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Description
Bicyclist and pedestrian safety is a growing concern in San Francisco, CA,
especially given the increasing numbers of residents choosing to bike and walk. Sharing
the roads with automobiles, these alternative road users are particularly vulnerable to
sustain serious injuries. With this in mind, it is important to identify the factors that
influence the severity of bicyclist and pedestrian injuries in automobile collisions. This
study uses traffic collision data gathered from California Highway Patrol’s Statewide
Integrated Traffic Records System (SWITRS) to predict the most important
determinants of injury severity, given that a collision has occurred. Multivariate binomial
logistic regression models were created for both pedestrian and bicyclist collisions, with
bicyclist/pedestrian/driver characteristics and built environment characteristics used as
the independent variables. Results suggest that bicycle infrastructure is not an important
predictor of bicyclist injury severity, but instead bicyclist age, race, sobriety, and speed
played significant roles. Pedestrian injuries were influenced by pedestrian and driver age
and sobriety, crosswalk use, speed limit, and the type of vehicle at fault in the collision.
Understanding these key determinants that lead to severe and fatal injuries can help
local communities implement appropriate safety measures for their most susceptible
road users.
especially given the increasing numbers of residents choosing to bike and walk. Sharing
the roads with automobiles, these alternative road users are particularly vulnerable to
sustain serious injuries. With this in mind, it is important to identify the factors that
influence the severity of bicyclist and pedestrian injuries in automobile collisions. This
study uses traffic collision data gathered from California Highway Patrol’s Statewide
Integrated Traffic Records System (SWITRS) to predict the most important
determinants of injury severity, given that a collision has occurred. Multivariate binomial
logistic regression models were created for both pedestrian and bicyclist collisions, with
bicyclist/pedestrian/driver characteristics and built environment characteristics used as
the independent variables. Results suggest that bicycle infrastructure is not an important
predictor of bicyclist injury severity, but instead bicyclist age, race, sobriety, and speed
played significant roles. Pedestrian injuries were influenced by pedestrian and driver age
and sobriety, crosswalk use, speed limit, and the type of vehicle at fault in the collision.
Understanding these key determinants that lead to severe and fatal injuries can help
local communities implement appropriate safety measures for their most susceptible
road users.
ContributorsMcIntyre, Andrew (Author) / Salon, Deborah (Thesis advisor) / Kuby, Mike (Committee member) / Chester, Mikhail (Committee member) / Arizona State University (Publisher)
Created2016
Description
With high potential for automobiles to cause air pollution and greenhouse gas emissions, there is concern that automobiles accessing or egressing public transportation may cause emissions similar to regular automobile use. Due to limited literature and research that evaluates and discusses environmental impacts from first and last mile portions of transit trips, there is a lack of understanding on this topic. This research aims to comprehensively evaluate the life cycle impacts of first and last mile trips on multimodal transit. A case study of transit and automobile travel in the greater Los Angeles region is evaluated by using a comprehensive life cycle assessment combined with regional household travel survey data to evaluate first-last mile trip impacts in multimodal transit focusing on automobile trips accessing or egressing transit. First and last mile automobile trips were found to increase total multimodal transit trip emissions by 2 to 12 times (most extreme cases were carbon monoxide and volatile organic compounds). High amounts of coal-fired energy generation can cause electric propelled rail trips with automobile access or egress to have similar or more emissions (commonly greenhouse gases, sulfur dioxide, and mono-nitrogen oxides) than competing automobile trips, however, most criteria air pollutants occur remotely. Methods to reduce first-last mile impacts depend on the characteristics of the transit systems and may include promoting first-last mile carpooling, adjusting station parking pricing and availability, and increased emphasis on walking and biking paths in areas with low access-egress trip distances.
