Characteristic westerly sea breeze carries air over the Los Angeles Basin in Southern California to the Inland Empire approximately 50 miles inland, directly impacting air quality in both of these two highly polluted regions. As particles play a critical role in air quality and human health, this study compares the bulk aerosol profiles of the Los Angeles pollution "source" and Inland Empire "receptor" regions during the 2013 and 2014 NASA Student Airborne Research Program (SARP) campaigns onboard the NASA DC-8 airborne laboratory. The source and receptor regions were characterized by a series of missed approaches at the Los Angeles International Airport, Long Beach Airport, and Los Alamitos Army Airfield (coastal sources) as well as the Ontario International Airport, San Bernardino International Airport, and March Air Reserve Base (inland receptors). The aerosol populations in each region were compared, and the changes evolved were analyzed alongside volatile organic compound (VOC) concentrations from Whole Air Samples. Particle size distributions were collected using a Droplet Measurement Technologies Ultra High Sensitivity Aerosol Spectrometer (DMT-UHSAS). Aerosol concentration, mass, and mode diameter increased significantly between coastal pollution source and inland pollution receptor regions in all cases, along with an increase in mode diameter. The observed changes cannot be accounted for by aerosol aging over the Los Angeles basin alone, suggesting new particle emission/formation over this region could be a dominating factor in the changes. Positive correlations between particle increases at receptor sites and anthropogenic VOC tracers will be discussed.

My dissertation explores how the movement of missionaries across Asia responded to the currents of nationalism, decolonization, and the Cold War producing ideas about sovereignty, race, and religious rights. More specifically, it looks at how U.S. evangelicals in the China Inland Mission, an international and interdenominational mission society, collaborated with Christians in the Atlantic and Pacific worlds. While doing so it also details the oft-neglected study of the post-China careers of former China missionaries by extensive use of oral histories. Forced to abandon its only field by the Chinese Communist Party, the mission redeployed as the Overseas Missionary Fellowship sending agents to new nations such as Japan, Indonesia, and Thailand and amongst the overseas Chinese populations scattered across Southeast Asia. The last chapter looks at the OMF’s return to the People’s Republic of China as tourists and expatriates as the means by which “rapprochement” took on religious meanings. Ultimately, I argue missionary mobility produced ideas about religious freedom as a human right across the international community rooted in ambivalent, racialized attitudes toward Asians.

The movement of passengers, goods, and information has always been fundamental components of human societies. It is all related to transport costs as well as to the attributes of what is being transported. However, regulations, laws, and tariffs can influence transportability. Countries around the world have been changing their international trade policies by reducing both tariff and non-tariff barriers. Informal barriers hinder trade and the benefits of export, such as economic growth, that come with the achievement of trade liberalisation. It was found that the impact of transport costs on trade patterns has become an important study. Theoretical and empirical work in international trade only recently began considering the geography of exports as a possible explanation for high transport costs. For instance, factors such as distance, market size, scale economies, and agglomeration affect transportation costs around the world. Transport costs in South Africa are a relevant issue due to its geographical position. South Africa is situated far from its major trading partners. In addition, the majority of South African exports originate in Gauteng, which is around 600km from the nearest seaport. For South African exports to remain competitive, domestic transport costs must be reduced. One method of cutting costs is by connecting a container dry port with an intermodal transport system to the major seaports (namely Durban, Port Elizabeth, and Cape Town). The empirical study was conducted in the form an interview-based questionnaire. A total of 18 questions were asked to individuals at a terminal in Gauteng. The purpose of the questionnaire was to gather information on the service delivery of South African inland terminals. This led to the conclusion that City Deep functions well in terms of service delivery and provides extra services to both exporters and importers. Potential problems regarding City Deep's infrastructure were identified. It was found that train and truck congestion within City Deep is an everyday phenomenon. The existing infrastructure cannot handle the train and truck traffic entering City Deep. It was found that clients prefer road transportation to rail transportation, therefore, the amount of trucks entering and leaving City Deep causes congestion. This not only affects the infrastructure at City Deep, but also that of South Africa. More trucks on the roads exacerbate air pollution and road accidents, and overloaded trucks damage South African roads. / Thesis (M.Com. (Economics))--North-West University, Potchefstroom Campus, 2009.

