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The detonation characteristics of dimethyl ether-air, methanol-air and ethanol-air mixtures, initially at atmospheric pressure and a temperature range of 298K to 373K, were investigated in this study. Experiments were performed in a heated detonation tube, 6.1m long with an inner- diameter of 10cm. Transition to detonation was achieved for fuel-air mixtures by spark ignition and subsequent flame acceleration using orifice plate obstacles in the first half of the tube, and via a gas driver with a short orifice plate obstacle section. Cell width measurements where obtained using the soot foil technique for fuel-air mixtures inside the detonation limits. The measurements show that dimethyl ether-air, methanol-air and ethanol-air mixtures are less “sensitive” to detonation than propane-air and ethane-air mixtures, but more sensitive than methane-air mixtures, within the tested temperature range. Soot foil records also indicated the presence of substantial cellular substructure for all three fuel-air mixtures. One-dimensional detonation reaction zone length calculations were performed and fit with the measured cell width using a simple linear correlation, which resulted in an accurate representation of the data. The correlation proportionality constants for dimethyl ether-air, methanol-air and ethanol-air were obtained for the dominant cellular structure as well as the substructure. The values obtained for the substructure are comparable to values reported in the literature for typical hydrocarbons. / Thesis (Master, Mechanical and Materials Engineering) -- Queen's University, 2012-08-30 17:15:05.169

The East Side of Lake Winnipeg, North Western Ontario, and the Kivalliq region in Central Nunavut are selected as case regions in which the cost competitiveness of the cargo airship can be estimated. Data from the North West Company that describes freight movements and associated costs are used in this comparative analysis. A cargo airship developer provided operating cost data that are operationalized using the North West Company’s data. Results show that using a cargo airship could produce annual transportation cost savings of between 12.5% and 38.3% per year. These results are similar across all three regions and vary based on the scenario modelled within each case region. The findings from this research are subject to the assumptions that the operating cost model described by the cargo airship developer is accurate, and is limited in scope because it focuses solely on one company’s shipping needs in select regions.

Winnipeg, Canada received $20.4 million from the three levels of government to augment the city’s active transportation infrastructure. Like many North American cities, Winnipeg is an automobile-focused centre that experienced little funding or development towards active transportation until recently. Winnipeg’s current active transportation system is insufficient, poorly conceived, and fractured. As cities move towards environmentally friendly initiatives, Winnipeg has an opportunity to build comprehensive and safe access to all parts of the city through active transportation. Concentrating on the bicycle as the primary transportation mode, this study examines the current status of Winnipeg’s active transportation network and searches for areas of improvement/development. This study identifies critical areas needing improvement and offers solutions by integrating input from Winnipeg’s cycling community, standards established by government/industry bodies, and successes from other jurisdictions. Key issues include bicycle facilities, safety and education and their integration into an effective and comprehensive bicycle transportation network.

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