Timber harvesting is an important activity in the state of Kentucky; however, there is still a lack of information about the procedure used by the local loggers. The stump to landing transport of logs with skidders is often the most expensive and time-consuming task in timber harvesting operations. This thesis evaluated the feasibility of using a multi-camera system for time and motion studies of timber harvesting operations. It was installed in 5 skidders in 3 different harvesting sites in Kentucky. The time stamped video provided accurate time consumption data for each work phase of the skidders, which was used to fit linear regressions and find the influence of skidding distance, skid-trail gradient, and load size on skidding time. The multi-camera systems were found to be a reliable tool for time and motion studies in timber harvesting sites. Six different time equations and two speed equations were fitted for skidding cycles and sections of skid-trails, for skidders that are both loaded and unloaded. Skid-trail gradient and load size did not have an influence on skidding time. There is a need for future studies of different variables that could affect skidding time and, consequently, cost.

M.Ing. / The increase in awareness of the environmental problems resulting from emissions released from vehicles have forced governments and car manufactures to invest more time in to the designing a vehicle that is an alternative to petrol driven vehicles. This dissertation aims to introduce a control strategy to manage the flow of energy of different power sources that may be found on a vehicle. Hybrid vehicles are a possible solution to reducing carbon emissions that play a part in global warming. In this dissertation, di erent hybrid vehicles are de ned and their components discussed in detail. The possibility of more than one energy source to power the vehicle introduces more exibility in terms of the drivetrain but this increases the complexity of the energy control management. The goal is to optimize the energy control management to reduce fuel consumption and therefore reduce emissions. Operating procedures for the various hybrid con gurations are discussed. Simulations of the Energy Management System of the hybrid electric vehicle are used to develop the control optimization algorithm. Various control optimization procedures are discussed. Satisfactory results from the simulations allow the implementation of the hybrid onto a platform entered into the South African Solar Challenge 2010, which covered a distance of 4000 km. The Energy Management system selected for the parallel hybrid electric vehicle demonstrated fuel savings, which meant a reduction in emissions, which is the goal of any hybrid vehicle. Further investigations include more intelligent controllers to adjust the parameters of the energy management controller to allow for adaptation to various driving conditions, e.g. urban and motorway driving.

Crashes on wet pavements are responsible for 25% of all crashes and 13.5% of fatal crashes in the US (Harwood et al. 1988). This number represents a significant portion of all crashes. Current methods used by the Department of Transportations (DOTs) are based on wet over dry ratios and simplified approaches to estimate hydroplaning speeds. A fraction of all wet crashes is hydroplaning; although they are related, the difference between a "wet crash" and "hydroplaning" is a wet-crash hydrodynamic-based severity scale is less compared to hydroplaning where the driver loses control. This dissertation presents a new conceptual framework design to reduce wet- and hydroplaning-related crashes by identifying locations with a high risk of crashes using systemic, data-driven, risk-based approaches and available data. The first method is a robust systemic approach to identify areas with a high risk of wet crashes using a negative binomial regression to quantify the relationship between wet to dry ratio (WDR), traffic, and road characteristics. Results indicate that the estimates are more reliable than current methods of WDR used by DOTs. Two significant parameters are grade difference and its absolute value. The second method is a simplified approach to identify areas with a high risk of wet crashes with only crash counts by applying a spatial multiresolution analysis (SMA). Results indicate that SMA performs better than current hazardous-road segments identification (HRSI) methods based on crash counts by consistently identifying sites during several years for selected 0.1 km sections. A third method is a novel systemic approach to identify locations with a high risk of hydroplaning through a new risk-measuring parameter named performance margin, which considers road geometry, environmental condition, vehicle characteristics, and operational conditions. The performance margin can replace the traditional parameter of interest of hydroplaning speed. The hydroplaning risk depends on more factors than those identified in previous research that focuses solely on tire inflation pressure, tire footprint area, or wheel load. The braking and tire-tread parameters significantly affected the performance margin. Highway engineers now