Despite active volcanism, few geothermal energy resources have been developed in the Cascades Range. Temperature Gradient Hole (TGH) MB 76-31 was drilled to approximately 440 m measured depth to probe for zones where fractures provide fluid conduits that transport deep volcanic heat to shallow depths that could support baseload, carbon neutral electrical generation. These zones were predicted by a Play Fairway assessment (PFA) of resource potential along a zone 11 km west-southwest of the summit of Mount Baker Volcano, Washington State. Rock core, temperature logs, and an acoustic image log were obtained. By comparison to outcrops, the core is interpreted as the Chilliwack Group, comprised of partially metamorphosed basaltic to andesitic volcanics, but due to similar physical and mineral composition may represent the Nooksack Formation. Mapping of core reveals complex, steeply dipping networks of fractures and brecciation along slickensided strike slip faults; clay alteration is common in many of these structures. Most fractures are thoroughly healed by layers of chlorite and calcite, whereas chlorites and vermiculite line open fractures. Fracture porosity is primarily hosted by very dense fractures a few centimeters or less in length. These small fractures are not clearly evident or interpretable in image logs, leading to under-estimated fracture density and secondary porosity, although the image log provides good insights into frequency and attitude of fractures that fully transect the core. The combination of complex, non-planar fracture zones containing many short fractures and healing promote misinterpretation of natural fracture attitude and density in the image log. The equilibrated measured temperature reaches a maximum temperature 32°C at 408 m measured depth along a conductive gradient of 64ºC/km and calculated heat flow of 145 mW/m2 which is more than twice the regional average of 30ºC/km. The presence of vermiculite and several chlorite minerals lining fractures is consistent with the conductive temperature gradient measured in the well below a shallow isothermal zone, although, several fractures are open or only partially healed and resulted in fluid entries into the well. Together, the temperature gradient and vermiculite formation in the fractures indicate local influence of the Mt Baker magmatic system at the Little Park Creek TGH site and that TGH MB 76-31 reaches the upper edge of a caprock above a much deeper hydrothermal system. Do you conclude that this site will/will not support electrical generation? Should have a sentence here describing this since you start your abstract with the idea that you’re testing viability. / Geology

Fairway crested wheatgrass, which is identified taxonomically as Agropyron cristatum (L . ) Gaertn. (45 ), A. cristatiforme (38) , or A. pectiniforme Roem. and Schult (22), is an economically important range grass belonging to the "crested wheatgrass complex" (24, 38). The crested wheatgrass complex includes diploid, 2n = 14, tetraploid, 2n = 28, and hexaploid, 2n = 42, forms (1, 11, 22). The variety Fairway and Fairway-like derivatives are the only known diploid members of the species complex (24, 38). Meiotic chromosome behavior of Fairway diploids appears to be typical of other diploid species; however, the number of plants examined cytologically has been relatively small. Although Fairway crested wheatgrass is a good seed producer, interplant variation in fertility is high (13, 22, 25, 42). Irregular chromosome behavior is a common source of sterility and may be contributing to the variable seed set in diploid crested wheatgrass. No information is available concerning the relation of meiotic chromosome behavior to fertility in Fairway crested wheatgrass. Polyploid crested wheatgrasses are generally considered to be of autoploid origin, i.e., they are derived by duplication of the chromosome complement of a diploid prototype. Chromosome pairing in the polyploid species (31), in interspecific hybrids (12), and in polyhaploid plants (11) substantiate the autoploid derivation of polyploid crested wheatgrass. Diploid and tetraploid forms of crested wheatgrass have been hybridized by Knowles (24), and chromosome pairing in the hybrids suggest a close relation between the diploid and tetraploid genomes. Colchicine-induced tetraploids of Fairway crested wheatgrass have been produced by Knowles, 1 and these artificial tetraploids are currently being utilized in his crested wheatgrass breeding program. If the full breeding and cytogenetic potentials of diploid crested wheatgrass are to be realized, the meiotic chromosome behavior and the cytotaxonomic status of this species must be fully understood. The present investigation was designed to provide further information concerning the cytogenetic characteristics of Fairway crested wheatgrass and its autotetraploid derivatives. This investigation was established with the following objectives: 1. To examine meiotic chromosome behavior of Fairway crested wheatgrass. 2. To determine the relation of meiotic chromosome behavior to fertility in Fairway crested wheatgrass. 3. To evaluate the effectiveness of several colchicine treatments in doubling the chromosome complement of Fairway crested wheatgrass. 4. To determine the effect of induced polyploidy on plant morphology in colchicine-induced tetraploids of Fairway crested wheatgrass. 5. To determine the meiotic chromosome behavior and fertility of induced tetraploids of Fairway crested wheatgrass.

