The change of a vehicle’s velocity due to an impact, DeltaV (v) is often calculated and used in the scientific investigation of road traffic collisions. Two types of model are in common use to achieve this purpose, those based on the conservation of linear and angular momentum and the CRASH model which also considers the conservation of energy. It is shown that CRASH and major implementations of the momentum models are equivalent provided certain conditions are satisfied. Explicit conversions between the main variants of the models are presented. A method is also presented which describes a new formula for determining the total work performed in causing crush to a particular vehicle. This has the advantage of incorporating restitution effects and yields identical results to the momentum only models. Although the CRASH model has received adverse criticism due to perceived inaccuracies in the results, little work has been performed to determine the theoretical limitations on accuracy. This thesis rectifies that shortcoming. A Monte Carlo simulation and analytical model are developed here to provide two independent methods for determining the overall accuracy of the CRASH method. The principal direction of force was found to be the most likely to introduce error based on the CRASH assessment. It is shown how this and other sources of error in the CRASH model can be quantified for a particular collision suggesting priorities for minimising the overall uncertainty. The data from a series of well known crash tests are used with each of the models to provide comparison and validation data. It is recognised that without additional data velocity change is of limited use for forensic investigation. However DeltaV can be used as a proxy for acceleration and is particularly useful in studies involving injury causation. A method is also presented here which uses the change in velocity sustained by a vehicle in a planar collision to estimate the velocities of a vehicle before and after a collision. This method relies solely on conservation laws and is also applicable to situations where the coefficient of restitution is non-zero. An extension to the method is also described which allows an initial estimate to be modified to generate more realistic directions of force. This extension has the desirable effect of reducing uncertainty in the estimation of the direction of force which significantly improves the overall accuracy.

Acquisitions have become an increasingly used tool for corporate growth during the lastdecade. Even so, most acquisitions fail, due to a lack of focus on the human elements of the integration process. This research sheds light on the human integration process of acquisitions and more specifically, three of its critical elements; culture, structure and humanresources management. However, when investigating acquisitions at Atlas Copco it becomesapparent that these elements are emphasized and prioritized differently in differentacquisitions. By conducting 22 interviews with managers from both Atlas Copco and managers and employees from three of its acquired organizations, this paper seeks tounderstand how the acquirer should choose an appropriate human integration strategy and what factors that determine that choice. Furthermore, it examines how the acquirer should manage the employees of the acquired firm to facilitate the implementation of changes duringthe integration process. The results shows that the acquirer choose to emphasize and prioritize the aspects that are most important to reform in order to allow the implementationof future changes in the integration process. In these cases, the prioritized aspects are alsoconsidered critical to improve by the employees, therefore the prioritization creates a perception of the acquirer’s good intentions with the integration as a whole. Furthermore, the results reveals that it is important that the acquirer invest in resources for communication,trainings and additional personnel to help the employees understand and support the changesduring the entire process.

Change of direction speed (CODS) is an important determinant of performance in many sports. Greater stiffness of the lower limb should be beneficial to CODS, but this had not been well investigated. The purpose of this thesis was to establish the relationship between vertical stiffness, vertical stiffness asymmetries and CODS, with a view to augmenting CODS performance. The pilot study and studies 1-2 sought to determine the most reliable and ecologically valid method to assess stiffness in athletes required to perform changes of direction. The pilot study reported that the use of ultrasonography to determine Achilles tendon stiffness did not demonstrate appropriate reliability for inclusion in subsequent studies. Coefficients of variation (CVs) in excess of 27% were reported during an isometric plantar flexion task. Study 1 reported that CVs for vertical stiffness were lower when assessed during unilateral drop jumping (~7%) than during bilateral drop jumping (~12%) or bilateral hopping (~14%). Study 2 reported that the expression of vertical stiffness (P = 0.033) and vertical stiffness symmetry angle (P = 0.006) was significantly different across three performance tasks: unilateral drop jumping, bilateral drop jumping and bilateral hopping. Asymmetry percentages between compliant and stiff limbs were 5.6% (P < 0.001; d: 0.22), 23.3% (P = 0.001; d = 0.86) and 12.4% (P = 0.001; d = 0.39), respectively. Given the findings of studies 1 and 2, this thesis demonstrated the reliability and validity of a novel method by which to assess vertical stiffness - the unilateral drop jump. This task was used in subsequent studies to measure vertical stiffness. Study 3 sought to determine if vertical stiffness and vertical stiffness asymmetries influenced CODS performance determined during a 90o cutting task. Multiple regression analyses reported that mean vertical stiffness and asymmetry in jump height explained 63% (r2 = 0.63; P = 0.001) of CODS performance. Study 3 was the first investigation to demonstrate the importance of vertical stiffness to CODS performance. Study 4 sought to determine if acute exercise interventions designed to augment vertical stiffness would improve CODS. Unilateral and bilateral ‘stiffness’ interventions were evaluated against a control condition. CODS performances following the unilateral intervention were significantly faster than control (1.7%; P= 0.011; d = -1.08), but not significantly faster than the bilateral intervention (1.0% faster; P = 0.14; d = -0.59). Versus control, vertical stiffness was 14% greater (P = 0.049; d = 0.39) following the unilateral intervention. Study 4 demonstrated that a novel unilateral ‘stiffness’ intervention improved vertical stiffness and CODS performance. This highlights that the potential applicability of unilateral stiffness interventions in the pre-performance preparation of athletes.

