158 research outputs found
Emancipation in the net : theatre spectators and the "agency" of network
No full textIn a lecture given during the 49th Counterpoint Review of Small Theatrical Forms in Szczecin, Meike Wagner focuses on the emancipation of the theater viewer and the “agency of the Web.” The author's point of departure are some of Jacques Rancière's theses concerning the viewer as a “storyteller” and a “translator,” as well as a theory of the Internet by Bruno Latour. Using these concepts, Wagner performs an insightful analysis of the audience protests at Covent Garden in 1809 (the Old Price Riots) and the Situation Rooms project (2013) by the Rimini Protokoll group. The author considers the course and efficiency of the emancipation process in institutionalized theaters open to this sort of initiative, or the contrary, those which block the viewers' striving toward freedom
Scholarly Rights and Responsibilities in the Digital Age
No full textThis panel discussion session was about author and creator rights from the faculty and graduate student perspective. John Willinsky is a Khosla Family Professor of Education at Stanford University, as well a part-time professor in the UBC Faculty of Education. Reilly Yeo has an MA in comparative politics from McGill University and is currently pursuing an academic career in literature, in addition to her role as a Strategic Consultant with OpenMedia.ca and coordinating social media for the Red Tent campaign. She is a specialist in online communications on complex issues. Meike Wernicke is an SFU graduate with an M.A. in French linguistics currently pursuing a doctoral degree in the Department of Language and Literacy Education at UBC. Her research focuses on multi- and plurilingualism, French language education in Canada, and language teacher professional development. Meike heads the German Department at Capilano University and teaches in the French language MEd cohort program at UBC. This session took place on October 20, 2010 in the Lillooet Room of the Irving K. Barber Learning Centre at the University of British Columbia.Education, Faculty ofOther UBCNon UBCLanguage and Literacy Education (LLED), Department ofUnreviewedOthe
PERENCANAAN PENGEMBANGAN BANDAR UDARA POGOGUL KABUPATEN BUOL
Get PDFKabupaten Buol merupakan kabupaten yang sedang dalam proses pembenahan dalam hal ini peningkatan infrastruktur menjadi hal utama dalam pembangunan kabupaten Buol itu sendiri. Kabupaten Buol juga memiliki begitu banyak kekayaan alam dan pusat pariwisata yang dapat memajukan perekonomian dan dapat membantu pembangunan dalam segala sektor di daerah tersebut. Bandar Udara Pogogul terletak di Kecamatan Momunu dan saat ini tergolong sebagai bandara kelas III dengan jenis pesawat yang beroperasi ATR 72-500/600 dengan kapasitas 72 seat beberapa tahun yang akan datang, dengan jumlah penumpang yang terus menigkat   sehingga dianggap perlu untuk ditingkatkan kemampuan pelayanannya dalam hal ini daya tamping pesawat yang lebih besar dan fasilitas bandar udara lainnya agar dapat memenuhi permintaan masyarakat serta dapat ikut menunjang perkembangan di daerah Kabupaten Buol.Pengembangan suatu lapangan terbang harus memperkirakan arus lalu lintas dimasa yang akan datang. Untuk itu penelitian dilakukan dengan pengambilan data-data di pihak terkait. Analisa data lima tahun jumlah penumpang, pesawat dan bagasi menggunakan analisa regresi dapat diramalkan arus lalu lintas dimasa yang akan datang sehingga pengembangan bandar udara dianggap perlu dilakukan atau tidak. Berdasarkan data-data yang diperoleh dari bandara seperti data klimatologi, data karakteristik pesawat, data tanah, keadaan topografi dan data eksisting bandara digunakan sebagai acuan untuk merencanakan pengembangan bandar udara. Untuk pengembangan bandar udara Pogogul, yang akan direncanakan adalah runway, taxiway, apron, terminal penumpang, gudang dan area parkir kendaraan. Hasil analisa peramalan dari data lima tahun pesawat, penumpang dan bagasi dapat diketahui bahwa terjadi peningkatan sehingga perlu dilakukan perencanaan pengembangan untuk Bandar Udara Pogogul. Dan berdasarkan hasil perhitungan yang mengacu pada standar Internasional Civil Aviation organization (ICAO) dengan pesawat rencana BOEING 737-800 NG maka dibutuhkan panjang landasan 2.918 meter, lebar total landasan 45 meter dan jarak antara sumbu landasan pacu dan sumbu landasan hubung adalah 175 meter, lebar total taxiway 30 meter dengan tebal perkerasan lentur 80 Cm, luas apron 95 × 93 m = 8.853 m2, tebal perkerasan rigid pada apron metode Federal Aviation Administration (FAA) = 34 Cm sedangkan dengan metode Portland Cemen Asosiation (PCA) = 31 Cm, luas terminal penumpang 42.500 m2, luas gudang 48 m2 dan luas pelataran parkir 22.800 m2.  Kata Kunci: Kabupaten Buol, Bandar Udara Pogogul, Runway, Taxiway, Apron, Terminal Penumpan
