Este estudo teve como finalidade, testar uma barreira contra a contaminação microbiológica em placas de contato, utilizadas em monitoramento de salas limpas para fabricação de produtos farmacêuticos estéreis. Durante o ano de 2007, foram realizados testes de contato com a utilização da mencionada barreira, e os resultados foram comparados com dados dos anos de, 2004, 2005 e 2006, quando a barreira não foi utilizada. Os ambientes utilizados para os testes foram duas salas limpas de uma planta farmacêutica localizada no Rio de Janeiro. Nos mencionados ambientes é necessário o uso de uma vestimenta especial, de forma a evitar que partículas do corpo dos operadores, bactérias e fungos, migrem para a superfície externa do uniforme e coloquem em risco a esterilidade dos produtos. Sendo assim, foi proposta a colocação de uma camiseta diretamente sobre a pele do operador durante todo o ano de 2007 de forma a evitar ou reduzir a possibilidade de migração dessas partículas; e os resultados foram comparados com os anos de 2004, 2005 e 2006, quando a camiseta não foi usada. Os testes demonstraram que houve uma redução de cerca de 50% na ocorrência de placas contaminadas. Com relação ao número total de colônias formadas, a redução foi de 75% na comparação com os anos de 2004 e 2005 e de 50% com relação ao ano de 2006 / This study had as objective to test a barrier against microbiological contamination in contact plates that are used in sterile pharmaceutical products clean rooms monitoring. During 2007 the tests were performed and compared with data from, 2004, 2005 and 2006, when the mentioned barrier was not used. The test environments were two clean rooms from a pharmaceutical plant located at Rio de Janeiro. In the mentioned environments the use of special garments is necessary for avoiding that particles from operators bodies, bacteria and most remain in contact with the room environment, adding risk to the sterilized products. So, it was proposed the use of undershirt between the garment and the operator skin for reducing the contact plates contamination during the regular rooms monitoring. This undershirt was used during 2007 and the results were compared with the samples of 2004, 2005 and 2006 when the undershirt was not used. The results demonstrated that it was obtained a reduction of about 50% in relation to contaminated plates. In relation to the total number of colonies the reduction was 75% in comparison with 2004 and 2005, and 50% in comparison with 2006

In Louisiana, barrier islands are undergoing morphological change driven by high rates of relative sea-level rise and interior wetland loss. Previous works utilized historical region-scale bathymetry and shoreline change analyses to assess coastal evolution. However, more localized assessments considering the role of sediment transport processes in regional evolution are lacking. This is essential to predicting coastal change trajectories and allocating limited sand resources for nourishment. Using bathymetric and shoreline data, 100-m spaced shore-normal transects were created to track meter-scale elevation change for 1880s, 1930s, 1980s, 2006, and 2015. An automated framework was used to quantify and track parameters such as shoreline change, barrier island area and width, bathymetric isobath migration, and shoreface slope. Our results illustrate that monitoring subaerial island erosion rates are insufficient for evaluating regional sediment dynamics of transgressive coastal systems. Advances in understanding these processes will facilitate more informed planning, management, and mitigation of transgressive barrier islands.

