Safe Routes to School is a national program funded by the Department of Transportation. The goal of the program is to increase children’s active transport to and from school, primarily by walking, in response to the epidemic of childhood obesity. Implementation at the state and local level has had varying success. In my capstone presentation, I discuss the creation, implementation, and ongoing success of the program at Oak Grove Elementary, a local public school in Georgia. The program is comprised of the 5 Es: Education, Encouragement, Enforcement, Engineering, and Evaluation. Each of these five components will be focused on, as well as ongoing challenges in the struggle to retrofit a school to make it more walker-friendly in a car-dependent environment.

Arterial routes are key structuring components of the urban structure. These routes perform vital functions, including the connectivity of nodes or nodal areas, providing access to urban opportunities, linking metropolitan / municipal areas and providing access to the public transportation system. In order to protect the functionality of these routes, which primarily relates to a mobility function, development along these routes should be controlled. The formulation of policies for development along arterial routes is vital to ensure sustainable, integrated development along these routes without negatively impacting on the urban structure as a whole. A number of challenges are experienced during the formulation–process of these policies, especially since development along these routes is multi–faceted in nature. A case study of Ontdekkers Road, which is a major arterial route located within the City of Johannesburg, is used as the main point of departure. A comparison of the three sections of the route extending from Krugersdorp to Johannesburg (i.e. Voortrekker, Ontdekkers and Main Road) and the applicable development policies provides insight into the key challenges experienced during the policy–formulation process and the implementation of these policies. The study provides key recommendations in response to the challenges experienced along major arterial routes. The recommendations predominantly relate to the multi–faceted nature of development along these routes; the necessity of an interdisciplinary approach to policy–formulation; the importance of comprehensive public participation that involves the relevant stakeholders, professionals and authorities; and the continuous interaction between neighbouring municipalities to identify cross–border issues and co–ordinate planning initiatives. The dynamic nature of development along arterial routes necessitates dynamic policies that consider changing social, economic and physical conditions. To this end, the study recommends the review of development policies on an annual basis and the implementation of contingency–based planning. / Thesis (M.Art. et Scien. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2011.

Arterial routes are key structuring components of the urban structure. These routes perform vital functions, including the connectivity of nodes or nodal areas, providing access to urban opportunities, linking metropolitan / municipal areas and providing access to the public transportation system. In order to protect the functionality of these routes, which primarily relates to a mobility function, development along these routes should be controlled. The formulation of policies for development along arterial routes is vital to ensure sustainable, integrated development along these routes without negatively impacting on the urban structure as a whole. A number of challenges are experienced during the formulation–process of these policies, especially since development along these routes is multi–faceted in nature. A case study of Ontdekkers Road, which is a major arterial route located within the City of Johannesburg, is used as the main point of departure. A comparison of the three sections of the route extending from Krugersdorp to Johannesburg (i.e. Voortrekker, Ontdekkers and Main Road) and the applicable development policies provides insight into the key challenges experienced during the policy–formulation process and the implementation of these policies. The study provides key recommendations in response to the challenges experienced along major arterial routes. The recommendations predominantly relate to the multi–faceted nature of development along these routes; the necessity of an interdisciplinary approach to policy–formulation; the importance of comprehensive public participation that involves the relevant stakeholders, professionals and authorities; and the continuous interaction between neighbouring municipalities to identify cross–border issues and co–ordinate planning initiatives. The dynamic nature of development along arterial routes necessitates dynamic policies that consider changing social, economic and physical conditions. To this end, the study recommends the review of development policies on an annual basis and the implementation of contingency–based planning. / Thesis (M.Art. et Scien. (Town and Regional Planning))--North-West University, Potchefstroom Campus, 2011.

