This paper presents a static three-dimensional finite element analysis and redesign of a railroad hopper car draftsill. The purpose of the work was to modify the current draftsill structure to minimize its weight without compromising its current capabilities and foundry production specifications. The intuitive optimization procedure used both linear and parabolic isoparametric solid finite element models to check for solution convergence. In order to intuitively optimize the models, a composite plotting program was developed to display only the highest stresses at each node from all loading cases. This allowed for an overall visualization of low stressed regions for potential weight reduction. An additional study investigated the possibility of tapering the front and rear draftlugs for a better stress distribution in the draftsill's structure under loading. It was determined that a tapered relief of 0.025 - 0.050 in.(0.0635 - 0.127 cm) from the center of the draftlug to its outer edge would more effectively distribute the stresses created, and also reduce the maximum stress levels generated by at least 20 percent. All loading and geometry specifications used in this research were based on data provided by the Norfolk Southern Corporation. If both the redesign and tapered relief are adopted, then the final redesign will produce a draftsill that is approximately 106 lb(471.5 N) or 9.6 percent lighter than its original weight with maximum stresses reduced by 20 percent. / Master of Science

Yes / Objectives The Computer-Aided Risk Score (CARS) estimates the risk of death following emergency admission to medical wards using routinely collected vital signs and blood test data. Our aim was to elicit the views of healthcare practitioners (staff) and service users and carers (SU/C) on (1) the potential value, unintended consequences and concerns associated with CARS and practitioner views on (2) the issues to consider before embedding CARS into routine practice. Setting This study was conducted in two National Health Service (NHS) hospital trusts in the North of England. Both had in-house information technology (IT) development teams, mature IT infrastructure with electronic National Early Warning Score (NEWS) and were capable of integrating NEWS with blood test results. The study focused on emergency medical and elderly admissions units. There were 60 and 39 acute medical/elderly admissions beds at the two NHS hospital trusts. Participants We conducted eight focus groups with 45 healthcare practitioners and two with 11 SU/Cs in two NHS acute hospitals. Results Staff and SU/Cs recognised the potential of CARS but were clear that the score should not replace or undermine clinical judgments. Staff recognised that CARS could enhance clinical decision-making/judgments and aid communication with patients. They wanted to understand the components of CARS and be reassured about its accuracy but were concerned about the impact on intensive care and blood tests. Conclusion Risk scores are widely used in healthcare, but their development and implementation do not usually involve input from practitioners and SU/Cs. We contributed to the development of CARS by eliciting views of staff and SU/Cs who provided important, often complex, insights to support the development and implementation of CARS to ensure successful implementation in routine clinical practice. / Health Foundation, National Institute for Health Research (NIHR) Yorkshire and Humber Patient Safety Translational Research Centre (NIHR Yorkshire and Humber PSTRC)

Segunda es un modelo de negocio innovador que certifica autos usados mediante la revisión completa, rápida y eficiente de un equipo de mecánicos asociados, plasmada en un informe final que garantiza su estado real, actual e integral. Decidimos abordar una problemática nacional detectada: la desconfianza de las personas para realizar transacciones comerciales desde el ámbito de la compra y venta de autos de segunda mano. Antes de iniciar la investigación, realizamos un estudio del entorno en el que interactúan los distintos stakeholders involucrados en esta cadena de valor y ponemos énfasis en aquellas necesidades insatisfechas que brindan oportunidades para el mercado al que apuntamos. Durante esta investigación de mercado validamos la hipótesis de una necesidad insatisfecha previamente detectada. Utilizaremos un plan de marketing integral para tener una estrategia potente de comunicación que nos ayude a transmitir a nuestro cliente el mensaje correcto a través del canal adecuado en el momento y lugar indicado. Bajo la gestión de un equipo multidisciplinar, definiremos líneas estratégicas que nos permitan cerrar alianzas con talleres, que serán capacitados bajo nuestros estándares de calidad y valores de la empresa con el objetivo de brindar a nuestros clientes el mejor servicio posible. Nuestro proceso previo a la certificación es sencillo: basta llenar un formulario en nuestra web para ser parte de Segunda y, posteriormente, recibir toda la información referente al estado del auto antes de comprarlo, evitándose así malas experiencias. / Segunda is an innovative business model that certifies used cars through the quick and complete review of a team of associated mechanics. Through a report, your real, a current and integral status is guaranteed. We begin by detecting a national problem: the distrust of people to carry their commercial transactions. From personal experiences, we decided to address the used-cars sales industry. Before starting the investigation, we conducted a study of the environmental factors that affect us, and we put emphasis on those that give us our strengths and opportunities from the market we aim for. Thanks to a detailed market research, we discovered that an unmet need was previously identified. We will use a comprehensive marketing plan and a powerful communication strategy that will help us communicate effectively across all relevant channels. With the right talent for the job, we will form strategic alliances with workshops that are governed by our quality standards and we will train them in the values of the company to offer our clients the best possible service. Our process prior to certification is simple: just fill out a form on our website to be part of Segunda, and later, receive all the information regarding the status of the car before buying it, avoiding bad experiences. / Trabajo de investigación

