The spatial structure of Cape Town is characterised by segregated low density development patterns and urban sprawling. With a high population growth rate and urbanisation, these patterns are becoming more prominent. Due to the spatial nature of Cape Town, a large proportion of economic activities and employment opportunities are concentrated in patches across the city. In order to combat low-density sprawl and integrate spatially separated areas the key concept ?city densification? and the various elements thereof emerged. The segregated low density city structure, the concentrated nature of economic and employment opportunities along with an ever increasing population and inadequate public transport system resulted in issues such as long average travel lengths, low accessibility by poorer communities, greater use of private vehicles, and a sharp rise in traffic congestion. With the implementation of the Integrated Rapid Transport System (IRT), an initiative to transform the public transport sector to integrate all modal options, the opportunity is rendered to address these environmental, social and economical issues. The purpose of this study was to determine whether the City of Cape Town (CoCT) is utilising the full potential of the new Integrated Transport System currently being developed and implemented in Cape Town, namely the MyCiTi BRT System. It was determined that in terms of potential environmental benefits the CoCT, is utilising its full potential. Furthermore, although the potential social benefits were being utilised, the urgency of addressing social inequality is not reflected in the phased timeframe set out for the system. In terms of economic benefits, the options of using land-value add and environmental finance currently not sufficiently utilised and should be used to encourage a more sustainable public transport system. / Thesis (M.Art. et Scien. (Town and Regional planning))--North-West University, Potchefstroom Campus, 2011.

Permafrost temperatures were measured by the Geological Survey of Canada (GSC) in 1977-1981 at boreholes along a proposed pipeline route in the southern Yukon. Analysis of climate station records indicate that mean annual air temperatures in the region have since increased by 0.5-1.0˚C. Renewed interest in the pipeline and the need to develop adaptation strategies for existing highway infrastructure have meant that information on permafrost and geotechnical conditions must be updated. To accomplish this goal, a total of eight GSC boreholes ranging in depth from 5-9 m were located, unblocked of ice and instrumented with thermistor cables and data-loggers to permit renewed ground temperature monitoring. Manual temperature measurements were also taken at four other shallow boreholes. Electrical resistivity tomography (ERT) surveys were conducted at each site. MAGTs below 1 m at permafrost sites in the study area range from -0.2˚C to -1.5˚C with permafrost depths greater than 25 m. The permafrost at the study sites can be classified as sporadic discontinuous and extensive discontinuous. Ground temperatures indicate that permafrost can persist under warmer climatic conditions as long as it remains protected by its ecosystem properties. Thermal monitoring for 2011-2012 shows an average increase of 0.5-1.0˚C when compared to the original 1978-1981 ground temperatures. This slow rate of ground warming is mainly attributed to a combination of limited climate change, especially in the south of the study area, ground temperatures close to 0˚C, and the possible disturbance of sites from the removal of vegetation prior to the original measurements being made. ERT surveys conducted at most borehole sites show deeper thaw or taliks where the cleared cut-line used for geophysical work in the 1970s is crossed. These results indicate the impacts of climate change and environmental change in the study area over the past three decades. They appear to match the relatively slow rates of ground warming observed elsewhere in northern Canada where permafrost temperatures are close to 0˚C and where warming also requires changes in latent heat due to internal thaw. TTOP equilibrium modelling suggests that if climate change is responsible for the ground warming, most of the change can be attributed to the step-like MAAT increase that occurred between 1975-1976.

The Distal-less homeobox (Dlx) genes encode a group of transcription factors that are involved in various developmental processes including forebrain development. Dlx genes are arranged in convergently transcribed bigene clusters with enhancer sequences located in the intergenic region of each cluster. The expression patterns of Dlx1/Dlx2 and of Dlx5/Dlx6 are attributed in part to the activity of I12a/I12b and I56i/I56ii intergenic enhancers, respectively. In an effort to determine how Dlx intergenic enhancers interact with the promoter regions of each cluster, I employed the Chromosome Conformation Capture (3C) technique on developing forebrain at E13.5 and E15.5. My 3C analysis provided potential enhancer-promoter interaction, in cis, that are consistent with previously known regulatory mechanisms. Furthermore, trans interactions may exist between Dlx1/Dlx2 and Dlx5/Dlx6 clusters in the developing forebrain at E13.5, thus providing a possible novel cross-regulatory mechanism between these two loci. I have also investigated the phenotypic consequences of Dlx enhancer deletion(s) on forebrain development by characterizing mice with I56ii and I56ii/I12b enhancer deletions. Enhancer deletions significantly impair Dlx expression as well as that of Evf2, Gad2 and of the striatal markers Islet1 and Meis2. Enhancer deletion(s) also reduce the expression of ISLET1 and CTIP2 proteins and Semaphorin 3A, Slit1 and Ephrin A5 that are thought to provide guidance cues in the corridor cells. Overall, these changes may disrupt the guidance of the thalamocortical axons. The data presented here further our understanding of the interactions between Dlx intergenic enhancers and promoter regions. Enhancer deletion(s) furthers our understanding of Dlx regulatory networks necessary that ensure proper Dlx expression, which, in turn may be involved in a genetic pathway underlying the synthesis of GABA, which may be further essential in maintaining the GABAergic phenotype.

This practicum examines the opportunities and challenges for transit-oriented development (TOD) at strategic station areas along the Southwest Rapid Transit Corridor (SWRTC) in Winnipeg. Research included three case studies that investigated policy support, station area planning and implementation tools in the City and County of Denver, City of Boulder and the City of Ottawa. Three recommendations are outlined in the concluding chapter. The first is to develop Smart Growth land use policies that direct growth to station areas along the SWRTC. The second is to develop station area plans that indicate the permitted land uses, urban form and densities at station areas. The third is to create a zoning overlay for TOD to that embraces compact, pedestrian oriented development, mixed land uses and reduced off-street parking requirements. These recommendations are of particularly benefit to the City of Winnipeg and to other municipalities that are investing in rapid transit systems and TOD.