The movement of passengers, goods, and information has always been fundamental components of human societies. It is all related to transport costs as well as to the attributes of what is being transported. However, regulations, laws, and tariffs can influence transportability. Countries around the world have been changing their international trade policies by reducing both tariff and non-tariff barriers. Informal barriers hinder trade and the benefits of export, such as economic growth, that come with the achievement of trade liberalisation. It was found that the impact of transport costs on trade patterns has become an important study. Theoretical and empirical work in international trade only recently began considering the geography of exports as a possible explanation for high transport costs. For instance, factors such as distance, market size, scale economies, and agglomeration affect transportation costs around the world. Transport costs in South Africa are a relevant issue due to its geographical position. South Africa is situated far from its major trading partners. In addition, the majority of South African exports originate in Gauteng, which is around 600km from the nearest seaport. For South African exports to remain competitive, domestic transport costs must be reduced. One method of cutting costs is by connecting a container dry port with an intermodal transport system to the major seaports (namely Durban, Port Elizabeth, and Cape Town). The empirical study was conducted in the form an interview-based questionnaire. A total of 18 questions were asked to individuals at a terminal in Gauteng. The purpose of the questionnaire was to gather information on the service delivery of South African inland terminals. This led to the conclusion that City Deep functions well in terms of service delivery and provides extra services to both exporters and importers. Potential problems regarding City Deep's infrastructure were identified. It was found that train and truck congestion within City Deep is an everyday phenomenon. The existing infrastructure cannot handle the train and truck traffic entering City Deep. It was found that clients prefer road transportation to rail transportation, therefore, the amount of trucks entering and leaving City Deep causes congestion. This not only affects the infrastructure at City Deep, but also that of South Africa. More trucks on the roads exacerbate air pollution and road accidents, and overloaded trucks damage South African roads. / Thesis (M.Com. (Economics))--North-West University, Potchefstroom Campus, 2009.

