Esta dissertação está baseada no trabalho desenvolvido para adequar a usina de Conceição 1 (da Vale S.A.) para o processamento de itabiritos compactos e semi compactos, situada em Itabira-MG. Até 2014, a usina de Conceição 1 foi alimentada com hematitas e itabiritos friáveis e produzia cerca de 22 Mt/ano. Com o consumo progressivo das reservas de minérios friáveis, tornou-se necessário que a usina processasse minérios mais competentes e com menor teor de Fe: itabiritos compactos e semi compactos (40%Fe). Até então, este material era considerado estéril, uma vez que os circuitos de beneficiamento não possuíam capacidade para transformá-lo em concentrados, tendo em vista às exigências de mercado. Portanto, o principal objetivo deste trabalho foi analisar o processo de ramp-up para aumentar a capacidade de alimentação da planta para 34 Mt/ano. O dimensionamento dos equipamentos, desenho dos circuitos, bem como as premissas adotadas durante o projeto de adequação serão apresentados neste estudo. Comparando a curvas de ramp-up prevista à praticada, notou-se que houve perdas mássicas consideráveis. Dentre os principais fatores responsáveis, está a grande quantidade de materiais compactos alimentados à usina com granulometria e, talvez, dureza maior do que poderia ser previsto. Os teores de ferro na alimentação da flotação e a qualidade dos concentrados (sínter feed e pellet feed) mostraram-se um pouco abaixo, também, do previsto, porém satisfatórios A estratégia de divisão por fases teve forte impacto positivo, evitando perdas maiores, pois reduziu o número de dias de parada consideravelmente. O desenvolvimento do projeto, denominado FRAGCOM (fragmentação e cominuição), pode ter ajudado a revelar as soluções para os problemas encontrados: este visou a obter melhorias no processo de desmonte e, consequentemente, na cominuição. Os resultados analisados de alguns testes deste projeto mostraram que, na britagem, a usina atingiu maiores taxas de produtividade nesta ocasião. Dado que a britagem é o primeiro circuito de processamento (um gargalo), isto é um fator relevante. Para estes testes foi utilizada uma razão de carga maior no desmonte. Com esta e outras melhorias, uma maior quantidade de material compacto pôde ser processado. Por fim, os resultados mostraram que a falta de aderência da curva de produção prevista com respeito à praticada, deveu-se entre outros fatores, à maior dificuldade de alimentação do circuito de moagem, impactado pelo baixo rendimento operacional da britagem. / This dissertation is based on the work developed to adapt the plant of Conceição 1 (Vale S.A.) to the processing of compact and semicompact itabirites, located in Itabira-MG, southeastern Brazil. Conceição 1 plant was fed with friable hematite and itabirite and produced 22 Mt/year) until 2014. With the progressive consumption of friable ore reserves, it became necessary to process more competent and lower grade ores: compact and semicompact itabirites. Until then, this material was considered waste, since the beneficiation circuits did not have the capacity to transform it into concentrates, especially regarding market requirements. Therefore, the main objective of this work was to analyze the ramp up process in order to fed 34Mt/year. The adopted strategies and their impacts on ramp up process to achieve the production rate were analyzed. Equipment scaling, circuit design, as well as, premises and tests, which were performed during the adaptation project, are presented in this study. Comparing the planned ramp-up curve to the implemented curve, it was noted considerable mass losses. The amount of compacts that fed the plant with particle size and perhaps hardness greater than could be predicted is among main responsible factors The content of Fe in the feed of the flotation and the quality of the concentrates (sinter feed and pellet feed) was a little lower than was expected, but satisfactory. The phasing strategy had a strong positive impact, avoiding greater losses, as it considerably reduced the number of shutdown days. The development of the FRAGCOM (fragmentation and comminution) project may have helped to reveal solutions to the encountered problems: this project aimed to improve the blasting process and, consequently, the comminution. The results of some tests of this project showed that the crushing achieved higher productivity rates at that time. Since crushing is the first processing circuit (a bottleneck), this is a relevant factor. For these tests, a higher blasting load ratio was used. With this and other improvements, a greater amount of compact material could be processed. Finally, the results suggested that the mass losses occurred greater difficulty in feeding the grinding circuit, impacted by the low operational efficiency of the crushing.

