The purpose of the study was to examine the impact of a natural disaster on the mental health of a rural Maya community in the Philippines. Specifically, the study assessed how an individual’s housing conditions, the household size, and general utilities can have an impact on a person’s mental health. The study used a quantitative survey design with self-administered questionnaires. Center for Disease Control and Prevention Modified Community Assessment survey was used for this research investigation. A total of 84 participants completed the survey. Participants were asked of their perceptions regarding the habitability of their own homes, the safety of their homes, whether there was mold or water damage, the size of the household, whether the household was harboring guest and the presence of general utilities such as: running water, electricity, garbage pickup, natural gas, sewage service, and cell. Descriptive (e.g. mean and frequency,), chi-squares tests, and t-test were used to analyze the data. Findings of the study showed that there was a relationship between safety of the home, the presence of mold, water damage, and running water and whether one develops symptoms of anxiety/stress. The study also found a relationship amongst garbage pickup, sewage service and whether one develops symptoms of agitated behavior. Findings of the study suggest a need for advocacy to implement mental health programs as a relief effort to disaster victims.

The purpose of this research is to develop and test a widely available, ready-to-use method for adjusting the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip generation estimates for urban context using regional household travel survey data. The ITE Handbook has become the predominant method for estimating vehicle trips generated by different land uses or establishment, providing a method for data collection and vehicle trip estimation based on the size of the development (e.g. gross square footage, number of employees, number of dwelling units). These estimates are used in traffic impact analysis to assess the amount of impact the development will have on nearby transportation facilities and, the corresponding charges for mitigating the development's negative impacts, with roadway expansions, added turning bays, additional parking or traffic signalization, for example. The Handbook is often criticized, however, for its inability to account for variations in travel modes across urban contexts. For more than fifty years, ITE has collected suburban, vehicle-oriented data on trip generation for automobiles only. Despite the provision of warnings against application in urban areas, local governments continue to require the use of the ITE Handbook across all area-types. By over predicting vehicle traffic to developments in urban developments, developments may be overcharged to mitigate these developments locating in urban environments despite the lower automobile mode shares, discouraging infill development or densification. When ITE's Trip Generation Handbook overestimates the vehicle impact of a development, facilities are also overbuilt for the automobile traffic and diminishing the use of alternative modes. When ITE's TGH underestimates this impact, adjacent facilities may become oversaturated with traffic, pushing cars onto smaller facilities nearby. Currently, there is momentum amongst practitioners to improve these estimation techniques in urban contexts to help support smart growth and better plan for multiple modes. This research developed and tested a method to adjust ITE's Handbook vehicle trip generation estimates for changes in transportation mode shares in more urban contexts using information from household travel surveys. Mode share adjustments provide direct reductions to ITE's Handbook vehicle trip estimations. Household travel survey (HTS) data from three regions were collected: Portland, Oregon; Seattle, Washington; and Baltimore, Maryland. These data were used to estimate the automobile mode share rates across urban context using three different adjustment methodologies: (A) a descriptive table of mode shares across activity density ranges, (B) a binary logistic regression that includes a built environment description of urban context with the best predictive power, and (C) a binary logistic regression that includes a built environment description of urban context with high predictive power and land use policy-sensitivity. Each of these three methods for estimating the automobile mode share across urban context were estimated for each of nine land use categories, resulting in nine descriptive tables (Adjustment A) and eighteen regressions (Adjustments B and C). Additionally, a linear regression was estimated to predict vehicle occupancy rates across urban contexts for each of nine land use categories. 195 independently collected establishment-level vehicle trip generation data were collected in accordance with the ITE Handbook to validate and compare the performance of the three adjustment methods and estimations from the Handbook. Six land use categories (out of the nine estimated) were able to be tested. Out of all of the land uses tested and verified, ITE's Trip Generation Handbook appeared to have more accurate estimations for land uses that included residential condominiums/townhouses (LUC 230), supermarkets (LUC 850) and quality (sit-down) restaurants (LUC 931). Moderate or small improvements were observed when applying urban context adjustments to mid-rise apartments (LUC 223), high-turnover (sit-down) restaurants (LUC 932). The most substantial improvements occurred at high-rise apartments (LUC 222) and condominiums/townhouses (LUC 232), shopping centers (LUC 820), or coffee/donut (LUC 936) or bread/donut/bagel shops (LUC 939) without drive-through windows. The three methods proposed to estimate automobile mode share provides improvements to the Handbook rates for most infill developments in urban environments. For the land uses analyzed, it appeared a descriptive table of mode shares across activity density provided results with comparable improvements to the results from the more sophisticated binary logistic model estimations. Additional independently collected establishment-level data collections representing more land uses, time periods and time of days are necessary to determine how ITE's Handbook performs in other circumstances, including assessing the transferability of the vehicle trip end rates or mode share reductions across regions.

