Thesis (Ph. D.)--University of Sydney, 2003. / Includes tables and questionnaires. Title from title screen (viewed Apr. 29, 2008). Submitted in fulfilment of the requirements for the degree of Doctor of Philosophy to the Faculty of Medicine. Degree awarded 2003; thesis submitted 2002. Includes bibliography. Also available in print form.

Digitized by Kansas State University Libraries

Food truck is a mobile restaurant business which originates from the United States, and can now be seen also in Sweden. There are specific guidelines regarding the food that are served from the food trucks rolling the streets of Skåne from 2013. For example the food should be ecological, which is in keeping with the other municipal goals regarding food and meal. The concept is communicated and marketed through social media, which makes it possible to effectively reach many people. Four food trucks are currently active throughout Skåne and those restaurants make their food from scratch. Their communication and marketing is conducted mainly on social media where it is possible to communicate the concept and reach a broad group in a fast and efficient way. / Inledning: Food truck är en mobil restaurangverksamhet som har sitt ursprung i USA, ett fenomen som också dykt upp i Sverige. Politiska riktlinjer ställer speciella krav på den maten som serveras från en food truck som sedan 2013 ambulerar i Skåne. Maten ska bland annat vara ekologisk, vilket följer uppställda mål för andra delar av kommunens verksamhet kring mat och måltid. Matkonceptet kommuniceras och marknadsförs framför allt genom sociala medier där man kan nå ut till många på ett snabbt och effektivt sätt. Syfte: Att ge en bild av food truck som fenomen och hur värdet i ett nytt matkoncept kommuniceras i Skåne. Material och metod: Studien utgår från en kvalitativ metod där intervjuer av fyra food truck entreprenörer har gjorts. För att få fram ett resultat har en tematisk analysmetod använts och som teoretisk ansats användes Kotlers marknadsföringsmix 4-P. Resultat och slutsatser: Food truck är en ny restaurangverksamhet som har vissa fördelar framför matvagnar och andra fasta restauranger. En fördel är maten, där man använder sig av begreppet street food, som utmärker sig genom att den lagas från grunden av ekologiska och närproducerade råvaror. Det ger entreprenörerna möjlighet att kommunicera värden som ligger i linje med kommunens riktlinjer och mål vad gäller den offentliga måltiden. En annan fördel är den mobila möjligheten som gör att man kan nå ut till fler kunder på olika platser. En tredje fördel ligger i hur man använder sig av sociala medier där det har stor betydelse för hur aktiv man är för att nå framgång. Ett genomgående tema i den forskning som studerats är vikten och värdet av att arbeta med hållbarhet i mat- och måltidssektorn. Här kan man se food truck som fenomen och värdet i ett nytt matkoncept som en del i det arbetet i Skåne

The beef cattle industry in Utah is of major importance in the economy of the state. In terms of cash receipts it is the largest single agricultural enterprise. In 1957 cash receipts from the sale of cattle and calves amounted to $38,405,000. This figure represents approximately 70 percent of cash receipts from the sale of all meat animals. It comprises 33 percent of cash receipts from the sale of livestock and livestock products and 24 percent of total cash receipts from farm marketing’s.

In this thesis, the author has drawn on a large body of international research and his own surveys, interviews and experience to examine the interrelated issues of Fatigue and Stress in the long distance sector of the Australian road transport industry. Two major Australian studies are studied in some detail: House of Representatives Standing Committee on Communications, Transport and the Arts: Beyond the Midnight Oil, Report into an Inquiry into Managing Fatigue in Transport, Parliament of the Commonwealth of Australia October 2000 (The Neville Report) and Quinlan, Michael, Report of an Inquiry into Safety in the Long Haul Sector of the Road Trucking Industry, Motor Accident Authority of NSW, Nov 2001 and the United States of America: Belzer, Michael H., Sweatshop on Wheels: Winners and Losers in Trucking Deregulation, Oxford University Press, New York, 2000, has direct relevance to this study, especially as it relates to the underlying causes of much of the fatigue and stress suffered by long distance drivers. An extensive literature review was undertaken to help form an understanding of the issues and developments relating to workplace fatigue and stress, in several different settings, including the military, aviation and general industry. The author has surveyed a number of long distance drivers and interviewed managers and others linked to this industry, analysed their responses and reported on the findings. Since the commencement of this study, several significant changes have occurred in the relevant legislation and its application, and where possible these have been incorporated into the study / Master of Science (Hons)

