A lack of quality data on high clouds has led to inadequate representations within global weather and climate models. Recent advances in spaceborne measurements of the Earth’s atmosphere have provided complementary information on the interior of these clouds. This study demonstrate how an array of space-borne measurements can be used and combined, by close co-located comparisons in space and time, to form a more complete representation of high cloud processes and properties. High clouds are found in the upper atmosphere, where sub-zero temperatures frequently result in the formation of cloud particles that are composed of ice. Weather and climate models characterise the bulk properties of these ice particles to describe the current state of the cloud-sky atmosphere. By directly comparing measurements with simulations undertaken at the same place and time, this study demonstrates how improvements can be made to the representation of cloud properties. The results from this study will assist in the design of future cloud missions to provide a better quality input. These improvements will also help improve weather predictions and lower the uncertainty in cloud feedback response to increasing atmospheric temperature. Most clouds are difficult to monitor by more than one instrument due to continuous changes in: large-scale and sub-cloud scale circulation features, microphysical properties and processes and characteristic chemical signatures. This study undertakes co-located comparisons of high cloud data with a cloud ice dataset reported from the Microwave Limb Sounder (MLS) instrument onboard the Aura satellite that forms part of the A-train constellation. Data from the MLS science team include vertical profiles of temperature, ice water content (IWC) and the mixing ratios of several trace gases. Their vertical resolutions are 3 to 6 km. Initial investigations explore the link between cloud-top properties and the longwave radiation budget, developing methods for estimating cloud top heights using; longwave radiative fluxes, and IWC profiles. Synergistic trios of direct and indirect high cloud measurements were used to validate detections from the MLS by direct comparisons with two different A-train instruments; the NASA Moderate-resolution Imaging Spectroradiometer (MODIS) and the Clouds and the Earth’s Radiant Energy System (CERES) onboard on the Aqua satellite. This finding focuses later studies on two high cloud scene types that are well detected by the MLS; deep convective plumes that form from moist ascent, and their adjacent outflows that emanate outwards several hundred kilometres. The second part of the thesis identifies and characterises two different high cloud scenes in the tropics. Direct observational data is used to refine calculations of the climate sensitivity to upper tropospheric humidity and high cloud in different conditions. The data reveals several discernible features of convective outflows are identified using a large sample of MLS data. The key finding, facilitated by the use of co-location, reveals that deep convective plumes exert a large longwave warming effect on the local climate of 52 ± 28Wm−2, with their adjacent outflows presenting a more modest warming of 33 ± 20Wm−2.

Den här rapporten utgör dokumentationen av ett examensarbete som genomfördes inom Kandidatpåbyggnadslinjen vid Jönköpings tekniska högskola. Inom det jubileumsår som Nässjö stad firar i samband med stadens 100-årsdag var det Nässjö Järnvägsmuseums mål att ta fram en temporär kulturutställning i en tågvagn, vilken ska stå vid Nässjö tågstation under jubileumsårets gång. Genom projektledare hos Nässjö kommun kom museet i kontakt med en designstudent från Jönköpings tekniska högskola, vilken erhöll uppgiften att utveckla den temporära kulturutställningen. Syftet med projektet var att undersöka hur en temporär kulturutställning kan se ut för att locka till sig besökare och intresse från önskade målgrupper. För att konkretisera syftet konkritiserades de till en frågeställning som handlade om hur temporära kulturutställningar och deras grafiska kommunikation kan te sig för att locka till sig önskade målgrupper. Därtill togs fyra konkreta målsättningar fram, vilka specificerade att projektet ska leda till designen av en utställning, tillhörande grafisk kommunikation, skyltning för Nässjö järnvägsmuseum samt ett kompendie där den grafiska kommunikationen visades upp. För att exemplifiera hur en temporär kulturutställning kan te sig och infria målsättningarna inleddes arbetet med undersökningar observationer och intervjuer vid olika kulturutställningar. Därtill genomfördes även observationer och intervjuer för att ta reda på Nässjö järnvägsmuseums förutsättningar för dess utställningar. Innan designarbetet tog sin början utfördes även kortare analyser av skyltning. Designarbetet fokuserades till en början mot att skapa gemensamma preferenser för alla olika element