Sjöfartsverkets ställning liknande ett naturligt monopol och dagens politiska läge kräver en farledsavgift utformad på ett sätt som gör att Sjöfartsverket täcker sina kostnader samtidigt som de snedvrider beteendet av sjöfartens aktörer så lite som möjligt. Syftet med denna uppsats är att undersöka elasticiteterna för olika fartygssegment och om Ramseyprissättning utifrån dessa kan användas för att utforma de svenska farledsavgifterna så att dessa krav uppfylls. Genom att kartlägga de avgiftsförändringar som skett mellan 2008–2020 och använda data från Sjöfartsverkets årliga farledsdeklarationer för samma period kan vi skatta elasticiteterna inom svensk sjöfart. Våra resultat indikerar att olika fartygssegment har olika elasticiteter vilket innebär att de har olika känslighet för avgiftsförändringar. Likt tidigare forskning är de elasticiteter vi får fram främst oelastiska och negativa. Vissa icke-signifikanta eller orimliga resultat innebär dock osäkerhet kring hur segmenten skiljer sig åt mellan varandra och över tid. Denna osäkerhet tillsammans med osäkerheten kring beräkningen av marginalkostnader och konkurrensen med andra transportslag gör att vi rekommenderar att Ramseyprissättning inte borde användas som grund för farledsavgifternas utformande i dagens läge. Vår kartläggning av avgiftsförändring kom fram till att endast två av dessa var lämpliga att utföra skattningar på. Detta tillsammans med det endogenitetsproblem som farledsavgifternas nuvarande struktur ger upphov till bidrog troligen till att vi inte kunde få fler signifikanta och rimliga elasticiteter. / The Swedish Maritime Administrations (SMA) position resembling that of a natural monopoly and the current political situation demands a fairway due designed in a way that allows the SMA to cover their costs while at the same time distorts the behaviour of the maritime agents as little as possible. The purpose of this essay is to examine the elasticities of different ship segments and whether Ramsey pricing based on these can be used to design the Swedish fairway dues in a way that meets these demands. By mapping the changes in dues between 2008-2020 and using data from the SMAs yearly fairway declarations during the same period, we can estimate the elasticities within Swedish shipping. Our results indicate that different ship segments have different elasticities which means that they have different sensitivity to changes in dues. Like previous research, the elasticities we find are mainly inelastic and negative. However, some insignificant or unreasonable results imply uncertainty around how the segments differ from each other and over time. This uncertainty together with the uncertainty around the calculations of marginal costs and competition with other modes of transportation makes us recommend not to use Ramsey pricing as a basis for designing the fairway dues in the current situation. Our mapping of changes in dues concluded that only two of these were suitable for making estimations. This, together with the endogeneity problem that the current structure of the fairway dues generates, probably contributed to our resulting elasticities not being more significant and reasonable.

The diploma thesis deals with analysis of flow ratios at the hydraulic plant Klecany – Roztoky, located in the region of Střední Čechy at Vltava river (km 37,08). At this site 3D streaming of superficial water was simulated aiming to evaluate the influence of potencial construction of the new hydroelectric power plant Klecany II on existing Klecany I. Using all of the base documentation available, 3D models of current and planned conditions were created to serve as base for calculation in FLOW 3D. The first part of the thesis describes, how the planned construction of the new hydroelectric power plant Klecany II could influence the current fairway at the inlet 400 m3/s. The second part analyses shape of planned flow hydroelectric power plant Klecany II for flow Q90d, equal to 180 m3/s. All of the results are presented in intelligible charts and images.

