Dissertations / Theses on the topic 'Urban arterial'

Thesis (M. Tech. (Civil Engineering)) -- Central University of Technology, free State, 2013<br>According to the Road Traffic Management Corporation (RTMC) of South Africa, a large number of accidents involving motor vehicles occur annually on the arterial roads passing through the suburban residential areas of the cities of South Africa. This problem warrants planning and design interventions for the reduction of vehicular accidents and the consequent improvement of road safety on these city roads. Based on this premise, an investigation was conducted to explore the major causes of vehicular accidents, and to develop a set of urban planning and design guidelines to reduce vehicular accidents in suburban arterial roads of a city and to improve the road safety appreciably. The investigation was conducted by considering the suburban areas of Bloemfontein city of Free State, South Africa as the study area. A survey research methodology was followed for this purpose, and data was collected from both primary and secondary sources. Sample surveys were conducted in four different suburban areas of the city to collect primary data and to acquire firsthand information for understanding the scenario at grassroots level. The surveys included household surveys, in order to understand the demographic, socio-economic, and perceptual infrastructural conditions of the study area and their influence on vehicular accidents; road geometrical design parameter surveys; and traffic surveys to understand the road geometry and traffic-related scenarios in the city. In addition, structured statistical data was collected from secondary sources, such as published and unpublished literature and a range of other documents. The data collected was analysed statistically to find the major control parameters influencing vehicular accidents in the suburban arterial roads, and to establish relationships between vehicular accidents and the major control parameters. Based on the analyses, a theoretical linear multiple regression model establishing relationships between the vehicular accidents as the dependent variable and vehicular traffic-related variables (speed of vehicles and average daily traffic), road geometry design variables (road width and median width), and spatial variables (land use and land form in the form of the number of access points from residential areas to arterial routes), was developed to observe the number of accidents under varied simulated scenarios. The simulated model results were employed to develop various policy scenarios to reduce accidents and to improve road safety in the study area. The investigation revealed that, under the composite scenario of the reduction of number of accesses from residential areas to arterial roads, speed, and average daily traffic along with the increase of road width and median width, the occurrence of vehicular accidents in the arterial roads of suburban areas of the city would be reduced and road safety would be improved significantly. It was also observed that residential areas with limited vehicular access from residential areas to arterial roads would have fewer vehicular accidents than residential areas having unrestricted access. Consequently, the number of access points from residential areas to arterial roads in suburban areas of the city would need to be limited, depending on the functions and land use of the area, to improve road safety.

A hipertensão arterial sistêmica (HAS) é um problema de saúde pública devido aos altos índices de prevalência da doença, baixa adesão ao tratamento medicamentoso e controle insatisfatório da Pressão Arterial (PA) na população hipertensa. O objetivo deste estudo foi avaliar a prevalência da HAS e identificar os índices e fatores relacionados à não adesão e abandono ao tratamento medicamentoso e não controle da PA nas áreas rural e urbana do município de Sacramento/MG. Trata-se de um inquérito epidemiológico de amostragem aleatória que envolveu 1.528 indivíduos com idade igual ou superior a 20 anos. Foram coletados dados relacionados a variáveis socioeconômicas, características clínicas e informações relativas a terapêutica medicamentosa e acesso ao serviço de saúde. A prevalência da HAS foi calculada a partir do relato do participante, uso declarado de anti- hipertensivos e constatação diagnóstica entre aqueles que desconheciam sua condição. A não adesão foi medida com o \"Questionário de Adesão a Medicamentos - Qualiaids\" (QAM-Q), validado no Brasil. Foi considerado abandono do tratamento a situação em que o participante informou estar há pelo menos uma semana sem tomar nenhum anti-hipertensivo; a avaliação do não controle considerou os hipertensos em tratamento que apresentaram a PA elevada no momento da entrevista. Na análise univariada utilizou-se o Odds ratio como medida de efeito. Para o ajuste das variáveis de confusão foi utilizado o modelo de regressão logística com nível de significância de p<0,05. Foram entrevistados 153 sujeitos residentes da área rural e 1375 da área urbana. A prevalência de HAS foi de 38,6%, sendo 38,6% na área urbana e 38,5% na rural. Entre os hipertensos (n=590), 8,5% desconheciam esta condição. Dentre os que conheciam sua condição de hipertenso (n=540), 90,6% estavam em tratamento, 58,9% não aderiam ao tratamento, 9,4% abandonaram a terapia medicamentosa e 47,4 % apresentaram a PA não controlada. As variáveis que apresentaram associação com a HAS foram: idade igual ou superior a 40 anos, obesidade, baixa escolaridade, falta de trabalho e histórico familiar de HAS. O desconhecimento da condição de hipertenso foi associado à baixa escolaridade. As variáveis associadas a não adesão foram: sedentarismo, uso do saleiro, consumo de alimentos industrializados, exercício do trabalho e não comparecimento às consultas médicas. O abandono do tratamento medicamentoso foi associado a: sexo masculino, idade jovem, baixa renda, tabagismo, consumo de alimentos industrializados, estresse, não comparecimento periódico a consultas médicas, medida esporádica da PA e viver sem companheiro (a). As variáveis associadas ao não controle da PA foram: renda per capita maior que um salário mínimo, etilismo, diagnóstico de HAS há mais de cinco anos, não comparecimento à consulta médica e não seguimento da prescrição medicamentosa. A identificação da prevalência e variáveis associadas à HAS e não adesão ao tratamento medicamentoso colabora para a elaboração de políticas públicas de saúde que visam reduzir complicações da doença e melhorar a qualidade de vida da população hipertensa<br>The Systemic Hypertension (SH) is a public health problem due to high rates of disease prevalence, low adherence to drug therapy and unsatisfactory control of Blood Pressure (BP) in the hypertensive population. The aim of this study was to evaluate the prevalence of SH and identify the indices and factors related to non- adherence and discontinuation of drug treatment, and lack of BP control, in rural and urban areas of Sacramento Municipality, Minas Gerais. This is an epidemiological survey of random sampling, involving 1,528 individuals aged 20 years or above. Data were collected based on socioeconomic variables, clinical characteristics and information related to drug therapy and access to health services. The prevalence estimate of SH was calculated based on: participant\'s information, declared use of antihypertensive drugs, and diagnostic confirmed among those who were unaware of their condition. Non-adherence was measured with the \"Questionnaire Adherence to Medications - Qualiaids\". (QAM-Q), validated in Brazil. It was considered abandoning treatment when the individual reported at least one week without taking any antihypertensive. The assessment of lack of hypertension control, took in account those who showed elevated BP when interviewed. The Odds Ratio was used, in the univariate analysis, as a causative factor. To adjust the confounding variables was used a logistics regression model with a significance level of p <0.05. 153 subjects residents in rural areas were interviewed and 1375 in urban areas. The prevalence of hypertension was 38.6%; 38.6% in urban areas and 38,5% in rural areas. Among hypertensive (n = 590), 8.5% were unaware of this condition. Among those who knew their hypertensive condition (n = 540): 90.6% were in treatment, 58.9% did not adhered to treatment, 9.4% discontinued treatment with drugs, and 47.4% had uncontrolled BP. The variables that showed association with SH were: age equal to or greater than 40 years, obesity, low education, unemployment, and family history of hypertension. The ignorance of hypertension condition was associated with low education. The variables associated with non-adherence were: sedentariness, salt intake, consumption of processed foods, currently working, and not attending medical appointments. The abandonment of drug treatment was associated with: male gender, young age, low income, tobacco use, consumption of processed foods, stress, failure to appear periodically to medical appointments, sporadic BP measurement, and living without a partner. The variables associated with no BP control were: income per capita greater than a minimum wage, alcoholism, last testing for high hypertension done more than 5 years ago, not to attend to medical consultations, and not taking their medications as prescribed. Identifying the prevalence and variables associated with hypertension and non-adherence to medication, collaborated to develop public health policies that aim to reduce disease complications and to improve the quality of life in the hypertensive population

Since automobile use became widespread in North America, Europe, and Australia during the first two decades of the 20th century, cities and their streets have been reshaped to adapt to the motor vehicle surge. Efforts are now underway to re-define the purpose of arterial streets and to re-design these important thoroughfares accordingly. This movement has taken a variety of names, including “Livable Streets”, “Context Sensitive Streets” and “Complete Streets”. Such streets are multimodal transport links as well as places for socio-economic life and active living.This thesis presents findings from research on assessing just how “active” and “sustainable” are a set of arterial streets in five San Francisco Bay Area cities. Six streets, two re-designed as more “livable” or more “context sensitive” streets, and four more conventional arterial streets, are compared across a set of objective performance metrics and subjective assessments from street users and businesses. The analysis was grounded in a mixed methods approach. Streets were evaluated on an array of quantitative measures, as well as the results of six street user focus groups and surveys of 716 street users and local businesses.An important outcome of the research is a framework or model for influences on and supports for street activity and sustainability. Thesis findings affirm the importance to communities of multi-purpose street environments. Thesis results show that arterial streets can be redesigned to engender activity and promote sustainability. This research confirmed the importance of providing space on arterial streets for pedestrians, cyclists, and transit users. This thesis represents a significant extension of the knowledge in the field of what constitutes a more sustainable arterial street environment. The assessment framework integrates a far wider range of research disciplines and concerns than previously evidenced in the literature. As such it may provide policymakers with a better understanding and basis on which to pursue further arterial street re-designs in similar contexts to those of the six streets I studied in this research.

Introduction: Systemic Arterial Hypertension (SAH) is one of the main public health problems causing high morbidity and mortality worldwide. SAH is a multifactor clinical condition characterized by elevated and sustained levels of high Blood Pressure (BP). Despite SAH being an important changeable risk factor for Cardiovascular Diseases (CD), it is highly prevalent (in Brazil, a prevalence of 19,8% is estimated in rural populations, and of 21,7% in urban populations). Prevalence of SAH differs between the populations and is modulated by risk factors. Workers, both rural and urban are exposed to risk factors (behavioral, environmental and economic) of SAH. Subpopulations with lack of access to diagnosis, treatment and monitoring of the disease, factors that might increase their morbidity and mortality. Despite the high morbidity and mortality of SAH, heterogeneity of prevalence and of the risk factors associated with this condition in many subpopulations has yet to be portrayed. Objectives: Define and compare the prevalence of Systemic Arterial Hypertension between urban and rural adults, as well as risk factors associated with. Materials and methods: This study is clinical, observational and transversal, evaluating and comparing subjects that live in urban and rural area. Data was collected through structured interview in a questionnaire, screening, ambulatory and specialized blood pressure monitoring, anthropometric evaluation, additional laboratorial tests. Statistic approach was descriptive and analytical. Results: Population in the study was of 400 workers, 200 of them from the rural area (AR) and 200 from the urban area (AU), 77 (19.3%) women and 323 (80.8%) men. The average age was 39.3±13.7 (47.4±13.7 in AR and 31.3±7.6 in AU). The overall prevalence of hypertension was 28.8% [40.5% in AR and 17.0% in AU, p <0.001, OR 3.32 (2.09-5.29)]. The risk factors associated with high blood pressure were: socioeconomic class (p=0.002), marital status (p=0.002), educational level (p <0.001), high IMC (p<0.001), history of HAS (p=0.049), (p<0.001), waist circumference (p<0.001), total cholesterol (p<0.001), HDL (p=0.048), LDL (p<0.001), triglycerides (p<0.001) and ECG (p<0.001). In the urban area the variables associated with SAH were: age (p <0,001), waist circumference (p<0.001), high IMC (p<0.001), total cholesterol (p=0.001), triglycerides (p<0.001), and Altered ECG (p <0.001). In the rural area: age (p<0.001), IMC (p<0.001), total cholesterol (p<0.001), LDL (p<0.001), triglycerides (p<0.001) and altered ECG (p<0.001). Conclusion: Prevalence of HAS was higher in the rural population when compared to the urban population, risk factors associated with the rural population might explain the increased prevalence. Lack of diagnose is present in rural and urban areas. Needs for better follow-up among patients was demonstrated by blood pressure alterations in anti-hypertensive drug users.<br>Introdução: A hipertensão Arterial Sistêmica (HAS) é um dos principais problemas de saúde pública causando alta morbidade e mortalidade no mundo todo. A HAS é uma condição clínica multifatorial caracterizada por níveis elevados e sustentados de pressão arterial (PA). Apesar da HAS ser um importante fator de risco modificável para doenças cardiovasculares (DCV), possui alta prevalência (no Brasil estima-se prevalência de 19,8% na área rural e 21,7% na área urbana). Indivíduos nas áreas rurais e urbanas estão expostos a diferentes fatores de risco (comportamental, ambiental e econômico) à HAS. Subpopulações com baixo acesso a diagnóstico, tratamento e monitoramento da doença podem ter a morbimortalidade da HAS potencializada. Apesar dos impactos negativos da HAS, a prevalência e os fatores de risco associados característicos de subgrupos populacionais ainda não são bem descritos, principalmente em países em desenvolvimento. Objetivo: Estabelecer e comparar a prevalência à Hipertensão Arterial Sistêmica entre adultos da área urbana e rural e identificar fatores de risco associados. Materiais e métodos: Trata-se de um estudo clínico, observacional, transversal, avaliando e comparando moradores da área urbana e rural. Os dados foram coletados por entrevista estruturada em formulário, verificação pressórica de triagem, ambulatorial e especializada, avaliação antropométrica, exames laboratoriais complementares. A abordagem estatística foi descritiva-analítica. Resultados: A amostra do estudo foi composta por 400 trabalhadores, sendo estes 200 na área rural (AR) e 200 da urbana (AU), 77 (19,3%) mulheres e 323 (80,8%) homens. A média de idade foi respectivamente 39,3±13,7 (47,4±13,7 AR e 31,3±7,6 AU). A prevalência geral da hipertensão foi de 28,8% [40,5% AR e 17,0% AU, p<0.001, OR 3,32 (2,09-5,29)]. Na amostra total estudada os fatores associados foram: classe socioeconômica (p=0,002), situação conjugal (p=0,002), nível educacional (p<0.001), IMC elevado (p<0,001), histórico de HAS (p=0,049), tabagismo (p<0,001), circunferência da cintura (p<0,001), colesterol total (p<0,001), HDL (p=0,048), LDL (p<0,001), triglicerídeos (p<0,001) e ECG (p<0,001). Na área urbana as variáveis associadas a HAS foram: idade (p<0,001), relação circunferência da cintura (p<0,001), IMC elevado (p<0,001), colesterol total (p=0,001), triglicerídeos (p<0,001) e ECG alterado (p<0,001). Na área rural: idade (p<0,001), IMC (p<0,001), colesterol total (p<0,001), LDL (p<0,001), triglicerídeos (p<0,001) e ECG alterado (p<0,001). Conclusões: A HAS foi mais prevalente na área rural se comparada a urbana, os fatores de risco associados a população rural podem, em parte, explicar este aumento. A carência no diagnostico é presente nas áreas rurais e urbanas e a necessidade de monitoramento em tratamentos de hipertensos foi demonstrada pelo descontrole pressórico em pacientes usuários de anti-hipertensivo.<br>Lagarto, SE

The purpose of this study is to explore the use of integrated probe vehicle, traffic and land use data to identify and characterize fine particulate matter (PM[subscript 2.5]) hot spot locations on urban arterial corridors. In addition, a preliminary analysis is conducted to consider volatile organic compound (VOC) hot spot locations. A pollutant hot spot is defined as a location on a corridor in which the mean pollutant concentrations are consistently above the 85th percentile of pollutant concentrations when compared to all locations along the corridor. In order to collect data for this study, an electric vehicle was equipped with instruments designed to measure PM[subscript 2.5] and total VOC (TVOC) concentrations. Second-by-second measurements were performed for each pollutant from both the right and left sides of the vehicle. Detailed meteorological, traffic and land use data is also available for this research. The results of a statistical analysis, including multiple regression, are used to better understand which data sources are most valuable in estimating PM[subscript 2.5] hot spot locations consistent with empirical data; knowledge is gained as to which variables have the strongest statistical relationships with traffic emissions and pollutant levels at a corridor level. A preliminary analysis is also completed to consider which variables are statistically related to TVOC hot spot locations. This research highlights the importance of considering both consistency and magnitude of pollutant concentrations when identifying hot spot locations. An objective of this research is to develop a method to identify urban arterial hot spot locations that provides a balance of efficiency (in terms of capital expenses, time, resources, expertise requirements, etc.) and accuracy.

