This thesis seeks to explore the impact that architecture can have on peoples' relationship with food. The industrialization of American society over the past two centuries has distance people from the source of their food; this distance has significantly contributed to an overall decreased in American health. The concept of this thesis is that architecture can have a positive impact on peoples' relationship with food and thereby help improve the health of a community. I chose a site on the outskirts of Glens Falls, New York to locate my project, the Glens Falls Good Foods Collective. This site is ideal for bringing people and food together as a few miles to the West lays the city center, while abundant farmlands fan out toward the East. The Collective combines small-scale food processing facilities for farmers with a market place for consumers. Providing an environment in which these ever-distancing demographics can interact would help reduce the gap between people and food. The goal of this thesis is to design a building that fosters a meaningful and productive connection to food by bringing people closer to its source.

Yes / Resistance exercise training (RET) can counteract negative features of muscle ageing but older age associates with reduced adaptive capacity to RET. Altered muscle protein networks likely contribute to ageing RET adaptation; therefore, associated proteome-wide responses warrant exploration. We employed quantitative sarcoplasmic proteomics to compare age-related proteome and phosphoproteome responses to RET. Thigh muscle biopsies were collected from eight young (25 ± 1.1 years) and eight older (67.5 ± 2.6 years) adults before and after 20 weeks supervised RET. Muscle sarcoplasmic fractions were pooled for each condition and analysed using Isobaric Tags for Relative and Absolute Quantification (iTRAQ) labelling, tandem mass spectrometry and network-based hub protein identification. Older adults displayed impaired RET-induced adaptations in whole-body lean mass, body fat percentage and thigh lean mass (P > 0.05). iTRAQ identified 73 differentially expressed proteins with age and/or RET. Despite possible proteomic stochasticity, RET improved ageing profiles for mitochondrial function and glucose metabolism (top hub; PYK (pyruvate kinase)) but failed to correct altered ageing expression of cytoskeletal proteins (top hub; YWHAZ (14-3-3 protein zeta/delta)). These ageing RET proteomic profiles were generally unchanged or oppositely regulated post-RET in younger muscle. Similarly, RET corrected expression of 10 phosphoproteins altered in ageing, but these responses were again different vs. younger adults. Older muscle is characterised by RET-induced metabolic protein profiles that, whilst not present in younger muscle, improve untrained age-related proteomic deficits. Combined with impaired cytoskeletal adhesion responses, these results provide a proteomic framework for understanding and optimising ageing muscle RET adaptation. / TE was supported by a postdoctoral fellowship from the Japan Society for the Promotion of Science and the Royal Society (JSPS/FF1/435). This work was supported by grants from the Medical Research Council (MR/T026014/1 and G0801271) and the Biotechnology and Biological Sciences Research Council (BB/X510697/1 and BB/C516779/1).

Le monde des transports et de la mobilité nécessite une restructuration induite par la hausse sans cesse croissante des échanges. L’engorgement des routes, l’augmentation de l’insécurité, la hausse perpétuelle du trafic et des nuisances environnementales poussent les différentes instances à réfléchir et à agir. Dans cette optique, la Commission européenne a lancé les programmes Marco Polo I et II dont l’objectif est de transférer une partie du trafic de marchandise de la route vers des modes de transports plus respectueux de l’environnement. Cette étude s’inscrit dans ce cadre en essayant d’évaluer l’opportunité de développer le transport combiné rail-route. Plus précisément, elle propose de localiser de manière judicieuse des terminaux dédiés au transbordement de fret continental, afin de permettre l’expédition de marchandises sur longues distances avec des volumes suffisamment grands pour que le transport combiné soit compétitif. La répartition des flux sur le réseau est un élément essentiel, car l’une des principales raison d’être des terminaux considérés est de consolider les flux. C’est pourquoi une approche innovante basée sur les flux de transport est proposé. C’est en se basant sur une modélisation des flux qu’il est alors possible d’identifier les localisations optimales des terminaux et de minimiser ainsi les coûts totaux du système. La méthode développée permet également d’analyser les variations des aires de marché des terminaux en fonction de l’offre et de la demande de transport, ainsi que de mesurer les impacts sur la répartition modales.

In this study, we propose a two-phase solution approach for approximating the efficient frontier of a bicriteria hub location problem. We develop an evolutionary algorithm to locate the hubs on the network as the first phase. In the second phase, we develop a bounding procedure based on dominance relations and using the determined bounds, we solve the allocation subproblem for each located hub set. The two-phase approach is tested on the Australian Post data set and it is observed that our approach approximates the entire efficient frontier well. In addition, we suggest an interactive procedure to find the solutions that are in the decision maker&rsquo / s preferred region of the solution space. In this procedure, we progressively incorporate the preferences of the decision maker and direct the search towards the preferred regions. Based on some computational experiments, it is observed that the interactive procedure converges to the preferred regions.

