Die Implementierung von atemalkoholgesteuerten Wegfahrsperren (Alkohol- Interlocks) in das System des deutschen Verkehrsrechts lässt auch Ende 2019 noch immer auf sich warten. Dies hat Gründe. Das deutsche Verkehrsrecht ist insbesondere verteilt auf das öffentliche Recht und das Strafrecht und damit auf zwei Rechtsgebiete, die kaum Berührungspunkte miteinander haben. Allerdings ist das Fahreignungsrecht sowohl im StGB, als auch im StVG und in der FeV verankert und muss einerseits von der Strafjustiz und andererseits von den Fahrerlaubnisbehörden bei den betreffenden Kraftfahrern angewandt werden. Die in dieser Studie allein interessierende Klientel ist durch eine oder mehrere Fahrten in mehr oder minder stark alkoholisiertem Zustand auffällig geworden und hat daraufhin entweder eine Strafe oder eine verwaltungsrechtliche Sanktion erhalten. Betroffene Personen denken in denjenigen Staaten, in denen Alkohol-Interlocks rechtlich implementiert sind, nun darüber nach, dass sie doch aufgrund von Sachzwängen eine gültige Fahrerlaubnis benötigen, um zur Arbeit zu kommen und beantragen die Teilnahme an einem staatlichen Alkohol-Interlock-Programm. Derartige Programme existieren auf den drei Kontinenten Amerika, Australien und Europa, wo diese in der genannten zeitlichen Reihenfolge eingeführt wurden und seither Fahrten alkoholisierter Fahrer effektiv verhindern. Die rechtspolitische Diskussion in Deutschland wird zu diesem Thema seit zwei Jahrzehnten ohne konkrete Erfolge geführt, obwohl Alkoholfahrten – auch von Wiederholungstätern – nach wie vor ein großes Unfallrisiko im Straßenverkehr darstellen. Aktuell wird die Diskussion darüber geführt, ob zunächst ein bundesweites Pilotprojekt durchgeführt werden sollte, um auf der Grundlage empirischer Daten entscheiden zu können, auf welche Weise Alkohol-Interlock-Projekte eingeführt werden könnten. Als Alternativen stehen prinzipiell Implementierungen im Strafrecht und im Verwaltungsrecht zur Verfügung, wobei diverse Einzelheiten noch streitig sind. In beiden Bereichen ist bislang unstreitig, dass eine alleinige technische Lösung des Einbaus eines Alkohol-Interlocks ohne ein begleitendes verkehrspsychologisches Programm keine nachhaltige Wirkung für die Zeit nach dem Ausbau eines Alkohol-Interlocks ausüben könnte. Im Strafrecht existiert – im Gegensatz zum Verwaltungsrecht – bislang kein Rechtsinstitut der bedingten Eignung, sodass ein solches Institut erst noch wahlweise von der Gesetzgebung oder von der Rechtsprechung entwickelt werden müsste. Einstweilen böten sich die Verkürzung der Sperrfrist oder eines Fahrverbots an, um auch im strafrechtlichen Bereich Alkohol- Interlocks zu erproben. Problematisch wäre allerdings das Kosten-Nutzen- Verhältnis, das solvente Straftäter bevorzugen würde. Das Verwaltungsrecht, das eine bedingte Eignung kennt, stünde für Alkohol- Interlock-Programme zur Verfügung, würde jedoch eine neue gesetzliche Grundlage benötigen. Dabei könnte ein AIP problemlos im Rahmen des Ordnungswidrigkeitenrechts installiert werden, ohne dass die Eignungsproblematik im Wege stehen würde. Allerdings sollte dann die zeitliche Dauer der anstatt eines Fahrverbots auf freiwilliger Basis angebotenen Maßnahme, je nach Dauer des verhängten Fahrverbots auf einen Zeitraum von 6 – 12 Monaten festgelegt werden, um überhaupt auf den Alkoholtäter einwirken zu können. Die Installation von Alkohol-Interlocks in allen Neufahrzeugen wäre eine vergleichsweise kostengünstige Präventionsmaßnahme, durch die alkoholbedingte Verkehrsunfälle zu einem großen Teil verhindert werden könnten.1 Eine solche, unter dem verfassungsrechtlichen Verhältnismäßigkeitsgesichtpunkt