Colin Clark's model of the negative exponential population density decay function is applied to the Vancouver case. Though the model is claimed to hold true for all places at all times, it does not offer sufficient explanations why the process is occurring, nor does it pay due regards to the topographical effects. The application of the model to the east and south sections of Vancouver may throw some light to the rationale of the city growth process. We are able to compare the density gradient of the east and south due to the different timing of transportation improvement and physical morphology. By examining two sections of the same city we can isolate the effect of transportation on the density of development, since both sections are subject to the same growth pressures. The density profiles of the whole city, and the eastern and southern sections of it (in the shape of ring, single airline, sector and band) are prepared; and for each plotting of population density, two parallel regression runs are made with regard to both radial distance and travel time. The model is tested at four points in time; and its goodness of fit is measured by the coefficients of determination. The conclusions reached are as follows: 1. The quality of the model in replicating the Vancouver experience is similar to that found for a wide range of cities. 2. The east and the south are marked by the differential rates of density decline, which are mainly due to the date at which the development takes place. 3. The distance parameter measured in travel time from the CBD does not give a significantly better fit to the model than radial distance from the CBD. 4. The coefficients of determination of the model decline over time, suggesting variable pattern of population density within the city over time. 5. The imputed central density does not show a consistent decline over time. 6. The steepness of density decline decreases in the course of time. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

This thesis is a reception study that examines potential reasons why the adolescent to college aged demographic of youth culture is embracing communicative and informational mobility. The project attests that the move to mobility is motivated by two major factors, the attraction of being an early adopter of technology and the way social behaviors are made attractive in mobile marketing. Chapter 1 explores the importance of these social behaviors, as they are very much intertwined and contribute to how youth acclimate into society. Chapter 2 demonstrates that creating social distinction and cultural capital is linked to being an early adopter of technology. The remaining portion of the document examines recent mobile advertisements and why youth would be attracted to the aesthetic and thematic elements contained in the advertisements. Chapter 3 examines how Blackberry utilizes the behavior of creating and expressing identity in their advertisements. Chapter 4 focuses on how Apple has worked to create a community centered around their brand. Finally, Chapter 5 looks at how Google/Android has highlighted the acquisition, sharing, and utilization of content through the phenomenon of applications. With this project, I hope to illustrate the rationale why youth would be attracted to communicative and informational mobility.

This diploma thesis focuses on interactions of chosen pharmaceuticals with soil and study their mobility. First part is devoted to the characteristics of the most common pharmaceuticals that appear in the environment, specifically antibacterial chemoterapeutics and analgetics. Subsequently, the occurrence of the pharmaceuticals in environment, their sources and effects are described. Further, the work focuses on soil components and soil organic matter. In conclusion of the theoretical part is the description of used analytical method for processing of the results and also the current state of the problematics. In the practical part of the thesis the experiments were made and analyzed and further served for better understanding of adsorption and interactions of chosen pharmaceuticals with soil and humin acids as the main reactive part of the soil.

INTRODUCTION: Canada has yet to conduct high quality, prospective, population-based surveys that measure incident visual impairment, its risk factors, and adverse consequences, creating an unmet need to obtain more rigorous analysis in this regard QUESTIONS: What is the 3-year incidence of visual impairment in each province? What are the risk factors for the 3-year incidence of visual impairment? Do they include geographic, sociodemographic, lifestyle, social, health and healthcare factors? Does vision loss increase the odds of balance problems after three years? METHODS: Baseline and 3-year follow-up data were used from the Canadian Longitudinal Study on Aging. The Comprehensive Cohort included 30,097 adults ages 45-85 years old recruited from 11 sites across 7 provinces. Presenting binocular visual acuity was measured using the Early Treatment of Diabetic Retinopathy Study chart. Incidence of VI was defined as the development at follow-up of visual acuity worse than 20/40 in those with acuity better than or equal to 20/40 at baseline. Balance was measured using the one-leg balance test. Those who could not stand on one leg for at least 60 seconds were classified as having failed the test. Participants were asked about the self-report of a diagnosis of cataract, macular degeneration, or glaucoma. RESULTS: 3.88% (95% Confidence Interval (CI) 3.61, 4.17) of Canadian adults developed VI over a 3-year period. There was a high degree of variability in the incidence between Canadian provinces with a low of 1.42% in Manitoba and a high of 7.33% in Nova Scotia. Uncorrected refractive error was the leading cause of incident VI. Risk factors for incident VI included older age (odds ratio (OR)=1.07, 95% CI 1.06, 1.07), Black race (OR=2.64, 95% CI 1.36, 5.14), lower household income (OR=1.73 for those making less than $20,000 per year, 95% CI 1.24, 2.40), current smoking (OR=1.78, 95% CI 1.37, 2.32), and province. Of the 12,158 people who could stand for 60 seconds on one leg at baseline, 18% were unable to do the same at follow-up 3 years later. After adjustment for demographic and health variables, those with worse visual acuity (per 1 line) were more likely to fail the balance test at follow-up (OR=1.15, 95% CI 1.10, 1.20). Those with a report of a former (OR=1.59, 95% CI 1.17, 2.16) or current cataract (OR=1.31, 95% CI 1.01, 1.68) were more likely to fail the test at follow-up. CONCLUSION: The incidence of visual impairment is common in older Canadian adults, varies markedly between provinces, and is largely due to treatable causes. Risk factors for VI suggest sub-groups that may benefit from interventions to improve access to eye care. These data provide longitudinal evidence that vision loss increases the odds of balance problems over a 3-year period. Efforts to prevent avoidable vision loss are needed as are efforts to improve the balance of visually impaired people.

