In an effort to provide the underground coal mining industry with an understanding of what governs if an explosive is classed as permitted, a preliminary research project was undertaken to investigate the scientific basis of the British Health and Safety Executives Testing Memorandum#2 (TM2). Previous literature indicates that the TM2 standard is empirical and based on comparative testing of the explosive in use at the time, nitroglycerine. Eighty Type I tests were carried out and preliminary findings were that the mechanism that causes ignition is a reflected shockwave which compresses and reheats detonation products. The origin of the reflected pressure wave changed when the primer position was altered within the cannon. With a pressure transducer and pyrometer mounted on the side of the gallery the measurements aided in identifying those maximum pressures and temperatures prior to ignition that are collectively a set of parameters that could be used to identify if an explosive would cause an ignition in the gallery. Additionally numerical modelling was employed to characterise pressure, temperature and velocity profiles within the gallery for blown out and cut off shots. Whilst the pressure and temperature results predicted by the CFD model were 1.5 to 3 times the magnitude of those measured in the field, the modelling results exhibited the behaviour of the shockwaves reflecting off the gallery walls, rebounding, gaining intensity and travelling back towards the centre axis of the gallery. This predicted behaviour reinforced the belief that re-heating of detonation gases by reflected shockwaves is the prime ignition mechanism of the Type I TM2 tests. One hundred and eight deflagration tests were conducted in the Type II cannon. The main finding was that the longer a receptor is subjected to elevated pressures due to confinement the higher the probability of deflagration. Additionally emulsion explosives were found to detonate in the cannon rather than deflagrate raising the question, ???if the explosive is consumed instantaneously, then isn???t the risk of deflagration occurring eliminated???? In reading this thesis it must be noted that all findings are preliminary and many more tests are required to confirm trends and behaviours observed in the testing to date.

In an effort to provide the underground coal mining industry with an understanding of what governs if an explosive is classed as permitted, a preliminary research project was undertaken to investigate the scientific basis of the British Health and Safety Executives Testing Memorandum#2 (TM2). Previous literature indicates that the TM2 standard is empirical and based on comparative testing of the explosive in use at the time, nitroglycerine. Eighty Type I tests were carried out and preliminary findings were that the mechanism that causes ignition is a reflected shockwave which compresses and reheats detonation products. The origin of the reflected pressure wave changed when the primer position was altered within the cannon. With a pressure transducer and pyrometer mounted on the side of the gallery the measurements aided in identifying those maximum pressures and temperatures prior to ignition that are collectively a set of parameters that could be used to identify if an explosive would cause an ignition in the gallery. Additionally numerical modelling was employed to characterise pressure, temperature and velocity profiles within the gallery for blown out and cut off shots. Whilst the pressure and temperature results predicted by the CFD model were 1.5 to 3 times the magnitude of those measured in the field, the modelling results exhibited the behaviour of the shockwaves reflecting off the gallery walls, rebounding, gaining intensity and travelling back towards the centre axis of the gallery. This predicted behaviour reinforced the belief that re-heating of detonation gases by reflected shockwaves is the prime ignition mechanism of the Type I TM2 tests. One hundred and eight deflagration tests were conducted in the Type II cannon. The main finding was that the longer a receptor is subjected to elevated pressures due to confinement the higher the probability of deflagration. Additionally emulsion explosives were found to detonate in the cannon rather than deflagrate raising the question, ???if the explosive is consumed instantaneously, then isn???t the risk of deflagration occurring eliminated???? In reading this thesis it must be noted that all findings are preliminary and many more tests are required to confirm trends and behaviours observed in the testing to date.

