Hannover, Universiẗat, Diss., 2004.

Univ., Diss.--Jena, 2006.

Zugl.: Freiburg (Breisgau), Univ., Diss., 2006

Diss. Univ. Bayreuth, 2007.

A praça de pedágio é uma intervenção instalada na rodovia que obriga à uma redução da velocidade de curso dos veículos. Essa alteração no perfil de velocidade aumenta o tempo de viagem, gera um consumo de combustível extra e a produção excedente de poluentes provenientes da queima desse combustível. Este trabalho analisou automóveis e caminhões cruzando a praça de pedágio Jacareí, localizada na Rodovia Presidente Dutra km 165. Mediu-se quanto tempo um veículo leva para efetuar o pagamento da tarifa e para percorrer a praça de pedágio. Foram feitas simulações do consumo de combustível dos caminhões cruzando a praça de pedágio. Foi utilizado um modelo matemático construído na plataforma Matlab Simulink. Baseou-se em testes em pista utilizando um GPS para aquisição dos dados de velocidade e espaço. Avaliou-se o consumo de combustível em função da carga transportada para três distintos perfis de velocidade de caminhões. Observou-se que o custo de uma transação no pedágio vai além do valor da tarifa. O custo com combustível da transação pode variar de R$0,52 a R$1,52, a depender da carga transportada pelo caminhão e do tamanho da fila de espera na cabine. A cobrança da tarifa quando efetuada com o veículo em movimento ameniza os impactos inerentes. A utilização do AVI como meio de pagamento da tarifa reduz em média 60% do tempo necessário para cruzar a praça, e até 89% do custo com combustível da transação. Foi feita uma previsão anual do gasto de combustível e emissão de poluentes em função da operação da praça de pedágio em estudo. Avaliou-se em cerca de 4,1 mil toneladas o montante de \'CO IND.2\' emitido em função da operação da praça. Conclui-se que a maneira mais eficiente do ponto de vista econômico e ambiental de realizar a cobrança da tarifa é através do conceito \"Open Road Tolling\". / The toll plaza is an intervention installed in the road that requires a lower speed of travel by the vehicles. This change in velocity profile increases the travel time, generates an extra fuel consumption and surplus the production of pollutants coming from the combustion of fuel. This research evaluates autos and trucks crossing the toll plaza of Jacarei at the President Dutra Highway km 165. lt was measured how much time a vehicle takes to cross the plaza\'s area of influence and also the necessary delay to complete a transaction at a toll booth. A computer simulation model, developed on Matlab Simulink platform, was used to estimate the consumption of fuel by the trucks. Field data from velocity and position was collected on a test track using a GPS. It was evaluated the fuel consumption according with the load transported and the speed profile from trucks. It was observed that the cost of a transaction on the toll both goes beyond the price. The fuel cost of the transaction can vary from $0.29 to R $0.84, depending on the load carried by the truck and the size of the queue in the cabin. The use of electronic toll collection, which enables the payment required in motion, softens the impacts involved. The use of AVI decreases 60% of the time required to cross the toll plaza, and up to 89% of fuel cost of the transaction. An annual forecast of expenditure with fuel and emission of pollutants was made for the region under study. It was evaluated the contribution of the toll plaza in approximately 4100 tones of \'CO IND.2\'. It was concluded that the most efficient economically and environmentally way to pay the tax at a toll plaza is using the concept of Open Road Tolling.