Le développement du trafic aérien international est une composante majeure de la croissance des échanges internationaux intervenue depuis la seconde guerre mondiale. La traduction terrestre en est le développement des plateformes aéroportuaires. Avec les dérégulations intervenues dans les années 1990 les hubs sont des éléments majeurs de l’espace européen. Ils ont généré des territoires aéroportuaires allant au-delà des limites administratives et domaniales des aéroports ; ceux-ci sont des espaces importants de l’économie de la connaissance et de l’innovation. A ce titre, ils sont des polarités métropolitaines majeures. Nous en avons choisi trois majeures situées sur deux continents : Paris- Charles de Gaulle, Amsterdam- Schiphol et Seoul- Incheon. En raison de leur accessibilité multimodale synchrone, ces aéroports sont parties prenantes de territoires aéroportuaires importants et multifonctionnels. Ils participent sous de formes et des degrés divers à l’économie de la connaissance et de l’innovation et en particulier à ses circulations. / The development of international air traffic is a major component of the international exchanges occurred since the Second World War. The terrestrial translation is the development of airport. With the deregulations occurred in the years the 1990, hubs are major elements of European space. They generated airport territories going beyond the administrative and domanial limits of the airports; those are important spaces of the knowledge and innovation economy. For this reason, they are major metropolitan polarities. We chose three major located out of two continents: Paris Charles de Gaulle, Amsterdam Schiphol and Seoul Incheon... Because of their synchronous multimode accessibility, these airports are recipients of important and multipurpose airport territories. They take part in various forms and degrees in the knowledge and innovation economy and in particular in its circulations

[pt] A partir do aumento da movimentação de cargas conteinerizadas no mercado sul americano, observa-se um crescimento no tráfego de navios na região costeira do continente e a busca por parte dos armadores e embarcadores por menores custos que viabilizem seus negócios. Este trabalho tem por objetivo propor uma análise qualitativa das vantagens operacionais e financeiras para o estado brasileiro da adoção de um modelo portuário alternativo, baseado em um hub port regional localizado no sudeste brasileiro, região concentradora da maioria da carga que transita no país e na América Latina. A escolha se justifica devido a menor necessidade de investimentos ao se adotar tal estratégia, utilização de condições geográficas facilitadoras, além do melhor aproveitamento da proximidade com boa parte do setor industrial brasileiro e acesso aos mercados internos, tanto por rodovias como por ferrovias, como também de sua posição centralizada quando avaliadas as rotas norte e sul no continente. Adicionalmente, o estudo questiona a tendência de utilização de terminais dedicados a armadores específicos no Brasil frente ao modelo proposto, visto que, com o compartilhamento do hub entre armadores, os riscos associados ao negócio serão menores. A conclusão demonstra que o modelo de hub port não só contribui para promover o desenvolvimento do país, já que estimula a navegação de cabotagem, como também possibilita ao governo e à iniciativa privada direcionarem recursos para outros projetos de infra-estrutura, já que, os investimentos para adequação necessária do terminal portuário escolhido de forma a torná-lo apto ao recebimento de navios de grande porte, são menores se comparados aos necessários para adequação e/ou implantação de diversos outros terminais que poderiam manter sua estrutura atual. / [en] With the growth of containerized cargo handling in the South American market, both an increase in vessel traffic in its coastal region was observed as well as the need by shipping companies and shippers to lower their costs that would enable their businesses to grow. The focus of this paper is to propose a qualitative analysis of the operational and financial advantages for the Brazilian state to implement an alternative port model based on a regional hub port located in southeastern Brazil, region which concentrates most of the cargo that transits the country and in Latin America. The choice is justified by the less need for investments by adopting such a strategy, geographical advantages such as proximity to the main Brazilian industrial region, access to domestic markets which utilize both highway and railway networks, and also its central position from north and south routes on the continent. Moreover, the study questions the current tendency of Brazils shipping companies to use of dedicated terminals as opposed to the model proposed in this paper in which shipping companies would share a hub thus reducing an organizations risks associated with its business. This analysis will conclude by demonstrating that the hub port model not only helps to promote the country´s development by stimulating coastal shipping, but also allows the government and the private sector to direct capital resources to other infrastructure projects. Moreover, the necessary investments required for the chosen port terminal to receive larger ships are lower than those needed for the adjustment and/or implementation of other terminals.

