The thesis deals with the issue of suspension of the 5th passenger car door. The introductory part deals with the possibilities of mounting the 5th passenger car door. In the next part, a HDS hinge was selected, which is further solved using a numerical and experimental method. Aluminium alloy was used on this HDS hinge to reduce weight. In the first step, a technical experiment was performed on the existing state (steel) and a strain-strain analysis was performed. Based on the stress-strain analysis of the material change variant without structural change, unsatisfactory results were obtained. After that, design changes were proposed such as increasing the thickness of the tube wall in the Creo program, and this variant was also subjected to a stress-strain analysis using the numerical modelling. Comparison of the results was based on the values of elastic deformation and equivalent stress. Finally, the thesis dealt with the manufacturability of the proposed component within which, a technical experiment was carried out.

Syfte: Kommunikationsproblem leder årligen till miljontals kronor i extrakostnader inom byggbranschen. Dörrmiljön utgör ett viktigt moment inom byggnationen där de många inblandade aktörerna skall kommunicera korrekt och i tid för att uppfylla de höga funktionskrav som dörrmiljön innefattar. Syftet med rapporten är att beskriva dörrmiljöns komplexitet, undersöka och redogöra för de huvudsakliga problemområdena som uppstår kring arbete vid dörrmiljön, samt utveckla möjliga lösningsförslag inom området. Metod: Studien har genomförts som en explorativ fallstudie där dörrmiljöns komplexitet anses vara representativ för och återkommande inom husbyggnadsindustrin. Data samlas in genom intervjuer med byggproduktions- och arkitektpersonal samt ett enkätutskick. Resultat: Genom studien har en kartläggning över dörrmiljön tagits fram som belyser och klargör för den mångfald av komponenter och aktörer som dörrmiljön innefattar. Insamlade enkätdata visar att cirka 80 procent av studiens respondenter upplever problem med dörrmiljön i varje eller de flesta projekt. Vidare har ett flertal problemområden identifierats, såsom försvårad erfarenhetsåterföring, undermåliga kravställningar och motstridande funktioner. Dessa områden har analyserats tillsammans med etablerad teori inom bland annat projektledning och kommunikation. Slutligen mynnar studien ut i lösningsförslag kring hanteringen av dörrmiljön. Både etablerandet av en ny samordningsdisciplin och utvecklandet av ett digitalt verktyg som samlar all information kring dörrmiljön diskuteras som potentiella alternativ. Konsekvenser: Dörrmiljön utgörs av en stor mängd komponenter och aktörer på en relativt liten yta. Den är en intrikat detalj från projektering till färdig installation vars helhet och fulla funktion riskerar att undgås av många av de inblandade parterna. Vidare utgör dörrmiljön ofta ett icke-prioriterat moment som saknar centraliserad samordning. För att bemöta dörrmiljöns komplexitet bör den projekteras i ett tidigt skede där alla berörda parter involveras. Begränsningar: Undersökningen begränsas till att studera arbete och rutiner inom projektering samt dess konsekvenser i produktionssammanhang. Sålunda studeras inte tillverkning, inköp, arbetsledning i produktionsfasen eller eftermarknadskonsekvenser. Vidare innebär den explorativa fallstudien att en stor del av resultatet är ny information som saknar bekräftande av tidigare undersökningar. I och med att undersökningen baseras på intervjuer och enkätsvar är den data som studien gett upphov till grundad på människors uppfattning och erfarenheter av verkligheten. / Purpose: Issues regarding communication annually generates millions of Swedish crowns in excess costs within the housing construction industry. The door – with its surrounding installations and functions – make up an important building element in which a multitude of actors require functional communication in order to fulfil its requirements. The purpose of this paper is to describe the complexity surrounding doors, to explore and explain the main problems related to the planning and installation of doors, as well as to develop feasible solutions for these problems. Method: The study is composed of an explorative case study in which the complexity surrounding doors is to be regarded as representative for and typical within the housing construction industry. Data is collected by interviewing production managers and architectural engineers, as well as by a digital survey. Findings: The multitude of components and actors associated with the planning and installation of doors are charted throughout the study. According to the survey within the study, approximately 80 percent of its respondents have experienced door-related issues in either every or most projects. Furthermore, several points of interest are identified as problematic regarding the planning and installation of doors, such as challenges with the storing of knowledge, insufficiently formulated demands, and conflicting functions. These points of interest are combined with established theories within, among other areas, project management and communication. The study resulted in two discussions regarding the handling of doors; the development of digital tools and the establishment of a new consulting role, coordinating the process behind planning and installations of doors. Implications: The door and its surrounding environment depend on many components and professionals. It makes up an intricate detail from early planning to final installation which full extent risks to elude the many actors involved. Furthermore, the importance of the area is often neglected and lack central coordination in project management. To counteract this complexity, the planning regarding doors must be prioritized early in the process and all affected actors should be involved. Limitations: The study is limited to work sets and routines associated with the planning process and its consequences in the context of the production process. Thus, the component production and procurement process, construction supervision and service and management process are not included in the study. Furthermore, the explorative nature of this case study partially amounts to new information that has not been confirmed in previous studies. As the study is achieved using responses from interviews and a survey, the data presented is based on people’s perception and experience of reality.

