Tesis: "Western Road"

1

Ljepoja, Danijela. "Characterization of Road Dust in Western North Dakota". Thesis, North Dakota State University, 2015. https://hdl.handle.net/10365/27900.

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Samples were collected during summer 2014, at three locations: along 15th St. SW near agricultural test plots, along an access road leading to a newly built oil drilling pad, and adjacent to the pad. MiniVol? TAS Samplers (Air metrics, Springfield, OR) were used for sampling. Total Suspended Particles (TSP), and particulates less than 10 or 5 microns (PM10 and PM2.5, respectively) were collected using quartz fiber filters. Samples were collected both pre and post access road and pad construction. The mass concentration of TSP at 15th St. ranged from 365 - 911 ?g/m3 (mean 507 ?g/m3). Concentrations at the access road ranged from 8 ? 68 ?g/m3 and near the pad from 9 ? 42 ?g/m3. SEM/EDS analyses show most particulates are silicate or carbonate mineral fragments or biogenetic particles. The most common particle size is between 2.5?m and 10?m. The main sources of airborne particulate matter observed were from road dust re-suspension, and biological sources.

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2

Bell, Emily. "Yellowcake Road: The legal regime for the road transport of uranium oxide in Western Australia". Thesis, Bell, Emily (2017) Yellowcake Road: The legal regime for the road transport of uranium oxide in Western Australia. Honours thesis, Murdoch University, 2017. https://researchrepository.murdoch.edu.au/id/eprint/38115/.

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Uranium is a contentious and emotive commodity. Attitudes towards uranium and the nuclear fuel cycle have, overall, been negative. Distrust of the nuclear industry and misunderstandings about the level of risk posed by the transport of uranium oxide (also known as yellowcake) has influenced a policy ban prohibiting uranium exports from Western Australian ports. Western Australia has a nascent uranium industry, with four major projects at various stages of government approval. When these mines commence production, producers will be forced to truck the uranium oxide by road to either Port Adelaide or Port Darwin for export. This thesis analyses the issues facing Western Australian producers as a consequence of the export ban. The current regulatory regime exposes Western Australian producers to three governments, five regulatory agencies, and at least seven different approvals and permits. The radiation protection schemes in each jurisdiction varies, so a consignment of uranium oxide is subject to different requirements between the Northern Territory, South Australia and Western Australia. Further, different versions of the Code for the Safe Transport of Radioactive Material operate around Australia, compounding legislative discrepancies. This thesis considers that the current regime is overly complex, overlapping and out-of-date with international best practice, and considers broad reforms to harmonise the legislation governing the transport of uranium oxide. It argues that multiple regulators and different legislative requirements impose significant financial burdens and compliance costs on Western Australian producers. These differences also threaten the integrity of the overall goal of radiation protection to protect the health and safety of people from the harmful effects of ionising radiation. Further, Australia’s inability to remain up-to-date with international developments affects contractual relationships with overseas uranium consumers and may induce shipment denials.

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3

Graham, Tennille. "Economics of protecting road infrastructure from dryland salinity in Western Australia". University of Western Australia. School of Agricultural and Resource Economics, 2009. http://theses.library.uwa.edu.au/adt-WU2009.0207.

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[Truncated abstract] The salinisation of agricultural land, urban infrastructure and natural habitat is a serious and increasing problem in southern Australia. Government funding has been allocated to the problem to attempt to reduce substantial costs associated with degradation of agricultural and non-agricultural assets. Nevertheless, Government funding has been small relative to the size of the problem and therefore expenditure needs to be carefully targeted to interventions that will achieve the greatest net benefits. For intervention to be justified, the level of salinity resulting from private landholder decisions must exceed the level that is optimal from the point of view of society as a whole, and the costs of government intervention must be less than the benefits gained by society. This study aims to identify situations when government intervention is justified to manage dryland salinity that threatens to affect road infrastructure (a public asset). A key gap in the environmental economics literature is research that considers dryland salinity as a pollution that has off-site impacts on public assets. This research developed two hydrological/economic models to achieve this objective. The first was a simple economic model representing external costs from dryland salinity. This model was used to identify those variables that have the biggest impact on the net-benefits possible from government intervention. The second model was a combined hydro/economic model that represents the external costs from dryland salinity on road infrastructure. The hydrological component of the model applied the method of metamodelling to simplify a complex, simulation model to equations that could be easily included in the economic model. The key variables that have the biggest impact on net-benefits of dryland salinity mitigation were the value of the off-site asset and the time lag before the onset of dryland salinity in the absence of intervention. ... In the case study of dryland salinity management in the Date Creek subcatchment of Western Australia, the economics of vegetation-based and engineering strategies were investigated for road infrastructure. In general, the engineering strategies were more economically beneficial than vegetation-based strategies. In the case-study catchment, the cost of dryland salinity affecting roads was low relative to the cost to agricultural land. Nevertheless, some additional change in land management to reduce impacts on roads (beyond the changes justified by agricultural land alone) was found to be optimal in some cases. Reinforcing the results from the simple model, a key factor influencing the economics of dryland salinity management was the urgency of the problem. If costs from dryland salinity were not expected to occur until 30 years or more, the optimal response in the short-term was to do nothing. Overall, the study highlights the need for governments to undertake comprehensive and case-specific analysis before committing resources to the management of dryland salinity affecting roads. There were many scenarios in the modelling analysis where the benefits of interventions would not be sufficient to justify action.

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4

BREEN, Lauren y l. breen@ecu edu au. "Silenced Voices: Experiences of Grief Following Road Traffic Crashes in Western Australia". Edith Cowan University. Computing, Health And Science: School Of Psychology, 2007. http://adt.ecu.edu.au/adt-public/adt-ECU2007.0026.html.

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Despite the introduction of road safety measures and media campaigns, crashes are a leading cause of death in Western Australia. While economic costs of crashes are relatively easy to determine, their psychosocial burden remains appreciably under-studied, as are the social, cultural, historical, temporal, and political contexts within which grief experiences are housed. As such, I explored the experience of grief resulting from losing a loved one in a crash in Western Australia and described the influence of contextual factors on those grief experiences.

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5

Breen, Lauren Jennifer. "Silenced voices experiences of grief following road traffic crashes in Western Australia /". Connect to thesis, 2006. http://portal.ecu.edu.au/adt-public/adt-ECU2007.0026.html.

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6

Cummer, Katherine Noelle. "Cultural mapping western Lockhart Road for insight into Hong Kong's drinking culture". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2010. http://hub.hku.hk/bib/B47092245.

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Cultural mapping is a technique in the field of conservation that is currently gaining popularity. Cultural maps provide a means to better understand an area and produce easily understood documentation of an area’s tangible and intangible cultural assets. These serve as an inventory for the local knowledge and resources of an area. As cities continue to grow and develop, it becomes ever more important to document local traditions and historical sites before they disappear and are forgotten. Cultural mapping provides the means to do this. As the field of cultural heritage conservation has emerged and evolved in Hong Kong, numerous aspects of this city’s heritage and culture have been examined. These have included analyses of Hong Kong’s market culture, temples, food culture, architectural styles and local traditions. One aspect, however, that has been somewhat ignored is Hong Kong’s drinking culture. This is an unfortunate oversight since through the analysis of an area’s drinking culture, a greater understanding of an area as a whole can be achieved. Lockhart Road has a history spanning eighty years and throughout this history it has had a reputation as an entertainment centre. A key feature of this entertainment has involved the consumption of alcohol. In a city such as Hong Kong that has witnessed much change over the last century, it is intriguing to find an area with such continuity in its tradition. It is on account of this that Lockhart Road is an appropriate study area in order to better understand Hong Kong’s drinking culture. This dissertation will focus on 20-86 Lockhart Road as its case study. The purpose is to analyse the area in order to understand its history and evolution, establish its tangible and intangible features, highlight the role and impact of drinking culture and thoroughly document the area to help in making decisions about its future and serve as a model for other similar studies.
published_or_final_version
Conservation
Master
Master of Science in Conservation

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7

Turner, D. A. "Managing the 'Royal Road' : the London & South Western Railway 1870-1911". Thesis, University of York, 2013. http://etheses.whiterose.ac.uk/4941/.

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There has been considerable scholarship over the last fifty years on the causes of the late-nineteenth and early-twentieth century British railway industry’s declining profitability. Nonetheless, scholars have largely avoided studying how individual companies’ were managed, instead making general conclusions about the challenges industry leaders faced and the quality of their responses. This thesis examines the management of one of the British railway industry’s largest companies, the London and South Western Railway (LSWR), during the tenures of three of its General Managers: Archibald Scott, who was in the post between 1870 and 1884, Charles Scotter, who succeeded him from 1885 to 1897, and Charles Owens, who held the position between 1898 and 1911. Compared with other major British railways the LSWR’s profitability ranged from being poor under Scott, to excellent under Scotter and then average under Owens. This thesis will explore what internal and external factors caused these changes. Furthermore, it considers how the business’ organisational form, senior managers’ career paths and directors’ external business interests all played a role in shaping the company’s operational efficiency and financial performance. Ultimately, the thesis will argue that while external factors were an influence on the LSWR’s profitability between 1870 and 1911, primarily its financial performance was determined by the quality of the strategies and policies enacted by its directors and managers. Ultimately, this thesis brings clarity to the existing debates and, by using the LSWR as a case study, provides important suggestions as to what actually caused the British railway industry’s declining profitability between 1870 and 1911.

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8

Batmunkh, Narantuya. "Engineering characteristics of construction waste for Western Australian road and highway materials". Thesis, Curtin University, 2011. http://hdl.handle.net/20.500.11937/1839.

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This study examines the use of concrete waste by-products as a new source of road construction material in Western Australia (WA). The amount of construction waste in Western Australia increases annually, whilst natural rock aggregate is in shortage.This research focuses on whether recycled concrete, derived from various sources such as by-products from the processes of manufacturing ready-mixed concrete and waste from construction and demolition (C&D), is a viable option for use as a base and sub-base course material in road building in WA.A series of laboratory tests were conducted to determine the physical, engineering and performance properties of selected research materials to evaluate their respective potential utilisation. The results demonstrate that the concrete waste materials selected from the companies: Holcim Ltd, All Earth, Capital Demolition and C&D Recycling are suitable for use as base and sub-base layers of flexible pavement in Western Australia.

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9

Breen, Lauren. "Silenced voices: Experiences of grief following road traffic crashes in Western Australia". Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2006. https://ro.ecu.edu.au/theses/9.

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Despite the introduction of road safety measures and media campaigns, crashes are a leading cause of death in Western Australia. While economic costs of crashes are relatively easy to determine, their psychosocial burden remains appreciably under-studied, as are the social, cultural, historical, temporal, and political contexts within which grief experiences are housed. As such, I explored the experience of grief resulting from losing a loved one in a crash in Western Australia and described the influence of contextual factors on those grief experiences.

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10

Siripun, Komsun. "Characterisations of base course materials in Western Australia pavements". Thesis, Curtin University, 2010. http://hdl.handle.net/20.500.11937/960.

