Magister Scientiae Dentium - MSc(Dent) / It is generally agreed that the most troublesome procedure during the fabrication of complete dentures is the measurement of the Vertical Dimension at rest. The aim of this study was to test the reliability and validity of a new instrument called the Facial Anthropological Device (FAD). The measurements recorded were compared to the Willis gauge (being the gold standard) and dividers, which are mechanical aids used to quantify lower third facial height during denture construction. This thesis presents data on 35 edentulous and 35 dentate patients in the age range of 30 to 70 years, who presented at the University of the Western Cape Dental faculty.The FAD incorporates a ‘spirit‐level’ and uses more anatomical landmarks than any other measuring device noted in the literature. It measures facial landmarks in the midline and is not only used to measure the vertical dimension of the face, but with further research, may also be used in forensic studies. The Willis gauge is designed to measure the distance from the lower border of the septum of the nose to the lower border of the chin, and the distance from the outer canthus of the eye to the corner of the relaxed lip with the teeth in occlusion. The dividers measures two arbitrary points on the face.The study showed that the FAD was most similar to the Willis gauge where reliability and reproducibility was compared. There were no statistically significant differences (P > 0.05) between the two devices.The FAD has shown to be a reliable and valid instrument that could be used to measure facial vertical dimension in the edentulous as well as dentate patients, however with some modifications to its design.

Fatigue and drowsy driving in the state of Utah has been a causal factor in thousands of crashes over the years and poses a serious threat to public safety. Consequently, the purpose of this research was to evaluate the impact of drowsy driving in the state, to identify locations where fatigue and drowsy driving may be contributing factors to current crashes, and to identify methods to help mitigate these crashes. A 3-year drowsy driving crash rate spanning the years 2002 – 2004 was used to determine which segments of Utah highway are most prone to drowsy driving crashes. Drowsy driving corridors were located on Interstates 15, 70, 80, and 84 as well as United States Routes 89 and 91. Furthermore, State Route 36 also had two drowsy driving corridors. In order to recommend appropriate drowsy driving countermeasures for the drowsy driving corridors, a review of the existing countermeasures was conducted. The existing countermeasures included cable median barrier, rumble strips, rest areas, and drowsy driving freeway signage. The freeway signage is used to alert drivers of the adverse effects of drowsy driving and was the basis for a before-after study as well as a public survey of drowsy driving along Interstate 80 west of Salt Lake City. The before-after study of the drowsy driving freeway signage concluded that the freeway signage has played a part in reducing the number of crashes by as much as 63 percent in the eastbound direction and by as much as 22 percent in the westbound direction. As indicated, a public survey was conducted at two rest areas to supplement the findings of the before-after analysis. Using the 405 completed surveys, 14 Chi-Square tests were conducted with five of the test yielding statistically significant results. Finally, recommendations were made for the 41 drowsy driving corridors resulting from the 3-year crash rate analysis. Drowsy driving countermeasures recommended include: additional shoulder and centerline rumble strips, cable median barrier, guardrail replacement, and drowsy driving highway signage. Drowsy driving countermeasures not yet implemented but which should be considered by the Utah Department of Transportation are transverse rumble strips, wider longitudinal pavement markings, in-lane pavement markings indicating “AVOID FATIGUE DRIVING,” minimizing edge drop off, flattening slopes in clear zones, and adding a modified rest area.

Freeways have had a strong influence not only on the urban transportation but also on downtown areas both physically and socially. Certainly, they have extended the commuting limits of the city and made lower land costs more accessible. However, many of the mid-century freeways, once championed by planners as tools for urban renewal, have created swaths of blight through city neighborhoods. Their negative impacts on the larger urban framework requires new ideas for healthier alternatives to aid in preserving and building sustainable cities. Removal of any downtown highway requires careful thought— even more consideration than when it was built. Quick solutions are what resulted in the problems that downtown highways of the Interstate-Era have today. If it is the simple interactions between people and place are that make up the positive aspects an urban environment, then what are the possibilities and strategies for removing urban highway, which are one of the primary impediments separating people in place in contemporary cities? This question is the focus of this thesis. At its core, the removal of freeways represents a trade-off between mobility objectives and economic development objectives. Evidence from other cities’ decisions to redesign or remove their downtown highways suggests multiple benefits. Making design changes, such as to replace a downtown highway with a well-designed surface boulevard, can stimulate economic activities without necessarily causing traffic chaos. Solutions come in different shapes and sizes. The selected case studies in this thesis reflect a diversity of approaches – suggesting no single strategy exists for addressing downtown highway issues. This reflects the fact that multiple alternatives must be considered in every situation because each approach varies in costs and opportunities. A typology of highway alternations derived from the case studies includes seven different techniques: burying, demolishing, taming, capping or bridging, elevating, retaining, and relocating. The final chapter applies the conclusions from the case studies to the Downtown Connector– Interstate 75/85– in Downtown Atlanta, Georgia. Urban design and transportation planning has an emerging new set of values. Transportation planning is seeking to promote alternate modes of transportation to the private vehicle, like transit, by foot, or by bicycle. We now understand that connectivity is not served only by highways but also by urban street networks that invite modes other than just automobiles. An important role for urban design will be to shape the way these interactions are made to benefit the citizens, its urban spaces, and the economy.

