The IP lookup in internet routers requires implementation of the longest prefix match algorithm. The software or hardware implementations of routing trie based approaches require several memory accesses in order to perform a single memory lookup, which limits the throughput considerably. On the other hand, IP lookup throughput requirements have been continuously increasing. This has led to ternary content addressable memory(TCAM) based IP lookup engines which can perform a single lookup every cycle. TCAM lookup engines are very power hungry due to the large number of entries which need to be simultaneously searched. This has led to two disparate streams of research into power reduction techniques. The first research stream focuses on the routing table compaction using logic minimization techniques. The second stream focuses on routing table partitioning. This work proposes to bridge the gap by employing strategies to combine these two leading state of the art schemes. The existing partitioning algorithms are generally employed on a binary routing trie precluding their application to a compacted routing table. The proposed scheme employs a ternary routing trie to facilitate the representation of the minimized routing table in combination with the ternary trie partitioning algorithm. The combined scheme offers up to 50% reduction in silicon area while maintaining the power economy of the partitioning scheme.

In reduced speed zones, where no other cues indicate the need to slow down, drivers sometimes fail to notice the standard Speed Limit sign and may be speeding inadvertently. To help reduce inadvertent speeding, a red border was installed around the Speed Limit sign in seven reduced speed areas and the impacts of the increased conspicuity on speed limit compliance were measured. The general study approach was to collect and compare speed data for a standard sign (before condition) and a red border sign (after condition). The short-term effects of a modified red border sign, which was achieved by replacing the thin black border of the standard sign with a four inch wide red border, were evaluated at four sites. Results of this modified border study indicated that there was a statistically significant reduction in the mean speeds as well as in the 85th percentile speeds for the red border sign conditions, however the reductions were not practically significant. This study also evaluated the effect of using a higher conspicuity sheeting material at two sites. The results indicated that use of higher conspicuity sheeting has some benefits for the standard sign but no additional benefits for the red border sign. The added border study evaluated the long-term effects (approximately nine to eleven months after the treatment) of adding a three inch wide red border to the standard Speed Limit sign at three sites. The results of this study indicated that impacts of the red border treatment increase with passage of time. The mean speeds decreased by 8.1 percent and the percent of vehicles exceeding the speed limit (55 mph) decreased by 21.7 percent. The decreases in speeds were both statistically and practically significant. A comparison of the thesis study with other similar studies found in literature shows comparable benefits of the red border sign with other speed management measures. Based on the results for long-term effects, use of the red border Speed Limit sign is recommended in reduced speed zones where inadvertent speeding is common.

Just like Eurotunnel link England & France, by the time Taiwan high speed rail arrive at Kaohsiung and Taipei , the passengers and people at platform welcoming the train, both feel exciting of this tremendous improvement of Taiwan. Taiwan have two highways and a railway for connecting Kaohsiung and Taipei despite many roads that have constructed long before. Even there also has plane to catch if you need time. Therefore, Taiwan high speed rail is a high-tech spine for new era of Taiwan. The distance between Taipei and Kaohsiung is merely 300 kilometer . Unfortunately Southern Taiwan and Kaohsiung didn¡¦t get sources from government fairly the old days. Now through this high ¡Vtech spine Kaohsiung and southern Taiwan can step forward proudly embracing future. Southern Taiwan had Kaohsiung Export Processing Zone and many industrial zones by local government , are not enough for use. Recently Southern Taiwan Science Park and Kaohsiung Software Park and Pingtung Agricultural Biotechnology Park all are built to meet future need. Enterprise can run business in these parks at lower cost than Northern Taiwan. Also , there are many solutions offer by government to help company and enterprise to improve and move in southern Taiwan. This study interview southern Taiwan companies and enterprises. From their point of view to see Taiwan high Speed Rail this modern technologic transportation create new opportunities for southern Taiwan. And bring lesson and suggestion for the future.

Thesis (M.A.)--University of Hong Kong, 2001. / Includes bibliographical references.

This study examined processing speed and executive function late effects in survivors of pediatric ALL (hereafter referred to as Survivors). Late effects are long-term, treatment-related health problems associated with the neurotoxic side-effect of cancer treatment on brain development. Processing speed —mental and motor speed with which a person can solve nonverbal problems — was estimated via an composite of processing speed attained from several measures of processing speed. Executive function — a collection of processes orchestrated in the performance of purposeful, goal-directed behavior — was measured using the Parent and Teacher forms of the Behavior Rating Inventory of Executive Function (BRIEF). This study also explored the effect of previously identified risk factors for processing speed and executive function late effects. Finally, executive function late effects were further explored via the use of performance-based measures, including the Tower and Trail Making (Condition 4) tests of the Delis-Kaplan Executive Function System (D-KEFS). Hypotheses included (1) Survivors would demonstrate significantly poorer processing speed; (2) late effects risk factor variables (i.e., greater elapsed time since completion of treatment, lower age at diagnosis, and higher intensity of treatment) would predict poorer processing speed; (3) female gender would predict poorer processing speed; (4) parents and teachers would demonstrate both low interrater agreement (Hypothesis 4a) and differ significantly in the severity (Hypothesis 4b) of their ratings of Survivor executive function; (5) parent and teacher ratings of executive function would indicate significantly poorer Survivor metacognition (Hypothesis 5a), whereas Survivor behavioral regulation would not differ significantly (Hypothesis 5b); (6) risk factor variables would predict poorer Parent and Teacher ratings of Survivor metacognition; (7) female gender would predict poorer Parent and Teacher ratings of Survivor metacognition; (8) survivor processing speed and Parent and Teacher ratings of executive function would exhibit a positive relationship; and (9) poorer Survivor processing speed would predict poorer parent and teacher ratings of executive function. Results provided support for hypothesis 1 and 5a. Partial support was obtained for hypotheses 4a, 4b, and 7. Hypotheses 2, 3, 5b, 6, 8, and 9 were not supported. / text