The spatial structure of Cape Town is characterised by segregated low density development patterns and urban sprawling. With a high population growth rate and urbanisation, these patterns are becoming more prominent. Due to the spatial nature of Cape Town, a large proportion of economic activities and employment opportunities are concentrated in patches across the city. In order to combat low-density sprawl and integrate spatially separated areas the key concept ?city densification? and the various elements thereof emerged. The segregated low density city structure, the concentrated nature of economic and employment opportunities along with an ever increasing population and inadequate public transport system resulted in issues such as long average travel lengths, low accessibility by poorer communities, greater use of private vehicles, and a sharp rise in traffic congestion. With the implementation of the Integrated Rapid Transport System (IRT), an initiative to transform the public transport sector to integrate all modal options, the opportunity is rendered to address these environmental, social and economical issues. The purpose of this study was to determine whether the City of Cape Town (CoCT) is utilising the full potential of the new Integrated Transport System currently being developed and implemented in Cape Town, namely the MyCiTi BRT System. It was determined that in terms of potential environmental benefits the CoCT, is utilising its full potential. Furthermore, although the potential social benefits were being utilised, the urgency of addressing social inequality is not reflected in the phased timeframe set out for the system. In terms of economic benefits, the options of using land-value add and environmental finance currently not sufficiently utilised and should be used to encourage a more sustainable public transport system. / Thesis (M.Art. et Scien. (Town and Regional planning))--North-West University, Potchefstroom Campus, 2011.

Thesis (Ph. D.)--West Virginia University, 2009. / Title from document title page. Document formatted into pages; contains xvi, 215 p. : ill., maps (some col.). Vita. Includes abstract. Includes bibliographical references.

Thesis (Ph.D.)--York University, 2008. Graduate Programme in Political Science. / Typescript. Includes bibliographical references (leaves 347-364). Also available on the Internet. MODE OF ACCESS via web browser by entering the following URL: http://gateway.proquest.com/openurl?url_ver=Z39.88-2004&res_dat=xri:pqdiss&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&rft_dat=xri:pqdiss:NR51701

Thesis (Ph. D.)--West Virginia University, 2007. / Title from document title page. Document formatted into pages; contains xvii, 210 p. : ill. (some col.), col. maps. Vita. Includes abstract. Includes bibliographical references (p. 169-210).

Thesis (M.S.)--West Virginia University, 2001. / Title from document title page. Document formatted into pages; contains xiv, 214 p. : ill. (some col.), maps (some col.). Includes abstract. Includes bibliographical references (p. 203-209).

Den biologiska mångfalden har det senaste seklet utarmats i Sverige. Det beror till stor del på moderniseringen av jord- och skogsbruk som medfört drastiska habitatminskningar. En av de artrikaste biotoperna är den traditionellt hävdade slåtterängen. Projektet Livslinjen har initierats för att återskapa en sammanhängande slåtteräng genom en hel kommun. Den ska vara cykelbar med pedagogiska inslag för allmänheten och samtidigt fungera som en spridningskorridor för flora och fauna. Denna studie har inventerat örtskikt och övergripande struktur längs med tänkta sträcka. Utifrån de olika områdenas förutsättningar har åtgärder för restaurering och nyetablering föreslagits för att återskapa slåtterängslika miljöer samt generellt verka för en ökad biodiversitet. Merparten av det drygt 10 km långa stråket är präglad av kvävetillförsel och igenväxning. Några områden innehåller arter som indikerar slåtterängslika förhållanden. Äldre grova träd, sandiga marker, stenmurar och andra småbiotoper har noterats. Lämpliga skötselregimer måste implementeras på de flesta områdena. Ett estetiskt förhållningssätt bör finnas med i restaureringsprocessen speciellt i de urbana områdena. De ytor som huserar populationer av ängsvegetation måste fortsätta skötas med traditionella metoder för att kunna bevaras. Att starta med informationsförmedling till allmänheten i början av projektet är viktigt för att skapa förståelse. Uppföljning och nya inventeringar för att utvärdera effekterna av åtgärder tillråds. / Over the past century biodiversity has declined in Sweden as in all other western countries. Mainly due to modernization of agriculture and forestry which has resulted in drastic habitat losses for many species when rural areas have become less diverse and more fragmented. One of the most species-rich habitat is the traditional hay meadow. The Project Livslinjen (the “Lifeline”) has been initiated to re-create a coherent meadow trough a municipality. The public should be able to bike along it the whole way and it should also feature educational elements. At the same time, it should work as a wildlife corridor. In this study an inventory of forbes and the overall structure of the area is performed. This to identify potential actions to re-create meadow-like vegetation and generally increase biodiversity along the route. The study has found that the 10 km long route passes varied grounds with a city center in the middle. Most areas are influenced by nitrogen surplus and overgrowth. Though some areas hosts species that indicates meadow like conditions. Old large trees, sandy slopes, stonewalls and other microhabitats are noted as well. The initial stage of the restoration will focus on depleting nitrogen surpluses in the ground and selectively clear trees and shrubs. Appropriate management regimes must be implemented in most areas. An esthetics eye should be involved in the restoration process since it is recommended that biodiversity should not look untidy. Landscape variation should be a keyword in the process. Gradually, different parts of the route can start to be managed with traditional methods. Then active re-establishment of desirable species can commence. The areas which still house preserved meadow vegetation must continue to be managed accordingly. It is advised to commence with information to the public already at the start of the project to create understanding for what they see. Follow-ups and new inventories to evaluate the effects of measures is advised.