Det finns i huvudsak tre väletablerade prissättningsstrategier; kostnadsbaserad,konkurrensbaserad och värdebaserad. Den värdebaserade prissättningsmetoden bestämmer ettpris baserat på produktens värde för användaren. I litteraturen anses den värdebaseradeprissättnings vara överlägsen de två andra prissättningsstrategierna, trots det använder sig deflesta företag av den kostnads- eller konkurrensbaserade strategin.Teoretikerna inom området anser att det finns svårigheter vid implementeringen avvärdebaserad prissättning som gör att företag väljer kostnads- eller konkurrensbaseradprisstrategi. Vi finner det därför intressant att undersöka varför ett företag väljer att frångå sinredan etablerade prissättningsstrategi och prissätta sina produkter utefter värdet som kundenuppelever. Med detta som grund valde vi att undersöka vilka bakomliggande faktorer som kanligga till grund för att adoptera värdebaserad prissättning samt vem eller vilka som styr ensådan organisationsförändring.Vår teoretiska referensram förklarar vad värdebaserad prissättning innebär samt vad somkrävs för att metoden effektivt ska implementeras. Vi har kopplat vår studie till signalteorioch institutionell teori. Empirin utgörs av material från intervjuer och observation som hargenomförts på Volvo Cars. Då Volvo Cars precis har börjat implementera värdebaseradprissättning på sina produkter har vi undersökt vad som gjorde att de valde att bytaprissättningsstrategi, vilka svårigheter de har haft, vilka som är delaktiga i processen samt ifallderas lönsamhet har ökat på grund av en ny prissättningsstrategi. Vi har genomfört vår studiegenom semistrukturerade intervjuer med personer som arbetar aktivit med prissättning hosVolvo Cars. Vi har även genomfört en observation genom att ta del av ett revenue forum däralla prissättningsfrågor presenteras och beslutas.I analysen har vi bearbetat empiri och teori som vi har samlat in under studien. Från våranalys bygger vi våra slutsatser som indikerar på att företag väljer att bytaprissättningsstrategi eftersom att de vill bli mer effektiva eller att deras tidigare prisstrategiinte är kompatibel i och med att företaget exempelvis genomgår produktförbättrinarg. Attlönsamheten ökar i takt med att företaget byter prissättningsstrategi behöver inte endast beropå att företaget har en ny prissättningsstrategi. I Volvo Cars fall har lönsamheten förbättrats ikombination av värdebaserad prissättning och bättre produkter. För att lyckas medvärdebaserad prissättning krävs det att företaget har förmåga att skapa medvetenhet om vilkafaktorer som kunderna värdesätter. / There is mainly three well established pricing strategies: cost based, competitor based andvalue based. The value based pricing strategy decides a price on the product based on thevalue for the user. In the litterature the value based princing strategy is considered to besuperior to the other two pricing strategys, even thoug a majority of companies use the costbased or competitor based strategy.Theorists in the field consider two difficulties with implementing value based pricing thatmake companies to choose cost based or competitor based pricing strategy. Therefore we findit interesting to investigate why a company choose to abandon their established pricingstrategy and price their products based on the value for the customer. On this bases wechoosed to investigate which underlying factors there might be for adopting value basedpricing and to study who controls this kind of organizational change.Our theoretical framework explains what value based pricing is and what is necessary to makethe implementation of the method effective. We have made a connection between our studyand signalling theory and insitutional theory. The emperical data is based on material from theinterviews and observations that we have made at Volvo Cars. Since Volvo Cars just recentlystarted implementing value based pricing on their products, we have studied what made themchange pricing strategy, what difficulties they have had, who are involved in the process andif their profitability has increased due to the new pricing strategy. We have made our studywith semi structured interviews with people who activly works with pricing at Volvo Cars.We have also made a observation by participating in a ”revenue forum” where all pricing arepresented and determined.We have combined the emperical data and the theoretical data in the analysis. From ouranalysis we build our conclusions that indicates on that a company choose a different pricingstrategy because they want to be more effective or that the previous pricing strategy doesn’tmatch with for exampel a company’s new product strategy. That the profitability exceeds atthe same time as the company change pricing strategy doesn’t have to be a effect of the newpricing strategy. At Volvo Cars the higher profitability is a result of the value based pricingcombined with better products. For a company to be successfull with value based pricing it isimportant that they have the ability to create awareness of which factors that the customervalues.

