A irregularidade longitudinal dos pavimentos prejudica a qualidade de rolamento, aumenta os Custos Operacionais dos Veículos (COV) e reduz a vida útil do pavimento. Vários instrumentos têm sido desenvolvidos com o propósito de medir a irregularidade longitudinal dos pavimentos, no entanto, existem conflitos que envolvem as diferentes classes de equipamentos, com relação à acurácia, custos e produtividade, o que dificulta a coleta contínua de dados, importante para a alimentação de um Sistema de Gerência de Pavimentos (SGP). Recentemente, algumas pesquisas começaram a relacionar a irregularidade longitudinal dos pavimentos aos sinais fornecidos pelos sensores de movimento (acelerômetros) e GPS (Global Positioning System) pré-instalados em smartphones, devido ao seu baixo custo, fácil operação e alta produtividade. Entretanto, ainda existem dúvidas sobre a qualidade e a forma de aplicação desses dados. Neste estudo, foram realizados testes de vibração e levantamentos de campo com smartphones, em três trechos de pavimentos com diferentes níveis de irregularidade (baixo, médio e alto), nos quais foram medidos sinais de aceleração vertical por meio de um smartphone fixado ao painel de um veículo, trafegando em diferentes velocidades. Com esses dados, calcularam-se valores de RMSVA (Root Mean Square Vertical Acceleration), que foram confrontados com a irregularidade longitudinal dos pavimentos, medida em IRI (International Roughness Index), por meio do método de Nível e Mira. Os testes mostraram ser a taxa de aquisição de dados dos smartphones o principal fator a afetar sua aplicação para a avaliação da irregularidade longitudinal dos pavimentos. Ao considerar todas as faixas de irregularidade medidas, os valores de RMSVA apresentaram correlação positiva com o IRI, com coeficientes de correlação (R) entre 0,97 e 0,99 e repetitividade aceitável para levantamentos em nível de rede, com coeficientes de variação médios de 3 a 6%. Assim como indicado em pesquisas correlatas, conclui-se que os smartphones são uma alternativa viável para a avaliação da irregularidade longitudinal dos pavimentos, especialmente em países com restrições de investimentos no setor rodoviário, desde que sejam tomados os devidos cuidados na coleta e aplicação dos dados medidos por esses dispositivos. / The longitudinal pavement roughness affects the rolling quality, increases Vehicle Operating Costs (VOC) and reduces the pavement life. Several instruments have been developed for measuring longitudinal pavement roughness. However, there are conflicts involving different classes of equipment with respect to accuracy, costs and productivity, which complicate the continuous data collection, important for the Pavement Management Systems (PMS). Recently, some studies started to link longitudinal pavements roughness to the signals provided by motion sensors (accelerometers) and GPS (Global Positioning System) pre-installed on smartphones, due to its low cost, simple operation and high productivity. However, there are still doubts about the quality and the form of application of such data. In this study, vibration and field tests were performed with smartphones, in three pavement sections with different levels of roughness (low, medium and high), in which vertical acceleration signals were measured by a smartphone attached to a vehicle dashboard, traveling at different speeds. With these data, RMSVA values (Root Mean Square Vertical Acceleration) were calculated, which were compared with longitudinal pavement roughness, measured in IRI (International Roughness Index) through the Level and Rod method. The tests showed to be the data acquisition rate of smartphones the main factor affecting its application for the evaluation of longitudinal roughness of pavements. When considering all roughness ranges measured, RMSVA statistics showed a positive correlation with IRI, with correlation coefficients (R) between 0.97 and 0.99 and acceptable repeatability for network-level surveys, with average coefficient of variation of 3 to 6%. As indicated in related research, it was concluded that smartphones are a viable alternative for the evaluation of longitudinal pavements roughness, especially in countries with investment restrictions in the highway segment, if the data are collected and explained properly.

