An analysis of 5 minute resolution Quadra data on day 261 of GATE (0953 - 1451 GMT) is made to yield statistics of maximum area, echo top, lifetime and maximum reflectivity factor in medium-sized convective cells. The procedure generates a unique data set which is used to compare with the results of a three-dimensional cloud model and to study cloud interactions and merging processes between convective echoes. The results, obtained by tracking 140 echoes throughout their lifetime, indicate that the maximum area is log-normally distributed, 90% of the echoes being smaller than 40 km('2) and living shorter than 60 min. The modes of the maximum echo top and maximum reflectivity factor distributions are around 2.5 km and 30 dBz, respectively. / A fully three-dimensional cloud model including precipitation processes is used to simulate convective clouds on this day. A number of single cloud experiments are carried out to verify the numerical results against the radar observations. In addition, several two-cloud developments are simulated to study cloud interactions and merging processes. / Comparison of the modelled echo parameters against the observed ones indicates a fair degree of realism in the simulations. The computed maximum reflectivity factor, however, is considerably higher than that of the observations because of the unrealistic drop-size distribution assumed in the model. / The two-cloud simulations suggest that both the alignment of the clouds in relation to the wind shear vector and the spacing between the cells are important factors in determining the type of cloud interactions. Merging takes place when the spacing between the two elements becomes small enough. The numerical simulations indicate that the perturbation pressure structure is crucial to trigger echo merging.

Thesis (Ph. D.)--Brigham Young University. Dept. of Instructional Psychology and Technology, 2007. / Includes bibliographical references (p. 69-72).

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Aeolian sediment transport threshold is commonly defined as the minimum wind speed (or shear stress) necessary for wind-driven sediment transport. Threshold is a core parameter in most models of aeolian transport. Recent advances in methodology for field-based measurement of threshold show promise for improving parameterizations; however, investigators have varied in choice of method and sensor. The impacts of modifying measurement system configuration are unknown. To address this, two field tests were performed: (i) comparison of four piezoelectric sediment transport sensors, and (ii) comparison of four calculation methods. Data from both comparisons suggest that threshold measurements are non-negligibly modified by measurement system configuration and are incomparable. A poor understanding of natural sediment transport dynamics suggests that development of calibration methods could be difficult. Development of technical standards was explored to improve commensurability of measurements. Standards could assist future researchers with data syntheses and integration. / xi, 108 leaves : ill. ; 29 cm

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This dissertation presents a theoretical framework to analyze and evaluate aggregation biases. These biases measure the information lost when macro relations evaluated in terms of aggregates do not capture all of the distributional properties of micro relations. The framework is developed in the context of producer theory, but it may be used to determine the biasedness of any representative agent model and to study general relationships between exact-aggregation macro parameters and their microfoundations. The model is based on a stochastic interpretation of the production characteristics which encompasses that of previous stochastic aggregation models (Houthakker, 1955; Hildenbrand, 1981; Stoker, 1984; Lewbel, 1986a). It admits the construction of "true" aggregate relations which can be compared to pre-specifed macro relations. Many of Theil's (1954, 1971) statistical results concerning the relations between micro and macro parameters then can be formalized at the population level and generalized to non-linear functions. A moments decomposition of the "true" aggregate relation makes it possible to identify the sources and causes of potential aggregation biases. Thus, the functional-form restrictions of exact-aggregation models (Gorman, 1968a; Blackorby and Schworm, 1984, 1988) are found to be neither necessary nor sufficient conditions for consistent aggregation, if the aggregates are taken to be the usual totals or averages. Traditionally, similarity among firms, either as a maintained hypothesis or as the long-run outcome of perfect competition, has proved to ensure exact aggregation. Here, economic diversification may also provide an alternative set of circumstances under which the aggregation biases may be minimized. In the case of an average-representative firm, the output aggregation bias is explicitly derived. Empirical analyses confirm that the magnitude of the bias increases as higher moment terms in the production characteristics increase in importance. Conditions under which exact-aggregation macro parameters possess stable microdefinitions are obtained; they explain Fisher's (1971) simulation results. Empirical results show that such macro parameters are relatively stable (within the estimated confidence intervals) when based on periods of relative economic stability. Finally, theoretical implications for macroeconometric modeling and policy evaluation are explored. / Arts, Faculty of / Vancouver School of Economics / Graduate

