Este trabalho apresenta o impacto de medidas de gestão como a implantação das faixas exclusivas no tráfego da cidade de São Paulo que, associada à reestruturação semafórica, tem melhorado a mobilidade urbana em São Paulo. Para tanto, traça-se o cenário da mobilidade urbana e, em seguida, analisa-se o quanto a implantação de mais de 400 km de faixas exclusivas nos últimos dois anos impacta no aumento da velocidade média dos ônibus e na redução do crescimento da lentidão do tráfego. A experiência de outras grandes cidades indica que a adesão a novas ferramentas de gestão é alternativa viável para a promoção de avanços qualitativos no transporte coletivo urbano e no transporte em geral, bem como na integração entre modais de transporte motorizado e não motorizado, no deslocamento de pessoas e cargas com mais eficiência e segurança. Por fim, apontam-se outras possibilidades tecnológicas que poderão ampliar os resultados positivos obtidos na mobilidade paulistana. / This work presents the impact of management measures such as the establishment of exclusive tracks in the city of São Paulo traffic that is associated with the semaphore restructuring, has improved urban mobility in São Paulo. To do so, construct the scenario of urban mobility and then analyzed how much the deployment of more than 400 km of exclusive tracks for the past two years impacts on increasing the average speed of buses and reduced growth of traffic slowdowns. The experience of other major cities indicates that membership of the new management tools is a viable alternative to the promotion of qualitative advances in urban mass transit and transportation in general, as well as in the integration between motorized transport modal and non-motorized, the displacement of people and cargo with more efficiency and safety. Finally, point out other technological possibilities that can magnify the positive results obtained in mobility in Sao Paulo.

To investigate the ultimate resolution in ion beam lithography (IBL) the resist material poly(methyl methacrylate) PMMA has been modified by single ion impacts. The latent damage tracks have been etched prior to imaging and characterisation. The interest in IBL comes from a unique advantage over more traditional electron beam or optical lithography. An ion with energy of the order of 1 MeV per nucleon evenly deposits its energy over a long range in a straight latent damage path. This gives IBL the ability to create high aspect ratio structures with a resolution in the order of 10 nm. Precise ion counting into a spin coated PMMA film on top of an active substrate enabled control over the exact fluence delivered to the PMMA from homogenously irradiated areas down to separated single ion tracks. Using the homogenous areas it was possible to macroscopically measure the sensitivity of the PMMA as a function of the developing parameters. Separated single ion tracks wer e created in the PMMA using 8 MeV F, 71 MeV Cu and 88 MeV I ions. These ion tracks were etched to create voids in the PMMA film. For characterisation the tracks were imaged primarily with atomic force microscopy (AFM) and also with scanning electron microscopy (SEM). The series of studies presented here show that the sensitivity of the resist-developer combination can be tailored to allow the etching of specific single ion tracks. With the ability to etch only the damage track, and not the bulk material, one may experimentally characterise the damage track of any chosen ion. This offers the scientific community a useful tool in the study and fabrication of etched ion tracks. Finally work has been conducted to allow the precise locating of an ion beam using a nanoscale mask and piezoelectrically driven scanning stage. This method of beam locating has been trailed in conjunction with single ion detection in an effort to test the practical limits of ion beam lithography in the single ion realm.

This study examines the impact of natural climate variability and long-term climate change on North Atlantic tropical cyclone (TC) tracks. Using data from HURDAT for the period 1950-2007, we categorize Atlantic TCs that form in the Main Development Region into one of three track types: Straight-Moving (SM), Recurving Landfall (RCL), and Recurving Ocean (RCO) TCs. As expected, the SM storms are associated with a westward extension and strengthening of the North Atlantic Subtropical High (NASH) whereas the RCO storms coincide with a weakening of the NASH. The presence of El Nino conditions in the tropical Pacific is found to be associated with a weakening and eastward retreat of the NASH, an increase in the percentage of RCO TCs, and a decrease in the percentage of RCL TCs. Using 6-hourly wind fields from NCEP-NCAR Reanalyses, simulated tracks are computed for each historical storm in the sample using the Beta Advection Model (BAM). Using observed genesis locations, the BAM successfully reproduces the differences in TC tracks between SM, RCO and RCL storm types. When storm genesis is uniformly distributed over the MDR we find that RCL and RCO storms still exhibit a distinct difference in tracks, suggesting that differences in the large-scale steering flow over the tropical Atlantic are primarily responsible for their track differences. However the SM TCs exhibit a more northward track under the uniform genesis experiment, indicating that the more southern and western genesis location of these storms is an important contributor in determining their tracks. The observed difference between TC tracks during El Nino and La Nina events is also reproduced by the BAM under both observed and uniformly seeded genesis experiments, suggesting that it is the changes in the large-scale steering flow over the Atlantic that is responsible the larger percentage of RCO storm tracks during El Nino events. The influence of anthropogenic warming is examined using a 7 member ensemble comparing the 2xCO2 experiment to a pre-industrial control. Increased sea level pressure over the northeast and northwest quadrants of the Atlantic does not alter the average TC track.