Orientador: Antonio Celso Fonseca de Arruda / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-21T04:30:34Z (GMT). No. of bitstreams: 1 Gouvea_MarcoAurelio_M.pdf: 3731327 bytes, checksum: 1728d314950efa177f222899453e2bdb (MD5) Previous issue date: 2012 / Resumo: No mercado é possível encontrar grande variação de dispositivos de retenção de crianças, parte destes dispositivos é desenvolvida para acomodar crianças de diferentes grupos de massa definido nos requisitos legais Brasileiros, Europeus e Americanos. Existe sobreposição entre os grupos, permitindo que a mesma criança utilize dispositivos de retenção de diferentes grupos. Este trabalho tem como propósito comparar o comportamento do manequim, que simula ocupante de três anos de idade com 15 kg, em teste dinâmico similar ao da ECE R44 com dispositivo de retenção de criança instalado conforme Grupo I, com cinto de segurança cinco pontos, e quando instalado conforme Grupo II, com cinto de segurança veicular de três pontos. Para suportar as conclusões obtidas foi utilizado dado dos testes de certificação do dispositivo de retenção de criança Grupo I e II. O dispositivo de retenção de criança utilizado neste estudo é certificado conforme INMETRO portaria 38, sendo ancoradas ao equipamento de teste pelo cinto de segurança três pontas conforme indicação do fabricante. Os testes dinâmicos foram executados com trenó que desacelera em função do tempo conforme curva padrão da ECE R44. Esta dissertação conclui que a resposta dinâmica do manequim depende do projeto de instalação do dispositivo de retenção de criança ao veículo e que considerando a menor movimentação da cabeça do manequim e menores lesões da cabeça, aceleração do peito, região pélvica e púbica, o dispositivo de retenção testado instalado conforme Grupo II apresentou melhor desempenho nos testes dinâmicos que o dispositivo instalado conforme Grupo I, portanto o transporte de criança de três anos de 15 kg é mais seguro com o dispositivo de retenção Grupo I / Abstract: Many CRSs models are available in the market; several are developed to accommodaté different mass group children. There is overlap among the mass groups and as consequence the same child can use a different mass group CRS. The purpose of this paper is to compare the dummy kinematic in a dynamic test similar to ECE R 44 with the same CRS design installed according to Group I (five points harness) and installed according to Group II (vehicle's three point safety belt). To support the conclusions the data of CRS Certification test for Group I and II were used. The chosen CRS is certified for Brazilian market according to INMETRO administrative rule 38 and is anchored to the vehicle by its three point safety belt according to the CRS manufacturer's recommendation. The dynamic tests were performed on Sled subjected to the ECE R 44 standard acceleration vs. time curve. The harness loads and vehicle safety belt loads will be gathered and dummy kinematic were recorded with high speed digital cameras. The results are tabulatéd and compared with focus on the relevant performance differences. This study conclude that dynamic dummy response depend on the CRS design used to install the device to the vehicle and considering the lower ATD head excursion, the lower injuries at head, pelvis, pubic and chest acceleration the tested CRS installed according to Group II (five points harness) present better safety performance on dynamic tests than tested CRS installed according to Group I (vehicle's three point safety belt) / Mestrado / Materiais e Processos de Fabricação / Mestre em Engenharia Mecânica

La technique de spectroscopie basée sur la diffusion Raman Stokes spontanée est un procédé standard employé dans de nombreux domaines allant de la thermodynamique à la médecine, en passant par la science des matériaux. À la faveur d'un échange d'énergie inélastique, elle permet de déterminer les fréquences des vibrations moléculaires présentes dans un objet. On peut ainsi remonter à l'identification des molécules et ainsi caractériser l'objet d'étude sans utiliser de marqueur spécifique. Cette méthode est néanmoins affligée de défauts. Outre la présence d'un signal de fluorescence qui peut submerger la réponse Raman, le désavantage majeur est le long temps d'exposition