The I-81 Corridor in Virginia traverses the western part of the state, connecting Bristol in the south to Winchester in the north. A study carried out at the Virginia Tech Center for Transportation Research identified traffic safety, work zone safety and traffic control, trucking issues, and intercity traveler information needs as important issues that deserve attention on the I-81 Corridor in Virginia. Analysis of work zone accident statistics showed a need for real-time systems to enhance work zone safety. Real-time advanced warning and traffic control systems provide a means of dynamic information dissemination and advanced warning, thereby enhancing work zone safety and facilitating traffic control. The focus of this research was on the development of functional and system requirements for a real-time advanced warning and traffic control system for work zones. This task was based on the examination of work zone accidents and their causes. The functional requirements include advanced warning, surveillance, advisory, and control functions. Each of these functions consists of several sub-functions. The needs with respect to each of these functions have also been identified. System requirements such as real-time operation, credibility, portability, ease of installation, and adaptability were also identified. Evaluation criteria and potential Measures Of Effectiveness (MOEs) for the evaluation of the system were also identified. Additionally, issues related to the evaluation of the system, such as time duration for evaluation and data collection techniques were identified and examined. / Master of Science

Thesis (M.S. - Hydrology and Water Resources)--University of Arizona, 1982. / Includes bibliographical references (leaves 136-142).

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The popularization of the Internet has provided an increase in the number of web applications that work with critical information. Parallel to this, attacks that exploit the vulnerabilities of these applications has also grown. This scenario has stimulated companies to invest in tools to monitor their network infrastructure in order to detect malicious activity. One of the main tools used by companies to monitor their network infrastructures and identifying attacks are Intrusion Detection Systems. However, due to expansion of the volume of data in computer networks, these systems are becoming limited. In contrast, researchers have explored the construction of Internet Early Warning Systems to monitor malicious activities on the Internet. This work proposes a data model of a knowledge base for Internet EarlyWarning Systems. The model represents the data of different aspects of the network with a focus on events related to intrusion detection, such as data of alerts generated by intrusion detection systems, information on response measures, traffic statistics and signatures of known attacks. A case study on a real network infrastructure demonstrates the applicability of the data model of knowledge base and identifies the advantages of its use. Furthermore, the data stored in the knowledge base potentializes the construction of situational awareness of monitored environment, directing the activities of the security team and helping in the decision process responses to potential attacks. / A popularização da Internet tem proporcionado um aumento no número de aplicações web que trabalham com informações críticas. Em paralelo a isso, os ataques que exploram as vulnerabilidades dessas aplicações também tem crescido. Esse cenário tem estimulado as empresas a investir em ferramentas para monitorar sua infraestrutura de rede, visando a detecção de atividades mal-intencionadas. Uma das principais ferramentas utilizadas pelas empresas para o monitoramento de suas infraestruturas de redes e identificação de ataques são os Sistemas de Detecção de Intrusão. No entanto, devido a expansão do volume de dados que trafegam nas redes de computadores, estes sistemas estão tornando-se limitados. Em contrapartida, pesquisadores têm explorado a construção de Internet Early Warning Systems para o monitoramento de atividades maliciosas na Internet. Este trabalho propõe a modelagem de dados de uma base de conhecimento para Internet Early Warning Systems. O modelo representa os dados de diferentes aspectos da rede com foco em eventos relacionados a detecção de intrusão, tais como: dados de alertas gerados por sistemas de detecção de intrusão, informações sobre medidas de respostas, estatísticas do tráfego e assinaturas de ataques já conhecidos. Um estudo de caso em uma infraestrutura de rede real demonstra a aplicabilidade do modelo de dados da base de conhecimento e permite identificar as vantagens de sua utilização. Além disso, os dados armazenados na base de conhecimento potencializam a construção de uma consciência situacional do ambiente monitorado, direcionando as atividades da equipe de segurança e auxiliando no processo de decisão de respostas a ataques em potencial.