Thesis (M.Sc.)--Memorial University of Newfoundland, 2005. / Bibliography: leaves 133-138.

A general closed-form analytical solution is derived for the lapping tracks with its kinematics for the concentric V-groove lapping system. The lapping tracks on the ball surface for the three contact points are fixed circles, and their lengths of the lapping tracks are linearly proportional to , , and , respectively. In practice, if the orientation is randomized as the ball enters the lap again, then the distribution of the lapping tracks are dense after many cycles, and the larger the lapping length in each cycle, the smaller is the number of cycles required achieving the maximum lapped area ratio. In the geometry design of ball lapping, the V-groove half-angle should be larger than 45¢X, but to prevent the splash of abrasives, it should be less than 75¢X. Since the spin angular speed with its angle continuously varies with time for the eccentric lapping system, lapping tracks are not fixed circles. In practice, the lapped areas are complementary at the contact points of A and B. The total lapped area ratio is higher than 87% for a slip ratio less than 0.5. Hence, it is possible to lap all the surface of a ball by changing the slip ratio during the lapping process. Moreover, the larger the V-groove half-angle, the less is the eccentricity to achieve the optimum lapped area ratio. In order to understand the ball motion and ball lapping mechanism in the magnetic fluid lapping system, the forces and moments equilibrium equations are derived and numerical methods are analyzed. As the balls traveling in a train are assumed to be the same size, only one ball is considered in the dynamic analysis. Results show that as the ball separates from the shaft and the float, the spin angle increases quickly and approaches to 90¢X. Hence, the ball changes its attitude and thereby generates a new lapping tracks on the ball surface. Consequently, after repeating many cycles, lapping tracks would be scoping out more space and this is one of the spherical surface generation mechanisms. Surface waviness of ball causes a variation in the lapping load. When , it is possible to cause the ball separated from float and the lapping load is zero during the separation period. No matter how the ball separates from float, the spin angle always varies in a small range. Hence, only a very small region can be grounded due to the effect of the surface waviness. Therefore, it is not the main lapping mechanism of the spherical surface generation. In fact, during the lapping process, many balls with different diameters are lapped. To understand the ball¡¦s lapping mechanism of the spherical surface generation, it is necessary to consider a batch of balls. For a batch of balls with different diameters, the applied load on each should be different from each other. Generally, the larger the diameter of a ball, the larger is the friction force between the ball and shaft and the ball circulation speed. Therefore, it is possible to cause the collision between the larger and the smaller balls. To understand the interaction between balls traveling in a train, the dynamic analysis of multiple balls is developed. As the ball interacts with each other, it is possible to change the spin angle, and thereby to achieve the larger variation range of the lapping tracks. During the lapping process of a batch of balls, it is also possible to cause the separation between the shaft and the ball, and it causes the ball to change its attitude and to achieve more uniform lapping tracks.

Thesis (M.S.)--West Virginia University, 2003. / Title from document title page. Document formatted into pages; contains xiv, 158 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 141).

Positioning systems for trains are traditionally based on track-side infrastructure, implying costs for both installation and maintenance. A reliable on-board system would therefore be attractive. Sufficient reliability for on-board systems is likely going to require a multi-sensor solution. This thesis investigates how measurements from bogie-mounted inertial and magnetic sensors can contribute to such a system. The first part introduces and compares two different methods for estimating the speed. The first one estimates the fundamental frequency of the variations in the magnetic field, and the second one analyses the mechanical vibrations using the accelerometer and gyro, where one mode is due to the wheel irregularities. The second part introduces and evaluates a method for train localization using magnetic signatures. The method is evaluated both as a solution for localization along a given track and at switchways. Overall, the results in both parts show that bogie-mounted inertial and magnetic sensors provide accurate estimates of both speed (within 0.5 m/s typically) and location (3-5 m accuracy typically).