BAKGRUND: För ett företag gäller att tillgodose de behov som finns på marknaden genom att upprätthålla en stark konkurrens mot övriga aktörer och på så sätt minska risken att tappa marknadsandelar till aktörer som bättre tillfredsställer dessa behov. I syfte att uppnå detta krävs mål samt strategier för hur företaget ska agera, samtidigt som det är av yttersta vikt att dessa strategier formuleras och implementeras på ett effektivt sätt. Här lyfts ofta prestationsmätning fram som ett verktyg för att lyckas med denna implementering. Att samtidigt kombinera dessa mått i ett system förespråkas eftersom måtten då kan relateras till varandra och bättre beskriva verksamhetens komplexitet för att därigenom generera maximal nytta. Vissa forskare hävdar emellertid att det finns klara skillnader mellan olika företag där deras karaktäristika drivs av företagets storlek. Samtidigt menar samma forskare att de teoretiska ramverken för prestationsmätningssystem har byggts utifrån stora företag och dess situation, varpå de blivit mindre passande för SME. Denna studie fokuserar därför på detta glapp i forskningen. SYFTE: Vår ambition är att genom denna studie utforma ett prestationsmätningssystem för Care of Sweden i egenskap av SME. Detta ska åstadkommas med hjälp av att analysera Care of Swedens förhållande till typiska karaktärsdrag för dessa företag. Därigenom kommer studien att ge ett bidrag till utvecklad kunskap kring prestationsmätning för SME. STUDIENS UPPLÄGG: Studien utgörs av en fallstudie av aktionsforskningskaraktär där det empiriska materialet har samlats in genom deltagande observationer och intervjuer med anställda på olika positioner i fallföretaget. Under studien har det funnits en växelverkan mellan insamling av teoretisk bakgrund och empiriskt material från fallföretaget och därav har en lärandeprocess uppstått där empiriskt material inspirerat till ny insamling av teoretisk bakgrund och vice versa. RESULTAT & SLUTSATSER: Fallföretagets förhållande till de karaktärsdrag som behandlats av olika forskare har studerats för att utforma ett passande prestationsmätningssystem. Trots fallföretagets ringa storlek visar det sig att de uppvisar få av de typiska karaktärsdragen för SME. Utifrån denna analys byggs ett balanserat styrkort med utgångspunkt i en ”bottom-up” approach, vilken identifierar företagets underliggande strategier, vision och nuläge.

Reported is a study of the crystallization behavior of syndiotactic polystyrene (sPS) and its copolymers (with 4-bromostyrene as the comonomer or with atactic polystyrene arms grafted on the comonomer sites) via three sets of experiments. The first involves the study of structural identification of negatively birefringent spherulites by means of polarized light microscopy (PLM) and scanning electron microscopy (SEM). Results indicated that the optically positive and optically negative spherulites have same morphological features. Differences in the optical texture are due entirely to differences in orientation of the (anisotropic) sheaf-like precursors: the rigid nature of crystalline lamellae renders incomplete development of spherical symmetry even at the axialitic size of tens of microns. In the second part, we propose a modified approach for more precise determination of the Tm* value by taking advantage of the dual-mode distribution of crystalline lamellae in analyzing small-angle X-ray scattering (SAXS) profiles. This method should be generally applicable to other semi-crystalline polymers with dual-mode distribution in lamellar thickness. Results from wide-angle X-ray diffraction (XRD) suggest the presence of ?'-to-?" phase transformation at ca. 264 oC; no indications for the previously proposed ?-to-? transformation are identified. We therefore conclude that the ?' form is truly metastable; the ?"-form is the entropically favored high temperature phase (with Tm* = 300 oC) whereas the more ordered ?' phase (with Tm* = 288 oC) is enthalpically favored at lower temperatures. In the third set of experiments, identification of effects of copolymerization has been studied via a combination of PLM, differential scanning calorimetry (DSC), XRD, SAXS, and transmission electron microscopy (TEM). Results show that the equilibrium melting temperatures (determined via either Hoffman¡VWeeks or Gibbs¡VThomson plots) of the copolymers are significantly lower than that of the corresponding sPS homopolymer. The PLM observations indicate that the axialitic growth rates in copolymers are drastically lower than that of the corresponding homopolymer at comparable backbone length and supercooling. Both XRD and TEM results indicate preferred formation of the ?" phase upon melt crystallization in the bulk state; however, the ?" phase (instead of ?' phase that is the more commonly observed for sPS homopolymers in the bulk state) is dominant in thin films.