The IPCC report from 2013 predicts radical temperature changes in the world the coming years, with a melting ice cap in the Arctic as consequence. According to geological research made by institutes and scholars from the Arctic states the Arctic is likely to hold the last remaining oil and gas resources of the world. The melting ice cap opens up for resource exploitation and for new naval transportation routes between Asia and Europe and North America. There is a debate over what geopolitical implications these natural resources and the new transportation routes will get for the surrounding Arctic states since the existing international regulations in some areas are inadequate. This debate is divided into two camps; one side argues that the Arctic states will act cooperatively when exploiting the resources and navigating the new transportation routes, while the other side predicts violent and conflictive state behavior. The objective of this study is to analyze existing and potential conflicts in the Arctic through the perspective of leading international relations theories in order to make projections of potential Arctic developments. As analytical tool the study applies a conflict analysis framework to structure and categorize both the findings and the analytical chapter. In this qualitative and abductive study the data has been collected through mainly official state and private documents and text analysis of these documents have been used as method. The study concludes that a combination of both cooperation and competition is likely to occur in the Arctic in future, but cooperation will be the first alternative of choice for states rather than conflict.

This study comprises analysis of geological, geomorphological constraints that played role in the site selection of caravanserais. In order to do this, 15 caravanserais located along a route from NevSehir-Aksaray-Konya to BeySehir were used. The data used in the study include a caravanserai database, lithological maps, and digital elevation model of the area. GIS analyses performed in the study are proximity, visibility, and probability distribution (PDA). The first step is the generation of the ancient trade route which is used as a reference in other analysis. Results of the analysis indicate that the average distance between consequent caravanserais is 10 km. PDA suggests that there should be two more caravanserais between BeySehir - Yunuslar and one caravanserai between Obruk - Sulatnahani hans. Caravanserais are very close to a water source but not at their immediate vicinity. Groundwater is not considered in this study / dominant water sources are streams, springs and lakes. Their visibility tested in an area of 78 km2 shows a great variation suggesting that visibility is not considered during the site selection. Ignimbrite, limestone and marble are preferred rocks types although other rocks such as clastic rocks are exposed in closer distances.

Thesis (Ph. D.)--University of Hawaii at Manoa, 2004. / Includes bibliographical references (leaves 227-251). / Also available by subscription via World Wide Web / xviii, 251 leaves, bound 29 cm

Thesis (M.Phil.) - University of St Andrews, May 2007.

Made available in DSpace on 2014-06-11T19:32:56Z (GMT). No. of bitstreams: 0 Previous issue date: 2009-04-29Bitstream added on 2014-06-13T19:43:48Z : No. of bitstreams: 1 steagall_pvm_dr_botfm.pdf: 393562 bytes, checksum: 5728f72f985284dda5f8f079a19a7e0a (MD5) / Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP) / O objetivo do estudo foi avaliar os efeitos antinociceptivos da buprenorfina em gatos, quando administrada em diferentes doses pela via intravenosa (IV), e também por diferentes vias de administração, por meio da mensuração do limiar nociceptivo térmico (LNT) e mecânico (LNM) num estudo cruzado, cego e aleatório. O estímulo nociceptivo térmico (LNT) foi realizado por meio de um dispositivo justaposto a um mangüito de pressão neonatal, posicionado ao redor do tórax do gato por uma cinta elástica. O estímulo nociceptivo mecânico foi realizado por meio de um bracelete de plástico, colocado ao redor do antebraço do gato. Na primeira fase, após as mensurações basais dos LNT e LNM, oito gatos (3,8±0,6kg) receberam buprenorfina (IV) nas doses de 0,01 (B1), 0,02 (B2) e 0,04 (B4) mg/kg. As mensurações foram feitas até 10h após cada tratamento. Na segunda fase, após as mensurações basais dos LNT, seis gatos (4,1±0,5kg) receberam buprenorfina (0,02 mg/kg) pelas vias IV, intramuscular (IM) e subcutânea (SC). As mensurações foram realizadas até 24h após cada tratamento. Na terceira fase, após as mensurações basais dos LNT e LNM, oito gatos (4,7±1,5kg) receberam buprenorfina (0,02 mg/kg) pela via epidural, por meio de uma via de acesso vascular implantada cirurgicamente antes do início do estudo. As mensurações foram realizadas até 24h após cada tratamento. Os dados foram analisados por ANOVA (P<0,05). Os LNT e LNM acima do intervalo de confiança de 95% (IC95%), gerados pelos valores basais, indicaram antinocicepção. Na primeira fase, os LNT e os LNM aumentaram significativamente entre 15min e 4h (LNT) após B1, entre 15min e 2h e aos 15 e 45min após B2, e entre 15min e 8h, exceto às 4h, e entre 30min e 2h, após B4, respectivamente. Aos 45min, os LNM foram significativamente maiores em B2 quando comparados a B1. As médias dos LNT e dos LNM ficaram... / The aim of this study was to evaluate the antinociceptive effects of buprenorphine in cats after intravenous (IV) administration of different doses and after different routes of administration, by means of measuring thermal (TT) and mechanical (MT) nociceptive thresholds, in a randomized, blinded and crossover study. Thermal stimulation was given via a probe, attached to an elasticated band and positioned around the cat’s thorax with an inflated modified neonatal cuff. Mechanical stimulation was given via a plastic bracelet with a modified neonatal cuff, taped around the cat’s antebrachium. In the first phase, after MT and TT baseline recordings, eight cats (3.8±0.6kg) were given 0.01 (B1), 0.02 (B2) and 0.04 (B4) mg/kg of buprenorphine IV. Thresholds were measured until 10h after administration of treatments. In the second phase, after TT baseline recordings, buprenorphine (0.02 mg/kg) was administered to six cats (4.1±0.5kg) by the IV, intramuscular (IM) and subcutaneous (SC) routes. Threshold measurements were performed up to 24h after treatments. In the third phase, after TT and MT baseline recordings, eight cats (4.7±1.5kg) received buprenorphine (0.02 mg/kg), through a vascular access port that had been surgically implanted in the epidural space. TT and MT were measured up to 24h after each treatment. Data were analyzed by ANOVA (P<0.05). A 95% confidence interval (IC95%) was generated by the baseline values. Thresholds above IC95% indicated antinociception. In the first phase, compared to baseline, TT were significantly increased between 15min and 4h after B1, between 15min and 2h after B2, and between 15min and 8h, expect at 4h, after B4. MT was significantly increased at 15 and 45min after B2 and between 30min and 2h after B4. At 45min, MT were significantly higher in B2 compared to B1. Mean TT were above the IC95% from 15min to 10h in all groups. Mean MT were... (Complete abstract click electronic access below)