ContributorsHoehne, Christopher G (Author) / Chester, Mikhail V (Thesis advisor) / Salon, Deborah (Committee member) / Zhou, Xuesong (Committee member) / Arizona State University (Publisher)
Created2016
Description
Economic inequality is always presented as how economic metrics vary amongst individuals in a group, amongst groups in a population, or amongst some regions. Economic inequality can substantially impact the social environment, socioeconomics as well as human living standard. Since economic inequality always plays an important role in our social environment, its study has attracted much attention from scholars in various research fields, such as development economics, sociology and political science. On the other hand, economic inequality can result from many factors, phenomena, and complex procedures, including policy, ethnic, education, globalization and etc. However, the spatial dimension in economic inequality research did not draw much attention from scholars until early 2000s. Spatial dependency, perform key roles in economic inequality analysis. The spatial econometric methods do not merely convey a consequence of the characters of the data exclusively. More importantly, they also respect and quantify the spatial effects in the economic inequality. As aforementioned, although regional economic inequality starts to attract scholars' attention in both economy and regional science domains, corresponding methodologies to examine such regional inequality remain in their preliminary phase, which need substantial further exploration. My thesis aims at contributing to the body of knowledge in the method development to support economic inequality studies by exploring the feasibility of a set of new analytical methods in use of regional inequality analysis. These methods include Theil's T statistic, geographical rank Markov and new methods applying graph theory. The thesis will also leverage these methods to compare the inequality between China and US, two large economic entities in the world, because of the long history of economic development as well as the corresponding evolution of inequality in US; the rapid economic development and consequent high variation of economic inequality in China.
ContributorsWang, Sizhe (Author) / Rey, Sergio J (Thesis advisor) / Li, Wenwen (Committee member) / Salon, Deborah (Committee member) / Arizona State University (Publisher)
Created2016
Description
Transportation infrastructure in urban areas has significant impacts on socio-economic activities, land use, and real property values. This dissertation proposes a more comprehensive theory of the positive and negative relationships between property values and transportation investments that distinguishes different effects by mode (rail vs. road), by network component (nodes vs. links), and by distance from them. It hypothesizes that transportation investment generates improvement in accessibility that accrue only to the nodes such as highway exits and light rail stations. Simultaneously, it tests the hypothesis that both transport nodes and links emanate short-distance negative nuisance effects due to disamenities such as traffic and noise. It also tests the hypothesis that nodes of both modes generate a net effect combining accessibility and disamenities. For highways, the configuration at grade or above/below ground is also tested. In addition, this dissertation hypothesizes that the condition of road pavement may have an impact on residential property values adjacent to the road segments. As pavement condition improves, value of properties adjacent to a road are hypothesized to increase as well. A multiple-distance-bands approach is used to capture distance decay of amenities and disamenities from nodes and links; and pavement condition index (PCI) is used to test the relationship between road condition and residential property values. The hypotheses are tested using spatial hedonic models that are specific to each of residential and commercial property market. Results confirm that proximity to transport nodes are associated positively with both residential and commercial property values. As a function of distance from highway exits and light rail transit (LRT) stations, the distance-band coefficients form a conventional distance decay curve. However, contrary to our hypotheses, no net effect is evident. The accessibility effect for highway exits extends farther than for LRT stations in residential model as expected. The highway configuration effect on residential home values confirms that below-grade highways have relatively positive impacts on nearby houses compared to those at ground level or above. Lastly, results for the relationship between pavement condition and residential home values show that there is no significant effect between them.
Some differences in the effect of infrastructure on property values emerge between residential and commercial markets. In the commercial models, the accessibility effect for highway exits extends less than for LRT stations. Though coefficients for short distances (within 300m) from highways and LRT links were expected to be negative in both residential and commercial models, only commercial models show a significant negative relationship. Different effects by mode, network component, and distance on commercial submarkets (i.e., industrial, office, retail and service properties) are tested as well and the results vary based on types of submarket.
Consequently, findings of three individual paper confirm that transportation investments mostly have significant impacts on real-estate properties either in a positive or negative direction in accordance with the transport mode, network component, and distance, though effects for some conditions (e.g., proximity to links of highway and light rail, and pavement quality) do not significantly change home values. Results can be used for city authorities and planners for funding mechanisms of transport infrastructure or validity of investments as well as private developers for maximizing development profits or for locating developments.
Some differences in the effect of infrastructure on property values emerge between residential and commercial markets. In the commercial models, the accessibility effect for highway exits extends less than for LRT stations. Though coefficients for short distances (within 300m) from highways and LRT links were expected to be negative in both residential and commercial models, only commercial models show a significant negative relationship. Different effects by mode, network component, and distance on commercial submarkets (i.e., industrial, office, retail and service properties) are tested as well and the results vary based on types of submarket.
