ALBERT

Description: A predictive film thickness model based on an accepted equation of state is applied to the spin-coating of sub-micron poly(methylmethacrylate) viscous thin films from toluene. Concentration effects on density and dynamic viscosity of the spin-coating solution are closely examined. The film thickness model is calibrated with a system-specific film drying rate and was observed to scale with the square root of spin speed. Process mapping is used to generate a three-dimensional design space for the control of film thickness.

Description: The transport system influences everyone’s wellbeing on a daily basis. These impacts are both positive and negative and are borne directly and indirectly at a range of spatial and temporal scales and across different groups in society. Furthermore, they are often distributed unfairly and the people who are least able to use transport networks frequently bear the greatest costs. People also have various transport needs and these needs change throughout their lives. Due to these complexities, there is no straightforward answer as to how we should provide transport fairly. Policies and actions to decarbonise the transport system are urgently needed, but their equity effects are also important. We give a brief overview of distributive justice and equity in transport literature. We then develop a conceptual framework of distributive justice and a set of four principles to guide the application of the framework to transport policy. We then apply these to recent transport policies in Aotearoa/New Zealand, a country that shares common features with most highly motorised countries. We apply the Capabilities Approach to transport policy in a novel way that conceptualises transport policy as a social conversion factor which influences people’s ability to convert resources and opportunities into the things (‘beings and doings’) that they have reason to value. The consideration of transport policy as a conversion factor, rather than focusing on a specific capability, emphasises the role of transport policy as a promoter of a wide range of capabilities and highlights the inequitable distribution of positive and negative effects on people’s health and wellbeing. It also illuminates issues of power structures and procedural fairness in transport policy that are otherwise not covered by distributive justice approaches. Taking a broader view of distributive justice theory in transport provides a clearer picture of the impacts of transport on wellbeing and provides theory-based guidance on the actions to improve transport justice that can be readily integrated into existing policy institutions.

Description: Author Posting. © American Geophysical Union, 2004. This article is posted here by permission of American Geophysical Union for personal use, not for redistribution. The definitive version was published in Journal of Geophysical Research 109 (2004): C03002, doi:10.1029/2003JC001962.

Description: Pathways of Pacific Water flowing from the North Pacific Ocean through Bering Strait and across the Chukchi Sea are investigated using a two-dimensional barotropic model. In the no-wind case, the flow is driven only by a prescribed steady northward flow of 0.8 Sv through Bering Strait. The resulting steady state circulation consists of a broad northeasterly flow, basically following the topography, with a few areas of intensified currents. About half of the inflow travels northwest through Hope Valley, while the other half turns somewhat toward the northeast along the Alaskan coast. The flow through Hope Valley is intensified as it passes through Herald Canyon, but much of this flow escapes the canyon to move eastward, joining the flow in the broad valley between Herald and Hanna Shoals, another area of slightly intensified currents. There is a confluence of nearly all of the flow along the Alaskan coast west of Pt. Barrow to create a very strong and narrow coastal jet that follows the shelf topography eastward onto the Beaufort shelf. Thus in this no-wind case, nearly all of the Pacific Water entering the Chukchi Sea eventually ends up flowing eastward along the narrow Beaufort shelf, with no discernable flow across the shelf edge toward the interior Canada Basin. Travel times for water parcels to move from Bering Strait to Pt. Barrow vary tremendously according to the path taken; e.g., less than 6 months along the Alaskan coast, but about 30 months along the westernmost path through Herald Canyon. This flow field is relatively insensitive to idealized wind-forcing when the winds are from the south, west or north, in which cases the shelf transports tend to be intensified. However, strong northeasterly to easterly winds are able to completely reverse the flows along the Beaufort shelf and the Alaskan coast, and force most of the throughflow in a more northerly direction across the Chukchi Sea shelf edge, potentially supplying the surface waters of the interior Canada Basin with Pacific Water. The entire shelf circulation reacts promptly to changing wind conditions, with a response time of ~2–3 days. The intense coastal jet between Icy Cape and Pt. Barrow implies that dense water formed here from winter coastal polynyas may be quickly swept away along the coast. In contrast, there is a relatively quiet nearshore region to the west, between Cape Lisburne and Icy Cape, where dense water may accumulate much longer and continue to become denser before it is carried across the shelf.

Description: Financial support was provided to PW by the Postdoctoral Scholar Program at the Woods Hole Oceanographic Institution (WHOI), the Swedish Foundation for International Cooperation in Research and Higher Education (STINT), and the J. Seward Johnson Fund. Funding for DCC came through a grant from the Coastal Ocean Institute at WHOI.