Arterial routes are key structuring components of the urban structure. These routes perform vital functions, including the connectivity of nodes or nodal areas, providing access to urban opportunities, linking metropolitan / municipal areas and providing access to the public transportation system. In order to protect the functionality of these routes, which primarily relates to a mobility function, development along these routes should be controlled. The formulation of policies for development along arterial routes is vital to ensure sustainable, integrated development along these routes without negatively impacting on the urban structure as a whole. A number of challenges are experienced during the formulation–process of these policies, especially since development along these routes is multi–faceted in nature. A case study of Ontdekkers Road, which is a major arterial route located within the City of Johannesburg, is used as the main point of departure. A comparison of the three sections of the route extending from Krugersdorp to Johannesburg (i.e. Voortrekker, Ontdekkers and Main Road) and the applicable development policies provides insight into the key challenges experienced during the policy–formulation process and the implementation of these policies. The study provides key recommendations in response to the challenges experienced along major arterial routes. The recommendations predominantly relate to the multi–faceted nature of development along these routes; the necessity of an interdisciplinary approach to policy–formulation; the importance of comprehensive public participation that involves the relevant stakeholders, professionals and authorities; and the continuous interaction between neighbouring municipalities to identify cross–border issues and co–ordinate planning initiatives. The dynamic nature of development along arterial routes necessitates dynamic policies that consider changing social, economic and physical conditions. To this end, the study recommends the review of development policies on an annual basis and the implementation of contingency–based planning.<br>Thesis (M.Art. et Scien. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2011.

The use of GPS probes in traffic management is growing rapidly as the required data collection infrastructure is increasingly in place, with significant number of mobile sensors moving around covering expansive areas of the road network. Many travelers carry with them at least one device with a built-in GPS receiver. Furthermore, vehicles are becoming more and more location aware. Vehicles in commercial fleets are now routinely equipped with GPS. Travel time is important information for various actors of a transport system, ranging from city planning, to day to day traffic management, to individual travelers. They all make decisions based on average travel time or variability of travel time among other factors. AVI (Automatic Vehicle Identification) systems have been commonly used for collecting point-to-point travel time data. Floating car data (FCD) -timestamped locations of moving vehicles- have shown potential for travel time estimation. Some advantages of FCD compared to stationary AVI systems are that they have no single point of failure and they have better network coverage. Furthermore, the availability of opportunistic sensors, such as GPS, makes the data collection infrastructure relatively convenient to deploy. Currently, systems that collect FCD are designed to transmit data in a limited form and relatively infrequently due to the cost of data transmission. Thus, reported locations are far apart in time and space, for example with 2 minutes gaps. For sparse FCD to be useful for transport applications, it is required that the corresponding probes be matched to the underlying digital road network. Matching such data to the network is challenging. This thesis makes the following contributions: (i) a map-matching and path inference algorithm, (ii) a method for route travel time estimation, (iii) a fixed point approach for joint path inference and travel time estimation, and (iv) a method for fusion of FCD with data from automatic number plate recognition. In all methods, scalability and overall computational efficiency are considered among design requirements. Throughout the thesis, the methods are used to process FCD from 1500 taxis in Stockholm City. Prior to this work, the data had been ignored because of its low frequency and minimal information. The proposed methods proved that the data can be processed and transformed into useful traffic information. Finally, the thesis implements the main components of an experimental ITS laboratory, called iMobility Lab. It is designed to explore GPS and other emerging data sources for traffic monitoring and control. Processes are developed to be computationally efficient, scalable, and to support real time applications with large data sets through a proposed distributed implementation.<br><p>QC 20150525</p>

Este trabalho propõe um método para avaliação das condições de fluidez do tráfego em vias arteriais da cidade de Porto Alegre sob a ótica de seus usuários, de modo a subsidiar a apresentação destas informações através dos painéis de mensagem variável (PMV). Para atingir o objetivo proposto, foram levantados: (i) estado-da-arte e da prática sobre a utilização de PMV; (ii) características das vias arteriais da cidade; (iii) imagens de vídeo e dados de tráfego destas vias; (iv) a percepção dos usuários sobre a fluidez do tráfego. O levantamento do estado-da-arte e da prática permitiu conhecer quais as características das mensagens, sejam elas do padrão construtivo ou do conteúdo, podem influenciar no comportamento do usuário. O estudo do sistema viário permitiu a escolha de vias de grande importância para a mobilidade da população para a aplicação do estudo. Os dados de tráfego e as imagens de vídeo destas vias foram utilizados na elaboração de cenários que buscaram representar situações de tráfego encontradas nos grandes centros urbanos. Os cenários foram avaliados por usuários das vias em questão. A partir dos resultados da pesquisa qualitativa, foram realizadas modelagens e obtidas equações que relacionam a percepção de fluidez do tráfego por parte dos usuários com a velocidade média do trecho. Os resultados indicaram que: (i) a velocidade média tem grande influência sobre a percepção de fluidez por parte dos motoristas; (ii) a avaliação sobre a fluidez do tráfego piora significativamente com a redução da velocidade média; (iii) os modelos para vias em estudo tem comportamentos semelhantes. Além disso, este trabalho propõe uma escala de qualificação da fluidez do tráfego levando em consideração a percepção dos usuários, utilizando a velocidade média com indicador de desempenho.<br>This paper proposes a method for analyzing the conditions of traffic flow on arterial roads of the Porto Alegre city from the perspective of its users in order to submit this information by variable message signs (VMS). To reach that goal has been raised: (i) state of the art and practice on the use of VMS; (ii) characteristics of the arterial roads of the city; (iii) video images and data traffic from these roads; ( iv) the perception of users about the traffic flow. The lifting of the state of the art and practice which helped identify the characteristics of messages, whether constructive or the standard of content, can influence the behavior of the user. The study of the road system allowed the choice of channels of great importance to the mobility of the population to implement the study. Traffic data and video images of these routes were used in the preparation of scenarios that sought to represent traffic situations found in large urban centers. The scenarios were evaluated by users of the roads in question. From the results of qualitative research, modeling was performed and obtained equations that relate the perception of traffic flow for users with average speed of the stretch. The results indicated that: (i) the average speed has great influence on the perception of fluidity by the drivers, (ii) the assessment of traffic flow worsened significantly with the reduction of average speed, (iii) models for railway under study have similar behaviors. In addition, this paper proposes scales qualification of traffic flow from the perspective of users, using the average speed with performance indicator.

Cette thèse contribue à interroger le renouvellement des rôles et statuts associés aux grands axes de circulation en milieu urbain et ce, au double prisme des théories urbanistiques qui ont pu les prendre pour objet, et des démarches de projets participant de leurs transformations effectives dans un contexte prônant le « refaire la ville sur la ville ». Chacun de ces angles d’approche a été plus particulièrement abordé dans une des deux parties constitutives de cette recherche. La première partie est ainsi centrée sur une analyse interprétative des places et valeurs fluctuantes accordées aux différentes typologies de rues dans le champ de l’urbanisme. Celle-ci a permis de mettre l’accent sur certains des ressorts ayant contribué à faire de ces typologies spécifiques de voies, des « angles morts » des principaux modèles théoriques d’organisation et de hiérarchisation du réseau viaire. Leur reconsidération amène dès lors à plus largement s’interroger sur l’étendue des potentialités programmatiques et projectuelles induites par ces évolutions de même que sur les formes potentiellement prises par un tel réinvestissement. Celles-ci ont été plus particulièrement traitées dans le cadre de la seconde partie, fondée sur une investigation plus « empirique » de cet enjeu, et articulée autour d’une démarche de « mise en regard » des projets d’High Street 2012 à Londres et de la rue Garibaldi à Lyon. La grille de lecture mobilisée pour leur analyse a permis de faire émerger le constat d’une grande diversité des objectifs et des formes données aux projets actuellement développés sur ces axes, en même temps qu’un renouvellement des ambitions, plus plurielles, qui leur sont associées<br>This thesis contributes to question the renewal of the roles and status associated with the mixed-used arterial corridors in urban area and this, trough both the filter of urban planning theories relative to them as well as the project approaches participating in their effective transformation in a context claiming to “built cities on top of cities”. Each of those perspectives have been particularly explored one of the two parts of this research. The first part is thus centered on an interpretative analysis of the places and fluctuating values corresponding to the different street typologies found in urban planning and urban design theories. This bring to light few of the characteristics that participated to bring some specific street typologies in the blind spot of the principal theoretical models of organization and hierarchisation of the street network. Their reconsideration leads then to a larger inquiry about the extend of the potential programs and projects induced by those evolutions and later to the potential forms of such reinvestment. Those latest have been particularly considered within the second part, based on a more “empirical” investigation of those challenges and articulated around the comparison of the London High Street 2012 and the Lyon Garibaldi Street projects. The analytical grid employed helped to reveal a large diversity of the objectives and forms of the various projects developed on those urban axes and on the same time a renewal of the ambitions associated with them, more plurals and composites

Orientador: Otávio Rizzi Coelho<br>Tese (doutorado) - Universidade Estadual de Campinas, Faculdade de Ciências Médicas<br>Made available in DSpace on 2018-08-26T20:39:44Z (GMT). No. of bitstreams: 1 Almeida_RaitanyCostade_D.pdf: 3902239 bytes, checksum: 8a2cfd7f0667fa050bead8f4ebaf4e95 (MD5) Previous issue date: 2015<br>Resumo: Hipertensão arterial sistêmica (HAS) é uma importante causa evitável de morbidade e mortalidade cardiovascular. Vários estudos apontam para o aumento de sua prevalência no mundo e baixo controle pressórico, mas existem poucos dados referentes as comunidades ribeirinhas. Esta pesquisa compara a prevalência, consciência, tratamento e controle de HAS entre população urbana e ribeirinha em Porto Velho, região Amazônica, assim como avalia outros fatores de risco cardiovascular. Foi conduzido um estudo transversal, fundamentado em inquérito domiciliar em indivíduos de 35 a 80 anos, recrutados entre julho e dezembro de 2013. Realizado entrevista com questionário padronizado, medidas de pressão arterial (PA), peso, altura e circunferência abdominal (CA). HAS foi definido através de indivíduos que relataram ter a doença, ou prescritos para uso de medicações anti-hipertensivas ou aqueles que tinham PA sistólica ? 140 mmHg ou PA diastólica ? 90 mmHg, na média de duas medidas usando dispositivo digital automático. Consciência foi baseada em autorrelatos, tratamento no uso de medicamento anti-hipertensivo, e controle foi definido quando indivíduos apresentavam PA menor do que 140/90 mmHg. Foi calculado índice de massa corpórea (IMC) e CA para avaliação de obesidade e obesidade abdominal. Também foi avaliado, através de autorrelatos, a taxa de diabetes, dislipidemia, tabagismo. Entre 1410 participantes, 750 (53,19%) tinham HAS e 473 (63,06%) eram cientes do diagnóstico. Daqueles que tinham consciência do diagnóstico, a maioria 404 (85.41%) recebia tratamento farmacológico, mas a taxa de controle foi baixa. As percentagens de prevalência e tratamento foram maiores na área urbana, respectivamente, (55,48% vs. 48,87%)(p=0,02) e (61,25% vs. 52,30%)(p<0,01). A consciência de HAS foi maior na área ribeirinha (61,05% vs. - 67,36%)(p<0,01), mas as taxas de controle, tanto entre todos os hipertensos quanto naqueles que faziam tratamento farmacológico, foram similares, respectivamente, (22,11% vs. 23,43%)(p=0,69) e (33,88% vs. 34,32%) (p=0,77). Não houve diferença significativa no sobrepeso (40,93% vs. 40,28%)(p=0,73); obesidade (19,10% vs 19,63%)(p=0,68) e tabagismo (18,56% vs. 16,76%)(p=0,09). Cerca de metade dos participantes apresentavam HAS. A prevalência foi mais alta nos urbanos, mas a diferença para os ribeirinhos foi pequena. Dos indivíduos hipertensos, tanto na área urbana quanto ribeirinha, menos de um quarto tinham HAS controlada<br>Abstract: High blood pressure (hypertension) is a major preventable cause of cardiovascular morbidity and mortality. Several studies indicate to the increase its prevalence in the world and low control rate, but there are few data on the riverside communities. This research compares the prevalence, awareness, treatment and control of hypertension between urban and riverside population in Porto Velho, the Amazon region, as well as evaluating other cardiovascular risk factors. A cross-sectional study was conducted, based on a household survey in individuals 35-80 years recruited between July and December 2013. Directed interview with standardized questionnaire, blood pressure measurements (PA), weight, height and waist circumference (WC). Hypertension was defined by individuals who reported having the disease, or prescribed for use of antihypertensive medications or those who had systolic blood pressure ? 140 mmHg or diastolic BP ? 90 mmHg, the mean of two measurements using automatic digital device. Awareness was based on self-reports, treatment in the use of antihypertensive medication, and control was defined as a BP ? 140/90 mm Hg. We calculated body mass index (BMI) and WC for assessing obesity and abdominal obesity. We also assessed through self-report, the rate of diabetes, dyslipidemia, smoking. Among 1410 participants, 750 (53.19%) had hypertension and 473 (63.06%) were aware of their diagnosis. Of those who were aware of the diagnosis, 404 (85.41%) received pharmacological treatment, but the control rate was low. The percentages of prevalence and treatment were higher in urban areas, respectively (55.48% vs. 48.87%) (p = 0:02) and (61.25% vs. 52.30%) (p <0.01). Awareness was higher in the riverside area (61.05% vs. 67.36%) (p <0.01), but control rates, both among all hypertensive patients and in those who were pharmacological treatment were similar, respectively, (22.11% vs . 23.43%) (p = 0.69) and (33.88% vs. 34.32%) (p = 0.77). - There was no significant difference in the overweight (40.93% vs. 40.28%) (p = 0.73); obesity (19.10% vs. 19.63%) (p = 0.68) and smoking (18.56% vs. 16.76%) (p = 0.09). Hypertension prevalence was higher in the urban population than in the riverside population. Of the hypertensive individuals in both areas, < 25% had controlled blood pressure<br>Doutorado<br>Clinica Medica<br>Doutor em Clínica Médica