A thesis submitted to the Faculty of Science, University of the Witwatersrand, Johannesburg, in fulfilment of the requirements for the degree of Doctor of Philosophy. July 2014. / South Africa’s climate is highly variable, implying that the national agricultural sector should make provision to have early warning services in place in order to reduce the risks of disasters. More than 70% of natural disasters worldwide are caused by weather and climate or weather and climate related hazards. Reliable Seasonal Climate Forecasting (SCF) for South Africa would have the potential to be of great benefit to users in addressing disaster risk reduction. A disaster is a serious disruption of the functioning of a community or a society, causing widespread human, material, economic or environmental losses, which exceed the ability of the affected community or society to cope when using their own resources. The negative impacts on agricultural production in South Africa due to natural disasters including disasters due to increasing climate variability and climate change are critical to the sector. The hypothesis assumed in the study is the improved early warning service and better SCF dissemination lead to more effective and better decision making for subsequent disaster risk reduction in the agricultural sector. The most important aspect of knowledge management in early warning operations is that of distributing the most useful service to the target group that needs it at the right time. This will not only ensure maximum performance of the entity responsible for issuing the early warnings, but will also ensure the maximum benefit to the target group. South Africa is becoming increasingly vulnerable to natural disasters that are afflicted by localised incidents of seasonal droughts, floods and flash floods that have devastating impacts on agriculture and food security. Such disasters might affect agricultural production decisions, as well as agricultural productivity. Planting dates and plant selection are decisions that depend on reliable and accurate meteorological and climatological knowledge and services for agriculture. Early warning services that could be used to facilitate informed decision making includes advisories on iv future soil moisture conditions in order to determine estimated planting times, on future grazing capacity, on future water availability and on forecasts of the following season’s weather and climate, whenever that is possible. The involvement of government structures, obviously, is also critical in immediate responses and long term interventions. The importance of creating awareness, of offering training workshops on climate knowledge and SCF, and of creating effective early warning services dissemination channels is realized by government. This is essential in order to put effective early warning services in place as a disaster-risk coping tool. Early warning services, however, can only be successful if the end-users are aware of what early warning systems, structures and technologies are in place, and if they are willing that those issuing the early warning services become involved in the decision-making process. Integrated disaster-risk reduction initiatives in government programmes, effective dissemination structures, natural resource-management projects and communityparticipation programmes are only a few examples of actions that will contribute to the development of effective early warning services, and the subsequent response to and adoption of the advices/services strategies by the people most affected. The effective distribution of the most useful early warning services to the end-user, who needs it at the right time through the best governing structures, may significantly improve decision making in the agricultural, food security and other water-sensitive sectors. Developed disaster-risk policies for extension and farmers as well as other disaster prone sectors should encourage self-reliance and the sustainable use of natural resources, and will reduce the need for government intervention. The SCF producers (e.g. the South African Weather Service (SAWS)) have issued new knowledge to intermediaries for some years now, and it is important to determine whether this knowledge has been used in services, and if so whether these services were applied effectively in coping with disaster-risks and in disaster v reduction initiatives and programmes. This study for that reason also intends to do an evaluation of the knowledge communication processes between forecasters, and intermediaries at national and provincial government levels. It therefore, aims to assess and evaluate the current knowledge communication structures within the national agricultural sector, seeking to improve disaster-risk reduction through effective early warning services. A boundary organisation is an organization which crosses the boundary between science, politics and end-users as they draw on the interests and knowledge of agencies on both sides to facilitate evidence base and socially beneficial policies and programmes. Reducing uncertainty in SCF is potentially of enormous economic value especially to the rural communities. The potential for climate science to deliver reduction in total SCF uncertainty is associated entirely with the contributions from internal variability and model uncertainty. The understanding of the limitations of the SCFs as a result of uncertainties is very important for decision making and to end-users during planning. Disappointing, however, is that several studies have shown a fairly narrow group of potential users actually receive SCFs, with an even a smaller number that makes use of these forecasts In meeting the objectives of the study the methodology to be followed is based on knowledge communication. For that reason two types of questionnaires were drafted. Open and closed questionnaires comprehensively review the knowledge, understanding, interpretation of SCFs and in early warning services distribution channels. These questionnaires were administered among the SCF producers and intermediaries and results analysed. Lastly the availability of useful SCFs knowledge has important implications for agricultural production and food security. Reliable and accurate climate service, as one of the elements of early warning services, will be discussed since they may be used to improve agricultural practices such as crop diversification, time of planting vi and changes in cultivation practices. It was clear from the conclusions of the study that critical elements of early warning services need to receive focused attention such as the SCF knowledge feedback programme should be improved by both seasonal climate producers and intermediaries, together with established structures through which reliable, accurate and timely early warning services can be disseminated. Also the relevant dissemination channels of SCFs are critical to the success of effective implementation of early warning services including the educating and training of farming communities. The boundary organisation and early warning structures are important in effective implementation of risk reduction measures within the agricultural sector and thus need to be prioritised. Enhancing the understandability and interpretability of SCF knowledge by intermediaries will assist in improving action needed to respond to SCFs. Multiple media used by both SCF producers and intermediaries in disseminating of SCFs should be accessible by all users and end-users. The Government should ensure that farming communities are educated, trained and well equipped to respond to risks from natural hazards.

Vi har undersökt hur Scandinavian Airlines Systems (SAS) årsredovisningar kanstuderas utifrån ord respektive siffror och vilket av de två som ger bäst informationför en extern intressent. Vidare har vi studerat hur väl redovisningen överrensstämmermed företagets situation. I studien har nyckeltal och analysmetoden Content analysisanvänts för att studera siffror i årsredovisningen, medans stycket ”VD har ordet” stårtill grund för analysen av text. Vårt syfte med uppsatsen är att bidra med kunskap omhur årsredovisningar kan användas av externa intressenter, det vill säga hurårsredovisningar kan belysa ett företags situation utifrån olika perspektiv.Studien bygger på både en kvalitativ och en kvantitativ metod på grund av uppsatsensuppdelning mellan att studera siffror samt tolka text. Vidare har en abduktiv processanvänts, det vill säga att teori och empiri har skapats i växelverkan. Endastsekundärdata har använts då vi har studerat SAS årsredovisningar mellan år 1992 tillår 2008.Vi har i studien kommit fram till att det bästa sättet för en extern intressent att förståett företags situation är att utföra en analys som kombinerar flera olika metoder, därnyckeltal och nyckelord fungerar som indikatorer medans tolkning av text ger endjupare förståelse för företaget. Vi har även funnit att redovisningen inte alltidstämmer överrens med företagets situation. Detta beror på att siffror endast gerindikationer på problem men inte visar orsakerna till dessa. Ytterligare är en text oftasubjektiv och beror även på läsarens tolkningsförmåga av den, vilket gör det svårareatt få en korrekt bild av företagets situation.