Philosophiae Doctor - PhD / My Doctoral dissertation, titled The hand and the head: The Handspring Puppet Company and the arts archive, is focussed on the hand as it appears variously in the production, performance and reception of puppetry as a metonym of care and comfort, but conversely of manipulation and tyranny. The shared proponent of the hand, so crucial to the puppeteer as a means of controlling the movements and “life” of the puppet, acts as the object of study which links the puppet to the modern human and the human body, both through means of creation and representation, in other words, both aesthetically and ontologically. The study thus initiates a set of dialectical connections between body and mind, intuition and intellect, practice and theory, all centred on the relationship between the hand and the head.

Den här uppsatsen undersöker boendes mobilitetsmönster och uppfattningar i relation till hållbar mobilitet i Rosendal, Uppsala. Syftet med uppsatsen är att utreda i vilken grad de boende i Rosendal använder hållbara färdmedel i sin vardagliga mobilitet i relation till områdets fysiska, institutionella, sociala och kulturella förhållanden. För att genomföra undersökningen har både kvantitativa och kvalitativa metoder använts. Data har samlats in utifrån en enkät, varpå olika typer av statistiska analyser har uppförts. En intervjustudie har ytterligare henomförts för att samla in djupare information som leder till kompletterad förstålse i relation till de boendes mobilitetspraktiker. För att tolka resultatet har teoretiska utgångspunkter inom transportgeografin använts vilka är anpassade till det så kallade mobilities paradigmet. Paradigmet lyfter fram aspekter som främst är sammankopplade med den sociala och kulturella kontexten i relation till mobilitetspraktiker. Den här uppsatsen försöker belysa hur den fysiska och institutionella kontexten förknippas med den sociala och kulturella i frågan om hållbar mobilitet. Det hållbara mobilitetsbeteende är snarare ett resultat av den fysiska kontexten än de implmenterande mobilitetstänsterna. Uppsatsen lyfter fram att även den sociala och kulturella kontexten måste tas hänsyn till. Det anses att ett barn-, ålders- och genusperspektiv måste integreras i de relevanta policyerna på ett bättre sätt. Uppsatsen pekar även på att kommunikationen av de befintliga mobilitetstjänsterna till de boende även skulle kunna förbättras.

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The goal of my research is to examine motivations for upper mobility vs stagnation of people in poverty. Bandura (1971) states people’s motivations do not come from their willpower and people are not trapped in their situation. However, 43% of Americans born poor, remain poor as adults and 27% of people remain near poor to poor (Pew 2013). I will examine individuals with higher upper mobility aspirations (HUMA) and those individuals with lower upper mobility aspirations (LUMA) in order to provide the salient factors contributing to the desire for upward mobility. Five hypothesis will be analyzed; (1) Individuals with aspirations for personal growth and development will be more likely to have a positive linear relationship to their agency. (2) Individuals are more likely to have a strong belief in personal motivators than belief in structural barriers. (3) Individuals with beliefs in structural barriers will not believe in having to change behaviors for upward mobility. (4) There is an association between respondent’s race and individual’s motivation for upward mobility. (5) There is an association between respondent’s gender and individual’s motivation for upward mobility. My prediction is LUMA individual’s attitudes about assimilation and structural barriers prevent them from moving upward. They will strong negative feelings towards having to change their speech and dress style to be successful. I hope provide a better understanding of the emotional and structural barriers that hinder upward mobility.

One of the ways to define mobility in a transportation system is total travel time for all travelers using the transportation network. A good assessment of the mobility is essential for knowing the points of congestion in the network and the factors responsible for the congestion. Also the change in mobility from the baseline to the horizon year would give the modeler an idea of the effectiveness of the various transportation systems. One of the applications of the mobility measurement is the evaluation of aviation technologies proposed by FAA to ease the congestion. This paper addresses a method to estimate the mobility of the air transportation network in the baseline year (2000). Also presented is a method to estimate the mobility to the horizon year by considering congestion on the roadway. / Master of Science