L'objet de la thèse consiste à interroger un phénomène : la présence croissante de femmes dans le métier de conducteur routier simultanément aux transformations importantes qui le traversent. La description des propriétés sociologiques et des conditions de travail des conductrices a été réalisée à partir de récits de vie, d'observations du travail et de données quantitatives obtenues par voie de questionnaire. Le développement de postes journaliers en même temps que se déployaient des stratégies pour faire venir de nouveaux candidats (appels de la profession en direction des femmes pour répondre à des difficultés de recrutement de personnels roulants), ont semble-t-il trouvé une résonance auprès de certaines femmes. Les unes déjà attirées par ce métier, les autres considérant que cela pouvait présenter quelque avantage. La thèse montre que le métier de conducteur routier peut offrir des potentialités d'ajustement aux temporalités spécifiques des femmes, tout en leur permettant d'expérimenter une activité professionnelle éloignée des caractéristiques des emplois ou fonctions qu'elles occupent le plus souvent dans un contexte où leur infériorité numérique leur confère un statut d'exception. On a pu établir que sur le plan de la stricte réalisation du travail, les hommes et les femmes qui exercent ce métier sont semblables. Pris dans les mêmes contraintes, ils agissent de manière similaire pour atteindre des objectifs de production qu'ils partagent. Sur d'autres plans, les conducteurs des deux sexes se distinguent. Ces différences tiennent principalement à la position particulière des femmes dans ce métier. Minoritaires parmi les hommes dans un métier construit autour de valeurs masculines, elles doivent adopter des comportements spécifiques pour se faire accepter comme des professionnelles à part entière d'une part, pour neutraliser les rapports de séduction et évacuer toute suspicion quand à leurs motivations à évoluer dans ce milieu, d'autre part / The subject of the thesis is to question a phenomenon : women's increasing presence among the lorry drivers simultaneously with the important transformations in the profession. The description of the sociological properties and the working conditions of the female lorry drivers was realized from interviews, observations of the work and quantitative data obtained by questionnaire.The development of daily posts at the same time as strategies towards the women to answer the difficulties of recruitment, seems to have found an echo with some women. Some of them were already attracted by this job, others considered that it could present some advantage.The research shows that the profession of lorry driver can offer potentialities of adjustment to the specific temporality of the women, while allowing them to experiment a professional activity remote from characteristics of jobs or functions which they occupy mostly in a context where their numerical inferiority confers them a status of exception. We were able to establish that from the point of view of the strict realization of the work, men and women who exercise this job are similar. They have the same constraints and they act in a similar way to reach objectives of production which they share. But the drivers of both sexes distinguish themselves. These differences come from the particular position of the women in this job. Members of a minority part among the men in a job built around male values, they have, on one hand, to adopt specific behaviour to be accepted as full professionals, on the other hand, to evacuate any suspicion about their motivations to evolve in this male environment

