This diploma thesis deals with relation between car velocity and the impacts od traffic accidents. The basic keywords are described in the first part of the thesis and legislative regulations follow in the second chapter. The third and the fourth chapters introduce particular sanctions and statistics concerning the Czech Republic and they are compared to foreign countries. The influence of active safety on traffic accidents consequences is solved in the next part of the thesis. Subsequent figures and tables containing diffrent parametres are provided to demonstrate the relations between various crash car speed and particular braking distances. The tables also present mutual relations between rising initial velocity and changes in a numbers. The seventh chapter analyses a few selected case studies of real accidents and the final chapter focuses on individual relations between velocity and its impacts.

Micrometeoroids and orbital debris (MMOD) is a growing issue with international importance. Micrometeoroids are naturally occurring fragments of rock and dusk that exist throughout the solar system. Orbital debris is human made material like rocket bodies, paint flakes, and the effluent of spacecraft collisions. Even small MMOD particles on the order of 1 cm in diameter have the potential to destroy critical spacecraft systems. Because of this, MMOD is a threat to all spacecraft in orbit. Even governments that most sternly oppose US international policy have a stake when it comes to minimizing MMOD flux. Space-based assets are essential to support the growing demand for high-capacity communications networks around the world. These networks support services that civilian and military users have grown accustomed to using on a daily basis: Global Positioning System (GPS), Satellite Radio, Internet Backhaul, Unmanned Areal Vehicles (UAVs), and Reconnaissance Satellites [Figure \ref{figure:skynet}]. A sudden loss of these services could degrade the warfighter's capabilities and cripple commercial enterprises that rely on these technologies. Manned space efforts like the International Space Station (ISS) could also suffer as a result of increased MMOD flux.

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Resumé This thesis deals with legal consequence of road users who violate their duties in road traffic. Intensity of road traffic permanently increases. Almost everyone participates in the road traffic day by day. Among the participants occur many dangerous and egoistic individuals, who do not observe the road traffic regulations. Theirs irresponsible behaviour often results in car accidents and damage to person and property. One of means to improvement of the road safety is efficient punishment of driving offences. I have divided my thesis into introduction, five chapters and conclusion. The introduction briefly introduces the problematic. In the second chapter I have paid attention to definition of terms "road user", "duties of road users in traffic" and "legal consequence of violation the duty". In the third chapter I have dealed with driving offences. Offence is one of the administrative torts, which is defined by Offence Act no. 200/1990 Coll. It is unlawful action which violates or endangers protected interests of society. Driving offences violate or endanger safety and fluency of the road traffic. Merits of the driving offences are defined not only by Road Safety Act no. 361/2000 Coll, but also by Act no. 13/1997 Coll. and Act no.56/2001 Coll. Second chapter consist of four part. In firts part I have...

Risk, risk analysis and decision-making are essential aspects of health care andmedicine, for patients as well as for physicians and for society as a whole, andthe concept of risk and risk analysis in decision-making has a long history. Theword risk has many different interpretations and has no commonly accepteddefinition. In this thesis, we shall let risk stand for the combination of randomor uncertain events with negative consequences for human health, life and/orwelfare and/or the environment together with some measures of the likelihoodof such events. We believe this is the dominant concept and understanding ofrisk, the risk being the likelihood or probability of an event followed by somenegative consequences or activities of that event. In this doctoral thesis, we focus on biostatistics, risks and risk analysis in thefield of medicine, a science which has been using methods from the area of riskanalysis for a long time. The seven papers (paper I - paper VII) presented inthis thesis, together with a general introduction to risk, risk analysis anddecision-making, will be used to illustrate and discuss risk analysis as a tool fordecision-making in the field of medicine. From my point a view, risk analysisin the field of medicine aims to reduce pain, raise the quality of life, reduce therisk of adverse events, compare cost efficiency between different treatmentregimes and prolong a healthy life. Based on results presented in the thesis, weconclude that biostatistics, risks and risk analysis used in the field of medicineare valuable methods for evaluation of hypotheses within the health care areaand a good basis for decision-making. / <p>QC 20100901</p>