Adaptive ramp metering (ARM) is a critical component of smart freeway corridors under an active traffic management portfolio. While improving capacity through smart corridors and application of proactive traffic management solutions is less costly and easier to deploy than freeway widening, conversion to smart corridors still represents a sizable investment for a state department of transportation. Early evidence of improvements following these projects can be valuable to agencies. However, in the U.S. there have been limited evaluations, of smart corridors in general and ARM in particular, based on real operational data. This thesis explores travel time reliability measures for the eastbound (EB) Interstate 80 (I-80) corridor in the San Francisco Bay Area before and after implementation of ARM using INRIX data. These measures include buffer index, planning time, and measures from the literature that account for both skew and width of the travel time distribution. The measures are estimated for the entire corridor as well as corridor segments upstream of a bottleneck that historically have the worst measures of reliability. A new metric for measuring unreliability that may be derived from readily available INRIX data is also proposed in the thesis using data from the study corridor. While the ARM system is relatively new, the results indicate positive trends in measures of reliability even as the number of incidents on the corridor has increased in line with the national crash trends. The spatio-temporal trend evaluation framework used here may be used in the future to obtain more robust conclusions. However, since multiple smart corridor components were installed simultaneously, it may not be possible to fully isolate the effects of the ARM, or any of the other systems, individually.

This master's thesis is focused on problem of welding of loading ramps and inspection of their welded joints. The aim of this thesis is to inspect the welds of loading ramps with regarding to the appearance of defects. The literature review of the research issues of the MIG welding technology and welding of aluminium and its alloys is described in this thesis. There is also described destructive and non-destructive inspection of welds that can be applied to inspection of loading ramps. Theoretical description is followed by an experimental part of the thesis. Experimental part is focused on the three destructive tests (the tensile, the macroscopic and the hardness test) of samples of loading ramps, which are made of EN AW-6005A T6.

Enligt plan- och bygglagen ska allmänna platser kunna användas av personer med nedsatt rörelse- eller orienteringsförmåga. Anpassningar måste därför byggas in i trafikmiljöerna. I Luleå Kommun har anpassningar gjorts under årens lopp för att uppfylla dessa krav, problemet är bara att utformningarna av dessa anpassningar inte följer ett enhetligt mönster. Dessa anpassningar kan bli ett drift- och underhållsproblem om inte genomtänka lösningar byggs. I detta arbete har teori och praktiska erfarenheter legat till grund för upprättandet av förslag till principritningar. En undersökning skickades ut till intresseorganisationer där medlemmar är i behov av dessa anpassningar för att kunna färdas i de allmänna trafikmiljöerna. Fokus har legat på att utforma kanstenslinjen vid gång- och cykelkorsningar, höjdsättning och taktila ytor. Målet med detta arbete var att resultatet skulle kunna nyttjas av Luleå Kommun som stöd vid planering och projektering av trafikmiljöer för att få en enhetlig utformning. Ritningarna presenterade i detta arbete ska ligga till grund för ett fortsatt arbete med principritningar som senare kan införlivas i Luleå Kommuns projekteringsanvisningar.

Presentación que aborda el desarrollo de los repositorios peruanos, se expone el caso de la Universidad Peruana de Ciencias Aplicadas, se expone herramientas para medir su impacto.

