In the case of one car following another to a destination, it is very effective at getting the second vehicle to the destination quickly; however, the driver of the second car may not learn the route. Yet, for individuals, such as firefighters, law enforcement, and military personnel, it is imperative that a route be learned quickly and accurately and that an awareness of the situation is maintained while they traverse the given route. This leads to three questions, (a) will navigation aids affect initial route navigation; (b) will navigation aids affect retention; and (c) will navigation aids affect situation awareness while en route? The hypotheses of this study were that navigation aids would significantly increase the speed at which a person can initially navigate a route, but the use of the aids would significantly decrease the retention of the route navigated. The findings of this study support the hypotheses. The results suggest that participants that followed a confederate and participants that were given verbal directions were quicker and made fewer errors than participants that reviewed a map or initially figured the route out on their own (control group). The study also showed that as the participants navigated the route for a second time with no navigational assistance, the ones that reviewed a map or that were in the control group outperformed participants that initially had a confederate to follow or were given verbal directions their first time through. Finally, no real effects were found on the participants' situation awareness during the retention portion of the study.

Cycling for transport is an increasingly popular mode of travel in Hamilton, Ontario. Between 2011 and 2016, the mode share of cycling grew from 0.6% to 1.2%. As of 2019, 46% of the planned cycling facilities network has been built, which suggests that the city is transitioning to a cycling city. However, less is known about the built environment factors that influence cycling trips or the routes travelled by people who cycle in Hamilton. Drawing on the strengths of quantitative and qualitative methods, this research explores the built environment correlates of cycling and the perceptions of people who regularly cycle. First, a spatial interaction model was developed to test the level of cycling flows against various built environment attributes using trips data from the 2016 Transportation Tomorrow Survey. A novel feature of this analysis is the use of a cycle routing algorithm to infer routes as impedance factors. The most parsimonious model suggests that the shortest-path quietest routes best explain the pattern of travel by bicycle in Hamilton. To build upon these findings, objective built environment attributes were documented along select shortest-path quietest routes using environmental audits. The qualitative phase of the study then explores how well these approximated routes match where cyclists travel in Hamilton, as well as how the built environment more broadly in a growing city is perceived and experienced, by interviewing people who regularly travel by bicycle. The interviews highlight that the built environment is not yet bicycle-oriented and that cycling infrastructure influences mobility and route choice. As a result, people who cycle seek out routes that enable them to minimize interactions with cars, by incorporating quiet streets, and that have enjoyable environments. Policy implications and recommendations specific to these findings are discussed to further support the city of Hamilton’s transition to a more bikeable city. / Thesis / Master of Public Health (MPH)

This study is made up of the geographical descriptions of Simcoe County in 1800, 1825, 1837 and 1866 with special reference to routes and transportation. A brief description of present conditions is included as a frame of reference for the other four periods. A concluding chapter summarizes the findings of the thesis. / Thesis / Master of Arts (MA)

Yes / Tranquil spaces can be found and made in the city and their promotion and use by residents and visitors is an important means of building resilience. Studies have shown that spaces that are rated by visitors as tranquil are more likely to produce higher levels of relaxation and less anxiety that should ultimately result in health and well-being benefits. Such spaces can therefore be classed as restorative environments. Tranquil spaces are characterized by a soundscape dominated by natural sounds and low levels of man-made noise. In addition, the presence of vegetation and wild life has been shown to be an important contributory factor. Levels of rated tranquillity can be reliably predicted using a previously developed model TRAPT and then used to design and identify tranquil spaces, improve existing green spaces and develop Tranquillity Trails to encourage usage. Tranquillity Trails are walking routes that have been designed to enable residents and visitors to reflect and recover from stress while receiving the benefits of healthy exercise. This paper describes Tranquillity Trails designed for three contrasting areas. Predictions of the rated tranquillity have been made along these routes and feedback from users was elicited at one site that confirmed the expected benefits. / Bradford Centre for Sustainable Environments in the Faculty of Engineering and Informatics at the University of Bradford.

No description available.

