In light of the emerging consequences of climate change, there is a need for a sustainable transition of the marine sector, including waterborne transport systems, towards implementation of fossil free fuels and technologies. The thesis limits its scope to solely include passenger ferries that are suitable for calm waters and often operates on shorter distances, which are often incorporated in a public transport system and/or archipelago traffic. As there is limited literature available on the subject, this thesis aims to contribute to a wider knowledge of what is required to enable a sustainable transition of a waterborne transport system. Moreover, due to high investment costs and risks associated with low- and zero emission vessels, waterborne transport is often not prioritized when transitioning a public transport system. Thus, the following research questions were answered: Which aspects are vital to enable a sustainable transition of a waterborne transport system? Which actors influence and play a crucial role in the sustainable transition of a waterborne transport system? To answer the research questions, a literature review and an interviewstudy was conducted. The results present seven major aspects, with related sub aspects, and fourteen actors were identified. The results uncover that there is a need for collaborations, clear division of roles along with responsibilities, renewed perception of waterborne transport’s possible adaptations and allocation of funding in order to enable a widespread sustainable transition of a waterborne transport system. Moreover, the thesis presents a matrix that can be used to uncover potential power and knowledge imbalances between the actors within the system. Lastly, the results of the thesis contributes to the field by allowing actors to gain insight of what is vital for a transition from a system perspective. / Med anledning av de rådande och växande konsekvenserna av klimatförändringar existerar det ett behov av en hållbar omställning av den marina sektorn, som inkluderar vattenburna transportsystem, mot implementering av fossilfria bränslen och teknologier. Examensarbetet avgränsar uppsatsens omfattning till att enbart inkludera passagerarfärjor som är lämpliga för lugna vatten och som ofta trafikerar kortare sträckor, samt där de ofta är en del av ett kollektivtrafiksystem och/eller skärgårdstrafik. Eftersom det finns begränsad litteratur tillgänglig kring ämnet, syftar denna masteruppsats till att bidra till en bredare kunskap om vad som krävs för att möjliggöra en hållbar omställning av ett vattenburet transportsystem. Dessutom, på grund av höga investeringskostnader och risker förknippade med låg- och nollutsläppsfartyg, är vattenburna transporter ofta inte prioriterade vid en hållbar omställning av ett kollektivtrafiksystem. Med avseende på detta ämnar uppsatsen att besvara följande frågor: Vilka aspekter är avgörande för att möjliggöra en hållbar omställning av ett vattenburet transportsystem? Vilka aktörer påverkar och besitter en avgörande roll för att nå en hållbar omställning av ett vattenburet transportsystem? För att besvara frågorna genomfördes en litteraturstudie och en intervjustudie. Resultatet presenterar sju aspekter, med tillhörande underkategorier, och fjorton aktörer som har identifierats genom arbetet. Resultatet antyder att det finns behov av samarbeten, tydlig roll- och ansvarsfördelning, förnyad uppfattning av den vattenburna trafikens möjliga anpassningar och tilldelning av bidrag och monetärt stöd för att möjliggöra en hållbar omställning av det vattenburna transportsystemet. Utöver resultatet presenteras även en matris som kan användas för att belysa potentiella obalanser mellan makt och kunskap hos aktörer som verkar inom systemet. Slutligen så bidrar avhandlingens resultat till området genom att låta aktörer få insikt om vad som är avgörande för en omställning ur ett systemperspektiv.