inom projektet, exempelvis moodboard, färgschema och val av typsnitt. Därefter fortsatte de olika beståndsdelarna att utvecklas parallellt, med fokus mot utställningen och den grafiska kommunikationen. Genom tydlig utgångspunkt i de behov och krav som specificerats i designbriefer och funktionsanalyser tog logotyp, poster och foldrar fram tillsammans med bilder och texter till utställningen. Resultatet tog form av visualiseringar över en luftig, ljus och modern utställning inuti en tågvagn. Visualiseringarna ackompanjerades av ett komplett material för grafisk kommunikation, vilken sammanställdes i ett lättöverskådligt kompendie, samt tre olika skyltutföranden till Nässjö järnvägsmuseums olika jubileumsutställningar / The present report is the documentation of a thesis which was conducted within the Bachelor Postgraduate program at Jönköping University of Technology. Within the anniversary year as Nässjö city celebrates during the city's 100th birthday it was Nässjö Railway Museum's goal is to develop a temporary cultural exhibition in a train carriage, which could be showed at Nässjö train station during the anniversary. Through a project manager at Nässjö the Museum came in contact with a design student from Jönköping University of Technology, who was appointed with the task of developing the temporary culture exhibition. The aim of the project was to investigate how a temporary culture exhibition might look to attract visitors and interest from the desired target audiences. To concretize the purpose it was developed into a question, which asked how temporary cultural exhibitions and their graphic communication might be designed to attract the desired target audiences. In addition four specific objectives were brought forward, which specified that the project would lead to the design of an exhibition, accompanying graphic communications, signage to Nässjö railway museum and a graphic manual where the graphic communication would be illustrated. To exemplify how a temporary exhibition culture may appear and fulfill the objectives, work began with investigations observations and interviews took place at various cultural exhibitions. In addition observations and interviews was conducted to find out Nässjö Railway Museum's conditions for its exhibitions. Before design work began analysis of different types of signage was also performed. Design work initially focused on creating shared preferences for all the different elements of the project, such as trough a mood board, a color scheme and a font selection. Continuing, the various components evolved parallel, with a focus on the exhibition and the graphic communication. By basing all designs on the needs and requirements specified within design briefs and functional analyzes a logo, poster and leaflets were produced along with pictures and lyrics for the exhibition. The result took the form of visualizations of an airy, bright and modern exhibition inside a train carriage. The rendered pictures were accompanied by complete material for graphic communications, which were compiled in an easily understandable graphic manual, and three different designs of signs to Nässjö Railway Museum's various commemorative exhibitions.

The objective of the study was to determine the impact of a train-the-trainer career education programme on educators and black grade eleven learners in the Ekurhuleni districts of Gauteng. The context of career education in South Africa is such that learners have little exposure to career information and planning. This is a result of an education system which historically has placed little emphasis on the preparation of learners for the world of work. In the past little or no career guidance was conducted in black schools. To overcome this dilemma a train-the-trainer career education programme was developed and implemented with educators in the Ekurhuleni district. The results showed that educators felt empowered by the programme and that it provided them with resources and information. The impact on the learners in terms of the programme was achieved by means of a pre- and post-test on the Career Development Questionnaire (CDQ). A convenience sample of grade eleven learners (n = 5 1) in the Ekurhuleni East district of Gauteng was taken. The results indicate that the learner's career maturity scores increased after their exposure to the programme. This research serves as a model for the development and implementation of a train the trainer career education programme and demonstrates how an action-oriented research design can empower educators in the implementation of such a programme. The study also highlights the importance of providing adequate resources as part of career education intervention in the South Africa context. Recommendations for organisations and future research are made. / Thesis (M.A. (Industrial Psychology))--North-West University, Vaal Triangle Campus, 2006.