The aim of this paper was to investigate how a film, and thus story information, is altered through the process of dubbing of a film into a foreign language. My reference films were "Sliding Doors" and its German counterpart "Sie liebt ihn – Sie liebt ihn nicht." (R: Peter Howitt, 1998) / Diese Arbeit beschäftigt sich mit der Übersetzung fremdsprachlicher Originalfilme ins Deutsche. Insbesondere wurde die Umsetzung des Inhaltes sowie der kulturspezifischen Eigenheiten des Originalfilms untersucht. Der Untersuchung zugrundeliegende Filme: "Sliding Doors" und "Sie liebt ihn - Sie liebt ihn nicht" (R: Peter Howitt, 1998)

Des variants pathogéniques du gène TBC1D24 sont associés à des maladies génétiques dont la majorité sont transmises d’une façon autosomique récessive. Les phénotypes sont variables en termes de présentation clinique et de sévérité. Les formes les plus sévères causent une encéphalopathie épileptique (EIEE16) ou le syndrome DOORS qui est marqué par une surdité, des anomalies des ongles et des doigts, un déficit intellectuel et des convulsions qui sont souvent difficiles à contrôler. D’autres formes d’épilepsie incluent EPRPDC (Rolandic epilepsy with paroxysmal exercise-induce dystonia and writer's cramp), FIME (familial infantile myoclonic epilepsy), et PME (progressive myoclonus epilepsy). Une variant faux-sens spécifique est associée à une surdité autosomique dominante (DFNA65) qui se développe à l’âge adulte. Nous avons écrit un guide de pratique clinique qui inclut une revue de la littérature sur les phénotypes publiés chez les individus avec des variantes pathogénique du gène TBC1D24 avec de recommandations pour le suivi clinique de ces patients. De plus, une cohorte de huit patients avec déficience intellectuelle et épilepsie qui partagent une microdélétion sur le chromosome 16p13.3 contenant le gène TBC1D24 a été assemblée et caractérisée afin de définir un nouveau syndrome génétique. La région critique contient TBC1D24, ATP6V0C et PDPK1. Le phénotype similaire entre les huit individus suggère que l’haploinsuffisance pour TBC1D24, ATP6V0C et PDPK1 cause un nouveau syndrome génétique. L’etude des gènes essentiels pour le phénotype dans cette cohorte aide dans l’identification des nouveaux gènes candidates pour la déficience intellectuelle et épilepsie. / Pathogenic variants in the TBC1D24 gene are associated with genetic disorders, the majority of which are transmitted in an autosomal recessive manner. The phenotypes are variable in terms of clinical presentation and severity. The most severe forms cause epileptic encephalopathy (EIEE16) or DOORS syndrome which is marked by deafness, abnormalities of the nails and fingers, intellectual deficit and convulsions which are often difficult to control. Other forms of epilepsy include EPRPDC (Rolandic epilepsy with paroxysmal exercise-induce dystonia and writer's cramp), FIME (familial infantile myoclonic epilepsy), and PME (progressive myoclonus epilepsy). A specific missense variant is associated with autosomal dominant deafness (DFNA65) which develops in adulthood. A review of the literature of the published phenotypes observed in individuals with pathogenic variants in the TBC1D24 gene is presented here with recommendations for the clinical management of these patients. In addition, a group of eight patients with intellectual disability and epilepsy who share a microdeletion on chromosome 1613.3 containing the TBC1D24 gene were characterized in order to define a new genetic syndrome. The critical region contains TBC1D24, ATP6V0C and PDPK1. The significantly similar phenotype shared by the eight individuals suggests that haploinsufficiency for TBC1D24, ATP6V0C and PDPK1 causes a new genetic syndrome. Knowledge of the genes essential for the phenotype in this cohort helps in the identification of new candidate genes for intellectual disability and epilepsy.