In freight transportation, a waybill is an important document that contains essential information about a consignment. The focus of this thesis is on a multi-purpose electronic waybill (e-Waybill) service, which can provide the functions of a paper waybill, and which is capable of storing, at least, the information present in a paper waybill. In addition, the service can be used to support other existing Intelligent Transportation System (ITS) services by utilizing on synergies with the existing services. Additionally, information entities from the e-Waybill service are investigated for the purpose of knowledge-building concerning freight flows. A systematic review on state-of-the-art of the e-Waybill service reveals several limitations, such as limited focus on supporting ITS services. Five different conceptual e-Waybill solutions (that can be seen as abstract system designs for implementing the e-Waybill service) are proposed. The solutions are investigated for functional and technical requirements (non-functional requirements), which can potentially impose constraints on a potential system for implementing the e-Waybill service. Further, the service is investigated for information and functional synergies with other ITS services. For information synergy analysis, the required input information entities for different ITS services are identified; and if at least one information entity can be provided by an e-Waybill at the right location we regard it to be a synergy. Additionally, a service design method has been proposed for supporting the process of designing new ITS services, which primarily utilizes on functional synergies between the e-Waybill and different existing ITS services. The suggested method is applied for designing a new ITS service, i.e., the Liability Intelligent Transport System (LITS) service. The purpose of the LITS service isto support the process of identifying when and where a consignment has been damaged and who was responsible when the damage occurred. Furthermore, information entities from e-Waybills are utilized for building improved knowledge concerning freight flows. A freight and route estimation method has been proposed for building improved knowledge, e.g., in national road administrations, on the movement of trucks and freight. The results from this thesis can be used to support the choice of practical e-Waybill service implementation, which has the possibility to provide high synergy with ITS services. This may lead to a higher utilization of ITS services and more sustainable transport, e.g., in terms of reduced congestion and emissions. Furthermore, the implemented e-Waybill service can be an enabler for collecting consignment and traffic data and converting the data into useful traffic information. In particular, the service can lead to increasing amounts of digitally stored data about consignments, which can lead to improved knowledge on the movement of freight and trucks. The knowledge may be helpful when making decisions concerning road taxes, fees, and infrastructure investments.

International Telemetering Conference Proceedings / October 26-29, 1998 / Town & Country Resort Hotel and Convention Center, San Diego, California / With the rapid development of intelligent transport system in the world during the past few years, it promotes some navigation & location technology to a wide application especially in the car application. This paper firstly introduces some kinds of navigation & location systems and then analyzes the advantage and disadvantage of each system. On the basis of integrating every system and considering the high accuracy which can be achieved by adopting the technology based on DGPS (Differential Global Position System) at present, vehicle navigation & location system based on DGPS/INS/GIS integrated technology is put forward. The propound of this system shortens the distance between academic plan and real application greatly, and it provides a high accuracy and high reliability navigation & location system for traffic department and some car manufacturing Inc. In addition, this system is also provided with a friendly interface that makes it very easy to the manipulator or the user. The emphasis of this paper is put on the hardware and software of this system through introducing the system performance, the system component and the system software, and the characteristic of each module that makes up the whole system. The propound of the vehicle navigation & location system based on DGPS/INS/GIS integrated technology is a new attempt for development of intelligent transport system in our country, it will be sure to accelerate the process of our intelligent transport system.

