The annual demography of a population of antelope ground squirrels in Curlew Valley, Utah was studied by measuring population density, natality, and mortality. Capture- recapture techniques yielded lower estimates than the Hayne strip- census. The estimates suggested 1968 was a year of population decline. One hundred seventy- three squirrels were collected and autopsied to obtain sex ratio , age structure, natality, and mortality data . The seasonal sex ratios for adult and yearling squirrels showed 82 percent females in spring 1968, this gradually changed to 56 percent by winter . The seasonal sex ratios of the young squirrels showed 59 percent females upon emergence from natal burrows in summer 1968, increasing to 79 percent by winter. The squirrels collected were aged by cementum annuli . The oldest were believed to be 5 years old . They composed 1.2 percent of the collection while young- of- the-year composed 38. 7 percent. The estimate of mean corpora lutea was 7.6, the mean embryo count was 7.2, and the mean post-partum placental scar count was 5.8. The mean corpora lutea count for yearlings was statistically lower than the count for adults and the mean ovulation rate for 1968 statistically lower than the rate for 1969. An estimate of litter size from four nests gave a mean of 4.5. In 1968, the conception rate was 91 percent with yearlings comprising 75 percent of those not conceiving. In 1969, the rate was 100 percent. Pre-Emergence mortality of the young was 41 percent. post-emergence mortality was 86 percent, and mortality, March - November, 1968 was 92 percent. Adult and yearling spring-to-spring mortality for study area squirrels calculated from retrap data was 81 percent. Spring-to-spring mortality calulated from age distribution data and Ricker's formula was 71 percent. The spring-to-fall mortality for 1968 calculated from density estimates and age distribution data was 53 percent.

The men's steeplechase event requires participants to jump over thirty-five 0.914-meter-tall obstacles, 4 rigid barriers and 1 fixed barrier followed by a 3.66-meter-long water pit per lap, over a 3000-meter distance. This study investigated the effect of increasing running velocity, through a range of 5.33 m/s to 6.66 m/s, on takeoff and landing ground reaction forces, for males during steeplechase hurdling using a force plate embedded under a track surface. Subjects completed 1 trial within each of 6 different pace ranges in a random order, once with a hurdle following the force plate to measure the takeoff ground reaction forces and a second time with the hurdle prior to the force plate to measure the landing ground reaction forces. Within a repeated measures linear mixed model during takeoff, peak vertical force (r2 = 0.1968, p < 0.01) and horizontal propulsive impulse (r2 = 0.0287, p = 0.02) were positively correlated with increasing velocity, and ground time (r2 = 0.1904, p < 0.01) was negatively correlated with increasing velocity. Within a repeated measures linear mixed model during landing, vertical impact force loading rate (r2 = 0.0099, p < 0.01) was positively correlated with increasing velocity and ground time (r2 = 0.2889, p < 0.01), vertical impulse (r2 = 0.1704, p = 0.02), and horizontal braking impulse (r2 = 0.0004, p = 0.05) were negatively correlated with increasing velocity. As male steeplechasers prepared to hurdle at increasing speeds, they produced a greater peak vertical force on the takeoff step while decreasing the ground time during takeoff, and increasing the horizontal propulsive impulse to carry themselves beyond the hurdle. While landing from the hurdle at increasing speeds, the athlete decreased the amount of time spent on the landing stance and the vertical impulse, and increased the magnitude of horizontal braking impulse and vertical loading rate. The relationships of these variables: takeoff peak vertical force, takeoff ground time, takeoff horizontal impulse, landing ground time, and landing vertical loading rate to increasing velocity were all comparable to overground running responses. The data differed from running by not indicating any change in hurdling takeoff horizontal braking impulse; however, the horizontal braking impulse did increase on hurdling landing. It was expected to decrease on hurdling landing due to the foot landing more underneath the center of mass after hurdling compared to running. The decrease in landing vertical impulse as speed increased also differed from normal running steps. We suggest that further research include kinematic measures to better understand the relationship between these variables as hurdling velocity increases.

No description available.