In-vehicle warning systems are today mainly using the visual and auditory channels for presentation. As cars get more and more sophisticated the demand on new ways of presenting information increases. This report investigates if the sense of touch, in form of a vibro-tactile seat is a prospective channel for warning information. To achieve the objectives the tactile seat was developed, implemented and tested in a simulator environment. The final result is a complete tactile seat with a set of warnings which correspond with different critical situations. The tactile seat made it possible to conduct a simulator-based experiment including comparison with a visual head-up warning presentation. The experiment proved significant difference in discovery distance in the comparison between the no system and the tactile warning system. The overall conclusion is that a vibro-tactile warning display in the driver’s seat is an excellent way of presenting certain warning information. The tactile channel is especially favorable when fast reaction time is essential. Further work could include designing and testing a combined tactile and visual system.

<p>In Sweden close to 500 people are killed and several thousands severely injured in traffic each year. This is one of the largest health problems for society in both Sweden and the whole world. In the cars of tomorrow will the main instrument panel and the centre console be screen-based instead of the current solution with “iron instruments” and other physical devices. This future driver environment opens for a flexible and situation-dependent usage of presentation resources. The purpose of this thesis is to explore these possibilities from a warning system perspective.</p><p>The project had its main focus on designing warning system concepts using the HUD and vibrotactile information in a coordinated way based on established HMI principles. Another goal for this thesis work was to generate a functional concept for demonstration and evaluation in the virtual reality lab at the University of Linköping.</p><p>The method of realization was divided into three phases – information gathering, concept generation and implementation. These phases are commonly used in design projects. This way of work supplies structure to the project and makes it possible to achieve an iterative design process.</p><p>The information gathering involved a thorough theoretical study of HMI, interface design and warning design. A state of the art investigation was then conducted to find out how the warning systems, relevant to this thesis, are presented today.</p><p>The concept generation was divided into two parts – warning system design and visual design. The Warning system design concepts were based on different combinations from a morphologic matrix and relevant theory. Consideration was also taken to when the systems are likely to be activated and which modality, or modalities, that then was suitable to use. The visual design concepts were developed by using creative product development methods and the iterative Simulator-Based Design (SBD) theory.</p><p>After concluding the concept generation was the visual design results given functionality by programming software. The visual warning system were then integrated in the simulator software and fully implemented in the simulator cockpit at the university.</p><p>The implemented warning systems were then evaluated by a pilot study conducted in the simulator. Test persons were invited to the VR-lab and given an introduction to the warning systems. They were then asked to drive a predetermined route with a number of different warning system conditions. These test results were later statistically analyzed and evaluated.</p>

<p>In-vehicle warning systems are today mainly using the visual and auditory channels for presentation. As cars get more and more sophisticated the demand on new ways of presenting information increases. This report investigates if the sense of touch, in form of a vibro-tactile seat is a prospective channel for warning information. To achieve the objectives the tactile seat was developed, implemented and tested in a simulator environment. The final result is a complete tactile seat with a set of warnings which correspond with different critical situations.</p><p>The tactile seat made it possible to conduct a simulator-based experiment including comparison with a visual head-up warning presentation. The experiment proved significant difference in discovery distance in the comparison between the no system and the tactile warning system.</p><p>The overall conclusion is that a vibro-tactile warning display in the driver’s seat is an excellent way of presenting certain warning information. The tactile channel is especially favorable when fast reaction time is essential. Further work could include designing and testing a combined tactile and visual system.</p>

We analyze an interdiction problem in which a nuclear-material smuggler can traverse the rail and road ports of entry (POEs) along the Mexican and Canadian borders of the United States. Our objective is to determine the optimal locations of a limited number of transparent and non-transparent assets so as to minimize the smuggler’s total probability of evasion, from origin to destination. We choose origins in Mexico and Canada and give the smuggler a diverse set of destinations to choose from. Our analysis aims to provide a complete prioritization and picture of the threat at Mexican and Canadian POEs, leading to insight into practical locations for transparent and non-transparent assets. / text

We analyze an interdiction problem in which a nuclear-material smuggler can traverse multiple transportation networks, wherein each edge has an indigenous probability of evasion. Our objective is to determine the optimal locations of a limited number of radiation detectors at United States ports of entry across multiple networks (maritime, road and rail) so as to minimize the smuggler's total probability of evasion, from origin to destination. We choose geographically diverse potential origins and give the smuggler freedom to move across and between transportation networks. Further, we consider two different models of smuggler behavior in this context. Our analysis aims to provide a complete prioritization and picture of the threat at all ports of entry, leading to insight into good practical locations for detectors. / text