Since its inception in 1965, the Level-of-Service (LOS) has proved to be an important and practical "quality of service" indicator for transportation facilities around the world, widely used in the transportation and planning fields. The LOS rates these facilities' traffic operating conditions through the following delay-based indicators (ordered from best to worst conditions): A, B, C, D, E and F. This LOS rating has its foundation on quantifiable measures of effectiveness (MOEs) and on road users' perceptions; altogether, these measures define a LOS based on acceptable traffic operating conditions for the road user, implying that traffic safety is inherent to this definition. However, since 1994 safety has been excluded from the LOS definition since it cannot be quantified nor explicitly defined. The latter has been the motivation for research based on the LOS-Safety relationship, conducted at the University of Central Florida (UCF). Using data from two of the most studied transportation facility types within the field of traffic safety, signalized intersections and multilane high-speed arterial corridors, the research conducted has the following main objectives: to incorporate the LOS as a parameter in several traffic safety models, to extend the methodology adopted in previous studies to the subject matter, and to provide a platform for future transportation-related research on the LOS-Safety relationship. A meticulous data collection and preparation process was performed for the two LOS-Safety studies comprising this research. Apart from signalized intersections' and multilane-high speed arterial corridors' data, the other required types of information corresponded to crashes and road features, both obtained from FDOT's respective databases. In addition, the Highway Capacity Software (HCS) and the ArcGIS software package were extensively used for the data preparation. The result was a representative and robust dataset for each LOS-Safety study, to be later tested and analyzed with appropriate statistical methods. Regarding the LOS-Safety study for signalized intersections, two statistical techniques were used. The Generalized Estimating Equations (GEEs), the first technique, was used for the analyses considering all periods of a regular weekday (i.e. Monday through Friday): Early Morning, A.M. Peak, Midday, P.M. Peak and Late Evening; the second technique considered was the Negative Binomial, which was used for performing an individual analysis per period of the day. On the other hand, the LOS-Safety study for multilane high-speed arterial corridors made exclusive use of the Negative Binomial technique. An appropriate variable selection process was required for the respective model building and calibration procedures; the resulting models were built upon the six following response variables: total crashes, severe crashes, as well as rear-end, sideswipe, head-on and angle plus left-turn crashes. The final results proved to be meaningful for the understanding of traffic congestion effects on road safety, and on how they could be useful within the transportation planning scope. Overall, it was found that the risk for crash occurrence at signalized intersections and multilane high-speed arterial corridors is quite high between stable and unacceptable operating conditions; it was also found that this risk increases as it becomes later in the day. Among the significant factors within the signalized intersection-related models were LOS for the intersection as a whole, cycle length, lighting conditions, land use, traffic volume (major and minor roads), left-turn traffic volume (major road only), posted speed limit (major and minor roads), total number of through lanes (major and minor roads), overall total and total number of left-turn lanes (major road only), as well as county and period of the day (dummy variables). For multilane-high speed arterial corridors, the final models included LOS for the road section, average daily traffic (ADT), total number of through lanes in a single direction, total length of the road section, pavement surface type, as well as median and inside shoulder widths. A summary of the overall results per study, model implications and each LOS indicator is presented. Some of the final recommendations are to develop models for other crash types, to perform a LOS-Safety analysis at the approach-level for signalized intersections, as well as one that incorporates intersections within the arterial corridors' framework.

The description logic ALCQI extends the 'standard' description logic ALC by qualifying number restrictions and converse roles. We show that conept satisfiability for this DL is still decidable in polynomial space. The presented algorithm combines techniques from [Tob99a] to deal with qualifying number restrictions and from [HST99] to deal with converse roles. Additionally, we extend the result to ALCQIR, which extends ALCQI by role intersections. This solves an open problem from [DLNN97]. The result for ALCQI has already been presented in the seperate technical report [Tob99b]. In this report we use the same techniques to obtain the stronger result for ALCQIR.