<p>Iako se poslednjih godina sve veća paţnja<br />pridaje tehnikama odrţavanja na bazi rizika, i<br />metode tehniĉke dijagnostike implementiraju<br />u sve većem obimu, a dizalice, kao grupa<br />naj&scaron;ire primenjenih sredstava u rukovanju<br />materijalima, uĉestvuju sa ĉak jednom<br />trećinom u svim smrtnim sluĉajevima<br />pojedinih grana industrije, razvoj modela<br />odrţavanja konkretnih tehniĉkih sistema van<br />polja nuklearne i petrohemijske industrije ne<br />napreduje dovoljno brzo. Shodno tome,<br />predmet disertacije je postavka i potvrda<br />dovoljno taĉnog i dovoljno jednostavnog<br />modela odrţavanja sistema dizaliĉnog<br />transporta za &scaron;iru industrijsku primenu.<br />Novopostavljen model odrţavanja sistema<br />dizaliĉnog transporta, sadrţi dva modula -<br />tehniĉki i &bdquo;menadţment― modul. Shodno<br />predloţenom tehniĉkom modulu modela<br />odrţavanja sistema dizaliĉnog transporta,<br />sprovedena je eksperimentalna provera<br />tehniĉkog modula modela in site na dva<br />sistema dizaliĉnog transporta na<br />hidroelektrani &bdquo;HE Đerdap 1― u Kladovu kao<br />i provera faktora &bdquo;menadţment― modula<br />primenom metoda statistiĉke analize<br />(faktorska i analiza pouzdanosti) na uzorku 51<br />preduzeća u cilju dobijanja modifikacionog<br />faktora. Vrednosti modifikacionog faktora<br />odredjuju zahvat tehniĉkog faktora (postupak<br />procene tehniĉkog faktora u celini, vizuelna<br />kontrolu stanja konstrukcije i mehanizama<br />dizalica i statiĉki i dinamiĉki proraĉun modela<br />konstrukcije dizalica ili samo vizuelna<br />kontrola).</p> / <p>Although in recent years, more attention is<br />given to risk-based techniques of<br />maintenance, and methods of technical<br />diagnostics are implemented in an increasing<br />extent, and cranes, as a group of the most<br />widely used resources in material handling,<br />account for one third of all deaths in certain<br />industries, development of specific<br />maintenance models of technical systems<br />outside the field of nuclear and petrochemical<br />industries is not progressing fast enough.<br />Accordingly , the subject of this dissertation is<br />the setting and confirmation of sufficiently<br />accurate and sufficiently simple maintenance<br />model for cranes system transportation for<br />general industrial applications. The newly<br />appointed maintenance model for cranes<br />system transportation, contains two modules -<br />technical and &quot;management&quot; module.<br />According to the proposed technical module<br />of maintenance model for cranes system<br />transportation the experimental verification is<br />carried out on the two cranes systems in<br />power plant &quot;Djerdap 1 &quot; in Kladovo while<br />&#39;management&#39; module factors are proved using<br />the methods of statistical analysis ( factor<br />analysis and reliability) on the sample sized<br />51 in order to obtain the modification factor.<br />The values of modification factor determine<br />the level of technical factors needed (process<br />evaluation of technical factors as a whole, the<br />visual control condition of the structure and<br />mechanisms of cranes and static and dynamic<br />analysis model construction crane or solely<br />visual inspection).</p> / null

ABSTRACT: Commercial swab transport systems are used for collection and transporting of fecal and other microbiological samples. This system must maintain viability and contribute to survival of microorganisms during transport to the laboratory. Four swab transport systems have been compared, eSwab, Σ- Transwab and fecalSwab, all three with flocked swabs, and Copan Venturi Transystem with rayon swabs. The study followed the recommendations from the Clinical Laboratory Standard Institute; document M40-A for recovery of Samonella, Shigella, Yersinia and Neisseria gonorrhoeae after storage for 0, 6, 24, 48 and 72 h at room- (22-25°C) and refrigerated (2-8ºC) temperature. A fecal sample has also been inoculated with Salmonella or Shigella to simulate a fecal sample positive for Salmonella or Shigella. Recovery of all strains was higher with eSwab, Σ- Transwab and fecalswab than with Copan Venturi Transystem stored at both temperatures. A heavy growth was observed with all transport systems after storage for 24, 48 and 72 h at room temperature, except for Neisseria gonorrhoeae, and Shigella. The number of CFU for all strains was constant up to 72 h at refrigerated temperature with Copan Venturi Transystem. In the experiment with fecal sample recovery of Salmonella and Shigella was best with fecalSwab at both storage temperatures. ESwab, Σ- Transwab and fecalSwab are equivalent and can be used as an alternative to Copan Venturi Transystem with better survival of enteric pathogens and Neisseria gonorrhoeae. Fecal samples should be refrigerated in order to avoid heavy overgrowth of fecal flora.