Mental illness affects more women than men in the United States. Poor mental health in reproductive-age women has negative implications on population health. The purpose of this quantitative, correlational study was to examine the relationship between household structure and frequency of mental distress, with consideration of the mediation social-emotional support provides for reproductive-age women. The social ecological model was the theoretical framework for this research, in which frequency of mental distress related to the individual-level of the human-environment interaction construct. Household structure and social-emotional support were examined at the relationship-level. Pearson's correlation coefficient and linear regression were used to conduct a cross-sectional analysis of the 2010 Behavioral Risk Factor Surveillance System data set with a total sample size of 65,269 women, 18-44 years old. The confounding variables, health care access, race, income, marital status, number of children in the household, and pregnancy status, were included in the analysis. Although social-emotional support significantly influenced both household structure and frequency of mental distress, significance was not found between household structure and frequency of mental distress indicating that mediation does not exist. This study provides researchers and practitioners information about household structure that should be considered when designing innovative, nonprofessional support programs at the community-level. Positive social change implications include an understanding of the relationship between complex variables associated with social-emotional support, which could improve community support programs focused on mental health wellness of reproductive-age women.

A partir de l'objet automobile, cette thèse propose une réponse en trois temps à la problématique du rôle de la consommation matérielle dans la stratification sociale. Grâce aux caractéristiques originales du bien automobile, l'objectif poursuivi est d'interroger la question de l'homogénéisation des styles de vie dans le contexte de la France contemporaine sous trois rapports : les phénomènes de diffusion de l'automobile, la distribution sociale des caractéristiques de l'équipement, la répartition des coûts engendrés par la voiture. Comment caractériser la diffusion d'un objet symbolique de la consommation de masse et quelles sont les limites à cette diffusion ? Comment sont distribués les biens selon leurs caractéristiques dans l'espace social ? Comment varient les différents coûts de l'automobile parmi les groupes sociaux ? Nous répondons à de telles questions en recourant à une analyse secondaires de deux séries d'enquêtes réalisées par l'Institut National de la Statistique et des Études Économiques : les Enquêtes Nationales Transports réalisées en 1981, 1993 et 2007 ainsi que les enquêtes Budget de famille réalisées en 1985, 1989, 1995, 2001 et 2006. / By using the automobile as a social object, this thesis provides a threefold answer to the problem of the role of material consumption in social stratification. Thanks to the very original nature of automobile, we aim at address the question of the homogenization of lifestyles in contemporary France in three differents aspects : the phenomenons of social diffusion, the distribution of the characteristics of the automobile in social space and the repartition of the internal and external costs of the car. How can we characterize the diffusion of a good symbolic of mass consumption ? Which limits does this diffusion assume ? How are distributed the characteristics of the material goods in social space ?How do the differents costs of the automobile vary among social groups ? We adress theses questions by using secondary analysis of two series of suveys conducted by the French institute of statistics : the National Travel Surveys realized in 1981, 1993 and 2007 and the French Household Expenditure Surveys conducted in 1985, 1989, 1995, 2001 and 2006.