incorporate an enhanced tool for hydroplaning risk estimation that allows systemic analysis. Finally, a critical review was conducted to identify existing solutions to reduce the high potential of skidding or hydroplaning on wet pavement. The recommended strategies to help mitigate skidding and hydroplaning are presented to help in the decision process and resource allocation. Geometric design optimization provides a permanent impact on pavement runoff characteristics that reduces the water accumulation and water thickness on the lanes. Road surface modification provides a temporary impact on practical performance and non-engineering measures. / Doctor of Philosophy / Crashes on wet pavements are responsible for 25% of all crashes and 13.5% of fatal crashes in the US (Harwood et al. 1988). This number represents a significant portion of all crashes. Current procedures used by DOTs to identify locations with a high number of wet crashes and hydroplaning are too simple and might not represent actual risk. A fraction of all wet crashes is hydroplaning, although they are related to the difference between a "wet crash" and "hydroplaning" is a wet crash water-vehicle interaction is less compared to hydroplaning where the driver loses control. This dissertation presents a new procedure to evaluate the road network to identify locations with a high risk of wet crashes and hydroplaning. The risk estimation process uses data collected in the field to determine the risk at a particular location and, depending on the available data a transportation agency uses, will be the approach to apply. The first statistical method estimates the frequency of wet crashes at a location. This estimate is developed by using a statistical model, negative binomial regression. This model measures the frequency of dry crashes, wet crashes, traffic, and road characteristics to determine the total number of wet crashes at a location. Results indicate that this option is more reliable than the current methods used by DOTs. They divide the number of wet crashes by the number of dry crashes. Two elements identified to influence the results are the difference in road grade and its absolute value. The second statistical method to estimate wet crashes considers crash counts by applying a statistical process, spatial multiresolution analysis (SMA). Results indicate that SMA performs better than current processes based only on the crash counts. This option can identify the high-risk location for different years, called consistency. The more consistent the method is, the more accurate is the results. A third statistical method is a novel way to estimate hydroplaning risk. Hydroplaning risk is currently based on finding the maximum speed before hydroplaning occurs. A vehicle's performance related to the water-film thickness provides an estimation method developed by (Gallaway et al. 1971), which includes rainfall intensities, road characteristics, vehicle characteristics, and operating conditions. The hydroplaning risk depends on more aspects than tire inflation pressure, tire footprint area, or vehicle load on the wheel. The braking and tire tread affect the performance margin. Highway engineers can use this improved hydroplaning risk-estimation tool to analyze the road network. Finally, a critical review showed the available solutions to reduce the probability of having a wet crash or hydroplaning on wet pavement. The recommended strategies to mitigate wet crashes and hydroplaning provide information to allocate resources based on proven, practical strategies. Road geometry design can be optimized to remove water from the road. This geometry is a permanent modification of pavement characteristics to reduce water accumulation and water thickness on the road. Road surface treatments and non-engineering measures provide temporary measures to improve vehicle performance or driver operation.

No description available.

Increasing productivity, reducing cost, reducing soil damage, reducing the impact of harvesting on standing tree and regeneration are all very important objectives in ground skidding system in the management of the Hyrcanian forest. The research carried out to obtain these objectives included four logging methods, tree length method (TLM), long length method (LLM), short length method (SLM), and wood extraction by mule (mule) in northern Iran. In order to determine the cost per unit, time study techniques were used for each harvesting method, time study data are shifted to logarithmic data based on 10. On the basis of the developed models simulated, 11 skidding turns are simulated and the unit cost are estimated depending on the diameter of the log (DL), skidding distance (SD), and the winching distance (WD) for 11 different cycles with TLM, LLM and SLM. The results showed that on average, the net costs per extraction of one cubic meter of wood were 3.06, 5.69, 6.81 and 34.36 €/m3 in TLM, LLM, SLM and mule. The costs depending on diameter of log (DL), skidding distance (SD) and winching distance (WD) showed that the most economical alternative for Northern Iran is TLM. In the cut-to-length system, the costs of both alternatives LLM, SLM were