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Western Australia (WA) has a road network of approximately 177,700 km, including a 17,800 km stage highway system (Main Roads Western Australia 2009). This infrastructure supports a population of only about two million, and road funds always have to be carefully considered when allocated to highway authorities or other organisations. Pavement design is a process intended to find the most economical combination of suitable materials and layer thicknesses for construction. The pavement must have a carefully-specified unbound granular base to further reduce construction costs, and must be surfaced with an approximately 30 mm asphalt surface in WA. High quality aggregates are therefore required for the base course layer of a pavement because of its proximity to the road surface. Traffic loads on the road surface result in high stress levels on the base course layer. Consequently, Hydrated Cement Treated Crushed Rock Base (HCTCRB) was developed.Current pavement analysis and design in WA is thought to be sub-standard. A number of highways and roads in WA are exhibiting extensive surface damage as a result of the increasing numbers of vehicles in use. Since pavement analysis and design in WA relies predominantly on empirical design, experience and basic experimentation, explanations for the damage occurring under present conditions are difficult to determine and assess.In most areas of the USA and Europe, pavement design and analysis has entered a new era with mechanistic design replacing empirical design. Unlike the empirical approach, a mechanistic approach seeks to explain pavement characteristics under real operational pavement conditions (loads, material properties of the pavement structure, and environments), and is based on design parameters derived from sophisticated tests which can simulate real pavement conditions in the test protocol (WSDOT 2008). The mechanistic approach to pavement design produces more relevant and useful results and these procedures, along with linear elastic analysis, were introduced into Australia by the 1987 NAASRA Guide (NAASRA 1987), of which the revised version became the AUSTROADS Guide (Austroads 2004) to the Structural Design of Road Pavements. AUSTROADS published a National Pavement Research Strategy which has been the keystone for the national co-ordination of pavement research, both within government and industry.Adaptation of the Cement Modified Crushed Rock Base concept has brought about an excellent road base material for Western Australia (WA) by the addition of a small amount of cement (1-2% by mass) to a fresh crushed rock material. The mix is stockpiled for a hydration period, and after that retreated before construction, unlike the traditional concept for cement modified/stabilised materials. This material is usually called Hydrated Cement Treated Crushed Rock Base (HCTCRB), a name established by Western Australia Mainroads (MRWA). More than 250,000 tonnes of HCTCRB has been used at a cost in excess of $10 million over the last eight years.Recently, as a result of early damage on new highways and roads in WA, MRWA and its contractors and organisations have attempted to identify the cause of this damage. HCTCRB, which is currently the best option for base course materials in WA, and Crushed Road Base (CRB), the original road base material, need to be re-examined to overcome the shortcomings in terms of analysis, design, and application. All of the factors involved in HCTCRB and CRB for today’s pavement conditions have been extrapolated far beyond the bounds of the original data, and current experience shows these require detailed re-investigation.This research aimed to study on the characteristics of CRB and HCTCRB and to determine reliable mathematical material models for the improvement in the current pavement design criteria. This study also investigated both elastic and plastic behaviour of CRB and HCTCRB. In this study, there were two relevant factors of both pavement materials which are considered in order to fulfil a lack of understanding in realistic conditions in pavements of the current pavement design. 1) The material strength which indicates the limitation and stability of pavement materials under traffic loads. This study employed the Mohr-Coulomb failure envelope to define the limitation of material implementation and also brought in the resilient modulus of materials to be the significant input parameter for multilayer finite element analysis to characterise the stress distribution in pavements. 2) The pavement failure of long term road performance relating to the design life of pavements. The permanent deformation behaviour and the shakedown concept under various stress conditions, simulated from repeated load triaxial (RLT) tests, therefore, were taken into account to investigate such long-term performance of HCTCRB and CRB and then the implementation of the findings was made to the current pavement analysis and design. Furthermore, more reliable mathematic models of base course materials for short and long term performance during their service life were established based on the laboratory test results of this study.

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11

Chummuneerat, Suphat. "Performance, evaluation, and enhancement of hydrated cement treated crushed rock base (HCTCRB) as a road base material for Western Australian roads". Thesis, Curtin University, 2014. http://hdl.handle.net/20.500.11937/884.

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Hydrated Cement Treated Crushed Rock Base (HCTCRB) is produced by mixing a standard crushed rock base with 2% cement (by mass) and water then a re-mixing process is performed after the specific hydration period. This technique improves the engineering characteristics of the materials while still maintain the unbound properties. Performance evaluation of HCTCRB was investigated with variation of factors during manufacturing and construction. Finally, the experimental results were implemented for the pavement analysis and design.

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12

Simons, Peter. "Isolationism on the Road to Damascus: Mass Media and Political Conversion in Rural Western Michigan". Fogler Library, University of Maine, 2004. http://www.library.umaine.edu/theses/pdf/SimonsP2004.pdf.

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13

Malomane, Rixongile. "Investigating the role of alcohol in road traffic collision fatalities in Western Cape, South Africa". Master's thesis, Faculty of Health Sciences, 2021. http://hdl.handle.net/11427/32791.

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Road traffic collisions (RTCs) are a major contributor to unnatural death worldwide, but especially in low-to-middle-income countries (LMICs) where motorised transport has rapidly expanded. A literature review into RTCs and alcohol indicated that it is well recognised that alcohol intoxication is a key risk factor in RTCs and road traffic fatalities (RTFs). It also indicated that literature concerning the role of alcohol intoxication in RTFs in South Africa is limited. Hence, this study aimed to investigate alcohol in RTF victims in five of the major mortuaries (Salt River, Tygerberg, Paarl, Worcester and George) in the Western Cape Province between 1 January 2016 and 31 December 2017. Cases were extracted from the Western Cape Forensic Pathology Service (FPS) internal database, which included demographic and crash information, together with blood alcohol concentration (BAC) results. In total, 2079 cases over the two years were included in the study, with most cases admitted in the metropole of Cape Town (Salt River: n=838, Tygerberg: n=693). The proportion of unnatural deaths were greater outside the metropole (George, Worcester and Paarl) compared to the metropole (Salt River and Tygerberg) areas. The majority of fatalities were male individuals (male to female ratio of 3.52:1), with the average age of 35.2 ± 17.2 years. Most victims were pedestrians (n = 1106; 53.7%) and dark wet roads, and highways were noted as risk factors in RTFs. Blood was submitted for alcohol analysis in 1432 (68.9%) cases, and results were available for 1314 (91.8%) cases. Of the available results, 709 cases (54%) were positive for alcohol (BAC of ≥ 0.01g/100 mL). Of the positive cases, most had a BAC between 0.15 and 0.29 g/100mL and the overall average BAC was 0.20 g/100 mL. Pedestrians and drivers had the highest median BACs, and almost a third of all the positive BAC results were from pedestrian deaths. The findings of this dissertation can contribute to the growing research on alcohol and injury in South Africa, especially as it relates to RTFs. Insight into vulnerable populations within the province is highlighted, together with key risk factors associated with RTFs, as well as safety measures that may be targeted for improvement, especially with regards to driving and walking on the roads while intoxicated.

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14

Amukwelele, Laimi Naango. "Rural road infrastructure as a facilitating channel towards rural development : community views and perceptions on the Kamanjab-Omakange-Okahao road project in North-Western Namibia". Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/95652.

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Thesis (MDF)--Stellenbosch University, 2013.
Rural development in most of the developing countries, Namibia included, entails making sure that every area is accessible in terms of road networks and telecommunications. Such infrastructure avoids the alienation of some areas or segregation and marginalisation of these same areas. Just as in many other African countries, a large portion of the Namibian population is located in the rural areas, yet development has not as of yet cascaded downstream to reach them. This research explores how rural road infrastructure development and facelift can transform the economic development of the rural folk. Most entrepreneurs in rural areas struggle to grow as they have challenges connecting to the markets, due to poor road infrastructure. The rural people in Tsandi and Opuwo constituencies in north-western Namibia desire to be easily connected to activity centres like schools, hospitals, etc. However, accessibility, especially during the rainy season, is a problem. The researcher used a quantitative data analysis method on data collected from rural residents and rural entrepreneurs via questionnaires, interviews and observation methods. These methods were combined in order to come up with a more reliable conclusion from the randomly selected sample, representing the population of the two constituencies in the north-western Namibia. Rural communities are prevented from accessing a number of resources because of poor road networks. For example, it is common that the rural residents get stale news with expiration dates ranging from one month up until three to four months. This report shall propagate various ways that can be employed to improve road infrastructure in the rural areas as well as unveil the benefits of such development to overall rural economic challenges. A large amount of literature was considered for review on this topic as well as field research in order to understand the findings on the topic and to come up with a sound conclusion containing worthwhile recommendations. It was observed that rural road infrastructure development plays a pivotal role in rural socio-economic development, which is usually measured by the Rural Access Index (RAI). As the road infrastructure improves, so too will the standard of living for rural people because they will have the convenience and ease of road travel to be able to access to hospitals, schools and other activity centres. In order to effectively unlock the full potential of rural road infrastructure and transport corridors, a new perspective for road infrastructure is required that takes into account lessons learnt and changes to the external environment.

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15

Nteziyaremye, Pascal. "Understanding pedestrian crossing behaviour : a case study in the Western Cape, South Africa". Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/80368.