The abundance and size classes of ground weta, cave weta, carabid beetles and prowling spiders were monitored in the La Trobe Forest Ecosystem Restoration Project, Karekare, West Auckland, where rodent populations had been reduced. These were compared with those in control sites, where the rodent populations had not been manipulated. The arthropods were sampled using pitfall traps set in young podocarp-broadleaf, mature kanuka and mature taraire forested sites, and each treatment site was matched with two control sites. Data was collected monthly from all nine sites from December to May, 2005-06. In kanuka forest, data collected during December to May, 2004-05 has also been used.Rodent populations and possum populations were monitored during the course of the study. Tracking tunnel indices indicated that rat numbers were lower in the treatment sites than the control sites during 2005-06, and that rats were low in abundance at the treatment sites, apart from the occasional spike in numbers, in the three years prior to the start of this research. Mice tracking indices were relatively high at some specific sites, mainly in spring and autumn. Evidence indicated that possum abundance was low in both the treatment and the control sites.Ground weta were more abundant at the kanuka treatment site than the control sites in 2005-06, but were rarely found in the podocarp-broadleaf and taraire forest types. Carabid beetles were trapped in greater numbers in podocarp-broadleaf and kanuka forest treatment sites in 2005-06, than in their respective control sites, and an increase in carabid beetle abundance was recorded between the 2004-05 and 2005-06 sampling seasons at the kanuka treatment site. Prowling spiders were more abundant at the podocarp-broadleaf treatment than at the control sites. Cave weta abundance at the podocarp-broadleaf and kanuka treatment sites was similar to their respective control sites. The arthropod abundance data from the taraire forest sites was confounded by many differences between the treatment and the control sites, which may have masked any effects caused by the suppression of rodent numbers at the treatment site.Ground weta and cave weta in the larger size classes appeared to be selectively preyed upon by predators, however, it was unclear whether rodents were entirely responsible because stoats and cats are also known to target larger arthropod prey, and their presence was not monitored.Ground weta in kanuka forest, carabid beetles in kanuka and podocarp-broadleaf forest and prowling spiders in podocarp-broadleaf forest are identified as potential indicators for monitoring the effects of rodent control in the Waitakere Ranges.This study was limited by a lack of knowledge of life histories and basic ecology of the arthropods. Further research at these sites is required to establish the long term population patterns of the arthropods.

University of Technology, Sydney. Faculty of Engineering. / The thesis focuses on issues of vehicle modelling incorporating wheel-terrain interaction and low-level control design taking into account uncertainties and input time delay. Addressing these issues is of significant importance in achieving persistent autonomy for outdoor UGVs, especially when navigating on unprepared terrains. The test-bed vehicle used for this research is retrofitted from an all-terrain 20-hp, 0.5-tonne vehicle. Its driveline system consists of an internal combustion engine, continuous variable transmission (CVT), gearbox, differential, chains, and eight wheels. The vehicle is driven in the skid-steering mode, which is popular for many off-road land-vehicle platforms. In this thesis, a comprehensive approach is proposed for modelling the driveline. The approach considers the difference in speed between two outputs of the differential and the turning mechanism of the vehicle. It describes dynamics of all components in the vehicle driveline in an integrated manner with the vehicle motion. Given a pattern of the throttle position, left and right braking efforts as the inputs, the dynamic behaviour of the wheels and other components of the UGV can be predicted. For controlling the vehicle at the low level, PID controllers are firstly used for all actuators. As many components of the vehicle exhibit nonlinearities and time delay, the large overshoots encountered in the outputs can lead to undesirable vehicle behaviours. To alleviate the problem, a novel control approach is proposed for suppression of overshoots resulting from PID control. Sliding mode control (SMC) is employed, for this, with time delay compensated by using an output predictor. As a result, the proposed approach can improve significantly system robustness and reduce substantially step response overshoot. Notably, the design is generic in that it can be applied for many dynamic processes. Knowledge of the interaction between the UGV and the terrain plays an important role in increasing its autonomy and securing the safety for off-road locomotion. In this regard, vehicle kinematic equations are combined with the theory of terramechanics for dynamic modelling of the interaction between the vehicle wheels and a variety of terrain types. Also, a fast algorithm is developed to enable online implementation. The novel interaction model takes into account the relationship between normal stresses, shear stresses, and shear displacement of the terrain that is in contact with the wheels in deriving the three-dimensional reaction forces. Finally, all modelling and control algorithms are integrated into a unique simulator for emulating the vehicle mobility characteristics. In particular, the wheel’s slip and rolling resistance can also be derived to provide useful information for closed-loop control when the UGV is navigating in an unknown environment. The simulator, as a tool for analysing the vehicle mobility, is helpful for further research on relevant topics such as traction control, safe and effective locomotion.