<p> This dissertation attempts to develop simple and direct approaches to estimate the vehicle queue length and travel time along signalized arterial links for real-time traffic operations. This dissertation is the first to demonstrate a process using vehicle trajectory data to generate detector volume, speed and time occupancy data, along with the generalized flow rate, density and space mean speed data. This approach minimizes detector over-counting and miss-counting issues. The detection zone can be of any shape or size and at any location along the trajectory. The relationships among detector volume, speed and time occupancy along signalized arterials are analyzed theoretically and experientially. If the generalized definitions of flow rate, density and space mean speed are used, the fundamental relationship, <i>v</i> = <i>ds</i>, holds valid in a signalized arterial environment. The fundamental relationship diagram plotted using field signalized arterial data has not been seen in any of the literatures reviewed.</p><p> Within the defined time-space region, the scatter diagram of the generalized density and the detector time occupancy presents a strong linear correlation. Simply converting detector volume counts within one data collection time period to use as the generalized flow rate introduces estimation errors. There are two major reasons. The first is that vehicles don&rsquo;t completely cross the detector during the data collection time period. The second is that it assumes vehicles would evenly spread across the data collection time period when crossing the detection zone. Traffic flow intensity is introduced and defined within the time-space regions to provide much more accurate description of the traffic flow arrival and departure conditions.</p><p> This dissertation attempts to make improvements to the input-output technique for queue estimation along signalized links. Based on analyses of the theoretical and experiential cumulative input-output diagrams, also known as the Newell Curves, two major improvements are proposed to improve the performance of the input-output technique. The improvements take into account vehicles stop on top of detectors in the estimation, make necessary adjustments to detector vehicle counts, and introduce a reset mechanism to remove the accumulated estimation errors during a long time period. The improvements are tested using two sets of field data. One set of data are 10-second queue and virtual detector data generated using the Federal Highway Administration Next Generation Simulation Peachtree Street dataset. The other set of data are field manually collected 20-second queue, and loop detector vehicle count and time occupancy data at metered on-ramps. It is concluded that both improvements help to produce estimation results far better than the original input-output technique. With adjusted detector vehicle counts, the performance of the Kalman Filter queue estimation model is also improved.</p><p> A simple conservation law approach is developed to estimate travel time along signalized arterial links. Inputs used include the traffic flow intensity at input and out detectors, plus the initial vehicle queue. The estimated travel time is tested with the field travel time data to evaluate the performance of the estimation. The developed model is also compared with the NCHRP Project 3-79 model and the Little&rsquo;s Law queueing theory model. The developed model performs much better for per short interval travel time estimation. </p><p> The proposed travel time estimation approach only uses the detector volume and time occupancy data. It does not rely on signal timing data to estimate the control delay or a delay model to estimate the queueing delay. In addition, neither roadway geometry nor vehicle length data are used.</p>

Abstract Travel time reliability is defined as the consistency or dependability in travel times during a specified period of time under stated conditions, and it can be used for evaluating the performance of traffic networks based on LOS (Level of Service) of the HCM (Highway Capacity Manual). Travel time reliability is also one of the most understood measures for road users to perceive the current traffic conditions, and help them make smart decisions on route choices, and hence avoid unnecessary delays (Liu & Ma, 2009). Therefore, travel time reliability on urban arterials has become a major concern for daily commuters, business owners, urban transportation planners, traffic engineers, MPO (Metropolitan Planning Organization) members as congestion has grown substantially over the past thirty (30) years in urban areas of every size. Many studies have been conducted in the past on travel time reliability without a full analysis or explanation of the fundamental traffic and geometric components of the corridors. However, a generalized model which captures the different factors that influence travel time reliability such as posted speed, access density, arterial length, traffic conditions, signalized intersection spacing, roadway and intersection geometrics, and signal control settings is still lacking. Specially, there is a need that these factors be weighted according to their impacts. This dissertation by using a linear regression model has identified 10 factors that influence travel time reliability on urban arterials. The reliability is measured in term of travel time threshold, which represents the addition of the extra time (buffer or cushion time) to average travel time when most travelers are planning trips to ensure on-time arrival. "Reliable" segments are those on which travel time threshold is equal to or lowers than the sum of buffer time and average travel time. After validation many scenarios are developed to evaluate the influencing factors and determine appropriate travel times reliability. The linear regression model will help 1) evaluate strategies and tactics to satisfy the travel time reliability requirements of users of the roadway network--those engaged in person transport in urban areas 2) monitor the performance of road network 3) evaluate future options 4) provide guidance on transportation planning, roadway design, traffic design, and traffic operations features.

A hipertensÃo arterial tÃm sido considerada uma importante patologia para a saÃde pÃblica dada sua determinaÃÃo na ocorrÃncia de doenÃas cardiovasculares, notadamente, o infarto do miocÃrdio, a doenÃa vascular cerebral e a insuficiÃncia cardÃaca congestiva. VÃrios fatores de risco relacionados com a hipertensÃo arterial jà foram descritos, entretanto, em nosso Estado ainda à pouco conhecida a importÃncia relativa de cada um deles. Esse estudo teve como objetivo verificar a prevalÃncia e a importÃncia relativa de alguns fatores de risco clÃssicos da hipertensÃo arterial numa populaÃÃo adulta, de baixa renda, do Conjunto habitacional Metropolitano, Caucaia-CE na regiÃo metropolitana de Fortaleza, bem como medir a associaÃÃo entre trabalho domÃstico e hipertensÃo em mulheres. Foi realizado um inquÃrito casa a casa, em 760 domicÃlios de uma Ãrea contÃnua do bairro, quando entÃo foram entrevistados, feito exame antropomÃtrico e aferida a pressÃo arterial, de 1.248 indivÃduos de ambos os sexos, a partir de 30 anos de idade. Foi observada, uma prevalÃncia de hipertensÃo arterial de 23,96% (VI JNC) e 9,85% (OMS). A prevalÃncia de sobrepeso foi de 35,76% e de obesidade foi de 15,18%. As mulheres apresentaram um crescimento significativo da prevalÃncia do sobrepeso e obesidade com o aumento da idade, enquanto os homens nÃo apresentaram. Entre os indivÃduos com sobrepeso e obesidade, a prevalÃncia da hipertensÃo(VI JNC) foi 25,42% e 40,11% respectivamente. NÃo foi observada diferenÃa significativa na prevalÃncia da hipertensÃo entre os sexos. Uma maior renda familiar e maior nÃmero de anos na escola estavam associados significativamente a uma menor prevalÃncia de hipertensÃo arterial. Para medir a associaÃÃo entre trabalho domÃstico e hipertensÃo arterial em mulheres foi realizado um estudo caso controle, com 147 casos e 300 controles, na faixa etÃria de 30 a 55 anos de idade. Casos foram mulheres com PAD igual ou superior a 90 mm Hg e/ou PAS igual ou superior a 140 mm Hg. Controles foram mulheres com PAD inferior a 80 mm Hg e PAS inferior a 120 mmHg. O trabalho domÃstico foi medido em tempo gasto em horas/dia com as atividades de lavar, passar, cozinhar e limpar, alÃm de cuidados com crianÃas, idosos e doentes. Desse total, 99,0% (442) realizavam trabalho domÃstico em casa e 1,0% (5) disseram nÃo fazer qualquer tipo de atividade domÃstica em casa, 9,50% (42) exerciam trabalho domÃstico fora de casa (emprego domÃstico); 12,44% (55) exerciam trabalho nÃo domÃstico em casa (costurar, bordar, vender) e 13,57% (60) exerciam trabalho nÃo domÃstico fora de casa (comerciÃria, operÃria, balconista). Verificou-se associaÃÃo significativa entre realizar trabalho domÃstico fora de casa e hipertensÃo arterial (OR=2,17; IC 95%: 1,04 â 4,53) ajustada para as variÃveis idade, IMC, renda e horas de trabalho domÃstico em casa, que tambÃm apresentaram-se significativamente associadas à hipertensÃo. Os demais tipos de ocupaÃÃo nÃo apresentaram associaÃÃo significativa com a hipertensÃo, inclusive realizar trabalho domÃstico em casa. Esses resultados apontam para a importÃncia da obesidade na populaÃÃo adulta geral, enquanto fator passÃvel de intervenÃÃo, bem como estudos prospectivos especÃficos sobre ocupaÃÃo e hipertensÃo arterial em mulheres.<br>The High Blood Pressure has been considered to be one of the most important pathologies for the Public Health, due to its importance for the occurrence of the cardiovascular diseases, specially the heart attack, the vascular cerebral disease and the congestive cardiac insufficiency. Many risk factors related to the High Blood Pressure have been described in the literature. However, in our State, relative importance of each one of them is still little known. The aim of the present study was to verify the prevalence and the relative importance of some classic risk factor for the High Blood Pressure in an adult population with low income, as well as to measure the association between domestic work and High Blood Pressure in women. The study area was âThe Conjunto Habitacional Metropolitanoâ, a group of apartment blocks for low income people in the Municipality of Caucaia, Cearà State, Brazil. A survey was carried out, in house by house basis, in 760 households in a continuos area of the âConjunto Habitacional Metropolitanoâ. A total of 1,248 individuals of both sexes and thirty years old or older was enrolled in this survey. During the survey an interview was carried out, a anthopometric exam was conducted and the blood pressure of all individuals was measured. It was observed a prevalence of arterial blood pressure of 23,96% (VI JNC) and 9,85% (WHO). The prevalence of overweight was 35,76% and the obesity was of 15,18%. Women presented an significant increase on the prevalence of overweight and obesity as the age goes on. On the other hand, men did not show this increase. Among the individuals with overweigth and obesity, the prevalence of high blood pressure (VI JNC) was 25,42% in women and 40,11% in men. it was not observed any significant difference of high blood pressure between the sexes. A higher society level and a longer school live were associated with a smaller prevalence of arterial high blood pressure. To measure the association between the work done at home and high blood pressure in women, was executed a case-control study. It involved 147 cases and 300 controls. The average of age was of 30 to 55 years old. The cases were women whose PAD was equal or higher than 90 mm Hg and/or PAS was equal or higher than 140 mm Hg. The controls were women with PAD lower than 80 mm Hg and PAS lower than 120 mm Hg. The domestic work was measured in hours during the day. The activities studied were: wash, cook, clean, and care with children, oldies and people with disease. Form the total, 99,0% (442), did home work and 1% (5) said that they had no work at home, 9,50% (42) worked outside but still doing domestic work, 12,44% (55) do not practice domestic work at home. and 13,57% (60) do not practice domestic work outside (sellers, secretaries). It was verified a significant association between doing domestic work out of the house and High Blood Pressure (OR=2,17; CI 95%: 1,04 â 4,53) adjusted for the following variables: age, IMC, income and hours of domestic work at home. This variables have also shown to be significantly associated with High Blood Pressure. The other kinds of occupation did not show any significant association with High Blood Pressure, even domestic work at home. This findings point out to the importance of the obesity in the overall adult population, while a possible factor of intervention, as well as the need of prospective studies specifically to verify the association between occupation and High Blood Pressure in women.

FEIJÃO, Adelina Maria Melo. Epidemiologia da hipertensão arterial em uma população urbana de baixa renda. 2000. 142 f. Dissertação (Mestrado em Saúde Pública) - Universidade Federal do Ceará. Faculdade de Medicina, Fortaleza, 2000.<br>Submitted by denise santos (denise.santos@ufc.br) on 2013-11-07T11:28:04Z No. of bitstreams: 1 2000_dis_ammfeijão.pdf: 845780 bytes, checksum: c12089672202baef0bed4ef323c3185b (MD5)<br>Approved for entry into archive by denise santos(denise.santos@ufc.br) on 2013-11-07T11:31:17Z (GMT) No. of bitstreams: 1 2000_dis_ammfeijão.pdf: 845780 bytes, checksum: c12089672202baef0bed4ef323c3185b (MD5)<br>Made available in DSpace on 2013-11-07T11:31:17Z (GMT). No. of bitstreams: 1 2000_dis_ammfeijão.pdf: 845780 bytes, checksum: c12089672202baef0bed4ef323c3185b (MD5) Previous issue date: 2000<br>The High Blood Pressure has been considered to be one of the most important pathologies for the Public Health, due to its importance for the occurrence of the cardiovascular diseases, specially the heart attack, the vascular cerebral disease and the congestive cardiac insufficiency. Many risk factors related to the High Blood Pressure have been described in the literature. However, in our State, relative importance of each one of them is still little known. The aim of the present study was to verify the prevalence and the relative importance of some classic risk factor for the High Blood Pressure in an adult population with low income, as well as to measure the association between domestic work and High Blood Pressure in women. The study area was “The Conjunto Habitacional Metropolitano”, a group of apartment blocks for low income people in the Municipality of Caucaia, Ceará State, Brazil. A survey was carried out, in house by house basis, in 760 households in a continuos area of the “Conjunto Habitacional Metropolitano”. A total of 1,248 individuals of both sexes and thirty years old or older was enrolled in this survey. During the survey an interview was carried out, a anthopometric exam was conducted and the blood pressure of all individuals was measured. It was observed a prevalence of arterial blood pressure of 23,96% (VI JNC) and 9,85% (WHO). The prevalence of overweight was 35,76% and the obesity was of 15,18%. Women presented an significant increase on the prevalence of overweight and obesity as the age goes on. On the other hand, men did not show this increase. Among the individuals with overweigth and obesity, the prevalence of high blood pressure (VI JNC) was 25,42% in women and 40,11% in men. it was not observed any significant difference of high blood pressure between the sexes. A higher society level and a longer school live were associated with a smaller prevalence of arterial high blood pressure. To measure the association between the work done at home and high blood pressure in women, was executed a case-control study. It involved 147 cases and 300 controls. The average of age was of 30 to 55 years old. The cases were women whose PAD was equal or higher than 90 mm Hg and/or PAS was equal or higher than 140 mm Hg. The controls were women with PAD lower than 80 mm Hg and PAS lower than 120 mm Hg. The domestic work was measured in hours during the day. The activities studied were: wash, cook, clean, and care with children, oldies and people with disease. Form the total, 99,0% (442), did home work and 1% (5) said that they had no work at home, 9,50% (42) worked outside but still doing domestic work, 12,44% (55) do not practice domestic work at home. and 13,57% (60) do not practice domestic work outside (sellers, secretaries). It was verified a significant association between doing domestic work out of the house and High Blood Pressure (OR=2,17; CI 95%: 1,04 – 4,53) adjusted for the following variables: age, IMC, income and hours of domestic work at home. This variables have also shown to be significantly associated with High Blood Pressure. The other kinds of occupation did not show any significant association with High Blood Pressure, even domestic work at home. This findings point out to the importance of the obesity in the overall adult population, while a possible factor of intervention, as well as the need of prospective studies specifically to verify the association between occupation and High Blood Pressure in women.<br>A hipertensão arterial têm sido considerada uma importante patologia para a saúde pública dada sua determinação na ocorrência de doenças cardiovasculares, notadamente, o infarto do miocárdio, a doença vascular cerebral e a insuficiência cardíaca congestiva. Vários fatores de risco relacionados com a hipertensão arterial já foram descritos, entretanto, em nosso Estado ainda é pouco conhecida a importância relativa de cada um deles. Esse estudo teve como objetivo verificar a prevalência e a importância relativa de alguns fatores de risco clássicos da hipertensão arterial numa população adulta, de baixa renda, do Conjunto habitacional Metropolitano, Caucaia-CE na região metropolitana de Fortaleza, bem como medir a associação entre trabalho doméstico e hipertensão em mulheres. Foi realizado um inquérito casa a casa, em 760 domicílios de uma área contínua do bairro, quando então foram entrevistados, feito exame antropométrico e aferida a pressão arterial, de 1.248 indivíduos de ambos os sexos, a partir de 30 anos de idade. Foi observada, uma prevalência de hipertensão arterial de 23,96% (VI JNC) e 9,85% (OMS). A prevalência de sobrepeso foi de 35,76% e de obesidade foi de 15,18%. As mulheres apresentaram um crescimento significativo da prevalência do sobrepeso e obesidade com o aumento da idade, enquanto os homens não apresentaram. Entre os indivíduos com sobrepeso e obesidade, a prevalência da hipertensão(VI JNC) foi 25,42% e 40,11% respectivamente. Não foi observada diferença significativa na prevalência da hipertensão entre os sexos. Uma maior renda familiar e maior número de anos na escola estavam associados significativamente a uma menor prevalência de hipertensão arterial. Para medir a associação entre trabalho doméstico e hipertensão arterial em mulheres foi realizado um estudo caso controle, com 147 casos e 300 controles, na faixa etária de 30 a 55 anos de idade. Casos foram mulheres com PAD igual ou superior a 90 mm Hg e/ou PAS igual ou superior a 140 mm Hg. Controles foram mulheres com PAD inferior a 80 mm Hg e PAS inferior a 120 mmHg. O trabalho doméstico foi medido em tempo gasto em horas/dia com as atividades de lavar, passar, cozinhar e limpar, além de cuidados com crianças, idosos e doentes. Desse total, 99,0% (442) realizavam trabalho doméstico em casa e 1,0% (5) disseram não fazer qualquer tipo de atividade doméstica em casa, 9,50% (42) exerciam trabalho doméstico fora de casa (emprego doméstico); 12,44% (55) exerciam trabalho não doméstico em casa (costurar, bordar, vender) e 13,57% (60) exerciam trabalho não doméstico fora de casa (comerciária, operária, balconista). Verificou-se associação significativa entre realizar trabalho doméstico fora de casa e hipertensão arterial (OR=2,17; IC 95%: 1,04 – 4,53) ajustada para as variáveis idade, IMC, renda e horas de trabalho doméstico em casa, que também apresentaram-se significativamente associadas à hipertensão. Os demais tipos de ocupação não apresentaram associação significativa com a hipertensão, inclusive realizar trabalho doméstico em casa. Esses resultados apontam para a importância da obesidade na população adulta geral, enquanto fator passível de intervenção, bem como estudos prospectivos específicos sobre ocupação e hipertensão arterial em mulheres.