que requière cette technique. Dans le cas d'étude d'échantillon biologique, cela proscris son usage pour des mesures de microspectroscopie : la cartographie spectrale d'objet microscopique. Afin de pallier ce problème, de nouvelles techniques ont été développées. C'est le cas de la spectroscopie employant la diffusion Raman anti-Stokes Cohérente (ou CARS pour Coherent Anti-Stokes Raman Scattering). Du fait de sa cohérence et de sa directivité le signal anti-Stokes affiche une intensité 10^5 to 10^6 fois plus importante que dans le cas de la diffusion Raman spontanée, ce qui permet alors d'abaisser le temps d'exposition à un niveau tolérable pour les objets biologiques lors d'une mesure de microspectroscopie. De plus, le caractère anti-Stokes du signal l'épargne de la contribution de la fluorescence. Pourtant, un défaut majeur limite encore l'utilisation de cette technique : le bruit de fond non résonant. Ce phénomène peut diminuer, voir noyer la contribution résonante qui porte l'information. Cette thèse a permis le développement de techniques CARS autorisant une réduction du bruit de fond non résonant. Pour ce faire un dispositif de spectroscopie CARS multiplex (M-CARS) en configuration copropagative a été construit. Ses capacités sont illustrées par des mesures spectrales d'échantillons minéral, végétal et biologique. À partir de ce système, il a été établi une méthode innovante permettant de discriminer le signal résonant du bruit non résonant en utilisant un champ électrique continu. Il est aussi démontré la mise en place d'un procédé qui a permis de mener la première mesure de microspectroscopie M-CARS en configuration contrapropagative sur un échantillon biologique. Cette configuration limite la collecte du signal à l'objet d'étude, empêchant ainsi l'acquisition du signal résonant et non résonant issu du solvant, principal responsable du bruit de fond non résonant lors d'une mesure CARS en configuration copropagative. / The spectroscopy technique based on spontanée Raman Stokes scattering is a standard process used in many fields spanning from thermodynamic and medicine, to materials sciences. An inelastic energy exchange permits to determinate the frequency of the molecular vibrations in an object. One can identify the molecules and thus, can characterize the object of study in a label-free way. Nevertheless, this method is afflicted with faults. Beside the presence of fluorecence that can drown the Raman answer, the main drawback is the long exposition time required. In the case of biological sample, this can prohibit the use of spontaneous Raman scattering for microspectroscopy measures: the spectral mapping of microscopic objects. To avoid this problem, new techniques have been developed. It is the case of Coherent anti-Stokes Raman scattering (CARS) spectroscopy. Due to its coherence and its directivity, the anti-Stokes signal has an intensity 105 to 106 times greater than the spontaneous Raman scattering one. The exposition time is then reduced to a tolerable level for biological objects during microspectroscopy measures. Moreover, the anti-Stokes characteristic of the signal prevents the fluorescence contribution. However, a major fault still limits the use of this technique: the nonresonant background. This phenomenon can diminish, even overwhelm the resonant contribution carrying the information. This thesis permitted the development of CARS approaches that allow the reduction of the nonresonant background. To do so, a multiplex CARS (M-CARS) spectroscopy apparatus in a forward configuration has been built. Its abilities are illustrated with spectral measures of mineral, vegetal and biological samples. Based on this system, it has been established an innovative method that can discriminate the resonant signal from the nonresonant one thanks to a static electric field. It has been also been demonstrated the development of a process that has allowed the first M-CARS microspectroscopy measure of a biological sample in a contrapropagative configuration. This setup limits the collect of the signal to the object of study, avoiding the acquisition of the resonant and resonant signals coming from the solvent, responsible for the major part of non resonant background during a CARS measure in a forward configuration.