Orientador: André Luiz Seixlack / Resumo: Evaporadores são trocadores de calor usados em sistemas de refrigeração com a função de transferir calor do ambiente a ser refrigerado. As baixas temperaturas de operação desses trocadores de calor favorecem a formação de geada sobre suas superfícies. O acúmulo de geada, dependendo de sua espessura, pode reduzir a capacidade de refrigeração do evaporador e, consequentemente, reduzir também o desempenho do sistema de refrigeração. Neste trabalho apresenta-se um modelo distribuído para analisar a influência da formação e do adensamento de geada sobre o desempenho de evaporadores do tipo tubo-aletado, comumente usados em refrigeradores frost-free. O escoamento do fluido refrigerante no interior dos tubos é considerado unidimensional e dividido em duas regiões: uma de escoamento bifásico e outra de vapor superaquecido. A queda de pressão do escoamento no interior dos tubos é considerada. As equações fundamentais de conservação da massa, da quantidade de movimento e de conservação de energia são usadas para modelar o escoamento do fluido refrigerante. Na região bifásica o escoamento é analisado segundo o modelo homogêneo. A equação da conservação da energia na parede do tubo também é resolvida, para o cálculo da distribuição de temperatura ao longo dessa parede. Do lado do ar, os princípios de conservação da massa, quantidade de movimento e de conservação da energia são empregados para simular a formação e crescimento da geada sobre a superfície do evaporador. O sistema de equaçõe... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: Evaporators are heat exchangers of the refrigeration systems used to transfer heat from the refrigerated environment. Their low operating temperatures favour the frost formation on their surfaces. Frost accumulation, depending on its thickness, can reduce the evaporator cooling capacity and, consequently, also reduce the refrigeration system performance. This work presents a distributed model to analyze the influence of formation and frost densification on the performance of tube-finned evaporators, commonly used in “no-frost” household refrigerators. The refrigerant flow inside the tubes is taken as one-dimensional and divided in a two-phase flow region and a superheated vapor flow region. The pressure drop inside the tubes is considered. The fundamental equations of mass conservation, momentum, and energy conservation are used in order to model the refrigerant flow. The homogeneous flow model is employed for the two-phase flow region. The energy conservation equation for the evaporator tube wall is also solved to obtain of wall temperature distribution. On the air side, the principles of mass conservation, momentum and conservation of energy are employed to simulate the formation and frost growth on the evaporator surface. The system of equations is integrated numerically and solved iteratively by successive substitutions. Comparisons between numerical results obtained in this work and experiments available in open literature show good agreement. Considering the entire rang... (Complete abstract click electronic access below) / Mestre

Travel demand analysis has traditionally focused on exploring and modeling travel behavior on weekdays. This emphasis on weekday travel behavior analysis was largely motivated by the presence of well-defined peak periods, primarily associated with the journey to and from work. Most travel demand models are based on weekday travel characteristics and purport to estimate traffic volumes for daily or peak weekday conditions. Much of the planning and policy making that occurs in transportation arena in response to weekday travel behavior and forecasts. More recently, there had been a growing interest in exploring, understanding, and quantifying weekend travel characteristics. The ability to do this has been limited due to the non-availability of travel survey data that includes weekend trip information. Most travel surveys collect information about weekday travel behavior and ignore weekend days. However, the 2001 National Household Travel Survey includes a substantial sample that provided detailed trip information for weekend days and therefore this dataset offers a key opportunity to explore in-depth weekend travel characteristics. Weekend travel behavior is expected to be substantially different from the weekday travel behavior for difference in several spatial and temporal constraints. The difference in constraints can also lead to a change in trip chaining patterns on weekdays and weekends. Differences in constraints coupled with socio-economic changes characterized by greater disposable income, time-constrained lives, and greater discretionary activity opportunities point towards the growing role that weekend travel behavior is going to play in transportation planning and policy-making. This thesis provides a comprehensive analysis of weekend travel behavior using the 2001 NHTS. Differences and similarities between weekday and weekend travel behavior are identified and presented for different urban areas sizes varying according to Metropolitan Statistical Area (MSA) size. Models of weekend and weekday travel behavior are developed to capture the structural relationship of socio-demographics, activity durations, and travel duration are developed using structural equations modeling approaches to better understand the relationships among these aspects of travel behavior on weekdays and weekends. This report is supposed to act as an updated data guide to the National Cooperative Highway Research Program's (NCHRP) Report 365 titled "Travel Estimation Techniques for Urban Planning" aims at studying the changes in behavioral characteristics between two categories of the day of week - a weekday and a weekend based on personal, household and trip characteristics.

Recent developments in microsimulation modeling of activity and travel demand have called for the explicit recognition of time-space constraints under which individuals perform their activity and travel patterns. The estimation of time-space prism vertex locations, i.e., the perceived time constraints, is an important development in this context. Stochastic frontier modeling methodology offers a suitable framework for modeling and identifying the expected vertex locations of time space prisms within which people execute activity-travel patterns. In this work, stochastic frontier models of time space prism vertex locations are estimated for samples drawn from a household travel survey conducted in 2001 in the city of Thane on the west coast of India and National Household Travel Survey 2001, United States. This offers an opportunity to study time constraints governing activity travel patterns of individuals in a developing as well as developed country context. The work also includes comparisons between males and females, workers and non-workers, and developed and developing country contexts to better understand how socio-economic and socio-cultural norms and characteristics affect time space prism constraints. It is found that time space prism constraints in developing country data set can be modeled using the stochastic frontier modeling methodology. It is also found that significant differences exist between workers and non-workers and between males and females,possibly due to the more traditional gender and working status roles in the Indian context. Finally, both differences and similarities were noticed when comparisons were made between results obtained from the data set of India and United States. Many of these differences can be explained by the presence of other constraints including institutional, household, income, and transportation accessibility constraints that are generally significantly greater in the developing country context.