This dissertation examines the resiliency, efficiency, and environmental impact of barge shipments within the upper Ohio River basin, contrasting findings relevant to this region with assumptions and findings of broader national studies and providing alternative assessment methods. The unique attributes of this region’s inland waterways infrastructure and usage patterns are dominated by the shipment of coal; mines and powerplants with heavy and inflexible dependence on barge shipments; and the constrictions of the waterway infrastructure. Acknowledging these attributes allows for a more accurate assessment in the future of risks due to infrastructure failure and opportunities for efficiency gains. Research goals were set in three major areas: assessing the impact of an extended loss of commercial river navigation due to catastrophic infrastructure failure; assessing current and potential new efficiency metrics for inland waterways freight movement, both in terms of vessel movements and the infrastructure itself; and quantifying and assessing air emissions from regional commercial river traffic. The first research goal was to assess the impact of an extended loss of commercial river navigation due to catastrophic infrastructure failure. The objectives of this research goal were to develop a failure scenario; to develop methodologies to identify at-risk commodity shipments, feasible alternate modes of transportation, supply chain options, and shipping costs; and to develop a methodology to assess the potential closure of facilities impacted by infrastructure failure. A hypothetical failure scenario was assessed for a year-long closure of the Monongahela River between Charleroi and Elizabeth in 2010. For this scenario, the potentially displaced volume of coal shipments from mines to powerplants for a hypothetical river shutdown in 2010 was estimated at 7.0 million tons. The resilience of the impacted facilities, the feasibility of their shipping alternatives, and their ability to re-organize into new markets were assessed, showing heavy predicted impacts for facilities within the hypothetical failure zone, minimal impacts on facilities located below the failure zone, and mixed impacts above the failure zone that depend on facility-specific shipping mode alternatives. Lost revenues were estimated for facilities that close due to an inability to adapt, as well as the replacement cost of towboats and barges trapped by a catastrophic and sudden failure. The aggregate costs to these facilities as a result of a year-long closure in 2010 were estimated at $0.56-1.7 billion. The second research goal was to assess commonly used and potential new efficiency metrics for the inland waterways. Objectives of this goal included the development of methodologies to identify, characterize, and differentiate between vessel and commodity trips; to assess efficiency metrics currently used by USACE and develop improved metrics; and to conduct stochastic time studies of commodity trips to quantify efficiency gains from infrastructure improvements. The vessel and commodity trip analyses provide a unique assessment of the inefficiencies created by the infrastructure bottlenecks within the region. Data from USACE’s Lock Performance Monitoring System and the Energy Information Administration’s Survey 923 were used to characterize and rank the vessel and commodity trips made in 2010 in terms of frequency, tonnage, and ton-miles. Such rankings can be used to prioritize optimization projects and to assess usage patterns. The analyses of various efficiency measures commonly used for the inland waterways were conducted in light of the particular constraints of operation within the upper Ohio River basin. These upriver locks differ in size, requiring vessel operators to optimize the type and configuration of barges used within the region, and causing the regional profile to differ from fleet and flotilla profiles generated at a national level or for other regions. Consideration of these differences allows for more accurate analysis of usage patterns, with implications for efficiency considerations of time and fuel consumption. Stochastic modeling of historical usage patterns allows for the comparison of time requirements with different flotilla configurations and with different infrastructure configurations. A scenario analysis on a typical regional shipment between a coal mine and powerplant was used to demonstrate the method. Results show that completion of a long delayed lock reconstruction project will reduce the time required, and thus the cost and fuel, to move commodities across the region. The savings for a 15-jumbo barge tow moving 200 miles across the study area was estimated to be 17% as a result of completion of the Lower Mon Project. The third research goal was to quantify and assess the regional impact of commercial river traffic on air quality. The specific objectives of this goal were to develop a methodology for calculating emission loadings; and to develop a methodology to assess the impact of vessel emissions on regional air monitors. An estimation of particulate emissions from the vessels’ diesel engines is presented, showing total releases of PM2.5 to be about 360 tons in 2010 across 600 river miles of the upper Ohio River basin, on the same order of magnitude as the major point source releases reported in Allegheny County, and about 25% of releases from a typical 1,700 MW regional powerplant. A screening analysis estimates PM2.5 concentrations attributable from towboats passing through the Liberty-Clairton non-attainment region, predicting that these emission levels would be orders of magnitude below the detection limits of the region’s air monitors, and would be dwarfed by the point source impacting those monitors.

Diss. (sammanfattning) Sundsvall : Mittuniversitetet, 2007. / Härtill 4 uppsatser.

Thesis (Ph. D.)--University of Wisconsin--Madison, 1960. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 261-272).

Thesis (Ph. D.)--University of Wisconsin--Madison, 1976. / Vita. Typescript. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references.