Face aux défis actuels posés par la pollution atmosphérique et la congestion des axes routiers urbains et périurbains et à l’étalement urbain, les pôles d'échanges multimodaux (PEM) sont conçus et mis en œuvre comme des outils de développement de mobilités durables, susceptibles de favoriser l’utilisation de modes de transport complémentaires (marche à pied, vélo, autobus urbains, tramways, métros…).Leur présence de plus en plus affirmée le long des axes de transports collectifs en site propre (TCSP) démontre leur adaptabilité aux différents contextes institutionnels, territoriaux et réticulaires. Leur but est de limiter le trafic automobile entrant dans les villes, et de susciter un report modal suffisant vers les transports collectifs. Cela donne lieu à des études très poussées en matière d’estimation des flux et d’insertion urbaine. Car les PEM entretiennent des relations avec les quartiers où ils sont implantés.Mais cette profusion des PEM, que l'on observe depuis une trentaine d'années - avec une accélération au début des années 2000 - cache en réalité des réalités bien différentes, tout comme les appellations que les AOTU leur donnent. En dépit de tentatives de normalisation, faites par les pouvoirs publics, nous constatons que le fonctionnement des PEM et leur configuration physique répondent avant tout aux nécessités locales et aux compromis entre les différents acteurs impliqués dans la construction et l’exploitation de ce type d’équipements.Notre thèse se propose donc de dresser un état des lieux de la recherche en matière de PEM et d'intermodalité, en ayant recours à de nombreux outils et méthodes (relevés et enquêtes de terrain, entretiens avec des professionnels acteurs du secteur des transports publics, démarche modélisatrice et d’inventaire des services proposés) pour déterminer si le PEM est bien un élément majeur des politiques de transport public et s'il contribue pleinement, en son sein, à l'interfaçage d'échelles de transports complémentaires. / Confront the challenges posed by air pollution and congestion on urban and suburban roads and urban sprawl, the multimodal hubs are designed and implemented as a sustainable mobility development tools, which may promote the use of complementary modes of transport (walking, cycling, transit buses, trams, subways ...).Their presence increasingly assertive along public transport axes own site demonstrates their adaptability to different institutional contexts, territorial and reticular. Their goal is to limit car traffic entering the cities, and generate sufficient modal shift towards public transport. This gives rise to very extensive studies in estimating flow and urban integration. Indeed, multimodal hubs have relations with the neighborhoods where they are located.But this profusion of multimodal hubs, which is observed over the past thirty years - with an acceleration in the early 2000’s - actually hides realities very different, as are the names that give them local transport authorities. Despite standardization attempts made by the government, we find that the operation of multimodal hubs and their physical configuration leads to meet local needs and compromise between the different actors involved in the construction and operation of this type of equipment.Our thesis therefore proposes to draw up an inventory of research for multimodal hubs and intermodality, by using many tools and methods (surveys and field surveys, interviews with professionals involved in public transport sector, model-process and inventory of available services) to determine whether the multimodal hub is a major element of public transport policies and if it contributes, within it, interfacing complementary scales transport.

Food hubs have been discussed as a promising option for scaling-up the local food system while maintaining close relationships and shared responsibility amongst producers and consumers. Food hubs have the capacity to share important messages about food safety, origin, and production methods with consumers, however little is known about if, and how, food hubs communicate the value of local food to their buyers. This is crucial when assuring value to the consumer, which is necessary for the long-term sustainability of the food hub model. It is important to know more about these methods and practices because these messages can impact the long-term viability of food hubs and local agriculture, as well as community health and economic stability. This thesis explores the motivation behind why buyers chose to buy through food hubs, what information provided by food hubs is useful in marketing and selling local products, and how buyers allocate their money and their time that allows them to efficiently purchase local products. A mixed methods approach was used to gather data. Qualitative research methods were used in conducting semi-structured interviews with key informants. Interview questions focused on local food marketing strategies and practices, motivations for buying local, consumer behavior, firmographic characteristics, communication, challenges, opportunities, and relationships. In addition, data was collected through an online survey that followed the same themes. These themes were identified through a review of alternative food network literature, which identified gaps in knowledge on the buyer-side of the food hub value chain. The themes that emerged from these semi-structured interviews and online survey have been used to better understand buyer motivations for purchasing local food through food hubs, how buyers make use of the information, services, and marketing material provided by food hubs, and what strategies buyers use to integrate local food purchasing efficiently into their budget.

<p>During the last years commercial Wind Power Turbines (WPT) has become larger regardingto the generator sizes and hub heights. Available hub heights around 100 meters is nowcommon, which has led to profitability for WPT located in forests where there normally are tolow wind speeds. The current knowledgement regarding turbulence and the variation in thewind profile for the outcome of the power production for the WPT in forests is limited.In this Master of Science thesis an investigation concerning forest located wind power plantshas been made. The purpose has been to investigate if plants located in forest perform lesscompared to wind power turbines located at more common locations.The analyses are based on statically material for determining the availability,production/generator size, production/hub height, production/swept area and how thetopography affect the production results.The analyses show that the variation in production result for WPT located in forest comparedto turbines located at other locations is small. The availability is high and the productionresults are good.</p>

<p>Sedan 1990-talet har antalet regionala handelsavtal ökat kraftigt och världshandeln präglas</p><p>inte av den globala frihandel som WTO eftersträvar, utan snarare av handelssammanslutningar</p><p>med en stor aktör i centrum. Genom den så kallade Barcelonaprocessen har EU, ett</p><p>av de största naven i världshandeln, knutit bilaterala avtal med sina grannländer kring</p><p>Medelhavet och på så sätt gett upphov till ett struktur som kallas hub-and-spoke, nav-ocheker.</p><p>I denna uppsats utreds detta begrepp och de effekter som strukturen har på handel och</p><p>flödet av utländska direktinvesteringar. Vi ser tecken på att dessa flöden har ökat för Marocko</p><p>och Tunisien under de senaste åren och finner det troligt att effekterna blir ännu större i övriga Medelhavsländer</p>