<p>South Africa s coal and platinum mineral resources are crucial resources towards creating an alternative and environmentally sustainable energy system. The beneficiation of these natural resources can help to enhance a sustainable and effective clean energy base infrastructure and further promote their exploration and exportation for economics gains. By diversification of these resources, coal and the platinum group metals (PGMs) especially palladium market can be further harnessed in the foreseeable future hence SA energy security can be guaranteed from the technological point of view. The South Africa power industry is a critical sector, and has served as a major platform in the South African socio-economic development. This sector has also been identified as a route towards an independent energy base, with global relevance through the development of membrane technologies to effectively and economically separate and purify hydrogen from the gas mixtures released during coal gasification. The South Africa power industry is a critical sector, and has served as a major platform in the SA&rsquo / s socio-economic development. This sector has also been identified as a route towards an independent energy base, with global relevance through the development of membrane technologies to effectively and economically separate and purify hydrogen from the gas mixtures released during coal gasification. Coal gasification is considered as a source of hydrogen gas and the effluent gases released during this process include hydrogen sulphide, oxides of carbon and nitrogen, hydrogen and other particulates. In developing an alternative hydrogen gas separating method, composite membrane based on organic-inorganic system is being considered since the other available methods of hydrogen separation are relatively expensive.<br /> &nbsp / </p>

This thesis investigates the influence of wheelset structural flexibility and track flexibility on the vehicle-track dynamic interaction, mainly in terms of wheel-rail forces up to 200 Hz, using simulations and measurements. The previous knowledge in this field is first reviewed and summarized, then two case studies are selected for investigation. The first case study involves a locomotive running on a tangent track section at a speed of 140 km/h, while the second one deals with a newly designed motor coach running at two adjacent and tangent track sections with different track components and at speeds up to 280 km/h. For the locomotive case study, the wheelset dynamic properties are first investigated through experimental modal analysis (EMA) for a frequency range of 0-500 Hz, assuming free boundary conditions. The EMA results showed relatively low wheelset eigenfrequencies. A three-dimensional finite element (FE) model, which also includes the wheelset gear-box, is then developed and validated against the measurements for frequencies up to 200 Hz with good agreement. The FE results displayed a significant influence of the wheels’ flexibility on the wheelset’s total structural flexibility. In order to assure proper representation of the track flexibility the vertical and lateral dynamic track properties at a sleeper are measured through a special vehicle at standstill, and measured track irregularities are used. In the numerical simulations, the wheelset structural flexibility is introduced using the calculated eigenmodes above while so-called moving track models are used to model the track flexibility. The simulated wheel-rail forces are then validated against measured ones obtained from corresponding on-track measurements. Results from the simulations highlight the importance of proper track flexibility modelling and track data and also show a significant influence of the wheelset structural flexibility on the lateral track forces. For the motor coach case study, the wheelset dynamic properties are determined through numerical modal analysis using a rather simple FE model and a number of eigenmodes are then introduced in the simulations. The vertical and lateral track dynamic properties at selected track sections are measured using the standstill technique but rolling stiffness measurements, where the vertical track flexibility in the frequency range 5-50 Hz is measured continuously along the track, are also included. The track flexibility is introduced through moving track models. Measured track irregularity and vertical track roughness are also considered. Basic numerical simulations, where the calculated track forces are compared to measured ones, are first performed and followed by a set of parametric studies. The results display a significant influence of the track flexibility on vertical wheel-rail forces for frequencies above 80 Hz, with higher forces for the stiffer track (but weaker rails). The effect of wheelset structural flexibility on the lateral force is also confirmed. The parametric studies highlight the importance of track flexibility modelling and show that modifications of the vertical track receptance, motivated by uncertainties in the pertinent measurements, can improve the simulated forces. / QC 20100701