In a previous paper it was shown that the use of carry lookahead adders can reduce the delay it takes to compute the product with Wallace and Dadda multipliers. In this report, a more detailed analysis is provided on the use of carry lookahead adders to implement Dadda multipliers and Wallace multipliers. These two styles present different ways to use the arithmetic components and offer different benefits. Implementations of each style of multiplier are presented in this report. The performance delay and complexity of the implementations is compared and analyzed. / text

During the past decade, the high-speed rail (HSR) has got momentum in China, and a number of lines have been put into operation. However, it is noted that the HSR development in China is quite different from that in other regions. The discrepancies are mainly embodied in the duality of HSR types, the diversity of station locations, and the mixed-speed and cross-rail-type train running scheme. These characteristics have considerable impacts on the HSR stations in terms of the external accessibility in the HSR network as well as the internal accessibility in the cities. Based on the comparative study on the accessibility of main HSR stations in Yangtze River Delta, it is discovered that compared with the conventional rail (CR), the HSR has significantly improved the external accessibility of various cities. It is also found that the HSR has further enhanced the hub status of big cities in the rail network, while the differences among the other cities have been reduced, since the small cities have benefited much more from the HSR than the medium cities. Besides, introducing a new HSR line would improve the external accessibility of cities not only in the HSR network but also in the CR network, due to substantial increases in the efficiency of the whole rail system. In terms of the internal accessibility, it is found that the location choice of stations has significant impacts on the accessibility of HSR stations in cities, and the newly built stations have much lower accessibility due to their remote locations and the under-developed transport facilities and services connecting to them. Overall, for a complete journey by the HSR, the improvement in the external accessibility has made the internal accessibility of HSR stations more critical and sensitive. In this sense, more efforts should be paid to improve the urban transport system so as to fully utilize the positive effects brought about by the HSR. / published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

Community engagement (CE) is an emerging concept with various definitions and acclaimed benefits. It became vital in the transport planning process because conventional approaches to transport planning no longer satisfy a diverse public and is required to improve the “quality of planning outcomes” (Booth and Richardson 2001, p. 148). Since Hong Kong will continue making railway the backbone for passenger transport, and very little (if any) community engagement has been explored for the city’s railway projects, this research aimed to appraise the role, adequacy, and effectiveness of CE in planning Hong Kong’s section of the high-speed Guangzhou-Shenzhen-Hong Kong Express Rail Link from years 2000 to 2010. Four objectives are pursued, which are to: (1) identify what community engagement (CE) means to the XRL project stakeholders, including their perceptions of CE strengths, weaknesses, and challenges during the XRL‘s planning process of Hong Kong‘s section; (2) identify major factors that shape the XRL project stakeholder understanding and perception of CE; (3) identify and evaluate the implications and the cause and effect that result from stakeholders’ understanding and perception of CE in planning Hong Kong‘s XRL section; and (4) identify scopes to improve the CE process for the city’s future transport infrastructure projects. The study first conducted a literature review. It then traced the development of CE in Hong Kong, particularly in the transport planning realm. News articles, MTR website on the XRL, and policy papers from the Legislative Council Policy Database were examined. A survey was distributed afterwards. 130 usable surveys were returned giving a 40.6% response rate. Results were then quantitatively analyzed with Spearman’s correlation and a two-tailed test. A member from each stakeholder group was lastly interviewed. Overall, CE improved since British rule, but its extent in planning the XRL fell short or according to Sheedy (2008), non-existent, thus making it ineffective in achieving CE benefits. By statute and the railway development process that professionals adhere to, genuine CE (or higher levels of it) are not encouraged nor guaranteed. Consequences include public resistance and protests after gazettal; respondents believing the government and MTR engagement efforts raised communities ‘buy-in’ of ‘pre-approved plans;’ “sometimes” disrespected and/or mistrusted their communities; “slightly” shared final decision-making with their communities; “sometimes” if not “always” used too much professional jargon; and only “slightly” to “sometimes” followed-up with communities after engaging them in the planning process. The CE concept in Hong Kong is not eminent either. Engaging people in the XRL planning process additionally showed no direct and comprehensive citizen involvement. This is probably due to the general public and government attitudes, which makes it challenging for genuine CE to occur on top of limited resources. On the bright side, many CE benefits were found true from descriptive analysis, and electronic media was deemed the most effective tool to engage citizens. From quantitative analysis, a stakeholder’s power and/or knowledge lacked a statistical significant relationship with how satisfied he or she was on how CE was conducted in XRL planning and his or her perceptions of it. A stakeholder’s exposure to CE, however, mostly had a negative statistically significant relationship with a few perceptions of community engagement. In the end, three major recommendations are offered to improve CE in Hong Kong’s transport planning framework. In no order of importance, the general community and XRL Sponsor (government and MTR) must change their attitude towards engagement. The XRL Sponsor must aggressively educate the general Hong Kong community about community engagement. Lastly, it should revise the Railways Ordinance to incorporate more CE characteristics. / published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

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