<p dir="ltr">The emergence of time-dependent data provides researchers with unparalleled opportunities to investigate disaggregated levels of safety performance on roadway infrastructures. A disaggregated crash risk analysis uses both time-dependent data (e.g., hourly traffic, speed, weather conditions and signal controls) and fixed data (e.g., geometry) to estimate hourly crash probability. Despite abundant research on crash risk analysis, coordinated signalized intersections continue to require further investigation due to both the complexity of the safety problem and the relatively small number of past studies that investigated the risk factors of coordinated signalized intersections. This dissertation aimed to develop robust crash risk prediction models to better understand the risk factors of coordinated signalized intersections and to identify practical safety countermeasures. The crashes first were categorized into three types (same-direction, opposite-direction, and right-angle) within several crash-generating scenarios. The data needed were organized in hourly observations and included the following factors: road geometric features, traffic movement volumes, speeds, weather precipitation and temperature, and signal control settings. Assembling hourly observations for modeling crash risk was achieved by synchronizing and linking data sources organized at different time resolutions. Three different non-crash sampling strategies were applied to the following three statistical models (Conditional Logit, Firth Logit, and Mixed Logit) and two machine learning models (Random Forest and Penalized Support Vector Machine). Important risk factors, such as the presence of light rain, traffic volume, speed variability, and vehicle arrival pattern of downstream, were identified. The Firth Logit model was selected for implementation to signal coordination practice. This model turned out to be most robust based on its out-of-sample prediction performance and its inclusion of important risk factors. The implementation examples of the recommended crash risk model to building daily risk profiles and to estimating the safety benefits of improved coordination plans demonstrated the model’s practicality and usefulness in improving safety at coordinated signals by practicing engineers.</p>

The Flashing Yellow Arrow Left Turn signal is quickly becoming prominent in Central Florida as a new method of handling left turns at traffic signals. While the concept of a protected-permitted left turn is not groundbreaking, the departure from the typical display of a five-section signal head is, for this type of operation. The signal head introduced is a four-section head with a flashing yellow arrow between the yellow and green arrows. With this signal head quickly becoming the standard, there is a need to re-evaluate the operational characteristics of the left turning vehicle and advance the knowledge of the significant parameters that may affect the ability for a driver to make a left turn at a signalized intersection. With previous research into the behavioral and operational characteristics of the flashing yellow arrow conducted, there is more information becoming available about the differences between this signal and the previously accepted method of allowing left turns at an intersection. The protected-permitted signal is typically displayed at an intersection with up to two through lanes and generally a protected signal is installed when the number of through lanes increases above two unless specific criteria is met. With the advent of larger arterials and more traffic on the highway networks, the push to operate these intersections at their maximum efficiency has resulted in more of these protected-permitted signals being present at these larger intersections, including the flashing yellow arrow. The core of the research that follows is a comparative analysis of the operation and parameters that affect the left turn movement of the intersection with larger geometry to that of the smaller geometry. The significant parameters of the left turn movement were examined through means of collecting, organizing and analyzing just over 68 hours of field data. This research details the determining of the significant parameters based on the generation of a simulation model of the protected left turn using Synchro, a traffic simulation package, and regression models using field driven data to determine the significant parameters for predicting the number of left turns that can be made in the permitted phase under specific operating conditions. Intuitively, there is an expectation that a larger intersection will not allow for as many permitted lefts as a smaller intersection with all conditions remaining the same. The conclusions drawn from this analysis provide the framework to understanding the similarities and the differences that are encountered when the intersection geometry differs and help to more efficiently manage traffic at signalized intersections. The work of this field promises to enhance the operations of the left turning movement for traffic control devices. With an understanding of the statistical models generated, a broader base of knowledge is gained as to the significant parameters that affect a driver's ability to make the left turn. A discussion of the statistical differences and between the models generated from the small and large geometry intersections is critical to drive further research into standards being developed for the highway transportation network and the treatment of these large signalized intersections. The exploration of specific parameters to predict the number of permitted left turns will yield results as to if there is more to be considered with larger intersections moving forward as they become a standard sight on the roadway network.