Introduction The expansion of our PET isotope production with a new TR-19 cyclotron necessitated a suitable solid target transport system. None of the known existing and proposed solid target transport systems (STTS) was able to meet the technical and budget requirements of the MIR cyclotron facility [5]. A unique carrier design allowed us to develop a fully automated 50.8 mm inner diameter pneumatic tube STTS with an in-hot-cell compact form factor receiving station. The cyclotron or vault side loading station is a mere vertically symmetric version of the in-hot-cell station. The carrier is able to accommodate any of our inhouse developed 86Y, 64Cu, 76Br, 89Zr and 99mTc target holders without further modifications. Material and Methods Technical constraints were imposed by the dimensions of the target holders (FIG. 1) and the overall station size (FIG. 3). A receiving station would be inside a hot cell and, up to three sending stations would be located in the confined vault space under the solid target irradiation units. In addition, safety and budget requirements demanded a fully automated, easy to maintain STTS. The target holders are of various geometries with the 99mTc having the maximum dimension of 46.65 mm along its diagonal. Pseudo carriers with diameters ranging from 41 to 49.5 mm (no wear band) and lengths from 50.8 to 102 mm were tested on 50.8 mm inner diameter Kuriyama Tigerflex™ and Goodyear Nutriflex™ tubing. Smaller diameter and length test samples became wobbly, slow, and were getting stuck on occasion. Lengths in the upper limits became stuck in turns with radii close to the minimum radius of the tubing. The necessary negative pressure was achieved by employing a 2.5pHP Ridgid WD06250 blower. The transparent Goodyear Nutriflex™ tubing was chosen for the further STTS development. A carrier capable of loading and unloading regardless of its axial orientation was constructed. This novel design allows for a relatively compact station W 112 × H 220 × L 300, which reduce the dependence on the location of the tube openings in the walls of the hot cell (BqSv, Taiwan). As a result the station can be conveniently placed in areas not typically occupied by processing modules or used by chemists, e.g. close to the upper left corner. To avoid reliance on expensive proprietary parts, all components were designed or chosen to insure reliability with minimal maintenance. The enclosure and opening mechanism are 3D-printable using ABS plastic, and can be made in-house on demand. “Platform sharing” between hot cell and vault stations further simplifies support and maintenance. As with the mechanical hardware, the electronic components and boards were selected to minimize the dependency on a single supplier. The main controller board is based on Atmel\'s AVR series of microcontrollers, which are known to be largely backward compatible, well documented and have an extensive user support base. A single “brick” controls up to three stations. Bricks can be daisy chained with one functioning as a master. The control software takes advantage of the rapid development capabilities of National Instrument\'s LabView graphical language. It is intended to work on Unix-like and Windows operating systems as well as to allow control from hand-held devices. Password security, interlocks and traceability follow the accepted safety standards for radioisotope handling. Results and Conclusion The Symmetric STTS has proven characteristics of reliability, ease of use and safety over hundreds of runs. Given that no convenient carting path exists, it is the ideal means for bringing solid target holders from the underground cyclotron vault to the chemistry processing hot cells at ground level. Transported activities are less than 37.0 GBq (1.0 Ci) for 64Cu and 3.7 GBq (100 mCi) for 89Zr. Carrier velocity is about 4.7m/s minimizing the time activity is present between cyclotron and hot cell. No human interaction with the irradiated target is needed during transport. The carrier does not need to be taken out of the STTS. Even though the BqSv hot cells are equipped with teletongs, they are not needed to recover the target when it arrives at the hot cell; the target is directly dropped into the processing module, e.g. the dissolution vessel for 64Cu processing. The software is engineered in a manner that gives the operator full control of the states of the sending and receiving stations. At the same time, it avoids graphically dense and overloaded GUI in order to reduce the probability of human error. Currently the control program runs on a PC/Laptop and communicates with the controller over USB. LabView provides add-ons that allow control with a tablet or other hand-held (under development). The fully automated symmetric STTS is ideal for isotope production facilities that are being envisioned, conceptualized or are in their planning stage. Its versatility, low initial and operating costs might even justify deployment in facilities which already employ a less optimal solid target transport. Invention application for the Symmetric STTS was filed with the Office of Technology Management of Washington University in Saint Louis, Missouri, USA.

