Monetary aggregation theory and statistical index numbers

This paper is the first of two from the Monetary Services Indices (MSI) Project at the Federal Reserve Bank of St. Louis. The second paper, Working Paper 96-008B, summarizes the methodology, construction and data sources for the an extensive new database of monetary services indices, often referred to as Divisia monetary aggregates, for the United States. This paper surveys the microeconomic theory of the aggregation of monetary assets, bringing together results that are not otherwise readily available in a single source. In addition to indices of the flow of monetary services, the Project's database contains dual user cost indices, measures of potential aggregation error in the monetary services indices, and measures of the stock of monetary wealth. An overview of the Project and the concept of monetary aggregation is included here as a preface. ; Earlier title: An introduction to monetary aggregation theory and statistical theory and statistical index numbersMonetary theory

Building new monetary services indices: methodology and source data

This paper is second of two from the Monetary Services Indices (MSI) Project at the Federal Reserve Bank of St. Louis. The first paper, Working Paper 96-007B, surveys the microeconomic theory of the aggregation of monetary assets. This paper describe a new database of monetary services indices (MSI) for the United States. The MSI measure the flow of monetary services received each period by households from their holdings of monetary assets; the levels of the indices are often also referred to as Divisia monetary aggregates. In addition to indices of the flow of monetary services, the database contains dual user cost indices, measures of potential aggregation error in the monetary services indices, and measures of the stock of monetary wealth. An overview of the Project and the concept of monetary aggregation is included here as a preface.Monetary theory

Examining storms, sediment supply, and coastal change within the historical record

Beaches that receive more sediment than can be removed by storm erosion will not recede as the sea level rises from future global warming. This research examines the interplay between sediment supply and the frequency and magnitude of storms within the historical record at Bengello Beach, Moruya, New South Wales. During a series of large storms in May-June 1974, Bengello Beach lost approximately 50% of its sand volume and evidence of this erosion is preserved by a 40+ year beach profile campaign that recorded subsequent sediment accumulation. This historical beach-profile history can be contextualised with the barrier’s stratigraphic record captured by the progradation in the past 7,000 years allowing inferences to be made of larger scale changes. The three main objectives of this study are: 1) Examine the links between river flooding, coastal storms and beach changes during large storm events 2) Determine if the Moruya River is delivering sediment to the beach and 3) Analyse the frequency and magnitude of river flooding, coastal storms and beach changes from the historical record and beyond. This methodological approach will focus on analysing pre-existing datasets including: a 40+ year beach profile dataset, a 34- and 46-year wave buoy dataset from Batemans Bay and Port Kembla, peak discharge from the Moruya River and estuarine hydrodynamic models. While it is common to observe intense rain and river flooding in association with coastal storms, preliminary results from the analyses indicate that no strong correlation exist between the occurrence of high river discharge and high significant wave height. However, estuarine hydrodynamic models indicate that sediment reaching the river mouth during floods appears to coincide with increased coastal accretion. Furthermore, within the wave rider buoy records, differences in the quantity, peak significant wave height, duration and period of moderate to extreme storms were noticed on the seasonal scale in addition to an increasing occurrence of severe events (Hsig 5-6m) which have appeared throughout the record since 2000. In response to the observed trends in storm wave 3 characteristics, the effect of various climatic influences can be inferred. The implications of this study will highlight the sensitivity of coastal barriers to storm erosion and changing storm frequency relationships seen throughout the early 21st century

The emergence of battery electric vehicles: A NZ manufacturing opportunity?

Personal passenger transport faces several challenges in the coming decades: depletion of cheap oil reserves, increasing congestion, localised pollution, the need for reduced carbon emissions and the long term goal of sustainability. One way of solving some of these problems could be to introduce comfortable, energy efficient, battery electric vehicles. Currently, hybrid vehicles have been presented as a means to reducing the transportation related oil demand. New developments in materials and technologies have made them, cleaner and safer as well as more fuel efficient. However, hybrids will only prolong the use of oil until alternatively fuelled vehicles are developed. One long term alternative is the battery electric vehicle (BEV). A BEV designed to be light, aerodynamic with high efficiency drive train and latest battery technology would have a performance comparable to a typical internal combustion engine vehicle (ICEV). Recent developments in virtual engineering, rapid prototyping and advanced manufacturing might enable low-cost development of niche market BEV’s designed and built in New Zealand for export markets. This work examines the collaborative development of a twin seat BEV using new materials and latest technologies by the University of Waikato’s Engineering Department and a group of NZ and foreign companies. The car will be used to research the potential of BEVs and will also compete in the Commuter Class of the World Solar Challenge in 2007