Railway track stiffness (vertical track load divided by track deflection) is a basic parameter oftrack design which influences the bearing capacity, the dynamic behaviour of passing vehiclesand, in particular, track geometry quality and the life of track components. Track stiffness is abroad topic and in this thesis some aspects are treated comprehensively. In the introductionpart of the thesis, track stiffness and track stiffness measurements are put in their propercontext of track maintenance and condition assessment. The first aspect is measurement of track stiffness. During the course of this project, Banverkethas developed a new device for measurement of dynamic track stiffness called RSMV(Rolling Stiffness Measurement Vehicle). The RSMV is capable of exciting the trackdynamically through two oscillating masses above one wheelset. The dynamic stiffness is acomplex-valued quantity where magnitude is the direct relation between applied load anddeflection (kN/mm) and phase is a measure of deflection-delay by comparison with force. Thephase has partial relationship with damping properties and ground vibration. The RSMVrepeatability is convincing and both overall measurements at higher speeds (up to 50 km/h)and detailed investigations (below 10 km/h) can be performed. The measurement systemdevelopment is described in Paper A and B. The second aspect is evaluation of track stiffness measurements along the track from a trackengineering perspective. Actual values of stiffness as well as variations along the track areimportant, but cannot always answer maintenance and design related questions alone. InPaper D track stiffness is studied in combination with measurements of track geometryquality (longitudinal level) and ground penetrating radar (GPR). The different measurementsare complementary and a more reliable condition assessment is possible by the combinedanalysis. The relation between soft soils and dynamic track stiffness measurements is studiedin Paper C. Soft soils are easily found and quantified by stiffness measurements, in particularif the soft layer is in the upper part of the substructure. There are also possibilities to directlyrelate substructure properties to track stiffness measurements. Environmental vibrations areoften related to soft soils and partly covered in Paper C. One explanation of the excitationmechanism of train induced environmental vibrations is short waved irregular supportconditions. This is described in Paper E, where track stiffness was evinced to have normalvariations of 2 – 10 % between adjacent sleepers and variations up to 30 % were found. Anindicative way of finding irregular support conditions is by means of filtering longitudinallevel, which is also described in the paper. Train-track interaction simulation is used in PaperH to study track stiffness influence on track performance. Various parameters of trackperformance are considered, e.g. rail sectional moment, rail displacement, forces at wheel-railinterface and on sleepers, and vehicle accelerations. Determining optimal track stiffness froman engineering perspective is an important task as it impacts all listed parameters. The third aspect, efficient maintenance, is only partially covered. As track stiffness relates toother condition data when studied from a maintenance perspective, vertical geometricaldefects (longitudinal level and corrugation/roughness) are studied in paper F. The generalmagnitude dependency of wavelength is revealed and ways of handling this in conditionassessment are proposed. Also a methodology for automated analysis of a large set ofcondition data is proposed in Paper G. A case study where dynamic track stiffness,longitudinal level and ground penetrating radar are considered manifests the importance oftrack stiffness measurements, particularly for soil/embankment related issues. / QC 20100623

My research is centered around the questions: How can such a modernized country, considered by many to be the cleanest, friendliest, most welcoming place to visit (certainly surpassing the United States on such standards), not be more welcoming of women in employment? Further, what are the main problems hindering women in employment today, and from where do these problems originate? That is, how did the present situation for women’s employment in Japan come to light? I endeavor to answer these questions, beginning by uncovering the major issues in women’s employment and then tracing their origins back in history to discover when and why they developed into what they are today.

The purpose of this study was to explore the experiences of five track athletes (three men and two women, aged 18-33 yrs) during a season-long PST-Biofeedback training program designed to help them learn how to self-regulate physiologically, psychologically, and emotionally. Three key psychological skills were emphasized: focus (Janelle, 2002; Nideffer & Sagal, 2006), arousal control through biofeedback training (e.g., Bar-Eli, Dreshman, Blumenstein, & Weinstein, 2002), and debriefing (Hogg, 2002; McArdle, Martin, Lennon, & Moore, 2010). The program, which consisted of one-on-one initial and final semi-structured interviews with PST-biofeedback sessions in between, was individualized to meet each athlete’s needs and progress during the study. Results indicated that the athletes found the program helpful; they perceived an improvement in their ability to focus, debrief, and control arousal in the lab; and, to varying degrees, they transferred those skills into training and competition. The athletes also perceived an improvement in their sport performances.

The National Park Service (NPS) monitors off-road vehicle (ORV) use in National Seashores across the United States. The sediment disturbance that is caused by ORVs is believed to have a large impact on erosion (by wind or waves), which there by affects the morphology of the foredunes. With greater knowledge of ORV impacts, the NPS can better manage ORV use and minimize anthropogenic affects to the coastal environment. There remains considerable uncertainty about the disturbance and its larger-scale impact. This study quantifies the sediment disturbance made by tire tracks, as well as the tire track form, width, depth, and evolution with relation to the number of vehicle passes and location on the beach at Assateague Island National Seashore (ASIS), Maryland. To measure ORV impact, ground-based LiDAR was used to collect detailed profiles across a three by three meter test plot at each site. Based on the quantification of the displaced sediment and redistribution of that sediment from the tracks, a recommendation to the NPS can be made as to where along the beach traffic should be limited to, in order to minimize impact to the physical environment at ASIS. Tire tracks were found to widen after the first pass, as a result of the imperfections of driving. Compaction of the sediment in the center of the tire track accounts for only a minimal amount of the sediment lost from the tire tracks. Sediment removal accounted for greater than 75% of the sediment lost from the tire tracks at all sites. It was concluded that sediment removal is the most dominant factor in the creation and evolution of a tire track. The width, depth, and evolution of a tire track were also found to be controlled by the imperfections of driving. Despite the amount of sediment disturbance, it is found that there is no net downslope displacement of sediment. This conclusion counters previous ORV impact studies and suggests that ORVs are not directly responsible for beach erosion. It is also recommended that to minimize the impact of OVRs on the beach at ASIS, the NPS should limit driving to the backshore.

