Educational policy mandates student participation in statewide accountability assessments with the expectation that students achieve proficiency on content objectives. Demonstrating proficiency may be most difficult for students with an Emotional Disturbance (ED) who experience poor school outcomes. This study examined the participation and performance of students with ED on a regular statewide accountability assessment in math and examined the relationship between student and school level factors to student participation and performance. In the study, 34% of the students with ED participated and met proficiency standards on the regular statewide assessment in math. Student level factors examined were grade level, gender, ethnicity, and intelligence. School level factors were school-wide socioeconomic status and instructional setting for math; ethnicity, intelligence, and instructional setting associated with participation; grade level, ethnicity, and intelligence associated with performance. Level of intelligence was the only factor predictive of both participation and performance on the regular statewide accountability assessment in math.

No description available.

Thesis (Ed.M.)--Boston University

De nos jours, afin d'améliorer la sécurité routière, de plus en plus de systèmes d'assistance à la conduite, appelé ADAS (Advanced Driver Assistance System) sont embarqués dans les véhicules. Leur augmentation rend le développement des véhicules toujours plus complexes. Pour parer à ces difficultés, dans un premier temps, ma thèse propose l'élaboration d'un simulateur de véhicule, capable d'aider le développeur. Afin de résoudre les problèmes de décisions et de synchronisation, l'état de l'art a été considéré pour choisir une architecture adaptée aux ADAS. En dernier lieu, un algorithme de prise de décision a été développé, pour optimiser l'intégrité du véhicule. Pour modéliser le véhicule, un simulateur émule le comportement planaire de celui-ci et des actionneurs qui agissent sur sa dynamique, tels que le moteur ou les freins. Une fois la base du véhicule réalisée, j'ai concentré mon travail sur les ADAS. Comme actuellement aucune solution concrète n’existe pour la stratégie de décision, afin de choisir l’aide la plus adaptée à la situation, le dernier point traité dans ma thèse a été le développement d'une décision assurant l'intégrité du véhicule. Celle-ci couple un calcul de trajectoire avec un ensemble invariant de Lyapunov, obtenu par un problème d'optimisation avec contraintes sous forme de d'inégalités matricielles bilinéaires. Elle permet d’évaluer l'activation des fonctions et de fournir un avertissement au conducteur dans les situations critiques. Pour illustrer le fonctionnement de cette décision, un exemple de contrôle longitudinal a été choisi, comprenant un régulateur automatique de vitesse et un freinage d'urgence. / Nowadays, to enhance traffic safety, more and more Advance Driver Assistance Systems (ADAS) are embedded in mass-production vehicles. Their increase renders development of vehicles more and more complex, especially to design Electronic and Electric (E/E) architecture, to synchronize the different embedded ADAS and decide which ADAS should be engaged. To cope with E/E architecture issues, my PhD thesis proposes a vehicle simulator, which is able to support architect designers. Then, to solve synchronization and decision problems, ADAS architecture has been chosen, according to the state of the art. Finally, a decision algorithm has been developed to optimise vehicle safety. To model the vehicle, a simulator emulates its plane motion according to embedded actuators acting on dynamic, like engine and brakes. Once the vehicle basis has been performed, I focus my work on ADAS. Because nowadays no generic solution exists to decide which ADAS to engage, last focus of my PhD has been the design of a decision method, optimizing vehicle safety. This latter couples a path-planning witch a Lyapunov invariant set, obtained through optimization problem constraints by bilinear matrix inequality. This strategy enables to assess embedded ADAS-functions and to warn the driver in critical situations. In order to illustrate this former, it has been illustrated with 2 longitudinal functions, a Adaptive Cruise Control and an Emergency Brake.

There is little doubt that disturbed hemodynamic forces play a role in the development of focal atherosclerotic lesions; however, these forces are difficult to measure directly. Instead, it has been proposed that artery geometry, as the primary determinant of local hemodynamics, could be a clinically feasible surrogate “local” risk factor for atherosclerosis. To date this hypothesis has not been satisfactorily tested, owing to superficial geometric surrogates of disturbed flow, small sample sizes (effect of systemic factors) and/or confounding effects of disease on geometry. The primary objective of this thesis was to test this “geometric risk hypothesis” via direct association of definitive geometric factors and an early atherosclerosis marker (e.g. wall thickness), made possible through our access to magnetic resonance imaging and risk factor data from the Atherosclerosis Risk in Communities’ Carotid MRI sub-study. First, it was shown that the 3D geometry of the carotid bifurcation could be characterized rapidly and reliably, even for routine clinical acquisitions. Second, two novel individual geometric variables were proposed, inspired by the influence of flare and tortuosity on flow separation, which were shown to improve the prediction of disturbed flow burden compared to “conventional” shape-based geometric variables. Third, these redefined geometric factors, but not their shape-based counterparts, were shown by multiple regression to be independent predictors of wall thickness, but only after thoroughly accounting for the secondary effects of wall thickening on geometry. These findings provide strong evidence for the geometric risk hypothesis of atherosclerosis in humans group study, and provide important guidance for future investigations of geometric risk; however, the incremental value of optimized geometric risk factors is questionable relative to conventional cardiovascular risk factors, which challenges their future clinical usage as additional non-modifiable local risk factors.

