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Submitted by Livia Mello (liviacmello@yahoo.com.br) on 2016-10-06T19:29:46Z No. of bitstreams: 1 DissBFCL.pdf: 3054153 bytes, checksum: 1caf30db8cc357680434154f64e1cc86 (MD5) / Approved for entry into archive by Marina Freitas (marinapf@ufscar.br) on 2016-10-20T18:33:37Z (GMT) No. of bitstreams: 1 DissBFCL.pdf: 3054153 bytes, checksum: 1caf30db8cc357680434154f64e1cc86 (MD5) / Approved for entry into archive by Marina Freitas (marinapf@ufscar.br) on 2016-10-20T18:33:42Z (GMT) No. of bitstreams: 1 DissBFCL.pdf: 3054153 bytes, checksum: 1caf30db8cc357680434154f64e1cc86 (MD5) / Made available in DSpace on 2016-10-20T18:33:49Z (GMT). No. of bitstreams: 1 DissBFCL.pdf: 3054153 bytes, checksum: 1caf30db8cc357680434154f64e1cc86 (MD5) Previous issue date: 2016-05-04 / Outra / Coragyps atratus is a New World vulture species from the Order Cathartiformes. This species benefits from human activities, especially the improper disposal of organic waste, which increases food supply. The proximity of C. atratus with urban areas can lead to various problems, such as the risk of collision between these birds and aircrafts because of their mass and flight pattern, causing millionaire losses as well as serious consequences to society. This study aims to understand and analyze ecological and biological aspects of the population of C. atratus on Fontes do Ipiranga State Park (PEFI) in order to generate data that supports decision making regarding the management of this species within the park. Searches for identification and mapping of rest areas, feeding grounds and nesting were held on PEFI. To monitor the concentration of animals in the park and understand which climate variables influence it, these animals counts were performed on three different times of the day (morning, noon and evening) over five months. Statistical analysis of these data led to the conclusion that the period of data collection and humidity are variables that significantly influence the amount of animals sighted in the study area. The concentration of C. atratus on PEFI is highest during the afternoon, when the temperature is higher and the percentage of moisture in the air is lower. / Coragyps atratus é uma espécie de abutre do Novo Mundo pertencente à Ordem Cathartiformes. Essa espécie é beneficiada pelas atividades humanas, principalmente quanto à oferta de alimento devido à disposição incorreta de resíduos orgânicos. Tal proximidade de C. atratus com áreas urbanas pode acarretar em diversas problemáticas, como o risco de colisão entre essas aves e aeronaves, por conta de sua massa e seu padrão de voo, causando prejuízos milionários, além de sérias consequências à sociedade. O presente estudo tem como objetivo compreender aspectos ecológicos e biológicos da população de C. atratus do Parque Estadual das Fontes do Ipiranga (PEFI), a fim de gerar subsídios para tomada de decisão quanto ao manejo desta espécie dentro do Parque. Foram realizadas no PEFI buscas para identificação e mapeamento de locais de descanso, sítios de alimentação e de nidificação. Para monitorar a concentração de animais dentro do Parque e entender quais as variáveis climáticas influenciam essa concentração, foram realizadas contagens desses animais em três diferentes períodos do dia (manhã, meio-dia e tarde) ao longo de cinco meses. A análise estatística desses dados permitiu concluir que o período de coleta e a umidade do ar são variáveis que influenciam significativamente a quantidade de animais avistados na área de estudo. A concentração de C. atratus no PEFI é maior durante o período da tarde, quando o grau de temperatura é maior e a porcentagem de umidade do ar é menor.