significantly dependent on DL. , thus the result of this study suggests that as long as the diameter of the felled trees is less than 40 cm, the cut-to-length system is not an economical alternative, whilst the cut-to-length method can be applied for trees with a diameter more than 40 cm. Where diameters are more than 40 cm TLM it is more economical than SLM, however it was not significantly different. Depending on SD in short skidding distance SLM is preferable to LLM but in cases of long skidding distance LLM is more economical than SLM. The winching distance affect was not a factor on cost. To assess the damage on seedlings and standing trees a 100% inventory method was employed in pre-hauling and post-hauling, alongside of skidding trails, winching strips and mule hauling with a 12m width. To chose the best alternative depending on standing damage the Analysis of multiple criterial approval (MA) was applied. The amount of trees damaged by winching operation were 11.89% in TLM, 14.44% in LLM 27.59%, SLM and 0 stem and by skidding operation were 16.73%, 3.13% and 8.78% of total trees in TLM, LLM and SLM. In the winching area about 14%, 20%, 21% and 6 % of the total regeneration was damaged by TLM, LLM, SLM and mule and the skidding operation damaged 7.5% in TLM, 7.4 % LLM and 9.4% in SLM. The friendliest alternative to residual standing was mule but in manual method (where the wood extraction is done by skidder) MA showed that the best alternative depending on residual damage is LLM. To determine the degree of soil compaction a core sampling technique of bulk density was used. Soil samples collected from the horizontal face of a soil pit at 10 cm depth soil core, at 50m intervals on skid trials, in winching strips and control are (no vehicles pass) a soil sample was taken at 10m intervals in the hauling direction of the mule. In order to determine the post-harvesting extent of disturbance on skidding trails by skidding operations, the disturbed widths were measured at 50 m intervals along the skid trails. In the winching area, where the winched logs created a streak of displaced soil, the width of the displaced streak was measured at 5 m interval along the winching strip. In mule hauling operations the width of a streak created by a mule foot track was measured at 10 m intervals. To compare increased average bulk density between alternatives one way The ANOVA, Duncan test and Dunnett t-test with a 95 % confidence level were used. A General linear model was applied to relate the increasing bulk density and the slope gradient. To realize the correlation between the increment of soil bulk density and the slope gradient and the correlation between the soil compaction and soil moisture content (%) The Pearson correlation test was applied. To choose the best alternative (in manual method) a MA test was applied again. The bulk density on the skidding trail increased 51 % for 30 skidding turn, 35 % for 31 skidding turn (one unloaded and one loaded pass) and 46% for 41 skidding turn. Results of ANOVA (p < 0.05) show significant differences of bulk density between alternatives. Duncan test and the Dunnett t-test indicated that the increasing soil bulk density was not significant between control samples and winching strip of TLM and extraction by mule samples. The general linear modeling and Pearson correlation test results indicated that the slope gradient had an insignificant effect on soil compaction, whilst the Pearson test indicates a medium negative correlation between soil compaction and percentage of soil moisture. By ground-based winching operation 0.07%, 0.03%, 0.05% and 0.002% of the total area and by ground based skidding operation 1.21%, 1.67%, 0.81% and 0.00% of total area was disturbed and compacted in TLM, LLM, SLM and mule. The Pearson correlation results show that the width of disturbed area was significantly influenced by the diameter of logs and length of logs (p ˂ 0.05), but there is no significant correlation between soil disturbance width and slope. The results of analysis of MA showed that soil compaction was not related to logging method but sensitivity analysis of MA shows that LLM and TLM are both preferable to SLM.

Orientador: Juan Francisco Camino dos Santos / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-28T04:17:59Z (GMT). No. of bitstreams: 1 Burghi_ThiagoBassinello_M.pdf: 1840182 bytes, checksum: 3a2bb5b751172b5b4c8d9b1647b20748 (MD5) Previous issue date: 2015 / Resumo: O controle do movimento de robôs móveis em altas velocidades e sob condições adversas do solo é um problema difícil, pois as rodas do robô podem estar sujeitas a diferentes tipos de deslizamento. O deslizamento lateral é um problema particularmente complicado quando se lida com robôs móveis de tração diferencial, já que suas rodas não podem produzir movimento nessa direção. Este trabalho apresenta uma aplicação de alguns resultados da Teoria de Lyapunov para sistemas não lineares perturbados. A abordagem proposta pode ser vista como um método de análise de controladores cinemáticos de robôs móveis sujeitos a deslizamentos laterais e longitudinais. Um exemplo de aplicação é dado ao se analisar a estabilidade de um robô móvel