The dissertation studies traffic dispersion modeling in four parts. In the first part, the dissertation focuses on the Robertson platoon dispersion model which is the most widely used platoon dispersion model. The dissertation demonstrates the importance of the Yu and Van Aerde calibration procedure for the commonly accepted Robertson platoon dispersion model, which is implemented in the TRANSYT software. It demonstrates that the formulation results in an estimated downstream cyclic profile with a margin of error that increases as the size of the time step increases. In an attempt to address this shortcoming, the thesis proposes the use of three enhanced geometric distribution formulations that explicitly account for the time-step size within the modeling process. The proposed models are validated against field and simulated data. The second part focuses on implementation of the Robertson model inside the popular TRANSYT software. The dissertation first shows the importance of calibrating the recurrence platoon dispersion model. It is then demonstrated that the value of the travel time factor &#946; is critical in estimating appropriate signal-timing plans. Alternatively, the dissertation demonstrates that the value of the platoon dispersion factor &#945; does not significantly affect the estimated downstream cyclic flow profile; therefore, a unique value of &#945; provides the necessary precision. Unfortunately, the TRANSYT software only allows the user to calibrate the platoon dispersion factor but does not allow the user to calibrate the travel time factor. In an attempt to address this shortcoming, the document proposes a formulation using the basic properties of the recurrence relationship to enable the user to control the travel time factor indirectly by altering the link average travel time. In the third part of the dissertation, a more general study of platoon dispersion models is presented. The main objective of this part is to evaluate the effect of the underlying travel time distribution on the accuracy and efficiency of platoon dispersion models, through qualitative and quantitative analyses. Since the data used in this study are generated by the INTEGRATION microsimulator, the document first describes the ability of INTEGRATION in generating realistic traffic dispersion effects. The dissertation then uses the microsimulator generated data to evaluate the prediction precision and performance of seven different platoon dispersion models, as well as the effect of different traffic control characteristics on the important efficiency measures used in traffic engineering. The results demonstrate that in terms of prediction accuracy the resulting flow profiles from all the models are very close, and only the geometric distribution of travel times gives higher fit error than others. It also indicates that for all the models the prediction accuracy declines as the travel distance increases, with the flow profiles approaching normality. In terms of efficiency, the travel time distribution has minimum effect on the offset selection and resulting delay. The study also demonstrates that the efficiency is affected more by the distance of travel than the travel time distribution. Finally, in the fourth part of the dissertation, platoon dispersion is studied from a microscopic standpoint. From this perspective traffic dispersion is modeled as differences in desired speed selection, or speed variability. The dissertation first investigates the corresponding steady-state behavior of the car-following models used in popular commercially available traffic microsimulation software and classifies them based on their steady-state characteristics in the uncongested regime. It is illustrated that with one exception, INTEGRATION which uses the Van Aerde car-following model, all the software assume that the desired speed in the uncongested regime is insensitive to traffic conditions. The document then addresses the effect of speed variability on the steady-state characteristics of the car-following models. It is shown that speed variability has significant influence on the speed-at-capacity and alters the behavior of the model in the uncongested regime. A method is proposed to effectively consider the influence of speed variability in the calibration process in order to control the steady-state behavior of the model. Finally, the effectiveness and validity of the proposed method is demonstrated through an example application. / Ph. D.

