Due to environmental degradation caused by humans, there is a need for a behavioural change towards more sustainable behaviours. Although many studies have been made investigating environmentally friendly behaviours’ dependence on different factors, the results are inconsistent which partly can be explained by methodological weaknesses. Rather than following the footpath of previous research and using a statistical method, qualitative interviews are used in this study. The aim is to answer what determines environmentally friendly behaviour, how it is affected by situational influences, and how these factors interact. Five behaviours were investigated, and they are food consumption, energy consumption, everyday travel, long distance travel, and recycling. In the analysis, the four determinants health, comfort, economy, and environmental were identified. The behaviours are further affected by situational influences, such as distances and costs, that create barriers for environmentally friendly behaviours. In this study it was found that no factor is the only influence of a behaviour, but there is always an interaction. Either the factors work together and encourage an environmentally friendly behaviour, or they work against each other and discourage an environmentally friendly behaviour.

Gerard Manley Hopkins suffered deeply. His “Terrible Sonnets” are confessional poetry that demonstrate his struggle with his God and with himself. This work analyses the Hebrew Bible and the New Testament, starting Noah and ending with Jesus’s promise of a Paraclete, to analyze how both God and Man approach earthly and heavenly comfort. The work will then turn to Hopkins’s poetry to show that Hopkins’s unshakable faith and deep understanding of the Bible is both the cause and the cure of his suffering. This essay concludes that it is only through suffering that Hopkins, like Job, Jesus, and King Lear, is able to achieve both comfort and wisdom.

