The safety at half-signalized intersections in Portland, Oregon is analyzed in this thesis using 10 years of crash history and analysis of video that was collected at a subset of intersections. A half-signalized intersection has a standard red-yellow-green traffic signal for automobiles on the major road, a stop sign for motorists on the minor road, and a pedestrian signal with actuation for pedestrians and/or bicyclists on the minor road. Although prevalent in Canada, this type of intersection control is not typically found in the United States because the MUTCD explicitly prohibits its use. Half-signal use is limited mostly to two cities in the Pacific Northwest. In Portland, Oregon there are forty-seven intersections where half-signals are used but the last installation was in 1986; Seattle has over 100 intersections with half-signals and installs these in new locations where warranted. To explore the safety records of these intersections in Portland, crash data from 2002-2011 was analyzed. A total of 442 crashes over the ten-year period at half-signals were observed. Sixteen of these 442 crashes involved pedestrians. In the crashes involving pedestrians, significant differences were found between the approach street of the vehicle and whether the pedestrian or driver was at fault. In the crash error reports, it was found that significantly more of the crashes involving pedestrians were the fault of motorists departing from the minor road who collided with pedestrians crossing the major street. Further crash analysis at half-signals was performed by developing matched comparison groups of minor stop controlled and fully signalized intersections. Crash rates were 0.158 and 0.178 crashes per million entering vehicles for 3-leg and 4-leg half-signals and these rates did not differ significantly from the minor street stop controlled and signalized comparison groups. Results from the matched comparison showed that the half-signalized group had more rear-end crashes when compared with the minor stop controlled group. This was the only result that held significance when crash rates were considered. It was also observed that the minor stop controlled group had a higher proportion of angle crashes when compared with the half-signal group but this did not influence the crash severity. Pedestrian crashes were more prevalent in the half-signal group when compared with the fully-signalized group. Pedestrian volumes were not available which would be used to determine if this significant measure is a result of higher pedestrian use at half-signals. In addition to crash analysis, video was captured at five half-signalized intersections totaling 180 hours. Traffic volumes, pedestrian and bicycle volumes, and signal actuations were collected over a twenty-four hour period. Over this twenty-four hour period the five intersections averaged daily counts of 18613 vehicles on the major street, 591 vehicles on the minor street, 263 pedestrians crossing the major street, 285 pedestrians crossing the minor street, 52 bicycles on the major street, 37 bicycles on the minor street, and 126 signal actuations. Twenty-four hour observations from each of the intersections were used to study conflicts and compliance. No conflicts were observed that reflect the left-turning from the minor street pedestrian crashes that were identified in the crash history. Compliance of the half-signal by vehicles and pedestrians was comparable to compliance at fully-signalized intersections found in other studies with one exception. Across the intersections where video was collected, consisting of four 4-leg intersections and one 3-leg intersection, seven left turn on red violations were observed which had a significant impact on the time after red that red light violations were made. It is hypothesized that at half-signals vehicles on the major street make a left turn on the red signal very late into the red phase because there is not a risk of colliding with a vehicle traveling on the minor street since traffic volumes on the minor street are comparably low. The observed left turn on red violations did not put pedestrians at risk since by that point into the signal pedestrians were already clear of the intersection. Finally, a stop compliance logistic regression model was developed at four four-leg intersections to see what factors had an effect on minor street vehicle stop compliance. All 166 hours of video were used to observe vehicles that arrived at the half-signal during the pedestrian phase. The dependent variable collected was whether a vehicle came to an acceptable stop. Independent variables collected included the vehicle's queue position, if it was the peak school period, if there was a vehicle across the street on the minor road, if a vehicle was stopped at the signal on the major street, if a pedestrian was present when the vehicle arrived, and the movement that the vehicle made from the minor street. Independent variables used in the model included the vehicle's queue position, if a vehicle was stopped at the signal on the major street, if a pedestrian was present, and if the vehicle made a right turn at the signal. Pedestrian presence and right turning vehicles had a positive impact on stop compliance. Vehicles being further back in the queue and cars stopped at the signal on the major street had a negative impact on stop sign compliance. In the model, pedestrian presence had the largest positive impact on stop compliance. When pedestrians were present, a motorist on the minor street was four times more likely to stop at the sign.

The Type-II dilemma zone refers to the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed through at the onset of the circular yellow (CY) indication. Signalized intersection safety can be improved when the dilemma zone is correctly identified and steps are taken to reduce the likelihood that vehicles are caught in it. This research employs driving simulation as a means to collect driver response data at the onset of the CY indication to better understand and describe the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulator data is valid for describing driver behavior under the given conditions. Fuzzy logic was proposed as a tool to model driver behavior in the dilemma zone, and three such models were developed to describe driver behavior as it relates to the speed and position of the vehicle. These models were shown to be consistent with previous research on this subject and were able to predict driver behavior with up to 90% accuracy. / Graduation date: 2013