radikale juristische Lösung ließe sich auf der verfassungsrechtlich verankerten Grundlage der Schutzpflicht des Staates auch begründen, würde jedoch einen breiten politischen Konsens erfordern. / The implementation of Ignition-Interlock-Devices and an Ignition-Interlock- Program in the system of German traffic law is at the end of 2019 still waiting. This has reasons. In particular, German traffic law is divided between public law and criminal law and thus two areas of law that have little to do with one another. However, the traffic law is anchored both in the Criminal Code (StGB), in the Road Traffic Act (StVG) and in the Driving Regulation (FeV) and must be applied on the one hand by the criminal justice and on the other hand by the driving license authorities with the concerned motorists. The clientele that are of interest in this study alone have become conspicuous by one or more car rides in a more or less alcoholic state and have subsequently received either a penalty or an administrative sanction. Affected individuals now think in those states where alcohol interlocks are legally implemented that they need a valid driving license to get to work because of constraints and are applying for a state alcohol interlock program. Such programs exist on the three continents of America, Australia and Europe, where they were introduced in the order of time mentioned above and effectively prevent ridden drivers from driving. The legal policy discussion in Germany has been conducted on this issue for two decades without any concrete results, although alcohol rides – even of repeat offenders – still represent a major accident risk in road traffic. The discussion is currently underway as to whether a nationwide pilot project should first be carried out in order to decide on the basis of empirical data how alcohol interlock projects could be introduced. In principle, implementations in criminal law and administrative law are available as alternatives, although various details are still in dispute. In both areas, it is undisputed that a sole technical solution to the integration of an alcohol interlock without an accompanying traffic psychology program would not have a sustainable effect for the period following the development of an alcohol interlock. In criminal law – in contrast to administrative law – there is no legal institute of conditional suitability, so that such an institute would have to be developed by the legislature or the jurisprudence. In the meantime, the shortening of the lock-up period or of a driving ban would be sufficient to test alcohol interlocks in criminal matters. However, the cost-benefit ratio that solvent offenders would prefer would be problematic. The administrative law, which has a conditional suitability, would be available for alcohol interlock programs, but would require a new legal basis. An Ignition-Interlock-Program could easily be installed within the framework of the offense law, without the suitability problem would stand opposition. However, the duration of the measure offered instead of a voluntary ban should be set at a period of 6 to 12 months, depending on the duration of the ban, in order to have any effect on the alcohol offender. The installation of alcohol interlocks in all new vehicles would be a relatively inexpensive preventive measure that could to a large extent prevent alcohol- related traffic accidents. Such a radical legal solution under the constitutional proportionality aspect could also be based on the constitutionally anchored basis of the state's obligation to protect life an health, but would require a broad political consensus.