Regional differences in sweat gland output, skin temperature and thermoreceptor distribution can account for variations in regional perceptions of temperature, thermal comfort and wetness sensation. Large cohorts of studies have assessed these perceptual responses during sedentary activity but the findings are typically applied to a multitude of conditions, including exercise. Increases in sweat gland output, redistribution of blood flow and changes in skin and core temperature are basic responses to exercise in most conditions and these ultimately influence our perceptual responses. The primary aim of this thesis is to determine factors that influence regional differences in thermal sensation, thermal comfort and wetness sensation during exercise in moderate to hot conditions. The secondary aim is to develop and understand an additional variable, galvanic skin conductance (GSC) that can be used to predict thermal comfort and wetness sensation. The aim of the first study (Chapter 4) was to determine the influence of exercise on thermal sensitivity and magnitude sensation of warmth to a hot-dry stimulus (thermal probe at 40°C) and assess if any gender-linked differences and/or regional differences exist. From the data, body maps indicating sensitivity were produced for both genders during rest and exercise. Females had more regional differences than males. Overall sensitivity was greatest at the head, then the torso and declined towards the extremities. The data showed that exercise did not cause a significant reduction in thermal sensitivity but magnitude estimation was significantly lower after exercise for males and selected locations in females. The cause of a reduced magnitude sensation is thought to be associated with exercise induced analgesia; a reduction in sensitivity due to exercise related increases in circulating hormones. As the literature suggests that thermal comfort in the heat is influenced by the presence of sweat, the next study and all proceeding studies were concerned with this concept. In Chapter 5, building on earlier studies performed in our laboratories, the influence of local skin wettedness (wlocal) on local thermal comfort and wetness sensation was investigated in a neutral dry condition (20.2 ± 0.5°C and 43.5 ± 4.5% RH) whilst walking (4.5 km∙hr-1). Regional differences in wlocal were manipulated using specialised clothing comprising permeable and impermeable material areas. Strong correlations existed between local thermal comfort and local wetness sensation with the various measured wlocal (r2>0.88, p<0.05 and r2>0.83, p<0.05, respectively). The thermal comfort limit was defined as the wlocal value at which the participants no longer felt comfortable. Regional comfort limits for wlocal were identified (in order of high-low sensitivity); lower back (0.40), upper legs (0.44), lower legs (0.45), abdomen (0.45), chest (0.55), upper back (0.56), upper arms (0.57) and lower arms (0.65). The maximum degree of discomfort and wetness sensation experienced during the investigation was kept deliberately low in an attempt to determine the threshold values. Therefore comfort scores and wetness scores rarely reached a state of uncomfortable or wet so the next step was to assess these relationships when sweat production is high and the sensations worsened. However, pilot testing indicated that a ceiling effect would occur for wlocal at high levels of sweat production whilst thermal discomfort increased indicating wlocal was not the determining parameter in that case. Thus an additional parameter was required. The chosen parameter was galvanic skin conductance (GSC) due to its alleged ability to monitor pre-secretory sweat gland activity, skin hydration and surface sweat. In Chapter 6, the reliability, reproducibility and validity of GSC were confirmed in a series of pilot tests. Moderate to strong correlations were found between GSC and regional sweat rate (RSR) (r2>0.60, p<0.05) and wlocal (r2>0.55, p<0.05). The literature suggests standardising GSC relative to a minimum and maximum GSC value; however uncertainties arise when attempting to achieve maximum GSC. Therefore a change from baseline (∆GSC) was chosen as the proposed method of standardisation for further use. Additional results (from Chapter 9) revealed that ∆GSC also reflects pre-secretory sweat gland activity as it increased prior to sweat being present on the skin surface and prior to an increase in RSR. In Chapter 9, also hydration of the stratum corneum was measured using a moisture meter and the results revealed that it has an upper limit; indicating maximal hydration. From this point of full skin saturation ∆GSC and RSR markedly increase though sensations did not. It was also found that ∆GSC is only influenced by surface sweat that is in direct contact with the electrode and is not influenced by sweat elsewhere on the skin surface between electrodes. Higher levels of thermal discomfort have rarely been explored and neither has its relationship with wlocal. The ability of ∆GSC and wlocal to predict local thermal comfort and wetness sensation were compared in two different conditions to elicit low and high sweat production. Unlike Chapter 5, the body sites were not manipulated to control wlocal but allowed to vary naturally over time. The test was carried out on males (Chapter 7) and females (Chapter 8) to compare any gender linked differences and the results suggest that females are more sensitive than males to the initial presence of sweat. For both genders, wlocal and ∆GSC are strong predictors of thermal comfort and wetness sensation. More importantly, wlocal can only be used to predict local thermal comfort in conditions of low sweat production or low levels of thermal discomfort. However, once sweat production increases and thermal discomfort worsens ΔGSC (and not wlocal) can predict thermal comfort. Due to low sweat production observed in females indicates that this is only relevant for females. It appears that epidermal hydration has an important role on influencing thermal comfort. Receptors influencing our perceptual responses are located in the epidermis and when sweat is produced and released onto the skin surface, this epidermis swells and the sensitivity of receptors are said to increase. wlocal indicates the amount of moisture present on the skin surface, yet ∆GSC indicates presecretory sweat gland activity and epidermal hydration where the receptors are located. This may explain why on numerous occasions thermal comfort had a stronger relationship with ∆GSC than wlocal. Where Chapter 5 indicated the true local comfort limits for each respective zone, Chapter 7 and 8 provided a global picture of how local regions interact and influence local thermal comfort across the body. When wlocal varies naturally, the torso areas naturally produce more sweat than the extremities and it seemed that these areas produce so much more sweat than the extremities that they dominate local thermal comfort across the whole body. This is referred to in this thesis as a model of segmental interaction. As with thermal comfort, wetness sensation had strong relationships with wlocal and ∆GSC. The results also revealed a strong relationship between wetness sensation and thermal comfort. In contrast to the widely supported claim, a drop in skin temperature is not required to stimulate a wetness sensation. The point at which we detect sweat and when it becomes uncomfortable occurs at different wlocal values across the body. Thermal comfort is shown to be influenced by sweat during exercise in moderate-to-hot conditions. As w has an upper limit the findings suggest that it cannot predict thermal comfort during high sweat rates. Galvanic skin conductance monitors the process of sweat production more closely and thus is a better predictor of thermal comfort during all conditions and particularly during high sweat production. The strong relationship between thermal comfort and wetness sensation confirm the role of sweat production on thermal comfort. Gender differences to perceptual responses were observed, with females generally being more sensitive to sweat and a warm thermal stimulus than males. Regional differences to sweat and a warm stimulus generally suggest that the torso area is more sensitive than the extremities. This is important not only for sports clothing design but also protective clothing at the work place.