Consequently, findings of three individual paper confirm that transportation investments mostly have significant impacts on real-estate properties either in a positive or negative direction in accordance with the transport mode, network component, and distance, though effects for some conditions (e.g., proximity to links of highway and light rail, and pavement quality) do not significantly change home values. Results can be used for city authorities and planners for funding mechanisms of transport infrastructure or validity of investments as well as private developers for maximizing development profits or for locating developments.
ContributorsSeo, Kihwan (Author) / Michael, Kuby (Thesis advisor) / Golub, Aaron (Committee member) / Salon, Deborah (Committee member) / Arizona State University (Publisher)
Created2016
Description
Extraordinary medical advances have led to significant reductions in the burden of infectious diseases in humans. However, infectious diseases still account for more than 13 million annual deaths. This large burden is partly due to some pathogens having found suitable conditions to emerge and spread in denser and more connected host populations, and others having evolved to escape the pressures imposed by the rampant use of antimicrobials. It is then critical to improve our understanding of how diseases spread in these modern landscapes, characterized by new host population structures and socio-economic environments, as well as containment measures such as the deployment of drugs. Thus, the motivation of this dissertation is two-fold. First, we study, using both data-driven and modeling approaches, the the spread of infectious diseases in urban areas. As a case study, we use confirmed-cases data on sexually transmitted diseases (STDs) in the United States to assess the conduciveness of population size of urban areas and their socio-economic characteristics as predictors of STD incidence. We find that the scaling of STD incidence in cities is superlinear, and that the percent of African-Americans residing in cities largely determines these statistical patterns. Since disparities in access to health care are often exacerbated in urban areas, within this project we also develop two modeling frameworks to study the effect of health care disparities on epidemic outcomes. Discrepant results between the two approaches indicate that knowledge of the shape of the recovery period distribution, not just its mean and variance, is key for assessing the epidemiological impact of inequalities. The second project proposes to study, from a modeling perspective, the spread of drug resistance in human populations featuring vital dynamics, stochasticity and contact structure. We derive effective treatment regimes that minimize both the overall disease burden and the spread of resistance. Additionally, targeted treatment in structured host populations may lead to higher levels of drug resistance, and if drug-resistant strains are compensated, they can spread widely even when the wild-type strain is below its epidemic threshold.
ContributorsPatterson-Lomba, Oscar (Author) / Castillo-Chavez, Carlos (Thesis advisor) / Towers, Sherry (Thesis advisor) / Chowell-Puente, Gerardo (Committee member) / Arizona State University (Publisher)
Created2014
Description
Urban scaling analysis has introduced a new scientific paradigm to the study of cities. With it, the notions of size, heterogeneity and structure have taken a leading role. These notions are assumed to be behind the causes for why cities differ from one another, sometimes wildly. However, the mechanisms by which size, heterogeneity and structure shape the general statistical patterns that describe urban economic output are still unclear. Given the rapid rate of urbanization around the globe, we need precise and formal mathematical understandings of these matters. In this context, I perform in this dissertation probabilistic, distributional and computational explorations of (i) how the broadness, or narrowness, of the distribution of individual productivities within cities determines what and how we measure urban systemic output, (ii) how urban scaling may be expressed as a statistical statement when urban metrics display strong stochasticity, (iii) how the processes of aggregation constrain the variability of total urban output, and (iv) how the structure of urban skills diversification within cities induces a multiplicative process in the production of urban output.
ContributorsGómez-Liévano, Andrés (Author) / Lobo, Jose (Thesis advisor) / Muneepeerakul, Rachata (Thesis advisor) / Bettencourt, Luis M. A. (Committee member) / Chowell-Puente, Gerardo (Committee member) / Arizona State University (Publisher)
Created2014
Description
The Romanian avant-garde artist Constantin Brancusi is considered one of the most significant artists of modern sculpture. This is due to his innovative use of materials, such as wood and marble, and his reduction and precision of form. Brancusi developed his abstraction with "primitive" sources of art in mind. This thesis examines how and to what extent primitivism played a central role in Brancusi's sculptures and his construction as a primitive artist.
Romanian folk art and African art were the two main sources of influence on Brancusi's primitivism. Brancusi identified himself with the Romanian peasantry and its folk culture. Romanian folk culture embraces woodcarving and folk literary fables--both of which Brancusi incorporated in his sculptures. In my opinion, Brancusi's wood pedestals, such as the Endless Column, are based on wood funerary, decorative, and architectural motifs from Romanian villages.