The purpose for this paper is to determine whether there is any direct connection between board composition and R&D investments of Swedish listed companies. A century ago, Sweden was among the poorest nations in Europe, yet today Sweden is 3rd among world leaders in innovation. Innovation is approximated as a good proxy measurement for R&D investments. R&D has been the primary source for innovation because of today’s nature of economies in which firms are challenged with competitive advantage. R&D investments have become very essential for every organization as well, yet there is no clear relationship between board composition and R&D investments. The researchers sought to confirm whether the effects of board composition are not only to monitor but also to provide resources since R&D spending requires appropriate forms of control systems and proper level of resources in the form of skill, experience and knowledge. The researchers obtained that the Swedish code of corporate governance is the main form of regulation and control mechanism that are mandatory for the boards of listed companies to adapt and comply with. In this study, the researchers integrated agency theory, resource dependence theory, and stakeholder theory and stewardship theory perspectives to explain the effects of board composition on R&D investments. The hypotheses were derived from these mentioned theories, tested from the sample data of 68 companies extracted from listed firms in Stockholm Stock Market. Board tenure, board interlock, independent directors, and ownership of shares, board size, age diversity and gender diversity were used as the influential factors for R&D investments. Additionally, firm size, ROA, firm age and leverage were adopted as moderating variables to test the effect of board membership composition against R&D spending. However, only board interlock came out to be negative and significantly correlated at 5% level with R&D investments and the remaining variables were detected to have negative low correlations with R&D investment, though no significant associations were found. Out of the control variables chosen only ROA obtained a significantly negative low correlation at 1% level. The epistemological and ontological choices for this study were positivism and objectivism with deductive approach. In order to examine if there is a relationship between board composition and R&D investment, the researchers employed multiple regression analysis. The researchers also identified a research gap since they did not find any evidence of a study that examines board composition in relation to R&D investments in Sweden. As indicated by the results of this study, only board interlock has effect on R&D spending. Therefore, there is need for further research on R&D investments by examining other forms of board composition characteristics such as education and professional experience. Both qualitative and quantitative studies are recommendable in this area. The authors concluded that the board characteristics do not directly matter for Swedish corporations to invest annually in R&D activities. This paper provides full support to stakeholders’ theory and stewardship theory while partially agrees with agency theory and resource dependence theory. Key words: Corporate governance, Research and Development (R&D), board tenure, board interlock, independent directors, ownership, board size, age diversity and gender diversity.

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Submitted by Luciana Ferreira (lucgeral@gmail.com) on 2017-10-10T11:50:09Z No. of bitstreams: 2 Dissertação - Bárbara Gomes Martins - 2016.pdf: 9049119 bytes, checksum: 4e6655174bbb6b6cfda86ff2af34b902 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Approved for entry into archive by Luciana Ferreira (lucgeral@gmail.com) on 2017-10-10T11:50:28Z (GMT) No. of bitstreams: 2 Dissertação - Bárbara Gomes Martins - 2016.pdf: 9049119 bytes, checksum: 4e6655174bbb6b6cfda86ff2af34b902 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) / Made available in DSpace on 2017-10-10T11:50:28Z (GMT). No. of bitstreams: 2 Dissertação - Bárbara Gomes Martins - 2016.pdf: 9049119 bytes, checksum: 4e6655174bbb6b6cfda86ff2af34b902 (MD5) license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Previous issue date: 2016-07-28 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The steel fiber-reinforced concrete have been widely used in concrete pieces to improve their mechanical properties. This research is performed an exploratory experimental analysis in order to assess the contribution of steel fibers in the shear strength of the concrete. A methodology for evaluation of the direct shear strength and the direct tension of the concrete is developed, as well as to evaluate the shear stress transfer mechanism by aggregate interlock. From the tests, it evaluates the influence of steel fibers in the transfer mechanism of shear stresses through the aggregate interlock pre-cracked plans of concrete. In the experimental