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This dissertation is an economic investigation into the persistency of Canadian unemployment. It examines whether this persistence is caused by sectoral shifts. Empirically, we test for persistence using the Cochrane Variance ratio and the modified rescaled range test statistics. We estimate unemployment persistence using Bayesian ARFIMA class of models. To understand employment sectoral dynamics, the thesis uses data-driven Vector Autoregression models with emphasis on Classical and Bayesian estimation techniques. At the theoretical level, two structural Real Business Cycle models are proposed to explain how aggregate unemployment persistence emerges from sectoral labour mobility. The main difference between these two models is the impetus of the shock. One model uses relative sectoral technology shocks and the other uses relative sectoral taste shocks. We show that sectoral phenomena are important in accounting for aggregate unemployment fluctuations.

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This study has aimed to investigate how a developer builds for sustainable travel. To answer the question, sustainable travel in urban planning has been reviewed regarding Umeå municipality's intentions and what strategy documents there are to relate to as a developer. The study has used a qualitative study method and to answer the study's questions, four planning documents have been studied: Umeå Municipality's Overview Plan, Mobilitetsbokslut which is a program for sustainable modes of transport, Strategy Documents for Umeå Municipality's districts and Detailed Plan for Östra Station, Umeå 2:1. To strengthen the planning documents and to gain a better understanding of sustainable travel from the municipal and developer level, two interviews were conducted. A representative from Umeå municipality and a representative from the developer, Balticgruppen, to find out how the communication between them regarding the purpose of the study. The representatives were interviewed as officials regarding their competence within the planning area's establishment, Östra Station.  The results of the study show that the developer, Balticgruppen, does not have much to say about a new establishment in Umeå municipality. The communicative planning is carried out with dialogue efforts and consultations, but where Umeå municipality has strong goals and strategies for building for sustainable travel that Umeå municipality believes Balticgruppen should relate to. This means that the dialogue efforts usually lead back to Umeå municipality's planning documents and intentions, which generates in that it is the municipality that decides the developer's construction for sustainable travel in the event of a new establishment and not the developer himself. This indicates that there are strict regulations at a new establishment in Umeå municipality, which creates, according to Pacione, power structures.

Albitisation is pervasive and intense in the Curnamona Province. Most FeO-Cu-Au-U-REE deposits are associated with sodic alteration or albitisation (alkaline alteration) worldwide. The minor Cu-Au-U-REE mineralisation occurs in the large albitisation system in the Curnamona Province. Progressive albitisation allows us to demonstrate the mobility of metals linked to mineralisation in the Migmatite Creek, Weekeroo Inliers, Curnamona Province. Lithological and thematic mapping of albitisation intensities distinguishing low-, medium-, and high- grade albitisation was carried out in the Migmatite Creek area using ArcGIS mapping tools. Progressive albitisation was investigated using whole rock, electron microprobe and Laser Ablation ICPMS analytical methods to establish major, trace and rare earth element variation on a range of scales in bulk samples and individual mineral phases. Albitisation is structurally controlled by OD3 antiformal folds and development of a network of breccias creating pathways of fluid flow. Intensities of albitisation decrease from antiformal to synformal fold hinges. Mass balance estimates, using isocons allow a semi-quantitative view of the evolution of fluid and rock compositions and the mobility of elements during progressive albitisation. The evolution of temperature was independently identified by using mineral geothermometers. Mobility of rare earth element (REE) resulted in extreme changes of REE patterns during progressive albitisation. The initial albitisation fluids were identified in the range of hypersaline (approximately 30 wt% equi. NaCl) with the NaCl rich - CO₂ - KCl - MgCl₂ ± Al(OH)[SUBSCRIPT]x ± CaCl₂ - H₂O was related to regional fluids of metamorphism and migmatisation. 87 % of Eu and 99% of La were removed from psammites to fluids during high intensity albitisation. Most of the siderophile elements, Ni, Co, Cr, Mn and Mo, as well as Zn, Ba and Sr, were removed from unaltered rock to the fluids in the area. The chemical equilibria of fluid/rock reaction were completely attained between quartz and albite during high–medium intensity albitisation against uncompleted equilibria in low intensity albitisation. New albite +quartz + accessory minerals replaced the original quartz + feldspars + biotite + magnetite assemblages. Progressive albitisation resulted in evolution of fluids and then lead to a secondary stage biotite alteration and a weak quartz alteration (inserted quartz veins). Fe – U – REE elements were extremely removed from all types of lithologies (metasediments and pegmatites and amphibolites) during progressive albitisation. A highly charged, metal fluid was formed during albitisation. Albitisation has great potential as a source process for mineralisation and from its characteristics shows links to the IOCG-REE systems. / http://proxy.library.adelaide.edu.au/login?url= http://library.adelaide.edu.au/cgi-bin/Pwebrecon.cgi?BBID=1368692 / Thesis (M.Sc.) - University of Adelaide, School of Earth and Environmental Sciences, 2009