Aerodynamic devices, such as wings, are used in higher levels of motorsport (Formula-1 etc.) to increase the contact force between the road and tyres (i.e. to generate downforce). This in turn increases the performance envelope of the race car. However the extra downforce increases aerodynamic drag which (apart from when braking) is generally detrimental to lap-times. The drag acts to slow the vehicle, and hinders the effect of available drive power and reduces fuel economy. Wings, in automotive use, are not constrained by the same parameters as aircraft, and thus higher angles of attack can be safely reached, although at a higher cost in drag. Variable geometry aerodynamic devices have been used in many forms of motorsport in the past offering the ability to change the relative values of downforce and drag. These have invariably been banned, generally due to safety reasons. The use of active aerodynamics is currently legal in both Formula SAE (engineering compet ition for university students to design, build and race an open-wheel race car) and production vehicles. A number of passenger car companies are beginning to incorporate active aerodynamic devices in their designs. In this research the effect of ground proximity on the lift, drag and moment coefficients of inverted, two-dimensional aerofoils was investigated. The purpose of the study was to examine the effect ground proximity on aerofoils post stall, in an effort to evaluate the use of active aerodynamics to increase the performance of a race car. The aerofoils were tested at angles of attack ranging from 0° - 135°. The tests were performed at a Reynolds number of 2.16 x 105 based on chord length. Forces were calculated via the use of pressure taps along the centreline of the aerofoils. The RMIT Industrial Wind Tunnel (IWT) was used for the testing. Normally 3m wide and 2m high, an extra contraction was installed and the section was reduced to form a width of 295mm. The wing was mounted between walls to simulate 2-D flow. The IWT was chosen as it would allow enough height to reduce blockage effect caused by the aerofoils when at high angles of incidence. The walls of the tunnel were pressure tapped to allow monitoring of the pressure gradient along the tunnel. The results show a delay in the stall of the aerofoils tested with reduced ground clearance. Two of the aerofoils tested showed a decrease in Cl with decreasing ground clearance; the third showed an increase. The Cd of the aerofoils post-stall decreased with reduced ground clearance. Decreasing ground clearance was found to reduce pitch moment variation of the aerofoils with varied angle of attack. The results were used in a simulation of a typical Formula SAE race car.

University of Technology, Sydney. Faculty of Engineering. / The thesis focuses on issues of vehicle modelling incorporating wheel-terrain interaction and low-level control design taking into account uncertainties and input time delay. Addressing these issues is of significant importance in achieving persistent autonomy for outdoor UGVs, especially when navigating on unprepared terrains. The test-bed vehicle used for this research is retrofitted from an all-terrain 20-hp, 0.5-tonne vehicle. Its driveline system consists of an internal combustion engine, continuous variable transmission (CVT), gearbox, differential, chains, and eight wheels. The vehicle is driven in the skid-steering mode, which is popular for many off-road land-vehicle platforms. In this thesis, a comprehensive approach is proposed for modelling the driveline. The approach considers the difference in speed between two outputs of the differential and the turning mechanism of the vehicle. It describes dynamics of all components in the vehicle driveline in an integrated manner with the vehicle motion. Given a pattern of the throttle position, left and right braking efforts as the inputs, the dynamic behaviour of the wheels and other components of the UGV can be predicted. For controlling the vehicle at the low level, PID controllers are firstly used for all actuators. As many components of the vehicle exhibit nonlinearities and time delay, the large overshoots encountered in the outputs can lead to undesirable vehicle behaviours. To alleviate the problem, a novel control approach is proposed for suppression of overshoots resulting from PID control. Sliding mode control (SMC) is employed, for this, with time delay compensated by using an output predictor. As a result, the proposed approach can improve significantly system robustness and reduce substantially step response overshoot. Notably, the design is generic in that it can be applied for many dynamic processes. Knowledge of the interaction between the UGV and the terrain plays an important role in increasing its autonomy and securing the safety for off-road locomotion. In this regard, vehicle kinematic equations are combined with the theory of terramechanics for dynamic modelling of the interaction between the vehicle wheels and a variety of terrain types. Also, a fast algorithm is developed to enable online implementation. The novel interaction model takes into account the relationship between normal stresses, shear stresses, and shear displacement of the terrain that is in contact with the wheels in deriving the three-dimensional reaction forces. Finally, all modelling and control algorithms are integrated into a unique simulator for emulating the vehicle mobility characteristics. In particular, the wheel’s slip and rolling resistance can also be derived to provide useful information for closed-loop control when the UGV is navigating in an unknown environment. The simulator, as a tool for analysing the vehicle mobility, is helpful for further research on relevant topics such as traction control, safe and effective locomotion.