development was used medium strength concrete (60 MPa), with 12.5 mm coarse aggregate varying the volume of steel fibers in 0%, 0.5% and 1.5%. The results showed that the methodology developed to evaluate the resistance to direct tensile work, but there needs some modification in the molding of concrete specimens with fibers to prevent the concentration of fibers in the specimen faces, which resulted in reducing the tensile strength of concrete. As for the direct shear test with two planes, the results showed that the test methodology worked well until the maximum force, showing a reduction in the shear strength of the concrete when compared to similar tests, but with fixed supports. Finally, the results of direct shear testing on pre-cracked (push-off test) showed that the fibers contribute significantly to the effect of aggregate interlock by reducing the opening of the crack and the sliding interface for a given shear stress. / O concreto reforçado com fibras de aço tem sido bastante utilizado em peças de concreto a fim de melhorar suas propriedades mecânicas. Nesta pesquisa, é realizada uma análise experimental exploratória a fim de avaliar a contribuição das fibras de aço na resistência ao cisalhamento do concreto. É desenvolvida uma metodologia para avaliação da resistência ao cisalhamento direto e à tração direta do concreto, bem como para avaliação do mecanismo de transferência de tensões de cisalhamento por meio do intertravamento dos agregados. A partir dos ensaios, é avaliada a influência das fibras de aço no mecanismo de transferência de tensões de cisalhamento por meio do intertravamento dos agregados em planos pré-fissurados de concreto. No desenvolvimento experimental foi utilizado concreto de média resistência (60 MPa), com agregado graúdo de 12,5 mm, variando o volume de fibras de aço em 0%, 0,5% e 1,5%. Os resultados mostraram que a metodologia desenvolvida para avaliar a resistência à tração direta funcionou, porém há a necessidade de algumas modificações na moldagem dos corpos de prova do concreto com fibras para evitar a concentração de fibras nas faces do corpo de prova, o que resultou na redução da resistência à tração do concreto. Já para o ensaio de cisalhamento direto com dois planos, os resultados mostraram que a metodologia de ensaio funcionou bem até a força máxima, mostrando uma redução da resistência ao cisalhamento do concreto quando comparado a ensaios semelhantes, porém com apoios fixos. Por fim, os resultados dos ensaios de cisalhamento direto em plano pré- fissurado mostraram que as fibras contribuem significativamente no efeito do intertravamento dos agregados por meio da redução da abertura da fissura e do deslizamento da interface para uma determinada tensão de cisalhamento.

CoordenaÃÃo de AperfeiÃoamento de Pessoal de NÃvel Superior / No meio rodoviÃrio brasileiro, que detÃm 96,2% da matriz de transporte de passageiros e 61,8% da matriz de cargas, à flagrante a deterioraÃÃo dos revestimentos asfÃlticos provocada pelo crescente aumento do volume e do peso das cargas transportadas. Tal configuraÃÃo contribui sobremaneira para o surgimento de defeitos, destacando-se as deformaÃÃes permanentes e o trincamento por fadiga. Por outro lado, o estado do Cearà revela uma carÃncia por rodovias pavimentadas, onde apenas 16,0% da malha possuem algum tipo de revestimento asfÃltico. A mistura asfÃltica Stone Matrix Asphalt (SMA) surgiu hà alguns anos como soluÃÃo para combater defeitos em rodovias com elevadas solicitaÃÃes de carga. Alguns estudos, contudo, mostram que SMAs com granulometrias de tamanho mÃximo nominal (TMN) menores que os tradicionalmente utilizados oferecem desempenhos semelhantes aos SMAs com TMN usuais. O objetivo desta pesquisa foi dosar misturas SMA com granulometrias distintas para estudar algumas caracterÃsticas desse tipo de mistura, investigando a influÃncia (i) do TMN, (ii) do percentual de agregado passante na peneira N 4 (4,75mm) para SMAs com TMN de 12,5mm e (iii) do tipo de compactaÃÃo (Marshall à Superpave) no comportamento mecÃnico das mesmas por meio dos ensaios de (i) mÃdulo de resiliÃncia (MR), (ii) resistÃncia à traÃÃo (RT), (iii) fadiga à tensÃo controlada, (iv) resistÃncia à traÃÃo retida (RTR) por umidade induzida e (v) desgaste CÃntabro. Os resultados reforÃam a noÃÃo de que SMAs com pequeno TMN apresentam desempenhos comparÃveis a SMAs tradicionais, sendo o SMA com TMN de 4,75 um atrativo como potencial soluÃÃo para a pavimentaÃÃo cearense, considerando as caracterÃsticas de trÃfego da malha do estado. / In Brazilian roadways, which concentrate 96.2% of the passengers and 61.8% of the cargo, it is clear the deterioration of asphalt pavements caused by an increasing volume and weight of the vehicle loadings. This configuration strongly contributes to pavement distresses, specially rutting and fatigue cracking. On another hand, the state of Cearà shows a lack of paved roadways, with only 16.0% of paved roads. The Stone Matrix Asphalt (SMA) mixture appeared a few years ago as a solution