Darbo tikslas: nustatyti kineziterapijos priemonių efektyvumą lyginant pasyvias (NPJT) – aktyvias (KT pratimai) kineziterapijos priemones su aktyviomis (KT pratimai) kineziterapijos priemonėmis po pilno kelio sąnario endoprotezavimo operacijos ankstyvajame pooperaciniame etape. Darbo uždaviniai: 1.Įvertinti kelio sąnario lenkimą lyginant pasyvių (NPJT) – aktyvių (KT pratimai ) kineziterapijos priemonių taikymą su aktyvių priemonių (KT pratimai ) taikymu praėjus 24 val., 72 val., 120 val. po operacijos. 2.Įvertinti ir palyginti skausmo pokyčius pagal VAS skalę taikant pasyvias ( NPJT ) - aktyvias (KT pratimai ) kineziterapijos priemones ir aktyvias ( KT ) priemones praėjus 24 val., 72 val., 120 val. po operacijos. 3. Palyginti nueitą atstumą praėjus 48 val., 120 val. po operacijos grupėse. Metodai: anketinė apklausa ir statistinė duomenų analizė. Buvo ištirta 60 asmenų, gydančių Kauno medicinos universiteto klinikų (KMUK ) Ortopedijos – Traumatologijos skyriuje (OTR). Jie buvo atsitiktinių imčių principu suskirstyti į dvi grupes: pirmai grupei buvo taikytos pasyvios kineziterapijos (KT ) priemonės- nuolatinė pasyvaus judesio terapija (NPJT) ir aktyvios kineziterapijos priemonės (KT pratimai), antrai –tik aktyvios (KT pratimai) priemonės praėjus 24 val., 72 val., 120 val. po operacijos. Grupės buvo palygintos tarpusavyje. Pildant anketą, vertinta kelio sąnario judesių amplitudė, skausmas pagal VAS skalę, matuotas nueitas atstumas. Tyrimo medžiaga apdorota... [toliau žr. visą tekstą] / The aim of research: to establish the efficacy of physical therapy comparing passive-active physical therapy with active physical therapy after total knee arthroplasty in early in-patient stage. The goals: 1. Evaluate knee flexion comparing passive-active physical therapy with active physical therapy after 24 h, 72 h, and 120 h after surgery. 2. Evaluate pain changes comparing passive-active physical therapy with active physical therapy after 24 h, 72 h, and 120 h after surgery. 3. Compare the walking distance after 48 h, 120 h after surgery in groups. Methodology of research: 60 patents were observed in Kaunas Medical University Hospital, Orthopedics-Traumatology Department. They were divided into 2 groups. First group got passive-active physical therapy, second group – active physical therapy after 24 h, 72 h, and 120 h. The groups were compared. We evaluated knee range of motion of the operated knee, pain, and the distance which the patient could walk. Results. Total knee arthroplasty is done for older people. Most of them were 70,4-73,8 years old. According to the age, gender, knee deformities, the groups were homogenous. When we evaluated and compared knee range of motion in two groups, statisfically significant diference was got after 120 h after surgery (p=0,001). That means that knee range of motion in 1st group is bigger that in 2nd group. Comparing the pain in groups after 24 h, 72 h, and 120 h, we did’nt get statistically significant difference (p>0,05)... [to full text]

A praça de pedágio é uma intervenção instalada na rodovia que obriga à uma redução da velocidade de curso dos veículos. Essa alteração no perfil de velocidade aumenta o tempo de viagem, gera um consumo de combustível extra e a produção excedente de poluentes provenientes da queima desse combustível. Este trabalho analisou automóveis e caminhões cruzando a praça de pedágio Jacareí, localizada na Rodovia Presidente Dutra km 165. Mediu-se quanto tempo um veículo leva para efetuar o pagamento da tarifa e para percorrer a praça de pedágio. Foram feitas simulações do consumo de combustível dos caminhões cruzando a praça de pedágio. Foi utilizado um modelo matemático construído na plataforma Matlab Simulink. Baseou-se em testes em pista utilizando um GPS para aquisição dos dados de velocidade e espaço. Avaliou-se o consumo de combustível em função da carga transportada para três distintos perfis de velocidade de caminhões. Observou-se que o custo de uma transação no pedágio vai além do valor da tarifa. O custo com combustível da transação pode variar de R$0,52 a R$1,52, a depender da carga transportada pelo caminhão e do tamanho da fila de espera na cabine. A cobrança da tarifa quando efetuada com o veículo em movimento ameniza os impactos inerentes. A utilização do AVI como meio de pagamento da tarifa reduz em média 60% do tempo necessário para cruzar a praça, e até 89% do custo com combustível da transação. Foi feita uma previsão anual do gasto de combustível e emissão de poluentes em função da operação da praça de pedágio em estudo. Avaliou-se em cerca de 4,1 mil toneladas o montante de \'CO IND.2\' emitido em função da operação da praça. Conclui-se que a maneira mais eficiente do ponto de vista econômico e ambiental de realizar a cobrança da tarifa é através do conceito \"Open Road Tolling\". / The toll plaza is an intervention installed in the road that requires a lower speed of travel by the vehicles. This change in velocity profile increases the travel time, generates an extra fuel consumption and surplus the production of pollutants coming from the combustion of fuel. This research evaluates autos and trucks crossing the toll plaza of Jacarei at the President Dutra Highway km 165. lt was measured how much time a vehicle takes to cross the plaza\'s area of influence and also the necessary delay to complete a transaction at a toll booth. A computer simulation model, developed on Matlab Simulink platform, was used to estimate the consumption of fuel by the trucks. Field data from velocity and position was collected on a test track using a GPS. It was evaluated the fuel consumption according with the load transported and the speed profile from trucks. It was observed that the cost of a transaction on the toll both goes beyond the price. The fuel cost of the transaction can vary from $0.29 to R $0.84, depending on the load carried by the truck and the size of the queue in the cabin. The use of electronic toll collection, which enables the payment required in motion, softens the impacts involved. The use of AVI decreases 60% of the time required to cross the toll plaza, and up to 89% of fuel cost of the transaction. An annual forecast of expenditure with fuel and emission of pollutants was made for the region under study. It was evaluated the contribution of the toll plaza in approximately 4100 tones of \'CO IND.2\'. It was concluded that the most efficient economically and environmentally way to pay the tax at a toll plaza is using the concept of Open Road Tolling.