Traffic safety is an important problem in today&rsquo<br>s world with increasing number of fatalities and injuries in traffic accidents. For the solution of this problem, determination of accident prone locations on a network and reasons behind is an essential step, which is studied to some extend via different traffic accident analyses in the literature. While major factors affecting accident risk, such as speed, congestion, infrastructural aspects are known, it is still very difficult to figure out the interaction among these factors, due to complexity in the spatial and temporal distribution of the aforementioned factors and traffic network characteristics. While the case of accident analysis on highways is simpler, in case of urban roads, it requires more effort due to more complex traffic networks with quite a number of conflict points and varying flow characteristics. To investigate possible relationships between speed and accident occurrence on urban arterials, a Geographic Information Systems based accident analysis methodology (GIS-TAAM) is developed in this study. This methodology uses time-dependent average link speeds (calculated from GPS-based data) and accident history of links, and three safety measures in thematic accident maps: i) total number of accident, ii) a severity index based on number of fatality and injury accidents, and iii) an alternative severity index based on total number of fatalities and injuries. The implementation of the proposed methodology and its deliverables are discussed over a pilot study on in&ouml<br>n&uuml<br>Boulevard &ndash<br>EskiSehir Road, Ankara.

Determina la prevalencia de Obesidad e Hipertensión Arterial en pobladores adultos de la zona urbana de Lima, durante Diciembre del 2005 - Enero del 2006. El estudio es no experimental, descriptivo, transversal. Se incluyo 395 personas que cumplieron con los criterios de inclusión y exclusión de una población urbana de 3 distritos de Lima Metropolitana (Puente Piedra, Independencia, Villa María del Triunfo). Se aplicó una encuesta epidemiológica, se evaluaron datos demográficos y se determino el peso, talla, perímetro abdominal, presión arterial. El análisis estadístico se hará utilizando el programa SPSS 10.5 para Windows, las variables categóricas en base a frecuencias y porcentajes. En el presente estudio, se incluyeron 395 personas, de las cuales la mayoría fueron mujeres (63.8%), la edad fluctuó entre 19 a 73 años, con una media de 46 años. La prevalencia de sobrepeso y obesidad según el índice de masa corporal fue de 41% (162 personas) y 15% (59 personas) respectivamente, siendo mas frecuente en mujeres. La prevalencia de obesidad central fue de 34.4% La prevalencia de Hipertensión Arterial fue de 16.7%, incrementándose con la edad y con la presencia de obesidad. Los resultados de este estudio confirman que nuestra población no es ajena al incremento mundial del sobrepeso y la obesidad. En nuestro país un elevado porcentaje de la población adulta padece de hipertensión arterial, esta prevalencia se incrementa dramáticamente con la edad y la presencia de obesidad, con el consecuente aumento del riesgo de enfermedad cardiovascular.<br>Trabajo académico

Since before the release of the Highway Safety Manual research has been indicating the need to incorporate mobility and control aspects to road safety analysis. The first part of this work developed and implement in an existing computational engine a signal timing optimization method that considers mobility, safety, and emissions measures simultaneously. A sensitivity analysis was conducted to provide insight on the practical effects and order of relevance of 20 key input variables. Mobility improvement performance usually coincides with emissions improvements, but sometimes at the expense of safety. The second part of this work investigated the relationship between hourly traffic density and crash rates on Brazilian expressways with different characteristics, based on a database containing over 20,000 crashes and more than 35 million traffic volume observations and. The resulting curves for urban expressways follow a U shape, with minimum values associated with LOS B to C, while the relationships for rural expressways were found to be continuously increasing, suggesting that low volume rural roads are safer than the higher volume ones. The analysis of other influencing factors revealed that nighttime conditions, weaving segments and urban multilane highways could be related to higher crash rates. The third part of the project extends the analysis to crash severity modeling, using an ordered response choice model. The framework that better fit this database led to the development of two different models: single-vehicle crashes (SV) and multiple-vehicle crashes (MV), since the factors that explain the severity of crashes varies widely between these models. For instance, guardrails and barriers proved to effectively reduce severity for SV crashes, for which run-offs are the most severe crash type. The unique database used in this study also allowed for an investigation of the influence of prevailing traffic conditions on crash severity, while still controlling for all other factors. The results suggested that multiple-vehicle crash severity is negatively related with traffic density, while single-vehicle crashes are more closely related to speed. The findings of this work have implications to policy and design decisions, and the produced equation could be incorporated to active traffic management (ATM) and HCM reliability analysis.<br>Desde antes da publicação do Highway Safety Manual, vários pesquisadores indicam a necessidade de se incorporar aspectos de operação de tráfego à análise de segurança viária. A primeira parte deste trabalho desenvolveu e implementou em uma ferramenta computacional existente um método de otimização de tempos semafóricos que considera medidas de desempenho de operação, segurança e emissões simultaneamente. Uma análise de sensibilidade foi realizada para produzir conhecimento sobre os efeitos práticos e a ordem de relevância de 20 variáveis de entrada principais. O desempenho da programação semafórica em termos de redução dos atrasos geralmente coincide com redução das emissões, embora às vezes às custas da segurança. A segunda parte deste trabalho investigou a relação entre a densidade horária de tráfego e as taxas de acidentes em autoestradas e rodovias de pista dupla brasileiras com características diversas, com base em um banco de dados contendo mais de 20.000 registros de acidentes e mais de 35 milhões de observações de tráfego. As curvas resultantes para rodovias urbanas seguem um formato em U, com valores mínimos associados aos níveis de serviço B a C, enquanto que as relações para as rodovias rurais são contínuas e crescentes, sugerindo que rodovias rurais de baixo volume são mais seguras do que as de maior volume. A análise de outros fatores revelou que condições noturnas, segmentos de entrelaçamento e rodovias de pista dupla convencionais urbanas estariam relacionadas a maiores taxas de acidentes. A terceira parte deste projeto amplia a análise para modelagem de severidade dos acidentes, usando um modelo de escolha discreta ordenado. A estrutura que melhor se adequa a esse banco de dados levou ao desenvolvimento de dois modelos diferentes: acidentes com um veículo e acidentes com múltiplos veículos, já que os fatores que explicam a severidade dos acidentes variam muito entre esses modelos. Por exemplo, defensas e barreiras se mostraram efetivas para a redução da severidade de acidentes com um veículo, para as quais a saída de pista é o tipo de acidente mais grave. O amplo banco de dados usado neste estudo também permitiu uma investigação da influência das condições de tráfego na severidade do acidente, em comparação com todos os outros fatores. Os resultados sugeriram que a severidade de acidentes de múltiplos veículos está negativamente relacionada com a densidade de tráfego, enquanto colisões com um único veículo estão mais relacionadas à velocidade. As descobertas deste trabalho têm implicações nas decisões sobre políticas e projetos de transportes, e a equação produzida pode ser incorporada à análise de confiabilidade do gerenciamento ativo do tráfego (ATM) e do Highway Capacity Manual.

A exposição ambiental e ocupacional ao chumbo representa um importante problema de saúde pública. O acúmulo do chumbo no organismo pode levar ao desenvolvimento de diferentes morbidades, como aumento na pressão arterial sistólica (PAS) e diastólica (PAD), hipertensão arterial, arteriosclerose, disfunção renal, entre outras. Dessa forma, este estudo objetivou verificar os determinantes socioeconômicos, ambientais, de estilo de vida e de condições de saúde relacionados aos níveis de chumbo em sangue em adultos com 40 anos ou mais de idade. Além disso, examinou-se a associação entre os níveis de chumbo em sangue e alterações na PAS e PAD e hipertensão arterial. Realizou-se um estudo transversal de base populacional, com 959 adultos residentes na região urbana de um município de médio porte no Sul do Brasil. Os dados foram obtidos por meio de entrevistas, exame físico e exames de laboratório. Foram incluídas variáveis socioeconômicas, de estilo de vida, condições de saúde, dieta, e sobre exposição ocupacional ao chumbo. Os níveis de chumbo em sangue foram medidos pela técnica da espectrometria de massa com plasma de argônio indutivamente acoplado (ICP-MS). Considerou-se como PAS elevada valores &#8805;140 mmHg e PAD elevada &#8805;90 mmHg. A hipertensão arterial foi definida como PAS &#8805;140 mmHg e/ou PAD &#8805;90 mmHg ou uso de medicação antihipertensiva. As análises estatísticas foram realizadas nos programas Stata versão 13.1 e SPSS versão 20. A média geométrica dos níveis de chumbo em sangue foi 1,97 &#956;g/dL (95% CI: 1,90-2,04 &#956;g/dL). No Modelo 1 da análise de regressão linear múltipla ajustou-se por sexo, idade, cor da pele, educação, classe socioeconômica, tabagismo, consumo de álcool, exposição ocupacional ao chumbo, consumo de carne vermelha e de leite de vaca. O Modelo 2 foi ajustado para sexo e exposição ocupacional ao chumbo. Os níveis mais elevados de chumbo em sangue foram associados ao sexo masculino, à idade avançada, ao tabagismo, ao consumo de álcool e ao menor consumo de leite de vaca. No Modelo 2, os níveis de chumbo em sangue foram maiores nos participantes não brancos em relação ao brancos, em ex-fumantes e naqueles expostos ocupacionalmente ao chumbo. Participantes vivendo em área onde foram identificadas mais indústrias que utilizam chumbo apresentaram níveis de chumbo em sangue mais elevados (3,30 &#956;g/dL) comparados aqueles vivendo em outras áreas com menor número de indústrias (1,95 &#956;g/dL). Os níveis de chumbo em sangue foram associados à PAS e PAD na análise de regressão linear múltipla. A análise de regressão logística mostrou que os indivíduos do mais alto quartil de concentração de chumbo em sangue apresentaram odds ratio (OR) para hipertensão arterial significativamente elevado em relação aos participantes do quartil 1, com aumento gradativo entre os quartis (quartil 2: OR, 1,16 (0,77-1,74); quartil 3: OR, 1,15 (0,76-1,74); quartil 4: OR, 1,82 (1,17-2,82), p-trend = 0,011). O OR ajustado para PAD elevada foi mais alto para os participantes do maior quartil de chumbo em sangue em relação aos participantes do quartil 1 (OR: 2,31; IC 95%: 1,21-4,41). A análise de clusters revelou que os participantes com níveis de chumbo em sangue mais elevados (2,99 &#956;g/dL), eram geralmente hipertensos, com PAS e PAD elevadas, do sexo masculino, com média de idade de 54,92 anos e com sobrepeso (IMC de 25 a >30). O cluster dos participantes com níveis de chumbo em sangue mais baixos (2,16 &#956;g/dL) eram geralmente não hipertensos, com PAS e PAD normais, do sexo feminino, com média de idade de 50,89 anos e com IMC normal (de 0 a <25). Conclui-se que os níveis de chumbo em sangue foram associados ao sexo masculino, à idade avançada e a hábitos como tabagismo, consumo de álcool e menor consumo de leite de vaca. Além disso, indivíduos com níveis de chumbo mais elevados têm mais chances de apresentarem hipertensão arterial. Finalmente, apesar dos baixos níveis de chumbo em sangue encontrados nos adultos desta área urbana, é importante que a exposição ao chumbo seja monitorada e que leis regulatórias sejam decretadas com o objetivo de prevenir a contaminação de chumbo em ambientes urbanos.<br>Environmental and occupational lead exposure remain a public health concern. Lead accumulated in the human body may be implicated in the development of different morbidities, as increase on systolic (SBP) and diastolic blood pressure (DBP), hypertension, arteriosclerosis, renal dysfunction, and others. The aim of this study was to examine the socioeconomic, environmental and lifestyle determinants of the blood lead levels (BLL) in Brazilian adults aged 40 years or more. Besides, it was evaluated the association between BLL with SBP and DBP, and with hypertension. Information on socioeconomic, dietary, lifestyle and occupational background was obtained by interviews. A population-based cross-sectional study was conducted, with a sample of 959 adults living in an urban region of a medium-size city in Southern Brazil. Data were obtained through interviews, physical examinations and laboratory tests. Information on socioeconomic, lifestyle, health conditions, dietary, and occupational background were included. BLL were measured by inductively coupled plasma mass spectrometry technique. Elevated SBP was considered if the values were &#8805;140 mmHg and PAD &#8805;90 mmHg. Arterial hypertension was defined as SBP &#8805;140 mmHg and/or PAD &#8805;90 mmHg or current use of antihypertensive medication. Statistical analysis were performed with the Stata software version 13.1 and with the SPSS version 20. The geometric mean of BLL was 1,97 &#956;g/dL (95% CI: 1,90-2,04 &#956;g/dL). In Model 1, multiple regression analysis was adjusted for sex, age, race, education, income class, smoking status, alcohol consumption, occupation, red meat and cow milk consumption. Model 2 was adjusted for sex and occupation. BLL were associated with male gender, older age, drinking and smoking habits, and with less frequent milk consumption (Model 1). In Model 2, BLL were higher in non-white than in white participants, in former smokers and in persons with current or former employment in lead industries. The participants living in the region with more lead industries had higher BLL (3,30 &#956;g/dL) compared with those living in other region with no or less lead industries (1,95 &#956;g/dL). BLL were significantly associated with SBP and DBP in the multiple linear regression analysis. Logistic regression analysis showed that participants in the quartile 4 of BLL had increased odds ratio (OR) for hypertension compared with those in the quartile 1 of BLL, with a gradual increase between the quartiles: (quartile 2: OR, 1,16 (0,77-1,74); quartile 3: OR, 1,15 (0,76-1,74); quartile 4: OR, 1,82 (1,17-2,82), p-trend = 0,011). The adjusted OR for elevated DBP was higher for participants in the quartile 4 of BLL compared with those in the quartile 1 (OR: 2,31; IC 95%: 1,21-4,41). Clusters analysis revealed that participants with higher BLL (2,99 &#956;g/dL) were more likely to have hypertension, altered SBP and DBP, to be men, with mean age of 54,92 years, and with overweight (BMI 25 to >30). Participants in the cluster with lower BLL (2,16 &#956;g/dL) tended not to have hypertension, to have normal SBP and DBP, to be female, with mean age of 50,89 years and with normal IMC (0 to <25). Thus, BLL was positively associated with male gender, older age, smoking and drinking habits, and with less frequent cow milk consumption. Moreover, subjects with elevated BLL had significantly higher OR for hypertension. Finally, despite the low BLL found in adults living in an urban area, it is important to enforce lead exposure monitoring and the enactment of regulatory laws to prevent lead contamination in urban settings.

