This study assesses the viability of temporarily halting wind turbine operations as amitigation measure to protect bird populations during migration periods. Conducted in thenorthern Baltic, it examines the migration patterns, timings, and altitudes of various birdspecies, aiming to identify the most critical times for implementing turbine stoppages.Utilizing statistical analyses, including F-tests to evaluate migration intensity differencesamong species, the report proposes that strategic, short-duration shutdowns cansignificantly reduce avian collisions. The research emphasizes the importance of species-specific approaches and evaluates the cost-effectiveness of various bird collision reductiontechniques, such as blade painting and thermal detection for dynamic shutdowns. Thisapproach seeks to balance the ecological impact of wind turbines with the necessity forrenewable energy development, offering practical solutions that could enhance biodiversityconservation efforts without substantially compromising energy production efficiency.

京都大学 / 新制・課程博士 / 博士(薬科学) / 甲第23135号 / 薬科博第134号 / 新制||薬科||15(附属図書館) / 京都大学大学院薬学研究科薬科学専攻 / (主査)教授 石濱 泰, 教授 松﨑 勝巳, 教授 加藤 博章 / 学位規則第4条第1項該当 / Doctor of Pharmaceutical Sciences / Kyoto University / DFAM

This study assesses the viability of temporarily halting wind turbine operations as amitigation measure to protect bird populations during migration periods. Conducted in thenorthern Baltic, it examines the migration patterns, timings, and altitudes of various birdspecies, aiming to identify the most critical times for implementing turbine stoppages.Utilizing statistical analyses, including F-tests to evaluate migration intensity differencesamong species, the report proposes that strategic, short-duration shutdowns cansignificantly reduce avian collisions. The research emphasizes the importance of species-specific approaches and evaluates the cost-effectiveness of various bird collision reductiontechniques, such as blade painting and thermal detection for dynamic shutdowns. Thisapproach seeks to balance the ecological impact of wind turbines with the necessity forrenewable energy development, offering practical solutions that could enhance biodiversityconservation efforts without substantially compromising energy production efficiency.

Collision avoidance systems (CASs) are being developed and fielded to reduce the number and severity of rear-end crashes. Kinematic algorithms within CASs evaluate sensor input and apply assumptions describing human-response timing and deceleration to determine when an alert should be presented. This dissertation presents an analytic assessment of dynamic function and performance CASs and associated driver performance for preventing automotive rear-end crashes. A method for using naturalistic data in the evaluation of CAS algorithms is described and applied to three algorithms. Time-series parametric data collected during 13 rear-end crashes and 70 near-crashes are input into models of collision avoidance algorithms to determine when the alerts would have occurred. Algorithm performance is measured by estimating how much of the driving population would be able to respond in the time available between when an alert would occur and when braking was needed. A sensitivity analysis was performed to consider the effect of alternative inputs into the assessment method. The algorithms were found to warn in sufficient time to permit 50–70% of the population to avoid collision in similar scenarios. However, the accuracy of this estimate was limited because the tested algorithms were found to alert too frequently to be feasible. The response of the assessment method was most sensitive to differences in assumed response-time distributions and assumed driver braking levels. Low-speed crashes were not addressed by two of the algorithms. Analysis of the events revealed that the necessary avoidance deceleration based on kinematics was generally less than 2 s in duration. At the time of driver response, the time remaining to avoid collision using a 0.5g average deceleration ranged from â 1.1 s to 2.1 s. In 10 of 13 crashes, no driver response deceleration was present. Mean deceleration for the 70 near-crashes was 0.37g and maximum was 0.72g. A set of the events was developed to measure driver response time. The mean driver response time was 0.7 s to begin braking and 1.1 s to reach maximum deceleration. Implications for collision countermeasures are considered, response-time results are compared to previous distributions and future work is discussed. / Ph. D.