Examensarbetet handlar om att utforska och utveckla det framtidsvisonära transportsystemet ”GTS Transportsystem” framtaget av GTS Stiftelsen. Detta med hjälp av frågeställningen: Hur ser framtidens GTS Transportsystem ut i ett användarcentrerat perspektiv? Inom en designprocess genomfördes ett omfattande researcharbete för att skapa en förståelse för vilka behov och krav som borde tillgodoses i det framtida transportsystemet. GTS studerades och analyserades för att få en djupare förståelse kring deras visioner, idéer, tekniska lösningar och hur väl genomtänkt de olika delarna var. Intervjuer med målgruppen människor med funktionsnedsättning, synliggjorde olika typer av problem som uppstår i dagens jämförbara transportsystem. Med hjälp av intervjudata och en analys kunde tre fiktiva personas skapas med tillhörande scenarier. En analys av ett framtida GTS scenario ledde till att problem kunde identifieras som sedan låg till grund för vidare arbete med framtagning av olika problemområden. Problemområdet som sedan valdes var stationer och hållplatser (i uppsatsen benämnd Terma). En idégenereringsfas ledde till nya idéer kring flöden, funktioner, gates och arkitektur. Det slutliga resultatet blev ett framtida Terma-koncept med en genomgående utformning för tillgänglighet, trygghet och innovation. I konceptet skapades en gate med fokus på säkerhet, en funktionell och öppen planlösning som förenklar resandet, samt en ny lösning kring kabinernas flöden runt och över byggnaden. Allt detta för att en framtida resa i GTS skall fungera säkert och smidigt. / The research was conducted in order to contribute to the general body of knowledge regarding the prospective transport system GTS Transport System developed by GTS Foundation. This dissertation will explore and further develop the GTS system. This was achieved with the research question: How does the future GTS Transport System look in a user-centered design perspective?   In a design process, a deep and comprehensive research laid the foundation in order to create an understanding of the needs and demands that would need to be fulfilled for the future transport system. The GTS Transport System was carefully studied and analyzed in order to reach a deeper understanding around its visions, ideas and technical solutions. Further it was studied in order to determine how well thought through the different feature where.   Interviews were conducted with a target group of people having a disability; this disclosed certain problems with today’s transport systems. With the support of the data gathered and an analysis, three fictive personas where created with associated scenarios.   An analysis of a future GTS scenario led to the discovery of certain problems and laid the foundation for further establishing areas in need of improvements. The areas that were chosen where stations and stopping places (in the dissertation called Terma).   An idea-generating phase led to new ideas about flow, functions, gates and architecture.   The results of the dissertation led to a concept about how the future transport Terma may be designed. With secure available and innovative gates, a well thought through layout that is available and safe for the people using the transport system. A new concept of flows where created which enabled the vessels to move around and over the building. This results in a smooth and safe travel experience.

There are two transport systems used by agricultural businesses engaged in primary production. These are transport systems involving tractors and motorized vehicles. Transport systems involving tractors are made up of motorized vehicles and vehicles that are Toled Grand Super , or more specifically, a motor vehicle plus one or more vehicles that are towed along. A motorized vehicle refers to an agricultural traktor John Deere 6620. Motorized transport systems are comprised of Lorries Tatra 815 Agro. A lorry can only have one additional vehicle connected to itself. The transport systems mentioned above can be used in agricultural businesses engaged in primary production along with similar or identical productions. Motorized transport systems used in agricultural primary production are in the majority of cases applied to additional productions. This is the given transport system framework, which can be setup with adaptations for various uses. It therefore follows that the possibilities of comparing transport systems using universal undercarriages are increased. Expenditure associated with these transport systems, are easily compared. It is also possible to easily compare transport systems involving tractors with motorized transport systems as long as there is no need for more vehicles connected to them. It is obvious that the use of motorized transport systems for longer distances is preferable to transport systems involving tractors. Expenses for every driven kilometre with the comparable transport systems show a significant difference in cost. This difference is 36,85 Kč. On the other hand, it is preferable to use tractors for shorter distances involving a larger amount of material. he cost of one tonne of material transported is different about 11,55 Kč.