Literature on transportation planning and modeling is replete with the concept of a travel time budget. According to this concept, average daily travel times tend to be relatively constant. However, evidence from the 1983 Nationwide Personal Transportation Survey and the 2001 National Household Travel Survey suggest that the average daily travel time has increased by 1.9 minutes per year. Understanding travel time expenditures is important for forecasting travel demand, especially future vehicle miles of travel. Historically, travel demand models considered vehicle availability and income as limiting factors for travel, but going forward time may be the constraint. As individuals spend more time devoted to travel, less time will be available for other activities. Therefore, future travel demand is dependent on people's willingness to spend time traveling. Growth of travel demand has been per capita based not just population based. This has been enabled by several cultural trends, including fewer children to care for; specialization of activities; multitasking during travel, for example, cell phone use can add value to travel time; seeking socialization away from home; and increases in real income enabling more activity participation. This study will report the increase in average daily travel time expenditures and analyze the increase by various demographic segments of the population. Travel time expenditures are also related to activity participation, the characteristics of the area, and many other interrelated factors at the person level. Aggregate values will be used to investigate the general relationships between daily travel time expenditures and socio-demographic characteristics. Careful consideration of the implications of the increase in travel time, as well as the changes in society that have contributed to these changes will be explored. The increase in travel time expenditures is likely to play a significant role in future travel demand growth in the United States and will impact the performance of the transportation system going forward. If travel time expenditures continue to grow, the hope for slowing VMT growth may not materialize. Understanding the mechanics of why people are traveling more will aid planners and modelers in estimating future travel demand.

There were two primary aims of the present study. The first aim was to examine the relationships between work-interference-with-family (WIF) and specific eating behaviors (eating vegetables, fruits, snack foods) reported by employed mothers, as it relates to health criteria such as BMI. Related to this first aim, household coping strategies were proposed as playing a significant role in the relationship between WIF and eating behaviors. The second aim was to investigate the crossover of WIF to specific child eating behaviors via mother feeding practices or mother eating behaviors. Self-report and other-report survey data were collected from working mothers and their children (recruited from the YMCA Afterschool Program in Hillsborough County), yielding a sample of 262 employed mothers and 238 mother-child dyads. Mother self-report results supported a negative relationship between WIF and mother eating vegetables on work days, but no relationships emerged for eating fruits or snack foods. Regarding the role of coping in the context of the WIF - eating behavior relationship, results were more supportive of a suppression effect than of a moderating effect of coping. There was no support for an indirect relationship between WIF and BMI via eating behaviors. Analysis of the crossover hypotheses revealed support for a negative association between WIF and the mother's feeding practices (monitoring behaviors), but no evidence was found for the hypothesized meditational relationships between mother WIF and child eating behavior (via mother eating and mother feeding) using multisource data. However, the results of supplementary analyses using only mother-report data supported several of the meditational crossover relationships. The results have implications for theoretical development and future research in the growing area of work-family and health. Major findings regarding WIF and specific eating behaviors, coping, and mother vs. child report are discussed.

對於私部門儲蓄（private saving）之組成成分──公司儲蓄（cor- porate saving）與家庭儲蓄（household saving）間究竟存在著什麼樣 的互動關係，因涉及政府之租稅重分配政策是否可提升私部門儲蓄的課題 ，一直是關心資本形成的經濟學者所爭論的焦點。本文即希望透過 Granger- Sims檢定法則，首次透過因果關係的角度澄清兩者之間的關連 關係，確立可能存在的因果方向及型態，以作為政府施政時的參考。臺灣 地區之實證結果顯示：公司儲蓄(SC)、家庭儲蓄(SH)不論在所得稅負變數 是否存在下，均呈現同向之回饋因果關係。個體儲蓄決策過程中，超理 性 (ultra rationality)並不存在，一旦公司儲蓄、家庭儲蓄兩者之一有 所增減，必帶動另一者作同方向之變動，對整體私部門儲蓄率之變動只有 加劇而無抵消之效果。是故在所得稅負重分配政策的採行上，政府須審慎 考慮其對私部門資本形成所帶來之負面打擊。