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Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: Road traffic accidents have been a global concern facing all countries. Approximately 1.2 million people are killed annually as a result of traffic accidents and 50 million are injured. More than 90 percent of road fatalities occur in the developing world which has only 48 percent of the world’s registered vehicles. Beyond the problem of road fatalities, road traffic accidents result in disability and long term injury. They also cause considerable economic losses to victims and their families and damage properties and infrastructures. In South Africa, pedestrian fatalities account for about 40 percent of all road traffic accidents. Behaviour patterns of both pedestrians and motorists at pedestrian crossings are the main influential factors of pedestrian accidents. This study investigates behaviour patterns of pedestrians negotiating different types of crossing facilities in the town of Stellenbosch, in South Africa. A total number of 17 pedestrian crossings were selected for the study on the basis of their geometric and operational characteristics. Video-based observations together with on-street interviews were used to understand crossing behaviour patterns, namely pedestrian walking speed, pedestrian delay, gaze behaviour, pedestrian-vehicle conflicts, pedestrian compliance with road traffic rules and gap-acceptance behaviour. Results of the study showed that male pedestrians walk more than female pedestrians. The 15th percentile crossing speed for all pedestrians observed while crossing was found to be 1.13 m/s whereas the mean crossing speed was found to be 1.48 m/s. Demographic variables appeared to significantly influence pedestrian walking speed. Male and younger pedestrians exhibited higher walking speeds than female and older pedestrians. Pedestrian walking speed was also found to be affected by group size, encumbrance, type of pedestrian facility and distraction while walking. However, no effects of conflicts and the presence of a pedestrian refuge on pedestrian walking speed were found in this study. A mean total delay of 5.10 seconds was found in this study. Male and younger pedestrians experienced shorter delay compared to female and older pedestrians. The type of pedestrian facility and traffic signals during which pedestrians arrived at the kerb and crossed appeared to be other influential factors of pedestrian delay. With regard to gaze behaviour, an average number of head movements ranged from 2 to 5 at the kerb and from 3 to 5 while crossing. Conflicts with motorists peaked where crossing distances were longer and traffic volume was heavy. A red light violation ranging from 82 to 87 percent was observed in this study and on-street surveys indicated that beliefs and attitudes towards traffic control devices and traffic environment significantly explained pedestrians’ unsafe crossing behaviour. The calculated critical gap and critical lag ranged from 2.19 to 3.90 seconds and the effect of crossing distance on gap-acceptance emerged in this study. Possible interventions are finally suggested.
AFRIKAANSE OPSOMMING: Padongelukke is 'n wêreldwye probleem wat al die lande in die gesig staar. Ongeveer 1,2 miljoen mense sterf jaarliks as 'n gevolg van verkeersongelukke en 50 miljoen word beseer. Meer as 90 persent van padsterftes kom voor in die ontwikkelende wêreld met slegs 48 persent van die wêreld se geregistreerde voertuie. Bo en behalwe die probleem van padsterftes, het padongelukke gestremdheid en lang termyn beserings tot gevolg. Dit veroorsaak ook aansienlike ekonomiese verliese vir die slagoffers en hul gesinne en skade aan eiendomme en infrastruktuur. In Suid-Afrika is voetgangersterftes verantwoordelik vir sowat 40% van alle padongelukke. Gedragspatrone van beide voetgangers en motoriste by voetoorgange is die belangrikste bepalende faktore van voetganger-ongelukke. Hierdie studie ondersoek gedragspatrone van voetgangers by verskillende tipes kruisings in die dorp van Stellenbosch Suid-Afrika. ŉ Totale aantal van 17 voetoorgange is gekies vir die studie op die basis van hul geometriese en operasionele eienskappe. Video-gebaseerde waarnemings saam met op-straat onderhoude is gebruik om kruising-gedragspatrone, naamlik voetganger stapspoed, voetganger vertraging, kyk gedrag, voetganger-voertuig konflikte, voetganger nakoming van padverkeersreëls en gaping-aanvaarding gedrag te verstaan. Resultate van die studie het getoon dat manlike voetgangers vinniger loop as vroulike voetgangers. Die 15de persentiel kruising spoed vir alle voetgangers waargeneem binne kruisings was 1,13 m/s, terwyl die gemiddelde kruising spoed 1,48 m/s is. Demografiese veranderlikes beïnvloed voetgangers loop-spoed. Manlik en jonger voetgangers loop vinniger as vroulike en ouer voetgangers. Voetgangers loop-spoed word ook geraak deur die grootte van die groep, die dra van items, die tipe voetganger-fasiliteit en afleiding terwyl geloop word. Daar is egter geen gevolge van konflikte op voetgangers loop-spoed in hierdie studie gevind nie. 'n Gemiddelde totale vertraging van 5,10 sekondes is in hierdie studie gevind. Manlik en jonger voetgangers ervaar korter vertraging in vergelyking met die vroulike en ouer voetgangers. Die tipe voetgangerfasiliteit en verkeerseine was ander invloedryke faktore van voetganger vertraging. Vir waarneming van die verkeer is gevind dat die gemiddelde aantal kopbewegings gewissel het van 2 tot 5 teen die randsteen en van 3 tot 5, tydens die kruising. Konflikte met motoriste het ŉ hoogtepunt bereik waar kruising afstande langer en verkeersvolume hoër was. Rooi lig oortredings wat wissel van 82 tot 87 persent is in hierdie studie waargeneem en op-straat opnames het aangedui dat houdings teenoor verkeer-beheer toestelle en die verkeersomgewing die voetgangers se onveilige kruising-gedrag verduidelik. Die berekende kritiese gaping het gewissel van 2,19 tot 3,90 sekondes en die effek van die kruisinglengte op gaping-aanvaarding het in hierdie studie na vore gekom. Moontlike intervensies word voorgestel.

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16

Porter, Lisa Kawasaki. "The road to Jerusalem : the labyrinth in Western culture from the Middle Ages to the present day /". Available to subscribers only, 2006. http://proquest.umi.com/pqdweb?did=1251829141&sid=7&Fmt=2&clientId=1509&RQT=309&VName=PQD.

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17

Schreiner, Barbara. "An environmental impact assessment for the access road to the Mohale dam, Lesotho : a comparative analysis of the Western access road and the least cost alternative route". Master's thesis, University of Cape Town, 1993. http://hdl.handle.net/11427/21494.

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The purpose of this document is to set out a comparison of the environmental impacts of the two alternative access roads to the Mohale Dam, Lesotho: the Least Cost Alternative Route (LCAR) and the Western Access Route (WAR), and to recommend a preferred alternative for construction. The analysis and comparison is couched in a theoretical framework with regard to the process, nature and function of Integrated Environmental Management (IEM) and the problems associated with implementation of the IEM process. In this report I1 set out some of the limitations and problems associated with the EIA on the access road to the Mohale Dam (LHDA Contract No 1000). I then discuss the criteria on which a selection of a preferred alternative should be made, focussing on concepts of sustainability (including ecological sustainability), provision of basic human needs, equity and social justice, and cultural diversity and self-realisation. Within the context framed by the limitations of this EIA, the report then compares the LCAR and the WAR, and makes recommendations with regard to a preferred alternative, based on this comparison. The report also provides comments and discussion on a management and monitoring plan for Phase lB of the Lesotho Highlands Water Project (LHWP).

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18

Creuzer, Jessica Christine. "Estimating the Impact to Wetlands in Western North Dakota From Dust and Road Use Increases Due to Energy Development". Thesis, North Dakota State University, 2016. https://hdl.handle.net/10365/28242.

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Travel on gravel roads in western North Dakota has increased in recent years due mainly to energy development and little information exists on the impacts. This project?s objective was to compare high dust impact sites and low dust impact sites to determine the effects of road dust on wetlands. Four aspects were evaluated: 1) dust loading; 2) wetland condition and function; 3) water quality; and 4) trace element changes in the soil. Dust loading was measured utilizing dust collectors. Wetlands were assessed for condition using the Index of Plant Community Integrity and North Dakota Rapid Assessment Method and function using the Hydrogeomorphic model. Monthly water quality measurements were taken and yearly soil samples. Results show greater dust loading in the high impact sites than low impact sites and spatially closer to the road. Information from this study can be used by future land managers of wetlands affected by dust.

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19

King, Mark Johann. "Case studies of the transfer of road safety knowledge and expertise from western countries to Thailand and Vietnam, using an ecological road safety space model : elephants in traffic and rice cooker helmets". Thesis, Queensland University of Technology, 2005. https://eprints.qut.edu.au/16191/1/Mark_King_Thesis.pdf.

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International organisations such as the World Health Organisation highlight the road crash problem in less motorised (or developing, or low income) countries like those in Southeast Asia and recommend the adoption of Western road safety measures. However, there are many differences between highly motorised and less motorised countries which raise questions about how successfully Western road safety knowledge and expertise can be transferred.----- A review of the statistical information on road crashes shows a great deal of uncertainty about both the scale and likely trajectory of road fatalities globally, in less motorised countries and in Asia. It is generally agreed, however, that Asia accounts for around half of all road fatalities, and analysis of the limited available data shows both that Southeast Asia is not an atypical region of Asia in road safety terms, and that Thailand and Vietnam are not atypical of Southeast Asian countries.----- A literature review of recommended practice approaches to road safety transfer in Asia shows that there are many economic, institutional, social and cultural factors which potentially influence the success of transfer. The review also shows that there is no coherent, comprehensive approach which either conceptualises these factors and their relationship to transfer outcomes, or uses an analysis of these factors to plan or modify transfer. To address this gap, this thesis develops a 'road safety space' model as a tool for conceptualisation and analysis, based on a biological metaphor which views the transfer of road safety measures from one context to another as analogous to the transfer of a species into a new ecological space. The road safety space model explicitly considers economic, institutional, social and cultural factors (from specific to broad) which influence the particular road safety issue which a particular road safety transfer effort seeks to address. A central contention of this thesis is that the road safety space model is both a feasible and useful tool to improve the process of road safety transfer to less motorised countries. Road safety space analysis is seen to have a role in a broader process of selection of road safety measures for transfer, along with knowledge of how the measures are considered to operate.----- The research reported in this thesis is comprised of three studies. Study 1 reviewed evaluations of road safety transfer to Thailand and Vietnam. Studies 2 and 3 were case studies of road safety transfer to Thailand and Vietnam respectively.----- Study 1 was an analysis of existing evaluations of road safety transfer to Thailand and Vietnam. The aims were to analyse the evaluations for their consideration of contextual factors, as described in the road safety space model, and to discuss whether the road safety space model assisted in understanding the reasons for success or failure of transfer. However, very few such evaluations exist, and those that were found generally lacked information on whether contextual factors were considered. This indicated the need for a more detailed, in-depth qualitative investigation of particular cases of road safety transfer, in order to investigate the feasibility and utility of the road safety space model.----- Two case studies (Study 2 and Study 3) were conducted to test whether the road safety space approach was both feasible and useful as a means of improving road safety transfer efforts. Study 2 was a case study of the development and implementation in Thailand of a road safety education program for school children, which involved the transfer of Western research and techniques. The transfer agents (i.e. those who effected the road safety transfer) were Australian consultants working for the Australian Road Research Board (ARRB). The transfer was funded by the World Bank and managed by the Thai Ministry of Education (MOE). Study 3 was a case study of the development and implementation of a motorcycle helmet wearing program in Vietnam, which involved the transfer of Western knowledge, techniques and technology. The transfer agents were staff of Asia Injury (AI), a non-government organisation (NGO), and the program was funded initially by a charitable fund, with the intention of becoming self-funding through operation of a helmet factory.----- The case studies employed background research into existing information on economic, institutional, social and cultural factors relevant to the road safety issues (road use behaviour of school children in Thailand and motorcycle helmet purchase and wearing in Vietnam), and collected data through interviews with key informants, analysis of secondary sources and observations. This information was used to derive the road safety space for each road safety issue, to identify the road safety space recognised and addressed by the transfer agents (ARRB and AI), and to determine which factors they missed, or were aware of but took no action on. The focus of this analysis was on the processes used in transfer, not on the road safety outcomes of transfer, although these provided information on the processes as well. Available evaluation information was used to draw links between the omissions and the success of the transfer processes. It was noted that information on how the transferred measures operate should come from a road safety space analysis in the originating country, although this raised questions about selection of country and time (when the measure was first introduced, or in its maturity).----- The feasibility and utility of the road safety space model were discussed. It was clear that the model provided information on the cases which was missed by the transfer agents. The questions examined next were whether this information could have been obtained from an exercise conducted before the transfer had commenced, whether the required effort and cost justified the potential benefits, and whether the information on the road safety space could have been useful for the transfer agents. Comparisons between the road safety spaces for the two cases showed some areas of commonality, e.g. perceptions of police corruption, but also many differences. It was considered likely that some broad factors could be generic, and the possibility was mooted that less motorised countries share issues with police enforcement. This requires further research, however, and at this stage it is better to treat each road safety space as a unique combination of contextual factors influencing the road safety issue of interest.----- It is concluded that the road safety space model is feasible if used in such a way as to minimise the research involved, and useful, although the degree of utility needs to be further explored in a prospective study. The limitation introduced by restricting informants to those who could speak English are discussed. An approach using road safety space analysis is recommended, emphasising analysis of the country to which the road safety measure is being transferred, supplemented by analysis of the originating country road safety space. Gaps in knowledge are identified for further research and development, in particular the theoretical and practical understanding of road use behaviours and their modification in less motorised countries in Southeast Asia. Elaboration of the model is also recommended, to take into account the influence of the type of measure transferred, the role of the transfer agent, the area of road safety (education, engineering or enforcement), and the time dimension (the time which might be needed for a transfer to show its effects).----- The findings of this research are likely to be applicable to road safety transfer in other less motorised regions of the world, however prospective testing is needed. They may also be relevant to issues of transfer for areas other than road safety, in particular public health and traffic engineering, where similar economic, institutional, social and cultural issues come together.

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20

King, Mark Johann. "Case studies of the transfer of road safety knowledge and expertise from western countries to Thailand and Vietnam, using an ecological road safety space model : elephants in traffic and rice cooker helmets". Queensland University of Technology, 2005. http://eprints.qut.edu.au/16191/.