IH-35 is a major north-south interstate highway across the State of Texas. It is an important business corridor, conveniently connecting four large Texas cities, Austin, Dallas, Fort Worth, and San Antonio, as well as facilitating trade between Mexico and the United States. During construction of the SH-71/IH-35 Interchange, the Austin District of the Texas Department of Transportation (TxDOT) has had to close the main lanes of IH-35 and re-route traffic. Three main lane closures happened during three weekends in 2011. During those closures, a parallel route, the SH-130 toll road, was made free to travelers. TxDOT provided both pre-trip and en-route information about the closure. They used radio, TV, portable message sign (PMS), and dynamic message signs (DMS) to inform commuters about the closure. To inform travelers passing through Austin about the closure and the existing alternative (SH-130 was toll free), they even collaborated with Dallas and San Antonio TxDOT district personnel. However, usage of SH130 was less than anticipated, and there was significant traffic queuing on IH-35. In this study, we tried to document the quantity of traffic that used the alternative path during the IH-35 closure and explore options for relieving delays on IH-35 during future closures. / text

In this study, vibrational properties and stability of delta-Scuti like pulsating pre-main sequence stars have been investigated. Studies were held in the mass range 2-4 Mo and limited to radial linear adiabatic pulsations. Numerical computations were performed by the oscillation program written by Kirbiyik &amp / Al-Murad (1993). The models were selected to be at the latest phases of the pre-main sequence evolution where the luminosity starts to increase. We have limited our calculations upto the end of the radiative inner regions, since at the surface of the star, our adiabatic perturbation computation does not perfectly fit to the relatively thin non-adiabatic convective envelope of the star. The results of the stability analysis showed that the PMS models undergo an instability whose time period is a function of mass. Instability Strip of pulsating PMS stars was re-drawn with comparison to M. Marconi &amp / F.Palla (1998). The effect of gravitational contraction on stability was also investigated.

Skandinavien har en lång tradition att bygga vägar i asfalt framför att konstruera dem i betong. Examensarbetets syfte är att ta reda på om alternativet betong är mer lönsamt och miljövänligare ur ett livscykelperspektiv. Som jämförelse har en möjlig omläggning av Väg 97 i Norrbotten studerats. Programmen som använts för dimensionering och klimatanalys är PMS Objekt och Trafikverkets Klimatkalkyl. Rapporten har utrett hur beläggningsmaterialen asfalt och betong fungerar i ett subarktiskt klimat, där betongens styvhet kan vara en nackdel eftersom den är mer känslig för sprickbildning vid tjällyft i jämförelse med asfalt (men detta kan förändras om klimatet blir varmare). En fördel med betongen är dess livslängd på 40 år jämfört med asfaltens livslängd på 8 år. Asfalten behöver underhållas och bytas oftare samtidigt som kostnaden för bytet är mindre och enklare att genomföra jämfört med betongvägar. Därutöver har examensarbetet studerat tjälsprickor, hur de uppkommer, preventiva metoder och underhåll. Det sker även ett klargörs vad en Livscykelanalys är och hur den genomförs för att beräkna en teoretisk mängd koldioxid vid produktion av vägen. Resultatet har delats upp i tre fallstudier: tjällyft i PMS Object, handberäkningar av spänningar i betong och storlek på möjlig tjälspricka och CO2 som generas vid produktion av vägkropp i de två olika materialen. Betongen klarar av 20 mm tjällyft och det beräknas bli 6 mm medan asfalt klarar av upp till 50 mm och har en beräknat värde på 41 mm. Därutöver släpper asfalten bara 39 136 ton vilket är en mindre mängd än betongen. Asfalten vinner därför över betongen i det här fallet, men när vägarna blir mer trafikerade eller/och om tjälen blir mindre på grund av klimatförändringar kan detta förändras. En av de mest bidragande faktorerna till att asfalten vinner är att betongen klarar av mindre deformation på grund av sina styva egenskaper. När två fall studerades och jämfördes med betongens tryckhållfasthet klarades sig enbart det ena (spänningar på 10 kPa/m och 2,21 kPa/m uppstår i betongen på grund av temperaturskiftningar, detta jämfört med betongens tryckhållfasthet på 4,1 kPa/m). För det värsta fallet, där plattan beräknas spricka på mitten, har en teoretisk spricka beräknats till ca 0,3 mm. En felkälla vid dessa beräkningar är att det enbart tar hänsyn till 16 års tjällyft, trots att betongen är beräknad att ligga i 40 år. Vår rekommendation är därför att bygga vägen i asfalt eftersom det i dagsläget är för få trafikanter (<9000 ÅDT) och att beläggningen belastas av för mycket deformationer av temperaturskiftningar. Att betong även genererar mer koldioxid spelar även in, men