The Civil Justice System and the Public Justice for Nunavummiut: Partnerships for Solutions

As part of the Civil Justice System and the Public (CJSP), a national collaborative research project, we first visited Iqaluit in June 2003. At that time the Research Coordinator met with key contacts in the Nunavut justice and social service community to talk about the research and make plans for conducting the field research. As a result of these initial meetings, the CJSP team made contact with Inuit services in Ottawa. In July 2003, during the Ontario phase of the CJSP research, we met Inuit service providers and several Nunavummiut who were at that time living in Ottawa.1 In September 2003, the CJSP Research Team came to Iqaluit and over a period of two weeks completed 28 in-depth interviews. Eighteen people (eleven women and seven men) worked within the justice community and included members of the judiciary as well as court administration and frontline staff. We also interviewed ten members of the public (two women and eight men) who were either personally involved in court cases at varying stages of resolution, or acting as community advocates to people with legal problems. In order to increase the team’s understanding of Nunavut, researchers also compiled observation notes and held many informal conversations with Iqaluit residents as well as key contacts in some other Nunavut communities

Social, Economic and Health Problems Associated with a Lack of Access to the Courts

The purpose of this report is to further understanding about the social consequences arising from both unresolved legal problems and the process of attempting to resolve such problems through the courts. Previous research has shown that a significant portion of the population, in Canada and internationally, regularly experience problems that are both difficult to resolve and have legal implications. Furthermore, it is suggested that socially disadvantaged groups are more likely to experience serious problems, and less likely to successfully resolve them

THE RELATIONSHIP BETWEEN TRAINING LOAD, CORTISOL AWAKENING RESPONSE AND ORTHOSTATIC HEART RATE

The cortisol awakening response (CAR) is used as a marker of stress, however it is unknown whether CAR will vary in response to acute training load. The orthostatic heart rate test (OHR) is commonly used by athletes, but the evidence for its use is not well established. Therefore, the purpose of this study is to investigate the relationship of CAR and OHR with acute training loads (TRIMP). TRIMP, CAR and OHR data were collected in endurance athletes (n = 15) during two weeks of training. No significant relationships were found between any variables and TRIMP (all: p > 0.05). The lack of relationships between CAR and OHR suggest these biomarkers are not useful for tracking TRIMP in endurance athletes. However, when accounting for distance, significant relationships were found between CAR and OHR with TRIMP. CAR and OHR can be used to track training load in endurance athletes, as long as both internal and external loads are accounted for.Master of Art

Operational profiling and statistical analysis of Arleigh Burke-class destroyers

Thesis (Nav. E. and S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2013."June 2013." Cataloged from PDF version of thesis.Includes bibliographical references (p. 60-62).Ship operational profiles are a valuable tool for ship designers and engineers when analyzing potential designs and ship system selections. The most common is the speed-time profile, normally depicted as a histogram showing the percent of time spent at each speed. Many shortcomings exist in the current Arleigh Burke (DDG 51)-class operational profiles. The current speed-time profile is out of date, based on another ship class, and does not depict the profile in one-knot increments. Additional profile data, such as how the engineering plant is operated and a mission profile, do not exist. A thorough analysis of recent DDG 51 operations was conducted and new and improved profiles were developed. These profiles indicate the ships tend to operate at slower speeds than was previously predicted with 46% of the time spent at 8 knots and below as compared to the previous profile with 28% for the same speeds. Additionally, profiles were developed to show the amount of time spent in each engineering plant line-up (69% trail shaft, 24% split plant, 7% full power) and the time spent in different mission types (69% operations, 27% transit, 4% restricted maneuvering doctrine). A detailed statistical analysis was then conducted to better understand the data used in profile development and to create a region of likely speed-time profiles rather than just a point solution that is presented in the composite speed-time profile. This was accomplished through studying the underlying distributions of the data as well as the variance.by Travis J. Anderson.Nav.E.and S.M