Fuel represents a major proportion of road transport expenditure and it is likely that this proportion will increase. At typical road speeds approximately half of the total fuel used is consumed in overcoming aerodynamic drag, hence the determination and reduction of aerodynamic drag is of considerable importance. This is normally performed by scale testing in wind tunnels with relatively smooth flow. When modelling an atmospheric crosswind in the tunnel the relative air direction is generated by yawing the model at an angle to the oncoming flow. This procedure does not reproduce the inherent turbulence in atmospheric winds. A review of the literature showed a poor correlation between road and wind-tunnel results often attributed to the lack of tunnel turbulence. The work presented herein involves road and wind-tunnel tests to investigate these discrepancies and aims to improve the accuracy of wind-tunnel modelling for commercial vehicles. Wind-tunnel and on-road tests which determine drag coefficient reductions from aerodynamic devices fitted to commercial vehicles are described. Two series of road tests utilised pairs of commercial vehicles: International Harvester Australia low-forward-entry articulated vehicles with maximum road-legal size containers and Isuzu rigid (box-van) vehicles fitted with cuboid containers. Drag coefficient reductions were calculated from fuel meter readings in the trucks and measurements of yaw angle and relative velocity from an instrumented chase car. Tunnel testing was performed on scale vehicles in the Royal Melbourne Institute of Technology (RMIT) Industrial Wind Tunnel in relatively smooth flow (longitudinal intensity = 1.7%). Large differences between road and tunnel drag coefficients at high yaw angles were found. The on-road turbulent wind environment was measured utilising a vehcle instrumented with mast-mounted cross-wire and propeller-vane anemometers. Atmospheric mean wind speeds of 1 m/s to 9 m/s, aligned at various angles to .the road direction, were encountered and data were taken with the vehicle stationary and moving at 27.8 m/s (100 km/h). Longitudinal and lateral intensities and spectra were calculated thus providing new information on the wind environment for vehicles. A mathematical model of the turbulence intensities perceived by a moving vehicle was developed. This utilised atmospheric wind data obtained whilst the vehicle was stationary to predict moving vehicle data. Measured and predicted intensities for the moving vehicle were in good agreement for roads with no local roadside obstructions (eg. trees) thus validating the model, but the obstructions increased data scatter and augmented the lateral intensities by typically 30%) with little change in the longitudinal intensities. Peaks in the longitudinal and lateral spectra for the moving vehicle were at approximately 1.0 Hz and most of the energy was contained between 0.1 Hz and 10 Hz. Subsequent tunnel tests were performed using five levels of grid-generated turbulence and the mathematical model was used to predict the on-road data from tunnel tests. Better agreement was found at high yaw angles when the correct longitudinal intensities were used. However the scales of turbulence in the tunnel were too short for correct modelling. Flow visualisation studies over the model and full-size cab roofs indicated differences in flow patterns that were attributed to Reynolds number differences. The mathematical model and measurements described in this thesis showed that high yaw giigles are always accompanied by relatively high turbulence intensities and it was concluded that the modelling of turbulence characteristics for commercial vehicles is more important than other modelling parameters such as a moving ground. Most major vehicle aerodynamics tunnels have very low turbulence levels (longitudinal rms intensities commonly less than 0.5%) whereas measured on-road values of 2% to 5% are typical (with higher values of lateral intensities). It is therefore recommended that for vehicle aerodynamic generally more attention be paid to correctly modelling the intensities and scales of turbulence in wind tunnels and understanding the effects of typical turbulence characteristics on vehicle drag.

This study is concentrated on modelling and developing the controller for the light-duty hybrid electric truck. The hybrid electric vehicle has advantages in fuel economy. However, there have been relatively few studies on commercial HEVs, whilst a considerable number of studies on the hybrid electric system have been conducted in the field of passenger cars. So the current status and the methodologies to develop the LD hybrid electric truck model have been studied through the literature review. The modelling process used in this study is divided into three major stages. The first stage is to determine the structure of the hybrid electric truck and define the hardware. The second is the component modelling using the AMESim simulation tool to develop a forward facing model. In order to complete the component modelling, the information and data were collected from various sources including references and ADVISOR. The third stage is concerned with the controller which was written in Simulink. This was run in a co-simulation with the AMESim vehicle model. Through the initial simulation, the charge-sustaining performance of this controller was verified and improved. Finally, the simulations for the complete model were carried out over a number of drive cycles, such as CBDTRUCK, JE05, and TRL LGV drive cycle, to evaluate and analyse the effect on the fuel economy and the vehicle performance by the engine operating zone and the EM power capacity. The report presents a comparison of the fuel efficiency of the conventional vehicle and the LD hybrid electric truck. The results obtained by the simulation show the feasibility to build the complete vehicle with the designed controller.

