The purpose of this study was to investigate whether skeletal muscle sarcoplasmic reticulum (SR) Ca2+ transport efficiency and expression levels of major SR Ca2+ regulatory proteins are associated with resting metabolic rate (RMR) in humans. Twenty five healthy and weight stable participants with mean age, height and weight of 22±3.6 years, 174.6±8.0 cm and 72.8±21 kg respectively, were recruited for the study. RMR was calculated using the Weir equation based upon measures of VO2 and VCO2, which were collected using the Vmax breath by breath indirect calorimetry system. Ca2+-ATPase activity, Ca2+ uptake and Ca2+ leak analyses were performed in vitro on homogenates that were prepared from vastus lateralis muscle biopsies. Ionophore (IONO) ratio was assessed by measuring Ca2+-ATPase activity in the presence and absence of Ca2+ Ionophore. The coupling ratio, a measure of SR Ca2+ transport efficiency, was calculated by taking the ratio of Ca2+ uptake to Ca2+-ATPase activity. Expression levels of the major SR Ca2+ regulatory proteins, including SERCA1a, SERCA2a, phospholamban (PLN), and calsequestrin (CSQ) were assessed using Western blotting techniques. Pearson correlation coefficient analysis demonstrated a weak but significant negative correlation between coupling ratio and RMR (r2= 0.2108, p =0.0240). Content of the SR Ca2+ regulatory proteins, IONO ratio and Ca2+ leak were not found to be significantly related to either RMR or coupling ratio, with the exception of the ratio of SERCA1a to SERCA2a, which showed a weak but significant positive relationship with RMR (r2=0.1781, p=0.0400). Thus, the relationship between coupling ratio and RMR is not influenced by Ca2+ leak, SERCA pump efficiency or the SR Ca2+ regulatory proteins. Overall, these results suggest that the efficiency of SR Ca2+ transport is weakly related to whole body RMR. Further analysis is needed to assess this relationship, and to determine which SR Ca2+ handling properties are influencing the relationship between coupling ratio and RMR.

The purpose of this study was to investigate whether skeletal muscle sarcoplasmic reticulum (SR) Ca2+ transport efficiency and expression levels of major SR Ca2+ regulatory proteins are associated with resting metabolic rate (RMR) in humans. Twenty five healthy and weight stable participants with mean age, height and weight of 22±3.6 years, 174.6±8.0 cm and 72.8±21 kg respectively, were recruited for the study. RMR was calculated using the Weir equation based upon measures of VO2 and VCO2, which were collected using the Vmax breath by breath indirect calorimetry system. Ca2+-ATPase activity, Ca2+ uptake and Ca2+ leak analyses were performed in vitro on homogenates that were prepared from vastus lateralis muscle biopsies. Ionophore (IONO) ratio was assessed by measuring Ca2+-ATPase activity in the presence and absence of Ca2+ Ionophore. The coupling ratio, a measure of SR Ca2+ transport efficiency, was calculated by taking the ratio of Ca2+ uptake to Ca2+-ATPase activity. Expression levels of the major SR Ca2+ regulatory proteins, including SERCA1a, SERCA2a, phospholamban (PLN), and calsequestrin (CSQ) were assessed using Western blotting techniques. Pearson correlation coefficient analysis demonstrated a weak but significant negative correlation between coupling ratio and RMR (r2= 0.2108, p =0.0240). Content of the SR Ca2+ regulatory proteins, IONO ratio and Ca2+ leak were not found to be significantly related to either RMR or coupling ratio, with the exception of the ratio of SERCA1a to SERCA2a, which showed a weak but significant positive relationship with RMR (r2=0.1781, p=0.0400). Thus, the relationship between coupling ratio and RMR is not influenced by Ca2+ leak, SERCA pump efficiency or the SR Ca2+ regulatory proteins. Overall, these results suggest that the efficiency of SR Ca2+ transport is weakly related to whole body RMR. Further analysis is needed to assess this relationship, and to determine which SR Ca2+ handling properties are influencing the relationship between coupling ratio and RMR.