This thesis investigates the performance of diamond-shaped dowel joints in concrete slabs on ground under static loads. Diamond-shaped dowels have been in common use in concrete slab construction since 1996. A comprehensive literature review revealed that published studies regarding laboratory tests and finite element modelling of diamond-shaped dowel performance were limited to primary experiments and simple numerical analysis. Importantly, the limited finite element modelling has not been verified against test data, and the scant published test data lacks clarity. The results were inconclusive, unclear and there exists different recommendations for joint stability. Some recommended design data are not based on any testing, but on inferred or extrapolated data from smaller slabs with smaller dowel thicknesses. Hence, this research provides the opportunity to enlighten the design community with real data on the performance of diamond-shaped dowel joint behaviour. The research program includes experimental, numerical modelling and parametric evaluations. In the experimental investigation, testing facilities were designed and developed in the course of this research. A total of one trial and six cast-in-place slabs encompassing two slab thicknesses, two diamond-shaped dowel thicknesses, and two dowel spacing, were tested in the structures laboratory of the Division of Civil Engineering at the University of Queensland. Joint gaps of 10 or 15 mm were used to simulate typical slab contraction causing by the shrinkage of concrete slabs. All tests were subjected to static loading to failure. This enabled slab joint response to be evaluated in terms of relative deflection, load transfer efficiency, load transfer, ultimate load and crack geometry. In addition to the experiments, numerical models were developed using the LUSAS finite element program. The model dimensions corresponded to those of the laboratory test specimens. The concrete slabs were modelled using a “multi-crack concrete model 94”. The test rig, diamond-shaped dowels and other materials were modelled as elastic materials. Results from the laboratory experiments were compared to the finite element results in order to validate the model. These models were then used to undertake a preliminary parametric study of diamond-shaped dowel performance. Criteria such as joint gap widths, dowel spacing, concrete property reduction, and dowel and slab thickness were investigated. The three main sections of this work - comprising laboratory testing, finite element modelling and parametric study evaluating have been combined to provide a betterinformed understanding of the performance of concrete slabs using diamond-shaped dowels.

<p>I den här uppsatsen beskrivs kommunikationen stödd av ett talbaserat kommunikationshjälpmedel mellan två personer utan funktionshinder. Beskrivningen görs utifrån ett teoretiskt perspektiv som tar hänsyn till att kommunikation är en interaktiv social process och fokus ligger på processen i vilken man skapar samförståelse. En kvalitativ metod användes där observationer samlades in genom videoinspelningar av personer involverade i en måltid. Materialet analyserades genom en kommunikationsanalys i vilken fokus låg på hur samförståelse uppnåddes. Hastighetsbegränsning och symbolurvalet visade sig vara egenskaper hos kommunikationshjälpmedlet som påverkade kommunikationen på så sätt att deltagarna på grund av dessa fick reparera eller avbryta den aktuella konversationen. För att kompensera för hastighetsbegränsningen och symbolurvalet använde sig deltagarna framförallt av två olika strategier, den ena innebar att man genom samkonstruktion skapade yttranden och den andra innebar att man använde sig av den ackumulerade samförståelsen för att på ett så ekonomiskt sätt skapa yttranden. Sammantaget visade sig kommunikationen med hjälp av ett hjälpmedel vara en process i vilken alla deltagare var involverade och påverkades av situationen.</p>

<p>Flygledare övervakar alla flygplan som färdas världen över genom att se till attflygplanen håller separationsgränserna. Flygledarna jobbar i pass på cirka en timme ochbyts sedan av, en så kallad positionsöverlämning. Det är viktigt att den som tar överpositionen får all information den behöver för att kunna fortsätta leda flygplanen på ett säkert sätt och eventuellt vidta åtgärder för att säkerställa en välordnad flygtrafik. Incidentrapporter visar att ett oproportionerligt stort antal incidenter sker 5- 15minuter efter en positionsöverlämning. På grund av detta vill LFV undersöka hur positionsöverlämningarna går till för att senare kvalitetssäkra dem. Syftet med denna rapport har varit att beskriva positionsöverlämningar på ATCC Stockholm. Resultatet visar att flygledarna till stor del använder sig av en memorerad checklista som inte skiljer sig mycket från den fysiska de har framför sig och följer därmed ett generellt mönster. Det visar även att det svåra kan vara att upprätthålla uppmärksamheten under alla överlämningarna. Resultaten ger LFV en utgångspunkt till att börja med kvalitetssäkringen. Ur ett akademiskt perspektiv visar resultaten en tillämpning på hurde teorier som används i studien kan appliceras i kontexten positionsöverlämningar mellan flygledare.</p>