The thesis is devoted to finding robust non-conflict paths in multi-agent path finding (MAPF). We propose several new techniques for the construction of these types of paths and describe their properties. We deal with the use of contingency planning and we create a tree plan for the agents where the specific path is chosen by the agents during the execution based on the current delay. Next we present an algorithm that increases robustness while maintaining the original length of the solution and we combine it with the previous approach. Then we will focus on the method of increasing robustness by changing the speed of agents. Finally we experimentally verify the applicability of these techniques on different types of graphs. We will show that all the proposed methods are significantly more robust than the classic solution and they also have certain advantages over previously known constructions of robust plans.

Major safety concerns are present at rural high speed intersections. When long uninterrupted tangents are located near rural intersections, the drivers can become inattentive to upcoming decision points. Traffic control devices could aid in mitigating these occurrences by warning drivers of upcoming decision points. One such device is transverse rumble strips, which act to provide motorists with an audible and tactile warning that their vehicle is approaching a decision point of critical importance to safety. The objective of this research was to determine if the presence of transverse rumble strips were an effective warning device for drivers approaching rural stop-controlled intersections. To evaluate the effectiveness of transverse rumble strips, vehicle speeds were measured at three locations along the approach to an intersection both before and after the installation of rumble strips. Vehicle speeds were measured at nine rural stop-controlled intersection sites in Texas. Overall, the installation of rumble strips generally produced small, but statistically significant (p ? 0.05), reductions in traffic speeds. There were some negative driver behavioral impacts (i.e., speed increases) that occurred after the installation of rumble strips. There were a few instances where speed change reductions of greater than 1 mph occurred, however, the overall trend was that speed change reductions were equal to or less than 1 mph. Although the rumble strips did not produce meaningful reductions in traffic speeds, they should still be considered based upon previous accident reductions and minimal installation costs.

Major safety concerns are present at rural high speed intersections. When long uninterrupted tangents are located near rural intersections, the drivers can become inattentive to upcoming decision points. Traffic control devices could aid in mitigating these occurrences by warning drivers of upcoming decision points. One such device is transverse rumble strips, which act to provide motorists with an audible and tactile warning that their vehicle is approaching a decision point of critical importance to safety. The objective of this research was to determine if the presence of transverse rumble strips were an effective warning device for drivers approaching rural stop-controlled intersections. To evaluate the effectiveness of transverse rumble strips, vehicle speeds were measured at three locations along the approach to an intersection both before and after the installation of rumble strips. Vehicle speeds were measured at nine rural stop-controlled intersection sites in Texas. Overall, the installation of rumble strips generally produced small, but statistically significant (p ? 0.05), reductions in traffic speeds. There were some negative driver behavioral impacts (i.e., speed increases) that occurred after the installation of rumble strips. There were a few instances where speed change reductions of greater than 1 mph occurred, however, the overall trend was that speed change reductions were equal to or less than 1 mph. Although the rumble strips did not produce meaningful reductions in traffic speeds, they should still be considered based upon previous accident reductions and minimal installation costs.