Traffic signals are used at intersections to manage the flow of vehicles by allocating right-of-way in a timely manner for different users of the intersection. Traffic signals are therefore installed at an intersection to improve overall safety and to decrease vehicular average delay. However, the variation of driving speed in response to these signals causes an increase in fuel consumption and air emission levels. One solution to this problem is Eco-Cooperative Adaptive Cruise Control (Eco-CACC), which attempts to reduce vehicle fuel consumption and emission levels by optimizing driver behavior in the vicinity of a signalized intersection. Various Eco-CACC algorithms have been proposed by researchers to address this issue. With the help of vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) communication, algorithms are being developed that utilize signal phasing and timing (SPaT) data together with queue information to optimize vehicle trajectories in the vicinity of signalized intersections. The research presented in this thesis constitutes the third phase of a project that entailed developing and evaluating an Eco-CACC system. Its main objective is to evaluate the benefits of the newly developed Eco-CACC algorithm that was proposed by the Center for Sustainable Mobility at the Virginia Tech Transportation Institute. This algorithm uses advanced signal information (SPaT) to compute the fuel-optimal trajectory of vehicles, and, then, send recommended speeds to drivers as an audio message or implement them directly into the subject vehicle. The objective of this study is to quantitatively quantify the fuel-efficiency of the Eco-CACC system in a real field environment. In addition, another goal of this study is to address the implementation issues and challenges with the field application of the Eco-CACC system. A dataset of 2112 trips were collected as part of this research effort using a 2014 Cadillac SRX equipped with a vehicle onboard unit for (V2V) and (V2I) communication. A total of 32 participants between the ages of 18 and 30 were randomly selected from one age group (18-30) with an equal number of males and females. The controlled experiment was conducted on the Virginia Smart Road facility during daylight hours for dry pavement conditions. The controlled field experiment included four different scenarios: normal driving, driving with red indication countdown information provided to drivers, driving with recommended speed information computed by the Eco-CACC system and delivered to drivers, and finally automated driving (automated Eco-CACC system). The controlled field experiment was conducted for four values of red indication offsets along an uphill and downhill approach. The collected data were compared with regard to fuel economy and travel time over a fixed distance upstream and downstream of the intersection (820 ft (250 m) upstream of the intersection to 590 ft (180 m) downstream for a total length of 1410 ft (430 m)). The results demonstrate that the Eco-CACC system is very efficient in reducing fuel consumption levels especially when driving downhill. The field data indicates that the automated scenario could produce fuel and travel time savings of 31% and 9% on average, respectively. In addition, the study demonstrates that driving with a red indication countdown and recommended speed information can produce fuel savings ranging from 4 to 21 percent with decreases in travel times ranging between 1 and 10 percent depending on the value of red indication offset and the direction. Split-split-plot design was used to analyze the data and test significant differences between the four scenarios with regards to fuel consumption and travel time. The analysis shows that the differences between normal driving and driving with either the manual or automated Eco-CACC systems are statistically significant for all the red indication offset values. / Master of Science

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Road traffic accidents have been a global concern facing all countries. Approximately 1.2 million people are killed annually as a result of traffic accidents and 50 million are injured. More than 90 percent of road fatalities occur in the developing world which has only 48 percent of the world’s registered vehicles. Beyond the problem of road fatalities, road traffic accidents result in disability and long term injury. They also cause considerable economic losses to victims and their families and damage properties and infrastructures. In South Africa, pedestrian fatalities account for about 40 percent of all road traffic accidents. Behaviour patterns of both pedestrians and motorists at pedestrian crossings are the main influential factors of pedestrian accidents. This study investigates behaviour patterns of pedestrians negotiating different types of crossing facilities in the town of Stellenbosch, in South Africa. A total number of 17 pedestrian crossings were selected for the study on the basis of