Permeable reactive barriers (PRBs) are one of the leading technologies being developed in the search for alternatives to the pump-and-treat method for the remediation of contaminated groundwater. A new optimising design methodology is proposed to aid decision-makers in finding minimum cost PRB designs for remediation problems in the presence of input uncertainty. The unique aspects of the proposed methodology are considered to be: design enhancements to improve the hydraulic performance of PRB systems; elimination of a time-consuming simulation model by determination of approximating functions relating design variables and performance measures for fully penetrating PRB systems; a versatile, spreadsheet-based optimisation model that locates minimum cost PRB designs using Excel's standard non-linear solver; and the incorporation of realistic input variability and uncertainty into the optimisation process via sensitivity analysis, scenario analysis and factorial analysis. The design methodology is developed in the context of the remediation of nitrate contamination due to current concerns with nitrate in New Zealand. Three-dimensional computer modelling identified significant variation in capture and residence time, caused by up-gradient funnels and/or a gate hydraulic conductivity that is significantly different from the surrounding aquifer. The unique design enhancements to control this variation are considered to be the customised down-gradient gate face and emplacement of funnels and side walls deeper than the gate. The use of velocity equalisation walls and manipulation of a PRB's hydraulic conductivity within certain bounds were also found to provide some control over variation in capture and residence time. Accurate functional relationships between PRB design variables and PRB performance measures were shown to be achievable for fully penetrating systems. The chosen design variables were gate length, gate width, funnel width and the reactive material proportion. The chosen performance measures were edge residence, centreline residence and capture width. A method for laboratory characterisation of reactive and non-reactive material combinations was shown to produce data points that could realistically be part of smooth polynomial interpolation functions. The use of smooth approximating functions to characterise PRB inputs and determine PRB performance enabled the creation of an efficient spreadsheet model that ran more quickly and accurately with Excel's standard non-linear solver than with the LGO global solver or Evolver genetic-algorithm based solver. The PRB optimisation model will run on a standard computer and only takes a couple of minutes per optimisation run. Significant variation is expected in inputs to PRB design, particularly in aquifer and plume characteristics. Not all of this variation is quantifiable without significant expenditure. Stochastic models that include parameter variability have historically been difficult to apply to realistic remediation design due to their size and complexity. Scenario and factorial analysis are proposed as an efficient alternative for quantifying the effects of input variability on optimal PRB design. Scenario analysis is especially recommended when high quality input information is available and variation is not expected in many input parameters. Factorial analysis is recommended for most other situations as it separates out the effects of multiple input parameters at multiple levels without an excessive number of experimental runs.

Thesis (Ph. D.)--School of Pharmacy. University of Missouri--Kansas City, 2006. / "A dissertation in pharmaceutical sciences and pharmacology." Advisor: Srikumaran Melethil. Typescript. Vita. Title from "catalog record" of the print edition Description based on contents viewed Dec. 20, 2007. Includes bibliographical references (leaves 159-192). Online version of the print edition.

The cost of a road construction over its service life is a function of design, quality of construction as well as maintenance strategies and operations. An optimal life-cycle cost for a road requires evaluations of the above mentioned components. Unfortunately, road designers often neglect a very important aspect, namely, the possibility to perform future maintenance activities. Focus is mainly directed towards other aspects such as investment costs, traffic safety, aesthetic appearance, regional development and environmental effects. This doctoral thesis presents the results of a research project aimed to increase consideration of road maintenance aspects in the planning and design process. The following subgoals were established: Identify the obstacles that prevent adequate consideration of future maintenance during the road planning and design process; and Examine optimisation of life-cycle costs as an approach towards increased efficiency during the road planning and design process. The research project started with a literature review aimed at evaluating the extent to which maintenance aspects are considered during road planning and design as an improvement potential for maintenance efficiency. Efforts made by road authorities to increase efficiency, especially maintenance efficiency, were evaluated. The results indicated that all the evaluated efforts had one thing in common, namely ignorance of the interrelationship between geometrical road design and maintenance as an effective tool to increase maintenance efficiency. Focus has mainly been on improving operating practises and maintenance procedures. This fact might also explain why some efforts to increase maintenance efficiency have been less successful. An investigation was conducted to identify the problems and difficulties, which obstruct due consideration of maintainability during the road planning and design process. A method called “Change Analysis” was used to analyse data collected during interviews with experts in road design and maintenance. The study indicated a complex combination of problems which result in inadequate consideration of maintenance aspects when planning and designing roads. The identified problems were classified into six categories: insufficient consulting, insufficient knowledge, regulations and specifications without consideration of maintenance aspects, insufficient planning and design activities, inadequate organisation and demands from other authorities. Several urgent needs for changes to eliminate these problems were identified. One of the problems identified in the above mentioned study as an obstacle for due consideration of maintenance aspects during road design was the absence of a model for calculating life-cycle costs for roads. Because of this lack of knowledge, the research project focused on implementing a new approach for calculating and analysing life-cycle costs for roads with emphasis on the relationship between road design and road maintainability. Road barriers were chosen as an example. The ambition is to develop this approach to cover other road components at a later stage. A study was conducted to quantify repair rates for barriers and associated repair costs as one of the major maintenance costs for road barriers. A method called “Case Study Research Method” was used to analyse the effect of several factors on barrier repairs costs, such as barrier type, road type, posted speed and seasonal effect. The analyses were based on documented data associated with 1625 repairs conducted in four different geographical regions in Sweden during 2006. A model for calculation of average repair costs per vehicle kilometres was created. Significant differences in the barrier repair costs were found between the studied barrier types. In another study, the injuries associated with road barrier collisions and the corresponding influencing factors were analysed. The analyses in this study were based on documented data from actual barrier collisions between 2005 and 2008 in Sweden. The result was used to calculate the cost for injuries associated with barrier collisions as a part of the socio-economic cost for road barriers. The results showed significant differences in the number of injuries associated with collisions with different barrier types. To calculate and analyse life-cycle costs for road barriers a new approach was developed based on a method called “Activity-based Life-cycle Costing”. By modelling uncertainties, the presented approach gives a possibility to identify and analyse factors crucial for optimising life-cycle costs. The study showed a great potential to increase road maintenance efficiency through road design. It also showed that road components with low investment costs might not be the best choice when including maintenance and socio-economic aspects. The difficulties and problems faced during the collection of data for calculating life-cycle costs for road barriers indicated a great need for improving current data collecting and archiving procedures. The research focused on Swedish road planning and design. However, the conclusions can be applied to other Nordic countries, where weather conditions and road design practices are similar. The general methodological approaches used in this research project may be applied also to other studies.