In this report I analyze both historical and contemporary urban planning policies enacted by the City of Austin, TX, through which I establish patterns of structural inequality affecting working class communities of color residing in East Austin. I examine early 20th-century urban beautification initiatives, along with the Progressive era segregationist project of the modern city. Austin city planners solidified segregation along racial lines with the 1928 Master Plan, which mandated the systematic displacement and relocation of African American and Mexican American communities to Austin’s Eastside, along with all “objectionable industries.” Today, East Austin working class communities of color continue to experience unequal burdens of environmentally hazardous industry in their neighborhoods. I examine initiatives implemented by the local grassroots environmental justice organization PODER and their fight for the health and safety of East Austin residents of color in combination with their protest against gentrifying urban planning policies and practices. Through an analysis of the PODER Young Scholars for Justice documentary, Gentrification: An Eastside Story, I look at the ways in which gentrification has changed the East Austin urban cultural landscape. This report aims to shed light upon spatial and racial social geographies that have contributed to the nearly century long battle East Austin residents have waged against discriminatory urban planning policies resulting in educational segregation, environmentally racist industrial zoning, and contemporary displacement of working class communities of color for city profit. / text

Congestion on roadways and high level of uncertainty of traffic conditions are major considerations for trip planning. The purpose of this research is to investigate the characteristics and patterns of spatial and temporal correlations and also to detect other variables that affect correlation in a freeway setting. 5-minute speed aggregates from the Performance Measurement System (PeMS) database are obtained for two directions of an urban freeway – I-10 between Santa Monica and Los Angeles, California. Observations are for all non-holiday weekdays between January 1st and June 30th, 2010. Other variables include traffic flow, ramp locations, number of lanes and the level of congestion at each detector station. A weighted least squares multilinear regression model is fitted to the data; the dependent variable is Fisher Z transform of correlation coefficient. Estimated coefficients of the general regression model indicate that increasing spatial and temporal distances reduces correlations. The positive parameters of spatial and temporal distance interaction term show that the reduction rate diminishes with spatial or temporal distance. Higher congestion tends to retain higher expected value of correlation; corrections to the model due to variations in road geometry tend to be minor. The general model provides a framework for building a family of more responsive and better-fitting models for a 6.5 mile segment of the freeway during three times of day: morning, midday, and afternoon. Each model is cross-validated on two locations: the opposite direction of the freeway, and a different location on the direction used for estimation. Cross-validation results show that models are able to retain 75% or more of their original predictive capability on independent samples. Incorporation of predictor variables that describe road geometry and traffic conditions into the model works beneficially in capturing a significant portion of variance of the response. The developed regression models are thus transferrable and are apt to predict correlation on other freeway locations.

Freeways that once tore through the urban fabric are now reaching the end of their lifespan and raising the question as to whether it is time to rebuild or remove them. The Interstate system has revolutionized transportation, connecting cities nationwide, but at the same time has slashed through existing neighborhoods. The very land from which hundreds of Fox Point residents were evicted for the construction of Interstate 195 through Providence, Rhode Island, now lies barren as a result of the interstate’s realignment. The surplus land, rezoned as the East Side Overlay District (ESOD), connects the Providence River and Narragansett Bay waterfronts. The ESOD is awaiting request for proposals (RFP), presenting an opportunity to redefine sustainable community development for Fox Point’s waterfront. The latest research on sustainable development employs culture as a direction for environmental, economic and social vitality. This project utilizes the historic urban landscape approach as a framework for providing knowledge and planning tools, for a more informed decision making process. In response, a proposal for redevelopment merges cultural development with visitor interaction in a reactivated waterfront. The post-freeway city has an opportunity to rebuild sustainable communities through cultural infrastructure.

In this extended abstract, we propose an Artificial Intelligence-based model dedicated to the representation of a multi-class traffic flow, i.e. a traffic flow in which different vehicle classes (at least cars and trucks) are explicitly represented, with the aim of using it for the development of freeway traffic control schemes based on ramp management. Specifically, the goal of this work is to develop a hybrid modelling technique in which a Machine Learning component and the multi-class version of METANET model are adopted to determine a better estimation and forecasting tool for freeway traffic. The resulting model is specifically devised in order to be included in a Model Predictive Control (MPC) scheme for the required traffic state prediction.

