When a traffic signals malfunction monitoring unit detects a problem with a traffic signal such as the simultaneous display of green indications to conflicting movements or loss of power to some signal heads, the signal is automatically placed into flash mode as a safety precaution. Signals can have either red/red malfunction flash mode or yellow/red malfunction flash mode, and the mode cannot change by time of day or day of week. This study analyzed traffic operation at 34 instances of yellow/red malfunction flash and 9 instances of red/red malfunction flash in the Atlanta, Georgia area. Many of these instances were during high volume periods. A high level of driver confusion exists at malfunction flash intersections. The rate at which through major street drivers (i.e. those facing a flashing yellow signal) stopped exceeded 75 percent at some yellow/red flash intersections. This creates a safety hazard for other major street drivers who are not expecting vehicles to stop, and for minor street drivers who cannot tell what type of control is being presented to cross traffic or do not understand that vehicles are not required to stop when approaching a flashing yellow indication. Furthermore, high stopping rates at a flashing yellow signal eliminate many of the operational benefits that yellow/red flash is assumed to have over red/red flash. Based on the findings of this study, the use of red/red flash should be the primary flash mode and possibly used exclusively. Requiring all vehicles to stop will improve safety conditions and not have large operational impacts at intersections where a majority of major street vehicles are already stopping at a flashing yellow signal. Yellow/red flash may be an acceptable malfunction flash mode at the intersection of a very large street and a very small street, but additional measures would be required at these intersections to address potential driver confusion.

Older patients suffer from a greater number of medical morbidities, consume a greater number of prescribed medications, and report lower levels of quality of life than their younger counterparts. The objectives of this study were to determine whether there is 1) an association between medical morbidity and symptom burden or 2) an association between medication use and symptom burden. This was a cross-sectional study of the symptoms, medical morbidities, and medications reported by 159 community-dwelling male patients 65 years of age or older. Correlations were drawn using linear regression analysis. On average, the participants in this study suffered from 2.56 +/- 1.36 medical morbidities, were prescribed 7.91+/- 2.83 medications, and reported 3.17 symptoms at any severity. The results of this study demonstrated a direct correlation between number of medical morbidities and symptom burden (R2 = 0.94). Our study did not find a significant correlation between medication use and symptom burden (R2 = 0.20). The findings of this study suggest that the number of medical morbidities has a stronger negative impact on symptom burden than the number of medications used. Thus, when attempting to improve quality of life for older patients, physicians should focus on the treatment and alleviations of symptoms associated with medical morbidity.

Thesis (PhD(Prakt. Teol.)--Universiteit van Pretoria, 2003. / Includes bibliographical references.

Thesis (PhD(Prakt. Teol.)--Universiteit van Pretoria, 2003. / Includes bibliographical references (p. 344-357).

Thesis (M.S.)--University of Central Florida, 2009. / Adviser: Haitham Al-Deek. Includes bibliographical references (p. 173-177).

Research shows that young children, typically developing with no developmental delays, hearing impairments or visual impairments, can acquire sign language to communicate their wants or needs prior to their ability to communicate through spoken language. However, much of the research reviewed focused on whether it was normative for young children to use signs or symbolic gestures to represent objects, make requests, or to express other wants or needs. In addition, many of the studies reviewed lacked scientific rigor and were primarily anecdotal in that much of the data relied on parent reports of his/her child's production of signs or symbolic gestures. The present study expanded upon the procedures of Thompson, McKerchar, and Dancho (2004) by teaching more complex signing repertoires using different training procedures. This study examined the acquisition of functional sign language by typically developing infants, ranging in age from 10 months to 14 months, using a training program which consisted of three components. The three components of intervention included a 30 minute group class once per week, an intensive or "booster" 1:1 session twice per week, and parent led training in the participant's home environment. During intervention a variety of concept items such as toys, pictures, books, and real objects were presented to represent the signs were utilized. A multiple baseline design across pairs of behaviors was employed to assess experimental changes in signing repertoires during the intervention conditions. All participants demonstrated zero rates of signing during baseline and showed an increase in their signing repertoires during intervention phases.

