This study examines solutions to interpretive challenges at dark tourism sites. The academic field of dark tourism explores travel to and the nature of heritage sites that have gained significance from a past of tragedy and suffering. Due to the sensitive nature of such sites there are a number of inherent interpretive challenges. Through research including interviews and site visits, interpretive methods which effectively confront these inherent challenges are identified. Gaining significance from its past as a place of exile for Hansen's disease (leprosy) patients, Kalaupapa National Historical Park remains the home of about 10 patients. Once there are no longer patients living on the peninsula the responsibility to interpret this story falls to land management agencies. Utilizing the methods identified to confront dark tourism challenges, interpretation at Kalaupapa and other dark tourism sites can be systematically approached to ensure an authentic and respectful interpretive program.

Dissertação(mestrado) - Universidade Federal do Rio Grande, Programa de Pós-Graduação em Oceanografia Física, Química e Geológica, Instituto de Oceanografia, 2006. / Submitted by Cristiane Silva (cristiane_gomides@hotmail.com) on 2013-02-11T18:24:39Z No. of bitstreams: 1 2006_fabiana_barbosa.pdf: 1776412 bytes, checksum: 1983355c08ebff62770a80ecc0896046 (MD5) / Approved for entry into archive by Bruna Vieira(bruninha_vieira@ibest.com.br) on 2013-06-11T21:35:03Z (GMT) No. of bitstreams: 1 2006_fabiana_barbosa.pdf: 1776412 bytes, checksum: 1983355c08ebff62770a80ecc0896046 (MD5) / Made available in DSpace on 2013-06-11T21:35:03Z (GMT). No. of bitstreams: 1 2006_fabiana_barbosa.pdf: 1776412 bytes, checksum: 1983355c08ebff62770a80ecc0896046 (MD5) Previous issue date: 2006 / Os estuários são áreas preferidas para a ocupação e urbanização devido a sua localização e importância sócio-econômica. Este tipo de ambiente é vulnerável ao lançamento de inúmeros compostos orgânicos e inorgânicos através de efluentes domésticos e industriais. O Canal de Acesso ao estuário da Lagoa dos Patos, sofre impactos diretos e indiretos, o que pode levar a uma possível deterioração ambiental. Monitoramentos no canal e suas áreas adjacentes são necessários, para a identificação do estado atual da qualidade ambiental principalmente nas áreas de influências diretas e indiretas das atividades portuárias. O objetivo do presente estudo é avaliar de forma espacial, sazonal e temporal as variações nas concentrações totais de metais traço (cádmio, cobre, chumbo e zinco) e de nutrientes dissolvidos (amônio, nitrato, nitrito e fosfato) em águas superficiais do Canal de Acesso (Canal do Rio Grande) ao estuário da Lagoa dos Patos, particularmente na área portuária da cidade do Rio Grande (Porto Novo, São José do Norte e Super porto). Neste estudo foram utilizados os dados obtidos de 5 relatórios técnicos realizados ao longo do eixo do canal, no período compreendido entre 1988 a 2004. A avaliação das concentrações dos nutrientes dissolvidos e metais traço indicou que ocorrem variações espaciais, sazonais e temporais, dependendo principalmente das condições metereológicas e hidrológicas da região, além das diversas influências antrópicas presentes no estuário da Lagoa dos Patos. De maneira geral, os nutrientes e os metais traço no Canal de Acesso apresentaram concentrações abaixo dos limites recomendados pela FEPAM e CONAMA. As concentrações de metais traço mostraram um decréscimo após o início das operações de dragagem de sedimentos no estuário, indicando a importância deste processo na remoção destes elementos do meio ambiente. / Estuaries are preferential areas for occupation and urbanization due its localization and socio-economic importance. This environment is vulnerable to the introduction of organic and inorganic compounds through domestic and industrials effluent. The access canal of the Patos Lagoon estuary, suffers from direct and indirect impacts, and can lead to a possible ambient deterioration. Monitoring studies in the canal and its adjacent regions is necessary to stablish the current state of the environment quality mainly in areas of direct and indirect influences of port activities. The aim of the present study is to evaluate spatially, seasonally and temporally variations of the total concentrations of trace metals (cadmium, copper, lead and zinc) and dissolved nutrients (ammonium, nitrate, nitrite and phosphate) in superficial waters of the Patos Lagoon estuary, particularly the region influenced by the Rio Grande Harbour (Porto Novo, São José do Norte and Superporto). Data between 1988 and 2004 were obtained from 5 technical reports. The assessment of dissolved nutrients and trace metal concentrations indicated that variations occur according the location, meteorological and hydrological conditions of a region, and antropic influences. Results showed that the nutrients and metals concentrations in the canal are below FEPAM and CONAMA recommended limits. Trace metals concentrations showed a decrease, after the beginning of sediment dredging operations in the estuary, showing the importance of this process in the removal of these elements from the environment.

