This degree project is about sustainable low-cost housing in Ethiopia with a focus on CSSB-technology, which is one method of constructing houses. The project allowed me to visit Ethiopia during seven weeks in 2010, to observe, gather information and to perform tests regarding the specific subject. It is a sub-project to a larger research project initiated in 2002 at Halmstad University in an attempt to introduce low-cost housing technologies for the Kambaata Region in Ethiopia. The aim of the research project has been to develop and test new, sustainable, low-cost building technologies intended for the population, with regard to local traditions, needs and affordability. / Sustainable Low-Cost Housing for the Kambaata region in Ethiopia

The purpose with this report is to illuminate the construction solutions and the deformations that could exist in medieval parish stone churches. But also to increase the writers understanding how activity forces effect the construction of the churches. With help from literature and a practical study, containing three churches the writers have collected the material that the conclusions and discussions are built upon in this report. The construction of the churches consists of three parts, the wall, the roof and the vault. The construction solutions are similar in the churches disregard of the roof, where the roof trusses are different. The roof trusses are yet typical for the roman style. The deformations that have been found can in most cases be could usual occurring in these old churches the writers chosen to study, the needs to repairmen are today not necessary. Yet the writers think that there are deformations that should be study more thorough, to derive the origin and take suitable measure. The writers think that the deformations that effect the constructions have most of their origin in some rebuilding and lost knowledge of old building engineering.

Architecture, Engineering, Construction (AEC) and Facilities Management (FM) involve domains that require a very diverse set of information and model exchanges to fully realize the potential of Building Information Modeling (BIM). Industry Foundation Classes (IFC) provides a neutral and open schema for interoperability. Model View Definitions (MVD) provide a common subset for specifying the exchanges using IFC, but are expensive to build, test and maintain. A semantic analysis of IFC data schema illustrates the complexities of embedding semantics in model views. A software engineering methodology based on formal specification of shared resources, reusable components and standards that are applicable to the AEC-FM industry for development of a Semantic Exchange Module (SEM) structure for IFC schema is adopted for this research. This SEM structure is based on engineering ontologies that are capable of developing more consistent MVDs. In this regard, Ontology is considered as a machine-readable set of definitions that create a taxonomy of classes and subclasses, and relationships between them. Typically, the ontology contains the hierarchical description of important entities that are used in IFC, along with their properties and business rules. This model of an ontological framework, similar to that of Semantic Web, makes the IFC more formal and consistent as it is capable of providing precise definition of terms and vocabulary. The outcome of this research, a formal classification structure for IFC implementations for the domain of Precast/ Prestressed Concrete Industry, when implemented by software developers, provides the mechanism for applications such as modular MVDs, smart and complex querying of product models, and transaction based services, based on the idea of testable and reusable SEMs. It can be extended and also helps in consistent implementation of rule languages across different domains within AEC-FM, making data sharing across applications simpler with limited rework. This research is expected to impact the overall interoperability of applications in the BIM realm.

<p>Detta examensarbete har gjorts på uppdrag av SP Maskiner AB och berör längdmätningsenheten på skördaraggregatet SP451LF. Pulsgivaren i den befintliga längdmätningen anses inte nå en acceptabel livslängd och därför skall ett sensorlager prövas som ersättare.</p><p>Uppdraget består i att söka ett lämpligt sensorlager, dimensionera en komplett mäthjulslagring samt att ta fram ett konstruktionsförslag till prototyp på längdmätning.</p><p>Arbetet begränsas av att den omkonstruerade längdmätningen skall passa på SP451LF aggregatet. Det betyder att längdmätningens infästning mot aggregatet inte får förändras och dess yttermått måste hållas inom de gränser som aggregatets chassi tillåter.</p> / <p>This diploma work has been done on commission by SP Maskiner AB and affects the length meter unit on the single-grip harvester SP451LF. The pulse encoder in the present length meter has too short duration why a sensor-bearing will be tested as replacement.</p><p>The tasks are to find a suitable sensor-bearing unit, to dimension a complete measuring wheel bearing and create a construction proposal for a prototype of a length meter.</p><p>The diploma work is limited by the fact that the reworked length meter has to fit into the SP451LF harvester. That means that the length meter’s contact points on the harvester’s frame are not to be altered.</p>

Development in urban areas around the world has steadily increased in recent years. This rapid development has not been matched by the ever decreasing open space commonly associated with urban centers. Vertical construction, thus, lends itself a very useful solution to this problem. Deep excavation is often required for urban construction. Unfortunately, the ground movements associated with deep excavation can result in damage to adjacent buildings. Thus, it is critically important to accurately predict the damage potential of nearby deep excavations and designing adequate support systems. A new design method is proposed, as an attempt, to address the problem. The method is semi-empirical and directly links excavation-induced distortions experienced by nearby buildings and the components of the excavation support system. Unlike, the traditional limit equilibrium approach, the method is driven by the distortions in adjacent buildings. It goes further to propose a preliminary cost chart to help designers during the design phase. The benefit is that initial cost is known real time and will help speed up making business decisions. A new design flowchart is proposed to guide the designer through a step-by-step procedure. The method is validated using 2D Plaxis (the finite element program) simulation. Though the nature of deep excavation is three-dimensional, a plane strain condition is valid when the length of the excavation is long. Hence, two-dimensional finite element simulation was considered appropriate for this effort. Five hypothetical cases were compared and the model performed very well. The lack of available literature on this approach made verification difficult. It is hoped that future case histories will be used to ascertain the veracity of the deformation-based design method.