I Sverige används det idag cirka 5,4% förnybara drivmedel inom transportsektorn, att jämföra med under 0,5% år 2000. Av de ickefossila drivmedlen är el något som ofta benämns som en permanent och realistisk framtida lösning. Visionen ”Stockholm – Elbilsstad 2030” drivs av Stockholms Stad i samarbete med Fortum AB i syfte att ersätta den fossilbränsleslukande fordonsflottan. I den här studien undersöks de tekniska förutsättningarna och de eventuella vinsterna av ett storskaligt införande av elbilar. Studien har gjorts genom en modellering där parametrar som elbilens prestanda, elpris, bilens inköpspris och totala utsläpp använts. Resultatet skall presentera ett mikro- och ett makroresultat. Vinsterna beräknas dels för den enskilde individen, men också för samhället i stort. Vinsterna beräknas med en känslighetsanalys baserad på reella framtida scenarier. Resultaten visar tydligt att för den genomsnittlige Stockholmaren är elbilen det mest ekonomiskt lönsamma valet på sikt. På tio års sikt beräknas bensinbilen kosta individen 65,93% mer än elbilen om bensinpriset fortsätter med samma utveckling. En känslighetsanalys visar att även om bensinpriset skulle sjunka med 5% årligen in i framtiden skulle bensinbilen ändå vara 31,3% dyrare på tio års sikt. Resultaten visar också att samhällets kostnader för bilflottans utsläpp förväntas sjunka med 98% eller 92% beroende på om den svenska elproduktionen är tillräcklig eller om man måste importera el från övriga Norden. Samtidigt som kostnaderna för utsläppen sjunker för samhället, sjunker även skatteintäkterna till följd av minskad bensinanvändning. Om elpriset på sikt skulle stiga till följd av en ökad användning skulle detta dock kunna leda till att förlusten reduceras. Klart är att storskaligt införande av elbilar kräver ett engagemang från staten där den ekonomiska förlusten får ses som en investering i miljön och framtiden. / In Sweden there are currently about 5.4% renewable fuel vehicles within the transport sector, compared to less than 0.5% in 2000. Amongst the non-fossil fuel alternatives electricity is something which has often been referred to as a permanent and realistic future solution. The vision “Stockholm – A City of Electric Cars in 2030" is run by the City of Stockholm in cooperation with Fortum AB in order to replace the fossil-fuel-guzzling fleet. This report examines the technical conditions and possible gains of a large scale introduction of electric cars. The study was conducted through a modelling in which parameters such as electric car performance, tariff and total emissions are used. The conclusion will reveal a micro- and macro result. Economic gains are calculated both for the individual, but also for society at large. The profits are calculated by a sensitivity analysis based on realistic future scenarios. The results clearly show that for the average Stockholm resident, the electric car is the most economical choice. In ten years time the gasoline car is expected to cost the individual 65.93% more than the electrical car based on that the price of gasoline continues its current growth. A sensitivity analysis shows that even if gasoline prices were to drop by 5% annually into the future, gasoline car would still be 31.3% more expensive than the electric car in ten years time. The results also show that the societal costs of the car fleet’s emissions are expected to fall by 98% or 92% depending on whether the Swedish electricity production is sufficient, or whether imported electricity from other Nordic countries is necessary. While the cost of emissions decreases for the society, so are tax revenues due to reduced gasoline use. However, if the electricity price in the long run would rise due to increased use, this could however lead to a reduction of the loss. It is clear that for a large-scale introduction of electric cars to be successful it requires a committed government which will have to see the economic loss as a means to investment in the future and the environment.

The widespread adoption of autonomous cars has the potential to revolutionize urban transportation, but what impact will it have on urban form? This thesis examines the hypothesis that adopting autonomous cars can transform street space into a more human-centric purpose, leading to more livable and sustainable cities. The research was conducted through a literature review, analysis of case studies, and the development of specific street designs in order to reveal possible scenarios. The literature review suggests that adopting autonomous cars can reduce the need for parking and increase the efficiency of transportation. Furthermore, the rise of shared cars is expected to revolutionize the way people move. With the advent of autonomous cars, it is possible that personal cars will become less necessary as people can rely on these constant-moving vehicles for transportation. These changes will impact our cities creating new opportunities to improve the urban space. The thesis explores these challenges and opportunities through design for the actual urban environment of Washington D.C. As the capital of the United States, the country where cars have significantly shaped its cities, it is also home to influential political and policy-makers. As a result, the city offers a good opportunity to rethink the future urban environment when this technology will be widely adopted. The findings of this thesis suggest that the adoption of autonomous cars has the potential to transform urban form reclaiming street space for people, but also requires careful planning and design to ensure that the benefits are distributed equitably and the negative impacts are minimized. The thesis concludes with four street proposals, each performing a different role in the city and the results provoke a reflection of the role of the street in our cities. / Master of Science / The widespread use of self-driving cars can transform our lives in cities. This new technology could lead to a more human-centered urban environment, where streets are designed for people rather than cars. The use of self-driving cars could also reduce the need for parking and improve the efficiency of transportation. However, this transformation requires careful planning and design to ensure that the benefits are distributed fairly and that negative impacts are minimized. A recent study looked at the potential impact of self-driving cars in Washington D.C., and suggests that the adoption of this technology could transform urban form and make cities more livable and sustainable. The study concludes with several street design proposals that could help shape the future of our cities. The findings of this thesis suggest that the adoption of autonomous cars has the potential to transform urban form reclaiming street space for people, it concludes with street proposals, each performing a different role in the city.