This thesis examines the relevancy of south-west portals with regards to their potential usage in post-burial ritual activity with particular focus on the deposition of sacrificial offerings. South-west portals are a type of stone constructions found on the edges of mounds and stone settings in eastern central Sweden usually dating to the Viking Age (c. 750-1100 CE). As many as possible of all excavated south-west portals are accounted for. The find materials in south-west portals as well as their accessibility are assessed in accordance with the reasoning that long-term grave cult would result in repeated sacrificial depositions and that the portals would have had to have been accessible for such sacrifices to have been conducted. There is no clear evidence of south-west portals having been used for deliberate sacrificial depositions. Some portals would have been inaccessible and most non-funerary find assemblages were likely non-deliberate or at least nonindicative of repeated sacrifices. South-west portals were likely more relevant in funerary rites of passage or potentially odd instances of necromancy rather than in sacrifices connected to ancestor worship. / Denna avhandling undersöker relevansen av sydvästportar med avseende på deras potentiella användning i rituella aktiviteter efter begravningen med särskilt fokus på deponering av offergåvor. Sydvästportar är en typ av stenkonstruktioner som förekommer på kanterna av högar och stensättningar i östra Mellansverige, vanligtvis daterade till vikingatiden (ca 750-1100 e.v.t.). Så många som möjligt av alla utgrävda sydvästportar redovisas. Fyndmaterialet i sydvästportar samt deras tillgänglighet bedöms utifrån resonemanget att långvarig gravkult skulle resultera i upprepade offerdepositioner och att portarna skulle ha behövt vara tillgängliga för sådana offer att genomföras. Det finns inga tydliga bevis för att sydvästportar har använts för avsiktliga offerdepositioner. Vissa portar skulle ha varit otillgängliga och de fyndmaterialansamlingar som inte var gravar var sannolikt oavsiktliga eller åtminstone icke indikativa på upprepade offerriter. Sydvästportar var sannolikt mer relevanta i begravningsriter eller potentiellt udda fall av nekromanti snarare än i offer kopplade till förfädersdyrkan.

No description available.

Architects and urban designers have a unique background to deal with the experiential qualities of cities. Quality of urban spaces is an essential aspect of livability (Southworth, 2003). The quality of urban spaces is important, specifically the interaction between buildings and the street, and it has been explored by Jane Jacobs, Jan Gehl and many more. BIM and CIM is new technology to analyze and design buildings and cities. With fast technology development, there are many options today on how to deal with the experiential qualities and make a 3D model using image-based input.