Intelligent Transportation Systems (ITS) play an important role in supporting motorists and first responders to handle major incidents, hazmat spills, security measures and other emergency operations. Increasingly, technology advancements and applications are providing invaluable integration opportunities to interconnect safety, maintenance, ITS, traffic operations, facilities, and transportation equipment programs to maximize available resources and achieve efficiency in transportation operations. This research focuses on one of the prominent ITS devices: Dynamic Message Signs (DMS) operations. Using real time incident management operations data and ITS operations data, an attempt is made to develop ITS Operations Evaluations Models (ITSOEMs) that are capable of quantifying the operations value of DMS and their complementing ITS surveillance and detection systems, such as CCTV, Safety Service Patrol (SSP) and Computer Aided Dispatch (CAD) systems. The I-95 corridor in the state of Virginia is selected as the Study Corridor. Operations data from the Virginia Department of Transportation (VDOT) on DMS and ITS detection systems and incident management is analyzed to accomplish four key research objectives: a) To collect, extract and evaluate real time operations data from VDOT ITS and incident management operations programs and identify the factors contributing to the successful operation of DMS for the duration of incidents and events occurring on the I-95 Study Corridor; b) To develop analytical models to determine measurable influence of incident detections in successfully disseminating messages on DMS; c) To develop ITS Operations evaluation models to determine the effectiveness of DMS messages during incidents by quantifying the influence of DMS messages in the deterrence of secondary incidents on the I-95 Study Corridor; and d) To develop guidelines on the application of these quantitative ITS evaluation models so that transportation engineers can effectively use these models to perform ITS evaluations at other ITS locations. The ITS evaluation framework developed in this research work is expected to assist transportation engineers in the prioritization, selection and implementation of operations and technology integration strategies.

IH-35 is a major north-south interstate highway across the State of Texas. It is an important business corridor, conveniently connecting four large Texas cities, Austin, Dallas, Fort Worth, and San Antonio, as well as facilitating trade between Mexico and the United States. During construction of the SH-71/IH-35 Interchange, the Austin District of the Texas Department of Transportation (TxDOT) has had to close the main lanes of IH-35 and re-route traffic. Three main lane closures happened during three weekends in 2011. During those closures, a parallel route, the SH-130 toll road, was made free to travelers. TxDOT provided both pre-trip and en-route information about the closure. They used radio, TV, portable message sign (PMS), and dynamic message signs (DMS) to inform commuters about the closure. To inform travelers passing through Austin about the closure and the existing alternative (SH-130 was toll free), they even collaborated with Dallas and San Antonio TxDOT district personnel. However, usage of SH130 was less than anticipated, and there was significant traffic queuing on IH-35. In this study, we tried to document the quantity of traffic that used the alternative path during the IH-35 closure and explore options for relieving delays on IH-35 during future closures. / text

A street sign is a kind of traffic sign displayed along the street to show the street name so that both pedestrians and drivers can know where they are. It is believed to be originated from the massive pillar or milestone built by the Romans in the ancient time. In ancient China, sometimes at the entrance of the main path in a village or town would have a small gateway showing the path name, bearing the function of the street sign. Nowadays, street signs with different designs and materials can be seen everywhere. Hong Kong was originally a small fishing village in South China for many years with paths connecting different areas. Since 1842, Hong Kong was officially become a British colony. The first formal street built on the colonial land was Hollywood Road and street signs of modern meaning appeared since the mid 19th century. Street signs of different designs for a long time are functioning as a mark of a place, but they are also the living witnesses of history. However, when we review the present heritage conservation policies and works done by the government, the focus of conservation falls mainly on large-scale artefacts and small relics have always been neglected. Street signs, although small in size and changing from time to time, can definitely be regarded as the important heritage of the past and present Hong Kong. The key issue addressed by this dissertation is that street signs are not only a mark of a place, but also have significant heritage value which can be regarded as one of the important urban heritage in Hong Kong’s streetscape as different street signs can reflect the historical development and social-political transformation of Hong Kong in the past years in terms of designs, materials, locations, mounting methods and naming system. This dissertation will focus on the street signs at Pei Ho Street in Sham Shui Po as a case study. There is a great variety of different kinds of street signs in the street which are worth for further research and analysis in both tangible and intangible manners. The purpose is to reveal the significance of my street sign study in the area of heritage conservation, and to show the distribution of different street signs in Pei Ho Street and their characteristics, so as to set up a template for analysing other street signs in Hong Kong and establish their significance in the local history for future study. / published_or_final_version / Conservation / Master / Master of Science in Conservation

No description available.