for minimizing distresses on roadways with high traffic levels. Some researches, however, demonstrate that SMA mixtures with small Nominal Maximum Aggregate Sizes (NMAS) offer similar performances to SMA mixtures with usual NMAS. The objective of the present research was to design SMA mixtures with different gradations in order to study some characteristics of this type of mixture, investigating the effect (i) of the NMAS, (ii) of the percentage of aggregate passing in sieve N. 4 (4.75mm) for 12.5mm NMAS SMA mixtures and (iii) of the compaction type (Marshall à Superpave) on the mechanical behavior of the mixtures. The mixtures were evaluated by (i) resilient modulus, (ii) indirect tensile strength, (iii) fatigue life (stress controlled), (iv) resistance to moisture damage and (v) Cantabro abrasion. The results support the idea that SMA mixtures with small NMAS behave similar to those with usual NMAS. Furthermore, the 4.75mm NMAS SMA appears to be a potential solution for roadways in CearÃ, considering the traffic configuration of this state.

Durch das Forschungszentrum Rossendorf wurde in den Jahren 1996-1998 ein eigenes Strahlrohr fuer Experimente mit Synchrotronstrahlung an der ESRF (European Synchrotron Radioation Facility) in Grenoble/Frankreich aufgebaut. Das Strahlrohr verfuegt ueber zwei alternativ nutzbare Messplaetze fuer die Untersuchung von radioaktiven Proben mittels Roentgenabsorptionsspektroskopie und fuer Materialstrukturuntersuchungen mit Roentgendiffraktion. Der Bericht konzentriert sich auf die Arbeiten, die fuer die Steuerung der Optik und die Nutzung der Messplaetze hinsichtlich der Elektronik, Rechentechnik und Software erforderlich waren. Nach einer Beschreibung der Randbedingungen und einer Kurzcharakteristik der geraetetechnischen Basis werden wichtige Hardwarekomponenten fuer die Instrumentierung der Systeme vorgestellt. Die rechentechnische Basis wird anschliessend beschrieben. Die angewendeten Software-Grundprinzipien werden erlaeutert und diskutiert sowie an einigen Applikationen beispielhaft verdeutlicht. Abschliessend werden spezifische Probleme bei der Programmierung von Applikationen mit grafischer Bedienoberflaeche in Verbindung mit Geraetezugriffen behandelt. Tabellen, in denen die benutzten Hardware-Module und die Softwarekomponenten zusammengestellt sind, ermoeglichen einen Ueberblick ueber das Gesamtsystem. Das Literaturverzeichnis dient als Leitfaden fuer die Detaildokumentationen.

The goal of this research is to investigate the fundamentals of fracturing processes in heterogeneous materials such as concrete using geophysical methods and dynamic micromechanical models. This work describes how different aspects of fracture formation in concrete can be investigated using a combination of Acoustic Emission (AE) techniques, ultrasonic wave velocity imaging, and high resolution Computed Tomography (CT). Fracture formation and evolution were studied during shear failure of large reinforced concrete beams and compressive failure of concrete samples. AE analysis includes studying complex spatial and temporal fracture development that precedes shear failure. Predominant microcrack mechanisms were analyzed at different stages of fracture formation. CT images were used to investigate the influence of concrete microstructure on fracture topography. Combined AE and CT damage evaluation techniques revealed different aspects of fracture development, thus expanding our understanding of AE events and their mechanisms. These images show how aggregate particles influence fracture nucleation and development. An emphasis has been placed on the role of coarse aggregates during the interlocking of fracture surfaces at transferring shear stresses. Ultrasonic wave velocity and AE techniques have been applied to uniaxial compression tests of concrete with various aggregate sizes and strengths similar to that of the concrete beams. AE parameters, p-wave velocities, and stress-strain data have been analyzed concurrently to image damage evolution under compression. Influence of material composition on microcracking and material state changes during loading has been investigated in detail. The results of compressive tests were used as building blocks for developing realistic micromechanical numerical models of concrete. The models were designed using a distinct element code, where material is modelled through the combination of bonded particles. A number of procedures were developed to transfer the exact microstructure of material incorporating its visual representation into the model. The models’ behaviour has been verified against experimental data. It was shown that these models exhibit realistic micromechanical behaviour. The results of the experimental investigation of concrete fracturing were expanded by modelling more cases with aggregate size and strength variations. It was shown that geophysical imaging techniques, along with advanced micromechanical numerical modelling, can help us understand damage formation and evolution.