The objective of the study was to determine the impact of a train-the-trainer career education programme on educators and black grade eleven learners in the Ekurhuleni districts of Gauteng. The context of career education in South Africa is such that learners have little exposure to career information and planning. This is a result of an education system which historically has placed little emphasis on the preparation of learners for the world of work. In the past little or no career guidance was conducted in black schools. To overcome this dilemma a train-the-trainer career education programme was developed and implemented with educators in the Ekurhuleni district. The results showed that educators felt empowered by the programme and that it provided them with resources and information. The impact on the learners in terms of the programme was achieved by means of a pre- and post-test on the Career Development Questionnaire (CDQ). A convenience sample of grade eleven learners (n = 5 1) in the Ekurhuleni East district of Gauteng was taken. The results indicate that the learner's career maturity scores increased after their exposure to the programme. This research serves as a model for the development and implementation of a train the trainer career education programme and demonstrates how an action-oriented research design can empower educators in the implementation of such a programme. The study also highlights the importance of providing adequate resources as part of career education intervention in the South Africa context. Recommendations for organisations and future research are made. / Thesis (M.A. (Industrial Psychology))--North-West University, Vaal Triangle Campus, 2006.

Ce mémoire de thèse s'inscrit dans le contexte du projet FUTUR financé par l'ANR et concernant le développement de Fonctions optiques pour les Transmissions à très haut débit dans le Réseau coeur et porte sur la génération de sources optiques fibrées très hautes cadences et la caractérisation de fibres optiques microstructurées en verre de Chalcogénure. A cet effet, nous étudions les caractéristiques linéaires et non-linéaires au sein de fibres microstructurées en verre de chalcogénures conçue et réaliser via différentes collaborations dans le cadre du projet de l'ANR FUTUR. Pour cela un grand nombre de méthodes de caractérisations ont été mises au point donnant une comparaison entre une fibre SMF standard et ces fibres microstructurées chalcogénures. Par exemple, un montage interférométrique pour la mesure de la dispersion chromatique pour échantillon court, ou encore de nombreux banc expérimentaux permettant la caractérisation des propriétés non-linéaires de ces fibres (diffusion Raman, diffusion Brillouin, Coefficient non linéaire Kerr...). La seconde partie de ce mémoire présente la mise au point de méthode de conversion d'un battement sinusoïdal en un train d'impulsions hautement cadencé. Il est montré dans ce manuscrit que cette technique a été exploitée au plus prêt de ses limites, par l'obtention d'impulsions extrêmement courtes et par des débits très élevés. Les trains d'impulsions à très hautes cadences ont été caractérisés par un dispositif expérimental SHG-FROG. Une démonstration de la multiplication du débit par deux a été démontrée par l'effet Talbot.

Knieextensionen im offenen System stellen im Gegensatz zu Beinstreckungen im geschlossenen System eine höhere Belastung durch stärkere Dehnung des vorderen Kreuzbandes dar und könnte für rekonstruierte vordere Kreuzbänder ein Risiko darstellen eine Bandlockerung bzw. eine Ruptur zu provozieren. Ziel dieser prospektiv randomisierten Studie war unter Bedingungen des Gesundheitssystems beide Systeme im Rehabilitationsprozess an Patienten nach vorderer Kreuzbandplastik auf dessen Risiko zu untersuchen. 