Zugl.: Freiburg (Breisgau), Univ., Diss., 2006

Bei dem architektonischen Entwurf 'Begehungen' handelt es sich um die thematische Auseinandersetzung mit der Planung einer Gedenkstätte gegen den Einsatz und die Testung von Atomwaffen. Dies geschieht auf dem Gelände des 'Salmon Site' im Osten der USA. Dieses Gebiet war Schauplatz zweier unterirdischer nuklearer Testungen, die Teil des amerikanischen 'Vela Projekts' waren. Die Explosionen erfolgten im Jahr 1964 und 1966. Bis heute ist das Gebiet eingezäunt und unbewohnt. Der Entwurf soll eine Heranführung an die Thematik sein. Er behandelt den Ort als Erinnerung und setzt sich mit dieser Erinnerung auseinander. Es wurden landschaftliche Parameter aufgestellt, die den Ort erfahrbar machen sollen.

Thesis (MDF) -- Stellenbosch University, 2011. / ENGLISH ABSTRACT: The aim of this research report is to analyse the feasibility of Open Road Tolling (ORT) and its development in South Africa through the Gauteng Freeway Improvement Project (GFIP). ORT represents the next generation of Electronic Toll Collection (ETC) and this research report will assess to what extent the GFIP scheme is in line with other comparable tolling schemes; and is the institutional environment amenable to ORT. This will allow one to gauge the feasibility of the scheme and its potential for acceptability and success. The research report outlines the number of risks that come with an ORT scheme and these include amongst others collection risk, enforcement, technology, privacy and public acceptance. The success of the GFIP will largely be determined by how well these risks are mitigated and how the benefits can be marketed to the users. The literature review illustrates that whether road pricing schemes have failed to move forward, have been implemented, are currently under development, or still in the planning stage as a concept there are several consistent lessons and critical success factors one should apply when structuring a scheme. In the discussions with stakeholders, the following conclusions with regards to the feasibility of ORT and its development in South Africa were as follows: - The factors which need to be addressed include political risk, effective marketing of the scheme to the public, obtaining political will and support, building trust between the scheme developer and the user, managing perceptions and acknowledgement of the fact that the scheme will need to prove itself over time. - Inadequate demonstration - Incorporating interoperability yields benefits in terms in terms of network externalities, the ability to use a single transponder for multiple tolling plazas and points, along with the potential for alternative uses for the transponder. - ORT as a viable solution for the GFIP is feasible from a technical point in that it’s the only way in which one can collect tolls from a high volume network and not cause disruptions in the flow of traffic. However, there are a number of persistent residual risks that SANRAL cannot entirely mitigate and some fall under the realm of political risk. - While SANRAL has applied best practice principles in structuring the GFIP with the aim of providing value for money for the user and as far as possible tackling the issue of affordability, there are certain realities, such as the recent global financial crisis, the infrastructure backlog of the country, users paying for roads which were free and challenges with overall service delivery which place a strain on the legitimacy of the GFIP ORT scheme.