This thesis will present the synthesis, characterization and magnetic measurements of lanthanide complexes with varying nuclearities (Ln, Ln2, Ln3 and Ln4). EuIII, GdIII, TbIII, DyIII, HoIII and YbIII have been selected as the metal centers. Eight polydentate Schiff-base ligands have been synthesized with N- and mostly O-based coordination environments which chelate 7-, 8- or 9-coordinate lanthanide ions. The molecular structures were characterized by single crystal X-ray crystallography and the magnetic properties were measured using a SQUID magnetometer. Each chapter consists of crystal structures and magnetic measurements for complexes with the same nuclearity. There are eight DyIII SMMs in this thesis which are discrete molecules that act as magnets below a certain temperature called their blocking temperature. This phenomenon results from an appreciable spin ground state (S) as well as negative uni-axial anisotropy (D), both present in lanthanide ions owing to their f electron shell, generating an effective energy barrier for the reversal of the magnetization (Ueff). The ab initio calculations are also included for the SMMs with high anisotropic energy barriers to understand the mechanisms of slow magnetic relaxation in these systems.

Surface temperature and heat flux measurements were made in a single cylinder SI engine piston when uncoated and with two different surface coatings: a metal TBC and YSZ. A new thermocouple was developed to accurately measure surface temperatures. The engine was operated in a standard full load mode and a knock promoting mode featuring heated intake air and advanced spark timing. Cylinder pressures were measured to quantify knock. It was found that average heat flux into the piston substrate was 33 % higher with the metal TBC and unchanged with the YSZ relative to the uncoated surface. The increase with the metal TBC was attributed to its surface roughness. However, the metal TBC and YSZ reduced peak heat flux by 69 and 77 %, respectively. Both the metal TBC and YSZ reduced knock compared to the uncoated surface. After testing, the metal TBC was undamaged and the YSZ was slightly chipped.

Surface temperature and heat flux measurements were made in a single cylinder SI engine piston when uncoated and with two different surface coatings: a metal TBC and YSZ. A new thermocouple was developed to accurately measure surface temperatures. The engine was operated in a standard full load mode and a knock promoting mode featuring heated intake air and advanced spark timing. Cylinder pressures were measured to quantify knock. It was found that average heat flux into the piston substrate was 33 % higher with the metal TBC and unchanged with the YSZ relative to the uncoated surface. The increase with the metal TBC was attributed to its surface roughness. However, the metal TBC and YSZ reduced peak heat flux by 69 and 77 %, respectively. Both the metal TBC and YSZ reduced knock compared to the uncoated surface. After testing, the metal TBC was undamaged and the YSZ was slightly chipped.