The performance of an inductively coupled plasma mass spectrometer, ICP-MS, depends on the instrument's ability to transport sample ions through the vacuum interface and focus the ions into a well-defined beam that will eventually reach the mass analyzer. In this study two main experiments were performed on the Perkin Elmer NexION 300S, a commercial ICP-MS. First, planar laser-induced fluorescence images were taken of the ion beam in a working instrument downstream from a unique quadrupole ion deflector. The images showed the ability of the instrument design to focus the ions in the ion beam. Second, laser-induced fluorescence was used to characterize ion flow through the vacuum interface. The interface is unique to the NexION ICP-MS in that there are three extraction cones. The effect of a three-cone interface on ideal skimming is discussed.

京都大学 / 0048 / 新制・課程博士 / 博士(理学) / 甲第18776号 / 理博第4034号 / 新制||理||1581(附属図書館) / 31727 / 京都大学大学院理学研究科物理学・宇宙物理学専攻 / (主査)准教授 武末 真二, 教授 佐々 真一, 教授 早川 尚男 / 学位規則第4条第1項該当 / Doctor of Science / Kyoto University / DFAM

Recent attempts to elucidate a climatic effect on erosion rates at the catchment scale have generally found little or no correlation between precipitation and erosion rates, yet climate has been shown to exert a significant control on landscape properties such as drainage density, slope and relief. That erosion rates to do not directly reflect climatic conditions may not come as a surprise, since erosion rates will tend to keep pace with uplift rates in a tectonically active landscape. The interplay between erosion rates and climate may therefore be better understood with reference to the erosional efficiency of the landscape. Erosional efficiency governs how steep the landscape must become to balance uplift rates, and has also recently been postulated to affect the width to length (or spacing) ratio of first order basins, and the distribution of hillslopes within a landscape, via the relative inputs of diffusive and advective transport. This study constrains the efficiency of sediment transport along a climatic transect spanning a precipitation range of over two orders of magnitude in the Chilean Coastal Cordillera (26˚-41˚S), combining long-term erosion rates derived from concentrations of cosmogenic Be-10 in quartz in fluvial sediments with topographic metrics. The effects of changes in the relative input of diffusive and advective processes is investigated by studying the basin spacing ratios and distribution of hillslopes for a variety of natural landscapes and landscapes generated using the CHILD model. Sediment transport efficiency was found to peak at the transition between arid and semiarid climates, where herbaceous vegetation has almost entirely replaced bare ground, and to level off as climate becomes more humid, providing a background sediment transport efficiency value which will be applicable in both semi-arid and humid landscapes. Basin spacing ratios in natural landscapes show little variation along the transect, suggesting that changes in climate have little effect on this apparently universal catchment property, although maximum basin length attained appears to be linked to sediment transport efficiency. Slopes are consistently lower in the southern region where vegetation and sediment transport efficiency are uniform; here, lower slopes are maintained despite relatively high erosion rates thanks to higher sediment transport efficiency than in the north. Results from the CHILD landscapes show an increase in width to length ratio with decreasing sediment transport efficiency; this relationship is at odds with both the data from the study area and with data from previous studies. Results therefore indicate that, in natural landscapes, climate and vegetation cover exert a first order control on sediment transport efficiency. While climate and vegetation play little or no part in controlling the ratio of catchment dimensions, they may exert some control on the maximum dimensions of catchments and may help to modify the distribution of mean basin slope via their effects on hillslope processes.

This thesis deals with energetical and efficiency comparison of two tractor transmission types, used by the Zetor company. The description of transmission construction types of various tractor producers is given, with focus on Zetor tractors transmission construction. The laboratory methodology and operating tractor and tractor sets measurement is described. The individual results are introduced in tables and graphs and subsequently evaluated.