31 Patienten wurden nach vorderer Kreuzbandplastik mittels M.semitendinosus Plastik randomisiert in zwei Trainingsgruppen zugeteilt (TG1=geschlossen: N=13, 32,2±9,5Jahre, 83,6±11,9kg, 1,78±0,08m; TG2=offen: N=18, 27,2±7,1Jahre, 72,9±13,3kg, 1,75±0,07m). Zur Quantifizierung der vorderen Schublade wurde der Lachmanntest mittels Rolimeter eingesetzt. Im Weiteren kamen ein isokinetischer Krafttest (120°/s), Oberschenkelumfangsmessungen, Lysholm Score sowie ein Achterlauf (Anzahl der Runden in 1 Minute) zum Einsatz. Die Ergebnisse zeigten nach 13±3 verordneten Trainingseinheiten keine signifikanten Veränderungen in der Laxizität der vorderen Schublade beider Gruppen (TG1: prä 8,2±1,6mm, post 7,8±1,8mm; TG2: prä 8,4±1,9mm, post 8,6±1,3mm, p>0,05). Im Hinblick auf die Kraftfähigkeiten der Beuger (TG1: prä 67,4±28,4Nm, post 93,8±27,7Nm; TG2: prä 68,9±23,4Nm, post 93,4±24,9Nm) und Strecker (TG1: prä 74,1±37,4Nm, post 98,1±42,8Nm; TG2: prä 78,7±35,3, post 111,6±41,3Nm) sowie im Lysholm Score (TG1: prä 71,5±23,2, post 77,4±20,9; TG2: prä 74,2±10,9, post 84,7±5,9) lagen hochsignifikante Zunahmen vor (p<0,01). Die Oberschenkelumfänge der operierten Extremität zeigten auf beiden Messpunkten keine signifikanten Veränderungen (p>0,05). Im Achterlauf zeigten beide Trainingsgruppen keine signifikanten Unterschiede in der Anzahl der gelaufenen Runden (TG1: 9,5±2,1 Runden vs. TG2: 10,7±1,6 Runden, p>0,05). Das Trainingssystem hatte keinen signifikanten Effekt auf die untersuchten Parameter (Anova p>0,05). In Bezug zur Wahrscheinlichkeit einer Lockerung bzw. einer Straffung der Plastik überschritten 2 Patienten der TG2 und 1 Patient der TG1 die kritische Differenz von 2 mm (RR 0,96, 95%KI 0,8-1,2). Neun Patienten (50%) der TG2 und 3 Patienten (23%) der TG1 zeigten eine um 1,7mm reduzierte Laxizität der vorderen Schublade (OR 3,3, 95%KI 0,7-16,3). Schlussfolgernd bleibt festzuhalten, dass offene kinetische Systeme im rehabilitativen Krafttraining kein erhöhtes Risiko darstellen und eine sinnvolle Alternative in der medizinischen Trainingstherapie sein können. Kraftsteigerungen sowie ein Abbau bilateraler Kraftdefizite lassen beide Systeme erwarten, führen aber nicht zu zufriedenstellenden Ergebnissen, dafür scheint der von den Kostenträgern verordnete Interventionszeitraum zu kurz.

Over 18 billion barrels of waste fluids are generated annually from oil and gas production in the United States. As a large amount of water is used for oilfield operations, treating and reusing produced water can cut the consumption of fresh water in well sites. This research has helped to develop a membrane process train for a mobile produced water treatment unit for treating oilfield produced brine for reuse. To design the process train, over 30 sets of combination tests at pilot laboratory scale were performed using pretreatment, microfiltration and nanofiltration processes. Membrane performance was selected based on high flux separation efficiency, high tolerance for solids and fluid treatments. Over 95 % solids rejection and greater than 80 % oil removal efficiency were obtained in all these tests. Process train (pre-treatment and membrane) performance was monitored by chemical analysis of permeate and models fitting experimental data for the process. From the results, hydrocarbon rejection was analyzed; total organic carbon rejection was 47.9 %, total carbon content averaged 37.3 % rejection and total inorganic carbon rejection was at 3.66 %. BTEX removal efficiency ranged from 0.98 % to 52.7 % with the progressive pretreatment methods of using cartridge filters. The nanofiltration membrane showed significant reduction in total dissolved solids and in both anionic and cationic species. The process train is seen to follow a sequence of treatment from cartridge and oil removal filter treatment to microfiltration treatment to ultrafiltration, followed by nanofiltration for the purpose of this research. Further research still needs to be done on to determine the kind of analytical test which will give real time feedback on effectiveness of filters. In summary, the process train developed by TAMU-GPRI possesses distinct advantages in treating oilfield produced brine using membrane technology. These advantages include high quality of permeate, reduced sludge and the possibility of total recycle water systems. The small space requirement, moderate capital costs and ease of operation associated with the use of the mobile unit membrane technology also makes it a very competitive alternative to conventional technologies.