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International organisations such as the World Health Organisation highlight the road crash problem in less motorised (or developing, or low income) countries like those in Southeast Asia and recommend the adoption of Western road safety measures. However, there are many differences between highly motorised and less motorised countries which raise questions about how successfully Western road safety knowledge and expertise can be transferred.----- A review of the statistical information on road crashes shows a great deal of uncertainty about both the scale and likely trajectory of road fatalities globally, in less motorised countries and in Asia. It is generally agreed, however, that Asia accounts for around half of all road fatalities, and analysis of the limited available data shows both that Southeast Asia is not an atypical region of Asia in road safety terms, and that Thailand and Vietnam are not atypical of Southeast Asian countries.----- A literature review of recommended practice approaches to road safety transfer in Asia shows that there are many economic, institutional, social and cultural factors which potentially influence the success of transfer. The review also shows that there is no coherent, comprehensive approach which either conceptualises these factors and their relationship to transfer outcomes, or uses an analysis of these factors to plan or modify transfer. To address this gap, this thesis develops a 'road safety space' model as a tool for conceptualisation and analysis, based on a biological metaphor which views the transfer of road safety measures from one context to another as analogous to the transfer of a species into a new ecological space. The road safety space model explicitly considers economic, institutional, social and cultural factors (from specific to broad) which influence the particular road safety issue which a particular road safety transfer effort seeks to address. A central contention of this thesis is that the road safety space model is both a feasible and useful tool to improve the process of road safety transfer to less motorised countries. Road safety space analysis is seen to have a role in a broader process of selection of road safety measures for transfer, along with knowledge of how the measures are considered to operate.----- The research reported in this thesis is comprised of three studies. Study 1 reviewed evaluations of road safety transfer to Thailand and Vietnam. Studies 2 and 3 were case studies of road safety transfer to Thailand and Vietnam respectively.----- Study 1 was an analysis of existing evaluations of road safety transfer to Thailand and Vietnam. The aims were to analyse the evaluations for their consideration of contextual factors, as described in the road safety space model, and to discuss whether the road safety space model assisted in understanding the reasons for success or failure of transfer. However, very few such evaluations exist, and those that were found generally lacked information on whether contextual factors were considered. This indicated the need for a more detailed, in-depth qualitative investigation of particular cases of road safety transfer, in order to investigate the feasibility and utility of the road safety space model.----- Two case studies (Study 2 and Study 3) were conducted to test whether the road safety space approach was both feasible and useful as a means of improving road safety transfer efforts. Study 2 was a case study of the development and implementation in Thailand of a road safety education program for school children, which involved the transfer of Western research and techniques. The transfer agents (i.e. those who effected the road safety transfer) were Australian consultants working for the Australian Road Research Board (ARRB). The transfer was funded by the World Bank and managed by the Thai Ministry of Education (MOE). Study 3 was a case study of the development and implementation of a motorcycle helmet wearing program in Vietnam, which involved the transfer of Western knowledge, techniques and technology. The transfer agents were staff of Asia Injury (AI), a non-government organisation (NGO), and the program was funded initially by a charitable fund, with the intention of becoming self-funding through operation of a helmet factory.----- The case studies employed background research into existing information on economic, institutional, social and cultural factors relevant to the road safety issues (road use behaviour of school children in Thailand and motorcycle helmet purchase and wearing in Vietnam), and collected data through interviews with key informants, analysis of secondary sources and observations. This information was used to derive the road safety space for each road safety issue, to identify the road safety space recognised and addressed by the transfer agents (ARRB and AI), and to determine which factors they missed, or were aware of but took no action on. The focus of this analysis was on the processes used in transfer, not on the road safety outcomes of transfer, although these provided information on the processes as well. Available evaluation information was used to draw links between the omissions and the success of the transfer processes. It was noted that information on how the transferred measures operate should come from a road safety space analysis in the originating country, although this raised questions about selection of country and time (when the measure was first introduced, or in its maturity).----- The feasibility and utility of the road safety space model were discussed. It was clear that the model provided information on the cases which was missed by the transfer agents. The questions examined next were whether this information could have been obtained from an exercise conducted before the transfer had commenced, whether the required effort and cost justified the potential benefits, and whether the information on the road safety space could have been useful for the transfer agents. Comparisons between the road safety spaces for the two cases showed some areas of commonality, e.g. perceptions of police corruption, but also many differences. It was considered likely that some broad factors could be generic, and the possibility was mooted that less motorised countries share issues with police enforcement. This requires further research, however, and at this stage it is better to treat each road safety space as a unique combination of contextual factors influencing the road safety issue of interest.----- It is concluded that the road safety space model is feasible if used in such a way as to minimise the research involved, and useful, although the degree of utility needs to be further explored in a prospective study. The limitation introduced by restricting informants to those who could speak English are discussed. An approach using road safety space analysis is recommended, emphasising analysis of the country to which the road safety measure is being transferred, supplemented by analysis of the originating country road safety space. Gaps in knowledge are identified for further research and development, in particular the theoretical and practical understanding of road use behaviours and their modification in less motorised countries in Southeast Asia. Elaboration of the model is also recommended, to take into account the influence of the type of measure transferred, the role of the transfer agent, the area of road safety (education, engineering or enforcement), and the time dimension (the time which might be needed for a transfer to show its effects).----- The findings of this research are likely to be applicable to road safety transfer in other less motorised regions of the world, however prospective testing is needed. They may also be relevant to issues of transfer for areas other than road safety, in particular public health and traffic engineering, where similar economic, institutional, social and cultural issues come together.

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21

Jitsangiam, Peerapong. "Performance, evaluation, and enhancement of red sand for road bases, embankments, and seawall fills". Thesis, Curtin University, 2007. http://hdl.handle.net/20.500.11937/1733.

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Australia produces approximately 40% of the world’s bauxite and over 30% of the world’s alumina. Each year, about 25 million tonnes of bauxite residue is produced in Australia, requiring storage and maintenance. The construction and operation of such large impoundment areas is costly. During the extraction of alumina from bauxite ore using the Bayer process, a fine residue is produced called Red Mud. In West Australia, Darling Range bauxite deposits contain high levels of quartz which result in a coarse residue fraction also being produced. This fraction has been termed Red Sand with a typical particle size in excess of 90 microns. Typically, red mud and red sand are produced in almost equal quantity. Processing of red sand can neutralise the residual caustic and lower the salt content as required. Magnetic separation is also possible to produce a high silica fraction having low iron oxide content. The sustainable use of coarse bauxite residues for road construction is an attractive option with a high potential for large volume reuse.This study focuses on whether red sand is a viable option for use as a road base, embankment fills and as seawall fills in Western Australia. Red sand comes from bauxite ore, a product of intense tropical weathering. Hence, there are various physical properties resulting from the weathering process. Thus it is necessary to fully understand the characterisation of red sand with respect to its engineering properties in the initial part of this research. To satisfy minimum requirements of road bases, a soil stabilisation technique (a Pozzolanic- Stabilised Mixture, PSM) was used. The intent of this stabilisation technique was to use Western Australia’s by-products as stabilising materials. A Pozzolanic - Stabilised Mixture consisting of Class F fly ash (a by-product from a coal power station) and activators (the byproduct from the quicklime manufacturing in terms of lime kiln dust) were employed to develop pozzolanic activity. Once the appropriate mixture of red sand, fly ash, and activators was established (based on a maximum dry density and a value of unconfined compressive strength), a set of laboratory tests were performed which included a triaxial compressive strength test, a resilient modulus test, and a permanent deformation test.Comparisons were made between the stabilised red sand and the conventional road base material in Western Australia (crushed rock added with 2% General Purpose (GP) Portland Cement named Hydrated Cemented Treated Crushed Rock Base, HCTCRB). As for the use of red sand for embankments, the representative stabilised red sand (from red sand for road bases) was used to be an alternative fill embankment material. A testing program to evaluate the important properties of stabilised red sand for embankments including permeability, compressibility and strength was undertaken. The permeability, compressibility, and strength of the representative type of red sand were examined to assess the suitability of red sand as seawall fill. The application of red sand and stabilised red sand on three structures (road bases, embankments and seawalls) is also discussed.

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22

Caner, Yuksel Cagla. "A Spatial Inquiry Into Western Anatolian Urban Centers: Tire In The Making (14th - 16th Centuries)". Phd thesis, METU, 2009. http://etd.lib.metu.edu.tr/upload/3/12610517/index.pdf.

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Western Anatolia witnessed a crucial and eventful period between the end of the 13th and the middle of the 15th centuries. The region stood in a critical position giving way to trade between East and West, located at the junction of the sea and land routes. This following study concentrates on a crucial aspect of Western Anatolia within these circumstances on the rise, through the 14th and 16th centuries. That is to say, this thesis focuses on the establishment and remodeling of the urban centers in Western Anatolia between the 14th and 16th centuries. In addition, it proposes an in depth analysis of one of these centers, namely Tire to further substantiate its theses on the making of these centers. The main argumentation of the dissertation is twofold. First, it asserts the influence of the socio-economic backgrounds of these urban centers, particularly the role of trade activities, trade relations, trade road and urban network in the making of these towns. Second, it asserts the influence of architectural constituents of urban form in the formation and transformation of these towns. Namely, it argues the role of particular architectural types, monuments that act as urban artifacts in urban development, the most significant of which are building groups in the form of kü
lliyes or zaviyes. Accordingly, the thesis maintains that both trade, trade roads and urban network, related with the socio-economic backgrounds of the urban centers, and particular urban artifacts, that are the components of urban form, affect the making towns as physical entities. It claims that all these factors and the town at their intersection, are in a continuous intercourse and they steadily transform each other. Hence, the thesis endeavors to highlight and corroborate the interrelation of trade roads, urban form, and components of urban form, in regional, urban, and in architectural scale. In so doing, first it studies each of the themes separately within the general framework of Western Anatolian urban centers and next associates them particularly through the in depth analysis of Tire. In these lines, this thesis is an effort to interconnect and integrate the varied scholarly disciplines of social, cultural, economic history, urban geography and particularly architectural history through the explorations on urban space in general. It is also an undertaking to reveal the development and transformation of the urban space concentrating particularly on medieval Western Anatolia.

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23

Stoffle, Richard W., Richard W. Arnold, Jerry Charles, Betty Cornelius, Maurice Frank-Churchill, Vernon Miller y Gaylene Moose. "MNS Wind Farm Project on the Nevada Test Site American Indian Rapid Cultural Assessment Of Proposed Gravel Road Improvements Trip Report, March 2001". Bureau of Applied Research in Anthropology, University of Arizona, 2001. http://hdl.handle.net/10150/277412.

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This report presents the findings of a two-day Rapid Cultural Assessment (RCA) to assess potential impacts to resources important to American Indians from gravel road improvements associated with the Shoshone Mountain phase of the MNS Wind Farm Project on the Nevada Test Site (NTS). The study was conducted by the American Indian Writers Subgroup (AIWS), an official committee of the Consolidated Group of Tribes and Organizations (CGTO). The CGTO is composed of 16 tribes and 3 Indian organizations that have historic or cultural ties to the NTS. The work was facilitated by Dr. Stoffle from the Bureau of Applied Research in Anthropology at the University of Arizona (UofA). Funding was provided by DOE/NV.

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24

Chokotho, Linda Carolyn. "Assessing quality of existing data sources on road traffic injuries (RTIs) and their utility in informing injury prevention in the Western Cape Province, South Africa". Master's thesis, University of Cape Town, 2011. http://hdl.handle.net/11427/10228.

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The aim of this study was to assess whether the quality of the RTI data collected by the South African Police Service (SAPS) and mortuaries was sufficient for determining the burden of RTIs in the Western Cape province, and for implementing and monitoring road safety interventions.