de tração diferencial quando este é controlado por uma lei adaptativa não linear cinemática capaz de estimar o deslizamento longitudinal. É mostrado que sob condições razoáveis, as soluções da dinâmica do erro de postura do robô são uniformemente finalmente limitadas. Simulações numéricas são apresentadas para ilustrar esse exemplo. Para tratar um problema de otimização que surge durante a análise de estabilidade, técnicas de decomposição em soma de quadrados (SOS) para otimização polinomial são estudadas e aplicadas. Um estudo minucioso dos recursos computacionais necessários para a resolução de problemas de decomposição SOS também é apresentado / Abstract: Motion control of mobile robots at high speeds and under adverse ground conditions is a difficult problem because the robots¿ wheels may be subject to different kinds of slip. Lateral slip is a particularly complicated problem for differential drive mobile robots to deal with, since their wheels cannot directly produce movement in that direction. This work presents an application of some results from Lyapunov Theory for nonlinear perturbed systems. The proposed approach can be seen as a method for analyzing kinematic controllers of mobile robots subject to longitudinal and lateral slip. An example of application is given by analyzing the stability of a differential drive mobile robot when it is controlled by an adaptive nonlinear kinematic controller capable of estimating longitudinal slip. It is shown that under reasonable conditions, the solutions to the robot¿s posture error dynamics are uniformly ultimately bounded. Numerical simulations are presented to illustrate this example. To tackle an optimization problem which arises during the stability analysis, SOS techniques for polynomial optimization are studied and applied. A thorough study of the computational resources required for solving SOS problems is also presented / Mestrado / Mecanica dos Sólidos e Projeto Mecanico / Mestre em Engenharia Mecânica / 33003017 / CAPES

Subject of this thesis is design of a timber trailer with manual control. The designed timber trailer is one of the small machines that are used for a low–volume timber production. This timber trailer operates in a rough terrain – its outstanding feature is the ability to operate on steep slopes and overcome obstacles. The concept of the control system and the safe seating of a driver are contributions to the field of ergonomics. This machine is considerate of a forest environment because it minimizes formation of soil erosion. Easy washability and maintenance are other criteria of this proposal. The functional point of the design is firmed by the purposeful and aesthetic shaping which is unique in this category. Comparison of the proposal presented in this thesis with available machines demonstrates that work of designer is indispensable part of a machine development process.

Increasing productivity, reducing cost, reducing soil damage, reducing the impact of harvesting on standing tree and regeneration are all very important objectives in ground skidding system in the management of the Hyrcanian forest. The research carried out to obtain these objectives included four logging methods, tree length method (TLM), long length method (LLM), short length method (SLM), and wood extraction by mule (mule) in northern Iran. In order to determine the cost per unit, time study techniques were used for each harvesting method, time study data are shifted to logarithmic data based on 10. On the basis of the developed models simulated, 11 skidding turns are simulated and the unit cost are estimated depending on the diameter of the log (DL), skidding distance (SD), and the winching distance (WD) for 11 different cycles with TLM, LLM and SLM. The results showed that on average, the net costs per extraction of one cubic meter of wood were 3.06, 5.69, 6.81 and 34.36 €/m3 in TLM, LLM, SLM and mule. The costs depending on diameter of log (DL), skidding distance (SD) and winching distance (WD) showed that the most economical alternative for Northern Iran is TLM. In the cut-to-length system, the costs of both alternatives LLM, SLM were significantly dependent on DL. , thus the result of this study suggests that as long as the diameter of the felled trees is less than 40 cm, the cut-to-length system is not an economical alternative, whilst the cut-to-length method can be applied for trees with a diameter more than 40 cm. Where diameters are more than 40 cm TLM it is more economical than SLM, however it was not significantly different. Depending on SD in short skidding distance SLM is preferable to LLM but in cases of long skidding distance LLM is more economical than SLM. The winching distance affect was not a factor on cost. To assess the damage on seedlings and standing trees a 100% inventory method was employed in pre-hauling and post-hauling, alongside of skidding trails, winching strips and mule hauling with a 12m width. To chose the best alternative depending on standing damage the Analysis of multiple criterial approval (MA) was applied. The amount of trees damaged by winching operation were 11.89% in TLM, 14.44% in LLM 27.59%, SLM and 0 stem and by skidding