Hazards associated with air pollution motivate the search for technologies capable of monitoring individual exposure to gaseous pollutants and particulate matter (PM). A Low-cost Optical Particle Counter (OPC), costing less than 50 USD, is an example of such technologies. Currently, OPCs are widely used to measure the concentration of particle matter in ambient air. While these low-cost air quality sensors are widely available, the accuracy and precision of these devices is highly uncertain. Consequently, the purpose of this thesis is to present an analytical model of two generic, low-cost OPCs based on the Laws of Conservation of Mass, Momentum, and Energy. These models utilize Mie scattering theory and Computational Fluid Dynamics models to quantify uncertainty and accuracy in low-cost OPCs based first principles. Modeling results indicate that the measurement of forward-scattered light may dramatically increase the accuracy of low-cost OPCs. These results also indicate that careful attention must be placed on the design of sensor flow passages so as to most efficiently transport particles to the scattering volume where they may be detected. A combination of careful attention to photodetector placement in the forward scattering regime as well as efficient transport to the scattering volume may increase low-cost OPC accuracy by magnitudes of order.

The thesis focuses on evaluating and improving the transport efficiency of two types of logistics operations in the supply chain. One research area is the production of raw material in construction operations, specifically earthmoving operations. Methods and tools are developed to provide decision support in improving the transport efficiency of earthmoving at the vehicle and the systems levels. Using known road topography and a GPS unit, an optimal control problem is formulated and solved (Paper III) to determine the optimal gear shift sequence and timing in order to improve the transport efficiency at the vehicle level. For decision support at the systems level, a Fleet Performance Simulation (FPS) model is designed (Paper IV) to evaluate the transport efficiency for a given mix of construction vehicles in earthmoving. The FPS system is integrated with an optimization algorithm to solve the optimal fleet composition problem for earthmoving operations (Paper V &amp; VI). Construction operations are dynamic and the environment is changing constantly, which bring difficulties in decision-making. Using GPS data from construction vehicles, a map inference framework (Papers I &amp; II) is developed to automatically extract relevant input to decision support at the vehicle and the systems levels, which include the locations of various workstations, driving time distributions and road networks. The second research area is the transport efficiency of urban distribution system, which is in the final phase of the supply chain. An off-peak delivery pilot project in Stockholm is used as the background, designed to evaluate the potential for commercial vehicles to make use of off-peak hours for goods delivery. The thesis (Paper VII) evaluates the transport efficiency impacts of the off-peak pilot. An evaluation framework is defined where transport efficiency is studied in a number of dimensions. GPS data, fleet management data, and logistic information are used to assess the impacts. / <p>QC 20170323</p>

Transport efficiency within construction is low. One reason behind the lack of efficiency within the construction transport is the lack of proper logistics management that in turn results in problems of delivery reliability, material flows as well as material availability. Other issues caused by lack of proper logistics management are poor information sharing and poor transport planning. Poor information sharing results in outdated plans, last minutes changes, nonstandardized processes, whereas poor transport planning leads to low vehicle utilization, travelling extra due to poor routing, empty running, increased number of transports, improper material handling resulting in damages, etc. Therefore, lack of proper logistics management makes construction transports to use more resources (such as time, fuel, vehicle, energy, and effort) than needed which in turn has negative impact on the environment as well as on the productivity. Construction transport has not been given much focus in prior research because construction transport gets camouflaged in the purchasing price and therefore remains unnoticed as a distinct activity. This highlights the need to better understand construction transport to improve its efficiency. Therefore, the purpose of this thesis is to explore and describe the ways to measure and improve construction transport efficiency (CTE) by the use of logistics management. This is studied from two different perspectives: the main contractor and the transporter. In terms of logistics management, construction logistics setups (CLS) and performance measurements are studied. Following research questions fulfil the purpose of the thesis: RQ1: How to define and measure construction transport efficiency? RQ2: How can logistics management be used in improving construction transport efficiency? To answer the research questions, case study research has been used as there is a need to develop an in-depth and detailed understanding of construction transports. The thesis is based on two single case studies and one multiple case study. Data collection has been made via documents, interviews, and observations. The thesis defines construction transport efficiency and identifies performance measurements of importance within construction transport efficiency. However, there is a lack of useful data that makes it difficult to calculate most of the identified performance measures. The thesis enhances the understanding of lack of efficiency that exists within construction transports by identifying value adding, non-value adding, and necessary but non-value adding activities within construction transports. Furthermore, it shows that logistics management can be used in improving construction transport efficiency as logistics management has been found helpful in decreasing non-value adding transport activities such as waiting to load and unload, searching for the right unloading place, contacting the concerned person at site, putting a net on a filled waste container by the driver, taking pictures of the offloaded material etc. The thesis highlights the value that logistics services (such as material delivery management, on-site VMI, waste management) create for the main contractor and the transporter in terms of improving construction transport efficiency. Overall, this thesis increases the understanding of construction transport efficiency through the introduction of performance measures and providing examples of how logistics management can impact. The thesis is an important piece of knowledge in the bigger puzzle of developing performance measurement system (PMS). It contributes with a comprehensive, empirically based picture of value adding and non-value adding activities within construction transport.