While most research on Port Planning in the past has focused on the marine and rail aspects, this study examines the urban influence on port development. It -is a case study of a portion of the waterfront of the Port of Vancouver, British Columbia, Canada, which lies adjacent to a metropolitan area of 1,000,000 persons. A survey was carried out on all the waterfront users to determine origins, destinations and volumes of cargo handled, frequency of service calls, employment and space requirement, site and plant characteristics, and mode and frequency of transportation. A second survey on a major cargo terminal was completed to determine the origin and destination of truck trips, and the length of time spent at the waterfront. A third survey sampled 25% of the 350 marine service industries as part of an economic impact study of the port. The conclusions reached are as follows: 1. The volume shipped through the Port of Vancouver will double during the next decade. As the 1968 capacity of the port was barely adequate to handle the existing flows a twofold expansion of facilities is necessary if the projected flows are to be accommodated. 2. Space to accommodate shipping operations of these proportions is not available without either land reclamation or major disruption of adjoining urban sites. Within the waterfront, 50% of the waterfront users indicate a need within five years to increase their sites for a total of 84 acres. 3. Congestion on the urban street system increased the cost of trucking from a general cargo terminal by 27%. 4. The unproductive time of trucks delayed at one general cargo terminal amounted to $750,000 annually. 5. The present switching methods and arrangements of the railway lines impose delivery delays and increase costs, amounting to about $400,000 annually. 6. Cargoes and waterfront products have few direct links with the city. Only 0.6% of the port’s exports originate from the city and 10% of its imports are destined for the city. 7. An urban location for the port is no longer necessary due to the change in cargo flows and service links. Eighty-five per cent of the major port service sector indicate they would remain in the city should the entire port operations be moved south, 18 miles, to Roberts Bank. 8. The urban growth has resulted in one-third of the port waterfront being used for non-port functions. In addition, three-quarters of the port interface is being redeveloped with urban renewal and residential projects, which is effectively preventing port expansion in this direction. 9. Management of the port is impeded, in that no single agency exercises jurisdiction over port lands, to provide coordinated planning. 10. The variation in downtown land values are reflected in similar variations in waterfront assessments, irrespective of the waterfront function, or its trade and service links. This study found that the conflict between the shipping activity and the adjoining urban area is a significant impediment to the present operation and future development of the Port of Vancouver. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