At leading twist, the spin structure of the nucleon is described by three fundamental parton distribution functions (PDFs): unpolarized PDFs (f_1 (x)), helicity PDFs (g_1 (x)), and transversity PDFs (h_1^q (x)). Unlike f_1 (x) and g_1 (x), h_1^q (x) is a chiral-odd function that must couple with another chiral-odd function to manifest in experimentally observable chiral-even physical quantities such as cross-sections or asymmetries. Due to its chiral-odd nature, h_1^q (x) remains inaccessible in inclusive deep inelastic scattering (DIS) experiments, where f_1 (x) and g_1 (x) garner a larger amount of experimental data to constrain them, hence making h_1^q (x) one of the least constrained fundamental PDFs. In the Standard Model, only a few channels exist where h_1^q (x) couples with another chiral-odd function. The production of di-hadron in the final state from transversely polarized pp collisions represents one of the theoretically cleanest channels, where h_1^q (x) couples with another chiral-odd distribution function known as the interference fragmentation function (IFF, H_1^∢ (z,M_h^2)) and gives experimentally observable di-hadron azimuthal correlation asymmetry (A_UT^sin⁡(φ_RS ) ). This thesis work presents the most precise measurement, to date, of the di-pion A_UT^sin⁡(φ_RS ) in the mid-pseudorapidity region (-1 <η<1) using STAR 2017 transversely polarized pp data at a center-of-mass energy (√s) of 500 GeV. In 2017, STAR collected a dataset of 350 pb^(-1), approximately 15 times larger than the previous STAR 2011 dataset. Consequently, this new dataset improves the statistical precision of A_UT^sin⁡(φ_RS ) by a factor of 4, which will contribute significantly to constraining the h_1^q (x) in the global analyses.¬ / Physics

Yes / The only available solution in the IEEE 802.22 standard for avoiding collision amongst various contending customer premises equipment (CPEs) attempting to associate with a base station (BS) is binary exponential random backoff process in which the contending CPEs retransmit their association requests. The number of attempts the CPEs send their requests to the BS are fixed in an IEEE 802.22 network. This paper presents a mathematical framework that helps the BS in determining at which attempt the majority of the CPEs become part of the wireless regional area network from a particular number of contending CPEs. Based on a particular attempt, the ranging request collision probability for any number of contending CPEs with respect to contention window size is approximated. The numerical results validate the effectiveness of the approximation. Moreover, the average ranging success delay experienced by the majority of the CPEs is also determined.