O presente estudo teve como objetivo avaliar o perfil da molécula relacionada à inflamação (ICAM-1), citocinas e da atividade das NTPDases como potencial influência sobre a genotoxicicdade em trabalhadores expostos ocupacionalmente a HPA. Este estudo incluiu 45 taxistas e 40 indivíduos com atividades administrativas (não-expostos ocupacionalmente), ambos nãi fumantes. O monitoramento biológico foi realizado pela quantificação do 1-hidroxipireno (1-pireno OH) urinário. A expressão de ICAM-1 (CD54) em neutrófilos foi realizada por citometria de fluxo. O perfil de hidrólise das NTPDases em plaquetas foi determinada pelo método colorimétrico. Além disso, os níveis de malondialdeído no plasma (MDA), citoquinas inflamatórias (IL-1β, IL-6, IL-10, TNF-α e IFN-γ) e o dano ao DNA (ensaio cometa e do micronúcleo) foram também avaliados. Os resultados demonstraram que os níveis de 1-OH pireno foram significativamente aumentados nos motoristas de táxi em comparação com o grupo não exposto ocupacionamente (p <0.0001); também foi positivamente correlacionada com neutrófilos ICAM-1, níveis de MDA e biomarcadores de danos no DNA. A expressão de ICAM-1 em neutrófilos foi significativamente elevado em motoristas de táxi (p <0.05), bem como os níveis de MDA (p <0.01), sendo a última positivamente correlacionada com a % de DNA na Cauda e frequência de MN. Aumento da hidrólise de ATP e ADP forma encontrados nos taxistas. Concentrações dos marcadores pró-inflamatórios foram aumentadas e anti-inflamatórias (IL-10) diminuída no grupo exposto. Para o teste de ensaio de micronúcleos e cometa, houve aumento significativo em motoristas de táxi, inclusive depois da adição de enzimas de reparo. Correlações positivas foram encontradas entre IL-1β, IL-6, TNF-α, IFN-γ e preditores de danos no DNA (% de DNA na cauda e frequência de MN), enquanto que a IL-10 está negativamente correlacionada com os biomarcadores de lesão ao DNA. Em resumo, a exposição ocupacional à poluição do ar pode levar a anormalidade homeostática como potencial contribuição para o processo aterosclerótico. Este estudo mostrou também que a exposição crônica à poluição do ar pode causar danos no DNA relacionado com a peroxidação lipídica e processo inflamatório. / The present study aimed to evaluate the profile of inflammatory molecule (ICAM-1), cytokines and the NTPDases activity as potential influence on genotoxicity process in workers exposed occupationally to PAH. This study included 45 taxi drivers and 40 non-occupationally exposed subjects, both non smorkers. Biological monitoring was performed by quantification of urinary 1-hydroxypyrene (1-OH pyrene). The expression of ICAM-1 (CD54) in neutrophil was performed and the hydrolysis profile of the NTPDases in platelets was determined. Plasma malondialdehyde (MDA) levels, inflammatory cytokines and DNA damage (comet and micronucleus assays) were also evaluated. The results demonstrated that the 1-OH pyrene levels were significantly increased in taxi drivers (p<0.0001); were also positively correlated to neutrophil ICAM-1 expression, MDA levels and biomarkers of DNA damage. ICAM-1 expression in neutrophil was significantly elevated in taxi drivers (p<0.05), as well as MDA levels (p<0.01), being the last positively correlated with % Tail DNA and MN frequency. ATP and ADP hydrolysis was increased in taxi drivers. Pro-inflammatory markers concentrations were increased and anti-inflammatory (IL-10) was decreased in exposed group. For the comet assay and micronucleus test, increase was significant in taxi drivers, inclusive after repair enzymes. Positively correlations were found between IL-1β, IL-6, TNF-α, IFN-γ and predictors of DNA damage (%Tail DNA and MN frequency), while IL-10 is negatively correlated with the biomarkers of DNA lesion. In summary, occupational exposure to air pollution, especially to PAHs, may be related with homeostatic abnormality as potential contribute to atherosclerosis process. This study showed also that the chronic exposure to outdoor air pollution may cause DNA damage related with lipid peroxidation and inflammatory process.