In an effort to provide the underground coal mining industry with an understanding of what governs if an explosive is classed as permitted, a preliminary research project was undertaken to investigate the scientific basis of the British Health and Safety Executives Testing Memorandum#2 (TM2). Previous literature indicates that the TM2 standard is empirical and based on comparative testing of the explosive in use at the time, nitroglycerine. Eighty Type I tests were carried out and preliminary findings were that the mechanism that causes ignition is a reflected shockwave which compresses and reheats detonation products. The origin of the reflected pressure wave changed when the primer position was altered within the cannon. With a pressure transducer and pyrometer mounted on the side of the gallery the measurements aided in identifying those maximum pressures and temperatures prior to ignition that are collectively a set of parameters that could be used to identify if an explosive would cause an ignition in the gallery. Additionally numerical modelling was employed to characterise pressure, temperature and velocity profiles within the gallery for blown out and cut off shots. Whilst the pressure and temperature results predicted by the CFD model were 1.5 to 3 times the magnitude of those measured in the field, the modelling results exhibited the behaviour of the shockwaves reflecting off the gallery walls, rebounding, gaining intensity and travelling back towards the centre axis of the gallery. This predicted behaviour reinforced the belief that re-heating of detonation gases by reflected shockwaves is the prime ignition mechanism of the Type I TM2 tests. One hundred and eight deflagration tests were conducted in the Type II cannon. The main finding was that the longer a receptor is subjected to elevated pressures due to confinement the higher the probability of deflagration. Additionally emulsion explosives were found to detonate in the cannon rather than deflagrate raising the question, ???if the explosive is consumed instantaneously, then isn???t the risk of deflagration occurring eliminated???? In reading this thesis it must be noted that all findings are preliminary and many more tests are required to confirm trends and behaviours observed in the testing to date.

In an effort to provide the underground coal mining industry with an understanding of what governs if an explosive is classed as permitted, a preliminary research project was undertaken to investigate the scientific basis of the British Health and Safety Executives Testing Memorandum#2 (TM2). Previous literature indicates that the TM2 standard is empirical and based on comparative testing of the explosive in use at the time, nitroglycerine. Eighty Type I tests were carried out and preliminary findings were that the mechanism that causes ignition is a reflected shockwave which compresses and reheats detonation products. The origin of the reflected pressure wave changed when the primer position was altered within the cannon. With a pressure transducer and pyrometer mounted on the side of the gallery the measurements aided in identifying those maximum pressures and temperatures prior to ignition that are collectively a set of parameters that could be used to identify if an explosive would cause an ignition in the gallery. Additionally numerical modelling was employed to characterise pressure, temperature and velocity profiles within the gallery for blown out and cut off shots. Whilst the pressure and temperature results predicted by the CFD model were 1.5 to 3 times the magnitude of those measured in the field, the modelling results exhibited the behaviour of the shockwaves reflecting off the gallery walls, rebounding, gaining intensity and travelling back towards the centre axis of the gallery. This predicted behaviour reinforced the belief that re-heating of detonation gases by reflected shockwaves is the prime ignition mechanism of the Type I TM2 tests. One hundred and eight deflagration tests were conducted in the Type II cannon. The main finding was that the longer a receptor is subjected to elevated pressures due to confinement the higher the probability of deflagration. Additionally emulsion explosives were found to detonate in the cannon rather than deflagrate raising the question, ???if the explosive is consumed instantaneously, then isn???t the risk of deflagration occurring eliminated???? In reading this thesis it must be noted that all findings are preliminary and many more tests are required to confirm trends and behaviours observed in the testing to date.

The thesis deals with design of suitable methods to determine space relations of the particular crane tracks. These methods are investigated within the accuracy analysis. Test measurements using the designed methods are described and their results are analysed and compared with the applicable standards.