Frontal motor vehicle collisions (MVCs) resulted in 10,813 fatalities and 937,000 injuries in 2014, which is more than any other type of MVC. In order to mitigate the injuries and fatalities resulting from MVCs, new safety restraint technologies and more biofidelic anthropomorphic test devices (ATDs) have been developed. However, the biofidelity of these new ATDs must be evaluated, and the mechanisms of injury must be understood in order to accurately predict injury. Evaluating the biomechanical response, injury mechanisms, and injury threshold of the thorax are particularly important because the thorax is one of the most frequently injured body regions in MVCs. Furthermore, sustaining a severe thoracic injury in an MVC significantly increases mortality risk. The overall objective of this dissertation was to evaluate the biomechanical responses of human surrogates under various frontal loading conditions. This objective was divided into three sub-objectives: 1) to evaluate the biofidelity of the current frontal impact ATDs, 2) to evaluate the effect of different safety restraints on occupant responses, and 3) to evaluate rib material properties with respect to sex, age, structural response, and loading history. In order to meet sub-objectives 1 and 2, full-scale frontal sled tests were performed on three different human surrogates: the 50th percentile male Hybrid III (HIII) ATD, the 50th percentile male Test Device for Human Occupant Restraint (THOR-M) ATD, and approximately 50th percentile male post-mortem human surrogates (PMHS). All surrogates were tested under three safety restraint conditions: knee bolster (KB), KB and steering wheel airbag (KB/SWAB), and knee bolster airbag and SWAB (KBAB/SWAB). The kinematic, lower extremity, abdominal, thoracic, and neck responses were then compared between surrogates and restraint conditions. In order to assess biofidelity, the ATD responses were compared to the PMHS responses. For both the kinematic and thoracic responses, the HIII and THOR-M had comparable biofideltiy. However, the HIII responses were slightly more biofidelic. The ATDs experienced similar lower extremity kinetics, but very different kinetics at the upper and lower neck due to differences in design. Evaluation of the different restraint conditions showed that the SWAB and KBAB both affected injury risk. The SWAB decreased head injury risk for all surrogates, and increased or decreased thoracic injury risk, depending on the surrogate. The KBAB decreased the risk of femur injury, but increased or decreased tibia injury risk depending on the surrogate and injury metric used to predict risk. In order to meet sub-objective 3, the tensile material properties of human rib cortical bone and the structural properties of whole ribs were quantified at strain rates similar to those observed in frontal impacts. The rib cortical bone underwent coupon tension testing, while the whole ribs underwent bending tests intended to simulate loading from a frontal impact. The rib material properties accounted for less than 50% of the variation observed in the whole rib structural properties, indicating that other factors, such as rib geometry, were also influencing the structural response of whole ribs. Age was significantly negatively correlated with the modulus, yield stress, failure strain, failure stress, plastic strain energy density, and total strain energy density. However, sex did not significantly influence any of the material properties. Cortical bone material properties were quantified from the ribs that underwent the whole rib bending tests and subject-matched, untested (control) ribs in order to evaluate the effect of loading history on material properties. Yield stress and yield strain were the only material properties that were significantly different between the previously tested and control ribs. The results of this dissertation can guide ATD and safety restrain design. Additionally, this dissertation provides human surrogate response data and rib material property data for the validation of finite element models, which can then be used to evaluate injury mitigation strategies for MVCs. / PHD / Frontal motor vehicle collisions (MVCs) resulted in 10,813 fatalities and 937,000 injuries in 2014, which is more than any other type of MVC. In order to mitigate the injuries and fatalities resulting from MVCs, new safety restraint technologies, e.g., seat belts, and more biofidelic (human-like) anthropomorphic test devices (ATDs), i.e., crash test dummies, have been developed. However, the biofidelity of these new ATDs must be evaluated, and the mechanisms of injury must be understood in order to accurately predict injury. Evaluating the biomechanical response, injury mechanisms, and injury threshold of the thorax (chest) are particularly important because the thorax is one of the most frequently injured body regions in MVCs. Furthermore, sustaining a severe thoracic injury in an MVC significantly increases the risk of death. The overall objective of this dissertation was to evaluate the biomechanical responses of human surrogates under various frontal loading conditions. This objective was divided into three sub-objectives: 1) to evaluate the biofidelity of the current frontal impact ATDs, 2) to evaluate the effect of different safety restraints on occupant responses, and 3) to evaluate rib material properties with respect to sex, age, structural response, and loading history. In order to meet sub-objectives 1 and 2, frontal crash tests were simulated in the laboratory using a crash sled. These sled tests were performed on three different human surrogates: the Hybrid III (HIII) ATD, the Test Device for Human Occupant Restraint (THOR-M) ATD, and post-mortem human surrogates (PMHS), i.e., cadavers. All surrogates were tested under three safety restraint conditions: knee bolster (KB), KB and steering wheel airbag (KB/SWAB), and knee bolster airbag and SWAB (KBAB/SWAB). The kinematic (body movements), lower extremity, abdominal, thoracic, and neck responses were then compared between surrogates and restraint conditions. In order to assess biofidelity, the ATD responses were compared to the PMHS responses. For both the kinematic and thoracic responses, the HIII and THOR-M had comparable biofideltiy. However, the HIII responses were slightly more biofidelic. The ATDs experienced similar lower extremity kinetics (forces and moments), but very different kinetics at the upper and lower neck due to differences in design. Evaluation of the different restraint conditions showed that the SWAB and KBAB both affected injury risk. The SWAB decreased head injury risk for all surrogates, and increased or decreased thoracic injury risk, depending on the surrogate. The KBAB decreased the risk of femur injury, but increased or decreased tibia injury risk depending on the surrogate and how injury risk was predicted. In order to meet sub-objective 3, the material properties of human rib cortical bone and the structural response of whole ribs were quantified under experimental conditions reminiscent of what the bone would experience during a frontal impact. The rib cortical bone underwent material testing, while the whole ribs underwent bending tests intended to simulate a frontal impact. The rib material properties only partially influenced the structural response of the whole rib. This indicated that other factors, such as rib shape and thickness, were also influencing the structural response. Age was correlated to a decrease in several material properties. However, there was no significant difference between male and female material properties. Some differences in material properties were observed in cortical bone from fractured and intact ribs, indicating that the fracture influenced the rib material properties. results of this dissertation can guide ATD and safety restrain design. Additionally, this dissertation provides human surrogate response data and rib material property data for finite element (computer) models, which can then be used to evaluate injury prevention strategies for MVCs.