Introdução: Estima-se que os comportamentos de risco no trânsito, como erros e violações, sejam responsáveis por aproximadamente 90% dos acidentes automobilísticos. Dentre as principais variáveis preditoras de comportamento de risco no trânsito estão os traços de personalidade do condutor. A associação positiva entre impulsividade, busca de sensações e comportamentos de risco no trânsito já é bem documentada na literatura. No entanto, estudos que explorem essas associações entre condutores infratores versus não infratores são escassos, principalmente no Brasil. Objetivo: Explorar as associações entre impulsividade, busca de sensações e comportamentos de risco no trânsito em uma amostra de condutores infratores versus não infratores da cidade de Porto Alegre. Método: A amostra foi composta por 158 condutores infratores que tiveram o direito de dirigir suspenso nos últimos 12 meses por acúmulo de pontos (68,4%) ou tipo de infração específica (31,6%), selecionados no Departamento Estadual de Trânsito do Rio Grande do Sul (79,7% homens) e 181 não infratores (76,2% homens) captados em três Centros de Formação de Condutores e em dois parques públicos locais. As medidas utilizadas foram: a Escala de Impulsividade de Barrat (BIS-11), o Inventário de Busca de Sensações de Arnett (AISS) e um questionário padronizado para coleta de informações demográficas e de comportamentos de risco no trânsito. As variáveis foram analisadas através de regressão logística de acordo com um modelo hierarquizado. O nível de significância adotado foi 5%. Resultados: Maior impulsividade (OR = 4,8, IC 95%: 2,68-8,6), anos de estudo (OR=0,91, IC 95%: 0,85-0,97); dirigir com maior frequência (OR = 4,01, IC 95%: 2,05-7,83), assumir infrações de outro condutor (OR = 2,91, IC 95%: 1,63-5,19), solicitar que outro condutor assumisse suas infrações (OR = 6,74, IC 95%: 2,39-19,25), envolvimento em acidentes de trânsito com vítima (OR = 2,73, IC 95%: 1,24-6,01) e consumir bebida alcoólica nos últimos 12 meses (beber não binge = OR 0,77, IC 95%: 0,38-1,55; binge drinking = OR 1,97, IC 95%: 0,87-4,47) foram significativa e independentemente associados à suspensão do direito de dirigir. Não foi constatada associação entre busca de sensações e ter o direito de dirigir suspenso. Conclusão: Os achados sugerem que a impulsividade, alguns comportamentos associados a risco – tais como envolvimento em acidentes graves, beber bebida alcoólica nos últimos 12 meses, assumir infrações de outro condutor, solicitar que outro condutor assumisse suas infrações - e a frequência com que o condutor dirige foram preditores para o cometimento de mais infrações; também se evidenciou que possuir mais anos de estudo representou um fator de proteção à direção segura. Nesse sentido, nossos resultados demonstram a natureza complexa e multideterminada do fenômeno. Espera-se que este trabalho, pioneiro no Brasil, contribua para a identificação de potenciais fatores de risco e associados ao cometimento de infrações, bem como contribua na discussão de medidas de avaliação, reabilitação e fiscalização para o trânsito. / Introduction: It is estimated that risk behaviors in traffic, such as errors and violations, are responsible for approximately 90% of all automobile accidents. Among the leading predictors of risk behavior in traffic are driver personality traits. The positive association between impulsivity, sensation seeking and risk behaviors in traffic is already well documented in literature. However, studies that explore these associations among offender drivers and non-offender drivers are scarce, especially in Brazil. Objective: To explore the association between impulsivity, sensation seeking and risk behavior in traffic in a sample of offender drivers versus non-offender drivers in the city of Porto Alegre. Method: The sample comprised 158 offender drivers whose right to drive had been suspended over the past 12 months due to an accumulation of points (68.4%) or a specific violation (31.6%), selected at the Rio Grande do Sul State Traffic Department (79.7% men) and 181 non-offender drivers (76.2% men) from three Driving Schools and in two local parks. Measures used were: the Barrat Impulsiveness Scale (BIS-11), the Arnett Inventory of Sensation Seeking (AISS) and a standardized questionnaire for the collection of information of demographics and risk behavior in traffic. The variables were analyzed through logistic regression according to a hierarchical model. The adopted level of significance was 5%. Results: More impulsiveness (OR = 4.8, IC 95%: 2.68-8.6), years in school (OR=0.91, IC 95%: 0.85-0.97); frequent driving (OR = 4.01, IC 95%: 2.05-7.83), take on other driver’s violations (OR = 2.91, IC 95%: 1.63-5.19), request that other driver’s take on one’s violations (OR = 6.74, IC 95%: 2.39-19.25), involvement in traffic accidents with a victim (OR = 2.73, IC 95%: 1.24-6.01) and drinking alcoholic beverages during the last 12 months (non-binge drinking = OR 0.77, IC 95%: 0.38-1.55; binge drinking = OR 1.97, IC 95%: 0.87-4.47) were significantly and independently associated with the suspension of driving privileges. We verified no association between sensation seeking and the suspension of driving privileges. Conclusion: The findings suggest that impulsivity and behaviors associated with risk – such as involvement in serious accidents, drinking alcoholic beverages within the last 12 months, taking on violations of other drivers, requesting that other drivers take on his/her violations - and the frequency of driving were indicative of committing additional violations; it was also shown that more years of study represented a factor favoring safe driving. In this sense, our results show the complex and multidetermined nature of the phenomenon. It is hoped that this pioneering study in Brazil contributes to the identification of potential risk factors and those associated with committing violations, as well as contributing to the discussion of measures for evaluation, rehabilitation and monitoring of traffic.