In the United States, there are two schemes of operating traffic signal controls for permitted protected left turns (PPLT) namely the traditional five-section head system (known as Dog-House) and the flashing yellow arrow system (FYA). Past studies have agreed that these controls lead to decrease the average delay per left turn vehicle, decrease the protected green time, increase the left turn capacity, and enhance the intersection overall operation. The flashing yellow arrow (FYA) has been approved by the Federal Highway Administration as the national standard for the PPLT operations at signalized intersections. So, the Florida Department of Transportation also approved this new system and they are extensively replacing the traditional system with the new system on the area of Central Florida (Lin, et al, 2010). Both these systems have been used for a long time and there are some studies that evaluated these systems but there are limited number of projects that evaluated and/or compared between the two PPLT systems from the operational perspective. The main goal of this research is to study the characteristics of traffic operations and evaluate the effectiveness of the conversion from five-section head signal to the FYA treatments at 13 intersections located in Orlando, Florida. To reach this goal, detailed data collection efforts were conducted at 13 selected intersections in the central Florida area and appropriate statistical tests were conducted using the Minitab 17 Software. Statistical tests were attempted to fit different new regression models that correlate delay and left turn volumes as response variables against a set of independent variables that included permitted green time, opposing volume, percent of trucks, time gaps, speed, and land use type. In addition to fitting the data to regression models, these models were also analyzed for the purpose of detecting any significant differences between the five-section head treatment and FYA treatment. The statistical differences of converting the five-section head system to FYA system were discussed. The results in this thesis agreed with some of the previous studies and did not agree with others. In general, the flashing yellow arrow system was found to enhance the intersection operation, increase the number of left turn vehicles, and reduce the delay. Also, some suggestions and recommendations were made based on this study results.

No description available.

Project Finance is an alternative financing mechanism to Corporate Finance which allows the companies to finance large infrastructure projects without endangers their own assets and heritage.Through Project Finance is possible to carry out major public works in the context of Public Private Partnership (PPP) Contracts, which the main guarantee of the creditors will be exploitation rights of the company that signs the public infrastructure contract, either by charging a fee to users (in case of self-sustaining PPP) or by charging a pre agreed amount to the State (in case of co-financed PPP).For a successful structuring of a PPP Project Finance, the joint work of a number of actors and legal instruments are required in order to complete the financing necessary circle in conditions of acceptable risk. The required actors are the Special Purpose Vehicle (SPV), the State, the Permitted Creditors, the Builder and Trustee. Among the necessary legal instruments include the PPP Contract, the Financing Contract, the Construction Contract and the Trust Agreement. / El Project Finance es un mecanismo de financiamiento alternativo al Corporate Finance que permite el financiamiento de grandes proyectos de infraestructura, sin necesidad de que las corporaciones pongan en riesgo su patrimonio y activos propios. A través del Project Finance se pueden ejecutar obras públicas de envergadura, en el marco de Contratos de Asociación Público Privada (APP), en donde la principal garantía de los Acreedores consistirá en el derecho que tiene la empresa que suscribe dicho contrato para explotar la infraestructura pública, bien sea a través del cobro de una tarifa a los Usuarios (en el caso de las APP Autosostenibles) o a través del cobro de un monto pre acordado con el Estado (en el caso de las APP Cofinanciadas). Para la estructuración exitosa de un Project Finance en una APP se requiere el trabajo conjunto de una serie de actores y de instrumentos jurídicos que completen el círculo necesario para el financiamiento en condiciones de riesgo aceptables. Los actores necesarios son la Sociedad de Propósito Exclusivo (SPE), el Estado, los Acreedores Permitidos, el Constructor y un Fiduciario. Entre los instrumentos jurídicos necesarios destacan el Contrato de APP, el Contrato de Financiamiento, el Contrato de Construcción y el Contrato de Fideicomiso.