Det nuvarande farledsavgifterna infördes 2018, det uppstod sedermera en debatt angående den nya modellen, dess utformning och vilka ekonomiska och miljömässiga incitament den ger upphov till. I syfte att utröna vilka förändringar i miljöstyrning tanksjöfarten erhållit, genomfördes en fallstudie som utgår ifrån ett antal modellfartyg som representerar ett genomsnitt av den svenska tankfartygsflottan. Utifrån modellfartygen byggdes sedan upp ett enkelt analysverktyg för att beräkna farledsavgiften enligt de nya reglerna såväl som de tidigare. Personer med bred kunskap om de svenska farledsavgifterna intervjuades. Därefter jämfördes åsikterna med resultatet av fallstudien. En del av den problematik som nämndes av respondenterna kunde bekräftas av fallstudien, till exempel den snedfördelning av kostnader som den nya dräktighetsindelningen gett upphov till. Andra resultat av fallstudien gick emot vissa av respondenternas tankar, exempelvis att den nya frekvensrabatten för antal anlöp medför en högre kostnad för rederierna. / The current fairway dues were introduced in 2018. Since its introduction there has been an ongoing debate regarding the new model, its design and the economic and environmental incentives it generates. In order to find out what changes in environmental incentives the tanker shipping segment has received, a case study was carried out which is based on a number of model vessels representing an average of the Swedish tanker fleet. Based on the model vessels, a simple analysis tool was then created to calculate the fairway fee according to the new rules as well as the previous ones. People with knowledge concerning the Swedish fairway fees were interviewed. Their opinions were compared with the results of the case study. Some of the problems mentioned by the respondents could be confirmed by the case study, for example the distortion of costs that the new tonnage classification gave rise to. Other results of the case study contradicted some of the respondents' thoughts, for example that the new frequency discount for number of calls entails a higher cost for the shipping companies.

En farledsrestriktion innebär att vissa krav eller begänsningar sätts på fartygs manöverförmåga, antal assisterande bogserbåtar, största djupgående och liknande egenskaper för att få färdas i en specifik farled. Innan 2009 låg uppgiften att ta fram dessa restriktioner på Sjöfartsverket och det tillhörande Sjöfartsinspektionen. År 2009 bildades Transportstyrelsen och övertog då vissa delar av processen. Detta arbete handlar om vad denna omorganisation har fått för effekter på arbetsprocessen och dess resultat utifrån vad de som idag jobbar med den upplever. En kvalitativ intervjustudie med semistrukturerade intervjuer genomfördes med ett antal individer som dagligen arbetar med denna process. Resultatet målar upp bilden av en arbetsprocess som genomgått mindre förändringar men som på många sätt fortfarande är sig lik. De tillfrågade beskriver små skillnader i det praktiska, dagliga arbetet och den kommunikation som detta arbete kräver, men beskriver också en situation där förändringsarbetet fortfarande upplevs pågå och där vanor kring arbetsrutiner på många sätt lever kvar. / When entering a fairway in Swedish waters, vessels are affected by various restrictions. These restrictions are related to the draught of the vessel, its maneuvering capabilities and other factors which affect its capability to be conducted in a safe manner when inside the fairway. Prior to 2009, these restrictions were implemented by Sjöfartsverket (the Swedish Maritime Agency). In 2009, Transportstyrelsen (the Swedish Transport Agency) was created and took on the responsibility for some parts of the process behind developing these restrictions. In this study the focus is on the effects of this reorganization on the process itself from the viewpoint of those who are working with it. A qualitative study using interviews was conducted with people who are in daily contact with this work. The result shows a process that has undergone minor changes but is also in many ways still similar. The participants in this study describe smaller differences in the practical, daily work and the communication that this work requires, but they also paint a picture of a situation where the change is still happening and where old routines and habits still influence their work.