Transit ridership analysis has been advancing towards the use of disaggregate spatial and boarding data. This study attempts to improve the understanding of factors influencing transit ridership by estimating/comparing ridership models at the route, the segmented route, and the stop level in the Austin area. Spatial and statistic analysis methods are used in this study. The dependent variable is ridership at the transit route, the segmented route, and the stop level, whereas independent variables consist of traveler characteristics, land use, transit service characteristics, and other contextual factors. Spatial analysis is conducted using Geographic Information System (GIS) to compile data within a quarter-mile buffer from each transit stop, each segregated route, and each route. Linear and semi-log models of ridership are estimated using Statistical Analysis System (SAS). Initial analysis confirms the qualitative understanding that traveler demographics such as population and employment densities, ethnic background, and income significantly affect transit ridership. Land use composition, measured by the shares of single-family homes, multi-family homes, commercial, civic uses, as well as the total area of paved parking, all influence transit use. Service qualities such as headway and transfer opportunities also matter. Sensitivity tests of these factors affecting ridership are carried out to compare model performance among the route, segmented route, and the stop level analyses. It is expected that the study findings will help to better inform transit agencies and local communities in optimizing existing transit operations, planning for new services, and developing transit-friendly environments. Primary data were obtained from the Capital Metropolitan Transit Authority and the Census Bureau, and secondary data was processed by GIS analysis. / text

Modern engines are faced with increasingly stringent requirements for reduced fuel consumptionand lower emissions. A technique which can partly be used to reduce emissionsof nitrogen oxides is recirculation of combusted gases (Exhaust Gas Recirculation, EGR). Ingasoline engines, it also has the advantage that it can save fuel by reducing pumping losses.To large mixture of EGR in the air to the cylinders will however affect the combustion stabilitynegatively. To investigate EGR rate and dynamics with respect to different actuatorinputs, the thesis develops an engine model that includes EGR. The model focus on the airflow in the engine and extends an existing mean value engine model. Two types of EGRsystemare investigated. They are short-route EGR which is implemented between intakemanifold and exhaust manifold and long-route EGR which is implemented between compressorand turbine. The work provides a simulation study that compares both stationaryand transient properties of the two EGR-systems, such as fuel consumption, maximum EGR,and rise time with respect to different actuators.

Les cyclistes peuvent rouler plusieurs heures sur des routes d'une qualité souvent médiocre. L’amélioration du confort des vélos de route est donc un critère de conception important dans l’industrie du cycle. Le fait que l’humain joue un double rôle de récepteur de vibration et de composant dynamique important sur un vélo complexifie l’étude du confort cycliste. De ce fait, les fabricants de vélos n’ont actuellement pas d'idée précise sur ce qui influence réellement le confort et cela limite leur capacité d'améliorer le confort de leurs produits. L’objectif de ce mémoire est de trouver les composants qui ont le plus d'influence sur le niveau d'accélération, de force et puissance transmises aux mains et aux fesses du cycliste. Cet objectif est atteint en trois étapes, qui ont fait chacune l’objet d’articles de journaux inclus dans ce mémoire. La première étape est le développement d'une technique pour reproduire l’excitation de la route en laboratoire. Cette étape comprend d'abord la mesure de vibration sur un vélo roulant sur une route très granulaire (bitume usé sans crevasses et sans nids de poules). Il y est ensuite question de la méthode de reproduction avec des excitateurs linéaires reproduisant la vibration de la route sous les roues d'un vélo avec un cycliste. La deuxième étape est l’élaboration d'un protocole expérimental conçu pour réduire au maximum les incertitudes reliées à l’interaction du cycliste sur le vélo et aux conditions d'essais. Ce protocole optimise la position du cycliste et des conditions d’essais pour augmenter la répétabilité des mesures des vibrations transmises aux mains et aux fesses du cycliste. Malgré ces précautions concernant la répétabilité, le système vélo-cycliste n'est pas déterministe. Une approche statistique rigoureuse doit donc être utilisée pour analyser les essais. La troisième étape est la campagne de mesure qui répond directement à l’objectif de ce mémoire. Elle se résume en une première série d’essais qui détermine pour chaque composant identifié (cadre, fourche, roues, cintre et potence) les pièces offertes sur le marché qui transmettent le plus et le moins de vibrations. À partir des pièces sélectionnées, une seconde série d'essais permet de déterminer ensuite la contribution relative de ces composants sur le niveau de vibrations transmises au cycliste. La détermination de la contribution relative des composants d’un vélo de route sur le niveau de vibrations transmises de la route au cycliste permet ainsi d'identifier les composants les plus influents sur le confort des vélos et de guider le partenaire au projet, Cervélo, dans la conception orientée vers l’amélioration du confort des vélos de demain.

国立情報学研究所で電子化したコンテンツを使用している。

Thesis (M. Sc.)--University of Hong Kong, 1999. / Includes bibliographical references (leaves 178-187).