vi misstänker att detta kan bero på att denna skillnad kan bero på för generella dimensioneringsprogram. Vi har resonerat kring möjliga merkostnader med att bygga med ett mer koldioxidgenererande material vilket kan orsaka stora kostnader för samhället på grund av dess inverkan på klimatförändringar i efterhand trots att den initiala kostnaden kan bli lägre. Dock är denna kostnad problematisk att beräkna på grund av många okända faktorer. Det som skulle vara intressant att studera vidare i framtida forskning är att med handberäkningar, alternativ skapa ett nytt program, som på ett mer rättvisande sätt kan beräkna de två olika materialen skillnader och styrkor. I dagsläget är det för många generaliseringar för att verkligen ställa de två materialen mot varandra. Däröver skulle det också vara intressant att se hur betong och asfalt kan användas tillsammans, i hybridvägar. Att till exempel använda asfalt på det generella vägnätet och betong i rondeller, korsningar, eller busshållplatser där belastningen på beläggningen är större (mer specifikt undersöka hur fogarna mellan dessa material skulle utformas). / Scandinavia has a long tradition of building roads in asphalt rather than constructing them in concrete. Therefore, this report's purpose is to find out which material would be more profitable in an environmentally perspective while building an extension of the regional Road 97 located in the subarctic county of Norrbotten. Software’s the industry use to design roads are, among others, PMS Object and Trafikverkets Klimatkalkyl. The report analyzes how asphalt and concrete differ in subarctic climate, and concludes that concrete has great disadvantage because it cannot deform sufficiently enough as needed to due to frost heaves, especially compared to asphalt. The concrete should last for 40 years compared with asphalts estimated lifespan of 8 years. This means that the asphalt needs a shorter maintenance plan and if something goes wrong in the production it’s not the same amount money wasted. The report concluded what frost cracks are, how they occur and are counteracted (during the construction phase and maintenance).  Furthermore it clarifies what a Life Cycle Analysis is and how it is implemented to calculate the amount of carbon dioxide in the production of a road. The result has been divided into three cases: 1. PMS Object Simulations of frost heaves, 2. hand calculations of tension in concrete resulting and the size of the formed frost cracks, 3. the amount of CO2 generated in the production. Those three cases gives the outcome that concrete has a frost heave capability of 20 mm and a calculated value of 6 mm thermal expansion while asphalt is able to handle 50 mm and have a calculated 41 mm expansion. The asphalt releases only 39 136 tons of CO2, which is less than the concrete. Asphalt therefore wins over the concrete, but the tables might turn if the roads get more traffic and frost heave reduces due to climate changes. The decisive factor in making asphalt the winner in this race is that the concrete can handle less deformation due to its stiffed properties.  In order to show this phenomena two cases were studied and compared to the standardized compressive strength of the concrete (4,1 kPa/m for C50); the worst case scenario ended up with 10 kPa/m (and would crack) and the normal case created a tension of 2.21 kPa/m. The crack of the worst case scenario has about a 0,3 mm theoretical crack width. A source of error in these calculations is that it only takes into account the 16 seasons of frost heaves, despite that the concrete is estimated to last for 40 years. Our recommendation is therefore to build the road in asphalt since the current traffic on the road is below 9000 AADT and the pavement is greatly affected by frost heaves. Concrete would also increase release more carbon dioxide during its production, but we suspect this may be because of insufficient amount of critical factors in the design software. We have discussed the possible additional costs of building the road with a material that generates high amount carbon dioxide, and studied the future costs for the society due to its impact on climate change. However, this cost is problematic to calculate due to its many unknown factors. It would be interesting to do further research and determine what hand calculations should be used, or alternatively, create a new program that can calculate the differences between the two materials more accurately. At present, there are too many generalizations that makes it nearly impossible to compare the two materials against each other. Moreover, it would also be interesting to see how concrete and asphalt can be used together, in hybrid roads. For example, using asphalt on the general road network and concrete in roundabouts, intersections, or bus stops where the load on the pavement can be greater (more specifically, examine how the joints between these materials should be designed).