The goal of this research is to investigate the fundamentals of fracturing processes in heterogeneous materials such as concrete using geophysical methods and dynamic micromechanical models. This work describes how different aspects of fracture formation in concrete can be investigated using a combination of Acoustic Emission (AE) techniques, ultrasonic wave velocity imaging, and high resolution Computed Tomography (CT). Fracture formation and evolution were studied during shear failure of large reinforced concrete beams and compressive failure of concrete samples. AE analysis includes studying complex spatial and temporal fracture development that precedes shear failure. Predominant microcrack mechanisms were analyzed at different stages of fracture formation. CT images were used to investigate the influence of concrete microstructure on fracture topography. Combined AE and CT damage evaluation techniques revealed different aspects of fracture development, thus expanding our understanding of AE events and their mechanisms. These images show how aggregate particles influence fracture nucleation and development. An emphasis has been placed on the role of coarse aggregates during the interlocking of fracture surfaces at transferring shear stresses. Ultrasonic wave velocity and AE techniques have been applied to uniaxial compression tests of concrete with various aggregate sizes and strengths similar to that of the concrete beams. AE parameters, p-wave velocities, and stress-strain data have been analyzed concurrently to image damage evolution under compression. Influence of material composition on microcracking and material state changes during loading has been investigated in detail. The results of compressive tests were used as building blocks for developing realistic micromechanical numerical models of concrete. The models were designed using a distinct element code, where material is modelled through the combination of bonded particles. A number of procedures were developed to transfer the exact microstructure of material incorporating its visual representation into the model. The models’ behaviour has been verified against experimental data. It was shown that these models exhibit realistic micromechanical behaviour. The results of the experimental investigation of concrete fracturing were expanded by modelling more cases with aggregate size and strength variations. It was shown that geophysical imaging techniques, along with advanced micromechanical numerical modelling, can help us understand damage formation and evolution.

The present research aims to develop a novel technique for creation of composite riot helmet shells with reinforcing fibre continuity for better protection against low velocity impacts. In this research an innovative, simple and effective method of making a single-piece continuously textile reinforced helmet shell by vacuum bagging has been established and discussed. This technique also includes the development of solid collapsible moulding apparatus from non-woven fibres. Angle-interlock fabric due to its good mouldability, low shear rigidity and ease of production is used in this research. Several wrinkle-free single- piece composite helmet shells have been manufactured. Low-velocity impact test on the continuously reinforced helmet shells has been carried out. For this purpose an in-house helmet shell testing facility has been developed. Test rig has been designed in such a way that the impact test can be carried out at different locations at the riot helmet shell. Low-velocity impact test has been successfully conducted on the developed test rig. The practical experimentation and analysis revealed that the helmet shell performance against impact is dependent on the impact location. The helmet shell top surface has better impact protection as compared to helmet shell side and back location. Moreover, the helmet shell side is the most at risk location for the wearer. Finite Element models were created and simulated in Abaqus software to investigate the impact performance of single-piece helmet shells at different impact locations. Models parts have been designed in Rhinoceros software. Simulated results are validated by the experimental result which shows that the helmet top position is the safest position against an impact when it is compared to helmet back and helmet side positions.