Brancusi was exposed to African art through his relationship with the New York avant-garde. The art dealers Alfred Stieglitz, Marius de Zayas, and Joseph Brummer exhibited Brancusi's sculptures in their galleries, in addition to exhibiting African art. Meanwhile, Brancusi's main patron John Quinn also collected African art. His interaction with the New York avant-garde led him to incorporate formal features of African sculpture, such as the oval forms of African masks, into his abstract sculptures. Brancusi also used African art to expose the racial prejudice of his time. African art, along with Romanian folk art, informed Brancusi's primitivism consistently throughout his long career as a modern sculptor.
Romanian folk art and African art were the two main sources of influence on Brancusi's primitivism. Brancusi identified himself with the Romanian peasantry and its folk culture. Romanian folk culture embraces woodcarving and folk literary fables--both of which Brancusi incorporated in his sculptures. In my opinion, Brancusi's wood pedestals, such as the Endless Column, are based on wood funerary, decorative, and architectural motifs from Romanian villages.
Brancusi was exposed to African art through his relationship with the New York avant-garde. The art dealers Alfred Stieglitz, Marius de Zayas, and Joseph Brummer exhibited Brancusi's sculptures in their galleries, in addition to exhibiting African art. Meanwhile, Brancusi's main patron John Quinn also collected African art. His interaction with the New York avant-garde led him to incorporate formal features of African sculpture, such as the oval forms of African masks, into his abstract sculptures. Brancusi also used African art to expose the racial prejudice of his time. African art, along with Romanian folk art, informed Brancusi's primitivism consistently throughout his long career as a modern sculptor.
ContributorsMiholca, Amelia (Author) / Mesch, Claudia (Thesis advisor) / Brown, Claudia (Committee member) / Forgács, Éva (Committee member) / Arizona State University (Publisher)
Created2014
Description
The increased number of novel pathogens that potentially threaten the human population has motivated the development of mathematical and computational modeling approaches for forecasting epidemic impact and understanding key environmental characteristics that influence the spread of diseases. Yet, in the case that substantial uncertainty surrounds the transmission process during a rapidly developing infectious disease outbreak, complex mechanistic models may be too difficult to be calibrated quick enough for policy makers to make informed decisions. Simple phenomenological models that rely on a small number of parameters can provide an initial platform for assessing the epidemic trajectory, estimating the reproduction number and quantifying the disease burden from the early epidemic phase.
Chapter 1 provides background information and motivation for infectious disease forecasting and outlines the rest of the thesis.
In chapter 2, logistic patch models are used to assess and forecast the 2013-2015 West Africa Zaire ebolavirus epidemic. In particular, this chapter is concerned with comparing and contrasting the effects that spatial heterogeneity has on the forecasting performance of the cumulative infected case counts reported during the epidemic.
In chapter 3, two simple phenomenological models inspired from population biology are used to assess the Research and Policy for Infectious Disease Dynamics (RAPIDD) Ebola Challenge; a simulated epidemic that generated 4 infectious disease scenarios. Because of the nature of the synthetically generated data, model predictions are compared to exact epidemiological quantities used in the simulation.
In chapter 4, these models are applied to the 1904 Plague epidemic that occurred in Bombay. This chapter provides evidence that these simple models may be applicable to infectious diseases no matter the disease transmission mechanism.
Chapter 5, uses the patch models from chapter 2 to explore how migration in the 1904 Plague epidemic changes the final epidemic size.
The final chapter is an interdisciplinary project concerning within-host dynamics of cereal yellow dwarf virus-RPV, a plant pathogen from a virus group that infects over 150 grass species. Motivated by environmental nutrient enrichment due to anthropological activities, mathematical models are employed to investigate the relevance of resource competition to pathogen and host dynamics.
Chapter 1 provides background information and motivation for infectious disease forecasting and outlines the rest of the thesis.
In chapter 2, logistic patch models are used to assess and forecast the 2013-2015 West Africa Zaire ebolavirus epidemic. In particular, this chapter is concerned with comparing and contrasting the effects that spatial heterogeneity has on the forecasting performance of the cumulative infected case counts reported during the epidemic.