Motoristas de ônibus estão diariamente expostos a vibrações de corpo inteiro (VCI), o que os submetem a riscos de desenvolver problemas de saúde relacionados a essas condições. Numerosos estudos focados em quantificar e identificar os riscos a que os motoristas estão expostos foram desenvolvidos nos últimos anos. Porém, pesquisas mostram que muitos fatores influenciam na transmissão da vibração ao corpo humano. Estradas podem ser consideradas um fator importante na determinação da exposição à VCI que um motorista de ônibus recebe. Nas áreas urbanas, os tipos mais comuns de estradas encontradas são: asfalto bom, asfalto irregular, paralelepípedo, estrada de chão, estradas esburacadas, entre outros. O objetivo deste estudo é determinar se diferentes tipos de estradas, encontradas em vias urbanas, provocam diferentes respostas de VCI; e determinar a influência de cada tipo de estrada na exposição à VCI de acordo com a norma ISO 2631-1 (1997). Dois motoristas diferentes guiaram o mesmo ônibus urbano sobre diferentes tipos de pista: asfalto regular, paralelepípedo e estrada de chão, caracterizando condições comuns nas cidades brasileiras. Para avaliar as vibrações transmitidas ao condutor, valores de aceleração foram registrados usando um acelerômetro tipo seat-pad montado no assento do motorista. Os resultados mostraram que o tipo de terreno que mais afeta a vibração de corpo inteiro no motorista é o paralelepípedo. Também foi possível detectar a ineficiência da poltrona do motorista quanto à absorção da vibração. Finalmente, observou-se que os motoristas não tiveram influência significativa nos resultados finais. / Bus drivers are daily exposed to whole-body vibrations (WBV) submitted to risks for develop health problems related to these conditions. Numerous studies focused to quantify and identify the risks that drivers are exposed have been developed in recent years. Many factors influence the transmission of vibration to the body. Road type may be an important factor in determining the WBV exposure which a bus driver receives. In urban areas, common types of routes include several road surfaces like: smooth highway, older rough freeway, pavement, bumpy, speed humps, and others. The purpose of this study is to determine whether different kinds of road surfaces, found in urban routes, cause different WBV responses, and determine the influence for each road type in daily exposure to WBV according the standard ISO 2631-1 (1997). Two different drivers drove the same urban bus over a route which included three road types: a rougher old freeway, a city street segment with pavement, and a road bumpy segment, characterizing the conditions of most Brazilian cities. To assess vibrations transmitted to the driver, vibration values were recorded using a seat pad accelerometer mounted on the driver’s seat. The results showed that the road type with the highest level of whole body vibration on the driver is the asphalt. It was also possible to detect the inefficiency of the driver's seat as the vibration absorption. Finally, it was observed that the drivers had no significant influence on the final results.