Purpose: The purpose of this study is to investigate and analyze whether the current platform elements can handle the additional loads from the introduction of platform screen doors at various subway stations. The specific stations involved in the study were Norsborg, Alby, Fridhemsplan, Globen and Alvik. Method: By introducing the platform screen doors, the number of potential accidents is minimized, and the safety of passengers is increased. In order to see if the platforms would be capable of handling the extra load from the platform doors, engineers have measured the thickness of the current platforms to see whether they would be able to withstand the additional pressure that comes with the installation of platform screen doors. Results: Based on the calculations of the different platform types, the results show that platform type 1 can not handle loads from the platform doors and has to be reinforced to minimize the risks of breakage and tilting. Platform types 2 and 3 can manage the weight from the platform doors but should also be reinforced since there is a risk that they will break in the future. In order to achieve safety for people on the platform, the results show that a half-high platform door is the best choice. Conclusions: The available manufacturers on the market offer some different models of platform screen doors, both full and half-height. Since stations and their platform elements vary in design and quality, it is not the optimal choice to have the same type of doors on all stations. The best choice for indoor stations is to install full height screen doors where it is possible. Although, half-height screen doors can be installed on all stations. The half-height screen doors result in the most consistent performance while maintaining the safety of people on the platform.

An important aspect during the planning of commuter trains is how long they will be waiting at the platform. All travelers must be able to board and get off the train in time while the process cannot take too long. The train’s waiting time is called its dwell time, and this is a study of how the dwell time of the commuter trains in Stockholm behaves with a focus on the larger station Stockholm Odenplan and the smaller station Årstaberg. The duration of the dwell time compared to the stations planned dwell time was analyzed with manual measurements on the stations. The dwell time was analyzed both during and after rush hours. Possible reasons for the dwell time’s length were also analyzed and a potential factor that was in focus was the impact of the removal of train conductors. Train conductors in Stockholm’s rail system are responsible for monitoring the boarding and closing the train’s doors after it is finished. They began to dismantle from the trains Mars 2023 due to efficiency reasons. Half of the trains will run with a train conductor until autumn 2023, where they will disappear entirely. The train drivers will afterwards monitor the travelers with cameras instead. The commuter trains in Stockholm have three routes between Bålsta and Nynäshamn, Uppsala/Märsta and Södertälje and Södertälje and Gnesta. Factors considered when planning their timetables are the system’s capacity, how long the train should wait at a station and how long it takes to drive between stations. 94 % of the trains run on time in the system according to the operator MTR. The analyzed stations Stockholm Odenplan and Årstaberg are in Stockholm and have their separate conditions. Stockholm Odenplan is the second to largest station in the system and is in a central part of the city. The station is underground, and the rails are separated from the platform with platform doors. The doors are shown to cause delays for the dwell time as they are slow. Årstaberg has considerably fewer travelers than Stockholm Odenplan and is in the south parts of the city. The station is over the ground and has no platform doors. There are many theories about the causes behind a train’s dwell time based on the behavior of the passengers. They vary from where they are waiting on the platform, how they are queueing during boarding and the behavior during the boarding. The study shows that the dwell time in Årstaberg stays under its planned 42 seconds, but it is six seconds too long from its planned 60 seconds in Stockholm Odenplan. The dwell time increases during rush hour in Årstaberg and decreases outside of it, while Stockholm Odenplan seems to be largely unaffected by rush hours. Trains with train conductors seem to have a lower dwell time than those without them. The boarding has a shorter duration with train conductors, which shows that they are more efficient than the train drivers using cameras to monitor the boarding. However, it does take a little longer for the train to depart after the boarding is finished when they have a train conductor. Factors causing the dwell time are believed to be related to the flow of passengers and the design of the stations. The platform doors are believed to increase the dwell time in Stockholm Odenplan. Meanwhile, the protection from the weather and the location of the entrance in Årstaberg might impact its dwell time. When the number of passengers increases will the boarding take longer. The boarding will also be concentrated on a few doors in Årstaberg depending on the weather or if the trains are short. The dwell time should be analyzed further for a longer period and during more hours of the day. More stations in Stockholm’s rail system should be analyzed too.

No description available.