The aim of this research was to specify and develop a service that is capable of delivering personalisable running shoes with mass appeal. Current sports footwear personalisation services focus primarily on aesthetic design via the internet. Aesthetics do not appear to be the consumers primary interest when purchasing running shoes and a large number are also reluctant to purchase online; preferring to purchase from specialist running stores where they receive the advice needed and can directly interact with the product. After reviewing the literature, it was hypothesised that the implementation of a primarily comfort and performance running shoe personalisation service with an in store fitting element, utilising additive manufacturing as an enabling technology, would give the greatest opportunity for success. Survey methods and store visits were employed that targeted both qualitative and quantitative data, exploring consumer running shoe purchase preferences, running shoe use and opinions of current personalisation services. The findings from these studies supported the previously stated hypothesis and enabled the specification of a suitable service. Subsequently, the focus of this research was the development of a toolkit, a computer-based system that enables the consumer to make their selections, the core of most of the current services. Experts in biomechanics and additive manufacturing were consulted to ensure that a feasible yet innovative solution was delivered. The resultant toolkit prototype (www.yourstep.co.uk) was tested formatively, using multiple methods and summatively with a large sample. Using the toolkit was considered an enjoyable, intuitive experience; a large percentage (69%) of summative testing participants would consider purchasing personalised running shoes using this method. The approach adopted to specify and develop this service provides a framework, based upon empirical research, for those looking to implement a practical running shoe personalisation service that meets their consumers requirements.

No description available.

<p>Active secondary suspension in trains has been studied for a number of years, showing promising improvements in ride comfort. However, due to relatively high implementation and maintenance costs, active technology is not being used in service operation to a large extent. The objective of this study is to develop an active lateral secondary suspension concept that offers good ride comfort improvements and enables centring of the carbody above the bogies when negotiating curves at unbalanced speed. Simultaneously, the active suspension concept should be a cost-effective solution for future series production. The thesis consists of an introductory part and three appended papers.</p><p>The introductory part describes the concept of active secondary suspension together with different actuator types and control methods. Further, the present simulation model and applied comfort evaluation methods are presented. The introductory part also comprises a summary of the appended papers, an evaluation of track forces and suggestions for further work.</p><p>Paper A presents the initial development of an active lateral secondary suspension concept based on sky-hook damping in order to improve vehicle dynamic performance, particularly on straight tracks. Furthermore, a Hold-Off-Device (HOD) function has been included in the suspension concept in order to centre the carbody above the bogies in curves and hence avoid bumpstop contact. Preparatory simulations as well as the subsequent on-track tests in the summer of 2007 showed that the active suspension provides improved passenger ride comfort and has significant potential to be a cost-effective solution for future implementation.</p><p>In Paper B, measurement results from on-track tests performed in 2008 are presented. The active secondary suspension concept was slightly modified compared to the one presented in the first paper. One modification was the implementation of a gyroscope in order to enable detection of transition curves and to switch off the dynamic damping in these sections. Ride comfort in the actively suspended carbody was significantly improved compared to that in the passively suspended car. The satisfactory results led to implementation of the active suspension system in long-term tests in service operation in the beginning of 2009.</p><p>In Paper C, a quarter-car model in MATLAB has been used to investigate a more advanced control algorithm: <em>H</em>_∞ instead of sky-hook. <em>H</em>_∞ control provides more flexibility in the design process due to the possibility to control several parameters. In particular, this is done by applying weight functions to selected signals in the system. When comparing the two control strategies through simulations, the results show that <em>H</em>_∞ control generates similar carbody accelerations at the same control force as sky-hook; however, the relative displacement displacement is somewhat lower.</p>

