The quality of Machine Translation (MT) can often be poor due to it appearing incoherent and lacking in fluency. These problems consist of word ordering, awkward use of words and grammar, and translating text too literally. However we should not consider translations such as these failures until we have done our best to enhance their quality, or more simply, their fluency. In the same way various processes can be applied to touch up a photograph, various processes can also be applied to touch up a translation. This research outlines the improvement of MT quality through the application of Fluency Enhancement (FE), which is a process we have created that reforms and evaluates text to enhance its fluency. We have tested our FE process on our own MT system which operates on what we call the SAM fundamentals, which are as follows: Simplicity - to be simple in design in order to be portable across different languages pairs, Adaptability - to compensate for the evolution of language, and Multiplicity - to determine a final set of translations from as many candidate translations as possible. Based on our research, the SAM fundamentals are the key to developing a successful MT system, and are what have piloted the success of our FE process.

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Crashes resulting from automobiles running a red light are typically severe in nature. One way to try to reduce the number and severity of these types of crashes is by increasing the red clearance interval of a traffic signal. In Portland, Oregon, eight intersections received a variety of treatments including red extensions. Determining which treatment had what effect can be difficult to weed out. Using a combination of crash analysis and a model simulating an intersection with red extensions, this paper describes the estimated impact of red light running intersection upgrades and red extensions on crashes. By performing a variety of before and after crash analysis, a reduction of angle crashes after treatments was detected, with a crash modification factor of 0.64 +/- 0.28 using the Empirical-Bayes method. Output from the simple simulation also suggest that red light running crashes can be reduced with red extension technology and confirms crash modification values determined from the Empirical-Bayes method.

published_or_final_version / Transport Studies / Master / Master of Arts

This study documents and analyses the first established record of taxi hand signs and their respective destinations in South Africa. It demonstrates how taxi hand signification developed into a useful language over time, out of a desperate need for transport amongst black, multi-cultural and multi-lingual people living in South Africa. Its central objective is to recognise taxi hand signs as metaphors for processes of history in pre- and post-apartheid South Africa. This is a study that crosses disciplinary boundaries and marries fine art, anthropology and philosophy in exploring new meanings and understandings of taxi hand signs. In this way, it demonstrates the extent to which art informs other disciplines in extraordinary ways, adding to the value of inter-disciplinary research. The research indicates that taxi signs are part of an evolving, well-functioning, gestural language for sighted commuters. It goes further to probe the question of how blind commuters might have access to the signs, thereby enhancing their independence and movement. The study responds to this question through the design of a new, tactile shape-language of taxi hand signs for blind people. Qualitative research techniques were employed throughout the three phases of the research, namely: preliminary research, research design, and social and fine art responses. The methodologies utilised in the phases were sampling, semistructured interviews and participant observation. These were each employed at specific times to meet specific needs of different phases. I, along with some coresearchers, applied these in taxi ranks, taxi associations and on the streets of Gauteng. The methods used attest to the fact that when new knowledge was sought with key informants in the taxi industry, the different methodologies could be used to verify and corroborate the informants’ information, which in turn become the keystones of knowledge distribution in the thesis. With limited documentation on the emergence of taxi hand signs in the industry, the informants furnished unexplored background information, which I have interpreted in my artworks, films, books, stamps, maps and the blind shape-language. 16 The anthropological research also probed the function of signification through literary criticism. This involved an investigation of the components of the process of signification into its constituent parts in order to conceptualise and contextualise taxi hand signing and its particular relations and narrative content within the greater field of gestural signification. The response of art and artists to anthropological, historical and current approaches was also explored, again to provide context to my art that evolved out of the research. These involved conceptual and graphic art interpretations probing movement, time, space and signification, which led to an art exhibition at the Wits Art Museum (henceforth referred to as WAM) from 12 June to 14 July 2013. Taxi hand signs are continually evolving as new destinations and narratives arise. Together with the art responses document, this thesis records and promotes the established body of the current taxi hand signs, destinations and narratives, for both sighted and blind people, by providing written, visual and sensory evidence of a cultural phenomenon that was previously uncharted.