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25

Hofmeyr, Melanie Kemp. "Modified simplification of HDM-4 methodology for the calculation of vehicle operating cost to incorporate terrain and expanded to all vehicle types for use in the Western Cape context F HDM-4 METHODOLOGY FOR THE CALCULATION OF VEHICLE OPERATING COST TO INCORPORATE TERRAIN AND EXPANDED TO ALL VEHICLE TYPES FOR USE IN THE WESTERN CAPE CONTEXT". Thesis, Stellenbosch : Stellenbosch University, 2015. http://hdl.handle.net/10019.1/96824.

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Thesis (MSc)--Stellenbosch University, 2015.
ENGLISH ABSTRACT: INTRODUCTION The Western Cape Government (WCG) uses Vehicle Operating Cost (VOC) as part of their Road Management System since 1992. VOC is used in the process of prioritisation of maintenance projects as well as for the identification of economically viable maintenance strategies and is thus an integral part of the system. In 2001 changes to the VOC calculation methodology in the system to Highway Development and Management (HDM-4) system methodology occurred. The reasons were twofold – to bring the calculation method in line with world trends and due to lack of updated cost factors used in the previous methodology. In October 2001 a model was implemented with riding quality (IRI) as independent variable. This model was partly based on regression table data. As no geometric/topography data, defined as Terrain data, was available at this stage, Terrain was ignored. In 2006 WCG Systems were updated with Global Positioning System (GPS) data and a process to classify or categorise Terrain was initiated, thus providing the opportunity to include Terrain. As part of the redevelopment to include Terrain, it was decided to re-evaluate the vehicle fleet. METHODOLOGY Various alternative methods to develop the Modified Simplification equations were available and evaluated, e.g. regression or direct mathematical substitution. HDM-4 requires the input of Vehicle Type dependent cost parameters that is based on real vehicles. The WCG required that changes to these dependent parameters is feasible, so that they can be updated periodically. A set of equations therefore needed to be developed, allowing the input of Vehicle Type dependent parameters and the subsequent calculation of VOC with riding quality (IRI) as independent variable. This renders the use of regression analysis untenable. Composition of the vehicle fleet on each road section is required to utilise HDM-4 for analyses. In order to simplify calculations, different traffic strata was defined, i.e. Business, Commuter, Rural and General. In the evaluation of the Vehicle it is this strata and data from permanent counting stations that is used to compile a Vehicle fleet. MODEL DEVELOPMENT The Modified Simplification to include Terrain results in 48 combinations of Vehicle Type, Surface Type and Terrain Type for the basic equation of VOC. VOC = TCav + PARTSCOST + LABOURCOST +DEPCSTav ( )´ Length of road segment 1000 +(FuelCostav +OilCostav )´ Length of road segment av TC -Tyre Cost PARTSCOST -Parts Cost LABOURCOST - Labour Cost av DEPCST - Depreciation Cost av FuelCost -Fuel Cost av OilCost - Oil Cost The variables in VOC are defined by a couple of equations. For explanatory purposes a numeric example is presented. CONCLUSION AND RECOMMENDATION The implementation of this Modified Simplification has assisted not only the WCG, but also other entities, that also use the VOC (published annually) based on these principles. Interested parties have the option to include Terrain in their implementation. Caution should be taken when using the Modified Simplification, as it is important that the principles used to simplify HDM-4 apply to the implementation and the business rules of the Management system of the user. The current development will not require a redevelopment due to any vehicle fleet change in future as the decision to simplify all defined Vehicle Types in HDM-4 allows the new fleet to be updated. Recommendation for further research and development include: • Standalone function that is already considered by the WCG • Investigating Published Vehicle data • Economic vehicle data for use in specific applications
AFRIKAANSE OPSOMMING: INLEIDING Sedert 1992 gebruik die Wes-Kaapse Regering (WCG) voertuiggebruikskoste (VOC) as deel van hul Plaveisel Bestuurstelsels. VOC word gebruik in die proses van prioritisering van die instandhoudingprojekte sowel as vir die identifisering van ekonomies-vatbare instandhouding-strategieë en is dus 'n integrale deel van die stelsel. In 2001 is daar besluit om oor te skakel na die berekeningsmetode van Highway Development and Management (HDM-4). Die redes was tweeledig – om die berekeningsmetode in lyn met die wêreld tendense te bring; en as gevolg van 'n gebrek aan opgedateerde koste-faktore in die voorheen-gebruikte metode. In Oktober 2001 is 'n VOC-model, met rygehalte (IRI) as onafhanklike veranderlike geïmplementeer. Hierdie model was gedeeltelik gebaseer op regressie tabel data. Aangesien daar geen geometriese/topografiese data (gedefiniëer as terreindata) beskikbaar was nie, is die terrein geïgnoreer. In 2006 is WCG Stelsels opgedateer met Globale Positionering Stelsel (GPS) data en 'n proses om terrein te klassifiseer is van stapel gestuur. Deur die verandering in beskikbare data, is die geleentheid om terrein in te sluit in die VOC model geskep. As deel van die insluiting van herontwikkeling om terrein in te sluit, is daar besluit om die voertuigvloot te her-evalueer. METODOLOGIE Verskeie alternatiewe metodes om die Gewysigde Vereenvoudiging-vergelykings te ontwikkel was beskikbaar en is geëvalueer, bv. regressie of direkte wiskundige vervanging en vereenvoudiging. HDM-4 se voertuigafhanklike koste-parameters is op werklike voertuie gebaseer. Die WCG het vereis dat hierdie afhanklike parameters veranderbaar moet wees, sodat hulle dit van tyd tot tyd kan opdateer. Dit was dus nodig om 'n stel vergelykings te ontwikkel met die tipe voertuigkosteafhanklike parameters as insette. Verder moes alle vergelykings weer in terme van rygehalte wees. Dit maak die gebruik van regressie-analise ononderhoubaar. Samestelling van die voertuigvloot op elke padseksie is 'n vereiste om HDM-4 aan te wend vir ontledingsdoeleindes. Ten einde berekeninge te vereenvoudig is verskillende verkeerstrata gedefinieer, naamlik Besigheid, Pendel, Landelik en Algemeen. In die evaluering van die Voertuig is dit hierdie strata en data uit permanente telstasies wat gebruik word om 'n voertuigvloot saam te stel. MODELONTWIKKELING Die Gemodifiseerde Vereenvoudiging, insluitend terrein, het 48 kombinasies van tipe voertuig, oppervlak en terrein vir die basiese vergelyking van VOC: VOC = TCav + PARTSCOST + LABOURCOST +DEPCSTav ( )´ Length of road segment 1000 +(FuelCostav +OilCostav )´ Length of road segment TCav - Bandkoste; PARTSCOST - Onderdele-koste; LABOURCOST - Arbeidskoste; av FuelCost - Brandstofkoste; av DEPCST - Waardeverminderingskoste; av OilCost - Oliekoste Die veranderlikes in VOC word gedefinieer deur 'n paar vergelykings. Vir verduidelikende doeleindes word 'n numeriese voorbeeld ingesluit. GEVOLGTREKKING EN AANBEVELING Die implementering van hierdie Gewysigde Vereenvoudiging het nie net die WCG nie, maar ook ander entiteite wat ook die VOC (jaarliks gepubliseer) gebruik, bygestaan. Belangstellendes het die opsie om die terrein in hul implementering in te sluit. Dit is belangrik om ag te slaan op die beginsels wat gebruik is om HDM-4 te vereenvoudig tesame met die besigheidsreëls van die Gewysigde Vereenvoudiging, indien dit gebruik word. Die huidige model vereis nie 'n herontwikkeling as gevolg van enige voertuigvloot verandering in die toekoms nie. As gevolg van die besluit om alle gedefinieerde tipes voertuig te vereenvoudig, kan die voertuigvloot keuse net in die stelsel opgedateer word. Aanbeveling vir verdere navorsing en ontwikkeling sluit in: • Alleenstaande funksie wat reeds deur die WCG beskou word • Ondersoek Gepubliseerde Voertuig data • Gebruik van Ekonomiese voertuigdata vir sekere toepassings

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26

Yeo, Yang Sheng. "Characterisation of cement-treated crushed rock basecourse for Western Australian roads". Thesis, Curtin University, 2011. http://hdl.handle.net/20.500.11937/2277.

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Cement treatment for pavement basecourse materials results in the creation of cement treated basecourse which is either classified as "modified" or "stabilised". The two classifications perform differently in service, with susceptibility to fatigue being the most obvious characteristic delineating the two. This classification methodology is currently quantified based on Unconfined Compressive Strength (UCS) ranges.Throughout the 1990s to the early 2000s, Main Roads Western Australia (MRWA) has investigated various basecourse products created by adding cement. However, due to unexpected behaviour when applying the cement treated basecourse materials, MRWA sanctioned restrictions of its use in Western Australia. "Stabilised" basecourse were not to be used on roads and strength gained from "modified" basecourse is to be ignored. This is quantified by measuring the UCS gained from the cement treatment.Nevertheless, using UCS to classify cement treated crushed rock is injudicious and does not portray the insitu behaviour and characteristics of cement treated crushed rock basecourse. This dissertation therefore investigates the characteristics of cement treated crushed rock basecourse for Western Australian roads. This is to determine a better method to quantify the various classification of cement treated basecourse and understand its insitu behaviour. Subsequently, the result provides encouragement to reintroduce the use of cement treated crushed rocks in Western Australia.Amongst the characteristics investigated are strength, fatigue, shrinkage, durability and erodibility. These characteristics are assessed against varying cement content. The dissertation combines known standard testing methods along with uniquely developed testing methods to establish numerical models for characterising the materials. This includes the application of the Four Point Bending Test for fatigue, Tube Suction Test for durability, Nitrogen Adsoprtion for shrinkage, and Wheel Tracking Test for erodibility. A finite element model is also created to validate the results for fatigue.This dissertation has improved the understanding of the cement treated crushedrock materials. It proposes a new numerical fatigue model and provides an alternative classification methodology by incorporating the other key characteristics studied by this paper.

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27

Cheung, Ka-chun y 張家駿. "An evaluation of the planning and decision making process of the Shenzhen: Hong Kong western corridor". Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2003. http://hub.hku.hk/bib/B31261048.

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Datta, Sumon. "Quantification and Characterization of Particulate Matter Generated from Unpaved Roads in the Oil Development Area of Western North Dakota". Thesis, North Dakota State University, 2016. https://hdl.handle.net/10365/28239.

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Western North Dakota, USA is experiencing particulate matter (PM) emissions, especially coarse (PM10) and fine (PM2.5), due to heavy traffic on unpaved roads from rapid oil development. Particulate matters may affect human and animal health, as well as soil quality. Thus, the purpose of this research was to quantify and characterize PM. Particulate matter samples were collected using miniVOL? portable air samplers in the pre-conditioned quartz filters which were characterized using Scanning Electron Microscopy (SEM), Electron Dispersive Spectrometry (EDS). The pooled average PM?10 concentrations varied between 30.84 ? 14.19 to 70.42 ? 38.37 ?g/m3 and PM2.5 concentrations varied between 14.08 ? 6.56 ?g/m3 to 19.60 ? 7.51 ?g/m3. SEM and EDS analysis revealed that most of the particulates were quartz (46%), followed by silicates (36%), biogenic particles (9%), etc. Soil analysis revealed that the average concentrations of most of the metals were below the reference level except mercury and lead.
North Dakota State University Dust Research fund

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29

Davies, Muriel. "Mulga (Acacia Aneura F. Muell. Ex Benth.) death adjacent to haul roads in the north-eastern Goldfields, Western Australia". Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2010. https://ro.ecu.edu.au/theses/1876.