God expresses Himself with emotions. This is well attested in Scripture, with statements of love (1Jn 4:8), anger (Ex 4:14), and delight (Isa 62:4). But the real question is not whether God has emotions, but what is the source of those emotions. If God emotes in the context of our suffering, and our suffering is not abated, does this mean that God is impotent or indifferent? Both possibilities yield a frightening conclusion. Rightly understanding the character and nature of God in this regard is paramount. For the past two thousand years, the prevailing doctrine was that God was in some way impassible, in that He is without passions or emotions with respect to his creation. This means that God does not change his feelings or thoughts about events on the earth. Even though certain passages called the “divine repentance” passages in the Old Testament (Ge 6:6-7; Ex 32:12-14; 1Sa 15:11, 35; Nu 23:19) appeared to contradict God’s impassibility, this was solved through the idea of anthropopathism, that is, the belief that God describes Himself with emotional terms. Prior to 1930, most of the English Bible renderings of the divine repentance passages preferred the word “repent,” because the prevailing theology was rooted in the impassibility of God, and these passages were deemed to be anthropopathic. But with the doctrine of God’s impassibility now in question, English Bible translations began to reflect the view that God actually reacts to our suffering with strong emotion. Words such as “sorry,” “grief,” “regret,” and even “changed his mind” were now used to describe the reaction of God whenever God appeared to be disappointed with his creation, or worse, if He was disappointed with his own plan. The purpose of this study is to provide an exegetical solution to the problem of God’s response in the divine repentance passages in four Old Testament historical texts. These passages are labelled as such because of the use of the Hebrew verb ~xn which describe God as “sorry” or “repenting.” For those who hold to God’s full immutability, the preferred view through the ages was that the Hebrew ~xn was to be taken as anthropopathically. This study will want to explore the possibilities of an alternative view for the Hebrew ~xn in the divine repentance passages which allow for God’s passibility while holding to his full immutability. Specifically, this study not only strives to answer the question “Does God repent?”, but through a sound methodology also wants to answer the larger question of the source of God’s emotion when his judgment or grace is in view. The methodology followed in this study is two-fold. First, it is biblical-theological, meaning that it utilises a whole-Bible theology, and following the work of Walter Kaiser and James Hamilton, posits that the Old Testament contains a theme or centre of grace within judgment. At the Fall in Ge 3, God simultaneously introduced judgment and grace into the world. That judgment and grace has never left. As one looks through the Bible, these are the two unbroken strands that weave their way through every chapter and every book. In addition, this study is also an exegetical study, and follows the grammaticalhistorical- lexical-syntactical methodology of Walter Kaiser. God disclosed Himself objectively through the words of a book. This book records actual historical events, as well as specific declarations and commands from God Himself. It is necessary that the words of this book be correctly understood in their context so that a correct understanding of God will result. Using this methodology, this study will explore the meaning of God’s ~xn in each divine repentance passage. The lexical study will be combined with the biblical-theological approach of a theme or centre of “grace within judgment” that flows through the Old Testament. Because of this, is it possible that God, who is fully immutable, provide us everything that we need to navigate a world of sin, suffering and uncertainty? The answer could very well be in the understanding of God’s ~xn in light of our suffering and sin. / PhD (Old Testament), North-West University, Potchefstroom Campus, 2014

This thesis examines Indiana university/college campuses comfortable spaces and the need for a comfortable campus. Campus planning is evolving to meet the environmental and social needs of its residents. Today, there is a driving need from students, parents, and communities to have a comfortable campus as well. Ball State University, the University of Indianapolis, and Ivy Tech Central Indiana Campus have been evaluated to determine if each campus succeeds in providing its users comfortable spaces. The majority of campuses studied, meet the requirements for a comfortable space design established in City Comforts, 2003. / Department of Urban Planning