This study sets out to address the question of whether the costs and the benefits of measuring intellectual capital assets differ depending on the driver for that measure. Although pressure is growing on firms to measure and report on their intellectual capital assets no research has yet been published that questions the costs associated with such actions. And although academic research has purported to show links between the management of intellectual capital assets and real business benefits the research carried out thus far'has not focussed specifically on the benefits of measuring intellectual capital assets. Although there are now a variety of intellectual capital asset measurement frameworks there has been no cross comparison as to which intellectual capital asset measures provide the most business insight or where the outcome of that measurement is most effective. Using a multi method approach the thesis is tested in three phases; an extensive literature review covering intellectual capital, performance measurement and organisational effectiveness; a survey and content analysis to explore what and why companies measure; and structured interviewing of six companies to investigate the costs and the benefits of measurement. The thesis is tested through the investigation of thirteen propositions which show that: firstly, there is a difference in the relative cost of measuring intellectual capital assets given the measurement driver, which is explained by the frequency of measurement, the mode of data collection and analysis, and whether the use of the measure is a by product of some other driver, secondly, that the insight provided by an intellectual capital asset measure differs given the measurement driver, thirdly, that the measurement of intellectual capital assets is most effective for planning the future; and lastly, that particular measurement drivers are effective, to differing degrees, in financial, customer, operational, people and future organisational performance domains.

Innovative passenger vehicle technologies are required to make significant contributions to climate change mitigation. A number of challenges exist as barriers to their adoption. One key opportunity is the potential for social influence to have a positive impact on adoption rates. Social influence is how an individual's decisions can be influenced by other people – what their peers and others say and do and how this, in turn, affects the diffusion of new behaviours. The mixed method research detailed in this thesis contributes to an emerging interest in social influence in transport studies addressing a key research gap, the spatial aspects of this influence. Spatial analysis of private Toyota Prius vehicle ownership, was undertaken at the Output Area level for London for the period 2000 to 2011. Exploratory Spatial Data Analysis (ESDA), an important first step in spatial analysis, indicated the presence of spatial autocorrelation and Toyota Prius spatial clusters ('hotspots'). These 'hotspots' enlarged over time which can be indicative of social influence. This informed the need for in-depth quantitative analysis on the role of co-variables through the use of a Zero Inflated Negative Binomial model and the choice of case study areas for qualitative interviews. In the model, 'what your neighbours do' is a key co-variable represented by the average number of Priuses from neighbouring Output Areas (OA). This measure of social influence had a positive impact on the number of Toyota Priuses in a neighbourhood. The likelihood of Prius ownership in an OA increases by over 50% when the average number of Priuses in neighbouring OA increases by one. The case study OAs were examined in detail setting the scene for the qualitative interviews. Nine face-to-face semi-structured interviews were undertaken with current and potential future Toyota Prius owners. All referenced at least one form of social influence. The influences included direct observation of the vehicles, the opportunity to trial vehicles and changes in the symbolism of the vehicle through its adoption by others. Broader findings were consistent with the literature, for example with regard to the role of congestion charge exemptions and the socio-economic background of the participants. The confirmation of social influence indicated by these findings could assist in the geographic positioning of demonstration schemes or in the allocation of grants, with the economic assessment benefits of grant programmes, because of the 'knock-on' effects of social influence, potentially being wider than conventionally assumed.