Inlandsvatten, exempelvis sjöar och floder, har en betydande roll för den globala kolcykeln. Förutom att dessa vatten transporterar kol mellan kontinenterna och havet så förekommer en mängd processer som påverkar kolomsättningen i dessa system. Inlandsvatten kan fånga in (fixera) koldioxid från atmosfären via fotosyntes, men en stor del av kolet i inlandsvatten transporteras från land. Detta kol kan antingen emitteras till atmosfären som koldioxid eller metan, lagras på botten av sjöar och reservoarer eller transporteras (exporteras) till havet genom floder och grundvatten. Genom att sammanställa litteratur som i huvudsak publicerats mellan 2007 och 2017 konkluderas att 3,6 Pg C y-1 transporteras till inlandsvatten från världens kontinenter. Av detta emitteras 2,3 Pg C y-1 till atmosfären innan det når havet, 0,15 Pg C y-1 sedimenteras i sjöar och dammar medan 1,1 Pg C-1 exporteras till havet. För att förstå hur människan påverkar kolomsättningen globalt krävs en korrekt beskrivning av de naturliga flödena av kol mellan hav, land och atmosfär. Förbättringspotential och osäkerheter gällande den kvantitativa uppskattningen om inlandsvatten som en del i den terrestra kolcykeln finns bland annat kopplat till små vattenansamlingar, då dessa inte är fullständigt kartlagda. En bättre geografisk spridning för den data som ligger till grund för globala uppskattningar krävs också för att förbättra förståelsen för inlandsvattens roll i den terrestra kolcykeln. / Inland waters, for example lakes and rivers, play a considerable role in the global carbon cycle. In addition to transport carbon between the continents and the oceans, a number of processes occur during the transport along the hydrological chain. Inland water could directly take up carbon dioxide from the atmosphere though photosynthesis, but a vast amount of the carbon origins from land. The carbon could either be emitted to the atmosphere as carbon dioxide or methane, stored at the bottom of lakes or reservoirs and/or transported (exported) to the ocean through rivers or groundwater. In this study, publications from 2007 to 2017 were reviewed, and the conclusion is drawn that 3,6 Pg C y-1 are exported to inland waters from land. 2,3 Pg C y-1 are emitted to the atmosphere, 0,15 Pg C y-1 is buried in the sediments of lakes and reservoirs and 1,1 Pg C y-1 is exported to the ocean. To understand how human affects the global carbon budget, a correct description of the natural migration of carbon between the ocean, the continents and the atmosphere is needed. Potential of improvement and uncertainties related to the quantitative estimates of emission, sedimentation and export are to a large extent connected to the poor surveys of small lakes and ponds. A more representative global distribution of the data is also needed for a better understanding of the role of inland waters in the terrestrial carbon cycle.

O desenvolvimento de técnicas que deem sobrevida a navios com mais de 20 anos de navegação interior é crucialmente importante para um país com a demanda de mobilidade como a que tem o Brasil. Nesse sentido, uma técnica que pode ser citada é a determinação da vida útil potencial (VUP), que propõe uma forma de avaliar o aumento da vida útil de embarcações de navegação interior. Na busca por índices globais que identifiquem as condições do navio, considera-se o cálculo do momento fletor último da seção mestra do navio. O presente trabalho apresenta, de forma detalhada, a aplicação dos principais métodos de cálculo do momento fletor último em três casos de estudo: um perfil caixão, o perfil reduzido de embarcação de fundo duplo (estudada por Nishihara, 1983) e a seção mestra de uma embarcação típica utilizada para navegação na Bacia do Sudeste (NT Guarita). Os métodos empregados para o cálculo do momento fletor último são: métodos direto e iterativo propostos pela Associação Internacional de Sociedades Classificadoras (IACS 2008), Método da Resistência Direta, Método da Largura Efetiva e análises não lineares através do Método dos Elementos Finitos. Com o intuito de obter uma resposta mais coerente, é proposta uma modificação no Método Iterativo [IACS, 2008]. O método modificado é então utilizado no estudo de sensibilidade do momento fletor último frente à redução de espessura das chapas de convés (considerando a seção mestra da embarcação NT Guarita). Os resultados obtidos, bem como as conclusões a respeito, são apresentados ao final do trabalho. Adicionalmente, é proposto um índice para uso na avaliação do nível de não linearidade da resposta dos elementos locais, quando submetidos a reduções de espessura. / The increasing of ships life extension can only be provided by new methodologies development. A new method to determine the potential ship shelf life is being proposed, being part of the new method, in this document the ultimate bending momentum of the master ship section is study. The study presents the application of the most popular methods to calculate the ultimate bending for three different cases: box section, double hull ship studied by Nishihara, 1983 and master section of a typical boat used in Bacia do Sudeste, NT Guarita. The methods applied to calculate the ultimate bending momentum are: direct and iterative methods proposed by the International Association of Classification Societies, IACS 2008, Direct Strength Method, Method of Effective Width and also non-linear analysis using the Finite Element Method. In order to obtain a more coherent response, a change in the Iterative Method [IACS, 2008] has been proposed. The new method is used to study the sensitivity of the ultimate momentum to the reduction of deck thickness applied the NT Guarita. The results and conclusions will be presented in this study. Additionally, will be proposed an index to evaluate the level of non-linearity of the local elements response, when exposed to thickness reduction.