We study two methods of data analysis which are common tools for the analysis of neuronal data. In particular, we examine how causal interactions between brain regions can be investigated using time series reflecting the neural activity in these regions. Furthermore, we analyze a method used to study the neural code that evaluates the discrimination of the responses of single neurons elicited by different stimuli. This discrimination analysis is based on the quantification of the similarity of the spike trains with time scale parametric spike train distances. In each case we describe the methods used for the analysis of the neuronal data and we characterize their specificity using simulated or exemplary experimental data. Taking into account our results, we comment the previous studies in which the methods have been applied. In particular, we focus on the interpretation of the statistical measures in terms of underlying neuronal causal connectivity and properties of the neural code, respectively. / Estudiem dos mètodes d'anàlisi de dades que són eines habituals per a l'anàlisi de dades neuronals. Concretament, examinem la manera en què les interaccions causals entre regions del cervell poden ser investigades a partir de sèries temporals que reflecteixen l'activitat neuronal d'aquestes regions. A més a més, analitzem un mètode emprat per estudiar el codi neuronal que avalua la discriminació de les respostes de neurones individuals provocades per diferents estímuls. Aquesta anàlisi de la discriminació es basa en la quantificació de la similitud de les seqüències de potencials d'acció amb distàncies amb un paràmetre d'escala temporal. Tenint en compte els nostres resultats, comentem els estudis previs en els quals aquests mètodes han estat aplicats. Concretament, ens centrem en la interpretació de les mesures estadístiques en termes de connectivitat causal neuronal subjacent i propietats del codi neuronal, respectivament.

Ce mémoire est consacré à la mise en œuvre de commandes d'un train de véhicules intelligents sur autoroute ayant pour objectifs principaux de réduire la congestion et d’améliorer la sécurité routière. Après avoir présenté l'état de l'art sur des systèmes de conduite automatisée, des modèles de la dynamique longitudinale et latérale du véhicule sont présentés. Ensuite, des stratégies de contrôle longitudinal et latéral sont étudiées.D'abord, le contrôle longitudinal est conçu pour être hiérarchique avec un contrôleur de niveau supérieur et un contrôleur de niveau inférieur. Pour celui de niveau supérieur, une régulation d'inter-distance SSP (Safety Spacing Policy) est proposée. Nous avons constaté que la SSP peut assurer la stabilité de la chaîne et la stabilité des flux de trafic et augmenter ainsi la capacité de trafic. Puis, pour celui de niveau inférieur, une loi de commande floue coordonnée est proposée pour gérer l'accélérateur et le freinage. Ensuite, une loi de commande multi-modèle floue est conçue pour le contrôle latéral. De plus, pour réaliser des transformations lisses entre les différentes opérations latérales, une architecture de contrôle hiérarchique est proposée. Puis, l'intégration des commandes longitudinale et latérale est étudiée. Enfin, l'estimation des variables d’états du véhicule est discutée. Un filtre de Kalman-Bucy est conçu pour estimer les états du véhicule. En outre, un prototype de véhicule intelligent à échelle réduite est également présenté. Les performances des divers algorithmes de commande proposés ont été testées par simulations, et les résultats ont été confirmés par les premières expériences en utilisant le prototype / This PhD thesis is dedicated to the control strategies for intelligent vehicle platoon in highway with the main aims of alleviating traffic congestion and improving traffic safety. After a review of the different existing automated driving systems, the vehicle longitudinal and lateral dynamic models are derived. Then, the longitudinal control and lateral control strategies are studied respectively. At first, the longitudinal control system is designed to be hierarchical with an upper level controller and a lower level controller. For the upper level controller, a safety spacing policy (SSP) is proposed. It is shown that the proposed SSP can ensure string stability, traffic flow stability and improve traffic capacity. Then, a coordinated throttle and brake fuzzy controller (lower level controller) is designed, in which a logic switch is designed to coordinate the two actuators (throttle and brake pedals). Second, for the lateral control, a multi-model fuzzy controller is designed. And a hierarchical lateral control architecture is also proposed, which can effectuate flexible switch between different lateral operations. After that, the integration of the longitudinal controller and lateral controller is also studied. Finally, the estimation of vehicle states is discussed. A Kalman-Bucy filter is designed to estimate vehicle states in lateral dynamics. Moreover, a reduced scale multi-sensor intelligent vehicle prototype is also presented. The performances of the divers control algorithms proposed in this thesis have been tested in numerical simulations, and the first step experiments with the reduced scale vehicle prototype gave encouraging results