The methodology to measure the performance of urban streets was significantly revised in the latest edition of the Highway Capacity Manual (HCM 2010). Urban Streets, which include urban and suburban signalized arterial highways, typically serve the four modes of transportation (auto, transit, pedestrian and bicycle) and are frequently congested. Analyzing both recurrent and non-recurrent conditions is essential. In this dissertation, the author addressed several urban streets related issues by developing an alternative method to measure recurrent multimodal conditions on urban streets; gathering feedback relating to the key elements of the developed method; and developing a probabilistic method to analyze and measure non-recurrent conditions. Real life sample applications were performed for both developed methods. The developed multimodal method addresses the following: (1) the use of level of service (LOS) step functions; (2) the comparability of LOS results across modes; (3) the impacts of modes on other modes; (4) the establishment of thresholds; (5) accuracy; and (6) user perceptions in measuring multimodal conditions on urban streets. Feedback gathered from transportation professionals through focus group meetings and surveys supported most of the features of the developed multimodal method and provided default values for method application. They were divided on the naming of condition levels and on the number of condition levels to use. Non-recurrent conditions were addressed through the development of a Markovian probabilistic method to analyze and measure the resilience of congested, signalized, arterial highways, for which availability of existing analytical tools is limited. The method results provide a plexiform of information about the rate and speed of recovery of the arterial traffic flow.<br>Ph. D.

Submitted by Fabio Sobreira Campos da Costa (fabio.sobreira@ufpe.br) on 2016-12-01T12:46:39Z No. of bitstreams: 2 license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) Dissertação Lisianny Hipertensão Final com ficha catalográfica.pdf: 2640587 bytes, checksum: c45027d16c4213a5b2230f7f64458ff2 (MD5)<br>Made available in DSpace on 2016-12-01T12:46:39Z (GMT). No. of bitstreams: 2 license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) Dissertação Lisianny Hipertensão Final com ficha catalográfica.pdf: 2640587 bytes, checksum: c45027d16c4213a5b2230f7f64458ff2 (MD5) Previous issue date: 2016-02-29<br>CAPES<br>A hipertensão arterial sistêmica (HAS) se destaca como uma condição clínica multicausal caracterizada por níveis elevados e sustentados de pressão arterial (PA). Considera-se para tal, valores de PA maiores ou igual a 140/90 mmHg. A hipertensão arterial tem alta prevalência no Brasil e no mundo, sendo considerada um dos maiores problemas de saúde pública. Há uma estreita associação entre a HAS não tratada (60 a 80%) e as doenças cardiovasculares que apesar de sua diminuição, continuam sendo a maior causa de mortalidade no país, com destaque para as doenças cerebrovasculares (32%) e doença cardíaca isquêmica (30%). Alguns fatores podem estar ligados a hipertensão, tais como a idade, genética, excesso de peso, entre outros. Diante disso, o objetivo geral desse trabalho foi o de determinar a prevalência e identificar os fatores associados à hipertensão arterial sistêmica em adultos residentes em um aglomerado urbano subnormal, assistidos pela Estratégia de Saúde da Família em Recife (PE). Para tal, foi realizado um estudo transversal num aglomerado urbano subnormal, utilizando o banco de dados da pesquisa “Saúde, nutrição e serviços assistenciais numa população favelada do Recife: um estudo "baseline"”, localizado na Comunidade dos Coelhos. A amostra foi composta por 663 adultos, com idades entre 20 e 59 anos. Os dados relativos às variáveis socioeconômicas, ambientais, biológicas, comportamentais, antropométricas e bioquímicas (morbidade) foram coletados através de questionário estruturado. A PA foi medida duas vezes utilizando-se tensiômetro automático. Aqueles que apresentaram PA sistólica ≥140 mmHg e/ou PA diastólica ≥90 mmHg e/ou sob utilização de medicamento anti-hipertensivo, foram considerado com HAS. A análise dos dados foi efetuada com a utilização dos programas estatísticos SPSS para Windows (versão 10.0) e Stata versão 7.0. A associação dos possíveis fatores preditivos da HAS foi avaliada pelo teste de qui-quadrado de Pearson. As variáveis que apresentarem nesta análise um valor de p<0,20 foram selecionadas para o modelo multivariado (regressão de Poisson) seguindo um modelo hierarquizado para entrada das variáveis, considerando um nível de significância de 5%. A prevalência de HAS encontrada foi de 36,95%. Os fatores associados à HAS após os ajustes foram: a idade nas faixas etárias de 30-39 anos (RP= 2,16, IC95% 1,11-3,58, p=0,007)/ 40-49 anos (RP= 3,31, IC95% 1,95-5,63, p<0,001)/ 50-59 anos (RP= 5,01, IC95% 1,67-5,25, p<0,001); sobrepeso (RP= 1,59, IC95% 1,09-2,31, p=0,014), obesidade (RP= 2,16, IC95% 1,51-3,08, p<0,001) e triglicerídeos ≥ 150 mg/dL (RP= 1,54, IC95% 1,12-2,08, p=0,006). Tendo em vista a escassez de trabalhos em aglomerados urbanos subnormais, faz-se necessário à realização de mais estudos nessa população visando identificar a real situação de saúde; bem como a organização, planejamento e monitoramento constantes das práticas de saúde que almejem o enfrentamento do agravo com eficácia na população afetada pela HAS, reduzindo assim a incidência e o impacto das DCNTs.<br>Hypertension stands out in a multifactorial clinical condition characterized by high and sustained levels of blood pressure (BP). Such condition is characterized for BP values greater than or equal to 140/90 mmHg. Cardiovascular disease, despite its decrease, remain the leading cause of mortality in the country, especially for cerebrovascular disease (32%) and ischemic heart disease (30%), with these diseases correlated to complications of high prevalence of hypertension untreated (60 to 80%). Some factors may be linked to hypertension, such as age, genetics, overweight, among others. Therefore, the aim of the present study was to assess the prevalence of hypertension and the associated factors in adults living in a low income area, assisted by the Family Health Strategy in Recife (PE). A cross sectional study was conducted in a low income area, using the database of the research "Health, nutrition and care services in a Recife slum population: a study "baseline"", localized in Coelhos community. The sample was composed by 663 adults, with ages between 20-59 years old. Blood pressure was measured twice using an automatic sphygmomanometer. Socioeconomic, environmental, biological, behavioral, anthropometric and biochemical (morbidity) were obtained through a structured questionnaire. The participants had their blood pressure measured twice using an automatic sphygmomanometer. High blood pressure was defined as systolic blood pressure ≥ 140mmHg and/or diastolic blood pressure ≥ 90mmHg, and/or under drug treatment for blood pressure control. Data analysis was performed using the statistical program SPSS for Windows (version 13) and 7.0 Stata version. Possible predictive factors association’s was assessed using the chi-square test of Pearson. Variables that are experiencing this analysis a value of p <0.20 were selected for the multivariate model (Poisson regression) following a hierarchical model for input variables, considering a 5% significance level. The prevalence of high blood pressure was 36,95%. Factors associated with high blood pressure after adjustment were: age-group 30-39 years (PR= 2,16, CI95% 1,11-3,58, p=0,007)/ 40-49 years (PR= 3,31, CI95% 1,95-5,63, p<0,001)/ 50-59 years (PR= 5,01, CI95% 1,67-5,25, p<0,001), overweight (PR= 1,59, CI95% 1,09-2,31, p=0,014), obesity (PR= 2,16, CI95% 1,51-3,08, p<0,001) and triglycerides ≥ 150 mg/dL (PR= 1,54, CI95% 1,12-2,08, p=0,006). In view of the lack of works in low income areas, it is necessary to conduct more studies in this population in order to identify the real health situation; and the organization, planning and monitoring constant health practices that aim the disease combat effectively in the population affected by hypertension, thus reducing the incidence and impact of chronic noncommunicable diseases.

Dissertação (mestrado) - Universidade Federal de Santa Catarina, Centro de Ciências da Saúde. Programa de Pós-Graduação em Saúde Pública.<br>Made available in DSpace on 2012-10-22T16:36:15Z (GMT). No. of bitstreams: 1 228515.pdf: 345513 bytes, checksum: 36b41b747485676ae2c4e9dbe2a83a4d (MD5)<br>Estimar a prevalência de níveis pressóricos elevados em escolares e testar a diferença entre a prevalência obtida na 1ª e 3ª medida do estudo. Métodos: Estudo transversal, com escolares entre 7 e 10 anos (n=601), de escolas públicas e privadas da zona urbana de Cuiabá-MT, Brasil, em 2005. A pressão arterial foi aferida 3 vezes com intervalo de 10 minutos. Aquelas crianças que, segundo sexo, idade e percentil de estatura, atingiram pressão sistólicas e/ou diastólicas maiores ou iguais ao percentil 95º da tabela de referência foram considerados como tendo níveis pressóricos elevados. Para o cálculo de prevalência, foram considerados separadamente os níveis pressóricos da 1ª e 3ª medidas. Resultados: Houve diferença estatisticamente significante entre as médias sistólicas (p<0,001) e diastólicas (p<0,001) nas 3 medidas do estudo. A pressão sistólica e diastólica média, utilizando a 3ª medida do estudo, foi de 97,2 mmHg (IC95% 96,5-97,9) e 63,1 mmHg (IC95% 62,6-63,6), respectivamente. A prevalência de níveis pressóricos elevados foi de 8,7% (IC95% 6,4-10,9) na 1ª medida e caiu para 2,3% (IC95% 1,1-3,5) na 3ª medida (p<0,001). Não houve diferença estatística entre as prevalências com relação à idade, sexo, cor da pele e tipo de escola. Conclusões: A pressão arterial, em estudos de visita única, diminui significativamente entre a primeira e terceira aferição. A terceira medida parece revelar níveis pressóricos mais próximos dos basais.

Dissertação (mestrado) - Universidade Federal de Santa Catarina, Centro de Ciências da Saúde, Curso de Mestrado em Ciências Médicas, Florianópolis, 2005<br>Made available in DSpace on 2013-07-16T01:22:59Z (GMT). No. of bitstreams: 1 276396.pdf: 1083329 bytes, checksum: 13172a8343a6e260c53acc37279e236a (MD5)<br>Objetivos: Estimar a prevalência, o conhecimento, o tratamento e o controle da Hipertensão Arterial Sistêmica, e a prevalência de fatores de risco cardiovascular em uma amostra da população urbana adulta de Tubarão (SC). Método: Foi realizado um estudo transversal, de base populacional, com uma amostra estratificada a partir de uma listagem dos pontos de luz da CELESC (Centrais Elétrica de Santa Catarina), selecionando-se aleatoriamente 366 domicílios, em que participaram 707 indivíduos maiores de 18 anos, com uma taxa de participação de 90%.Foi aplicado um questionário, aferidas a pressão arterial e as medidas antropométricas em uma visita domiciliar conduzida por estudantes de medicina, previamente treinados. Resultados: A prevalência de hipertensão arterial pelo critério do Seventh Report of The Joint National Committee on the Prevention, Detection, and Treatment of High Blood Pressure (PA? 140 x 90 mmHg ) foi de 36,4%. Considerando-se os indivíduos normotensos em uso de anti-hipertensivos, esta taxa de prevalência foi de 40,5%. Tinham conhecimento da hipertensão 55,6%, estavam em tratamento farmacológico 46,8% e estavam com a pressão arterial controlada 10,1 % dos hipertensos. A prevalência de hipertensão foi maior no sexo masculino, entretanto as mulheres conheciam, tratavam e controlavam mais do que os homens. A prevalência de hipertensão aumentou com a idade em ambos os sexos.A prevalência dos principais fatores de risco cardiovascular nesta amostra foi: tabagismo - 20,1%; hipercolesterolemia e diabetes mellitus referidos - 17% e 7,2% respectivamente; idade maior que 60 anos - 20,1%; história familiar de doença cardiovascular - 27,4%; sobrepeso /obesidade - 57,7% e obesidade abdominal - 33,4%. Conclusão: A prevalência estimada de Hipertensão Arterial na população adulta urbana de Tubarão em 2003 foi de 40,5%. Pouco mais que a metade dos hipertensos conheciam sua condição de portadores de HAS; destes, quase metade estavam em tratamento e apenas 10% sob controle. Programas objetivando prevenção e tratamento da hipertensão deveriam ser implementados nesta população.<br>Objetives: The purpose of this study was to estimate the prevalence of systemic arterial hypertension; determine the status of hypertension awareness, treatment and control; and to estimate the prevalence of cardiovascular risk factors in the adult urban population of Tubarão, (SC). Method: A cross-sectional, population-based study was performed with a stratified sample taken from a list of urban sites where there was electrical power provided by CELESC (Centrais Elétricas de Santa Catarina). A random stratified sample by power consuption selected 366 households, in which 707 individuals, older than 18 years of age, participated of the study. The participation rate was 90%. A questionnaire was given to all patients and arterial blood pressure and anthropometric measures were taken by trained medicine students in a domicile visit. Results: The prevalence of arterial blood pressure by the criteria of the Seventh Report of The Joint National Committee on the Prevention, Detection, and Treatment of High Blood Pressure ( PA > 140 x 90 mmHg ) was 36.4%.If considering the individuals using anti-hypertensive agents the rate was 40.5%. Of the hypertensive patients, 55.6% had awareness of hypertension, 46.8% were in pharmacological treatment, and 10.1% had their blood pressure controlled. The prevalence of hypertension was higher in males, while women knew about, treated, and controlled their hypertension better than men. The prevalence of hypertension was higher in old ages in both genders. In this population the prevalence of the main cardiovascular risk factors were: tobacco usage - 20.1%; self-reported hypercholesterolemia and diabetes mellitus - 17% and 7.2% respectively; age higher than 60 years - 20.1%; family history of cardiovascular disease - 27.4%; overweight and obesity - 57.7%; and abdominal obesity - 33.4%. Conclusion: The estimated prevalence of hypertension in the adult urban population of Tubarão in 2003 was of 40.5%. A little more than half of hypertensive individuals aware of their hypertension, almost half of them were in treatment and only 10% were controlled. Programs targeting hypertension prevention and treatment should be implemented in this population.