The Flashing Yellow Arrow Left Turn signal is quickly becoming prominent in Central Florida as a new method of handling left turns at traffic signals. While the concept of a protected-permitted left turn is not groundbreaking, the departure from the typical display of a five-section signal head is, for this type of operation. The signal head introduced is a four-section head with a flashing yellow arrow between the yellow and green arrows. With this signal head quickly becoming the standard, there is a need to re-evaluate the operational characteristics of the left turning vehicle and advance the knowledge of the significant parameters that may affect the ability for a driver to make a left turn at a signalized intersection. With previous research into the behavioral and operational characteristics of the flashing yellow arrow conducted, there is more information becoming available about the differences between this signal and the previously accepted method of allowing left turns at an intersection. The protected-permitted signal is typically displayed at an intersection with up to two through lanes and generally a protected signal is installed when the number of through lanes increases above two unless specific criteria is met. With the advent of larger arterials and more traffic on the highway networks, the push to operate these intersections at their maximum efficiency has resulted in more of these protected-permitted signals being present at these larger intersections, including the flashing yellow arrow. The core of the research that follows is a comparative analysis of the operation and parameters that affect the left turn movement of the intersection with larger geometry to that of the smaller geometry. The significant parameters of the left turn movement were examined through means of collecting, organizing and analyzing just over 68 hours of field data. This research details the determining of the significant parameters based on the generation of a simulation model of the protected left turn using Synchro, a traffic simulation package, and regression models using field driven data to determine the significant parameters for predicting the number of left turns that can be made in the permitted phase under specific operating conditions. Intuitively, there is an expectation that a larger intersection will not allow for as many permitted lefts as a smaller intersection with all conditions remaining the same. The conclusions drawn from this analysis provide the framework to understanding the similarities and the differences that are encountered when the intersection geometry differs and help to more efficiently manage traffic at signalized intersections. The work of this field promises to enhance the operations of the left turning movement for traffic control devices. With an understanding of the statistical models generated, a broader base of knowledge is gained as to the significant parameters that affect a driver's ability to make the left turn. A discussion of the statistical differences and between the models generated from the small and large geometry intersections is critical to drive further research into standards being developed for the highway transportation network and the treatment of these large signalized intersections. The exploration of specific parameters to predict the number of permitted left turns will yield results as to if there is more to be considered with larger intersections moving forward as they become a standard sight on the roadway network.

Vid positronemissionstomografi (PET) kräver vissa radiofarmaka lösningsmedlen N,N-dimetylformamid (DMF) och dimetylsulfoxid (DMSO) vid syntes. Rester av lösningsmedlen kan därför finnas kvar i produkten som ska injiceras i patienten och därför ska mängden lösningsmedelsrester kontrolleras enligt Europeiska läkemedelsmyndighetens riktlinjer (EMA). Gaskromatografi är standardmetod för att kvantifiera lösningsmedelsrester men är inte optimal för DMF och DMSO, som istället kan analyseras med UHPLC (ultra high performanc liquid chromatography) och UV-detektor. Syftet med projektet var att utföra metodoptimering och validering av en reverse phase UHPLC-UV metod för lösningsmedlen DMF och DMSO, på ett Agilent 1290 instrument. Sex aktuella radiofarmaka (spårmolekyler) användes vid utförandet. För metodoptimering studerades flera instrumentinställningar för analys av DMF och DMSO. Under optimeringen analyserades DMF och DMSO lösta i provmatriser och spårmolekyler med olika koncentration. DMF separerade från provmatriser och spårmolekyler. DMSO co-eluerade med de nämnda ovan och därför utfördes den efterföljande valideringen endast för DMF. Resultaten från valideringen erhöll godkända resultat för fem av sex radiofarmaka. Korrelationskoefficient var 0.9998, noggrannheten bestämdes till 96.8 – 101.5% och för precision som repeterbarhet och reproducerbarhet blev den relativa standardavvikelsen <5%. Detektionsgränsen bestämdes till 0.014 µg/mL och kvantifieringsgränsen till 0.047 µg/mL. Slutsatsen av projektet var att haltbestämning av lösningsmedlet DMF kan utföras. Därmed kan kraven från EMA säkerställas, men för en mer optimal metod kan ändring av pH på mobilfasen, flödeshastighet, kolonntyp och orsak till de breda topparna studeras närmare.