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Återbruket ligger mellan Järna och Södertälje i området Lerhaga. Byggnaden är placerad  invid Tvetavägen och i anslutning till Tveta Återvinningscentral. I Återbrukets lager sorteras återbrukbart material, från högarna på Tvetatippen, i olika kategorier på hyllor och i lådor så den behövande lätt kan hitta vad den söker. I huset hålls även föreläsningar, workshops och utställningar för att visa på alla möjligheter återvinning och återbruk skapar. Pick-up-lagret är Återbrukets ansikte utåt mot Tvetavägen. Förbipasserande trafikanter lockas att på ett smidigt sätt stanna till och köpa billigt och återbrukat material som lätt kan lastas in i bilen. Om du inte har en bil eller möjlighet att transportera materialet du köper finns det både släp och flyttbilar att låna, allt för att underlätta så lokalbefolkningen väljer återbruk framför att köpa nytt.Återbruket är byggt av återbrukat tegel och i så stor utsträckning som möjligt av återbrukat material. De träd som avverkats för att placera Återbruket på just den här specifika platsen har blivit byggmaterial till möblerna i huset. Det diagonala taket kom fram efter många olika versioner av vinklade sadeltak och tar inspiration från ladorna i närliggande bebyggelse. Taket ger de 3 delarna i byggnaden ett samspel och ger fasaderna ett uttrycksfullt möte med taket. Teglet ger Återbruket ett stationärt uttryck som visar på att storskaligt återbruk härmed är en given del i återvinningsprocessen och i Södertälje kommun. / House of Upcycling is located in between Järna and Södertälje in the area Lerhaga. The building is placed by Tvetavägen and in close proximity to Tveta Recycling Center. Reusable materials from Tveta Recycling Center are categorically sorted on shelves and in boxes in the House of Upcycling’s warehouse. This so that anyone in need easily can find what they are looking for. The house also offers lectures, workshops and exhibitions to show all the possibilities that recycling and upcycling creates. The by car-accessible pick-up warehouse is the House of Upcycling’s face outwards towards Tvetavägen. Passers-by are tempted to stop and buy cheap and recycled materials that they can easily load into their car. If you do not have a car or the opportunity to transport the material you buy, there are both trailers and trucks to borrow, all to make it easier for the locals to choose recycled over purchasing newly produced materials.The House of Upcycling is built from recycled brick and the furniture in the house were built with the wood from the trees that were chopped down to build the house on this specific site.The diagonal roof emerged after many different versions of angled saddle roofs and is inspired by the barns located nearby. The roof gives the 3 parts of the building an interplay and gives the facades an expressive meeting with the roof. The brick walls give House of Upcycling a stationary expression that shows that large-scale recycling hereby is a given part of the recycling process and in Södertälje municipality.

This thesis is concerned with presenting analyses regarding key ethical issues regarding and arising from the development and potential use of gene drive modified mosquitoes for the purpose of malaria elimination. Each of the chapters constituting this thesis offers a rigorously researched analysis which attempts to answer questions thus far unanswered in the academic literature. Chapter one explores whether the development and use of this technology can be fairly considered unethical in principle; concluding it cannot be. Chapter two explores the appropriate relationship between this technology and the precautionary principle, a prominent regulatory and governance principle which has been invoked as ostensible support for an indefinite global moratorium on all gene drive technology. The chapter concludes that the precautionary principle, at least as articulated by UNESCO, does not provide justification for a global moratorium on gene drive technology. In fact, the precautionary principle is likely unfit as a regulatory norm for some kinds of gene drive products and purposes. Chapter three was co-authored with Delphine Thizy, Global Stakeholder Engagement Manager for Target Malaria, one of the leading consortiums working on research and development of gene drive biotechnology for malaria control. Together we articulate the ethical principles selected to guide Target Malaria’s stakeholder engagement, as well as provide the rationale for their selection and expound upon some early lessons from their implementation. Chapter four offers an analysis with the goal of locating the ethically appropriate locus of political organization from which to seek permission for a gene drive modified organism release into the shared environment. The chapter considers the appropriateness of each of the following levels of political organization: consent of individuals, local communities, nation states, and international governance institutions. The conclusion arrived at, with some caveats, is that such a decision is most appropriately issued by a nation state. / Thesis / Doctor of Philosophy (PhD) / This thesis is concerned with presenting analyses regarding key ethical issues regarding and arising from the development and potential use of gene drive modified mosquitoes for the purpose of malaria elimination. Chapter one explores whether the development and use of this technology can be fairly considered unethical in principle; concluding it cannot be. Chapter two explores the appropriate relationship between this technology and the precautionary principle, a prominent regulatory and governance principle which has been invoked as ostensible support for an indefinite global moratorium on all gene drive technology. Chapter three articulates, expounds, and provides rationale for the ethical principles selected to guide stakeholder engagement by Target Malaria, one of the leading consortiums working on research and development of gene drive biotechnology for malaria control. Chapter four attempts to locate the ethically appropriate locus of political organization from which to seek permission for a gene drive modified organism release.