A prevalência de fatores de risco cardiovascular, com destaque para a hipertensão arterial tem mostrado tendência presente e ascendente em populações indígenas. O objetivo principal desse estudo foi comparar o perfil de fatores de risco cardiovascular, com destaque para hipertensão arterial, em indígenas Mura da área rural e urbana do município de Autazes, Amazonas. Casuística e Métodos: Estudo transversal, realizado no município de Autazes no estado do Amazonas com 455 indígenas da etnia Mura (234 indígenas da área rural e 221 da área urbana). Os participantes foram caracterizados em relação a variáveis sociodemográficas, hábitos e estilos de vida, condições de saúde, perfil antropométrico, perfil lipídico e glicemia de jejum. A pressão arterial foi avaliada pela medida casual, com aparelho automático validado. Hipertensão foi definida para valores 140 e/ou 90 mmHg ou diagnóstico prévio de hipertensão.Avaliou-se os fatores associados a hipertensão arterial, por meio da regressão de Poisson com variância robusta, sendo considerados estatisticamente significativos, valores de p0,05. Resultados: A maioria era do sexo feminino (57,8%), a média de idade foi de 42,2(16,7) anos, analfabetismo e ensino fundamental incompleto (58,0%), morando com companheiro (73,5%). A prevalência de hipertensão nos indígenas Mura foi de 26,6% (IC95% 22,5-30,7), menor entre os da área rural (21,8% vs 31,7%,p0,05). Os indígenas Mura da área rural foram diferentes (p0,05) dos indígenas da área urbana, respectivamente, em relação a: idade menos elevada [40,5(16,5) vs 43,7(16,8) anos)]; estado civil amasiado (58,2% vs 33,4%); renda familiar menorque três salários (43,6% vs 51,6%); mais trabalho temporário (61,5% vs 47,1%); venda mais elevada de produtos agropecuários e da pesca (53,4% vs 30,3%); pertencentes a classe econômica D e E (97,8% vs 74,2%). Em relação às características antropométricas, os indígenas da área rural foram diferentes (p0,05) dos da área urbana, respectivamente, para: IMC menos elevado [25,7(4,1) vs 27,6(5,2) kg/m²]; presença de obesidade (15,8% vs 35,3%); circunferência da cintura aumentada substancialmente (8,5% vs 42,1%); relação cintura quadril aumentada (81,2% vs 89,1%); percentual de gordura corporal muito alta (32% vs 48,8%); gordura visceral alto (17,1% vs 25,3%). Quanto aos hábitos e estilos de vida, os indígenas da área rural foram diferentes (p0,05) dos da área urbana em relação ao: menor índice de tabagismo com 11 anos ou mais (46,5% vs 62,0%); maior índice de: etilismo (57,3% vs 22,2%), sedentarismo (17,1% vs 11,3%)]. Quanto o modo de preparo dos alimentos, os indígenas da área rural se diferenciaram (p0,05) dos da área urbana, respectivamente, quanto à maior: utilização do método da cocção (81,2% vs 72,8%); adição de sal nas refeições prontas (58,1% vs 43,9%) e utilização de açúcar (100% vs 97,7%). Em relação à hipertensão arterial, os indígenas da área rural foram diferentes (p0,05) dos da área urbana, respectivamente, quanto à: menor prevalência de hipertensão referida (12,8% vs 28,1%); receberam menos orientações para tratamento não medicamentoso (18,2% vs 55,8%); deixaram de comparecer às consultas marcadas por falta de dinheiro (68,4% vs 25,0%); tinham dificuldade para realizar o tratamento medicamentoso por esquecimento (85,0% vs 14,3%). Quanto aos antecedentes familiares de doenças cardiovasculares, os indígenas da área rural referiram menos (p0,05): problemas de coração (28,6% vs 34,8%), acidente vascular encefálico (22,6% vs 34,8%), diabetes mellitus (26,0% vs 45,7%), dislipidemias (25,6% vs 43,9%) e de hipertensão arterial (57,7% vs 72,4%). Em relação aos antecedentes pessoais, os indígenas da área rural foram diferentes (p0,05) ao referirem ausência: de problemas de coração (63,7% vs 72,4%), de acidente vascular encefálico (99,1% vs 94,1%), de diabetes mellitus (62,0% vs 83,3%) e de dislipidemias (56,0% vs 60,3%). Os indígenas hipertensos foram estatisticamente diferentes dos indígenas não hipertensos, respectivamente, em relação a: idade mais elevada [53,6(16,6) vs 37,9(14,4) anos]; analfabetismo e ensino fundamental incompleto (71,0% vs53,3%); viver sem companheiro (60,3% vs 77,2%); renda familiar menor que três salários (57,1% vs 44,0%); tinham menos trabalho remunerado temporário (46,3% vs 57,5%); menos benefício de programa social (43,8% vs 66,2%); aposentados (43,0% vs 20,4%). Os indígenas hipertensos foram diferentes (p0,05) dos indígenas não hipertensos por apresentarem a maior elevação: do IMC [28,9(5,0) vs 25,8(4,3) kg/m²], de obesidade (40,5% vs 19,8%), da circunferência do pescoço aumentada (75,2% vs 54,8%); da circunferência da cintura aumentada substancialmente (28,1% vs 21,9%), da relação cintura quadril aumentada (95,0% vs 81,4%), índice de conicidade mais elevado [1,32(0,05) vs 1,25(0,07)], gordura visceral muito alto (55,4% vs 34,7 gordura corporal muito alto (22,3% vs 5,7%); músculo esquelético baixo (45,0% vs 25,1%). Apresentaram ainda: triglicérides alto (30,6% vs 16,8%); colesterol alto (16,5% vs 6,0%); diabetes mellitus (6,6% vs 1,8%). Quanto aos hábitos de vida, os indígenas hipertensos referiram menos (p0,05): tabagismo (12,4% vs 23,4%), utilização de pílula ou hormônio anticoncepcional (15,1% vs 26,8%, p0,05). Eram mais praticantes de atividades físicas regulares (50,4% vs 46,1%). Quanto à alimentação, os indígenas hipertensos foram diferentes (p0,05) quanto à menor aquisição de alimentos da caça e/ou pesca (48,8% vs 68,3%), menor utilização de óleo vegetal (96,7% vs 99,7%) e adição de sal nas refeições prontas (43,0% vs 54,2%), porém utilizava mais gordura animal ou banha para o preparodos alimentos (12,7% vs 5,1%). Os indígenas hipertensos foram diferentes (p0,05) dos indígenas não hipertensos por apresentarem respectivamente mais história pregressa: de problemas de coração (14,9% vs 3,6%), de ocorrência de acidente vascular encefálico (9,1% vs 1,2%), ter diabetes mellitus (12,4% vs 2,4%) e ter tido e/ou ainda possuir dislipidemias (29,2% vs 9,6%).O fator de risco não modificável associado à hipertensão foi a idade [RP ajustada = 1,04 (IC95% 1,03-1,05)]. Entre os fatores modificáveis associaram-se à hipertensão: o IMC [RP ajustada = 1,07 (IC95%1,05-1,10)], os triglicerídeos classificados como limítrofe [RP ajustada = 1,68 (IC95% 1,19-2,38)] e alto [RP ajustada = 1,47 ( IC95% 1,06-2,04)], antecedente pessoal de dislipidemia [RP ajustada = 1,50(IC95% 1,09-1,94)], preparo de alimentos com gordura animal [RP ajustada = 1,89(IC95% 1,30-2,74)] e com gordura vegetal animal [RP ajustada = 0,36(IC95% 0,26-0,51)]. Conclusão: A prevalência de hipertensão foi alta, ainda se observou sinais de mudanças de hábitos e estilos de vidas, semelhantes à população não indígena.<br>The prevalence of cardiovascular risk factors, highlighting the arterial hypertension, has shown current and ascendant trend in Indian samples. The main objective of this study was to compare the profile of cardiovascular risk factors, emphasizing the arterial hypertension, of Mura ethnicitys Indians from rural and urban zones in Autazes, Amazon. Casuistic and Methods: cross-sectional research conducted in Amazon state with 455 Indians from the Mura ethnicity (234 Indians from rural zone and 221 from urban zone). We characterized the sample regarding sociodemographic variables, habits and lifestyle, health status, anthropometric profile, fat levels, and fasting glucose.Blood pressure was assessed trough casual measure with a validated automatic device.Hypertension was defined when blood pressure was 140 and/or90 mmHg or face a previous medical diagnosis of it.Poisson Regression with robust variance was applied to assess the factors associated with arterial hypertension. P values 0,05 were considered statistically significant. Results: Most of sample was complained for women (57,8%), with mean age of 42,2(16,7) years, Illiteracy and incomplete basic education (58,0%) and living with a partner (73,5%). The prevalence of hypertension in the Mura Indians was of 26,6% (95% CI 22,5-30,7), lower among those from rural zone (21,8% vs 31,7%, p0,05). The Mura Indians from rural area were different (p0,05) of those from urban ones regarding to: early age [40,5(16,5) vs43,7(16,8) years)]; cohabitating marital status (58,2% vs 33,4%); family income lower than 3 minimum wages (43,6% vs 51,6%); extra temporary work (61,5% vs 47,1%); increased selling of agricultural and fishing products (53,4% vs 30,3%); and pertaining the economic classesD and E (97,8% vs 74,2%). Concerning the anthropometric features, the Indians from rural area were different (p0,05) of those from urban zones, respectively, for: lower IMC [25,7(4,1) vs 27,6(5,2) kg/m²]; presence of obesity (15,8% vs 35,3%); substantially increasedwaist circumference (8,5% vs 42,1%); increased waist-hip ratio (81,2% vs 89,1%); very high Fat body percentage (32,0% vs 48,8%); high visceral fat (17,1% vs 25,3%). About habits and lifestyle, Indians from the rural zone showed difference (p0,05) to the other group regarding: lower index of smoking- 11 years or more (46,5% vs 62,0%); higher index of alcoholism (57,3% vs 22,2%); and sedentary lifestyle (17,1% vs 11,3%)]. The use of cooking method (81,2% vs 72,8%); extra salt in ready meals (58,1% vs 43,9%) and sugar intake (100% vs 97,7%) were different between the groups. In relation to arterial hypertension, both groups had differed (p0,05) in respect of: lower prevalence of referred hypertension (12,8% vs 28,1%); poorly guided about non-pharmacological treatment (18,2% vs 55,8%); absence in medical consultation due to lack of money (68,4% vs 25,0%); and difficulty to attend the pharmacological therapy due to forgetting (85% vs 14,3%). About the family background on heart diseases, the Indians from rural zone reported less (p0,05): heart diseases(28,6% vs 34,8%), brain stroke (22,6% vs 34,8%), diabetes mellitus (26,0% vs 45,7%), dyslipidemias (25,6% vs 43,9%) andarterial hypertension (57,7% vs 72,4%). The personal antecedents of rural Indians were different (p0,05) in the absence of: heart diseases (63,7% vs 72,4%), brain stroke (99,1% vs 94,1%), diabetes mellitus (62,0% vs 83,3%) and dyslipidemias (56,0% vs 60,3%). Hypertensive Indians were statistically different from the healthy ones regarding to: advanced age [53,6(16,6) vs 37,9(14,4) years]; Illiteracy and incomplete basic education (71,0% vs 53,3%); single marital status (60,3% vs 77,2%); family income less than three minimum wages (57,1% vs 44,0%); less temporary paid labor (46,3% vs 57,5%); less social programs benefits (43,8% vs 66,2%); retired (43,0% vs 20,4%). The group(hypertensive) differed by presenting increased: BMI [28,9(5,0) vs 25,8(4,3) kg/m²], obesity (40,5% vs 19,8%), neck circumference (75,2% vs 54,8%); waist circumference (28,1% vs 21,9%), hip-waist ratio (95,0% vs 81,4%), conicity index [1,32(0,05) vs 1,25(0,07)], visceral fat (55,4% vs 34,7),body fat (22,3% vs 5,7%); and poor skeletal muscle (45,0% vs 25,1%). They also presented: high levels of triglycerides (30,6% vs 16,8%); high cholesterol levels (16,5% vs 6,0%); and diabetes mellitus (6,6% vs 1,8%). Concerning life habits, hypertensives Indians referred less: smoking (12,4% vs 23,4%) and use of contraceptive pill or hormones (15,1% vs 26,8%, p0,05). They practice more regular physical activities than the non-hypertensive individuals (50,4% vs 46,1%). Hypertensive Indians were different on nutrition, regarding to: lower acquisition of hunting and fishing foods (48,8% vs 68,3%), lower use of vegetal oil (96,7% vs 99,7%) and higher salt addition in ready meals (43,0% vs 54,2%). However, they use more animal fat or lard for foods preparation (12,7% vs 5,1%). These hypotensive Indians had also more previous antecedents of: heart diseases (14,9% vs 3,6%), brain stroke occurrence (9,1% vs 1,2%), diabetes mellitus (12,4% vs 2,4%) and presence or historic of dyslipidemias (29,2% vs 9,6%).The unchangeable risk factor associated to hypertension was age [PR adjusted = 1,04 (95% CI1,03-1,05)]. The following changeable risk factors associated to the outcome were: BMI [PR adjusted= 1,07 (95% CI1,05-1,10)], border [PR adjusted = 1,68 (95% CI1,19-2,38)] and high [PR adjusted = 1,47 (95% CI1,06-2,04)] levels of triglycerides, personal records of dyslipidemia [PR adjusted = 1,50(95% CI1,09-1,94)], food preparation with animal [PR adjusted = 1,89(95% CI1,30-2,74)] and animal-vegetal fats [PR ajusted = 0,36(95% CI0,26-0,51)]. Conclusion: Hypertension was highly prevalent and the signs of lifestyles and habits changes were similar to those found in non-Indian population.

Face à l'augmentation de la mobilité, les politiques de développement durable cherchent à optimiser l'utilisation des infrastructures de transport existantes. En particulier, les systèmes d'information du trafic à large échelle ont le potentiel d'optimiser l'utilisation du réseau de transport. Ils doivent fournir aux usagers une information fiable en temps réel leur permettant d'optimiser leurs choix d'itinéraires. Ils peuvent également servir d'outils d'aide à la décision pour les gestionnaires du réseau. La thèse étudie comment l'émergence des services Internet sur les téléphones portables et la rapide prolifération des systèmes de géolocalisation permet le développement de nouveaux services d'estimation et d'information des conditions de trafic en réseau urbain. L'utilisation des données provenant de véhicules traceurs nécessite le développement de modèles et d'algorithmes spécifiques, afin d'extraire l'information de ces données qui ne sont envoyées, jusqu'à présent, que par une faible proportion des véhicules circulant sur le réseau et avec une fréquence faible. La variabilité des conditions de circulations, due à la présence de feux de signalisation, motive une approche statistique de la dynamique du trafic, tout en intégrant les principes physiques hydrodynamiques (formation et dissolution de files d'attentes horizontales). Ce modèle statistique permet d'intégrer de façon robuste les données bruitées envoyées par les véhicules traceurs, d'estimer les paramètres physiques caractérisant la dynamique du trafic et d'obtenir l'expression paramétrique de la loi de probabilité des temps de parcours entre deux points quelconques du réseau. La thèse s'appuie sur les données et les infrastructures développées par le projet Mobile Millennium à l'Université de Californie, Berkeley pour valider les modèles et algorithmes proposés. Les résultats soulignent l'importance du développement de modèles statistiques et d'algorithmes adaptés aux données disponibles pour développer un système opérationnel d'estimation du trafic à large échelle

碩士<br>國立臺灣大學<br>土木工程學研究所<br>105<br>Taiwan Boulevard is one of the most important roads in Taichung City. Due to the large number of short and medium range trips, there is often a large of traffic flow during commute hours or weekends, which leads to congestion in urban roads. Therefore, with the coming era of car-to-car connection , it will be more and more important to develop real-time travel time prediction model. With the model, people who driving on the road can choose the right path to reduce their traffic time and divert traffic congestion in the alternative path, thereby improving the quality of road network. In this study, we collected the Tag information of Taichung City, and established the travel time database for the four-wheeled car from the intersection of Zhongming South road and Taiwan Boulevard to the intersection of Wenxin road and Taiwan Boulevard. In this study, we build the travel time fix model to filter the abnormal data., and the data is divided into training phase information and test phase information. In this study, the training phase data were set up with the decision tree of Classification and Regression Tree to establish the travel time prediction model, and use the bayesian optimization combined with the cross validation K-fold method. With 30 times 10 fold cross validation, we find out the best parameters to determine the complexity of a reasonable selection model. The overall predictive result in the early morning session in the MAPE evaluation criteria can reach high precision prediction or very close to high precision prediction. Regardless of weekdays or holidays, the prediction performance is within the range of good predictions in the MAPE evaluation criteria.