O interesse principal desta pesquisa é a investigação, o desenvolvimento e a aplicação de um método que permita identificar e avaliar a ocorrência de comportamentos de risco em condutores com habilitação categoria B, na cidade de Porto Alegre. Esse método está fundamentado em trabalhos que caracterizam o cometimento de erros, lapsos e violações que ensejam o envolvimento em acidentes de trânsito. Tais trabalhos embasam a elaboração e a discussão deste estudo e também a teoria da Homeostase do Risco, as funções psicológicas, cognitivas e os aspectos legais envolvidos no ato de dirigir, assim como o desenvolvimento de jogos e simuladores de condução. Os instrumentos utilizados constituem-se de um jogo digital de situações de trânsito e de um questionário digital sobre o comportamento de condutores, ambos desenvolvidos com base no Driver Behavior Questionnaire (DBQ)1 e em dados estatísticos sobre as infrações mais cometidas. Os comportamentos de risco que apresentaram maior incidência, com a aplicação do método, correspondem aos dados estatísticos sobre as principais infrações cometidas por condutores. A correlação entre os dados obtidos com o Questionário e o Jogo demonstrou, na amostra estudada, não haver associação significativa entre os dois instrumentos na maioria das situações abordadas. Isso denota não haver relação direta entre os instrumentos, vistos aqui como independentes, mas complementares. Dessa forma, à luz do método proposto, podem-se tornar maiores as possibilidades de análise sobre o comportamento de risco no trânsito, bem como com a continuidade de pesquisas na área. A identificação de forma precoce de fatores preditores de comportamentos de risco tem sua relevância por corroborar para a efetividade das intervenções preventivas. / This research main interest is the development and implementation of a method for identifying and evaluating the occurrence of risk behaviors in category B drivers license in the city of Porto Alegre, Brazil. This method is based on studies characterizing the carried errors, lapses and violations that lead to involvement in traffic accidents. Such works underlie this study’s development and discussion and also the risk homeostasis theory, the physiological functions, cognitive, and the legal aspects involved in driving acts, as well as the games development and driving simulators. The used instruments are made up of a digital role of some traffic situations and a digital questionnaire about the drivers behavior, both developed based on the Driver Behavior Questionnaire (DBQ)1 and in the statistics about more performed infractions. Risk behaviors that had the highest incidence correspond to the statistical data about the major infractions committed by drivers. The correlation among obtained data with the Questionnaire and the game showed no significant association between the two instruments in the most covered situations. This indicates that there is no direct relationship among the instruments seen here as independent but complementary. By the proposed method, the potential for analysis of the traffic risk behavior may become greater, as well as the further research in this area. The risk behavior’s predictors identification in an earlier time has their relevance for the preventive interventions effectiveness.

[pt] A pesquisa e desenvolvimento de um acionamento para motor de passo operando em baixa tensão apresenta o desenvolvimento de um mecanismo de acionamento para motores de passo de 2 fases, destinado a operar na faixa de 12 a 18 V, tornando-se muito útil para automações em veículos, embarcações ou robôs que operam com baterias. O acionamento desenvolvido implementa o controle da corrente via chopper, como é usual nos acionamentos de motores de passo. Mas, ao contrário do usual, o tempo do ciclo ativo da onda responsável por ativar a corrente nas fases é pré-programado em microcontroladores, evitando-se a instabilidade e criticalidade típica dos circuitos responsáveis pelo sensoramento da corrente e sua realimentação para controle do ciclo ativo. Outro aspecto inovador do trabalho foi a utilização do integrado TD340 da ST Microeletronics, desenvolvido para utilização no controle de motores de corrente contínua, e que está sendo empregado com motores de passo. Os resultados experimentais apresentados no trabalho confirmam a adequação e utilidade do acionamento desenvolvido, tornando-o compacto e robusto. / [en] The research and development of an driver for step motor operating in low tension presents the development of a chopper driver intended to drive 2- phase step motors. The driver was designed to operate between 12 and 18 V which makes it very attractive for automations in vehicles and robots which carry their own batteries. Contrary to the usual design, where the duty cycle of phase current is controlled by sensing this current and feed backing its value to the chopper, the present driver uses fixed value duty cycle, which varies step by step according to a table stored in the memory of a microcontroller. In so doing, we avoid most of the troubles due to noise and voltage fluctuation in the feedback line, typical of usual drivers. Another innovation presented in this work, is to use the H-Bridge MOSFET driver TD340 in driving step motors. This component, manufactured by ST Microeletronics, was originally designed for driving CC motors. Experimental results presented in this work show that the driver developed in this research has performed successfully according with the intended goal.