ANALISA TINGKAT KEBISINGAN LALU LINTAS DI JALAN RAYA DITINJAU DARI TINGKAT BAKU MUTU KEBISINGAN YANG DIIZINKAN
Get PDFPermasalahan yang ditimbulkan pada bidang transportasi bukan hanya masalah kemacetan tetapi juga masalah lingkungan seperti polusi suara atau kebisingan. Kebisingan dari jalan raya berasal dari kendaraan berat (HV), kendaraan ringan (LV) dan sepeda motor (MC).Penelitian ini bertujuan untuk mengetahui tingkat kebisingan yang terjadi pada ruas Jalan Sam Ratulangi 6 dimana diruas jalan tersebut terdapat Sekolah Menengah Atas Rex Mundi, dengan pengambilan data langsung di lapangan berupa data kebisingan serta beberapa variabel lalu lintas lainnya seperti volume dan kecepatan kendaraan.Dalam penelitian ini data di analisis dengan menggunakan rumus hitung leq serta dengan perhitungan menggunakan metode CoRTN (Calculation of Road Traffic Noise). Pengukuran tingkat kebisingan dilakukan selama 9 jam dari pukul 06.00 WITA sampai dengan pukul 15.00 WITA. Hasil tingkat kebisingan yang diperoleh dengan menggunakan alat Sound Level Meter nilai leq yang diperoleh paling tinggi sebesar 81.89 dB(A) pada hari Rabu 11 September 2019 pukul 13.00-14.00 WITA. Tingkat kebisingan dengan Metode CoRTN yang paling tinggi sebesar 66.39 dB(A) pada hari Selasa 10 September 2019 pukul 14.00-15.00 WITA. Dengan nilai kebisingan tersebut hasil penelitian menunjukkan bahwa ruas Jalan Sam Ratulangi 6 telah melebihi batas standar kebisingan yang diizinkan menurut Keputusan Menteri Negara Lingkungan Hidup No.48 tahun 1996 tentang baku mutu kebisingan yaitu hanya 55 dB(A) untuk kawasan persekolahan. Dari hasil penelitian ini perlu diadakan upaya pengendalian tingkat kebisingan dengan melakukan penanaman tanaman-tanaman kecil diantara pohon-pohon besar di pinggir jalan. Kata Kunci: Kebisingan, Lalu lintas, Jalan Raya, CoRTN, SLM
ANALISIS HAMBATAN SAMPING TERHADAP KINERJA JALAN PERKOTAAN ( STUDI KASUS: DEPAN BAHU MALL MANADO)
Get PDFKota Manado saat ini berkembang pesat, salah satunya dalam bidang perekonomian. Perkembangan ekonomi ini mengakibatkan tumbuhnya areal komersil seperti jasa, perdagangan dan perkantoran di beberapa bagian kota manado, antara lain di sepanjang jalan Wolter Monginsidi atau juga depan bahu mall. Kondisi ini mengakibatkan terjadinya pertumbuhan arus lalu lintas sehingga menyebabkan kemacetan. Kemacetan ini juga disebabkan oleh keluar masuk kendaraan, pejalan kaki, juga pengendara yang berhenti sembarangan dan parkir sembarangan. Faktor-faktor ini merupakan klasifikasi dari nilai hambatan samping, dimana hal ini menjadi topik penelitian.Pengambilan data primer dilakukan secara langsung di lokasi penelitian yaitu, data geometrik, volume kendaraan, kecepatan kendaraan, hambatan samping. Data sekunder yang dibutuhkan, seperti; peta lokasi dan data jumlah penduduk, didapatkan dari instansi terkait. Analisis data menggunakan Manual Kapasitas Jalan Indonesia (MKJI 1997).Dari hasil analisis diperoleh; kapasitas sebesar 2349.9 smp/jam .Volume jam puncak berkisar 1753.2 smp/jam hingga 2285.1 smp/jam, kecepatan kendaraan terendah berkisar dari 4,978 km/jam hingga 8,133 km/jam. Pada penelitian ini juga diperoleh kecepatan arus bebas sebesar 40,78 km/jam. Tundaan terjadi selama 31,78 detik dengan jarak tinjauan sepanjang 50 meter. Tundaan yang terjadi dengan nilai V/C ratio dikategorikan dalam tingkat pelayanan E dengan nilai rasio sebesar 0,90 < 0,99 < 1 yang artinya arus tidak stabil, kecepatan rendah dan berbeda-beda, dan volume mendekati kapasitas.. 3. Dari hasil Analisa hambatan samping nilai frekuensi berbobot selama 4 hari berada di angka terendah yaitu 536/jam di hari minggu sampai angka yang tertinggi yaitu 747.1/jam di hari sabtu dan bisa ditentukan kelas hambatan sampingnya yaitu tinggi.. Dari hasil analisa regresi hambatan samping terhadap kecepatan kendaraan diperoleh persamaan dengan nilai R2 maksimum pada hari Minggu, 9 Februari 2020 yaitu R2 = 0, 728. Dengan nilai signifikansi F 0,000 < 0,05, dapat disimpulkan bahwa salah satu penyebab kemacetan dan penurunan kinerja jalan Wolter Monginsidi di akibatkan oleh pengaruh hambatan samping. Kata Kunci: Hambatan Samping, Kapasitas Jalan, Kecepatan Kendaraan, Tundaa