<p>Hovedmålet med avhandlingen var å undersøke risikopersepsjon i den norske befolkningen. I tillegg ble relaterte prioriteringer av sikkerhet og krav om risikoreduserende tiltak undersøkt. Avhandlingen består av en introduksjonsdel og tre artikler. Alle er basert på to spørreskjemaundersøkelser gjennomført i 2004 (n= 1730 og 510).</p><p>Den første artikkelen hadde som hovedmål å undersøke risikopersepsjon. Resultatene viser at transportrisiko er delt i to hovedkategorier: offentlig og privat transport. Bekymring ble funnet å være den viktigste predikatoren på risikopersepsjon. Ved nærmere undersøkelse ble det funnet kjønnsforskjeller hvor kvinner la størst vekt på bekymring relatert til både offentlig og privat transport. For menn derimot var sannsynlighetsvurderinger (dvs. kognitive evalueringer) viktigst for privat transport, mens bekymring var viktigst for offentlig transport. Dette impliserer en forskjell i hvordan risikoen blir oppfattet, og dermed er det ansett som hensiktsmessig å differensiere hvordan risiko blir kommunisert til de ulike gruppene.</p><p>Den andre artikkelen foreslår en modell for potensielle faktorer som kan predikere prioritering av sikkerhet. Effekten av personlighetstrekkene angst, sensasjonssøking og tillit ble undersøkt. I tillegg var føreroptimisme, bekymring relatert til transportrisiko, betalingsvillighet for å redusere risiko og negative holdninger mot regler inkludert i modellen. Bekymring var den viktigste predikatoren for prioritering av sikkerhet. Den foreslåtte modellen forklarte 44% av variansen i sikkerhetsprioriteringer. Denne kunnskapen kan øke suksessen relater til intervensjoner fordi det kan øke sjansen for å treffe de som prioriterer sikkerhet lavt og dermed veilede dem til å forandre sin atferd.</p><p>Den tredje artikkelen undersøker hvorvidt det teorietiske rammeverket til ’risk-as-feelings’ hypotesen kunne brukes til å forklare krav om risikoreduserende tiltak. Modelltilpasningen til den teoretiske modellen var tilfredsstillende og resultatene viste at 30% av variasjonen til krav om risikoreduserende tiltak kunne forklares av denne modellen. Den viktigste predikatoren var atferdsmessige intensjoner om å prioritere sikkerhet. Sannsynlighetsvurdering og evaluering av konsekvenser ble funnet å være viktige for både kognitiv vurdering og følelser.</p> / <p>The aims of the PhD-thesis were to examine perceived risk in the Norwegian public as well as related priorities of safety and demands for risk mitigation. The thesis consists of a theoretical introduction and three papers. They are all based on two questionnaire surveys conducted in 2004 (n=1730 and 510 respectively).</p><p>The first paper aims to explore risk perception. The results showed that transport risks consisted of two main categories: public and private means of transportation. Related to risk perception, worry was found to be the most important predictor. On further scrutiny, a gender difference was found. Females were found to emphasize worry related to both public and private transportation as highest. For men, probability assessments (i.e. cognitive evaluations) were found to be most important to private means of transportation whereas worry was found to be most important for public transportation. This implies a difference in perceived risk, and hence how risk is communicated to the public should dependent on the target group.</p><p>The second paper proposed a model for potential predictors of priorities of safety. Several factors were investigated. First, the personality traits anxiety, excitement-seeking, and trust were included. Further factors were driver optimism, worry related to transport risks, willingness to pay to increase safety, and negative attitudes towards traffic rules. Worry was found to be the most important predictor of safety priorities, and the proposed model explained 44% of the variance in priority of safety. This knowledge gives additional information to improve the success of interventions because it can help targeting those who consider safety a low priority and guide them to modify their behaviour.</p><p>The third paper investigated the applicability of the risk-as-feeling framework to explain demand for risk mitigation. The fit of the data to the theoretical model was found to be satisfactory. The results showed that the risk-as-feelings framework explained 30 per cent of the variance of demand for risk mitigation. Behavioural intentions as priorities were found to be an important predictor of mitigation demands. Probability assessment and consequence evaluation were found to be important to cognitive risk assessment and feelings.</p>