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One of the benefits of electric vehicles (EVs) and hybrid vehicles (HVs) is their potential to recuperate braking energy. Regenerative braking (RB) will minimize duty levels on the brakes, giving advantages including extended brake rotor and friction material life and, more significantly, reduced brake mass and minimised brake pad wear. In this thesis, a mathematical analysis (MATLAB) has been used to analyse the accessibility of regenerative braking energy during a single-stop braking event. The results have indicated that a friction brake could be downsized while maintaining the same functional requirements of the vehicle braking in the standard brakes, including thermomechanical performance (heat transfer coefficient estimation, temperature distribution, cooling and stress deformation). This would allow lighter brakes to be designed and fitted with confidence in a normal passenger car alongside a hybrid electric drive. An approach has been established and a lightweight brake disc design analysed FEA and experimentally verified is presented in this research. Thermal performance was a key factor which was studied using the 3D model in FEA simulations. Ultimately, a design approach for lightweight brake discs suitable for use in any car-sized hybrid vehicle has been developed and tested. The results from experiments on a prototype lightweight brake disc were shown to illustrate the effects of RBS/friction combination in terms of weight reduction. The design requirement, including reducing the thickness, would affect the temperature distribution and increase stress at the critical area. Based on the relationship obtained between rotor weight, thickness and each performance requirement, criteria have been established for designing lightweight brake discs in a vehicle with regenerative braking. / Ministry of Higher Education of Malaysia

Driving has become a very common activity for most of the people around the world today. People are becoming more and more dependent on vehicles, contributing to the growth of automotive industry. New vehicles are released regularly into the market in order to meet the high demand. With the increase in demand, the importance of vehicle testing has also increased by many folds. Besides testing new vehicles for their performance prediction, existing vehicles also need to be tested in order to check their compliance to safety standards. Drive Cycles that have been traditionally defined as velocity over time profiles are used as vehicle testing beds. The need for re-defining drive cycles is demonstrated through the high deviations between the predicted and the actual performance values. As such, a new approach for defining automotive drive cycles, Journey Mapping, is proposed. Journey Mapping defines a drive cycle more realistically as the journey of a particular vehicle from an origin to the destination, which during its journey is influenced by various conditions such as weather, terrain, traffic, driver behavior, road , vehicle and aerodynamic. This concept of Journey Mapping has been implemented using AMESim for a Ford Focus Electric 2012. Journey Mapping was seen to predict its energy consumption with about 5% error; whereas, the error was about 13% when it was tested against the US06 cycle, which provided the most accurate results out of the various traditional drive cycles used for testing for the selected scope. / Thesis / Master of Applied Science (MASc)

<p> A solution to an industrial problem of designing a hydrostatic drive system for logging vehicles is presented. A computer program using Land and Doig's method of Branch and Bound Mixed Integer Programming is used to obtain an optimal solution to the problem. A comprehensive users guide to allow the use of the program by unsophisticated users is provided. </p> <p> An attempted alternate method of solution using the Gomory method of Integer Programming is presented and reasons for its failure discussed. </p> / Thesis / Master of Engineering (MEngr)

Работа посвящена моделированию устройства затравки для машины непрерывного литья заготовки(МНЛЗ) ЭСПЦ ПАО "ММК" в программном пакете Matlab. В первом разделе: описаны основные виды разливки стали, выполнен обзор конструкции аналогичных МНЛЗ по литературным материалам, что позволило рассмотреть конструктивные особенности аналогичных машин, технических характеристик и принципов действия МНЛЗ. А так же была рассмотрена работа кристаллизатора МНЛЗ, конструкция устройства затравки в ЭСПЦ ПАО «ММК». Во втором разделе: описана общие особенности гидроприводов, далее описан гидропривод устройства затравки, рассчитан и выбран гидроцилиндр(ГЦ), рассчитаны основные расходы жидкости в ГЦ, проверена устойчивость ГЦ во время работы, расчёт произведён в системе компьютерной алгебры Matcad, выбрана рабочая жидкость, а так же её альтернатива. Раздел три посвящен: построению кинематики и постановке кинематических связей механизма затравки в Matlab, построению 3d моделей основных частей устройства, настройке рабочих блоков, а так же настройке работы тянущей клети. Раздел четыре посвящен: построению гидропривода механизма затравки в Matlab, построению рабочих блоков и их настройка, настройке работы распределителя гидропривода, переводу сигнала гидравлики в возвратно- поступательную работу кинематики. Пятый раздел подводит итоги работы: проверка результатов и их анализ, а так же предложения по дальнейшей модернизации системы. / This work is devoted to simulation of the dummy bar for the continuous casting machine of the electric furnace shop of Public Joint Stock Company " Magnitogorsk Iron and Steel Works" in the "Matlab" environment. In the first section: the main types of steel casting are described, a review of the design of similar CCM’s according to literary materials is carried out, which allowed us to consider the design features of similar machines, technical characteristics and principles of operation of CCM. The work of the CCM crystallizer, the design of the dummy bar in the electric furnace shop of MMK PJSC was considered as well. In the second section: the general features of hydraulic drives are described, the hydraulic drive of the dummy bar is further described, the hydraulic cylinder (HC) is calculated and selected, the main fluid flow rates in HC are calculated, the stability of HC during operation is checked, the calculation is made in the Mathcad computer algebra system, the working fluid is selected, as well as its alternative. Section three is devoted to: building kinematics and setting kinematic connections of the dummy bar in Matlab, building 3d models of the main parts of the device, setting up working blocks, as well as setting up the operation of the withdrawal-roll set. Section four is devoted to: the construction of the hydraulic drive of the dummy bar in Matlab, the construction of working blocks and their adjustment, the adjustment of the hydraulic drive distributor, the translation of the hydraulics signal into the reciprocating operation of kinematics. The fifth section summarizes the results of the work: verification of the results and their analysis, as well as proposals for further modernization of the system.