operation were 16.73%, 3.13% and 8.78% of total trees in TLM, LLM and SLM. In the winching area about 14%, 20%, 21% and 6 % of the total regeneration was damaged by TLM, LLM, SLM and mule and the skidding operation damaged 7.5% in TLM, 7.4 % LLM and 9.4% in SLM. The friendliest alternative to residual standing was mule but in manual method (where the wood extraction is done by skidder) MA showed that the best alternative depending on residual damage is LLM. To determine the degree of soil compaction a core sampling technique of bulk density was used. Soil samples collected from the horizontal face of a soil pit at 10 cm depth soil core, at 50m intervals on skid trials, in winching strips and control are (no vehicles pass) a soil sample was taken at 10m intervals in the hauling direction of the mule. In order to determine the post-harvesting extent of disturbance on skidding trails by skidding operations, the disturbed widths were measured at 50 m intervals along the skid trails. In the winching area, where the winched logs created a streak of displaced soil, the width of the displaced streak was measured at 5 m interval along the winching strip. In mule hauling operations the width of a streak created by a mule foot track was measured at 10 m intervals. To compare increased average bulk density between alternatives one way The ANOVA, Duncan test and Dunnett t-test with a 95 % confidence level were used. A General linear model was applied to relate the increasing bulk density and the slope gradient. To realize the correlation between the increment of soil bulk density and the slope gradient and the correlation between the soil compaction and soil moisture content (%) The Pearson correlation test was applied. To choose the best alternative (in manual method) a MA test was applied again. The bulk density on the skidding trail increased 51 % for 30 skidding turn, 35 % for 31 skidding turn (one unloaded and one loaded pass) and 46% for 41 skidding turn. Results of ANOVA (p < 0.05) show significant differences of bulk density between alternatives. Duncan test and the Dunnett t-test indicated that the increasing soil bulk density was not significant between control samples and winching strip of TLM and extraction by mule samples. The general linear modeling and Pearson correlation test results indicated that the slope gradient had an insignificant effect on soil compaction, whilst the Pearson test indicates a medium negative correlation between soil compaction and percentage of soil moisture. By ground-based winching operation 0.07%, 0.03%, 0.05% and 0.002% of the total area and by ground based skidding operation 1.21%, 1.67%, 0.81% and 0.00% of total area was disturbed and compacted in TLM, LLM, SLM and mule. The Pearson correlation results show that the width of disturbed area was significantly influenced by the diameter of logs and length of logs (p ˂ 0.05), but there is no significant correlation between soil disturbance width and slope. The results of analysis of MA showed that soil compaction was not related to logging method but sensitivity analysis of MA shows that LLM and TLM are both preferable to SLM.

La thématique étudiée dans ce mémoire est axée sur la préservation de la stabilité dynamique de véhicules évoluant en environnement naturel. En effet, la mobilité en milieu tout-terrain est une activité particulièrement pénible et dangereuse en raison de la nature difficile de l'environnement de conduite et de la reconfigurabilité des machines. Le caractère changeant et incertain des interactions rencontrées entre des véhicules à dynamique complexe et variable et leur environnement entraîne régulièrement des risques accrus de renversement et/ou de perte de contrôle (dévalement, dérapage déclenché par une perte soudaine d'adhérence) pour le conducteur. Une forte accidentalité mortelle est, en effet, recensée dans ce secteur, en particulier, dans le milieu agricole ou le renversement de véhicule est classé comme étant la première cause de mortalité au travail. A l'heure actuelle, les approches existantes sur la stabilité d'engins agricoles sont qualifiées à juste titre de passives car elles ne permettent pas d'éviter que les accidents ne se produisent. Par ailleurs, la transposition directe des solutions de sécurité active du secteur de l'automobile (ABS, ESP) s'est révélée inadaptée aux véhicules tout-terrain a cause des hypothèses simplificatrices (routes plates et homogènes, conditions d'adhérence constantes, etc.) dont souffre la conception de ces dispositifs. Ainsi, le développement de systèmes actifs de sécurité prenant en compte les spécificités de la conduite en milieu tout-terrain se révèle être la meilleure voie d'amélioration à suivre. Eu égard à ces circonstances, ce projet se propose d'adresser cette problématique en étudiant des métriques de stabilité pertinentes permettant d'estimer et d'anticiper en temps réel les risques afin de permettre des actions correctives pour la préservation de l'intégrité des machines tout-terrain. Afin de faciliter l'industrialisation du dispositif actif de sécurité conçu, l'une des contraintes sociétales et commerciales de ce projet a été l'utilisation de capteurs compatibles