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This thesis examines the death of mulga (Acacia aneura) adjacent to a mine haul road in the north-eastern Goldfields of Western Australia. The death of trees along roadsides in the arid and semi-arid regions of Australia is often referred to as a ‘road shadow effect’ and is thought to occur because of sheetflow blockage. As sheetflow redistributes water across the land surface (rather than into channels) any impediment to flow is likely to have consequences for vegetation downslope of the impediment. The study was important as many mining companies in semi-arid Western Australia have reported tree deaths along their mine haul roadsides and the problem has also been identified across other areas of Western Australia including grazing land and road verges. The haul roads at many mines are watered to suppress dust and the water is often hypersaline. This study compared vegetation and soil parameters at sites up and downslope of both the haul (treated) and control roads to ascertain whether factors additional to sheetflow contributed to roadside tree deaths. At each site, a series of adjoining quadrats was established perpendicular to the road. The data collected at each site was analysed on a quadrat by quadrat basis to establish trends with increasing distance from the road edge. Where possible analysis techniques which could test for differences between control and treated sites or upslope and downslope sites and the interaction between sites were used as this would address the aims of the study. If data were normally distributed either two-way Analysis of Variance or t-tests were carried out and where data were not normally distributed the non-parametric Mann Whitney Utest was performed. The significant differences noted in several vegetation parameters between up and downslope sides of both the control and treated roads provided a good argument for road presence leading to road shadow effect. These differences included a greater proportion of dead and recently dead trees and a greater reduction in canopy fullness for living trees on the downslope sides of the roads. The presence of roads and the associated interruption in sheetflow water movement have contributed to the decline and eventually death of some mulga trees. However, the downslope side of the treated road often showed much greater differences for the parameters measured when compared with the control road. The results show that there was an interactive effect between salt water treatment and roadside and a strong to modest positive relationship between soil salt levels and tree health in close proximity to roadsides. At the haul road, the addition of hypersaline water as a dust suppressant exacerbated the decline and death of mulga trees downslope as well as having an influence on the trees upslope. Road location in the landscape strongly influences the type of interactions between roads and pathways of water movement. The roads monitored for this study mostly acted as a barrier to sheet water flow which resulted in a drought situation for mulga located on the downslope roadside and lead to their eventual decline or death. Road designs incorporating culverts or under road drainage systems are widely suggested for areas of mulga dependent on sheetflow however, their effectiveness requires further study. On occasion the haul road also acted as a source of water which had been contaminated with excess salts that accumulated during road watering for dust suppression. This resulted in an alteration of the surface soil salinity along the haul roadside and further exacerbated the effect of the altered hydrological regime. While dust suppression on mine haul roads is essential for a variety of reasons a product other than hypersaline water is highly recommended.

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30

Sundin, Martin. "Knockout studies of Panc1 cells". Thesis, KTH, Tillämpad fysik, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-297805.

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Pancreatic ductal adenocarcinoma (PDAC) is a highly lethal form of cancerwith very few available treatment options of which none has great effect.Cancer cells and stromal cells such as stellate cells which exist in abundancein PDAC interact by crosstalk, resulting in a tumorigenic collective response.With the help of a previously developed 3D co-culture spheroid model theeffect of a CRISPR/cas9 knockout of the cellular communication cetworkfactor 1 (CCN1) gene together with gemcitabine (GEM) treatment has beeninvestigated in terms of Panc1 cell viability and gene expression. Spheroidsconsisting of wild-type and knockout cell lines, each identified by westernblots were cultured, imaged and treated. Viability assays and RNA extractionfollowed by PCR showed that the viability of the cancer cells in the spheroidswere higher for the cells with CCN1 knockout. Cancer cells were also coculturedwith stellate cells with the goal of investigating the effect of thecellular crosstalk on chemoresistance.
Pankreatisk duktal adenokarcinom (PDAC) är en ytterst dödlig form av cancermed få tillgängliga behandlingsalternativ, varav ingen är särskilt effektiv.Cancerceller och stromala celler så som de stellatceller som rikligt förekommeri PDAC interagerar med varandra genom överhörning, vilket leder till en effektsom hjälper tumören att proliferera. Effekten av en CRISPR/cas9 knockoutav genen CCN1 tillsammans med behandling med gemcitabin vad gällercellviabilitet och genuttryck studerades med hjälp av en tidigare utveckladfleratig sfäroidmodell. Sfäroider, bestående av vildtypceller och knockoutcellerlinjersom identifierades med western blots, odlades, fotades och behandlades.Viabilitetstester och extraktion av RNA följt av PCR visade att viabilitetenav cancerceller i sfäroiderna var högre för de celler som var knockout.Cancerceller samodlades även med stellatceller med målet att undersökaeffekten av cellernas överhörning på motståndet mot kemoterapi.

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31

Pace, Laura. "East Urban Area Corridor Analysis Daviess County, Kentucky". TopSCHOLAR®, 1991. http://digitalcommons.wku.edu/theses/1803.

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The need for improved highway facilities in the east urban area of Daviess County, Kentucky, is analyzed in this study. The study focuses upon the need for alternative highway routes, due to the increased travel demands generated by a new Ohio River Bridge in eastern Daviess County. Also, the east urban area is forecasted to experience population and employment growth in the next decade, further necessitating the need for improving existing highways or constructing new corridors in the area. Various alternative alignments for an expressway are examined. The feasibility of upgrading existing highways in the east urban area is also analyzed. The study utilizes numerous transportation planning techniques, including the development of traffic projections, highway capacity analysis, cost estimates and land use and environmental impacts. The study includes original research and data collection in analyzing five alternatives. An alternative for constructing a new expressway in the east urban area of Daviess County is recommended.

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32

Twagirimana, Janvier. "Establishing and applying speed-flow relationships for traffic on rural two-lane two- way highways in the Western Cape". Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/85825.

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Thesis (MScEng)-- Stellenbosch University, 2013.
ENGLISH ABSTRACT: Speed-flow-density relationships are the most useful tools in the highway design and planning process. They are useful in predicting the roadway capacity, in determining the adequate level-of-service of traffic flow and in determining travel time for a given roadway. Two-lane two-way rural highways constitute the vast majority of the rural road network in South Africa. Nowadays in the Western Cape and other provinces of South Africa, the speed-flow-density relationships normally used for rural transportation studies are derived from the Highway Capacity Manual, which reflects the traffic conditions in the North American situation. Since the North American traffic conditions may be different from the South African conditions, a need to investigate speed-flow-density relationships on these highways in South Africa arises in order to justify any investment made on these roads. In this context, a video technique was used to collect traffic flow data during morning peak hours on two rural two-lane two-way highways in the Western Cape Province in order to investigate these relationships. Through the use of Adobe premiere C.S 6 software, travel time of individual vehicles and distance headways were measured and used in computation of average speed and average density. Several researchers have developed models to describe the relationships between traffic characteristics on uninterrupted flow facilities. In this study, some of these models were tested using collected data in order to investigate which model fits the data satisfactorily. Statistical methods were used to evaluate the ability of each model to predict the flow characteristics over the whole range of data. Average speed and density data were used through regression analysis to perform curve fitting and testing of these developed models. In the next stage, the model which provided a best representation of the data on each section was selected and through the application of the steady-state equation (2.1), flow-density and speed-flow relationships were established on these sections. The available data were also used to investigate the impact the observation time has on the speed-flow curve and the resulting capacity value. Finally, the developed speed-flow curves were used to determine the capacities of the study sections. These capacity values were used to determine if the shoulder usage contributes in increasing the capacity of two-lane two-way highways by comparing them to the capacity provided by HCM.
AFRIKAANSE OPSOMMING: Spoed-vloei-digtheid verhoudings is baie handig in die beplanning en ontwerp van paaie. Dit kan ook gebruik word in die voorspelling van kapasiteit, diensvlak en reistyd. Twee-laan twee-rigting paaie maak die grootste deel van die Suid-Afrikaanse padnetwerk uit en vir die beplanning daarvan word van Amerikaanse spoed-vloei-digtheid verhoudings gebruik gemaak aangesien daar nog nie voorheen ‘n studie hiervan in SA gemaak is nie. Video-opnames is gebruik om verkeersvloeidata op twee paaie in die omgewing van Stellenbosch te versamel. Die reistyd en digtheid van individuele voertuie is tydens spitstye waargeneem. Die data is gebruik om te bepaal watter modelle die beste is om die spoed-vloei-digtheid verhoudings vir hierdie paaie te modelleer. Die beste modelle is dan gebruik om die kapasiteit van die paaie te bepaal en dit te vergelyk met die Amerikaanse waardes.

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33

Grizzel, Jeffrey D. "Municipal water source turbidities following timber harvest and road construction in western Oregon /". 1993. http://hdl.handle.net/1957/9796.

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34

Kubalová, Barbora. "The Role of Violence in Blood Meridian and The Road by Cormac McCarthy". Master's thesis, 2015. http://www.nusl.cz/ntk/nusl-331763.

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Violence has always been conspicuously present in the American nation, its culture and literature. Considering the immoderate abundance of violence in current entertainment industry, it would seem natural for the emotions to be dulled and able to process any abhorrent excess of violence; the reactions that both Blood Meridian and The Road by the American author Cormac McCarthy have gathered are thus all the more surprising. Face to face with the novels' unspeakable evil, many readers do recoil in horror and the pervasive violence of McCarthy's writings has provoked a wide range of critical perception. The novels may differ significantly in the setting − Southwestern United States of the 19th century in Blood Meridian as opposed to post-apocalyptic future of The Road - but the apparent gulf between both groups of characters and mainly between them and the reader is only another ruse of McCarthy's scheme, whereby he unveils uncomfortable truths about humankind. Although his meticulous study of sources might support the inevitability, even a penchant for bloodshed and carnage in specific conditions, it would be erroneous and contrary to McCarthy's portrayal to imply that it is anomalous rather than representative. The hostility in the novels should not be understood as a feature of a particular region or...

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35

Rosen, Sue Maria, University of Western Sydney, College of Arts y School of Humanities and Languages. "That den of infamy, the No. 2 Stockade Cox's River : an historical investigation into the construction, in the 1830's, of the Western Road from Mt. Victoria to Bathurst by a convict workforce". 2006. http://handle.uws.edu.au:8081/1959.7/29869.

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The overarching question under investigation in this thesis is the extent to which the ideals of penal management as espoused by both British and Colonial authorities were implemented in the day to day administration and management of a convict work force. The focus of the examination is the construction of Major Thomas Mitchell’s line of road between Mt. Victoria and Bathurst in the 1830’s. Specifically the thesis documents the various sites on the line of road with a particular emphasis on the administrative centre and principal facility, No. 2 Stockade Cox’s River, to explain the dynamic interaction of the network and its role in the penal repertoire of New South Wales. In bringing together a large range of sources the thesis has enabled the first thorough reading of the convict sites associated with the Western road. This has led to a multi-dimensional understanding of the place, its people, and the process of its construction. It provides a basis for future scholarship on this neglected network, located almost at the doorstep of greater Sydney, on the western fringe of the Blue Mountains.
Doctor of Philosophy (PhD)

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36

Rosen, Sue Maria. "That den of infamy, the No. 2 Stockade Cox's River : an historical investigation into the construction, in the 1830's, of the Western Road from Mt. Victoria to Bathurst by a convict workforce". Thesis, 2006. http://handle.uws.edu.au:8081/1959.7/29869.