La congestión vehicular en Lima es caótica dada la escaza infraestructura vial y el acelerado aumento del parque automotor. En contraste, esta investigación propone implementar el sistema de semaforización inteligente, Ramp Meter, basado en el algoritmo AMS-AG, para reducir los tiempos de viaje vehicular en el óvalo Habich, ubicado en el distrito de San Martín de Porres. La metodología propuesta consta en la recolección de datos estáticos y registro de una lista de verificaciones. Luego se procede con la toma de datos de entrada para construir el modelo, tales como; flujos, velocidades y tiempos de viaje. El primer paquete de datos es utilizado para la construcción y calibración del modelo en el software de microsimulación PTV Vissim 9.0, y el segundo para la validación del modelo. De acuerdo con los resultados de los parámetros de performance vehicular (demora, tiempo de viaje y velocidad) y peatonal (tiempo de viaje, velocidad) de la situación actual y lista de verificaciones, se realiza la propuesta de solución. Del mismo modo, a una proyección a 15 años se estima su funcionalidad en el mediano plazo. Se concluye que la propuesta de mejora a través de la implementación del Ramp Meter, basado en el algoritmo AMS-AG, ofrece mejoras en relación con el performance vehicular, sin embargo, pierde rendimiento a medida que incrementa el flujo vehicular. Cumple con el objetivo principal de la investigación de reducirse los tiempos de viaje vehicular. Por último, se afirma que la inversión económica que demanda es una alternativa viable y rentable. / Vehicle congestion in Lima is chaotic given the lack of road infrastructure and the rapid increase in the number of vehicles. In contrast, this research proposes to implement the intelligent traffic light system, Ramp Meter, based on the AMS-AG algorithm, to reduce vehicle travel times at the Habich roundabout, in San Martin de Porres district. The proposed methodology consists of the collection of static data and registering a checklist. Then, we proceed with taking input data to build the model, such as flows, speed and travels times. The first data packet is used for the construction and calibration of the model in the PTV Vissim 9.0 microsimulation software, and the second one is used for model validation. According to the results of the parameters of vehicular performance (delay, travel time and speed) and pedestrian (travel time and speed) of the current situation and checklist, the proposed solution for roundabout is made. Similarly, at a projection to 15 years its functionality is estimated in the medium term. It is concluded that the improvement proposal through the implementation of the Ramp Meter, based on the AMS-AG algorithm, offers improvements in relation to vehicle performance, however, it loses performance as vehicle flow increases. It fulfills the main objective of the research to reduce vehicle travel times. Finally, it is stated that economic investment that it demands is viable and profitable alternative. / Tesis

The Middle Cambrian Wheeler Formation is interpreted as having been deposited in the shallow ramp and deeper basin environments of the House Range embayment (HRE), presumably, during a single third-order sequence. In the Drum Mountains, the Wheeler Formation (295 m thick) is dominated by proximal and distal ramp deposits; at Ma~um Pass, the Wheeler Formation (190m thick) is dominated by basinal shale deposits. The Wheeler Formation contains only one biozone marker; the first appearance of Ptyhagnostus atavus. Lack of other chronostratigraphic markers and distinctive stratal patterns in the basinal facies makes correlation along this ramp-to-basin transect difficult. Therefore, carbon-isotope stratigraphy and total organic carbon analysis were tested for their utility as intra basinal correlation tools. 813Ccarbonate isotope values range from -1.7% to 0.07%o (PDB) at Marjum Pass and -1.1% to 1.4% (PDB) in the Drum Mountains; previously reported 813Ccarbonate values in the Great Basin for this time interval range between -2% to 2% (PDB). Both localities show small-scale isotope variability, however, this variability is thought to be the result of local isotopic effects and was not used for correlation. TOC values obtained from both sections increase upsection, define a distinct peak, then decrease upsection. These peaks are associated with shale facies and occur near the maximum flooding surface in both sections, indicating that the TOC results could be used for correlation between sections. The lithologic cyclicity recognized in the shallow-water deposits at the Drum Mountains locality have also been recognized in the deeper-water deposits at Ma~um Pass. At each locality the meter-scale cycles shallow upward and display similar stacking patterns. Because cyclicity is preserved in both sections and the total stratigraphic thickness and cycle thickness decrease toward the embayment-controlling fault, it is probable that the cyclicity was the result of small-scale eustatic changes in sea level rather than episodic tectonism. This ramp-to-basin correlation also supportS the validity of P. atavus as a global biostratigraphic marker. The first appearance of Ptydnagostus atavus has been found below the interpreted maximum flooding surface and was coeval with transgression in both localities, indicating that its appearance was likely synchronous.