their geometric and operational characteristics. Video-based observations together with on-street interviews were used to understand crossing behaviour patterns, namely pedestrian walking speed, pedestrian delay, gaze behaviour, pedestrian-vehicle conflicts, pedestrian compliance with road traffic rules and gap-acceptance behaviour. Results of the study showed that male pedestrians walk more than female pedestrians. The 15th percentile crossing speed for all pedestrians observed while crossing was found to be 1.13 m/s whereas the mean crossing speed was found to be 1.48 m/s. Demographic variables appeared to significantly influence pedestrian walking speed. Male and younger pedestrians exhibited higher walking speeds than female and older pedestrians. Pedestrian walking speed was also found to be affected by group size, encumbrance, type of pedestrian facility and distraction while walking. However, no effects of conflicts and the presence of a pedestrian refuge on pedestrian walking speed were found in this study. A mean total delay of 5.10 seconds was found in this study. Male and younger pedestrians experienced shorter delay compared to female and older pedestrians. The type of pedestrian facility and traffic signals during which pedestrians arrived at the kerb and crossed appeared to be other influential factors of pedestrian delay. With regard to gaze behaviour, an average number of head movements ranged from 2 to 5 at the kerb and from 3 to 5 while crossing. Conflicts with motorists peaked where crossing distances were longer and traffic volume was heavy. A red light violation ranging from 82 to 87 percent was observed in this study and on-street surveys indicated that beliefs and attitudes towards traffic control devices and traffic environment significantly explained pedestrians’ unsafe crossing behaviour. The calculated critical gap and critical lag ranged from 2.19 to 3.90 seconds and the effect of crossing distance on gap-acceptance emerged in this study. Possible interventions are finally suggested. / AFRIKAANSE OPSOMMING: Padongelukke is 'n wêreldwye probleem wat al die lande in die gesig staar. Ongeveer 1,2 miljoen mense sterf jaarliks as 'n gevolg van verkeersongelukke en 50 miljoen word beseer. Meer as 90 persent van padsterftes kom voor in die ontwikkelende wêreld met slegs 48 persent van die wêreld se geregistreerde voertuie. Bo en behalwe die probleem van padsterftes, het padongelukke gestremdheid en lang termyn beserings tot gevolg. Dit veroorsaak ook aansienlike ekonomiese verliese vir die slagoffers en hul gesinne en skade aan eiendomme en infrastruktuur. In Suid-Afrika is voetgangersterftes verantwoordelik vir sowat 40% van alle padongelukke. Gedragspatrone van beide voetgangers en motoriste by voetoorgange is die belangrikste bepalende faktore van voetganger-ongelukke. Hierdie studie ondersoek gedragspatrone van voetgangers by verskillende tipes kruisings in die dorp van Stellenbosch Suid-Afrika. ʼn Totale aantal van 17 voetoorgange is gekies vir die studie op die basis van hul geometriese en operasionele eienskappe. Video-gebaseerde waarnemings saam met op-straat onderhoude is gebruik om kruising-gedragspatrone, naamlik voetganger stapspoed, voetganger vertraging, kyk gedrag, voetganger-voertuig konflikte, voetganger nakoming van padverkeersreëls en gaping-aanvaarding gedrag te verstaan. Resultate van die studie het getoon dat manlike voetgangers vinniger loop as vroulike voetgangers. Die 15de persentiel kruising spoed vir alle voetgangers waargeneem binne kruisings was 1,13 m/s, terwyl die gemiddelde kruising spoed 1,48 m/s is. Demografiese veranderlikes beïnvloed voetgangers loop-spoed. Manlik en jonger voetgangers loop vinniger as vroulike en ouer voetgangers. Voetgangers loop-spoed word ook geraak deur die grootte van die groep, die dra van items, die tipe voetganger-fasiliteit en afleiding terwyl geloop word. Daar is egter geen gevolge van konflikte op voetgangers loop-spoed in hierdie studie gevind nie. 'n Gemiddelde totale vertraging van 5,10 sekondes is in hierdie studie gevind. Manlik en jonger voetgangers ervaar korter vertraging in vergelyking met die vroulike en ouer voetgangers. Die tipe voetgangerfasiliteit en verkeerseine was ander invloedryke faktore van voetganger vertraging. Vir waarneming van die verkeer is gevind dat die gemiddelde aantal kopbewegings gewissel het van 2 tot 5 teen die randsteen en van 3 tot 5, tydens die kruising. Konflikte met motoriste het ʼn hoogtepunt bereik waar kruising afstande langer en verkeersvolume hoër was. Rooi lig oortredings wat wissel van 82 tot 87 persent is in hierdie studie waargeneem en op-straat opnames het aangedui dat houdings teenoor verkeer-beheer toestelle en die verkeersomgewing die voetgangers se onveilige kruising-gedrag verduidelik. Die berekende kritiese gaping het gewissel van 2,19 tot 3,90 sekondes en die effek van die kruisinglengte op gaping-aanvaarding het in hierdie studie na vore gekom. Moontlike intervensies word voorgestel.