En växande urban befolkning påverkar förutsättningarna för transporter i städer genom ökad trängsel. På grund av den höga byggnadstakten genereras stora mängder berg- och jordmassor som leder till ett högt antal byggrelaterade transporter som påverkar klimatet genom koldioxidutsläpp och som försämrar luftkvaliteten. Enligt Sveriges miljömål ska klimatutsläppen från inrikes transporter minska med 70% till 2030. High Capacity Transport (HCT) möjliggör genom fler axlar en högre lastvikt. Ett HCT-införande leder till ökad transport- och kostnadseffektivitet, minskade CO2-utsläpp och kan genom användandet av färre men mer effektivt lastade lastbilar lösa problem såsom trafikköer. Ett hinder för HCT-användning är bärighetsklasser som reglerar bruttovikten för fordon på svenska vägar. Vidare ökar HCT-fordon belastningen på broar, och en oro finns angående ökat slitage på vägkroppen med HCT-fordon. Fördelarna med HCT är bland annat lägre transportkostnader och bränsleförbrukning per tonkm. De positiva effekterna av HCT kan dock motverkas av effekter såsom inducerad trafik, överflyttningseffekter, och ett ökat behov av investeringar i infrastrukturen. Långväga HCT-transporter har i stor utsträckning omfattats av forsknings- och utvecklingsinsatser, däremot är litteraturen om HCT i stora tätorter och över korta avstånd mer begränsad. Syftet med examensarbetet är att förstå HCTs roll i städers transportsystem och kartlägga dess för- och nackdelar samt möjligheter och svårigheter. Vidare är syftet att kvantifiera minskningen av CO2-utsläpp och den ökade transporteffektiviteten när HCT används för stadstransporter. Genom intervjuer, litteraturstudier och beräkningar som sammanställs i en SWOT-analys, bidrar studien på ett kvantitativt och kvalitativt sätt till ökad kunskap kring tunga HCT-fordon och deras användning i städer. En förstudie ligger till grunden för den kvantitativa delen av studien, där körningar med ett HCT-fordon och ett referensfordon genomfördes och datainsamling skedde. För att förhindra att intervjuobjekten påverkar innehållet i rapporten i för stor omfattning, genomfördes kompletterande litteraturstudier för att uppmärksamma andra perspektiv och bedömningar. Utifrån totalt 120 körningar beräknades medellasten och medelbränsleåtgången för HCT-fordonet. Dataunderlaget för lasten och ABba-förbrukningen för referensfordonet fanns inte längre tillgänglig på företaget och därför användes ett medelvärde från förstudien. Då det inte är känt om indatan till medelvärdena för referensfordonet är jämförbara med HCT-fordonet, utgör det en osäkerhet i rapporten. 2SammanfattningEn växande urban befolkning påverkar förutsättningarna för transporter i städer genom ökad trängsel. På grund av den höga byggnadstakten genereras stora mängder berg- och jordmassor som leder till ett högt antal byggrelaterade transporter som påverkar klimatet genom koldioxidutsläpp och som försämrar luftkvaliteten. Enligt Sveriges miljömål ska klimatutsläppen från inrikes transporter minska med 70% till 2030. High Capacity Transport (HCT) möjliggör genom fler axlar en högre lastvikt. Ett HCT-införande leder till ökad transport- och kostnadseffektivitet, minskade CO2-utsläpp och kan genom användandet av färre men mer effektivt lastade lastbilar lösa problem såsom trafikköer. Ett hinder för HCT-användning är bärighetsklasser som reglerar bruttovikten för fordon på svenska vägar. Vidare ökar HCT-fordon belastningen på broar, och en oro finns angående ökat slitage på vägkroppen med HCT-fordon. Fördelarna med HCT är bland annat lägre transportkostnader och bränsleförbrukning per tonkm. De positiva effekterna av HCT kan dock motverkas av effekter såsom inducerad trafik, överflyttningseffekter, och ett ökat behov av investeringar i infrastrukturen. Långväga HCT-transporter har i stor