Potassium (K+) is an essential nutrient and the most abundant cation in plant cells. Plants possess two transport systems for K+ acquisition: a high-affinity system (HATS), operating at external K+ concentrations ([K+]ext) below 1 mM, and showing reduced transport activity in the presence of ammonium (NH4+); and, a low-affinity system (LATS), operating at [K+]ext above 1 mM, that is not affected by NH4+. K+ transport and compartmentation were investigated in barley (Hordeum vulgare L.) and rice (Oryza sativa L.) using the non-invasive technique of compartmental analysis by tracer efflux (CATE), to simultaneously determine unidirectional membrane fluxes, ion concentrations, and exchange characteristics in subcellular compartments. These studies revealed striking differences in unidirectional K+ fluxes between HATS and LATS. It was found that flux measurements, using traditional direct influx (DI) protocols, accurately represented HATS influx, but underestimated LATS influx by as much as seven-fold. In both barley and rice, LATS K+ fluxes were found to undergo rapid, futile cycling, with the ratio of efflux:influx 3 to 5 times greater, and the cytosolic exchange rate 2 to 3 times faster than under HATS. Based upon plasma-membrane electrical potential measurements, efflux was found to be active under LATS conditions. LATS-mediated conditions for K+ were found to provide relief from NH4+ toxicity in barley by immediately reducing NH4+ influx by more than 50%, and significantly reducing NH4+ futile cycling. Employing the K+ channel inhibitors cesium, lanthanum, and tetraethylammonium, NH4+ was shown to have both K+-sensitive and –insensitive influx pathways at high [NH4+]ext. Based on current models of flux energetics, the combined uptake of K+ and NH4+ was found to utilize 60% of root oxygen consumption. Barley and rice both showed signs of NH4+ toxicity at low [K+]ext, but rice recovered at much lower [K+]ext, suggesting a crucial role of K+ in the NH4+-tolerance of rice. These experiments address fundamental aspects of K+ fluxes, and help provide a physiological framework for future studies of K+ transport and mineral nutrition.

Potassium (K+) is an essential nutrient and the most abundant cation in plant cells. Plants possess two transport systems for K+ acquisition: a high-affinity system (HATS), operating at external K+ concentrations ([K+]ext) below 1 mM, and showing reduced transport activity in the presence of ammonium (NH4+); and, a low-affinity system (LATS), operating at [K+]ext above 1 mM, that is not affected by NH4+. K+ transport and compartmentation were investigated in barley (Hordeum vulgare L.) and rice (Oryza sativa L.) using the non-invasive technique of compartmental analysis by tracer efflux (CATE), to simultaneously determine unidirectional membrane fluxes, ion concentrations, and exchange characteristics in subcellular compartments. These studies revealed striking differences in unidirectional K+ fluxes between HATS and LATS. It was found that flux measurements, using traditional direct influx (DI) protocols, accurately represented HATS influx, but underestimated LATS influx by as much as seven-fold. In both barley and rice, LATS K+ fluxes were found to undergo rapid, futile cycling, with the ratio of efflux:influx 3 to 5 times greater, and the cytosolic exchange rate 2 to 3 times faster than under HATS. Based upon plasma-membrane electrical potential measurements, efflux was found to be active under LATS conditions. LATS-mediated conditions for K+ were found to provide relief from NH4+ toxicity in barley by immediately reducing NH4+ influx by more than 50%, and significantly reducing NH4+ futile cycling. Employing the K+ channel inhibitors cesium, lanthanum, and tetraethylammonium, NH4+ was shown to have both K+-sensitive and –insensitive influx pathways at high [NH4+]ext. Based on current models of flux energetics, the combined uptake of K+ and NH4+ was found to utilize 60% of root oxygen consumption. Barley and rice both showed signs of NH4+ toxicity at low [K+]ext, but rice recovered at much lower [K+]ext, suggesting a crucial role of K+ in the NH4+-tolerance of rice. These experiments address fundamental aspects of K+ fluxes, and help provide a physiological framework for future studies of K+ transport and mineral nutrition.