PERBANDINGAN PEMILIHAN MODA TRANSPORTASI LAUT PERAHU TAKSI DAN KAPAL FERRI (Studi Kasus : BITUNG-LEMBEH)
Get PDFTransportasi laut memiliki peran yang sangat penting bagi negara kepulauan untuk menghubungkan satu daerah ke daerah lainnya, Kota Bitung adalah salah satu kota yang mempunyai transportasi laut yaitu kapal ferri dan perahu taksi untuk menghubungkan Kota Bitung dan Pulau Lembeh. Transportasi yang efektif, aman dan nyaman merupakan alasan responden untuk memilih moda transportasi yang akan digunakan dalam mencapai tempat tujuan. Penelitian ini bertujuan untuk mengetahui perbandingan karakteristik penumpang menggunakan kapal ferri dan perahu taksi, variabel apa saja yang dapat mempengaruhi pemilihan moda antara kapal ferri dan perahu taksi dan probabilitas terpilihnya kapal ferri dan perahu taksi, sehingga penelitian ini dapat bermanfaat bagi penyedia jasa dan pemerintah sebagai bahan pertimbangan dalam mengambil keputusan untuk menangani permasalahan transportasi laut.Pemilihan moda merupakan model penting didalam perencanaan transportasi laut angkutan umum. Hal ini dikarenakan kunci dari angkutan umum dalam meningkatkan efisiensi dan efektifitas system pergerakan dalam suatu system transportasi laut. Faktor-faktor yang mempengaruhi seorang dalam memilih suatu moda transportasi yaitu karakteristik pelaku perjalanan, karakteristik perjalanan, dan karakteristik system transportasi.Survei dilakukan terhadap 300 responden dengan memberikan kuesioner yang berisi karakteristik perjalanan dengan menggunakan metode stated preference sebagai metode pendekatan untuk mensurvei suatu preferensi, lalu diolah dengan analisa regresi berganda untuk mendapatkan hubungan kuantitatif antara sekumpulan atribut dan responden hingga mendapatkan utilitas dan probabilitas dengan melakukan permodelan logit binomial.Hasil penelitian yang didapat yaitu karakteristik berdasarkan tujuan melakukan perjalanan adalah 58% untuk pariwisata dan 17% untuk dinas, untuk pendidikan responden didominasi oleh tamatan SMA sebesar 44% dan S1 26%, didapat juga karakteristik berdasarkan pendapatan yang belum berpenghasilan adalah sebesar 42%. Sehingga didapat faktor perbandingan melalui karakteristik adalah banyak yang memilih kapal ferri sebagai moda transportasi paling aman nyaman dan efektif, sebesar 80% tetapi moda yang paling sering digunakan adalah perahu taksi sebesar 66%. Yang berpengaruh besar dalam pemilihan moda adalah waktu tunggu sehingga banyak responden menggunakan perahu taksi dari pada kapal ferri yang waktu tunggunya cenderung lama. melalui model analisa regresi linier R2 yang didapatkan adalah 0,69520684. Kata Kunci:Pemilihan Moda, kapal ferri, perahu taksi, logit binomial
Reuse of scrap wood: in a building product
No full textClimate is changing. The average temperature on earth is rising due to excessive emissions of greenhouse gasses such as CO2. In the meantime the economy is a linear economy where a produced from exhaustive materials are consumed and turned into waste. In order to fight climate change and exhaust the earth less the greenhouse gas emissions need to decrease and less waste needs to be produced. The government has set goals to have a circular economy by 2050. A circular economy means the elimination of waste, instead all materials are reused and recycled to its final potential and new materials come from renewable sources.One commonly used renewable material in the built in environment is wood. Besides, wood sequesters CO2, has a low environmental impact and can be reused and recycled. When more wood is used and forests keep growing, more CO2 is sequestered, especially when it is substituted for product that emit a lot of CO2. Wood can so contribute to the overall decrease in CO2 emissions.But