The aim of this project is to design and implement a drive system and a driving strategy for a lightweight, battery-driven rail vehicle partaking in the Delsbo Electric student competition. The goal of the competition is to create a vehicle which consumes as little energy as possible.  A simulation model of the vehicle is developed in Simulink, based on existing hybrid car models. Different drive cycles are written in MATLAB and tested in the vehicle simulation, which calculates energy consumption, power and torque usage and other important data. This data is used to select an optimal driving strategy and dimension the drive system components.  The final drive system design consists of a permanent-magnet synchronous motor powered by lead acid batteries and controlled by a microcontroller and motor driver through a user interface consisting of a control board with buttons and switches.  The chosen driving strategy combines slow acceleration and constant speed in slopes with the pulse and glide strategy on flat parts of the track. The simulation shows a total energy consumption of 0.67 Wh/person and km, which is in the same order of magnitude as results from previous years, which is promising for the competition. However, the actual energy consumption can not be known until the vehicle has been built and tested. There is a lot of uncertainty around its parameters at this stage, which affects the reliability of the simulations. / Syftet med det här projektet är att designa och implementera ett drivsystem och en körstrategi för ett lättviktigt, batteridrivet rälsfordon. Fordonet ska användas i studenttävlingen Delsbo Electric. Målet med tävlingen är att bygga ett fordon som förbrukar så lite energi som möjligt.  För att göra detta utvecklas en simuleringsmodell av fordonet i Simulink, baserat på redan existerande modeller av hybridbilar. Olika körprogram skrivs i MATLAB och testkörs i modellen, som beräknar energiåtgång, använd effekt och vridmoment och annan viktig data. Dessa värden används sedan för att optimera körstrategin och dimensionera drivsystemets komponenter.  Det färdigdesignade drivsystemet består av en permanentmagnetiserad synkronmotor som matas från blyackumulatorer och styrs av en mikrokontroller och en driver via en kontrollpanel med knappar och switchar. Den valda körstrategin kombinerar låg acceleration och konstant hastighet i backarna med pulse-and-glide-strategin på de platta delarna av banan. Enligt simuleringarna ger den en total energiåtgång på 0.67 Wh/person-km, vilket är i samma storleksordning som tävlingsresultat från tidigare år. Detta bådar gott inför tävlingen, men det går inte att veta hur stor den faktiska energiförbrukningen kommer bli förrän fordonet är byggt och testat. Än så länge är många av dess parametrar osäkra, vilket påverkar tillförlitligheten hos simuleringarna. / Kandidatexjobb i elektroteknik 2022, KTH, Stockholm