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The overarching question under investigation in this thesis is the extent to which the ideals of penal management as espoused by both British and Colonial authorities were implemented in the day to day administration and management of a convict work force. The focus of the examination is the construction of Major Thomas Mitchell’s line of road between Mt. Victoria and Bathurst in the 1830’s. Specifically the thesis documents the various sites on the line of road with a particular emphasis on the administrative centre and principal facility, No. 2 Stockade Cox’s River, to explain the dynamic interaction of the network and its role in the penal repertoire of New South Wales. In bringing together a large range of sources the thesis has enabled the first thorough reading of the convict sites associated with the Western road. This has led to a multi-dimensional understanding of the place, its people, and the process of its construction. It provides a basis for future scholarship on this neglected network, located almost at the doorstep of greater Sydney, on the western fringe of the Blue Mountains.

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37

Lee, I.-Chung y 李易璁. "The Western Regions（Xiyu）of China in the Writings of Yasushi Inoue：Images of the Chinese Border as the Terminal of the Silk Road". Thesis, 2009. http://ndltd.ncl.edu.tw/handle/65733483340644940311.

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博士
輔仁大學
比較文學研究所
98
This dissertation resorts to an “image study approach”, aiming to explore the image of China’s western border constructed in the writings of Yasushi Inoue (1907-91). The context discusses how Inoue applies his accumulated knowledge with reference to Western Regions and visions of China’s western border to construct or de-construct the image of China and Western Regions individually in the Han Dynasty (206BC-220AD), the Tang Dynasty (618-907), the late Sung Dynasty (960-1279) and the early Yuan Dynasty (1271-1368). By analyzing the elements including “time”, “space” and “figure” in Inoue’s China- and Western Regions-themed historical novels, poems, jottings, travels and citations, this study presents the image of the Western Regions reconstituted by the histories, myths, figures and objects. Inoue’s works trace out cultural exchanges between China and Japan which has nowadays become the index that Japanese modern literature has been influenced by the Tang Dynasty and Western Regions. His writings such as The Roof Tile of Temyo and Seiiki o yuku present the long and arduous journey how Japanese envoy to Tang Dynasty China extended the terminal of Silk Road from Tang-era Chang'an (present-day Xian) to Japan during the Nara period. This marked a new epoch in literature and cultural exchanges between China and Japan, and revealed the inseparable relation between the Western Regions, the Tang Dynasty and Japan. The extensive culture of Tang Dynasty liberally sprinkled with image of Western Regions was introduced to Japan through the Silk Road, and become the basic element involved in Japanese culture and literature. Consequently, Inoue’s expectation towards the Western Regions, the opposite side of Silk Road, turned to become a journey in the evolution of cultural identity through constructing and reconstructing his pictures of China’s western border. In Inoue’s writings, the Western Regions have great historical significance because the area was where the ancient oasis, nomad and agriculture empires had been fighting for survival. Inoue, a writer from an archipelagic country, used to highlight the battlefield fate of the Western Regions in the viewpoint of a third party. The Western Regions were portrayed as the area where had been suffering from wars over thousands of years in a series of Inoue’s Western Regions-themed writings, such as Tun-huang, Lou-lan, Iiki no hito and The Blue Wolf. However, when Inoue travelled to the modern Western Regions, the area has turned to be peaceful without wars along China’s western border. The ethnic conflict and empires that ever existed in the Western Regions, after thousands of years, are now just a part of the history recording the one-time vicissitudes of the world, and the rise and fall of empires. Inoue’s emotions towards those incidences are the distinctive feature how Inoue conceived of the Western Regions in his writings. Not just a trade route to join the Eastern and the Western worlds, the ancient Silk Road was also a way leading the modern writers and readers back to the evolution of China’s western border. The ancient and modern Silk Road captured in Inoue’s Western Regions-themed writings emerged as the catalyst for intensified exchanges between China and Japan after World War II. Consequently, Inoue successfully turned his role from a Japanese soldier during the WWII, a journalist, a freelancer to president of China-Japan Cultural Exchange Association, and then appeared as the first Japanese writer receiving the honorary doctorate of Beijing University. Inoue took an approach to constructing and reconstructing the image of China’s western border, with the vicissitudes of time and space, in his Western Regions-themed writings. In order to completely demonstrate the cross-age image of the Western Regions, this dissertation would examine how Inoue illustrated and progressed in his writings about the Western Regions – from constructing a fantasy, overlap between fantasy and reality to reconstructing the image created.

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38

Hsu, Yu-Chen y 許育禎. "The Space-Time dimension between the Eastern and the Western Music – From the “Re-merger” Road in the Compositions of Akira Nishimuraand Self-Composition". Thesis, 2016. http://ndltd.ncl.edu.tw/handle/w8c377.

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碩士
國立臺灣師範大學
音樂學系
104
In the development of music history, “Re-merger” is one of the quintessential concepts in different periods of music history. Among the diversified devices/sources available in the contemporary music era, the symmetrical structure, rhythmic period/cycle and heterophony texture play the important role in forming my own music. The Japanese Composer Nishimura is regarded as one of the modern composers who stipulates the “Re-merger” concept and realizes it thoroughly in his compositions. Heterophony texture has played an important part in shaping Nishimura’s compositions. I would examine through the analysis of four of his works, Gaka III, Hoshi-Mandala, A ring of light and Somakusha (movement I), to investigate his approaches in dealing with the spatial and temporal dimensions in music and introduce the four types of Heterophony which he proposed in 1990’s. Although these four texture may not look the same, the pitch material selected for each texture is calculated meticulously to suit different musical purposes. For example, he uses the Twelve-tone technique for Hoshi-Mandala to symbolize the endless stars in the galaxy, miyakobushi onkai for Somakusha to represent the traditional Japanese court dance music. This article focuses on the three musical dimensions: space, time and texture. The first chapter serves as an introduction. The second chapter compares briefly the “space-time” concept between the Eastern and the Western music. The third and fourth chapter touches the “Re-merger” concept in the compositions of Mr. Nishimura. In the fifth chapter, I will introduce several techniques and approaches used in my own compositions. At the end, the sixth chapter is the summary. Through research of Mr. Nishimura’s thoughts and analysis of his compositions, I hope that I gain more insight on the “Re-merger” road.

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39

YANG, HONG-JHU y 楊虹珠. "The Application of the Western Region Materials to Erhu Concerto －A case study based on Second Erhu Concerto “Rhyme from Silk Road” by David Qu". Thesis, 2018. http://ndltd.ncl.edu.tw/handle/7b8284.

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40

Almuammar, Sultan. "Decreasing the road toll in Saudi Arabia : a quantitative and qualitative examination of campaign effectiveness within a culture of reckless bravado". Thesis, 2017. http://hdl.handle.net/1959.7/uws:43144.

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This dissertation assesses the effectiveness of road safety campaigns (RSC) in Saudi Arabia and develops recommendations for their improvement. Statistics on Saudi road traffic accidents (RTAs) have been unpromising to date, with mounting numbers of RTA mortalities and rates of morbidity. Saudi authorities invest heavily in road safety infrastructure, but RSCs have proved to be ineffective in their outreach to the Saudi population, and ineffective in improving Saudi driving behaviours. Such proven ineffectiveness has highlighted the need for comparative research into successful Western RSCs that have achieved significant reductions in RTA rates. In this thesis, Australian, UK and Swedish RSCs are analysed and compared with Saudi RSCs in a search for weaknesses and gaps in Saudi RSC planning, implementation and evaluation. Based on this comparative analysis, weaknesses of Saudi RSCs are revealed, including the messages of campaigns, their appeal and their segmentation. These basic features were analysed in alignment with Shklovsky’s defamiliarisation theory, theories of planned action and reasoned behaviour and Aristotelian rhetoric. Case study data are complemented with a nationwide survey of Saudi drivers and an analysis of interviews with Saudi road traffic and safety authorities. The survey analysis revealed that risky driving is a complex phenomenon encompassing attitudes to risks on the roads and actual behaviours. Speeding was found to be the most frequent and pervasive high-risk behaviour, but it was also strongly correlated with the failure to wear a seat belt and the use of mobile phones when driving. Qualitative analysis with Leximancer also helped reveal the most problematic areas in Saudi RSC design, such as a lack of collaboration between different parties, a dominant racing culture, a disregard for road safety rules and the poor state of Saudi roads. Interview analysis also stressed the absence of a theoretical understanding of the ways in which planned behaviour changes may be achieved among Saudi drivers. As a result of the analysis for this study, the highest-risk driving behaviours in Saudi Arabia are identified, success factors for RSC design are ascertained and recommendations for RSC improvements are developed. The findings and implications of this research are discussed in the final sections of the thesis.

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41

Tahmoorian, Farzaneh. "Application of waste materials in asphalt mixtures". Thesis, 2018. http://hdl.handle.net/1959.7/uws:48086.

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Road networks are increasingly expanding all over the world. Over the past decades, the buoyant economy, growing population and increasing freight volumes have created high demand for new road pavements as well as the maintenance of current road networks. The construction and maintenance of the road pavements require large amounts of aggregates. Due to considerable usage of various natural aggregates for constructing roads, these materials have started to deplete gradually. At the same time, the generation rate of solid waste in the society is increasing with the increase of population, technological development, and changes in the life style of people. The management of solid wastes has become an acute problem due to enhanced economic activities and rapid urbanization. Moreover, according to World Commission on Environment and Development (1987), sustainable development is defined as the development that meets the needs of the present without compromising the ability of future generations to meet their own needs. Therefore, referring to the importance of the sustainability and all the above mentioned issues, the utilization of recycled materials and waste materials in the manufacture of new asphalt mixtures is addressed in this research, in order to follow the sustainability concept. Using waste materials in asphalt mixtures conserves natural aggregates, reduces the impact on landfills, decreases energy consumption, can provide cost savings, and generally results in significant economic and environmental benefits. In spite of the benefits mentioned above, designing asphalt mixtures containing waste materials can be challenging and complex. In this regard, it is necessary to review a wide variety of engineering and geotechnical considerations for asphalt mixture design, as the application of wastes should not influence the structural and functional aspects of the pavements. Among various factors, which would be considered in designing an asphalt mix, permanent deformation, and stress/strain characteristics are the most important factors from the perspective of structural and geotechnical stability. Evaluation of asphalt mixtures in terms of these engineering properties is necessary as they define the structural performance and strength of an asphalt pavement. In fact, these properties influence the ability of the mix in withstanding the destructive effects of traffic and environment. In light of this, many researchers have studied the behaviour of asphalt mixtures containing waste materials through different tests and approaches to predict the performance of the asphalt surface layer under traffic load and environmental conditions. Today, there are many published reports about the application of various waste materials in construction of different layers of pavements including asphalt surface layer. The research studies have been conducted from simple and primary tests to the advanced laboratory investigations, field tests, and constitutive modelling of asphalt surface layer. Due to the wide range of materials that fit into the definition of pavement, this proposed research does not intend to cover the investigation of the application of all types of materials available. Instead, it focuses on the assessment of the utilization of some of the waste materials including Recycled Construction Aggregate (RCA), Glass, plastic, and rubber in Dense Graded Asphalt (DGA) mixture, and it aims to propose a mixture with proper response to traffic loads and environmental conditions as well as appropriate resistance to rutting, cracking, and weathering. In this report, a critical and comprehensive literature review about the performance of the asphalt mixture incorporating selected waste materials is provided. Moreover, this report includes a brief description of the relevant tests commonly specified to provide confidence of material suitability for the intended application as well as the results of these tests. Based on these tests, it is concluded that these waste materials have serious shortcomings in accounting for the asphalt mixtures components. They are also unable to account for designing asphalt mixture individually, and therefore, it is required that combination of some waste materials in certain percentages be considered in designing the asphalt mixture. One of the goals of the proposed research is to determine the optimum percentage of RCA and glass in the mixture, and also to investigate the influence of the application of rubber and plastic in binder characteristics. This will be done through a series of preliminary and primary tests to evaluate the properties of individual components of asphalt mixtures and the volumetric properties of the mixture. The information and data collected from these tests will be used to select the adequate samples for further assessment through advanced tests such as resilient modulus test. Since the variability in the behaviour of RCA used in different construction projects indicates the variability in RCA composition. Therefore, this research investigates the composition and variability of RCA through classification of aggregate samples collected from a recycling centre in Sydney over one year. Furthermore, to demonstrate the effect of the utilization of waste materials on the internal structure of the asphalt mixtures, microstructure studies of RCA and the image analyses on different asphalt mixtures is carried out using a scanning electron microscope (SEM). This research will also include the simulation of the asphalt surface layer in order to understand the permanent deformation of asphalt surface layer. In addition, the life cycle assessment (LCA) and cost analysis of designed asphalt mixtures will be evaluated in order to compare them with conventional asphalt mixtures. The results suggest feasible use of RCA in a certain amount as partial aggregate substitution in hot mix asphalt in terms of engineering properties and also environment and economic aspects of asphalt production. Furthermore, the test results reveal that glass waste is a viable material for improving the shortcomings of asphalt mixtures containing RCA.