Dendritic cells (DCs) form a key component of the immune response, as they are involved in the innate and adaptive immunity and in the process of tolerance. Under normal conditions, DCs are absent from the Central Nervous System (CNS), as the blood brain barrier (BBB) restricts their entry. However, DCs have recently been implicated in the pathogenesis of several CNS diseases. The molecular mechanisms that mediate DC trafficking across the BBB are poorly understood. The objectives of this study were to examine the role of endothelial cell adhesion molecules (eCAMs) and their ligands in the process of DC adhesion to the BBB endothelium, and to investigate the participation of DCs in human CNS diseases. To study DC adhesion, DCs were generated in vitro by culturing human blood monocytes in the presence of GM-CSF and IL- 4, and DC maturation was induced by adding inflammatory cytokines (TNF-α, IL-1β, IL-6) and PGE₂. Immature and mature DCs displayed differences in their expression of surface molecules, including eCAM ligands, by flow cytometry. Adhesion to the cerebral endothelium was investigated using an in vitro model of the BBB consisting of primary cultures of human brain microvessel endothelial cells (HBMEC). Immature or mature DCs were incubated with resting or TNF-α-activated HBMEC for up to one hour. Only a few DCs adhered to resting HBMEC, but adhesion was upregulated upon activating HBMEC (p<O.Ol). Moreover, immature DCs adhered to activated HBMEC to a greater extent compared to mature DCs (p<O.OOl). Blocking experiments indicated that the adhesion of both immature and mature DCs to HBMEC was dependent upon ICAM-1-CD18 or ICAM-2-CD18, ICAM-2-DC-SIGN, and PECAM-l PECAM-l interactions. In addition, VCAM-1-VLA-4 interactions mediated the adhesion of immature but not mature DCs to activated HBMEC. Using immunohistochemistry for DC markers, we also examined the presence of DCs in human inflammatory, infectious, and neurodegenerative diseases, stroke and tumours. The results indicate accumulation of DC SIGN—, fascin—, and MHC class Il—expressing DCs in the CNS under most pathological conditions. These findings provide further insight into the mechanisms of neuroinflammation, and highlight the role of DCs and the BBB endothelium in this process.

The current study has evaluated shoreline dynamics and environmental change at St. Catherines Island, Georgia, with attention to the two major controls of barrier island formation and modification processes. These major controls include the increase in accommodation space, or the rate of sea level rise for the Georgia Bight which has remained constant in 20th and 21st century tide gauge data and dynamically changing rates of sediment supply based on anthropogenic modifications to land cover (Trimble, 1974) that are reflected in sediment transport (McCarney-Castle et al., 2010). Vibracoring and radiocarbon data provided valuable insights into the stratigraphy and development of St. Catherines Island. A stratigraphic model has been developed for the sediments associated with the Late Holocene accretional terrains where multiple small scale fluctuations in sea level have resulted in the formation of a sedimentary veneer punctuated with transgressive surfaces and regressive sequences. A working model for an interpolated Late Holocene sea level curve has been constructed using direct evidence from vibracore data as constraining points and indirect evidence from other regional sea level studies to provide additional structure. The relationship between the timing of the regressions versus periods of beach ridge formation and implications from the current shoreline dynamics study regarding the role of sediment supply complement each other. The ages of beach ridge formation strongly correlate to periods that are associated with regressions in sea level based on the sedimentary record and an evaluation of Late Holocene sea level conditions. The evaluation of anthropogenic modifications to the rate of sediment supply performed under the current study indicates that in spite of significant changes in sediment flux rates of +300% (pre-dam era) and -20% (post-dam era), shoreline retreat was continuous during the study period with an acceleration noted in the rates of shoreline retreat associated with spit and berm landforms during the post-dam or modern era. The two associations indicate strongly that the rate of sediment supply plays a secondary role to the major control of the rate of sea level rise in the formation and modification processes at St. Catherines Island.