The purpose of this thesis was to investigate the psychometric properties and clinical utility of the Functional Mobility Scale (FMS) for children with cerebral palsy (CP). The FMS quantifies mobility according to the need for assistive devices in different environmental settings. Initially a systematic review was conducted on the psychometric properties and clinical utility of existing evaluative outcome measures that assessed activity limitation in children with CP. Good to excellent reliability was found for all tools. In contrast, the validity and responsiveness of many tools required further investigation. The FMS was the only tool to quantify activity with different assistive devices for a range of environmental settings. A key objective of this thesis was to investigate the reliability, construct, concurrent and discriminative validity, as well as the responsiveness to change of the FMS. (For complete abstract open document)

In the last three decades the global population has been growing at an essentially constant rate, at around 1.5 per cent per year, to about 6.026 billion in 2000 when it was estimated that 47% of that population live in an urban environment. Further, a United Nations’ projection indicates that 60% of the total global population may be living in an urban settlement by the year 2025. This increasing urbanisation brings with it increased employment, that delivers affluence, which then continues the cycle of migration and movement to these growing metropolitan areas in both developed and developing countries. As cities increase in population and expand their urban area, there is a consequential expansion of urban transportation and accompanying service infrastructure. People travel daily, irrespective of their vast differences in culture, economic conditions and means of transportation. This daily mobility is sought for its own sake as well as to bridge the spatial distance that separates their homes from the work place, to accomplish their household’s domestic needs and to undertake social journeys, such as visiting friends and taking holidays. As the world’s urban population undertakes its daily mobility by a variety of transportation modes, an individual’s mobility behaviour and mode-choice is governed by a complex matrix of physical and human, social and management indicators, measures and/or drivers. A literature review describes the current understanding of this complex matrix and concludes by identifying and defining a set of fundamental underlying measures that drive private motorised, public transport and non-motorised (walking and bicycling) mobility at national, city and household levels. As practical instruments, transportation models play an important role in providing decision-makers with analytical tools to help them understand their city’s transportation and the different future scenarios it may face. While not necessarily producing foolproof information or predictions, models are still the best methods available to test the likely implications of alternative transportation policy decisions in a rapidly changing urban environment. Urban transport models are generally based on the notion that traffic can be modelled in aggregate measures through statistical data and predictive modelling techniques. In this research, dimensional analysis is used to derive sketch-plan models for private motorised, public transport and non-motorised mobility for any urban environment based on four-decades of detailed land-use and travel pattern data from a large international sample of cities. These models are developed on the basis of a set of fundamental underlying measures that are deemed to drive private motorised, public transport and non-motorised (walking and bicycling) mobility at the city level. Importantly, the models also embody three key attributes. They are: • easy to use, minimising user requirements and data inputs • policy-sensitive, capable of assessing a sufficient range of policy options • reliable and robust over time, so that the results can be consistently believed. The capacity of the sketch-plan models to predict personal mobility in an urban environment is statistically validated against an independent land-use and travel pattern data set for 83 cities located on five continents. Despite their simplicity and maintaining a consistent functional form over a time-series of four-decades and across all geographic and cultural regions, the private motorised mobility model can consistently explain up to 92% of the variance in private motorised urban mobility. The results for the public transport mobility model are less reliable and consistent, in particular when developing cities are part of the model. Results for developed or wealthier cities are much better. Reasons for these results and their inadequacies are discussed. The non-motorised modes mobility model is the least successful part of the modelling work. This can be attributed to a combination of inadequate data and, very likely, the more micro-level determinants of usage of these modes. The private motorised urban mobility sketch-plan model equation developed in this thesis is able to predict present and future trends of automobile use in individual cities to a high degree of statistical reliability. The model equation offers urban transport planners a focused direction on the fundamental measures that have the potential to control and deliver automobile restraint policies and strategies. A series of case studies shows that this model has wide applications in understanding past trends in private motorised mobility and in developing urban environmental strategy and policy through its ability to calculate and assess current and future motor vehicle emissions inventories in cities. The thesis makes suggestions for future work in this area of metropolitan level transport modelling, in particular, how to improve the public and non-motorised transport models so that total urban transport mobility can be better understood and modelled.

Thesis (Ed.D.)--University of Tulsa, 1973. / Bibliography: leaves[83]-91.

Thesis (M.S.)--Virginia Polytechnic Institute and State University, 1994. / Vita. Abstract. Includes bibliographical references (leaves 84-86). Also available via the Internet.

Thesis (M.S.)--University of Michigan, Ann Arbor, 1976. / Typescript (photocopy). Includes bibliographical references (leaves 76-80). Also issued in print.