In the driving task, vision, hearing, and the haptic senses are all used by the driver to gather required information. Future Intelligent Transportation Systems components are likely to further increase the volume of information available to or required by the driver, particularly in the case of commercial vehicle operators. The use of alternate modalities to present in-vehicle information is a possible solution to the potential overload of the visual channel. Auditory icons have been shown to improve operator performance and decrease learning and response times, not only in industrial applications, but also as emergency braking warnings. The use of auditory icons in commercial truck cabs has the potential to increase the number of auditory displays that can be distinguished and understood by commercial vehicle operators, and this experiment sought to determine the utility of auditory icons in that situation. Nine auditory icons were evaluated by commercial vehicle operators as they drove an experimental vehicle over public roads. A comparison of the data collected in the truck-cab environment to data collected in a laboratory study on the same auditory icons revealed some differences in the perceived meaning, perceived urgency, and association with the auditory icons' intended meanings between the two conditions. The presence of these differences indicates that driver evaluations of auditory icons can be affected by the environment, and testing should therefore be conducted in a situation that approximates the end-user environment as closely as possible. A comparison of the drivers' brake response times across the three warning conditions (no warning, auditory icon, and soft braking) was also conducted on a closed, secure handling course. Dependent measures included overall brake reaction time and its components, steering response time, time to initial driver action, and categorical measures of driver responses (steering, swerving, braking, and stopping). The results indicated numerically shorter mean response times (on the order of 0.5 seconds for Total Brake Response Time) for the two conditions with warnings, but the differences were not statistically significant. The most likely reason for this lack of significance is the extreme between-subject variability in response times in the no warning condition. An analysis of the response time variance across the three conditions did indicate significantly less variability in operator responses in the two warning conditions. Two of the five dependent measures (Brake Pedal Contact Time and Total Brake Response Time) exhibited significantly reduced variance in the auditory icon warning condition compared to the no warning condition. The soft braking warning condition exhibited significantly reduced variance for four of the dependent measures (Accelerator Reaction Time, Brake Pedal Contact Time, Total Brake Response Time, and First Reaction Time). These results indicate that a soft braking stimulus like that used in this study could potentially prove to be a more effective emergency braking warning than simple auditory warnings alone. / Master of Science

Mémoire numérisé par la Direction des bibliothèques de l’Université de Montréal / Les étoiles massives (M≥8M.) deviennent des supernovae de type II à la fin de leur vie. Ce phénomène explosif est caractérisé par l'effondrement du cœur de Fer (56Fe) qui, sous l'influence de sa propre gravité se détache des couches externes qui l'enveloppent. La théorie prédit que le cœur de l'étoile survit à cette explosion sous la forme d'une étoile à neutrons. Cette dernière pourrait subir une collision avec une autre étoiles à neutrons. Comme résultat d'une telle collision, il y aura une expulsion de la matière neutronique. Pour décrire ces deux processus d'effondrement et de décompression, on doit posséder une bonne équation d'état. Or, dans la plupart des études sur la matière nucléaire dans les étoiles massives en implosion, les intégrales se trouvant dans les quantités fondamentales telles que la pression, l'énérgie et l'entropie des électrons ont été représentés par des expressions approchées de Chandrasekhar. Cependant, ces approximations ne sont plus valables à certaines conditions (basse densité et haute température), et il nous est impossible de savoir ce qui se passe dans le milieu stellaire dans de telles conditions; et même dans le cas où ces approximations sont valables, plusieurs questions se posent toujours sur le degré d'erreur dû à ces approximations qui peuvent être, parfois, trompeuses. Dans notre étude on a pris en considération l'effet de création de paires qu'aura lieu dans le milieu stellaire à des basses densités et hautes températures; l'inclusion de ce détail constitue un élément nouveau de cette étude. Le but de ce mémoire consiste à mener un calcul exact pour toutes les quantités physiques de l'équation d'état en évaluant numériquement ces intégrales, et aussi à voir quelles contributions elles peuvent apporter lors de leurs insertion dans des programmes déjà développés au Département de Physique de l'Université de Montréal, mais qui utilisent seulement des approximations. La bonne précision de nos calculs d'intégrales et les différentes méthodes utilisées pour vérifier leurs valeurs numériques nous a permis de faire des corrections importantes à toutes les quantités physiques de l'équation et, surtout, à l'entropie et l'énergie libre de Helmholtz. Ce calcul nous a permis aussi de déterminer les domaines de validité des expressions approchés de Chandrasekhar, souvent utilisées par les astrophysiciens, et celles de la limite "bulle chaude".

Air corridors are an integral part of the advanced air mobility infrastructure. They are the virtual highways in the sky for transportation of people and cargo in the controlled airspace at an altitude of around 1000 ft. to 2000 ft. above the ground level. This paper presents fundamental insights into the design of air corridors with high operational efficiency as well as zero collisions. It begins with the definitions of air cube, skylane or track, intersection, vertiport, gate, and air corridor. Then, a multi-layered air corridor model is proposed. Traffic at intersections is analyzed in detail with examples of vehicles turning in different directions. The concept of capacity of an air corridor is introduced along with the nature of distribution of locations of vehicles in the air corridor and collision probability inside the corridor are discussed. Finally, the results of simulations of traffic flows are presented.