A irregularidade longitudinal dos pavimentos prejudica a qualidade de rolamento, aumenta os Custos Operacionais dos Veículos (COV) e reduz a vida útil do pavimento. Vários instrumentos têm sido desenvolvidos com o propósito de medir a irregularidade longitudinal dos pavimentos, no entanto, existem conflitos que envolvem as diferentes classes de equipamentos, com relação à acurácia, custos e produtividade, o que dificulta a coleta contínua de dados, importante para a alimentação de um Sistema de Gerência de Pavimentos (SGP). Recentemente, algumas pesquisas começaram a relacionar a irregularidade longitudinal dos pavimentos aos sinais fornecidos pelos sensores de movimento (acelerômetros) e GPS (Global Positioning System) pré-instalados em smartphones, devido ao seu baixo custo, fácil operação e alta produtividade. Entretanto, ainda existem dúvidas sobre a qualidade e a forma de aplicação desses dados. Neste estudo, foram realizados testes de vibração e levantamentos de campo com smartphones, em três trechos de pavimentos com diferentes níveis de irregularidade (baixo, médio e alto), nos quais foram medidos sinais de aceleração vertical por meio de um smartphone fixado ao painel de um veículo, trafegando em diferentes velocidades. Com esses dados, calcularam-se valores de RMSVA (Root Mean Square Vertical Acceleration), que foram confrontados com a irregularidade longitudinal dos pavimentos, medida em IRI (International Roughness Index), por meio do método de Nível e Mira. Os testes mostraram ser a taxa de aquisição de dados dos smartphones o principal fator a afetar sua aplicação para a avaliação da irregularidade longitudinal dos pavimentos. Ao considerar todas as faixas de irregularidade medidas, os valores de RMSVA apresentaram correlação positiva com o IRI, com coeficientes de correlação (R) entre 0,97 e 0,99 e repetitividade aceitável para levantamentos em nível de rede, com coeficientes de variação médios de 3 a 6%. Assim como indicado em pesquisas correlatas, conclui-se que os smartphones são uma alternativa viável para a avaliação da irregularidade longitudinal dos pavimentos, especialmente em países com restrições de investimentos no setor rodoviário, desde que sejam tomados os devidos cuidados na coleta e aplicação dos dados medidos por esses dispositivos. / The longitudinal pavement roughness affects the rolling quality, increases Vehicle Operating Costs (VOC) and reduces the pavement life. Several instruments have been developed for measuring longitudinal pavement roughness. However, there are conflicts involving different classes of equipment with respect to accuracy, costs and productivity, which complicate the continuous data collection, important for the Pavement Management Systems (PMS). Recently, some studies started to link longitudinal pavements roughness to the signals provided by motion sensors (accelerometers) and GPS (Global Positioning System) pre-installed on smartphones, due to its low cost, simple operation and high productivity. However, there are still doubts about the quality and the form of application of such data. In this study, vibration and field tests were performed with smartphones, in three pavement sections with different levels of roughness (low, medium and high), in which vertical acceleration signals were measured by a smartphone attached to a vehicle dashboard, traveling at different speeds. With these data, RMSVA values (Root Mean Square Vertical Acceleration) were calculated, which were compared with longitudinal pavement roughness, measured in IRI (International Roughness Index) through the Level and Rod method. The tests showed to be the data acquisition rate of smartphones the main factor affecting its application for the evaluation of longitudinal roughness of pavements. When considering all roughness ranges measured, RMSVA statistics showed a positive correlation with IRI, with correlation coefficients (R) between 0.97 and 0.99 and acceptable repeatability for network-level surveys, with average coefficient of variation of 3 to 6%. As indicated in related research, it was concluded that smartphones are a viable alternative for the evaluation of longitudinal pavements roughness, especially in countries with investment restrictions in the highway segment, if the data are collected and explained properly.