Στόχος της παρούσας διατριβής είναι η παρουσίαση ενός νέου μαθηματικού πλαισίου, βασιζόμενου στις γνωστές από τη Διαφορική Γεωμετρία κανονικές εξισώσεις (συντετμημένα ΚΕ) της καμπύλης. Όντας πολυωνυμικές εκφράσεις του μήκους τόξου s, οι ΚΕ παρέχουν ακριβέστερο έλεγχο της ταχύτητας πρόωσης σε σύγκριση με τους υπάρχοντες παραμετρικούς αλγορίθμους της ίδιας τάξης. Το ανωτέρω γεγονός, σε συνδυασμό με την εφαρμοσιμότητά τους σε όλες τις συνεχείς καμπύλες με συνεχείς παραγώγους, ανεξάρτητα από τον τρόπο αναπαράστασής τους, καθιστά τις ΚΕ ένα ιδανικό εργαλείο για την ανάπτυξη γενικών αλγορίθμων παρεμβολής, ικανών να εργάζονται επί οποιασδήποτε επίπεδης ή χωρικής καμπύλης σε πραγματικό χρόνο. Δοθέντος ότι οι συντελεστές των ΚΕ συναρτώνται με τις διαφορικές ιδιότητες της καμπύλης (δηλαδή την καμπυλότητα, τη στρέψη και τις παραγώγους τους ως προς το s), αναπτύσσονται αναλυτικές εκφράσεις για τον υπολογισμό των εν λόγω ιδιοτήτων, ανάλογα με τον εκάστοτε τρόπο αναπαράστασης της καμπύλης. Στα αντικείμενα της διατριβής συμπεριλαμβάνεται και ο υπολογισμός των διαφορικών ιδιοτήτων των επιφανειακών τομών, ενός δημοφιλούς τρόπου αναπαράστασης πολύπλοκων χωρικών καμπυλών στα συστήματα CAD. Επιπλέον, εξετάζεται η εισαγωγή διορθωτικών όρων στις ΚΕ, μέσω της οποίας επιτυγχάνεται η βελτίωση της ακρίβειας στον έλεγχο της ταχύτητας πρόωσης, χωρίς το επιπρόσθετο υπολογιστικό κόστος που επιφέρει η χρήση υψηλότερης τάξης όρων της σειράς Taylor. Σημαντικό πλεονέκτημα των προτεινόμενων αλγορίθμων είναι, επίσης, το γεγονός ότι για την εφαρμογή τους δεν απαιτείται η γνώση της αναλυτικής έκφρασης της παρεμβαλλόμενης καμπύλης. Κατά συνέπεια, επιτρέπουν την παρεμβολή πολύπλοκων γεωμετρικών τόπων, οι αναλυτικές εκφράσεις των οποίων είτε είναι δύσκολο να προσδιοριστούν με τις τρέχουσες μεθόδους απαλοιφής αγνώστων από μη γραμμικά συστήματα εξισώσεων, είτε είναι δύσχρηστες, εξ αιτίας της πολυπλοκότητάς τους. Στα πλαίσια της παρούσας διατριβής, μελετάται το πρόβλημα της παρεμβολής δύο γεωμετρικών τόπων με σημαντικές εφαρμογές στον τομέα του αριθμητικού ελέγχου των εργαλειομηχανών, καθώς χρησιμοποιούνται, μεταξύ άλλων, για την αντιστάθμιση της ακτίνας του κοπτικού εργαλείου και τον προγραμματισμό των διαδοχικών διαδρομών του κατά την κατεργασία θυλάκων: των καμπυλών offset και των ισαπεχουσών δύο επίπεδων καμπυλών. Πραγματοποιείται μία εκτενής εξέταση των διαφορικών ιδιοτήτων των προαναφερθέντων γεωμετρικών τόπων και παρουσιάζονται εκφράσεις για τον υπολογισμό τους, βασιζόμενες αποκλειστικά στις αντίστοιχες ιδιότητες των γενετειρών καμπυλών. Γίνεται, επίσης, μία ανασκόπηση των μεθόδων που έχουν προταθεί στη βιβλιογραφία για την αντιμετώπιση των τοπολογικών ιδιομορφιών τους (αυτοτομών και εσωτερικών βρόγχων), ώστε να εξασφαλιστεί η παραμονή των παραγόμενων σημείων επί του πραγματικού γεωμετρικού τόπου. Παράλληλα, συζητείται η επέκταση των προτεινόμενων μεθόδων παρεμβολής των καμπυλών offset για τον έλεγχο της διαδρομής του κέντρου ενός σφαιρικού εργαλείου, ώστε αυτό να διατηρείται σε μόνιμη επαφή με δύο προκαθορισμένες επιφάνειες – μία τεχνική που