The information used in this paper comes from Trafikverket's delivery monitoring system. It consists of information about planned train missions on the Swedish railways for the years 2014 to 2017 during week four (except planned train missions on Roslagsbanan and Saltsjöbanan). Trafikanalys with help from Trafikverket presents public statistics for short-distance trains, middle-distance trains and long-distance trains on Trafikanalys website. The three classes of trains have no scientific basis. The purpose of this study is therefore to analyze if today's classes of trains can be used and which variables that have importance for the classification. The purpose of this study is also to analyze if there is a better way to categorize the classes of trains when Trafikanalys publishes public statistics. The statistical methods that are used in this study are decision tree, neural network and hierarchical clustering. The result obtained from the decision tree was a 92.51 percent accuracy for the classification of Train type. The most important variables for Train type were Train length, Planned train kilometers and Planned km/h.Neural networks were used to investigate whether this method could also provide a similar result as the decision tree too strengthening the reliability. Neural networks got an 88 percent accuracy when classifying Train type. Based on these two results, it indicates that the larger proportion of train assignments could be classified to the correct Train Type. This means that the current classification of Train type works when Trafikanalys presents official statistics. For the new train classification, three groups were analyzed when hierarchical clustering was used. These three groups were not the same as the group's short-distance trains, middle-distance trains and long-distance trains. Because the new divisions have blended the various passenger trains, this result does not help to find a better subdivision that can be used for when Trafikanalys presents official statistics. / Datamaterialet som används i uppsatsen kommer ifrån Trafikverkets leveransuppföljningssystem. I datamaterialet finns information om planerade tåguppdrag för de svenska järnvägarna för år 2014 till 2017 under vecka fyra (bortsett från planerade tåguppdrag för Roslagsbanan och Saltsjöbanan). Trafikanalys med hjälp av Trafikverket redovisar officiell statistik för kortdistanståg, medeldistanståg och långdistanståg på Trafikanalys hemsida. De tre tågkategorierna har inte någon vetenskaplig grund. Syftet med denna studie är därför att undersöka ifall dagens tågindelning fungerar och vilka variabler som hänger ihop med denna indelning. Syftet är även att undersöka om det finns någon bättre tågindelning som kan användas när Trafikanalys redovisar officiell statistik. De statistiska metoder studien utgått ifrån är beslutsträd, neurala nätverk och hierarkisk klustring. Resultatet som erhölls från beslutsträdet var en ackuratess på 92.51 procent för klassificeringen av Tågsort. De variabler som hade störst betydelse för Tågsort var Tåglängd, Planerade tågkilometrar och Planerad km/h. Neurala nätverk användes för att undersöka om även denna metod kunde ge ett liknande resultat som beslutsträdet och därmed stärka tillförlitligheten. Neurala nätverket fick en ackuratess på 88 procent vid klassificeringen av Tågsort. Utifrån dessa två resultat tyder det på att den större andelen tåguppdrag kunde klassificeras till rätt Tågsort. Det innebär att nuvarande klassificering av Tågsort fungerar när Trafikanalys presenterar officiell statistik. För den nya tågklassificeringen analyserades tre grupper när hierarkisk klustring användes. Dessa tre grupper liknande inte dagens indelning för kortdistanståg, medeldistanståg och långdistanståg. Eftersom att de nya indelningarna blandade de olika persontågen går det inte med detta resultat att hitta en bättre indelning som kan användas när Trafikanalys presenterar officiell statistik.