Increasing populations in urban regions have prompted the development of areas previously undisturbed. This development has spurred the formation of numerous models and methods to simulate the effects of urbanization on runoff processes. The engineer who must use these models and methods needs to be aware of their capabilities and performance. Many of the models assume that calibration will take place to improve the final results. Unfortunately, this is not the case for the majority of drainage studies. A qualitative and quantitative evaluation is made to help the engineer decide which model or method is applicable in certain situations. Simulations are performed on eight watersheds in northern Virginia. Nineteen models are evaluated and compared to gaged events as well as calibrated design storms. The models include EPA SWMM, PSRM-QUAL, TR-20, HEC-1, TR-55, variations of the rational method, three-unit hydrograph procedures, the USGS regression equations, and the Anderson method. Coverage is given for all of the models to outline their capabilities. Hydrographs are evaluated with respect to peak flow, time to peak flow, time base, volume, and overall shape. Statistical measures are introduced to quantitatively test the modeled hydrograph to a baseline reference hydrograph. The statistics yield many errors with the models being evaluated. A selection criteria is given where the models may be chosen based on their performance. The table is limited to the range of watersheds evaluated. Trends in each model toward basin area, land use condition, and general model type are discussed. A cross-calibration technique for improving the accuracy of some models is verified. / Master of Science

Bicycle use is increasing in many parts of the U.S. Local and regional governments have set ambitious bicycle mode share goals as part of their strategy to curb greenhouse gas emissions and relieve traffic congestion. In particular, Portland, Oregon has set a 25% mode share goal for 2030 (PBOT 2010). Currently bicycle mode share in Portland is 6.1% of all trips. Other cities and regional planning organizations are also setting ambitious bicycle mode share goals and increasing bicycle facilities and programs to encourage bicycling. Increases in bicycle mode share are being encouraged to increase. However, cities with higher-than-average bicycle mode share are beginning to experience locations with bicycle traffic congestion, especially during peak commute hours. Today, there are no established methods are used to describe or measure bicycle traffic flows. In the 1960s, the Highway Capacity Manual (HCM) introduced Level of Service (LOS) measurements to describe traffic flow and capacity of motor vehicles on highways using an A-to-F grading system; "A" describes free flow traffic with no maneuvering constraints for the driver and an "F" grade corresponds to over capacity situations in which traffic flow breaks down or becomes "jammed". LOS metrics were expanded to highway and road facilities, operations and design. In the 1990s, the HCM introduced LOS measurements for transit, pedestrians, and bicycles. Today, there are many well established and emerging bicycle level of service (BLOS) methods that measure the stress, comfort and perception of safety of bicycle facilities. However, it was been assumed that bicycle traffic volumes are low and do not warrant the use of a LOS measure for bicycle capacity and traffic flow. There are few BLOS methods that take bicycle flow into consideration, except for in the case of separated bicycle and bicycle-pedestrian paths. This thesis investigated the state of BLOS capacity methods that use bicycle volumes as a variable. The existing methods were applied to bicycle facility elements along a corridor that experiences high bicycle volumes in Portland, Oregon. Using data from the study corridor, BLOS was calculated and a sensitivity analysis was applied to each of the methods to determine how sensitive the models are to each of the variables used. An intercept survey was conducted to compare the BLOS capacity scores calculated for the corridor with the users' perception. In addition, 2030 bicycle mode share for the study corridor was estimated and the implications of increased future bicycle congestion were discussed. Gaps in the BLOS methods, limitations of the thesis study and future research were summarized. In general, the existing methods for BLOS capacity are intended for separated paths; they are not appropriate for existing high traffic flow facilities. Most of the BLOS traffic flow methods that have been developed are most sensitive to bicycle volumes. Some of these models may be a good starting point to improve BLOS capacity and traffic flow measures for high bicycle volume locations. Without the tools to measure and evaluate the patterns of bicycle capacity and traffic flow, it will be difficult to monitor and mitigate bicycle congestion and to plan for efficient bicycle facilities in the future. This report concludes that it is now time to develop new BLOS capacity measures that address bicycle traffic flow.

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