In chapter 3, two simple phenomenological models inspired from population biology are used to assess the Research and Policy for Infectious Disease Dynamics (RAPIDD) Ebola Challenge; a simulated epidemic that generated 4 infectious disease scenarios. Because of the nature of the synthetically generated data, model predictions are compared to exact epidemiological quantities used in the simulation.
In chapter 4, these models are applied to the 1904 Plague epidemic that occurred in Bombay. This chapter provides evidence that these simple models may be applicable to infectious diseases no matter the disease transmission mechanism.
Chapter 5, uses the patch models from chapter 2 to explore how migration in the 1904 Plague epidemic changes the final epidemic size.
The final chapter is an interdisciplinary project concerning within-host dynamics of cereal yellow dwarf virus-RPV, a plant pathogen from a virus group that infects over 150 grass species. Motivated by environmental nutrient enrichment due to anthropological activities, mathematical models are employed to investigate the relevance of resource competition to pathogen and host dynamics.
ContributorsPell, Bruce (Author) / Kuang, Yang (Thesis advisor) / Chowell-Puente, Gerardo (Committee member) / Nagy, John (Committee member) / Kostelich, Eric (Committee member) / Gardner, Carl (Committee member) / Arizona State University (Publisher)
Created2016
Description
Effective Altruism (EA), a moral philosophy concerned with accomplishing the greatest possible good in one’s lifetime, sees little utilitarian and/or humanitarian value in the arts. EA suggests that amidst so much global strife, the time, energy, and finances expended to create fleeting art would be put to better, more practical use in the fight against poverty. However, EA has yet to sufficiently account for sustainable art practice — an art form deeply rooted in utilitarianism and humanitarianism — and the possibility of its accompanying aesthetics as a constituent of utilitarian/humanitarian theories. The first chapter of this thesis illustrates an intersection of EA, sustainability, and aesthetics, detailing ways in which sustainable art and EA philosophy overlap, as well as problematizing EA’s dismissal of contemporary art practice. This chapter also points to sustainable art as one possible alternative art route for practicing artists with EA interests. Chapters two and three present case studies of Danish art collective SUPERFLEX and an American non-profit called the Land Art Generator Initiative (LAGI) and how their sustainable goals fit the utilitarian and humanitarian scope through which EA functions.
ContributorsNemelka, Kevin (Author) / Hoy, Meredith (Thesis advisor) / Mesch, Claudia (Committee member) / Sweeney, Gray (Committee member) / Arizona State University (Publisher)
Created2017
Description
Informal public transport is commonplace in the developing world, but the service exists in the United States as well, and is understudied. Often called "dollar vans", New York's commuter vans serve approximately 120,000 people every day (King and Goldwyn, 2014). While this is a tiny fraction of the New York transit rider population, it is comparable to the total number of commuters who ride transit in smaller cities such as Minneapolis/St Paul and Phoenix. The first part of this study reports on the use of commuter vans in Eastern Queens based on a combination of surveys and a ridership tally, all conducted in summer 2016. It answers four research questions: How many people ride the vans? Who rides the commuter vans? Why do they ride commuter vans? Do commuter vans complement or compete against formal transit? Commuter van ridership in Eastern Queens was approximately 55,000 with a high percentage of female ridership. Time and cost savings were the main factors influencing commuter van ridership. Possession of a MetroCard was shown to negatively affect the frequency of commuter van ridership. The results show evidence of commuter vans playing both a competing and complementary role to MTA bus and subway transit. The second part of this study presents a SWOT analysis results of commuter vans, and the policy implications. It answers 2 research questions: What are the main strengths, weaknesses, opportunities and threats of commuter vans in Eastern Queens? and How do the current policies, rules and regulations affect commuter van operation? The SWOT analysis results show that the commuter van industry is resilient, performs a necessary service, and, with small adjustments that will help reduce operating costs and loss of profits have a chance of thriving in Eastern Queens and the rest of New York City. The study also discusses the mismatch between policy and practice offering recommendations for improvement to ensure that commuter vans continue to serve residents of New York City.
ContributorsMusili, Catherine (Author) / Salon, Deborah (Thesis advisor) / King, David (Committee member) / Kelley, Jason (Committee member) / Arizona State University (Publisher)
Created2017