Aus der Einleitung: "Der Anteil erneuerbaren Energien in der Energieversorgung soll auch in den kommenden Jahren weiter ausgebaut werden. Dadurch steigt der Bedarf an großen und effizienten Windkraftanlagen (WKA) mit immer höheren Anforderungen an Materialien und Strukturen. Die hohen Belastungen und limitierenden Faktoren in Bezug auf die Lebensdauer solcher Anlagen sind meist dynamisch und abhängig von Strukturschwingungen und Belastungsanregung. Hierzu werden vermehrt Simulationstechniken eingesetzt, die in der Praxis durch den Mangel an genauen Randbedingungen unpräzise sind bzw. als Modell durch Messungen validiert werden müssen. Während typischerweise zur Erfassung von Schwingwegen Beschleunigungsaufnehmer eingesetzt werden, gestaltet sich die Implementierung solcher Messtechnik in drehenden Strukturen meist komplex und aufwändig (Ozbek et al. 2010). Der Einsatz optischer Messtechnik ist im Vergleich einfacher und kann potentiell die Optimierung von Simulationsmodellen unterstützen (Ozbek et al. 2010, Schmidt-Paulsen et al. 2009, 2011)."

The focus of this study is to investigate the cracking of concrete bridge decks and the sealants used in repairing transverse cracks. Cracking could occur in both hardened mature concrete and early age concrete. Several factors affect concrete cracking, such as age-dependent material properties, thermal- and moisture-related stresses and strains, material viscoelastic behavior, restraints, concrete expansion and contraction, casting sequence, formwork, material characteristics, and environmental exposure. The causes of early age cracking are primarily attributed to effects such as plastic shrinkage, temperature effects, autogenous shrinkage, and drying shrinkage. This deck cracking could greatly reduce durability, lead to a loss of functionality, loss of stiffness, and ultimately the loss of structural safety. The study investigates the deck cracking in general and also the transverse cracks developed in hardened concrete at early ages before service loads application. Both experimental and analytical investigations were performed. The experimental study included testing of 9 reinforced concrete slab specimens (18”x 48”x 5.5”). Cracks were induced in the slabs with different crack widths and lengths, sealed with 4 different materials of sealants, and tested under static loading. The study also included tensile testing of dry hardened samples of sealants. In addition, field application was performed on a bridge, where transverse deck cracks were sealed using 4 different sealant materials; cores were taken and tested according to ASTM-C496. The results of the testing showed that the 3-part HMWM was the best performing sealer for cracks between 0.01 and 0.019 inches of width with the epoxy sealer performing the best for cracks wider than 0.02 inches.

Static speed limits are the norm across the world’s roadway networks. However, advances in technology and increased applications in intelligent transportation systems (ITS) provide a mechanism for upgrading traditional speed limits into an active traffic management system. More specifically, variable speed limits (VSLs) can be used in high crash severity locations and in real-time congestion and weather events to increase traffic safety and operations. Much of the available literature on VSLs focuses upon crash prediction algorithms for VSLs, simulations, and effectiveness of real-world VSL implementations. One noticeable gap in the existing literature is related to driver compliance under varied configurations of alerting drivers of the variable speeds. An additional gap in literature is related to existence of a conceptual framework for identifying optimal corridors for potential VSL implementation. Within this thesis drivers’ willingness to comply with VSLs was investigated via focus groups and static surveys during the experimental process. Connections are made between driver speed choice and type of speed limit condition including uniform speed vi limit (USL) versus VSL, overhead mount versus side mount, presence of an explanatory message, and the numerical speed limit value. An analysis of the survey results was completed to isolate critical factors in VSL compliance. Opinions and perspectives on VSLs are derived through the focus group sessions Lastly, a case study approach is presented in which a region is chosen, and implementation metrics are analyzed on the major roadway networks using a GIS platform to create a composite ranking system for potential optimal VSL corridors. The study aims to be used as a foundation to justify use of certain types of VSLs in addition to creating a conceptual framework for VSL implementation zone identification.

The very foundation of transportation relies on its ability to efficiently move people and goods through a transitional space. Transportation hubs are key to achieving this goal. However, many transit terminals are outdated or poorly designed to fit the needs of the modern world. At the core of this thesis are two overarching questions. First, how do we design intermodal transit terminals so that they successfully integrate into an existing urban fabric? Second, how do we design for innovative modes of transportation, such as hyperloop technology? This thesis explores how architectural design can recover existing transit connections within an urban context and provide new modes of transportation for a faster and more efficient user experience. Exploring the current issues within the transit sector today was a major focus of this research as well as selecting a site within an active city center. Furthermore, research into the emergence of new modes of transportation, like hyperloop technology and autonomous vehicles helped to identify potential transit solutions. Much of this research investigated the history of transit centers in addition to studying several important case studies that facilitated a solution to improving transit connections. Several design options were explored through this research and a selected design was integrated into a final design solution to help lay the path for a more efficient future in transit architecture.

We live in an age defined by the automobile and its infrastructure. This paradigm of movement has shaped how we live our lives, and the urban frameworks we inhabit. Cars as a form of transportation damage the environment and engender unsustainable lifestyles. They also create anti-social spaces with the infrastructure they require, and therefore their success is inverse to that of the pedestrian experience. I seek to adapt this transit paradigm with a more flexible and resilient multimodal system. My work focuses on reinvigorating a rail line in central Massachusetts and designing a modular station system that can serve as a new kind of civic architecture. The station grows and shrinks between towns of different sizes, and over time. It slots into existing communities with little disruption, and is programmatically fluid and diverse, such that an array of stakeholders become invested in its success. It also presents as a new type of civic architecture; a building that represents a larger system, while also maintaining its place in local communities.