abstract: As persistent non-volatile memory solutions become integrated in the computing ecosystem and landscape, traditional commodity file systems architected and developed for traditional block I/O based memory solutions must be reevaluated. A majority of commodity file systems have been architected and designed with the goal of managing data on non-volatile storage devices such as hard disk drives (HDDs) and solid state drives (SSDs). HDDs and SSDs are attached to a computing system via a controller or I/O hub, often referred to as the southbridge. The point of HDD and SSD attachment creates multiple levels of translation for any data managed by the CPU that must be stored in non-volatile memory (NVM) on an HDD or SSD. Storage Class Memory (SCM) devices provide the ability to store data at the CPU and DRAM level of a computing system. A novel set of modifications to the ext2 and ext4 commodity file systems to address the needs of SCM will be presented and discussed. An in-depth analysis of many existing file systems, from multiple sources, will be presented along with an analysis to identify key modifications and extensions that would be necessary to execute file system on SCM devices. From this analysis, modifications and extensions have been applied to the FAT commodity file system for key functional tests that will be presented to demonstrate the operation and execution of the file system extensions. / Dissertation/Thesis / Masters Thesis Computer Science 2016

In my thesis I present data collected from a long-term selection experiment using the freshwater model organism Chlamydomonas reinhardtii. The selection experiment was designed to disentangle the effects of the number of multiple environmental drivers (MEDs) and the identity of those environmental drivers including high CO2, high temperature, general nutrient depletion, reduced light intensity, reduced phosphate availability, the addition of a herbicide, UV radiation and reduced pH. Using up to eight environmental drivers, I show how simple organisms such as C. reinhardtii evolve in response to MEDs. The first step in this investigation is to examine the short-term response of MEDs. Data collected at the beginning of the selection experiment will provide insight into the early stages of microevolution by investigating key differences in the short-term (plastic) responses to few vs. many MEDs. Here, I focus on how the data collected from the responses to single environmental drivers can help us predict the responses to MEDs by using ecological models (additive, comparative, multiplicative). I show that the short-term plastic responses to single environmental drivers can predict the effect of MEDs using the comparative model because the response is largely driven by the single dominant driver present. I also demonstrate the importance of the number of environmental drivers (NED) for making predictions from the single environmental drivers and show that predictions become more reliable as the NED increases. The results gathered from short-term responses provide evidence that single environmental driver studies are useful for predicting the effect of MEDs. After evolution, I found that the strength of selection varies with NED in a predictable way, which connects the NED to the evolutionary response (size of the direct response) through the strength of selection. Here, I used statistical models to quantify the effect of NED on the evolutionary response to MEDs and then interpreted this by considering the possible genetic constraints on adaptation to MEDs. A subset of populations evolved in environments with five environmental drivers and all populations evolved in the single environmental driver environments are used to examine how adapting to single vs. many environmental drivers affect local adaptation. I examine how populations selected in environments with one environmental driver, five environmental drivers and the evolved control, differ in their response to new environments with the same NED, environments with different NED, and a novel environment. I found that there is a relationship between local adaptation and the strength of selection in the local environment and patterns of local adaptation are affected by the NED of new environments. Lastly, I present the phenotypic consequences of evolution under MEDs. I found that before evolution, measures of chlorophyll content and cell size decline with increasing NED. However, after evolution the relationship between chlorophyll content and cell size with NED is weaker because populations converge on the same phenotypes as they evolve. I also present a case-study of how mass spectrometry methods can be used to better understand underlying molecular mechanisms of two phenotypes (chlorophyll positive and chlorophyll negative cells). This selection experiment is a good example of how laboratory investigations and model organisms can be used to design experiments with enough replication to have high statistical power in order to make more accurate predictions on the short- long-term effects of MEDs. Whilst there have been some studies on the effects of MEDs, these studies rarely have more than three environmental drivers (sometimes 5 environmental drivers) and there are only a handful of long-term MED studies. This study can be used to develop a priori hypotheses for investigating how environmental change will shape natural microbial communities, and is especially useful for organisms where long-term studies with multiple environmental drivers are unfeasible.