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.

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)

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).

Thesis (M. Sc.)--University of Canterbury, 2009. / Typescript (photocopy). Includes bibliographical references (p. 150-164). Also available via the World Wide Web.

Thesis (MA)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: During the 12th century the Ab Suger, a church leader from near Paris in France, initiated a new approach to church architecture, the Gothic style. He diverted from the existing traditions and utilized pointed arches as one of the basic components of the new style. Pointed arches, unlike normal arches, distribute load-carrying weight not only downwards, as normal arches do, but also sideways. Strategically placed flying buttresses can help neutralize the thrust to the sides and reduce the weight on walls. Walls no longer had to be massive and it became possible to utilize big parts of the walls for windows, which were filled with brightly coloured glass. The style deliberately made use of height and enclosed spaces as a design element, to an extent unknown until that time. For some four centuries cathedrals in this style were built all over Europe, before the style was replaced with the coming of the Renaissance. The 19th century saw the coming of a style of Gothic Revival. New building materials had become available and there were fundamental differences between the original Gothic style and the Neo-Gothic (or Gothic Revival) style. In some instances elements of the original style lost their functions and were applied in a purely decorative function in the Gothic Revival style. With the colonization of Africa, the Neo-Gothic style came to South Africa. It took root locally and became part of South African church architecture. Local conditions required that some adaptations be made and several varieties of the Neo-Gothic style became part of the South African architectural landscape. Many church buildings were constructed in South Africa in this style during the last century and a half. The ones older than sixty years enjoy some measure of protection under current legislation relating to heritage conservation. It became evident that within the variety of Neo-Gothic idioms a number of churches have become so simplified that only some characteristics of the style have remained. Throughout the study it was indicated how the significance of a building and its architectural style also impact on the non-material culture of a community. / AFRIKAANSE OPSOMMING: Gedurende die 12de eeu het ab Suger, ‘n kerkleier van naby Parys in Frankryk, met ‘n nuwe benadering tot kerkargitektuur na vore gekom wat later as die Gotiese styl sou bekend staan. Hy het afgewyk van bestaande tradisies en gebruike in verband met kerkargitektuur. Deur die aanwending van spitsboë is die afwaartse druk van ‘n kerk se dak gedeeltelik na buite verplaas, in plek van alles na onder. Strategies geplaasde boogstutte het die sywaartse druk geneutraliseer. Hierdie boumetode is saam met die gebruik van geribde gewelwe gebruik om die druk in so ‘n mate van symure af te haal dat die mure nie meer dik en sterk moes wees nie en dit moontlik was om groot dele van die mure met vensters van gekleurde glas te vul. Die nuwe styl het ingeslote ruimtes en hoë gewelwe gehad soos die Middeleeuse mens nog nie vantevore geken het nie. Vir sowat vier eeue lank het katedrale in dié styl oral oor Europa opgeskiet, totdat dit met die koms van die Renaissance deur ander style vervang is. In die 19de eeu het daar ‘n herlewing in die Gotiese styl gekom. Beter boumateriale was beskikbaar en die Gotiese Herlewingstyl het in sommige opsigte groot verskille met die oorspronklike getoon. Van die Gotiese boustyl se komponente is aangepas om totaal ander funksies te vervul. Verskeie aspekte van die Gotiese styl is slegs behou as versiering. Met die kolonisasie van Afrika het die Gotiese Herlewingstyl na Suid-Afrika gekom. Die styl het posgevat en versprei in Suid-Afrika maar plaaslike omstandighede het aanpassings daarvan genoodsaak en etlike variasies op die Neo-Gotiese tema het na vore gekom. ‘n Groot aantal kerke is in die afgelope anderhalf eeu in Suid-Afrika in hierdie styl gebou. Sommiges daarvan geniet ‘n mate van beskerming ingevolge Suid-Afrika se bewaringswetgewing. Hierdie studie fokus op kerkgeboue met Neo-Gotiese stylkenmerke in ‘n bepaalde geografiese gebied in Suid-Afrika. Daar is bevind dat van die variasies op die Neo-Gotiese styl so vereenvoudig het, dat daar slegs enkele stylkenmerke by hulle oorgebly het. Deurgaans is aangedui op watter wyse die betekenis van die kerkgebou en die styl daarvan ook die nie-tasbare kultuur van ‘n gemeenskap geraak het.