The Tracks rites of passage are processes that mark the adolescent transition, for the participant, the family and the community, between the two life stages of childhood and adulthood. Adolescent initiation rites offer a community led journey of separation, transition and integration as a way to work meaningfully with adolescents as they move between the life stages of childhood into adulthood. In Aotearoa/New Zealand the Tracks programme provides a five day contemporary rite of passage for adolescents and, where possible, their fathers. The rite of passage is based on the assumption that adolescents need opportunities to find their voices and make meaning if they are to become more aware of who they are and where they belong. The methodology recognises that I, as researcher and insider in the Tracks organisation, needed to develop a holistic approach to insider research so that I could call on my understandings of the organisation and also guard against bias. The holistic approach involves the four interpenetrating strategies of appreciative inquiry, narrative inquiry, a blend of approaches to self-study that include meditation and critical reflection, and most importantly organic inquiry. The four strategies are based on coherence theories that describe learning as being organic, interconnected and emergent. Data were gathered from interviews and cycles of critical self-reflection in the form of a learning journal. Data comes from interviews with the mother or fathers and young men of six families who have participated in the Tracks rite of passage programme. I have also discussed this work with a number of professionals in the field of youth work. The project found that Tracks had created conditions that empowered these young men with an increased capacity to make sense of their lives. Fathers expressed how challenging and rewarding they had found it to speak in honest terms with their sons, and that they were supported to do the inner work necessary to be able to speak in such ways. All of the family members expressed a need to have more support after the event. The findings suggest a need to explore further the nature of the work happening at Tracks. It validates Lashlie’s (2005) theory that adolescents need their fathers and other men to be involved in their lives at the time of transition. Tracks also helps fathers to get to grips with the inner work of developing emotional maturity. The work happening at Tracks invites further research into and debate on the value of emotional intelligence. The Tracks rite of passage offers an alternative perspective to understand the unacceptably high rates of adolescent morbidity and mortality happening in New Zealand.

In recent years there has been continuous increase of axle loads, tonnage, train speed, and train length which has increased both the productivity in the rail sector and the risk of rail breaks and derailments. Rail operating risks have been increasing due to the increased number of axle passes, sharper curves, wear-out of rails and wheels, inadequate rail-wheel grinding and poor lubrication and maintenance. Rolling contact fatigue (RCF) and wear are significant problems for railway companies. In 2000, the Hatfield accident in the UK killed 4 people, injured 34 people and led to the cost of £ 733 million (AUD$ 1.73 billion) for repairs and compensation. In 1977, the Granville train disaster in Australia killed 83 people and injured 213 people. These accidents were related to rolling contact fatigue, wear and poor maintenance. Studies on rail wear and lubrication, rolling contact fatigue and inspection and rail grinding analyse and assess the asset condition to take corrective and preventive measures for maintaining reliability and safety of rail track. Such measures can reduce the operational risks and the costs by early detection and prevention of rail failures, rail breaks and derailments. Studies have so far been carried out in isolation and have failed to provide a practical solution to a complex problem such as rail-wheel wearfatigue-lubrication-grinding-inspection for cost effective maintenance decisions. Therefore, there is a need to develop integrated economic models to predict expected total cost and operational risks and to make informed decisions on rail track maintenance. The major challenges to rail infrastructure and rolling stock operators are to: 1. keep rolling contact fatigue and rail-wheel wear under controllable limits, 2. strike a balance between rail grinding and rail lubrication, and 3. take commercial decisions on grinding intervals, inspection intervals, lubrication placements, preventive maintenance and rail replacements. This research addresses the development and analysis of an integrated model for assessment of operational risks in rail track. Most significantly, it deals with problems associated with higher axle loads; wear; rolling contact fatigue; rail defects leading to early rail replacements; and rail breaks and derailments. The contribution of this research includes the development of: failure models with non-homogenous Poisson process and estimation of parameters. economic models and analysis of costs due to grinding, risks, downtime, inspection and replacement of rails for 23, 12, 18 and 9 Million Gross Tonnes (MGT) of traffic through curve radius 0-300, 300-450, 450-600 and 600-800 m; and application of results from this investigation to maintenance and replacement decisions of rails. Cost savings per meter per year are: * 4.58% with 12 MGT intervals compared to 23 MGT intervals for 0-300 m * 9.63% with 12 MGT intervals compared to 23 MGT intervals for 300-450 m * 15.80% with 12 MGT intervals compared to 23 MGT intervals for 450-600 m * 12.29% with 12 MGT intervals compared to 23 MGT intervals for 600-800 m. a lubrication model for optimal lubrication strategies. It includes modelling and economic analysis of rail wear, rail-wheel lubrication for various types of lubricators. Cost effectiveness of the lubricator is modelled, considering the number of curves and the total length of curves it lubricates. Cost saving per lubricator per year for the same curve length and under the same curve radius is: * 17% for solar wayside lubricators compared to standard wayside lubricators. simulation model for analysis of lubrication effectiveness. Cost savings per meter per year for: * 12 MGT grinding interval is 3 times for 0-450 m and 2 times for 450-600 m curve radius with lubrication compared to without lubrication. * 23 MGT grinding interval is 7 times for 0-450 m and 4 times for 450-600 m curve radius with lubrication compared to without lubrication. a relative performance model, total curve and segment model. an inspection model for cost effective rail inspection intervals. Cost savings per year for same track length, curves and MGT of traffic: * 27% of total maintenance costs with two inspections, compared to one inspection considering risk due to rail breaks and derailments. a risk priority number by combining probability of occurrence, probability of detection and consequences due to rail defects, rail breaks and derailments. integrated model combining decisions on grinding interval, lubrication strategies, inspection intervals, rectification strategies and replacement of rails. Cost saving per meter per year for 12 MGT is: * 5.41% of total maintenance costs with two inspections, compared to one inspection considering risk due to rail breaks and derailments. * 45.06% of total maintenance costs with lubrication for two inspections, compared to without lubrication. Cost saving per meter per year for 23 MGT is: * 5.61% of total maintenance costs with two inspections, compared to one inspection considering risk due to rail breaks and derailments. * 68.68% of total maintenance costs with lubrication for two inspections, per year compared to no lubrication. The thesis concludes with a brief summary of the contributions that it makes to this field and the scope for future research in wear-fatigue-lubrication-grinding-inspection for maintenance of rail infrastructure.