Hovedmålet med avhandlingen var å undersøke risikopersepsjon i den norske befolkningen. I tillegg ble relaterte prioriteringer av sikkerhet og krav om risikoreduserende tiltak undersøkt. Avhandlingen består av en introduksjonsdel og tre artikler. Alle er basert på to spørreskjemaundersøkelser gjennomført i 2004 (n= 1730 og 510). Den første artikkelen hadde som hovedmål å undersøke risikopersepsjon. Resultatene viser at transportrisiko er delt i to hovedkategorier: offentlig og privat transport. Bekymring ble funnet å være den viktigste predikatoren på risikopersepsjon. Ved nærmere undersøkelse ble det funnet kjønnsforskjeller hvor kvinner la størst vekt på bekymring relatert til både offentlig og privat transport. For menn derimot var sannsynlighetsvurderinger (dvs. kognitive evalueringer) viktigst for privat transport, mens bekymring var viktigst for offentlig transport. Dette impliserer en forskjell i hvordan risikoen blir oppfattet, og dermed er det ansett som hensiktsmessig å differensiere hvordan risiko blir kommunisert til de ulike gruppene. Den andre artikkelen foreslår en modell for potensielle faktorer som kan predikere prioritering av sikkerhet. Effekten av personlighetstrekkene angst, sensasjonssøking og tillit ble undersøkt. I tillegg var føreroptimisme, bekymring relatert til transportrisiko, betalingsvillighet for å redusere risiko og negative holdninger mot regler inkludert i modellen. Bekymring var den viktigste predikatoren for prioritering av sikkerhet. Den foreslåtte modellen forklarte 44% av variansen i sikkerhetsprioriteringer. Denne kunnskapen kan øke suksessen relater til intervensjoner fordi det kan øke sjansen for å treffe de som prioriterer sikkerhet lavt og dermed veilede dem til å forandre sin atferd. Den tredje artikkelen undersøker hvorvidt det teorietiske rammeverket til ’risk-as-feelings’ hypotesen kunne brukes til å forklare krav om risikoreduserende tiltak. Modelltilpasningen til den teoretiske modellen var tilfredsstillende og resultatene viste at 30% av variasjonen til krav om risikoreduserende tiltak kunne forklares av denne modellen. Den viktigste predikatoren var atferdsmessige intensjoner om å prioritere sikkerhet. Sannsynlighetsvurdering og evaluering av konsekvenser ble funnet å være viktige for både kognitiv vurdering og følelser. / The aims of the PhD-thesis were to examine perceived risk in the Norwegian public as well as related priorities of safety and demands for risk mitigation. The thesis consists of a theoretical introduction and three papers. They are all based on two questionnaire surveys conducted in 2004 (n=1730 and 510 respectively). The first paper aims to explore risk perception. The results showed that transport risks consisted of two main categories: public and private means of transportation. Related to risk perception, worry was found to be the most important predictor. On further scrutiny, a gender difference was found. Females were found to emphasize worry related to both public and private transportation as highest. For men, probability assessments (i.e. cognitive evaluations) were found to be most important to private means of transportation whereas worry was found to be most important for public transportation. This implies a difference in perceived risk, and hence how risk is communicated to the public should dependent on the target group. The second paper proposed a model for potential predictors of priorities of safety. Several factors were investigated. First, the personality traits anxiety, excitement-seeking, and trust were included. Further factors were driver optimism, worry related to transport risks, willingness to pay to increase safety, and negative attitudes towards traffic rules. Worry was found to be the most important predictor of safety priorities, and the proposed model explained 44% of the variance in priority of safety. This knowledge gives additional information to improve the success of interventions because it can help targeting those who consider safety a low priority and guide them to modify their behaviour. The third paper investigated the applicability of the risk-as-feeling framework to explain demand for risk mitigation. The fit of the data to the theoretical model was found to be satisfactory. The results showed that the risk-as-feelings framework explained 30 per cent of the variance of demand for risk mitigation. Behavioural intentions as priorities were found to be an important predictor of mitigation demands. Probability assessment and consequence evaluation were found to be important to cognitive risk assessment and feelings.

ABSTRACT Redirecting the inspection plan to place emphasis on high risk equipment items is not the only objective when implementing Risk Base Inspection (RBI). Rather it would be much more fruitful if company staff were educated to be equipped with the capability of identifying potential risks and were willing to actually put into real practice in eliminating all these potential threats to an enterprise. Since its release, the API-580 technology has seen growing acceptance and becomes a popular methodology in maintaining the mechanical integrity of pressure equipment and piping. In addition to U.S.A, many other country including European nations and Japan have also assimilated the same risk concepts into regulations that require plant operators to aim for practical performance of equipment management, not at the extent of obligations required by the government. Such a risk-based concept is not just incorporated in regulations, when utilized in close conjunction with plant maintenance and inspection, becomes a powerful tool in helping determine optimal inspection intervals of pressure equipment. In order for the equipment management system to perform effectively, fundamental tasks such as failure mechanisms identification and effectiveness of inspection methods are keys to a successful RBI program. Some might question Risk Base Inspection (RBI) to be a conservative, less aggressive approach that rather than opting for more aggressive managerial methods, it recommends to focus on the whole life cycle of plant equipment. Keywords: API-581¡BRBI¡Bbusiness risk¡Bbusiness administration¡Bquantitative analysis¡Bconsequence analysis¡Brisk base inspection

In this thesis I study the problem of logical constants with respect to logical truth and logical consequence. In order to do that, I focused on the following two questions. First, what is a logical constant and what kind of relation there is between a logical truth, logical consequence and logical constant? Second, what are the solutions to the problem and to what extent these criteria can solve it? The main argument of my thesis is to determine that all of the examined systems are satisfactory to considerable level still none of these is completely acceptable.

Based on a previous empirical study of the effect of a residential demand response program in Sala, Sweden, this project  investigated the economic consequences of consumer behaviour change after a demand-based time of use distribution tariff was employed. The economic consequences of consumers were proven to be disadvantageous in terms of unit electricity price. Consumers could achieve more electricity bill saving through stabilising their electricity consumption during peak hours, and this way bring least compromising of their comfort level. In order to estimate the price elasticity of the studies demand response program, a new method of estimation price elasticity was proposed. With this method, the intensity of demand response of the demand response program was estimated in terms of price elasticity. Regression analysis was also applied to find out the price incentives of consumer behaviour change. And the results indicated that the rise in electricity supply charge hardly contributes to load reduction, while the demand-based tariff constituted an advantageous solution on load demand management. However stronger demand response still requires better communication with customers and more incentives other than the rise in distribution tariff.