abstract: Thousands of children are being injured every day in bicycling accidents. Interventions, like Safe Routes to School, are currently in place to combat injury rates by providing programs to teach children safe biking behaviors. In order to develop effective behavioral change programs, behavior and the components of which it is composed must be understood. Attitudes, subjective norms, and self-efficacy are important predictors of intention to perform a behavior. The purpose of this study was to ascertain the extent to which attitude, subjective norms, self-efficacy, and bike rodeo participation explain third through eighth graders' intentions to bike safely. These constructs were tested using a survey research design in a purposive sample of fifty-seven third through eighth grade students in Safe Routes to School schools in the Southwest. Students took an online survey in the computer lab at their respective schools supervised by a teacher. The study found attitudes to be comprised of three factors: happy/safe, not afraid, and calm. Overall, the model explained approximately 71% of the variance in children's intentions to bike safely, R2=.749, Adjusted R2=.713, F(7, 49)=20.854, p<.01. The significant predictors were happy/safe attitudes, subjective norms, self-efficacy, and a quadratic self-efficacy term explaining 10% (p=.019), 28% (p<.01), 18% (p<.01), and 15% (p<.01) respectively. The results of the study can be used to create future and improve current bike safety interventions for children. / Dissertation/Thesis / M.S. Recreation and Tourism Studies 2011

The graduation thesis discusses the history of cycling Peace race since year 1968 to the present. The main purpose is to analyze the particular year of the race, which is held every year in the month of May. The thesis is divided into five main chapters. The first chapter is dedicated to the brief outline of cycling history in the world and the history of stage cycling races in Europe. The second part describes a brief outline of socio economic conditions in the countries of central and eastern Europe since 1968 to the present. The third chapter deals with a brief overview of the Peace Race since his inception in 1948. The following and also the main chapter is focused on the detailed description of the history of each year since 1968, the description of their stages, the individual tracks and the results of the races. The last chapter is devoted to a brief overview of the stage races, also known as the Race of Peace, which goes up to the present.