The nesting demographics of sea turtles using beaches within the Barrow, Lowendal, Montebello (B-L-M) island complex on the North West Shelf of Western Australia were examined in the context of their spatial and temporal distribution and potential for exposure to industrially based artificial light sources. The distribution of overnight turtle tracks throughout the island complex confirmed high density nesting of Chelonia mydas (green turtles) on deep, sandy and high energy beaches and Natator depressus (flatback turtles) on deep, sandy and low energy beaches, while Eretmochelys imbricata (hawksbill turtle) tracks were most visible on shallow, sandy beaches adjacent to near shore coral reef habitat. The three species exhibited a summer nesting peak. Hawksbill turtles commenced nesting in September and continued through to January, green turtles commenced in November and decreased in March. Flatback turtles displayed the most constrained nesting season reported to date in Australia with 86% of the animals visits recorded in December and January only. Nesting population sizes estimated for the three species suggest that on a national scale the B-L-M complex is a moderately large green turtle and a large flatback rookery site. The hawksbill rookery is large on an international scale. While none of the green turtle nesting beaches fell within a 1.5 km radius of industrially based artificial light sources an estimated 42% of nesting flatback turtles and 12% of nesting hawksbill turtles were potentially exposed to these light sources. Testing of green turtle and hawksbill hatchling response to different wavelengths of light indicate that hatchlings from the B-L-M region respond to low wavelength much like hatchlings tested in North America (Witherington 1992a). Flatback hatchlings displayed a similar preference for low wavelength light however their responses to discrete light wavelengths between 400 nm and 700 nm suggest that this species may not discriminate well between wavelengths that lie between 450 nm and 550 nm. This response may be related to the rapid attenuation of visible light that occurs in the turbid near shore habitats favoured by this species. Field based arena studies carried out to investigate hatchling behaviour on nesting beaches with light types commonly used in industrial settings found green turtle and flatback hatchlings are significantly attracted to these lights compared to controls. Lights that emit strongly in the low wavelength range (i.e. metal halide and fluorescent) caused hatchling misorientation at lower intensities than the test light that emitted relatively poorly in this range (high pressure sodium vapour). Hawksbill hatchlings tested in situ under the influence of actual oil and gas onshore and offshore facility based lighting were disrupted from the most direct line to the ocean by these light emissions. Emergence fan mapping methods that measure hatchling orientation on nesting beaches were refined and are proposed as an alternative monitoring tool for use on beaches that are logistically difficult to access for large scale experimental orientation studies. The hatchling behaviour was clearly complicated by beach topography and moon phase. Satellite tracking of post nesting female green and hawksbill turtles from North West Shelf rookeries has identified the Western Australian location of migratory corridors and foraging grounds for these species while Scott Reef turtles migrate from their south Timor Sea rookery to Northern Territory waters. Green turtle nesting on Barrow Island and Sandy Island (Scott Reef) forage at feeding grounds 200 – 1000 km from their nesting beaches. Hawksbill turtles nesting at Varanus Island and Rosemary Islands forage at locations 50 – 450 km from their nesting beaches. While all of the nesting beaches within the B-L-M island complex are protected under the Barrow-Montebello Marine Conservation Reserves, the only foraging ground similarly protected is the Northern Territory foraging ground used by Scott Reef green turtles. None of the foraging grounds used by North West Shelf green or hawksbill turtles is currently protected by conservation reserves.