While most research on Port Planning in the past has focused on the marine and rail aspects, this study examines the urban influence on port development. It is a case study of a portion of the waterfront of the Port of Vancouver, British Columbia, Canada, which lies adjacent to a metropolitan area of 1,000,000 persons. A survey was carried out on all the waterfront users to determine origins, destinations and volumes of cargo handled, frequency of service calls, employment and space requirement, site and plant characteristics, and mode and frequency of transportation. A second survey on a major cargo terminal was completed to determine the origin and destination of truck trips, and the length of time spent at the waterfront. A third survey sampled 25% of the 350 marine service industries as part of an economic impact study of the port. The conclusions reached are as follows: 1. The volume shipped through the Port of Vancouver will double during the next decade. As the 1968 capacity of the port was barely adequate to handle the existing flows a twofold expansion of facilities is necessary if the projected flows, are to be accommodated. 2. Space to accommodate shipping operations of these proportions is not available without either land reclamation or major disruption of adjoining urban sites. Within the waterfront, 50% of the waterfront users indicate a need within five years to increase their sites for a total of 84 acres. 3. Congestion on the urban street system increased the cost of trucking from a general cargo terminal by 27%. 4. The unproductive time of trucks delayed at one general cargo terminal amounted to $750,000 annually. 5. The present switching methods and arrangements of the railway lines impose delivery delays and increase costs, amounting to about $400,000 annually. 6. Cargoes and waterfront products have few direct links with the city. Only 0.6% of the port's exports originate from the city and 10% of its imports are destined for the city. 7. An urban location for the port is no longer necessary due to the change in cargo flows and service links. Eighty-five per cent of the major port service sector indicate they would remain in the city should the entire port operations be moved south, 18 miles, to Roberts Bank. 8. The urban growth has resulted in one-third of the port waterfront being used for non-port functions. In addition, three-quarters of the port interface is being redeveloped with urban renewal and residential projects, which is effectively preventing port expansion in this direction. 9. Management of the port is impeded, in that no single agency exercises jurisdiction over port lands, to provide coordinated planning. 10. The variation in downtown land values are,reflected in similar variations in waterfront assessments, irrespective of the waterfront function, or its trade and service links. This study found that the conflict between the shipping activity and the adjoining urban area is a significant impediment to the present operation and future development of the Port of Vancouver. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Since the soils nutrient composition along with the associated biotic and abiotic factors direct the diversity of the contained microbiome and its potential to produce bioactive compounds, many studies have been focused on sediment types with unique features characteristic of extreme environments. Red Sea lagoon ecosystems are environments with such unique features as they are highly saline. However, not much is known about the potential of their microbiomes to produce bioactive compounds. Here, we explored sediment types such as mangrove mud, microbial mat, and barren soil collected from Rabigh harbor lagoon (RHL) and Al-Kharrar lagoon (AKL) as sources for antibiotic bioprospecting. Our antibiotic bioprospecting process started with a metagenomic study that provides a more precise view of the microbial community inhabiting these sites and serves as a preliminary screen for potential antibiotics. Taking the outcomes of the metagenomic screening into account, the next step we established a library of culturable strains from the analyzed samples. We screened each strain from that library for antibiotic activity against four target strains (Staphylococcus aureus ATCC 25923, Escherichia coli dh5 α, Pseudomonas syringae pv. tomato dc3000 and Salmonella typhimurium dt2) and for the presence of polyketide synthase (PKS) and nonribosomal peptide synthetase (NRPS) genes known to support synthesis of secondary metabolites that act like antimicrobial agents. The metagenomics study showed a shift in dominant phyla consistent with a historical exposure to hydrocarbon contamination and that AKL unexpectedly displayed more contamination than RHL. This may be due to dominant phyla in AKL being consistent with early hydrocarbon exposure (when contamination levels are still high) and the dominant phyla in RHL being consistent with late hydrocarbon exposure (when contamination levels are lower as a result of an extended period of hydrocarbon degradation). Additionally, RHL samples showed a higher percentage of enzymes associated with antibiotic synthesis, PKS and NRPS. When considering sediment type, mangrove mud samples showed a higher percentage of enzymes associated with antibiotic synthesis than microbial mat samples. Taken together, RHL was shown to be the better location with an increased probability of successful antibiotic bioprospecting, while the best sediment type in RHL for this purpose is microbial mat. Moreover, the phylum Actinobacteria tends to be the common target for research when it comes to antibiotic bioprospecting. However this culture-independent metagenomic study suggests the tremendous potential of Proteobacteria, Bacteroidetes, Cyanobacteria and Firmicutes for this purpose. Taking into account that the metagenomic screen suggests other phyla beyond Actinobacteria for antibiotic bioprospecting, the culture-dependent experiments were not designed to target actinobacteria alone. A total of 251 bacterial strains were isolated from the three collected sediments. Phylogenetic characterization of 251 bacterial isolates, based on 16S rRNA gene sequencing, supported their assignment to five different phyla: Proteobacteria, Firmicutes, Actinobacteria, Bacteroidetes, and Planctomycetes. Fifteen putative novel species were identified based on a 16S rRNA gene sequence similarity of ≤ 98 % to other strain sequences in the NCBI database. We demonstrate that 52 of the 251 isolates exhibit the potential to produce an antimicrobial effect. Additionally, at least one type of biosynthetic gene sequence, responsible for the synthesis of secondary metabolites, was recovered from 25 of the 52 isolates. Moreover, 10 of the isolates had a growth inhibition effect towards all target strains. In conclusion, this study demonstrated the significant microbial diversity associated with Red Sea harbor/lagoon systems and their potential to produce antimicrobial compounds and novel secondary metabolites. To the best of our knowledge, this is the first study that has analyzed the microbiomes in Red Sea lagoons for antibiotic bioprospecting.