碩士<br>國立臺灣大學<br>土木工程學研究所<br>95<br>Lane width is one of the factors composed of the cross section, it also can regulate the right of way of vehicles, and it affects on driving safety and efficiency significantly. In the past, there is less investigations focus on lane width in Taiwan. For this reason, the subject is focus on mixed lane width to analyze the effects on safety and efficiency of mixed traffic with different mixed lane widths and to draft design criteria of the mixed lane width on urban area for the purpose of engineering application. Data were collected at five sections of urban arterials in Taipei city, the widths were 3.0, 3.5, 4.0, 4.5 and 5.0 m respectively. The condition of traffic flow was recorded by Digital Vedio survey on the top of buildings, and some parameters of traffic flow can be gotten like traffic flow, average running speed, average degree of disorder, traffic composition…etc. In the next step, using fundamental diagram, statistics test, and speed distribution chart can treat about the traffic flow condition, the difference of average running speed, and average degree of disorder under differential mixed lane widths. The results of analysis shown that 3.5 and 4.0 m had both better condition for average running speed and average degree of disorder. After drawing the flow-degree of disorder chart, the special relationship between flow and degree of disorder can be shown that “As increase of traffic flow, the degree of disorder would be compressed into a stable value gradually”. The two-stage artificial neuron networks would be as methodology for drafting design criteria originally. However, after the process of trial and error, the model performance was always not good. Finally, we found that the characteristic of surface type distribution of mixed traffic flow should be the main reason. Therefore, taking advantage of the special relationship between flow and degree of disorder to set a mathematical pattern for substituting the artificial neuron network, and apply this mathematical pattern for drawing up the design criteria, the results are followed as： 1. When traffic volume of mixed lane is under 4000 veh/hr (or 1500 pcu/hr), mixed lane width should be designed as 3.5 meter. 2. When traffic volume of mixed lane is over 4000 veh/hr (or 1500 pcu/hr), mixed lane width should be designed as 4.0 meter.

碩士<br>國立高雄海洋科技大學<br>供應鏈管理研究所<br>104<br>In Kaohsiung, urban traffic is often congested due to both the increasing number of vehicles as well as unforeseeable incidents. The uncertainty of travelers’ travel time increases when the travel time information is unknown. This study selects Chiu-Ju Road in Kaohsiung city as the case study site to collect the traffic data from Vehicle Detector. To distinguish the peak hours and non-peak hours, the T test was used to test the difference of travel time between each two time-windows. The travel time data during 60, 75 and 90 minutes are separately considered as the time-window. The time-window is moved when the data are updated every 1 minute. The inputs of travel-time estimation model include the volume of rain, the influence of traffic signals, the number of accident and the travel-time transferred from real-time traffic data of Vehicle Detector. The model applies regression method to exhibit a functional relation between the input variables and the actual travel-time collected from Automatic Vehicle Identification as the output variable. Four travel time estimation models are conducted for weekday peak hours, weekday non-peak hours, weekend peak hours and weekend non-peak hours. Mean absolute error (MAE), Mean absolute error rate (MAPE) and Root mean square error (RMSE) are adopted as the indicators to evaluate the model performance. The MAPE values of all models are less than 10%. The results show that the proposed models can provide high accurate travel-time estimation. Traffic mangers may consider their own data collection and processing capability to choose the appropriate model. This study results can help traffic managers to make decision in traffic control and provide travelers an efficient estimated travel time.

The economy of a major urban area is dependent on a transportation system that permits the efficient movement of people and goods. Urban goods movement is a complex and multi-faceted task that is often overlooked in transportation planning. Commercial vehicle operators are faced with mounting levels of congestion delay as they compete for limited road space with ever-growing commuter traffic. No major urban area today is immune to the problems linked with growing traffic congestion and its negative impacts to economic competitiveness and industrial productivity. The Knight Street corridor in the City of Vancouver is a major truck route that serves the Port of Vancouver and various industrial areas to the north. Towards the south, this corridor connects to the Lower Mainland's highway system providing trucks access to the United States and the rest of Canada. The Knight Street corridor is designated as a truck route and consequently carries a high percentage of heavy vehicles. A transportation microsimulation model, Paramics, was used to evaluate various strategies to benefit truck movements along the Knight Street corridor. Paramics includes a suite of tools for modelling the interaction and dynamic effects of vehicle movements. A significant amount of time was dedicated to the calibration and validation of the model to actual turning movements and travel times. Travel time was used to ensure the accuracy of the model using global positioning system (GPS) technology. Because of high vehicle volumes and a large proportion of truck activity and consequent congestion problems, several strategies to enhance the movement of trucks along the Knight Street corridor were modelled using the microsimulation model. Signal coordination improvement strategies were investigated to facilitate the movement of trucks along Knight Street as well as the impacts of an exclusive truck/bus lane. Transyt-7F was used to calculate the signal offsets for two-way coordination along the corridor. Signal offsets were adjusted for varying proportions of heavy vehicles which is not typically accounted for in traditional signal coordination studies. A scenario was also set up with variable signal coordination offsets to further enhance the efficiency of the normal signal coordination plan. The impact of additional left turn capacity was also modelled for travel time benefits. The modelling results of an exclusive truck and bus only lane shows the travel time benefits to heavy vehicles. Trucks see a 14% and 9% reduction in travel times northbound and southbound along the entire corridor respectively. Since one lane of capacity is removed for automobiles, they see a 7% and 5% increase in travel time in the northbound and southbound directions respectively. Using Transyt-7F to develop a two-way signal coordination plan for Knight Street resulted in an average 13% savings in travel time along the corridor. There was also a significant reduction in travel time variability which is an important consideration for truck operators. Having a higher proportion of trucks reduces travel time along the corridor as heavy vehicles reduce the average platoon speed. Having 20% and 25% trucks along the corridor reduced travel time by 3% and 5% respectively over the base case of 15% trucks. The platoon speeds were reduced in Transyt-7F to reflect the slower travel speed with more trucks to develop two-way signal coordination strategies for higher proportions of heavy vehicles. Travel times along the corridor were reduced by approximately 12% with higher proportions of heavy vehicles with signal coordination. As travel times vary significantly throughout the two hour peak period, variable signal offsets were tested for travel benefits over the fixed offset scenario. Signal offsets were adjusted to reflect the changing travel times with a marginal decrease in travel times over the fixed offset strategy. A Combination of signal coordination with an exclusive truck/bus lane was modelled for travel time benefits as well. Northbound auto and truck travel times were reduced by 8% and 21% respectively, while southbound auto and truck travel times increased by 20% and 3% respectively. Higher intersection approach volumes are the cause of the increase in southbound travel time as 14% more vehicles are attracted to the corridor. Increasing left turn bay capacity at four key intersections was modelled with a resulting 3% reduction in travel times in both directions. Adding this capacity also resulted in 15% more approach volumes at the four improved intersections. Delay at the northbound approach to 49th Ave and 57th Ave were reduced significantly as through movement vehicles were no longer blocked by left turning vehicles.

Accurate travel time data are necessary to monitor and evaluate traffic conditions effectively. In the past 20 years, the hours per year lost by the average driver have increased by 300% in the 85 largest U.S. cities, which translates into lost productivity and increased costs. State department of transportation (DOT) agencies and other government organizations need accurate travel time and speed information to better combat this congestion faced by motorists. In the past, ground truth travel time information was typically collected with probe vehicles using the “floating car” method. However, new methods using data collected from global positioning systems by private companies such as INRIX®, Navteq®, and TomTom® have emerged that allow travel time data to be obtained more cheaply and quickly. The Urban Mobility Report (UMR) has turned to these companies, specifically INRIX®, for calculating congestion indices across the United States. This is done by analyzing average speeds and reference speeds supplied by INRIX. The UMR analysis relies on INRIX-supplied reference speeds to calculate delay, which produces artificially high delay on many suburban arterials. Currently, these reference speeds are determined by taking the 85th percentile of weekly speeds (typically overnight hours [10PM to 6AM]). There is a need to refine the reference speeds on arterials in order to account for signal operations, particularly during the daytime hours, so that the UMR more accurately reflects arterial congestion across the nation. Using Bluetooth and INRIX speed data, this thesis develops a new reference speed methodology that accurately reflects arterial delay during daytime hours. This study found that a 60% daytime free-flow reference speed best represents arterial congestion. Using Highway Capacity Manual (HCM) guidelines, this thesis also explores the use of Bluetooth data for arterial and intersection level of service (LOS) analysis under both HCM 2000 and HCM 2010 methodologies. Through analysis, it was found that Bluetooth data capture more of the high and low LOS values compared to the HCM methodology based on segment speed calculations. These high and low LOS values, as well as the rapidly changing LOS between 15-minute intervals, could be attributed to an insufficient sample size.

碩士<br>國立臺灣大學<br>土木工程學研究所<br>94<br>At the statistics of urban arterial accident in 2004, it accounted for all more than two-third accidents that were correlated with the behavior of lane-changing, so it is known that how the valuable study should be done at the topic of lane-changing collision avoidance on urban arterial. But the study about lane-changing merely stressed on the lane-changing behavior discussion on freeway. Therefore, the objective of this study will focus on the setting lane-changing collision avoidance system on urban major arterial, and by the survey of lane-changing behavior, drawing up a set of lane-changing collision avoidance threshold to alarm drivers when they want to execute the strategy of lane-changing. By this way, it can decrease the probability of lane-changing collision and the severity of lane-changing accident. The study used photography above high building to collect the sample of lane-changing, and then analyzed the relationship between gap and relative speed within various vehicles to establish the lane-changing collision avoidance system toward ordinary lane and target lane. In this study, the correlative traffic parameters revealed the driver’s lane-changing behavior on urban major arterial and the influential difference by the surrounding vehicles. The influential scope of surrounding vehicle had been decided in this study: lead vehicle and adjacent lead vehicle are 30 meters in front of subject vehicle, and adjacent following vehicle is 15 meters in back of subject vehicle. Eventually, the study uses three kinds of light alarm ways (green light, yellow light, and red light) to give a warning of lane-changing to drivers and suggests them to make a relevant improvement strategy to avoid a collision occurrence.

碩士<br>國立臺灣大學<br>土木工程學研究所<br>100<br>Mixed traffic flow is the most common traffic situation in urban roads in Taiwan. The interaction between cars and motorcycles is regarded as the most complex traffic topic in Taiwan; therefore it’s also a difficult problem in Microscopic Traffic simulation. To completely resolve this issue, it is necessary to construct a probabilistic car-following model, which is a set of microscopic simulation software. The first step is to make a detailed analysis to find out the characteristics of mixed traffic flow, then to build the probabilistic car-following model of different vehicle types. In this study, the selection is the west-bound of Section 4, Chung Hsiao East Road, Taipei, with typically mixed traffic flow characteristics. The length is about 350 m. The microscopic traffic flow data is obtained by Investigation and screening of the video recorded by DV installed on the top of high-rising buildings in the morning rush hours. By analyzing a lot of video records of the motorcycles which follow cars in the selected lane, this study found that the lateral offset could result the vertical spacing and the time headway to be smaller; and found that there are a lot of variability on the driver’s following behavior. This study is a new introduction of the Markov model in mixed traffic environment, together with the probability for random conditions. To simulate a driver’s following behavior with the conditions (speed, lateral offset, time headway) under a moment of the probability of the new decision-making speed, combined with the perception of the boundaries of the behavior threshold model, promptly driving in a perception among various acceleration or deceleration models. This study also introduces a lateral offset variable on the behavior of the threshold model making it a three-dimensional variable following model (longitudinal spacing, lateral spacing and speed difference), being more suitable for mixed traffic flow.

碩士<br>國立臺灣大學<br>土木工程學研究所<br>101<br>Microscopic traffic simulation has been used to evaluate traffic improvement measure for several years. Even though there are many simulation models around the world, it still can’t simulate mixed flow very well. In development countries, there are a lot of cars, motorcycles and buses on urban arterials. The mixed flow influences speed, delay and road capacity etc. Bus is the largest and heaviest vehicle on road. It influences traffic flow a lot because of its running speed, occupancy and bus stop effect. However, most of microscopic traffic simulation software didn’t take care of these parts. To improve the reality of mixed flow microscopic simulation in Taiwan, this research tries to analyze the bus behavior in mixed flow, and build the bus microscopic simulation models. This research use digital video and coordinate transformation techniques to get microscopic vehicle data. According to these data, this research analyzes bus following behavior and the process of bus entering and leaving bus stop. The bus following model is according to Wiedemann psycho-physical threshold model’s structure to build and calibrate the model. After model verification and validation, the result of RMSE is about 0.4m per time step, and the MAPE value is smaller than 10%. It proves that this model can simulate real bus following behavior. Therefore, the behavior model of bus entering and leaving bus stop is built. With the flow chart of bus behavior process, this research uses binary choice model to decide when the bus turning to the bus stop. After the model calibration and validation, the hit rate of the choice model is greater than 75%, and the distribution also fits the real condition, demonstrating good model performance. To sum up, this research builds bus microscopic behavior models on urban arterial. For the development of local microscopic traffic model, it can be used to evaluate bus stop effect and make the simulation become more reality and reliability, helping traffic engineer evaluate the traffic flow condition.