Made available in DSpace on 2016-06-02T19:35:38Z (GMT). No. of bitstreams: 1 2940.pdf: 14254371 bytes, checksum: eef4e9a33d0969012a3dac72f452131a (MD5) Previous issue date: 2010-02-25 / Financiadora de Estudos e Projetos / This study had as its aim to regard, describe and understand the educational processes developed among the integrators of the vocal group "Entre Amigos" ("Among Friends"), existing at the town of Leme, in the state of S. Paulo inward. In order to accomplish this purpose, it was necessary to catch those participators' opinions, as well as hear and understand their life experiences. Such apprehension became possible through their performances in the group actions, that include interchanges of knowledges and musical activities in their various actuation spaces. The data collecting was obtained by means of photos, videos and through the searcher s participant observation, being the camp diary the principal instrument for the research. Some semi- organized interviews were also done, with open regulation, based on education and musical education authors. The registers were later valued and understood in the light of these two realms authors. Thus, the following concepts were studied and developed: social practices, educative processes, experience knowledge, conscientization, humanization and dialogical education. The results indicate six dimensions, catched in the intersubjectivity, that compose different aspects of the educative processes developed in the group context, that are: intimacy (familiarity) among friends, planning through dialogue, rehearsal routine, contextual construction of musical knowledges, repertoires choice and arrangements elaboration. Those processes are ruled essentially in two directions: the one of the human formation, and the one of the musical formation. Those ways are imbricated in the familiarity, presuppose a dialogical attitude of the participants before the knowledges, values and beliefs, and are built by means of exploitations and by actions regarded as vehicle to systematized and nonsistematized knowledges. / Este estudo teve por objetivo olhar, descrever e compreender os processos educativosdesenvolvidos entre os integrantes do grupo vocal "Entre Amigos", existente na cidade deLeme, no interior paulista. Para atingir este propósito, foi preciso captar as opiniõesdesses/dessas participantes, além de ouvir e compreender as experiências vividas poreles/elas. Essa apreensão se tornou possível através do desempenho deles/delas nas atividadesdo grupo, que envolvem trocas de conhecimentos e atividades musicais em seus diversosespaços de atuação. A coleta de dados foi realizada por meio de fotografias, vídeos e porobservação participante, sendo o diário de campo o principal instrumento para a pesquisa.Também foram realizadas algumas entrevistas semiestruturadas, com roteiro abertoconstruído com base em autores da educação e da educação musical. Os registros foramposteriormente avaliados e compreendidos à luz de autores desses dois campos. Para issoforam estudados e desenvolvidos os seguintes conceitos: práticas sociais, processoseducativos, saber da experiência, conscientização, humanização e educação dialógica. Osresultados indicam seis dimensões, captadas na intersubjetividade, que compõem diferentesaspectos dos processos educativos desenvolvidos no contexto do grupo, a saber: convivênciaentre amigos, planejamento em diálogo, rotina dos ensaios, construção contextual de saberesmusicais, escolha de repertório e elaboração de arranjos. Esses processos se pautamessencialmente em duas direções: o da formação humana e o da formação musical. Essas viasestão imbricadas na convivência, pressupõem uma atitude dialógica dos participantes diantedos conhecimentos, valores e crenças, e são construídos por meio de explorações e daveiculação de saberes sistematizados e não sistematizados.

The diploma thesis deals with the design of the transport service .of the new railway station in Brno - to be more specific, its placement in position River.. The aim of this project is to design solutions fot the public transportation terminal and the bus station in many variants, as well as tp solve the service by individual car transportation and parking around the main station. Furthermore, the thesis deals with problems of pedestrian ties and bicycle paths in the area.

This diploma thesis deals with the proposal of an alternative solution to the intersection of Mohelnice North crossroads. It compares the current junction design, which is considered inappropriate, with two new proposals for circular intersections. The aim of the thesis is to propose the resultant junction cheaper, smaller and simpler for users.

Indiana University-Purdue University Indianapolis (IUPUI) / In recent decades, Petri nets (PNs) have been used to model traffic networks for different purposes, such as signal phase control, routing, and traffic flow estimation, etc. Because of the complex nature of traffic networks where both discrete and continuous dynamics come into play, the Hybrid Petri net (HPN) model becomes an important tool for the modeling and analysis of traffic networks. In Chapter 1 a brief historical summery about traffic systems control and then related work is mentioned followed by the major contributions in this research. Chapter 2 provides a theoretical background on Petri nets. In Chapter 3, we develop a HPN model for a single signalized intersection first, then we extend this model to study a simple traffic network that consists of two successive intersections. Time delays between different points of network are also considered in order to make the model suitable for analysis and simulation. In addition to HPN models, we also consider discrete Petri nets where their modeling simplicity enables the characterization of the occurrences of all events in the system. This discrete PN is particularly useful to give a higher-level representation of the traffic network and study its event occurrences and correlations. In Chapter 4, we build a discrete PN model to represent a traffic network with two successive intersections. However, we find that the model leads to unbounded places which cannot accurately reflect the dynamics of the traffic in terms of event occurrences. Hence, we introduce the Modified Binary Petri nets (MBPN) to overcome the limitation and resolve the confliction problem when we design our controllers. This MBPN model is a powerful tool and can be useful for the modeling and analysis of many other applications in traffic networks. Chapter 5 gives a summary for each chapter, provides conclusion and discusses future work for both discrete and hybrid Petri nets.