The purpose of this study was to evaluate meals and eating in one day for at least ten truck or lorry drivers. Another aim was to investigate the attitudes by the drivers to food and meals and their expectations on the meals. This is a qualitative study conducted in ten interviews, seven of which were over the phone. The interviews were semi-structured and took about twenty minutes for each driver. Data relating to the food choices for one day were collected and questions asked about their attitudes to food and meals were collected simultaneously. The drivers interviewed were all stationed in the lorry fleet in the Gävle area. The goal was to get as many drivers as possible working at night shifts than working at day shifts but the investigation eventually resulted in two more drivers who working day shifts. Six day drivers and four night drivers participated in this study, the loss regarding to the plan was two drivers. The over all result turned out that many drivers felt they couldn´t eat at those times when they wanted to eat mostly because of two reasons. The tight driving hours and driver's work schedule makes them unable to eat when and where they want to. There were very few drivers who really wanted to eat in their truck, but many could not control where to eat. Among the drivers who worked night shifts only one of four had breakfast which is in contrast to the drivers who worked during the day where everyone had breakfast. Drivers who worked nights ate fewer snacks and more candy than the drivers who worked during the day. Among those who worked at night no one ate regularly throughout the day when they were free as opposed to the second group, where four out of six day drivers ate at regular intervals. Conclusions from the study were in general fewer snacks and no breakfast among night drivers which may be one reason for that they ate more sweets during the test days. Night work seems to make it more difficult for the drivers in this study to eat regularly and get the recommended amount of fruit or vegetables which is 500 gram daily. Many drivers who worked during the day reached the recommended 500 g of fruit or vegetables per day.   Keywords: Lorry driver, truck driver, attitudes, eating / Syftet med den här studien var att studera måltider och ätande under ett dygn hos minst tio lastbil- eller långtradarförare. Ett annat syfte var att undersöka förarnas attityder till mat och måltider och önskemål om arbetsmåltiden. Detta är en kvalitativ studie som genomfördes genom tio stycken intervjuer varav sju var över telefon. Intervjuerna var halvstrukturerade och tog ungefär tjugo minuter för varje förare. Data om vad förarna åt under ett dygn samt frågorna om deras attityder gentemot mat och måltider samlades in samtidigt. Förarna som intervjuades var alla stationerade på åkerier i Gävleområdet. Målet var att få lika många förare som jobbade natt som jobbade dagtid men det blev två mer förare som jobbade dagtid. Sex dagtidsförare och fyra nattförare ingick således i studien och ett bortfall var på två personer. Det visade sig att flera förare känner att de inte kan äta på de tider när de vill äta mest på grund av två anledningar. De strama körtiderna och förarnas arbetsschema gör att dem inte kan äta när och var de vill. Det var väldigt få förare som verkligen ville äta i sin lastbil men många kunde inte styra var de åt någonstans. Bland de förare som jobbade natt så åt bara en av fyra förare frukost vilket är en skillnad mot de förare som jobbade dagtid där alla åt frukost. Förare som jobbade natt åt färre mellanmål och mer godis än de förare som jobbade dagtid. Bland de som jobbade natt så åt ingen regelbundet under dygnet tillskillnad mot den andra gruppen där fyra av sex dagförare åt regelbundet. Slutsatser från undersökningen var att färre mellanmål och ingen frukost hos nattförarna vilket kan vara en anledning till att de åt mer godis under det undersökta dygnet. Nattarbete verkar göra det svårare för förarna i den här studien att äta regelbundet och få sig rekommenderad mängd frukt eller grönsaker. Många förare som kör dagtid kommer upp rekommendationerna på 500 gram frukt eller grönsaker per dygn.

The current bridge formula, Federal Bridge Formula B (BFB), established in 1974 to protect bridges against excessive overstress, is very restrictive on long combination vehicles due to an 80,000 lb gross vehicle weight limit. Without this limit the formula will not be able to protect bridges in the cases of longer trucks. A formula developed by the Texas Transportation Institute (T.T.I.) called the TTI-HS20 Formula addresses these issues. This formula, developed especially for bridges designed for the HS-20 truck, eliminates the need for the 80,000 lb limit. A generic formula developed to protect H15 and HS-20 bridges (James et al., 1986) was evaluated in a previous study (James and Zhang, 1991). The approach to evaluating the TTI-HS20 Formula follows the approach outlined in James and Zhang, 1991. Information was collected on two important elements: a set of test bridges representative of the lightest continuous bridges, and a set of test truck configurations representative of real truck traffic with a focus on long combination vehicles. Critical weights of the selected trucks for the representative bridges are calculated and plotted against the TTI-HS 20 formula and other proposed formulas. A final recommendation as to whether this formula should be adopted nationwide is made.

Thesis (M.S.)--Florida State University, 2003. / Advisor: Lisa K. Spainhour, Florida State University, College of Engineering, Dept. of Civil Engineering. Title and description from dissertation home page (viewed Mar. 5, 2004). Includes bibliographical references.