at the moment there is also a huge waste production of wood, with a annually production of 1,8 Mton waste wood, of which 435 kton is scrap wood (waste wood from the construction and demolition industry) (Sloopcheck, 2021). Most is incinerated or otherwise recycled. Only a small portion is reused. In order to contribute to the circular economy goals scrap wood should therefore be reused and recycled. This thesis aims to research why the portion of reusing scrap wood is so small and tries to find a suitable building product to show that scrap wood can and should be reused. The suitable building product is CLT, due to the used lamellae consisting of varying dimensions, mechanical properties and possibly wood species. This research shows that scrap wood can be implemented into scrap wood, although the portion of scrap wood into a panel depends on the availability of certain required properties. The substitution of scrap wood in CLT panels always results in extra CO2 savings, and therefore the reuse of scrap wood into CLT panels can contribute to reducing CO2 emissions.Architecture, Urbanism and Building Sciences | Building Technology | Sustainable Desig
Designing SeaBubble docks: A handbook for guidance on the design process for a SeaBubble dock
No full textThe project that is performed is for the master thesis of the master study ‘Integrated Product Design’ at the faculty of Industrial Design Engineering at the TU Delft. The final product is a handbook that functions as a tool to create a dock for SeaBubbles, and it is developed for the company Advier. The process started with exploring the scope. The scope can be split up in three directions: the business direction in which the company Advier and its stakeholders is analysed. It becomes clear that Advier will give the handbook to a design agency that will create the actual dock design. The second direction is the analysis of the location. The network is situated in the area of Dordrecht, also known as Drechtsteden. The effect of the weather and tide on this area is analysed and the conclusion is drawn that the design of the dock must deal with changing water levels. The third direction focuses on the SeaBubble, in which the SeaBubble for seven passengers and twelve passengers are presented. The reservation system is mapped out and shows that the SeaBubble will define its route on the demand, in between it is possible that the SeaBubble will change its route. This has a large impact on the passenger journey. In the passenger journey, two types of passengers are presented: a prepared and an unprepared passenger. The prepared passenger has bought a ticket at home, while the unprepared passenger must buy a ticket at the dock. From this point in the process, the focus will be on the experience of the passenger. By creating a building that fulfils the needs of the passenger when the passenger is being guided, is waiting, and is boarding, the experience of the passenger will be good. The next part that is being analysed is the elements that is needed for guiding, waiting and boarding. For guiding, first the crowd flow is analysed. Based on this crowd flow, a general layout of the building is created for the location of ticket vending machines, waiting areas and potential one-way systems. Secondly, the needed information is analysed and tested in an online 3D environment. The location and the initial way of communication for several information elements is determined. For waiting, literature is analysed, and people are interviewed and observed. The passengers will find distraction on a smartphone or while enjoying the view, having a seat is preferred. For creating a comfortable boarding experience, two supports are needed in an area with even floor and no gaps. By getting inspired from the results, different configurations of docks were created. By determining the principles behind the configurations, the design choices are mapped out. These design choices are structured with a morphological map and explained in the handbook, which is the final product of this master thesis. After finalising the handbook, interviews were held with the client and an architect to evaluate the final product.Integrated Product Desig