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42

Berlin, Maureen Mason. "Knickpoint migration and landscape evolution on the Roan Plateau, western Colorado". Thesis, 2009. http://gateway.proquest.com/openurl?url_ver=Z39.88-2004&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&res_dat=xri:pqdiss&rft_dat=xri:pqdiss:3354560.

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43

Wemple, Beverly C. "Hydrologic integration of forest roads with stream networks in two basins, western Cascades, Oregon". Thesis, 1994. http://hdl.handle.net/1957/31877.

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This study assessed how logging-access roads may have contributed to observed historical increases in peak discharges associated with small and large logged basins in the western Cascades of Oregon. The study was conducted on the Lookout Creek (62km��) and the upper Blue River (118km��) basins. Potential road effects on hydrology were examined using a combination of field surveys and spatial modeling with a geographic information system (GIS). Road networks were similar in both basins with respect to hillslope position, orientation, and stream crossings, but roads in Blue River were constructed one or two decades later than roads in Lookout Creek. A total of 20% (62 km) of the road length was sampled to assess routing of surface flow, using 31 2-km transects stratified by decade of construction and hillslope position. Along each transect, ditches and culvert outlets were examined and this information used to predict the probable routing of water to (1) existing stream channels, (2) newly eroded gullies downslope of culvert outlets, or (3) subsurface flow. Nearly 60% of the surveyed road length appeared to route water directly to stream channels or into gullies. Over time, the length of road connected to stream crossings has decreased, while the length of road discharging runoff that reinfiltrates to subsurface flow has increased, as roads have progressed up hillslopes and onto ridges in Lookout Creek and Blue River. The relatively constant proportion of the road network draining to gullies over time suggests that roads have the potential to become integrated into stream networks, even when constructed on unchannelled hillslope positions. An extended stream network, assumed to exist under storm conditions, was simulated for the basins using a digital elevation model. Although gullies and ditches differ from natural channels, extrapolation of field surveys using the GIS suggested that roads might extend the stream network by as much as 40% during storm events. It is hypothesized that such an effect could decrease the time of concentration of stormflow and contribute to higher peak discharges observed after clearcutting and road construction in these basins. Differences in the magnitude of road effects on peak flow generation may occur among road systems according to hillslope position of roads, road age, soil saturation, geologic substrate, and climate. These differences may explain the range of observed results from paired-basin studies examining road effects on hydrologic response.
Graduation date: 1994

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44

Ford, Veronika. "Římské fortifikace v egyptské Západní poušti". Master's thesis, 2021. http://www.nusl.cz/ntk/nusl-451074.

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The work will focus mainly on the collection of available written and archaeological data on Roman fortifications and other fortification elements in the Western Desert in Egypt. The data will be organized with the help of a database program, in which will be recorded all available information about the desert fortifications dating from the end of the 3rd century to the beginning of the 5th century AD. Thanks to the creation of this database, it will be possible to compare individual fortifications in terms of construction technology, layout, position and orientation. The potential of the work itself is therefore in the collection, comparison, and evaluation of available information. At the same time, the database will be connected to a geographic information system (GIS), which will first record the exact location of individual fortifications and other elements in the Western Desert and secondly a map of caravan routes passing through the area. As part of the evaluation of the mutual positions of fortifications and other fortification elements and caravan routes, it will also be possible to interpret localities in the context of the main roads passing through the area of the Western Desert. Key words: Roman fortifications, Roman army, Egypt, Western desert, oases, caravan routes

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45

Okruhlicová, Erika. "Parléřovská architektura na západním Slovensku". Doctoral thesis, 2015. http://www.nusl.cz/ntk/nusl-352954.

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Univerzita Karlova v Praze Filozofická fakulta Ústav pro dějiny umění Dějiny výtvarného umění - Obecná teorie a dějiny umění a kultury Erika O k r u h l i c o v á Parlerovská architektúra na západnom Slovensku The Parlerian Architecture in the Western Slovakia Disertační práce vedoucí práce - Prof. PhDr. Jiří Kuthan, DrSc., Dr. h. c. 2015 ABSTRAKT Dizertačná práca sa venuje parlerovskej architektúre na západnom Slovensku. Parlerovská architektúra, súvisiaca s priamou činnosťou rodu Parler, trvala približne od poslednej tretiny 14. storočia do polovice 15. storočia. Stavitelia, ktorí pokračovali v odkaze rodu Parler, stavali približne do záveru 15. storočia. Uvedená architektúra zahŕňa cirkevné stavby (kostoly, kaplnky), hrady (v rámci ktorých boli stavané aj kaplnky) a radničnú kaplnku. Stavby priamo, resp. sprostredkovane súvisia so staviteľskou činnosťou rodu Parler, ktorého člen Peter Parler, pôsobiaci predovšetkým v Prahe, uviedol do architektúry nové riešenia, uplatňované počas viacerých generácií staviteľov, aj členmi iných staviteľských rodov. Priama činnosť členov rodu Parler s menami Henrich ml., Václav a Janco je v práci preskúmaná z hľadiska pravdepodobnosti a hypotéz ich pôsobenia na západnom Slovensku. V stredoveku bola aj svetská architektúra úzko spojená s božským poslaním s odkazmi na...

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Sigdel, Lila Dhar. "Analysis of special performance vehicle-barrier crash and its impact on the foundation of an integral barrier-wall system". Thesis, 2018. http://hdl.handle.net/1959.7/uws:49511.

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Use of roadside safety barriers has greatly enhanced highway safety and reduced the severity of traffic accidents and injuries. Generally speaking, safety barriers should be sufficiently designed to contain and redirect the vehicle away from its errant travel without causing any severe injuries to vehicle occupants and road pedestrians. A significant body of literature already exists on designing roadside safety barriers to achieve high standards of safety to road users, but the literature, in general, does not provide clear insights on the effects of vehicular impact on the foundation of the barrier systems. Alhough the 2D plane-strain approach is commonly used for the stability design of the retaining structures including barrier systems, none of the design codes in Australia, USA and Europe provide adequate guidance to convert the vehicular impact loading to an equivalent plane-strain loading. The consequence of this is that there is a lot of guesswork without much rational basis currently being applied within the geotechnical community to analyse vehicular impact loading on foundations. This thesis is concerned with a finite element study of a vehicle crash against the safety barrier system and its impact loading on the system foundation. The possible combinations of vehicle-barrier system crash are extremely large, but this thesis is only focused on the combination of a 44t special performance vehicle crashing against the barrier crash of a 3m high reinforced concrete integral barrier-wall system. The integral barrier-wall is a type of system where the barrier is fully integrated with and located at the top of the retaining wall. Moreover, a 44t special performance vehicle is the largest class of vehicle by weight to which the safety barrier is to be designed against based on current design codes. This class of safety barrier is known as the “44t special performance level” barrier and it is the highest class specified in AS5100.2:2017. It has been chosen for this study because of the potential catastrophic effects of such a crash not just on the vehicle and its occupants, but also on the integrity of the foundation of the barrier-system. One of the main reasons numerical modelling is such an important tool in vehicle-barrier crash study is because full-scale physical crashes are very expensive to conduct, and the larger the crash the more costly will be the test. Very few full-scale tests have actually been conducted for the vehicle-barrier crash of the 44t special performance level. The lack of real test data is also compounded by the fact that vehicle-barrier crash tests were mainly concerned with the performance of the safety barriers, and paid little heed to the performance of the barrier system foundation. Therefore, the main goal of this thesis is to develop a 3D finite element model of the 44t special performance vehicle-barrier crash which impacts a 3m high integral barrier-wall system. The model was created and analysed using Abaqus/Standard and Abaqus/Explicit software. It was calibrated against the design impact loading for a 44t special performance vehicle specified in AS5100.2:2017, and the calibrated model was then used to perform further numerical simulations to investigate the foundation responses due to the impact loading. This study has defined foundation responses as: (1) mobilised normal reaction (2) mobilised moment reaction (3) mobilised shear resistance of the foundation at the foundation-soil interface. Based on these analyses, an effective length corresponding to the length to which the impact loading of the vehicle-barrier crash has dispersed along the foundation is established. The effective length is then used to calculate the equivalent 2D plane-strain loading to apply in the stability design of the 3 m integral barrier-wall system. In addition, a sensitivity study was carried out to assess the mobilised effects on the foundation by varying the impact angle and impact velocity. It is found that the effective length is only marginally sensitive to these variations. Hence it may be surmised that the recommended effective length and 2D-plane strain loadings are reasonably robust.

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Vondráček, Dominik. "Populační struktura zlatohlávka tmavého Oxythyrea funesta (Poda, 1761) a fylogeneze rodu Oxythyrea Mulsant, 1842". Master's thesis, 2012. http://www.nusl.cz/ntk/nusl-305777.

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Eleven species are distinguished in the genus Oxythyrea Mulsant, 1842 (Coleoptera: Scarabaeidae) nowadays. They are not divided into subspecies. Diversity of the genus is concentrated in the Mediterranean and Oxythyrea funesta (Poda, 1761) inhabit a wide area in the western Palearctic Region. It was observed in last decades, that O. funesta retreated from central Europe to south and then recolonized it back including new areas in northern regions. Master thesis is focused on resolving population structure of O. funesta and partial phylogeny of the genus Oxythyrea using molecular genetic methods. 145 individuals of O. funesta and 15 individuals of five other species of the genus Oxythyrea appear in analysis. We acquired sequences of mitochondrial genes cytochrome oxidase I (807 bp), cytochrome b (381 bp) and nuclear gene internal transcribed spacer 1 (946 bp) from these specimens. The results of phylogenetic analysis confirmed so far the only one existing interpretation of relationships within the genus Oxythyrea based on morphological data. We also confirmed complicated relationships between O. funesta and O. pantherina, which also appear in the historical development of their taxonomy. We detected different genetic lineage in Sicily, southern Italy and Tunisia using phylogenetic trees and haplotype...

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Tesis sobre el tema "Western Road"

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