L'histoire géodynamique du Sud-Ouest Pacifique est contrôlée depuis le Mésozoïque par l'évolution des zones de subduction péri-Pacifique qui ont successivement bordé la marge Est du Gondwana. Le recul de la fosse de subduction par effondrement du panneau plongeant dans le manteau est probablement le moteur de la fragmentation continentale qui a donné naissance à des rifts avortés et des bassins arrière-arcs associés à des arcs volcaniques rémanents. Dans ce contexte géodynamique, les bassins ayant atteint un stade d'océanisation avancé ont enregistré les inversions du champ magnétique terrestre et développé des morphologies typiques de la croûte océanique. Ces caractéristiques ont permis d'identifier l'âge et la nature de la croûte de ces bassins avec un degré de confiance élevé. C'est le cas de la plupart des bassins du Sud-Ouest Pacifique formés après 45 Ma. A l'inverse, les bassins de Nouvelle-Calédonie et de Fairway, plus étroits et recouverts d'épaisses séries sédimentaires ont une origine mal renseignée qui est longtemps restée controversée. Bien que morphologiquement et structuralement remarquables à l'échelle régionale, ces bassins n'interviennent pas dans les schémas actuels de reconstruction géodynamique régionaux. L'objet du présent travail de thèse est d'approfondir la connaissance de la structure et de l'histoire de ces bassins afin d'affiner le puzzle géodynamique du Sud-Ouest Pacifique. Une synthèse géologique régionale, accompagnée d'une carte structurale (planche hors texte A0), permet de replacer ces bassins dans le contexte géologique de l'évolution post-jurassique de la marge Est-Australienne. Les nouvelles données sismiques d'imagerie profonde des campagnes ZoNéCo-11, Noucaplac-2 et TL-1, couplées aux données récentes de forages sur la marge de Taranaki en Nouvelle-Zélande, constituent une base solide de données nouvelles autorisant une interprétation chronostratigraphique rénovée des bassins de Fairway et de Nouvelle-Calédonie ainsi que des rides qui leur sont associées. Ces interprétations complétées par une nouvelle compilation des données gravimétriques et magnétiques régionales permettent de dégager trois étapes dans l'évolution géodynamique de ces bassins : Etape 1 : Formation du Bassin de Fairway - Aotea au Crétacé moyen, en position intra- ou arrière-arc continental, dans un contexte de subduction. La formation de ce bassin, relativement peu profond, reflète les prémices de la déchirure continentale de la marge Est-Gondwanienne au Cénomanien, dont la cause est à rechercher dans un changement de la dynamique de la subduction. Une « verticalisation » de la plaque plongeante aurait entraîné de l'extension dans la plaque chevauchante. L'augmentation du pendage du slab pourrait être attribuée à : (i) un processus gravitaire lié au poids du slab, l'amenant à couler dans l'asthénosphère, engendrant alors un « hinge rollback », (ii) un flux asthénosphérique rétrograde, exerçant une pression horizontale sur le slab le faisant ainsi reculer, et (iii) la cinématique des plaques lithosphériques impliquées dans la subduction pouvant jouer un rôle sur le pendage du slab et pouvant créer des zones de faiblesse dans la plaque chevauchante menant à de l'extension arrière-arc. Un phénomène de « tectonic escape », lié à un blocage de la zone de subduction par le plateau d'Hikurangi à 105 Ma, pourrait aussi être la cause du recul de la subduction menant à de l'extension arrière-arc. Etape 2 : Déformation locale affectant la partie Nord du Bassin de Nouvelle-Calédonie (au large de la Grande Terre, strictement) à l'Eocène terminal, synchrone de l'obduction ophiolotique néo-calédonienne. Cette déformation asymétrique, d'une durée de quelques millions d'années et d'amplitude verticale de l'ordre de 10 km, est marquée par la surrection de la ride de Fairway et la subsidence de la marge Est du bassin, le long de la côte Ouest de la Nouvelle-Calédonie. Le Bassin de Nouvelle-Calédonie aurait subsidé sous l'effet de la surcharge engendrée par le charriage de la croûte océanique du Bassin de Sud-Loyauté sur la ride de Norfolk à 37 Ma et aurait réagi comme un bassin flexural d'avant-pays suivant un processus de sous-charriage (underthrusting), au fur et à mesure que la nappe progressait sur le bâti Calédonien. Etape 3 : Subsidence Eocène-Oligocène d'envergure régionale, affectant l'ensemble « Ride de Lord Howe, Bassin de Fairway – Aotea, Ride de Fairway, Bassin de Nouvelle-Calédonie, Ride de Norfolk », de la Nouvelle-Zélande à la Nouvelle-Calédonie. Les traits morphostructuraux associés à cette subsidence suggèrent que l'ablation d'une partie de la croûte inférieure du système est responsable de cette subsidence. Nous émettons ainsi une nouvelle hypothèse selon laquelle les bassins de Nouvelle-Calédonie et de Fairway-Aotea, initialement peu profonds pendant le Crétacé (phase de rifting Crétacé, étape 1), auraient subi une subsidence de grande ampleur à l'Eocène – Oligocène lors de la réactivation de la convergence Australie – Pacifique. La reprise de la convergence vers ~45 Ma aurait entraîné un épaississement crustal de l'ensemble de rides et bassins aboutissant à une instabilité gravitaire de sa racine, provoquant ainsi son détachement et son effondrement dans le manteau. Ces nouvelles interprétations, et en particulier l'âge Crétacé moyen des sédiments les plus anciens des bassins de Fairway et Aotea, ont des implications pour le potentiel pétrolier de la région.