Freight deliveries on signalized urban streets are known to cause lane blockages during delivery. Traffic congestion associated with urban freight deliveries has gained increasing attention recently as traffic engineers and planners are tasked with finding solutions to manage increasing demand more sustainably with limited road capacity. The goal of this research is to evaluate two models for quantifying the capacity and signalized control delay effects of a lane-blocking freight delivery on an urban arterial. The two methods are: an All-or-Nothing model similar to methodology used in the Highway Capacity Manual 6th Edition, and a Detailed model consistent with kinematic wave theory. The purpose is to provide insight on the use of these tools for analysis of urban freight delivery. The signalized control delay results of the two models are compared with observed video data of urban deliveries from one city block of 8th Ave in New York City. Empirical confirmation of double-parked delivery impact on signalized controlled delay remains elusive due to an inability to isolate the effects of the deliveries from other traffic perturbations in the video sample. Instead, microscopic simulation using Aimsun is used for comparison to the theoretical models and the results lend credibility to the Detailed model. The simulation results show a similar trend of delay impact from double-parked deliveries located at a range distances from the intersection and more closely resembled the Detailed model. The All-or-Nothing model would provide only a coarse representation of the capacity and delay effects. The more detailed approach that accounts for the dynamics of queuing in front of the delivery vehicle provides closed form analytical formulas for capacity and signalized control delay that can account for varying locations of deliveries as well as analysis periods with some blocked cycles and others unblocked. Two policy implications are proposed: 1) that double-parked deliveries located mid-block likely result in less signalized control delay impact, and 2) freight receivers that attract double-parked deliveries near an intersection stop line should be prioritized in urban freight delivery mitigation policies such as off-hour delivery.

碩士<br>國立臺灣大學<br>地理環境資源學研究所<br>95<br>In the related researches of highway service level and travel time estimation, which have been mainly focused on how to spread out the Vehicle Detectors(VD) in order to detect the velocity of the vehicles. Spreading the Vehicle Detectors, which is difficult to execute, consists of the following procedures : road digging, VDs spreading, and road reconstruction. Moreover, the as mentioned procedures could damage the backtops. To apply the procedures in downtown area is even more laborious, due to the limited resource(time and fund) and controls from local authorities. As a consequence, the unsufficient density and numbers of VDs could not well serve the information collecting standards. In spite of using AVI, Data Fusion, and RFID techniques to improve the research which use VD for the main data collector, the high cost of data collection is still an obstacle to comprehensive application. Using probe vehicle providing the related data for traffic management would be a much economic and efficient method. On the other hand, the complex traffic conditions in downtown area, and also the influences of traffic lights, make it difficult to apply probe vehicle method to evaluate the service quality for traffic roads and t o estimate traveling time. Therefore, the actual travel time and distance of the vehicle has to be further identified in order to reconstruct the real situation of traffic condition. This research is collaborated with Logistics Management Center at Ching-Yun University. Data of research is collected and performed by using OBU, which is set on the probe vehicle from Tao-Yuan Ya-Tung Customer Bus Company. Three hundred thousand records have been collected from 2004/06/01 till 2004/06/30 from the vehicles running in the area from Tao-Yuan Lou-Chu County Chung-Cheng road to Nan-Kan road . We have used the methodology and technology of Geography Information System (GIS) and Spatial Data Mining to evaluate the service quality for the probe vehicle at the downtown areas. The research indicates that by using higher and deeper imagination data, we may not only separate the time and scope of vehicle traveling and stopping time, but also estimate the reliable average traveling velocity for the vehicles without VDs at the downtown area, the service quality data for the traffic road could be a good reference for related traffic management authorities.

碩士<br>國立交通大學<br>運輸與物流管理學系<br>104<br>The holding rate of motorcycles in Taiwan is the highest in the world. As the amount of motorcycles traveling on the road, the behavior of motorcycles are extremely different from cars. On the roads, cars should comply with the lane discipline to drive in the middle of the lane. Since the size of motorcycle is smaller than car, motorcyclist can choose any position to drive. On the other hand, the driving behaviors of motorcycles are not limited in lane discipline. However, the traffic simulation software developed by European and American countries is mainly based on the driving behaviors of cars. The simulated results are unable to present the non-lane-based movement of motorcycles in Taiwan. The aim of this study is to understand the lane discipline of motorcycles in mixed traffic by empirical analysis, and develop a selection models of lateral position of motorcycles. Besides, we integrate the model into a traffic simulation software to enhance the accuracy of the simulated results, and use simulation software to compare the effect of setting motorcycle prohibited lane. 　　The earlier researches of microscopic traffic flow were usually limited in data collection. In this study, we collected traffic data using aerial videography by a multicopter, which could be used to record the video of the traffic on the road. The survey locations include different numbers of lanes and density. Then, we used the trajectory extractor software to collect the trajectories of vehicles, and built up the database for analysis. 　　By real data, we observed that drivers of cars usually drove in the middle of lane. However, the distribution of lateral position of motorcycles on the road was across the road, and presented a triangular distribution. Therefore, this study aimed the lateral position of motorcycles on the starting position of road to analysis, and calibrated the model in different numbers of lanes and density. The variables of model were calibrated by regression analysis, and we used RMSE, MAPE, and R^2 to determine the performance of model. 　　Furthermore, this study explore the flexibility in modeling lateral shifts in two kinds of microscopic traffic simulation software, VISSIM and BikeSim, and comparing the differences between the simulated results and real data. Besides, we integrated the model of lateral position of motorcycles into BikeSim, and the simulation results confirm that the accuracy would increase. Moreover, we use BikeSim to compare the effects of setting motorcycle prohibited lane, and the results show that there are no significant effects on cars, but the speed of motorcycle driving on the inner lane would increase.

碩士<br>國立交通大學<br>運輸與物流管理學系<br>103<br>Motorcycle is one of the major transportation modes in Taiwan. It is an irreplaceable vehicle type with its high motility and convenience. As the rapid growth of the population and the quantity of motorcycles, more and more traffic problems are arising, especially on urban arterials. The conventional traffic theories were almost devoted to the traffic flow of passenger car, and studies about the characteristics and driving behavior of motorcycles was limited. However, the mixed traffic composed of buses, cars and motorcycles might be a complicated topic because of the erratic driving behavior of motorcyclists such as filtering, swerving, oblique following. The motorcyclists usually face the approaching bus when travelling on the curb lane near the bus stop. The driven route and the line of sight of motorcyclists are blocked by the buses which are characteristics with lower speed and larger volume. Therefore, the buses could cause a serious impact on the motorcyclists on urban arterials. Instead of following the buses conservatively, the motorcyclists would like to overtake the buses soon and leave it far away. For simplicity, the driving behavior of motorcycles affected by buses is worth discussing in depth; however, only little research has attempted to study the movement of motorcyclists in the past. Besides, the traffic simulation software was mainly developed in European and American countries. The simulated results are unable to present the properties of traffic in Taiwan realistically without considering the mixed traffic flow and non-lane-based movements. We collected traffic data using aerial videography by a multicopter, which could be used to capture images and videos of the road traffic. The data was collected on a selected site location in Taipei. After extracting the trajectories and types of vehicles from the video images, the database could be built for analysis. The goal of this study is to formulate the driving behavior of motorcycles which is affected by buses as a discrete choice model using multinomial logit model, considering the driving state of buses simultaneously. The staggered car following of motorcycles is also discussed in this study. It is found that the driving characteristics of motorcycles when following the buses have totally difference between on the road and near the bus stop. According to the results of proposed models, the value of parameters could be explained reasonably and represent the behavior of motorcyclists correctly. The calibrated models are implemented into a traffic simulation model, Bikesim, to examine the performances of the models as compared to the real data. Our simulation results confirm that the proposed approach could reproduce the movements of motorcycles near a bus stop.

Thesis (M.S.)--Florida State University, 2007.<br>Advisor: Ren Moses, Florida State University, FAMU - FSU College of Engineering, Dept. of Civil and Environmental Engineering. Title and description from dissertation home page (viewed Oct. 9, 2007). Document formatted into pages; contains xii, 174 pages. Includes bibliographical references.

碩士<br>逢甲大學<br>建築及都市計畫研究所<br>89<br>Due to the signalization on urban traffic which causes the traffic congestion in urban area. Currently, the traditional evaluation methods could not robust enough to implement the service index on the condition of traffic congestion; therefore, the study will focus on the evaluation of service level for the signalized urban traffic flow by using the occupancy measurement. The Study used the continuous waiting length as the concept to develop the model of occupancy, together with the relationships between flow, speed, density and occupancy to establish the evaluation index. However, during the modeling process, except the limitation on application elasticity, it shows the difference between experimentation and practical, most of the results were induced by the hypothesis and assumptions, obviously, it obstructs the application development on the evaluation of service level. Due to the complication on the signalized urban traffic, the study was evaluated and analyzed, by designing a road network with the signal control and detection system layout to proceed the traffic simulation as a case study. According to the simulation or actual measurement, it could establish a distribution model or corresponding table based on occupancy & average speed, which could further evaluate the service level for the indicated road section by calculation or inquire its average speed from the table. Hence, as being applied to measure the occupancy of the road section during the peak period and evaluated the level of service immediately, which could be used as the reference of decision making for road users or traffic controller.

碩士<br>國立交通大學<br>運輸與物流管理學系<br>103<br>The mixed traffic flow on urban arterials in Taiwan is composed of motorcycles, cars and buses. The number of motorcycles per inhabitant in Taiwan is overwhelmingly higher than that of the rest of the world. However, current microscopic simulation software made for foreign countries may fail to reflect the driving characteristics and behaviors of motorcycles in the mixed traffic flow for Taiwan. This research aims to analyze the driving characteristics of motorcycles during passing, overtaking and filtering. For the past decades, the research progress on traffic flow studies for mixed traffic has been largely limited by the difficulties of collection for microscopic traffic data. Nevertheless, apparatuses for aerial photography along with digital-image processing software have improved greatly in recent years. In this study, the video database of mixed traffic flow for Zhongxiao E. road in Taipei city has been established and then applied to computer-programmed analysis. The actions of motorcycles about passing other vehicles are defined and categorized into three types, namely, passing, overtaking and filtering. The behaviors and frequencies are then analyzed. Out results show that among three behaviors, passing happens the most, then overtaking and filtering. Regarding to the average speed of the powered-two-wheelers (abbreviated ptw), passing has the highest speed mainly due to the simple pathway in the flow, and is less influenced by vehicles on both sides. Therefore, passing has the highest average ptw speed and lower traffic risk and thus happens most frequently on roads. On the other hand, the overtaking of motorcycle to the other vehicle on their left side is more frequently happened than that on the right side. Due to the higher speed on the fast lane and the inconvenience that may encounter when buses stop at the curb lane, motorcycles tend to overtake the other by their left side. In the case of filtering, straight filtering happens the most and has the highest speed in all filtering behaviors. During filtering, the speed difference between filtering ptws and the vehicles on their right side is greater than the other, due to the common illegal parking on the curbside. Furthermore, the average filtering gap on the right side is smaller than the other two pathways. In this study, we focused on the analysis of the characteristics of passing, overtaking and filtering behaviors, and established a judging system accordingly. On the basis of the initial results, the average speed, speed difference to the surrounding vehicles, distance between vehicles, filtering gap were further determined. Results of the analysis of variances (ANOVA) show that the driving speed, speed differences and distance between vehicles during passing and overtaking behaviors varied with significant differences. Although in the past researches, passing is often confused with overtaking, the analysis result in this study may suggest that these two acts are actually entirely different.

碩士<br>逢甲大學<br>運輸科技與管理學系<br>100<br>In Taiwan, with the growing of population and private vehicles, it’s hard to keep the Level of Service (LOS) at the stable status. So it has become an important issue to discuss. It has lots of traffic volumes especially at peak hour or holiday for Taichung Port Road, which is the most arterial in Taichung City. This may not only cause to traffic jam, but obstruct the traffic. So this research is based on the Automatic Vehicle Identification (AVI) which has established intensive at Taichung Port Road. We could obtain largest of plate’s data to evaluate travel time between a roads section. Then we could abandon the outliers by a filtering logic to evaluate the most accurate data to estimate arterial travel time for much kind of combinations. We can find it has significant difference between morning and evening peak hour by data analysis and test, which are obtained by AVI and Vehicle Detector (VD) for a month. And using adjacent link and long link to observing the travel time has any characteristic or not. Furthermore, developing of regression model by VD to estimate travel time, and calibrated by AVI regression. Using K-means Clustering Algorithm to segment time, and evaluating performance by timing plane produced by Synchro. Final, since we have evaluated travel time accurate, so we can send this message to driver by Changeable Message Sign (CMS). Keyword: Travel time, Automatic vehicle identification, Time plan

碩士<br>國立臺灣大學<br>土木工程學研究所<br>102<br>In Taiwan, it is very common to see motorcycles riding with cars on the same roads everywhere, which kind of traffic flow is called “mixed traffic flow”. Under this kind of traffic flow, the interaction between different types of vehicles is very complicated, which often causes traffic congestion. In addition, the increasing quantity of motorcycle has already caused severe traffic problems in Taiwan. Over the past decade, we had been introduced many foreign microscopic traffic simulation software to assess transportation improvement programs; however, these foreign simulation software faced the same problem on efficiently presenting the characteristics of mixed traffic flow, which commonly happened in Taiwan. In order to solve this problem, it is a must to construct the software, which sets with mixed traffic microscopic traffic characteristics. Constructing the microscopic traffic simulation models based on this condition is the important part before starting to design the software. The behaviors of motorcycle forwarding are the most complicated in the microscopic traffic simulation models of the mixed traffic flow. Not only the longitudinal effects are needed to be considered, but also the lateral effects should be taken into consideration for the high mobility of motorcycles. Also, when a motorcycle rides on the road, it has no lane line restriction like a car that has to drive in the lanes. Since the lateral movements between motorcycles and vehicles are very different, the behavior of motorcycles cannot just be separated into the two: car-following and lane-changing behavior In order to describe those complex behaviors, this study took vehicles as atoms with different sizes, described the interactions between motorcycles and other vehicles under the model of non-lane force field. Also, we consider the impact of different types of vehicles and construct the behaviors of motorcycles as interacting between other vehicles. From the model validation in this study, it can be confirmed that this model can predict the behavior of motorcycles, and show the movements such as swerving and deceleration when motorcycles influenced by other vehicles. From the microscopic validation, this can be known that the model can precisely predict the direction of travel, and is able to rebuild the behaviors of motorcycles such as ‘crossing’ and ‘drilling’. From the view of macroscopic validation, the interaction mode between vehicles accords to the moving characteristics of motorcycles in the mixed traffic flow. Knowing that all validation items can pass the statistical test, this model has a high level of ability of explanation. By using the ability of explanation of this model to construct micro-simulation software for the mixed traffic flow in Taiwan, we can make it meet the real environment. Also, this can provide traffic engineering for improving the current traffic situation in Taiwan, and make the in Taiwan traffic run much smoothly.

碩士<br>國立交通大學<br>運輸與物流管理學系<br>101<br>With rapid growth of population and economic development, traffic congestion problem becomes more serious, especially for urban arterials. In order to model the traffic conditions accurately, it needs to understand the characteristics of traffic flow and behavior of vehicles for microscopic modeling. Most of the traffic simulation software available in the market is developed based on the traffic flow characteristics in foreign countries, and little attention has been paid to the effect of mixed traffic flow and urban arterials as in the cases in Taiwan. Previous studies calibrated their models using data from single location and time period, without considering the differences in behavior under various road types and traffic density. Therefore, the applicability of those models for the cases in Taiwan is in question. The objective of this study is to investigate the differences in lane-changing behavior of vehicles under various scenarios of road types and traffic conditions. We collect traffic data by taking videos of traffic movements at different locations for urban arterials in Taiwan. The videos are digitalized into trajectories and movements of vehicles, in which some explanatory variables and the vehicle lane-changing decisions are extracted. Lane-changing models are proposed and calibrated. The lane-changing behavior is formulated as a discrete choice problem, and the choices of a driver are remaining on the current lane, changing to the right lane, and changing to left lane. The models are calibrated using data from Taipei and Hsinchu, peak and off-peak periods. It is found that the calibrated results could be very different for different road types and traffic density.