There is little doubt that disturbed hemodynamic forces play a role in the development of focal atherosclerotic lesions; however, these forces are difficult to measure directly. Instead, it has been proposed that artery geometry, as the primary determinant of local hemodynamics, could be a clinically feasible surrogate “local” risk factor for atherosclerosis. To date this hypothesis has not been satisfactorily tested, owing to superficial geometric surrogates of disturbed flow, small sample sizes (effect of systemic factors) and/or confounding effects of disease on geometry. The primary objective of this thesis was to test this “geometric risk hypothesis” via direct association of definitive geometric factors and an early atherosclerosis marker (e.g. wall thickness), made possible through our access to magnetic resonance imaging and risk factor data from the Atherosclerosis Risk in Communities’ Carotid MRI sub-study. First, it was shown that the 3D geometry of the carotid bifurcation could be characterized rapidly and reliably, even for routine clinical acquisitions. Second, two novel individual geometric variables were proposed, inspired by the influence of flare and tortuosity on flow separation, which were shown to improve the prediction of disturbed flow burden compared to “conventional” shape-based geometric variables. Third, these redefined geometric factors, but not their shape-based counterparts, were shown by multiple regression to be independent predictors of wall thickness, but only after thoroughly accounting for the secondary effects of wall thickening on geometry. These findings provide strong evidence for the geometric risk hypothesis of atherosclerosis in humans group study, and provide important guidance for future investigations of geometric risk; however, the incremental value of optimized geometric risk factors is questionable relative to conventional cardiovascular risk factors, which challenges their future clinical usage as additional non-modifiable local risk factors.

No description available.

This study was an objective investigation of an operant program in behavior modification using tangible reinforoers, which was conducted in two Special Education classes in the Denton Independent School District.

<p>Syftet med studien var att beskriva ambulanspersonalens självskattning/upplevelse av smärta i rygg, leder och muskler samt sömn, vila och återhämtning. Ytterligare ett syfte var att undersöka om det finns några skillnader i nämnda besvär relaterat till kön och yrkeskategori. Data samlades in med enkäter och personal vid fyra ambulansstationer i Mellansverige deltog i studien. Sammanlagt delades 110 enkäter ut och 89 enkäter besvarades (svarsfrekvens 81 %). Resultatet avseende själskattad smärta visade att 53 personer (59,6 %) uppgav att de hade haft ländryggsbesvär de senaste 12 månaderna. Trettionio personer (43,6 %) uppgav nacksmärta de senaste12 månaderna. Tjugonio personer (32,6 %) uppgav skuldra/axelsmärta. Resultatet visade ingen statistisk signifikant skillnad mellan kön och yrkeskategorier. Resultatet avseende sömn visade att 72 personer (81 %) upplevde att de sov ganska bra till mycket bra. Cirka hälften av de 89 deltagarna 53 % uppgav att de kunde återhämta sig efter varje arbetspass och under lediga perioder uppgav 49 personer (55 %) att de kunde återhämta sig i stort sett varje period. Resultatet visade ingen statistisk signifikant skillnad mellan kön eller yrkeskategorier när det gällde smärt – och sömnbesvär.</p><p>Slutsats: För att förbättra arbetsmiljön för ambulanspersonal bör åtgärder inriktas mot belastningsergonomiska faktorer i arbetet.</p> / <p>The purpose of the study was to describe the ambulance personnel’s self-assessment/experiences of pain in the back, joints and muscles as well as sleep, rest and recovery. A further aim was to investigate whether there are any differences in the problems related to gender and profession. Data were collected with questionnaires, and personnel at four ambulance stations in central Sweden participated in the study. A total of 110 questionnaires were distributed, and the overall response rate was 81 %. The results for soul-rated pain showed that 53 persons (59, 6 %) reported low back pain in the last 12 months. Thirty-nine persons (43, 6 %) reported neck pain the past 12 months. Twenty-nine persons (32, 6 %) reported shoulder/shoulder pain. The results show no statistically significant difference between gender and occupational categories. The results showed that 72 persons (81 %) experience that they slept pretty good to very good. Approximately half of the 89 participants, 53 % reported they could recover after each session and during her free period reported 49 persons (55 %) experience that they could recover almost every period. The results show no statistically significant difference between gender or occupational categories regarding.</p><p>Conclusion: To improve the work environment for ambulance personnel, measures should be focused on load and strain ergonomic factors.</p>

<p>In this report, you will be able to read about how the teacher with the help of others can / should do to support the aggressive pupil towards a more healthy behavior.</p>