Masters in Public Administration - MPA / South Africa is plagued by municipal service delivery protest actions on a perennial basis. This observable fact is confirmed in the municipal audit reports of the Auditor General (AG) for the 2010-11 and 2011-12 financial years. One of the reasons cited for these poor audit results by the office of the Auditor General is problems linked to the management of performance, or the absence of a proper Performance Management System (PMS). This study aims to establish why a municipality finds it difficult to develop, implement and sustain a proper PMS, and what factors contribute to an efficient PMS in a municipality. This research is based on a case study of a category B-municipality, namely the Saldanha Bay Municipality and explores various factors necessary to ensure the effective implementation of a performance management system. The primary aim of the study is to identify and discuss the negative and the positive factors regarding the case of the Saldanha Bay Municipality over a period of 10 years. It analyses the PMS problem areas and endeavours to understand what contributed to the Auditor General’s “clean audit” finding in the 2013/14 and 2014/15 financial periods. The study utilized the case study approach as this is arguably the most appropriate approach to understand and interpret the phenomenon that was studied. The study also concentrates on both primary and secondary sources of data. Secondary sources include books, journal articles and government reports whilst the primary sources include personal observations, structured interviews and a survey questionnaire. The survey questionnaire was adapted from the de Waal and Counet (2009) questionnaire and applied to the management / staff of this municipality. This instrument is appropriate in that it allowed the researcher to probe and explore the 31 performance categories against which the implementation of a Performance Management System in the Saldanha Bay Municipality was assessed. The key findings of this study, especially in the first 5 years of the decade in discussion, indicate that the lack of management commitment, leadership and support played a role in the problems related to the implementation of a PMS. Other factors that were also evident were the lack of enough time and resources for the implementation of a PMS and the lack of a comprehensive change management process during the implementation phase. A fourth finding was that the PMS did not present enough benefits for management, particularly in their daily management activities, which resulted in a culture of compliance, rather than a culture of performance.

This study investigated how educators experience the peer observation component of the Integrated Quality Management System (IQMS), a quality and performance management system that was introduced into South African schools in 2005. The extent to which the Integrated Quality Management System has contributed to the development of schools in their entirety has been largely unchartered. The objective of this dissertation was to investigate the perceived experiences of educators concerning the peer observation component of the Integrated Quality Management System. A qualitative research paradigm was employed in order to gather data for this study. Semi- structured interviews were conducted with educators; data collected from the interviews was compared and integrated with data collected from the documentsthat were studied. The data gathered was analyzed using the theory of collegiality in order to explore how educators experience peer observation as a component of the IQMS during its implementationas well as what impact it had on collegiality The findings revealed that teachers are given an opportunity to select their peers during peer observation implementation which, however, leads to an inconsistent and subjective allocation and rating of scores in order to get a 1% pay progression. The study found that the peer observation part of the IQMS is an effective tool for teachers‟ development as it helps them identify areas that need to be developed in order to improve on their teaching practice. The study‟s findings also revealed that if favourable conditions for peer observation are created, peer observation enhances collegiality among teachers. / Dissertation (MEd)--University of Pretoria, 2017. / Education Management and Policy Studies / MEd / Unrestricted

Syfte och frågeställningar Studiens syfte är att kartlägga kvinnors självupplevda motivation- och träningsprestation i relation till menstruationscykeln tre faser: tidig follikelfas (fas 1), sen follikel-ägglossningsfas (fas 2) och lutealfas (fas 3). Frågeställningarna är:  - Finns det några skillnader mellan menstruationscykelns tre faser för motivation före och under träning? - Finns det några skillnader mellan menstruationscykelns tre faser för prestation under träning? Metod Metoden som användes är en kvantitativ forskningsmetod där studiedesignen är en longitudinell kohortstudie. Kohortstudiens datainsamlingstillfällen grundade sig i menstruationscykelns tre faser: tidig follikelfas (fas 1), sen follikel-ägglossningsfas (fas 2) och lutealfas (fas 3). Urvalet baserades på fysiskt aktiva kvinnor med en naturlig regelbunden menstruationscykel som inte använde några hormonella preventivmedel. För framtagning av resultatet användes statistiska tester för att leta efter skillnader i faserna.  Resultat Resultatet i denna studie visar att kvinnor upplever en signifikant skillnad i sin träningsprestation i relation till menstruationscykelns olika faser, där upplevd prestation skattades högre i follikel-ägglossningsfas (fas 2) än i lutealfas (fas 3). Det fanns även indikationer på att kvinnors motivation under träningspass varierade över faserna, men statistisk signifikans kunde inte säkerställas. Slutsats Denna studie kan bidra till den kunskapslucka som finns inom självupplevd prestation i relation till menstruationscykeln. Träningsplanering kan utformas genom att kvinnor planerar sin träning utifrån när prestationen och motivationen upplevs som högst.