avec le coût des machines visées. L'objectif ambitieux de cette étude a été atteint par différentes voies. En premier lieu, une approche de modélisation multi-échelle a permis de caractériser l'évolution dynamique de véhicules en milieu tout-terrain. Cette approche à dynamique partielle a offert l'avantage de développer des modèles suffisamment précis pour être représentatifs du comportement réel de l'engin mais tout en présentant une structure relativement simple permettant la synthèse d'asservissements performants. Puis, une étude comparative des avantages et des inconvénients des trois grandes familles de métriques répertoriées dans la littérature a permis de mettre en exergue l'intérêt des métriques analytiques à modèle dynamique par rapport aux catégories de critères de stabilité dits statiques et empiriques. Enfin, l'analyse approfondie des métriques dynamiques a facilité le choix de trois indicateurs (Lateral and Longitudinal Load Transfer (LLT), Force Angle Stability Measurement (FASM) et Dynamic Energy Stability Measurement (DESM)) qui sont représentatifs d'un risque imminent de renversement du véhicule. La suite du mémoire s'appuie sur la théorie d'observation pour l'estimation en ligne des variables non directement mesurables en milieu tout-terrain telles que les rigidités de glissement et dérive du pneumatique. Jumelée aux différents modèles dynamiques du véhicule, la synthèse d'observateurs a permis donc d'estimer en temps réel les efforts d'interaction pneumatiques-sol nécessaires à l'évaluation des indicateurs d'instabilité. Le couplage de ces modèles multi-échelles à la théorie d'observation a ainsi constitué un positionnement original à même de briser la complexité de la caractérisation de la stabilité de véhicules à dynamiques complexes et incertaines. (...) / This work is focused on the thematic of the maintenance of the dynamic stability of off-road vehicles. Indeed, driving vehicles in off-road environment remains a dangerous and harsh activity because of the variable and bad grip conditions associated to a large diversity of terrains. Driving difficulties may be also encountered when considering huge machines with possible reconfiguration of their mechanical properties (changes in mass and centre of gravity height for instance). As a consequence, for the sole agriculture sector, several fatal injuries are reported per year in particular due to rollover situations. Passive protections (ROllover Protective Structure - ROPS) are installed on tractors to reduce accident consequences. However, protection capabilities of these structures are very limited and the latter cannot be embedded on bigger machines due to mechanical design limitations. Furthermore, driving assistance systems (such as ESP or ABS) have been deeply studied for on-road vehicles and successfully improve safety. These systems usually assume that the vehicle Center of Gravity (CG) height is low and that the vehicles are operating on smooth and level terrain. Since these assumptions are not satisfied when considering off-road vehicles with a high CG, such devices cannot be applied directly. Consequently, this work proposes to address this research problem by studying relevant stability metrics able to evaluate in real time the rollover risk in order to develop active safety devices dedicated to off-road vehicles. In order to keep a feasible industrialization of the conceived active safety device, the use of compatible sensors with the cost of the machines was one of the major commercial and societal requirements of the project. The ambitious goal of this study was achieved by different routes. First, a multi-scale modeling approach allowed to characterize the dynamic evolution of off-road vehicles. This partial dynamic approach has offered the advantage of developing sufficiently accurate models to be representative of the actual behavior of the machine but having a relatively simple structure for high-performance control systems. Then, a comparative study of the advantages and drawbacks of the three main families of metrics found in the literature has helped to highlight the interest of dynamic stability metrics at the expense to categories of so-called static and empirical stability criteria. Finally, a thorough analysis of dynamic metrics has facilitated the choice of three indicators (Longitudinal and Lateral Load Transfer (LLT), Force Angle Stability Measurement (FASM) and Dynamic Energy Stability Measurement (DESM)) that are representative of an imminent rollover risk. The following of the document is based on the observation theory for estimating online of variables which are not directly measurable in off-road environment such as slip and cornering stiffnesses. Coupled to the dynamic models of the vehicle, the theory of observers has helped therefore to estimate in real time the tire-soil interaction forces which are necessaries for evaluating indicators of instability. The coupling of these multiscale models to the observation theory has formed an original positioning capable to break the complexity of the characterization of the stability of vehicles having complex and uncertain dynamics. (...)

No description available.