[pt] O método empírico de Terzaghi (1943) para cálculo do recalque de adensamento primário com carregamento dependente do tempo é comparado com dois métodos propostos nesta pesquisa: o primeiro, baseado na alteração da fração de tempo em que cada incremento de carregamento é aplicado de forma instantânea, e o segundo mantendo a proposta inicial de Terzaghi (1943), porém realizando reduções percentuais do grau médio de adensamento para o período de construção e obtendo novas frações de tempo para o período pós-construção. Os resultados mostram que com a adoção das frações de tempo, apresentadas em tabelas, a diferença entre os valores do grau médio de adensamento determinados pelas curvas teórica e empírica varia entre 1,50 por cento a 3,50 por cento, dependendo das condições iniciais de excesso de poropressão. O segundo método, mais exato, apresenta diferenças menores, com ambas as curvas praticamente sobrepostas. Adicionalmente, outras duas soluções alternativas são investigadas considerando o carregamento em degraus e discretizado. Uma solução matemática rigorosa também é apresentada para representar o problema de adensamento com drenos verticais, considerando a hipótese de deformações livres. Uma comparação com a solução proposta por Olson (1977), fundamentada no conceito de deformações iguais, mostra que a hipótese de deformações iguais subestima o grau médio de dissipação dos excesoss de poropressão entre 1,15 por cento a 4,84 por cento, e que essa diferença tende a diminuir para tempos de construção elevados. Finalmente, soluções para fluxo vertical e radial combinados também são obtidas, considerando a hipótese de deformações livres e a formulação proposta por Carrillo (1942). / [en] Terzaghi s (1943) empirical method for calculating primary consolidation settlement due to ramp loading is compared with two methods proposed in this research: the first one, based on changing the fraction of time in which each loading increment is applied instantly, and the second keeping Terzaghi s initial proposal (1943), but making reductions in the average degree of consolidation for the construction period and determining new fractions of time for the post-construction period. The results show that with the hypothesis of time fractions, the difference between the values of the average degree of consolidation determined by the theoretical and empirical curves varies between 1.50 percent to 3.50 percent, depending on the initial conditions of excess poropressure. The second method is even more accurate with both curves practically overlapping. Additionally, two other alternative solutions are investigated considering step and discretized loadings. A rigorous mathematical solution is also presented to represent the consolidation problem with vertical drains, considering the hypothesis of free deformations. A comparison with the solution proposed by Olson (1977), based on the concept of equal deformations, shows that the hypothesis of equal deformations underestimates the average degree of consolidation between 1.15 percent to 4.84 percent, and this difference tends to decrease for long construction periods. Finally, solutions for the vertical and radial flow combined is also obtained, considering the hypothesis of free deformations and the formulation proposed by Carrillo (1942).

The cohouse is a smarter type of housing, where we can find solutions through sharing. It combines the home with the social meeting place, resembling an indoor/outdoor fusion. My intention with this project is to create a housing that is unfinished, a continuous project. Where the residents are encouraged to try other ways of living. Where the rooms are not only made up by walls but also created by the bodies of people, forever changing and rearranged - a continuous space.

Recent research at UCF into defining surrogate measures for identifying crash prone conditions on freeways has led to the introduction of several statistical models which can flag such conditions with a good degree of accuracy. Outputs from these models have the potential to be used as real-time safety measures on freeways. They may also act as the basis for the evaluation of several intervention strategies that might help in the mitigation of risk of crashes. Ramp Metering and Variable Speed Limits are two approaches which have the potential of becoming effective implementation strategies for improving the safety conditions on congested freeways. This research evaluates both these strategies in different configurations and attempts to quantify their effect on risk of crash on a 9-mile section of Interstate-4 in the Orlando metropolitan region. The section consists of 17 Loop Detector stations, 11 On-ramps and 10 off-ramps. PARAMICS micro-simulation is used as the tool for modeling the freeway section. The simulated network is calibrated and validated for 5 minute average flows and speeds using loop detector data. Feedback Ramp Metering algorithm, ALINEA, is used for controlling access from up to 7 on-ramps. Variable Speed Limits are implemented based on real-time speed conditions prevailing in the whole 9-mile section. Both these strategies are tested separately as well as collectively to determine the individual effects of all the parameters involved. The results have been used to formulate and recommend the best possible strategy for minimizing the risk of crashes on the corridor. The study concluded that Ramp Metering improves the conditions on the freeway in terms of safety by decreasing variance in speeds and decreasing average occupancy. A safety benefit index was developed for quantifying the reduction in crash risk and it indicated that an optimal implementation strategy might produce benefits of up to 55%. The condition on the freeway section improved with increase in the number of metered ramps. It was also observed that shorter signal cycles for metered ramps were more suitable for metering multiple ramps. Ramp Metering at multiple locations also decreased the segment wide travel-times by 5% and was even able to offset the delays incurred by drivers at the metered on-ramps. Variable Speed Limits (VSL) were individually not as effective as ramp metering but when implemented along with ramp metering, they were found to further improve the safety on the freeway section under consideration. By means of a detailed experimental design it was observed that the best strategy for introducing speed limit changes was to raise the speed limits downstream of the location of interest by 5 mph and not affecting the speed limits upstream. A coordinated strategy - involving simultaneous application of VSL and Ramp Metering - provided safety benefits of up to 56 % for the study section according to the safety benefit index. It also improved the average speeds on the network besides decreasing the overall network travel time by as much as 21%.