χρησιμοποιείται συχνά από τα συστήματα CAD/CAM για την επιφανειακή κατεργασία πολύπλοκων εξαρτημάτων. Το εργαλείο μπορεί να εφάπτεται οποιασδήποτε εκ των δύο επιφανειών είτε μέσω του ημισφαιρικού του άκρου, ή μέσω του κυλινδρικού του στελέχους. / The present dissertation aims at introducing a new mathematical framework, based on a curve’s canonical equations (abbreviated as CE), which are known from Differential Geometry. Being polynomial expressions of the curve’s arc length s, the CE provide greater feedrate accuracy, compared to the existing parametric algorithms of the same order. The above fact, combined with the canonical equations’ applicability on any continuous curve with continuous derivatives, regardless of its representation, renders them an ideal tool for the development of general-purpose real-time interpolation algorithms. Given that the CE coefficients consist of the curve’s differential properties (namely, the curvature, torsion and their arc length derivatives), the present dissertation deals with the expression of the aforementioned properties in closed form, depending on the chosen curve representation. This includes the study of surface intersections, which are frequently used by CAD systems in order to represent complex space curves. Moreover, it is proven that the proposed algorithms admit to corrections, supplying a means of improving feedrate accuracy, without the additional cost of employing higher order Taylor series terms. An additional, important advantage of the proposed algorithms, lies in the fact that they do not require knowledge of the curve’s analytic expression. Hence, they allow the interpolation of complex geometrical loci, whose analytic expressions are either difficult to deduce, using current elimination methods for non-linear equation systems, or are extremely impractical, due to their complexity. This dissertation addresses the problem of interpolating two such loci: offset curves and plane bisectors. Both of these entities play an important role in CNC machining, with applications that include the tool’s radius compensation and path planning during pocket clearing. It is shown that the differential properties of the above loci can be linked to the respective properties of their generators and may, hence, be easily computed through successive derivations of the generator curve’s position vector. In addition, previously suggested methods for the handling of possible topological irregularities (self-intersections and internal loops) are reviewed, so as to ensure that the generated points remain on the true locus. Furthermore, the presented offset interpolation methods are extended, in order to accommodate the path planning of a ball-end cutter, moving in constant contact with two given surfaces – a technique which is widely adopted by CAD/CAM systems to guide the tool through the surface machining of complex parts. The tool may contact any of the two surfaces through either its tip, or its cylindrical periphery.

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