Tillgången till vatten kan ses som en självklarhet men 29\% av världens befolkning saknar tillgång till rent vatten. Vi alla måste ta ett ansvar för att minska vår förbrukning för att spara på den begränsade resurs som vatten faktiskt är. I denna rapport presenteras en lösning för att minska förbrukningen av vatten inom travsporten. Lösningen består av sensorer som mäter fuktigheten i jorden och en algoritm som räknar ut mängden vatten som behövs för att uppnå ett valt värde. För att utvärdera lösningen har en prototyp skapats. Prototypen har genomgått olika tester för att säkerhetställa att den uppfyller de krav och förväntningar som finns. Ett system som kan övervaka banan och få ett exakt värde på mängden vatten som behövs bidrar till en möjlighet att precisionsbevattna. Detta kan bidra till en reducering i vattenanvändningen. Förhoppningsvis så kommer travbanor att kunna dra nytta av denna rapport och hjälpa till med att bidra till en mer hållbar framtid där vi alla strävar efter att minska vår vattenförbrukning. / The access to water could be taken for granted, but 29 % of the world's population lacks access to clean water. We all need to take responsibility for reducing our consumption in order to save on the limited resource.to precision irrigateThis report presents a solution to reduce water consumption in trotting. The solution consists of sensors that measure the moisture level in the soil and an algorithm that calculates the amount of water needed to achieve a selected value. To evaluate the solution, a prototype has been created. The prototype has undergone various tests to ensure that it meets the requirements and expectations that exist. A system that can monitor the course and get an exact value for the amount of water needed contributes to an opportunity to precision irrigate.This could contribute to a reduction in water usage. Hopefully, trotting tracks will be able to benefit from this report and help contribute to a more sustainable future where we all strive to reduce our water consumption.

A retrospective investigation of Thoroughbred racehorses euthanazed as result of catastrophic musculoskeletal injury (CMI) at four racetracks in Gauteng, South Africa during the period of 1998-2004 was performed. Fifty-five cases of CMI from 103 603 starts were evaluated. The incidence of CMI per 1000 starts was 0.53, similar to the incidence reported worldwide. The affected limb of 32 of 55 horses with a CMI was evaluated radiographically, ultrasonographically and dissected. CMI occurred unilaterally and predominantly in the forelimbs, the left forelimb (LF) being most commonly affected. The suspensory apparatus, particularly the proximal sesamoid bones (PSB) was predominantly affected, mostly in the LF. Sixty-nine percent of the PSB fractures occurred biaxially, the medial PSB most commonly affected. PSB fractures were often associated with extensive damage to the flexor tendons and ligaments of the metacarpophalangeal joint. Lateral condylar fractures were more common than medial, and the right forelimb predominantly affected. Significant risk factors for CMI in this study were gender, racing interval, and weight carried. Gender relative to the number of starts had the highest statistical significance (intact males P<0.001 and geldings P=0.010). Intact males were 14.8 times more at risk than females and 5.3 times moreso than geldings. Horses carrying more than 59kg were 3.3 times more at risk of breakdown than horses carrying 54-59kg of weight (P=0.006). Horses with a racing interval of less than one week were approximately three times more at risk than those with longer intervals (P=0.025 and P=0.029 respectively). Statistically insignificant risk factors were racing year, going, distance, racetrack, age, size of field and draw. It is of paramount importance that CMI is strictly monitored and risk factors identified to implement preventative measures to circumvent occurrence of CMI, which may have a negative impact on this important spectator sport. This study provides benchmarks for the racing industry to monitor racetrack fatalities in Gauteng and to evaluate intervention strategies. Copyright / Dissertation (MMedVet)--University of Pretoria, 2009. / Companion Animal Clinical Studies / unrestricted

The goal of the diploma project is the architectural design of The Gallery Grand Prix in Brno Racing Circuit. Project considers the actual urbanization of racing circuit. It's goal is to continue in long-term history of this kind of sport in Brno and to make this racing circuit more attractive.

Among the biggest challenges in the development of VR has been creating an overall sense of immersion and presence as well as finding methods to reduce cybersickness. These aspects have been major obstacles to the widespread adoption of virtual reality since its existence. Research has shown that various camera techniques have been investigated to reduce cybersickness and enhance the immersive experience in VR. Hence, camera settings are an important tool when it comes to reducing cybersickness as well as creating a sense of immersion in VR. This study aims to determine what effect that lock onboard camera to horizon setting can have on players of VR racing games in terms of the player's sense of immersion and potential for cybersickness. It relies on an experiment with the lock onboard camera setting enabled and disabled utilizing the VR racing game Assetto Corsa. The data collection involved a mix methodology of questionnaires as well as interviews and included a Motion Sickness Susceptibility Questionnaire (MSSQ) and Cybersickness VR Questionnaire (CSQ-VR). The research results do not provide the definitive information on which camera was better to use. However, the difference was relatively minimal, even though the locked camera had demonstrated better results in terms of cybersickness intensity. All of the results suggest that immersion is highly subjective and a matter of personal preference, as indicated by all of the findings.

The Cal Poly SLO Turbo-Prop Racer project aims to design a world speed record-breaking aircraft, capable of flying more than 550 miles per hour on a 3-kilometer closed course. To further this endeavor, this thesis presents the calculations of load distributions across the aircraft’s wing and tail and preliminary structural estimates of primary structural components for verification of the loads calculations and for use in a future finite element model. The aircraft’s fundamental design characteristics effect on the structure of the aircraft, namely the unique Y-tail design, are first examined. Then, loads are calculated in accordance with the regulation dictated by CS-23. Maneuvering loads, gust loads, ground loads, and engine loads are calculated through the Vortex-Lattice Method and CS-23 to provide input for detailed structural analysis. Structural thickness estimates are found using simplified analytical stress analysis. The wing and tail’s primary spars’ spar-caps and shear-webs, the wing and tail skins, and the rear fuselage are all calculated. The loads and thicknesses found are shown to be within order of reason and to support the fundamental design characteristics of the aircraft, pushing the project to continue toward its goal.

No description available.

No description available.

No description available.

No description available.

The feasibility of replacing currently widely used sandwich construction with helically stiffened construction for a Formula racing car structural shell is studied. The torsional deformation behavior of circular and square cross-section shells is analyzed as an approximation to the real car structure. Shells with different sandwich and helically stiffened configurations are analyzed with finite elements. For closed square and circular cross-section shells, the highest torsional stiffness is obtained with helical stiffening. For circular cross-section shells with the cockpit cutout and reinforcements usually present in real racing car structural shells, ±4S' helically stiffened shells are 200% stiffer in torsion than sandwich shells. For square cross-section shells, the torsional stiffness improvement obtained with the helical stiffening is only 27%. The cross-sectional shape of the shell, cockpit opening, and different type of reinforcements (present in a real car structure) affects the selection of the best stiffening for torsional stiffness. The role of the terms of the stiffness matrix of the helically stiffened configuration in the torsional behavior of the shells is studied. The 0/90 waffle stiffening is more efficient than the helical stiffening for the square cross-section shells with the cutout and reinforcements. In the case of circular cross-section shells, the 0/90 waffle stiffening yields approximately the same results than the helical stiffening. The skin-stiffener configuration for maximum torsional stiffness depends on the crosssectional shape of the shell. The advantages of the ±45° helical stiffening over the sandwich construction depend on the cross-sectional shape of the shell and on the way the cutout region is reinforced. / Master of Science