Master of Landscape Architecture / Department of Landscape Architecture/Regional and Community Planning / William P. Winslow III / The proposed site development is situated in the ahupua’a of Honouliuli, in the district of Ewa on the island of Oahu, Hawaii and has been given the name Kaiaulu. Currently the University of Hawaii is planning to expand their campus in the Ewa district. The project site is 500 acres with the university occupying 204 acres. The remaining 296 acres of the site will be a mixed-use residential community. The design of the site addresses two main dilemmas: 1) creating a town-gown relationship between the university and surrounding mixed-use community and 2) promote the use of the two transit stations that will be located on the site for the new light rail system that will be implemented on the island in the next few years. To better understand the relationships between the institution and the surrounding neighborhood communities and how to successfully incorporate light rail stations into the communities, research was conducted to address the issues stated above. Literature was reviewed with a focus on the guidelines, principles, terms, and relative issues on each topic. Two precedent studies were then conducted relating to town-gown relationships and the implementation of light rail systems and stations. The program and the placement of the transit stations, the institution, and the mixed-use communities were based on the site inventory and analysis of the existing site. With the strategic placement of the transit stations and the university campus, students and residents of the surrounding community are encouraged to interact. Additionally, by making the transit stations welcoming, convenient, and safe, the light rail encourages the students and residents of the communities to lessen the use of their automobiles and use the public transit as a means of reaching their destinations around the island. The design of Kaiaulu brings the students of the institution and the residents and visitors of the surrounding communities together and creates a strong town-gown relationship.

International Telemetering Conference Proceedings / October 30-November 02, 1995 / Riviera Hotel, Las Vegas, Nevada / Recent narrow band imagery of the surface of Titan reveals a very non-uniform surface. While there are no global oceans of liquid ethane/methane as once conjectured, the imagery does suggest the possibility of seas or lakes of liquid ethane, methane, and other organic materials. If these exist, Titan could be considered a gigantic analog model of the Earth's climate system complete with land masses, moderately thick atmosphere, and large bodies of liquid. By studying the climate of Titan, we could gain further understanding of the processes and mechanisms that shape the Earth's climate. Reuse of existing technology and methods may be a way to speed development and lower costs for the global study of Titan. Surprisingly, one of the key technologies could be a Transit or Global Positioning System (GPS) descendant for use in tracking probes wandering the surface of Titan.

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

published_or_final_version / Urban Planning and Design / Master / Master of Science in Urban Planning

This report examines how the neighborhoods along the Metro Blue line have changed over the past two decades, and reflects on the current emerging issue in Transit oriented development (TOD), which is promoting equitable transit neighborhoods. The primary study area includes the route of the Metro Blue line through Los Angeles County where the most economically disadvantaged and marginalized communities are located in the county. In order to investigate the impact of the rail line effectively, the concept of Walksheds are used as the units of analysis, which is defined as the area within a half-mile walking distance from the transit station. Focusing on social equity impact of the transit system operation, the comparison analysis between Los Angeles County and the twenty-two Walksheds of each station in the line evaluates the changes in the close-by neighborhoods while also looking at various social demographic indicators that can reflect demographic shifts using decennial Census data of 1990, 2000, and 2010. While looking at the change through time series data analysis vertically, the performance of each station area is examined horizontally. Therefore, comparative analysis is conducted in four stages to figure out the extent to which the neighborhoods have changed, how rapidly the change occurred and whether the neighborhood change occurred in a positive way or not. The result from the four comparative analyses indicates that the Metro Blue line did not work as a catalyst for promoting economic opportunity in the region in spite of the initial expectations of its advocates. In the beginning of the rail operation of 1990, the neighborhoods along the rail line were excluded and poverty was widespread in the region. However, even after two decades, the twenty-two Walksheds along the Metro Blue Line still remain as undesirable places to live and marginalized as compared to the rest of the county. Moreover, the neighborhood change in the twenty-two Walksheds is negatively linked to the Walksheds based on the result of the comparative analysis. / text

Analyzing public transit accessibility to marginalized communities is critical to exploring the link between transportation inclusion and wellbeing in automobile-centered cultures. This study is an attempt to examine public transit accessibility to Indigenous residents in Winnipeg's North End. Apart from analyzing the current level of transit accessibility, the study explores barriers that hinder the use of public transit in the North End and examines strategies to improving transit accessibility to its residents. This study adopts a holistic approach to understanding 'accessibility' and recognizes the importance of socio-economic, perceptional, and demographic factors in shaping the demand for transit facilities in an area. Findings of the study illustrate the need to include transportation inclusion as an essential component of the urban Indigenous welfare policies in the country. The lessons learned will also provide an initial framework to understand the link between community wellbeing and transportation inclusion of other socio-economically vulnerable communities. / February 2017

För näringsidkare i dagens moderna samhälle är ensamrätten till varukännetecken av stor betydelse. För många näringsidkare ligger det stora investeringar bakom ens varukännetecken och dess renommé värderas högt. I takt med att varukännetecken har blivit en allt viktigare tillgång för varumärkesinnehavarna har även handel med varumärkesförfalskade och piratkopierade varor ökat. Denna ökning har lett till att behovet av att kunna skydda sitt varukännetecken från olovlig användning ökat och att varumärkesinnehavarna vill ha en mer utökad ensamrätt till sina varukännetecken. Tidigare har inte förfalskade varor som transiteras inom Europeiska unionen, med slutdestination i tredjeland, utgjort varumärkesanvändning och således inte heller ett intrång varumärkesinnehavarens ensamrätt. I praxis har det fastslagits att detsamma gäller när ingen slutdestination är angiven för varorna. Anledningen till att transitsituationer inte omfattats av varumärkesinnehavarens ensamrätt är att transit inte har ansetts utgöra varumärkesanvändning. För att förfalskade varor ska kunna utgöra varumärkesanvändning har det tidigare krävts att varorna ska importeras i en medlemsstat och där föras ut på marknaden. Att varorna tillfälligt lagras i ett tullager eller transiteras inom unionen har inte ansetts kunna likställas med import. I och med den nya varumärkesförordningen och det nya varumärkesdirektivet införs bestämmelser som stadgar att även varor som befinner sig i transit i en medlemsstat kan utgöra varumärkesanvändning. Men frågan är hur stor praktisk effekt de nya bestämmelserna kommer få eftersom det stadgas att varumärkesinnehavaren måste inneha ensamrätt till varukännetecknet även i slutdestinationslandet för att tullmyndigheterna i transitlandet ska kunna omhänderta varorna. Denna bestämning innebär att flertalet transitsituationer även efter lagändringen inte kommer utgöra ett intrång i en varumärkesinnehavares ensamrätt och således kommer varumärkesinnehavaren inte kunna tillgripa åtgärder. Även situationer när inget slutdestinationsland är angivet hamnar utanför bestämmelsernas tillämpningsområde och på så vis skapas det en möjlighet för deklaranter och varuinnehavare att kringgå de nya transitbestämmelserna. De nya bestämmelserna kommer således inte kunna tillämpas i särskilt många transitsituationer.