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In this work the influence of Under Sleeper Pads on the dynamic forces on a railway track is investigated. A special interest is devoted to the effect of using Under Sleeper Pads in a railway track with changing vertical stiffness. The contact force between wheel and rail and the ballast contact forces are examined. For the investigation a finite element model with the length of thirty sleepers is created and calculations are performed with the software LS-DYNA. Three different cases of varying vertical track stiffness are studied: the transition from an embankment to a bridge, a randomly varying track stiffness along the railway track and hanging sleepers.

The IceCube telescope is built within the ice at the geographical South Pole in the middle of the Antarctica continent. The purpose of the telescope is to detect muon neutrinos, the muon neutrino being an elementary particle with minuscule mass coming from space. The detector consists of some 5000 DOMs registering photon hits (light). A muon neutrino traveling through the detector might give rise to a track of photons making up a straight line, and by analyzing the hit output of the DOMs, looking for tracks, neutrinos and their direction can be detected. When processing the output, triggers are used. Triggers are calculation- efficient algorithms used to tell if the hits seem to make up a track - if that is the case, all hits are processed more carefully to find the direction and other properties of the track. The Track Engine is an additional trigger, specialized to trigger on low- energy events (few track hits), which are particularly difficult to detect. Low-energy events are of special interest in the search for Dark Matter. An algorithm for triggering on low-energy events has been suggested. Its main idea is to divide time in overlapping time windows, find all possible pairs of hits in each time window, calculate the spherical coordinates θ and ϕ of the position vectors of the hits of the pairs, histogram the angles, and look for peaks in the resulting 2d-histogram. Such peaks would indicate a straight line of hits, and, hence, a track. It is not believed that a software implementation of the algorithm would be fast enough. The Master's Thesis project has had the aim of developing an FPGA implementation of the algorithm. Such an FPGA implementation has been developed. Extensive tests on the design has yielded positive results showing that it is fully functional. The design can be synthesized to about 180 MHz, making it possible to handle an incoming hit rate of about 6 MHz, giving a margin of more than twice to the expected average hit rate of 2.6 MHz.

Modern communication systems require higher data rates which have increased thedemand for high speed transceivers. For a system to work efficiently, all blocks ofthat system should be fast. It can be seen that analog interfaces are the main bottleneckin whole system in terms of speed and power. This fact has led researchersto develop high speed analog to digital converters (ADCs) with low power consumption.Among all the ADCs, flash ADC is the best choice for faster data conversion becauseof its parallel structure. This thesis work describes the design of such a highspeed and low power flash ADC for analog front end (AFE) of a transceiver. Ahigh speed highly linear track and hold (TnH) circuit is needed in front of ADCwhich gives a stable signal at the input of ADC for accurate conversion. Twodifferent track and hold architectures are implemented, one is bootstrap TnH andother is switched source follower TnH. Simulations show that high speed with highlinearity can be achieved from bootstrap TnH circuit which is selected for the ADCdesign.Averaging technique is employed in the preamplifier array of ADC to reduce thestatic offsets of preamplifiers. The averaging technique can be made more efficientby using the smaller number of amplifiers. This can be done by using the interpolationtechnique which reduces the number of amplifiers at the input of ADC. Thereduced number of amplifiers is also advantageous for getting higher bandwidthsince the input capacitance at the first stage of preamplifier array is reduced.The flash ADC is designed and implemented in 150 nm CMOS technology for thesampling rate of 1.6 GSamples/sec. The bootstrap TnH consumes power of 27.95mW from a 1.8 V supply and achieves the signal to noise and distortion ratio(SNDR) of 37.38 dB for an input signal frequency of 195.3 MHz. The ADC withideal TnH and comparator consumes power of 78.2 mW and achieves 4.8 effectivenumber of bits (ENOB).