Future Greenland Melt on Multi-Century and Multi-Millennial Time Scales assessed with the Community Ice Sheet Model version 2.1
No full textThe Greenland Ice Sheet is the world’s second largest ice sheet, storing an equivalent of 7.3 meters of sea level rise. Due to climate change, the Greenland ice sheet is currently losing mass at an accelerated rate. Ice sheet models are used to project long term melt of the ice sheet, which are often forced by output from climate models. Most of the multi-millennium time scale ice sheet simulations conducted in the past used SMB calculations based on empirical relationships between melt and temperature (Positive-Degree Day schemes). In this thesis, I address the question of the future evolution of the Greenland ice sheet by means of an ice sheet model forced with an elevation dependent SMB field that accounts for the energy available for melt. This work focuses on key variables such as ice thickness, ice area, velocity and contribution to eustatic sea level rise, and assesses the reversibility of the mass loss. For this thesis, I performed uncoupled CISM2.1 simulations which were forced by the elevation- SMB field from a coupled CESM-CISM simulation. The coupled simulation used to force the ice sheet has a length of 160 years and a CO2 concentration that is increased with 1% per year from pre-industrial levels and capped at 4 times CO2. Time segments with 2x, 3x and 4x pre-industrial CO2 concentrations of this CESM-CISM run were used to force the ice sheet on multi-millennium time-scales. In addition, a Recovery from 4x CO2 was conducted in which the pre-industrial forcing from a coupled CESM-CISM simulation is re-introduced after 55% mass loss. The 2x, 3x and 4x CO2 scenarios resulted in a cumulative sea level rise of 0.49 m, 3.0 m, and 8.2 m by year 4,000. The 2x CO2 scenario resulted in limited retreat and stability within 4,000 years. No stability of the ice sheet was attained by year 8,000 in the 3x CO2 simulation, with a final Mass Balance of -108.8 Gt/yr (0.30 ± mm/yr). The 4x CO2 simulation resulted in the complete deglaciation of the ice sheet within 3,000 years. Despite the lower initial topography compared to the pre-industrial ice sheet, the Recovery from 4x CO2 simulation resulted into expansion of the ice sheet. Within 4,000 years, the mass increased from 46% to 67% relative to the pre-industrial ice sheet.Geoscience and Remote Sensin
Sustainable endoscopy: Redesigning the polyp trap
No full textThis project aims to reduce the environmental impact of an endoscopic product, the Polyp trap. The polyp trap is a single use device, that is used during endoscopy to catch removed polyps. Endoscopy is a department that has a relatively high reliance on single-use devices. This is one of the reasons why endoscopy has a high carbon footprint. Through observations in hospitals, literature and product research, the context of endoscopy, the polyp trap and other single-use devices are analysed. Additionally, circular frameworks and strategies specific to the medical context were explored, to identify circular opportunities for the polyp trap. A fast-track LCA of the current polyp trap is used to estimate its current environmental impact and analyse how interventions in design, function or material could influence its carbon footprint. The insights from this research are used to generate ideas aimed at decreasing the polyp traps environmental impact. The resulting idea directions are presented to various healthcare professionals, such as nurses and infection prevention specialists during interviews. During these interviews, opportunities and risks for the redesign are discussed. Insights from the interviews are used to further develop the idea direction into the final design.The final design consists of two concepts: The first concept is more conceptual, and reduces its impact by using some components for a longer amount of time; one day rather than per patient. The second concept is more traditional, and decreases its CF through minimising the required amount of material, leading to a smaller design that uses lower-impact materials. The environmental footprint of the final concepts is evaluated with a fast-track LCA.Integrated Product Desig
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