utsträckning omfattats av forsknings- och utvecklingsinsatser, däremot är litteraturen om HCT i stora tätorter och över korta avstånd mer begränsad.Syftet med examensarbetet är att förstå HCTs roll i städers transportsystem och kartlägga dess för- och nackdelar samt möjligheter och svårigheter. Vidare är syftet att kvantifiera minskningen av CO2-utsläpp och den ökade transporteffektiviteten när HCT används för stadstransporter. Genom intervjuer, litteraturstudier och beräkningar som sammanställs i en SWOT-analys, bidrar studien på ett kvantitativt och kvalitativt sätt till ökad kunskap kring tunga HCT-fordon och deras användning i städer. En förstudie ligger till grunden för den kvantitativa delen av studien, där körningar med ett HCT-fordon och ett referensfordon genomfördes och datainsamling skedde. För att förhindra att intervjuobjekten påverkar innehållet i rapporten i för stor omfattning, genomfördes kompletterande litteraturstudier för att uppmärksamma andra perspektiv och bedömningar. Utifrån totalt 120 körningar beräknades medellasten och medelbränsleåtgången för HCT-fordonet. Dataunderlaget för lasten och ABba-förbrukningen för referensfordonet fanns inte längre tillgänglig på företaget och därför användes ett medelvärde från förstudien. Då det inte är känt om indatan till medelvärdena för referensfordonet är jämförbara med HCT-fordonet, utgör det en osäkerhet i rapporten. Resultaten visar att tyngre HCT är ett lämpligt transportsätt i städer av jord- och bergmassor, då fordonet lämpar sig för viktbegränsat gods. Då färre lastbilar och transporter behövs med tunga HCT-fordon påverkas inte trafiksäkerheten negativt. Med färre transporter kan trafiken minskas, men då trafiken även beror på inducerad trafik och överflyttning, är det okänt hur trafiken i praktiken påverkas av HCT-användning i städer. Resultaten visar dock att myndigheter kan införa styrmedel för att minska effekten av inducerad trafik och överflyttning. Då överflyttning förväntas vara lägre i städer jämfört med längre transporter, förmodas att nettoeffekten är positiv, men detta bör prövas i vidare studier. Slutligen visar resultaten att om användningen av HCT frigör utrymme på en byggarbetsplats, som då utnyttjas till t.ex. on-site VMI, skulle produktiviteten öka. SWOT-analysen visar att kommuners vägnät är i sämre skick än det statliga vägnätet. Då kommunala väghållare har låg kunskap om vägnätets bärighet, underhållskostnaderna för högre BKs, och effekten av HCT, hindras användningen av HCT i städer. Därför rekommenderas fler tester i städer av tunga HCT, och även en inventering av det kommunala vägnätet. Det framlades under intervjuerna att det idag inte är möjligt att kravställa klimateffektiva transporter såsom HCT i offentlig upphandling, men att incitament gällande miljönytta och transporteffektivitet kan sättas upp, vilket skulle gagna mer effektiva transporter såsom HCT. SWOT-analysen visar slutligen att HCTs största möjligheter ligger i prognoserna om ett växande transportbehov, förarbrist och ökade transportkostnader, där HCT har möjlighet att åtgärda problemen genom sänkta transportkostnader och att färre förare behövs. / The urban population is growing which affects the transport in cities through increased congestion. Due to the high construction rate , large amounts of aggregate material is generated, leading to a high number of construction-related transports. Transport affects the climate through CO2-emissions and worsens air quality. According to Sweden's environmental targets, climate emissions from domestic transport must be reduced by 70% by 2030. High Capacity Transport (HCT) enables through more axles, a higher load weight. HCT seeks to increase transport and cost efficiency, reduce CO2-emissions and ease traffic jams through the use of fewer but more