Effective traffic control would involve traffic signal control and control over vehicle movement. Since Petri nets are versatile enough to represent traffic signals and traffic flow, it has become an important tool in urban traffic control. Many traffic systems are modeled using hybrid Petri nets. Chapter 1 briefly talks about traffic management systems and previous related work in the area of traffic control. Chapter 2 is a basic background on various Petri nets used in the study. The section also uses examples to demonstrate the working of Petri nets. Chapter 3 introduces the need for optimization in various industry. And then, it discusses different steps involved in optimizing a process. Chapter 4 discusses the existing model of two one-way intersection. In an effort to understand the model better, simulations are also carried out. Then, drawbacks of the existing model are discussed. This paves way for a new, improved, and realistic version of two one-way intersection. Various optimization steps discussed in Chapter 3 is used to optimize traffic light of the improved model. And then, a comparison between existing model and improved model is carried out. Chapter 5 expands the study of traffic models by connecting two different one-way intersection through a road (thus making it a network). Optimization and simulation of the connected-intersection model is also carried out. Chapter 6 is the summary which will provide a brief overview about each chapter.