High speed facilities are considered the backbone of any successful transportation system; Interstates, freeways, and expressways carry the majority of daily trips on the transportation network. Although these types of roads are relatively considered the safest among other types of roads, they still experience many crashes, many of which are severe, which not only affect human lives but also can have tremendous economical and social impacts. These facts signify the necessity of enhancing the safety of these high speed facilities to ensure better and efficient operation. Safety problems could be assessed through several approaches that can help in mitigating the crash risk on long and short term basis. Therefore, the main focus of the research in this dissertation is to provide a framework of risk assessment to promote safety and enhance mobility on freeways and expressways. Multi-level Safety Performance Functions (SPFs) were developed at the aggregate level using historical crash data and the corresponding exposure and risk factors to identify and rank sites with promise (hot-spots). Additionally, SPFs were developed at the disaggregate level utilizing real-time weather data collected from meteorological stations located at the freeway section as well as traffic flow parameters collected from different detection systems such as Automatic Vehicle Identification (AVI) and Remote Traffic Microwave Sensors (RTMS). These disaggregate SPFs can identify real-time risks due to turbulent traffic conditions and their interactions with other risk factors. In this study, two main datasets were obtained from two different regions. Those datasets comprise historical crash data, roadway geometrical characteristics, aggregate weather and traffic parameters as well as real-time weather and traffic data. iii At the aggregate level, Bayesian hierarchical models with spatial and random effects were compared to Poisson models to examine the safety effects of roadway geometrics on crash occurrence along freeway sections that feature mountainous terrain and adverse weather. At the disaggregate level; a main framework of a proactive safety management system using traffic data collected from AVI and RTMS, real-time weather and geometrical characteristics was provided. Different statistical techniques were implemented. These techniques ranged from classical frequentist classification approaches to explain the relationship between an event (crash) occurring at a given time and a set of risk factors in real time to other more advanced models. Bayesian statistics with updating approach to update beliefs about the behavior of the parameter with prior knowledge in order to achieve more reliable estimation was implemented. Also a relatively recent and promising Machine Learning technique (Stochastic Gradient Boosting) was utilized to calibrate several models utilizing different datasets collected from mixed detection systems as well as real-time meteorological stations. The results from this study suggest that both levels of analyses are important, the aggregate level helps in providing good understanding of different safety problems, and developing policies and countermeasures to reduce the number of crashes in total. At the disaggregate level, real-time safety functions help toward more proactive traffic management system that will not only enhance the performance of the high speed facilities and the whole traffic network but also provide safer mobility for people and goods. In general, the proposed multi-level analyses are useful in providing roadway authorities with detailed information on where countermeasures must be implemented and when resources should be devoted. The study also proves that traffic data collected from different detection systems could be a useful asset that should be utilized iv appropriately not only to alleviate traffic congestion but also to mitigate increased safety risks. The overall proposed framework can maximize the benefit of the existing archived data for freeway authorities as well as for road users.

Between 1960 and 1992, American artist George Tsutakawa (1910 – 1997) created more than sixty fountain sculptures for publicly accessible sites in the U.S., Canada, and Japan. The vast majority were made by shaping sheet bronze into geometric and organically inspired abstract forms, often arranged around a vertical axis. Though postwar modernist artistic production and the issues it raises have been widely interrogated since the 1970s, and public art has been a major area of study since about 1980, Tsutakawa's fountains present a major intervention in North America's urban fabric that is not well-documented and remains almost completely untheorized. In addition to playing a key role in Seattle's development as an internationally recognized leader in public art, my dissertation argues that these works provide early evidence of a linked concern with nature and spirituality that has come to be understood as characteristic of the Pacific Northwest. Tsutakawa was born in Seattle, but raised and educated primarily in Japan prior to training as an artist at the University of Washington, then teaching in UW's Schools of Art and Architecture. His complicated personal history, which in World War II included being drafted into the U.S. army, while family members were interned and their property confiscated, led art historian Gervais Reed to declare that Tsutakawa was aligned with neither Japan nor America – that he and his art existed somewhere in-between. There is much truth in Reed's statement; however, artistically, such dualistic assessments deny the rich interplay of cultural allusions in Tsutakawa's fountains. Major inspirations included the Cubist sculpture of Alexander Archipenko, Himalayan stone cairns, Japanese heraldic emblems, First Nations carvings, and Bauhaus theory. Focusing on the early commissions, completed during the 1960s, my study examines the artist's debts to intercultural networks of artistic exchange – between North America, Asia, and Europe – operative in the early and mid-twentieth century, and in some cases before. I argue that, with his fountain sculptures, this Japanese American artist sought to integrate and balance such binaries as nature/culture, intuition/reason, and spiritual/material, which have long served to support the construction of East and West as opposed conceptual categories. / Graduate