This study examines one of James Jones's novels, From Here to Eternity,as more than a fictionalization of historic events. Juxtaposing the correspondence between the author and his brother, begun when James Jones enlisted in 1939, and the novel allows an understanding of the extent that the novel was a distillation of Jones' personality and experience. Jones felt fiction must be pieced from real experiences, but also contain original emotions disguised in the pages of a novel. Analyzing Jones's personal letters, interviews, and experiences offers, with some degree of certainty, the understanding that From Here to Eternity is more than merely a famous novel. It is an entertaining exposition of not only what military service does to men, but also what it emotionally did to James Jones. Thus this study reveals how much an author incorporates the essence of his historical experience-his "soul"-into his work.

The small town of Kvicksund is beautifully located next to lake Mälaren with good communication by boat, train, and car. Today there are around 3,000 people who live here, most of them families with children living in villas. Kvicksund has been pointed out by Eskilstuna municipality as suitable for further exploitation and new dwellings is expected to be built in the immediate area in the future. At the same time, the area lacks a hub where people can gather and hang out, something that has become clear through the dialogue with the residents of Kvicksund that took place during the autumn project. Today's ICA store with associated parking is simply not enough. To that end, I have developed a proposal for a marina where the residents in the immediate area together with others in the region can gather. The site for my project is a beach plot next to the Kvicksund bridge which is currently used by the local boat club. The ground slopes slightly towards the shoreline in the north where a pier extends towards the fairway. The new marina is partly located on today's land and partly on new excavated mass and orients itself towards the afternoon sun and the view to the west. A large wooden deck is built around the house body, which together with the house facade creates a courtyard.

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No description available.

The Maritime Museum finds its home in a corner of the Baltimore harbor near the intersection of Boston Street and Clinton Street in Canton. As an institution focusing on the historical context of Baltimore, I chose to align the building with Fort McHenry; a National Monument and Historic Shrine as well as a place that I have enjoyed visiting since childhood. The site itself, is an area that my family used frequently. Afternoons were spent in the small park located not far from a public works building and parking lot. The city keeps most of their unused equipment and vehicles behind that building and it creates the only unpleasant corner of an otherwise well-developed intersection. This corner is also a focal point for commuters driving into the city along Boston Street. I always thought of the great potential the corner had and how it could be helped. If I were to take away the public works building and the refuse surrounding it and replace it with an extended green space and a building that people would enjoy using, I believe it could revitalize the area and bring visitors from the city center and into a neighborhood that is only used by residents and passers-by. The museum will include offices, archives, a restoration lab, small exhibition spaces as well as the main gallery; an enclosed dry-dock which displays a skipjack, Kathryn. During the design process, I searched for many historical ships and felt as though it was essential for the ship to be of Maryland origin. I chose Kathryn because of her reasonable size and history. She was built in 1901 and endured many years of service in the oyster-dredging industry before undergoing extensive reconstruction in 1954. Over the past few decades, Kathryn has become a National Historic Landmark and she is currently being restored in Tilghman Island, Maryland. In theory, The Maritime Museum of Baltimore would offer a home to the newly restored Kathryn. The materials, form, and construction were chosen to reference the craft of ship-building. Engineered wood is used as the main structure and is exposed in the main exhibition areas of the building. This approach would create a thoughtful connection between the artifacts and an environment similar to those they previously existed within. As for the central space of the museum, the roofof the dry-dock gallery is designed to resemble the formwork used in ship construction. The curvature changes from bay to bay eventually ending at its highest peak over the harbor. The form conveys a gesture of the building opening itself toward the water and welcoming the view of the historic fort across the harbor; thus creating a special transitional moment where the water meets the land. Working on this project has been an absolutely enjoyable experience. I was able to work with a meaningful site and create a proposition that I have thought about for a long time. From this project, I would take away the sense of detail and how the construction of a building can have a direct relationship to its program as well as the sensibility of designing a project that is not only site specific but also finds context within the city. / Master of Architecture