Current return-to-drive recommendations for patients following rotator cuff repair (RCR) surgery are not uniform due to a lack of empirical evidence relating driving safety and time-after-surgery. To address the limitations of previous work, Badger et al. (2022) evaluated, on public roads, the driving fitness of patients prior to RCR and at multiple post-operative timepoints. The goal of the Badger, et al. study was to make evidence-based return-to-drive recommendations in an environment with higher fidelity than that of a simulator and not subject to biases inherent to surveys. Badger et al., however, do not fully investigate the driving practices exhibited by subjects, overlooking the potential presence of compensatory driver behaviors. Further investigation of these behaviors through observation of direct driving techniques and practices over time can specifically answer how drivers may modify their behaviors to address a perceived state of impairment. Additionally, the degree of success in vehicle operation by comparing an ideal turn to the path taken by the driver allows for a level of quantification of the effectiveness of the compensatory techniques. Moreover, driver trajectories inferred from the vehicle Controller Area Network (CAN) metrics and from global positioning system (GPS) coordinates are contrasted with the ideal turn to assess minimum requirements for future sensors that are used to make these trajectory comparisons. This investigation leverages pre-existing data collected by the Virginia Tech Transportation Institute (VTTI) and Carilion Clinic as used in the analysis performed by Badger et al. (2022). RCR patients (n=27) executed the same prescribed driving maneuvers and drove the same route in a preoperative state and at 2-, 4-, 6-, and 12-weeks post operation. Behavioral data were annotated to extract key characteristics of interest and related them to relevant vehicle sensor readings. To construct vehicle paths, data was obtained from the on-board data acquisition system (DAS). Behavioral metrics considered the use of ipsilateral vehicle controls, performance of non-primary vehicle tasks, and steering techniques utilized to assess the impact of mobility restrictions due to sling use. Sling use was found to be a significant factor in use of the non-ipsilateral hand associated with the operative extremity (i.e., operative hand) on vehicle functions and, in particular, difficulty with the gear shifting control. Additionally, when considering the performance of non-primary vehicle tasks as assessed through a prescribed visor manipulation, sling use was not a significant factor for the task duration or completion of the task in a fluid motion. Sling use was, however, significant with respect to operative hand position prior to the completion of the visor manipulation: the operative hand was often not on the steering wheel prior to the visor maneuver. In addition, the operative hand was never used to manipulate the visor when the sling was worn. One-handed steering was also more frequent with the presence of the sling. Further behavioral analysis assessed the presence of compensatory behavior exhibited by subjects during periods in which impairment was perceived. Perceived impairment was observed as a function of the different experimental timepoints. Findings indicated a significant decrease in the lateral vehicle jerk during post-operative weeks 6 and 12. Significant differences, however, were not observed in body position alteration to avoid contact with the interior vehicle cabin, in over-the-shoulder checks, and in forward leans during yield and merge maneuvers. Regarding trajectory analysis, sling use did not produce a significant difference in the error metrics between the actual and ideal paths. In completion of turning maneuvers, however, operative extremity was significant for left turns, with greater error against the ideal path observed from those in the left operative cohort compared to those in the right operative cohort. For the right turn, however, operative extremity was not found to be a significant factor. In addition, the GPS data accuracy proved insufficient to support comparison against the ideal path. Overall, findings from this study provide metrics beyond those used in Badger, et al. that can be used in answering when it is safe for rotator cuff repair patients to return-to-drive. With the limited differences observed as a function of study timepoint and sling use, it is recommended that patients are able to safely return-to-drive at two weeks post-operation. If anything, results suggest that overcompensation, as inferred from observation of safer driving behaviors than normal, is present during some experimental timepoints, particularly post-operative week 2. / Master of Science / Current recommendations based on when it is safe for rotator cuff repair patients to return-to-drive are not standard because of a lack of suitable evidence. Previous work and recommendations rely on surveys and simulators which do not create fully realistic conditions and are subject to biases. To address the limitations of previous work, Badger et. al (2022) studied actual rotator cuff repair patients on public roads prior and following operation at multiple timepoints. Badger et al., however, did not consider the potential adaptations in driver behavior due to mobility restrictions and the perception of inferiority due to injury. Additionally, the degree of success of the adaptive driving behaviors based on the error between the actual vehicle path taken and a defined ideal path have not been explored in conjunction with the injury. This investigation is based on the pre-existing data collected by the Virginia Tech Transportation Institute (VTTI) and Carilion Clinic as used in the analysis performed by Badger et al. (2022). RCR patients (n=27) executed identical driving maneuvers and drove the same route before operation and at 2-, 4-, 6-, and 12-weeks post operation. Behavioral observations were recorded and related to relevant vehicle sensor readings. To construct vehicle paths, data was taken from the on-board data acquisition system (DAS). Participants adopted different behaviors, such as using the right hand to use the turn signal when the left arm was in a sling and the left hand to operate the gear shifter when the right arm was on a sling, to assist in combating mobility restrictions. One-handed steering was also more prominent during periods of sling-use. Sling-use, however, did not produce a significant difference in error between the actual vehicle path taken and the ideal path available to the driver. For left-operated participants completing left turns, there was also greater error in comparison to the ideal path than for the group of right-operated patients. However, there was not a difference between left- and right-operated arm participant error in completion of a right turn. The GPS data did not provide a suitable approximation of vehicle trajectory. Overall, findings from this study help to answer when it is safe for rotator cuff repair patients to return-to-drive through evaluation of the effectiveness of compensatory behaviors adopted by participants. With no significant difference in turn execution based on sling use, results suggest that patients can safely return-to-drive at two weeks post-operation. In fact, results suggest that overcompensation towards safer behaviors is present during some experimental timepoints, particularly post-operative week 2.