Today, the information (signal timings, detector extension, phase sequence, etc.) to install traffic lights on the street are obtained from traffic software simulations platforms, meaning that information from simulation is not tested on the field (intersection where it will be installed) before the installation. Many installed controllers on the street use time of day (TOD) patterns due to cheaper cost than adaptive traffic control systems, but that is not the best solution for traffic volume changes that can occur during the day or even a month. To improve traffic signal operation most of the traffic signal controllers in the same corridor or zone operate in coordination mode. Furthermore, phases need to be in coordination to achieve “green wave”. Green wave is term used when in corridor traffic lights allow continues flow of traffic through intersections that are coordinated. / Includes bibliography. / Thesis (M.S.)--Florida Atlantic University, 2016. / FAU Electronic Theses and Dissertations Collection

Most U.S. urban traffic signal systems deploy multiple signal timing plans to account for daily variability of traffic demand (i.e. morning peak, midday, afternoon peak, off peak and night). Groups of signals (belonging to the one zone or section) along an urban arterial, usually operate in a coordinated manner. This essentially means that timing plans change at the same time for all the signals in the group, so as to facilitate vehicle progression of through a series of signals. Good traffic signal timing practices assume a certain level of monitoring and maintenance in order to guarantee that they are efficient in servicing current traffic conditions. / Includes bibliography. / Thesis (M.S.)--Florida Atlantic University, 2015 / FAU Electronic Theses and Dissertations Collection

At signalized intersections, pedestrians are considered to be amongst the most vulnerable. When in the crosswalk at intersections without protected left-turn phasing, pedestrians are particularly at risk from left-turning vehicles. Until recently, a wide variety of indications were in use across the US to indicate a permissive left-turn condition to the driver. In Oregon, the Flashing Yellow Arrow (FYA) has been used to indicate the permissive left-turn condition for approximately 10 years. With the addition of the FYA in the 2009 MUTCD, it is likely that its use will continue to increase nationally. Though many operational and safety issues have been studied about the FYA indication, this research proposes to fully investigate factors that influence driver behavior in the context of the permissive left-turn conflict with pedestrians. Specifically, the research seeks to study driver glance behavior to identify reasons why drivers are, "looking at but not seeing" pedestrians in or near the crosswalk or not searching for the presence of pedestrians at all. / Graduation date: 2013

published_or_final_version / Gerontology / Master / Master of Social Sciences

This thesis presents the results of an investigation into traffic operations and driver behaviour at traffic circles under South African conditions. The scarcity of local traffic circles necessitated the development of a simulation program (TRACSIM) to assist in the research process. This microscopic program for single lane circles is based on event updates and was calibrated and validated based on local data. Because the acceptance of gaps is such a vital part of the operation of a traffic circle, it was examined in detail. Specific attention was given to the possible use of a gap acceptance model based on variables other than time. Since the gap acceptance process also depends on the gap distribution in the circulating stream, the effect of the origin-destination pattern was also investigated. Two existing analysis techniques are evaluated and verified for local conditions, improving them where possible. Generally these techniques under-estimate traffic delay at local circles. Observations indicate a difference between the acceptance of gaps/lags in the entering and circulating stream of conflicting traffic as well as a difference between critical gaps and critical lags. The mean observed critical gaps/lags are larger than in other countries, which indicates that delays at local circles will be greater. Gap/lag acceptance based on critical distances rather than critical times was applied successfully in the simulation program TRACSIM. A method is proposed to estimate critical distances from the geometric layout of the circle. Critical gaps are not fixed, but should vary with at least the conflicting flows. The investigation of the effect of unbalanced flows on delay, showed that the variability in drivers' critical gaps is more a function of delay than of conflicting flow. Entry delays increase because of an increase in conflicting flows or because of an unfavourable imbalance of conflicting flows. In both instances the drivers' critical gaps will decrease. A variable critical gap model only based on conflicting flows will show no change in the drivers' critical gaps if the conflicting volumes remain constant, even though the actual average delay might increase because of an unfavourable imbalance in conflicting flows. / Thesis (Ph.D.)-University of Natal, Durban, 1997.