Arbetet med att minska sjöfartens miljöpåverkan är något som är högaktuellt och under ständig utveckling. Vid en omdirigering där delar av sjötrafiken från Stora Bält förflyttas till Flintrännan, skulle miljöbelastningen minska regionalt och öka lokalt. Syftet med denna uppsats var att ta reda på hur bränsleförbrukningen förändrades för den del av sjötrafiken som förflyttades till Flintrännan. Genom detta kunde man också se en tendens till hur sjöfartens bidrag till luftföroreningar i Malmö stad kan förväntas förändras. Slutsatserna var att referensfartygen nästan halverade bränsleförbrukningen när dom valde den kortare rutten via Flintrännan framför Stora Bält. Det framkom att sjöfartens totala bidrag till CO2 utsläppen förväntas minska med 60-190 000 ton. Resultatet uppnåddes genom en insamling av trafikflödesdata samt bränsleberäkningar på tre referensfartyg. / Efforts to reduce shipping's environmental impact are something that is highly topical and constantly evolving. At a redirection where parts of the sea traffic from Stora Bält moved to Flintrännan, environmental impact would decrease regionally and increase locally. The purpose of this paper was to find out how the bunker consumption changed for the part of the sea traffic that were moved to Flintrännan. This could also indicate a tendency to change the contribution of shipping to air pollution in Malmö city. The conclusions were that the reference vessels almost halved the bunker consumption when they chose the shorter route via Flintrännan. It was found that shipping's total net contribution to CO2 emissions is expected to decrease by 60-190 000 tons. The result was achieved through a collection of traffic flow data and fuel calculations on three reference vessels.

Vid inrättandet av nya farleder är synbarheten en viktig fråga när det handlar om valet av sjömärke. Idag grundar sig detta val på subjektiva metoder eftersom det inte finns någon forskning kring det optiska upptäcktsavståndet till de sjömärken som används i svenska farvatten. Används ett sjömärke med för kort upptäcktsavstånd äventyras säkerheten, samtidigt som ett för effektivt sjömärke innebär högre kostnader. Syftet var att studien ska ligga till grund för skapandet av objektiva metoder vid utmärkning av farleder genom att undersöka det optiska upptäcktsavståndet till olika flytande sjömärken. En metodologisk triangulering genomfördes i form av en fältstudie ombord på fartyg och ett frågeformulär som besvarades av lotsar. Resultatet från fältstudien visade att bojarna generellt hade ett längre upptäcktsavstånd gentemot lysprickarna. Upptäcktsavståndet varierade beroende på sjömärkets form, höjd, bredd, färg, ögonhöjd, ljusvinkel, samt bakgrunden bakom sjömärket. Resultatet visade även intressanta skillnader och likheter bland lotsarnas svar kring de faktorer som ansågs påverka det optiska upptäcktsavståndet. / For the introduction of new waterways visibility is of importance when choosing the appropriate sea mark. Today the choice of sea mark is very subjective due to the lack of research regarding the visual detection distance of the ones used in Swedish waters. Safety is jeopardised if a sea mark is used with a detection distance that is too short, whereas a more effective sea mark leads to higher costs. The purpose was that the study would help in creating objective methods when marking waterways by investigating the visual detection distance of different floating sea marks. A methodological triangulation was performed in the form of a field study on board a ship, and a questionnaire was answered by pilots. The field study revealed that the buoys generally had a further detection distance compared to the light spar buoys. The detection distance varied according to the sea marks shape, height, width, colour, eye height, light angle and also the background behind the sea mark. The result also showed interesting differences and similarities amongst the pilots’ answers regarding the factors which where perceived to affect the visual detection distance.

In this diploma thesis is documented an analysis and an approach of designing a self-propelled mobile reel mower with respect of general assumptions of industrial design. Thesis takes aim on a comparison of technologies of present manufacturers of garden equipment and proper choice and following application of technical solution and shape solution on a new product.