Personbilsflottan står för en stor andel av de globala CO2-utsläppen och genom vidare implementering av alternativa drivmedel kan transportsektorn i framtiden bli mer hållbar. Tekniken kring elbilar vad gäller bland annat batteriets kapacitet och bilens prestanda har under de senaste decenniet gjort stora framsteg där elbilen idag är direkt konkurrerande med en bil driven på fossila bränslen i många avseenden. Denna rapport kartlägger de drivande faktorer och hinder som elektrifieringen av personbilsflottan står inför utifrån tre perspektiv; elbilens batteri, laddningsinfrastrukturen och politiska styrmedel. Metoden för arbetet har varit en litteraturstudie samt en enkätstudie där resultatsammanställningen av varje perspektiv underströk vilka de kritiska faktorerna är. Vad gäller elbilsbatteriet visar resultaten att prisutvecklingen tillsammans med den tekniska utvecklingen av batterierna är en stor drivande kraft. Däremot är den begränsade körsträckan och batteriets känslighet vad gäller degradering av batterihälsa ett hinder. Fortsättningsvis visar resultaten att laddning som till stor andel kommer ske i hemmet är en stor drivande kraft som minimerar vikten av de hinder som består i höga investeringskostnader och påfrestningar på elnätet. Enkätstudiens resultat visar att individer ej uppfattar elbilens kortare körsträcka eller laddning som ett problem i lika stor utsträckning som litteraturstudien föreslog. Det framgick att en stor drivande kraft är politiska styrmedel då resultatet stödjer att en klar majoritet av enkätdeltagarna skulle köpt en elbil om köpkostnaden hade varit densamma som för en bensin-/dieseldriven bil. En diskussion om omställningen till el i utsläppstunga industrier inklusive transportsektorn visar att störst förändring kan ske i länder så som Sverige, Finland och Island där ländernas elmix till stor andel utgörs av renproducerad el. Avslutningsvis konstateras det att synergieffekter av utvecklingen bör tas till vara på och applicerar i andra industrier där en utökad elektrifiering är möjlig. / The passenger car fleet accounts for a large proportion of global CO2 emissions and through further implementation of alternative fuels, the transport sector can become more sustainable in the future. The technology of electric cars in terms of performance and battery capacity has, in the last decade, made great progress where the electric car today is directly competing with a car driven on fossil fuels in many respects. This report identifies the driving factors and obstacles that the electrification of the passenger car fleet faces from three perspectives; electric car battery, charging infrastructure and political instruments. The method for the work has been a literature study as well as a survey study where the results compilation of each perspective emphasized what the critical factors are. With regard to the electric car battery, the results show that the price trend together with the technical development of the batteries is a major driving force. However, the limited mileage and the sensitivity of the battery to degradation of battery health is an obstacle. Continuing, the results show that charging, which to a large extent will take place in the home, is a major driving force that minimizes the weight of the obstacles that consist in high investment costs and stress on the electricity grid. The results of the survey show that individuals do not perceive the shorter driving distance or charge of the electric car as a problem to the same extent as the literature study suggested. It turned out that a major driving force is political instruments as the result supports that a clear majority of the survey participants would have bought an electric car if the purchase cost had been the same as for a gasoline / diesel driven car. A discussion of the transition to electricity in emission-heavy industries, including the transport sector, shows that the greatest change can take place in countries such as Sweden, Finland and Iceland, where the countries' electricity mix is ​​largely made up of clean electricity. Finally, it is stated that synergy effects of the development should be exploited and applied in other industries where increased electrification is possible.

Dual-broadband and dual-pump nanosecond CARS experiments were performed to investigate the pure rotational transitions of the nitric oxide molecule. The former experiment was initially utilized to determine the pure rotational structure while the latter focused on polarization suppression of the pure rotational transitions of nitric oxide. A polarization calculation and analysis were conducted on the rotational and vibrational transitions of nitrogen, and the pure rotational transitions of nitric oxide were subjected to a similar polarization scheme. The electronic transitions that arise due to the spin-split nature of nitric oxide ground electronic energy levels were suppressed by the polarization scheme in a similar manner to the rotational S branch transitions. Results have been compared with a spectral simulation developed by Dr. Lucht, and the theory is partially presented. Comparison between simulation and experimental data yielded favorable agreement for the pure rotational transitions of nitric oxide.