This thesis presents a body of work conducted to determine thermal comfort on train journeys. Relatively little research has been conducted on trains in comparison with the vast body of work conducted within building environments. This thesis aimed to expand our knowledge of rail passenger thermal comfort throughout the journey; platform to destination. The train journey was separated into its component parts and analysed by conducting both laboratory and field experiments that either simulated or measured aspects of a train journey. Laboratory experiment 1 examined appropriate methods of data collection during train journeys. Participants (9 males and 9 females) were exposed to a simulated train environment three times and used a different data collection method on each occasion; a paper-based method, a voice recorder or a Personal Digital Assistant (PDA). Results concluded that the three methods can be used interchangeably when recording thermal comfort data. Participants preferred the PDA over the other two methods because they felt it afforded them a level of privacy in addition to blending in with other rail passengers using similar technologies. The second laboratory experiment measured thermal comfort following a change of environment. Participants (12 males and 12 females) were exposed to three environmental conditions (warm, neutral and slightly cool) in a thermal chamber on three separate occasions. The exposure lasted 30 minutes, after which, participants entered a new environment that was the same on each occasion (slightly cool). Results showed that overshoots in sensation (beyond those predicted by the Predicted Mean Vote thermal comfort index PMV) are observed following downward steps (warmer to cooler) in environmental conditions. No overshoots were observed following the upward step (cooler to warmer) in environment, with sensations immediately reflecting the predicted steady-state values. Laboratory experiment 3 (22 males and 26 females) expanded the research conducted in laboratory experiment 2 by exposing participants to greater magnitudes of environmental change. In addition, sensation was measured after this change until steady-state was reached. Participants were exposed to four environmental conditions (cool to warm to neutral to cool or cool to cold to warm to cool) consecutively over a 2 hour period with 30 minutes spent in each location. Results demonstrated similar effects to those observed during laboratory experiment 2 with overshoots observed following downward steps in environmental conditions and none observed in the opposite direction. Sensations demonstrating overshoots gradually increased until steady-state was achieved after approximately 25 minutes. Field experiment 1 (12 males and 32 females) measured thermal comfort while boarding trains. Participants were taken on a short train journey and recorded sensations whilst on the platform and during boarding. Results showed that overshoots may also be observed following step up and step down in environments. It is hypothesised that change in air velocity is influential in this effect. Thermal comfort throughout a train journey was measured in field experiment 2. Participants (16 males and 16 females) reported on thermal comfort on the platform, during boarding and throughout a return train journey from Loughborough to London St Pancras. Results also demonstrated overshoots following upward transients indicating that there are factors in the field that do not occur in laboratory conditions. Subjective parameters reach steady-state after approximately 20 minutes and PMV accurately predicted sensations during the journey. Again, air velocities may have interacted with other variables resulting in the overshoots following upward steps in environmental conditions. Laboratory experiments 2 and 3 resulted in the creation of a model predicting sensation following a change of environment, PMVTRANS. When the model was compared with the field data, it could not accurately predict sensations observed during transients. It also could not predict the sensation overshoots observed following upward transients. A new model is now proposed, NEW PMVTRANS. This model shows greater correlation with actual sensation than PMV; however it does require further validation from field data. Research has shown that PMV is an accurate estimator of sensation within a train carriage and should be used by train designers to optimise the environmental conditions for passengers.

The present thesis is primarily motivated by the will to provide help for decisionmaking on the overall layout of a house or a housing development in the very early stages of design from the point of view of energy efficiency and thermal comfort. This study contributes towards a deeper understanding of thermal interactions between a house and its adjacent enclosed open spaces. It addresses the contribution of the yard design, i.e. placement, size and type towards the development of a comfortable microclimate within the yard itself, as well as the reduction of total energy demands of the house for mechanical heating and cooling. The focus is put on the applicability of the results and findings are expressed in form of a decision-making aid. This research also makes empirical and analytical assessments on the validity of some existing methods and tools that are used for understanding the nature of microclimates in small scales and proposes methods for their improvement, particularly when used in conjunction with standard tools for the assessment of indoor climates. These methods are also demonstrated through an exemplary application in an archetypal setting and the results of the exemplary case are analysed to reach a decision on the most advisable design layouts for the buildings in the example. As a result, this work emphasises on the importance of private outdoor spaces and how their careful design can benefit occupiers, investors and the environment.