This study introduces a multi-objective optimization framework for the re-dimensioning of the cross-section elements of rural horizontal curves with limited sight distance. The optimization aims at minimizing both the risk of collision associated with the limited sight distance and the expected collision frequency corresponding to the cross-section elements’ dimensions. The risk component was assessed using an index known as (Pnc), which is developed based on the reliability theory. The change in collision frequency corresponding to the change of the cross-section elements was extracted from the literature. The risk and the safety components were then combined into one measure (CMFcombined) to develop a direct measure of the safety impacts of the optimization. The proposed framework was applied to five restricted curves in British Columbia, Canada, considering various scenarios. The results showed a considerable reduction in the Pnc value (ranging from 12% to 73%) and the expected collision frequency (ranging from 10% to 31%) after optimization. The estimated combined reduction in collision frequency (CMFcombined) was estimated to vary between 48% and 76%. The results showed that the optimization of cross-section elements can improve the safety of horizontal curves significantly. The framework presented in this study would support transportation engineers in selecting optimal dimensions of cross-section elements of restricted horizontal curves, understanding the safety consequences of selecting a specific cross-section configuration, and assessing the economic viability of different design options. / Thesis / Master of Applied Science (MASc)

New automated vehicles have the chance of high improvements to road safety. Nevertheless, from today's perspective, accidents will always be a part of future mobility. Following the “Vision Zero”, this thesis proposes the quantification of the driving situation's criticality as the basis to intervene by newly integrated safety systems. In the example application of trajectory planning, a continuous, real-time, risk-based criticality measure is used to consider uncertainties by collision probabilities as well as technical accident severities. As result, a smooth transition between preventative driving, collision avoidance, and collision mitigation including impact point localization is enabled and shown in fleet data analyses, simulations, and real test drives. The feasibility in automated driving is shown with currently available test equipment on the testing ground. Systematic analyses show an improvement of 20-30 % technical accident severity with respect to the underlying scenarios. That means up to one-third less injury probability for the vehicle occupants. In conclusion, predicting the risk preventively has a high chance to increase the road safety and thus to take the “Vision Zero” one step further.:Abstract Acknowledgements Contents Nomenclature 1.1 Background 1.2 Problem statement and research question 1.3 Contribution 2 Fundamentals and relatedWork 2.1 Integral safety 2.1.1 Integral applications 2.1.2 Accident Severity 2.1.2.1 Severity measures 2.1.2.2 Severity data bases 2.1.2.3 Severity estimation 2.1.3 Risk assessment in the driving process 2.1.3.1 Uncertainty consideration 2.1.3.2 Risk as a measure 2.1.3.3 Criticality measures in automated driving functions 2.2 Operational motion planning 2.2.1 Performance of a driving function 2.2.1.1 Terms related to scenarios 2.2.1.2 Evaluation and approval of an automated driving function 2.2.2 Driving function architecture 2.2.2.1 Architecture 2.2.2.2 Planner 2.2.2.3 Reference planner 2.2.3 Ethical issues 3 Risk assessment 3.1 Environment model 3.2 Risk as expected value 3.3 Collision probability and most probable collision configuration 4 Accident severity prediction 4.1 Mathematical preliminaries 4.1.1 Methodical approach 4.1.2 Output definition for pedestrian collisions 4.1.3 Output definition for vehicle collisions 4.2 Prediction models 4.2.1 Eccentric impact model 4.2.2 Centric impact model 4.2.3 Multi-body system 4.2.4 Feedforward neural network 4.2.5 Random forest regression 4.3 Parameterisation 4.3.1 Reference database 4.3.2 Training strategy 4.3.3 Model evaluation 5 Risk based motion planning 5.1 Ego vehicle dynamic 5.2 Reward function 5.3 Tuning of the driving function 5.3.1 Tuning strategy 5.3.2 Tuning scenarios 5.3.3 Tuning results 6 Evaluation of the risk based driving function 6.1 Evaluation strategy 6.2 Evaluation scenarios 6.3 Test setup and simulation environment 6.4 Subsequent risk assessment of fleet data 6.4.1 GIDAS accident database 6.4.2 Fleet data Hamburg 6.5 Uncertainty-adaptive driving 6.6 Mitigation application 6.6.1 Real test drives on proving ground 6.6.2 Driving performance in simulation 7 Conclusion and Prospects References List of Tables List of Figures A Extension to the tuning process