efficiently loaded trucks. An obstacle to HCT is load bearing classes which regulate vehicle's gross weight on Swedish roads. Furthermore, the load on bridges increases with HCT vehicles, and the concern includes increased wear on the road surface. The advantages of HCT include lower transport costs and fuel consumption. However, the positive effects can be counteracted by effects such as induced traffic, transfer from other modes of transport, and an increased need for infrastructure investments. Long-distance HCT transport has been largely covered by research, but the literature on HCT in urban areas and over short distances is more limited. The aim of the thesis is to understand HCT's role in urban transport systems and map its advantages and disadvantages as well as opportunities and difficulties. Furthermore, the aim is to quantify the reduction in CO2 emissions and the increased transport efficiency when HCT is used for urban transport. Through interviews, literature studies and calculations compiled in a SWOT analysis, the study contributes in a quantitative and qualitative way to increased knowledge about heavy HCT vehicles and their use in cities. A preliminary study is the basis for the quantitative part of the study, where runs with an HCT vehicle and a reference vehicle were carried out and data collection took place. In order to prevent the interviewees from influencing the content of the report to an excessive extent, supplementary literature studies were carried out to draw attention to other perspectives and assessments. The average load and average fuel consumption for the HCT vehicle is calculated based on a total of 120 runs. However, since the data for the load and ABba consumption for the reference vehicle was no longer available at the company, an average value taken from the preliminary study was used. As it is not known whether the inputs to the mean values for the reference vehicle are comparable to the HCT vehicle, this represents an uncertainty in the report. The results show that the heavier HCT is a suitable mode of transport in cities of soil and rock masses, as the vehicle is suitable for weight-limited goods. As fewer trucks and transports are needed with heavy HCT vehicles, traffic safety is not adversely affected. With fewer transports, traffic can be reduced, but as traffic also depends on induced traffic and transfer, it is unknown how traffic is affected in practice by HCT use in cities. However, the results show that authorities can introduce policy measures to reduce the effect of induced traffic and transfer. As transfer is expected to be lower in cities compared to longer transports, the net effect is assumed to be positive, but this should be tested in further studies. Finally, the results show that if the use of HCT frees up space on a construction site, which is then used for e.g. on-site VMI, productivity would increase. The SWOT analysis shows that municipalities' road network is in worse condition than the national road network. As municipalities have little knowledge of the load-bearing capacity of their roads, the maintenance costs of increasing the load bearing class, and the effect of HCT, the use of HCT in cities is hindered. Therefore, more tests in cities of heavy HCT are needed, and also an inventory of the municipal road network. The results show that it is not possible to require climate-efficient transport such as HCT in public procurement, but that incentives regarding environmental benefit and transport efficiency can be set up, which would benefit HCT. HCT's greatest opportunities lie in the forecasts of a growing transport need, driver shortage and increased transport costs, where HCT has the opportunity to remedy the problems through reduced transport costs and lesser need of drivers.