AMADEUS: advanced manipulation for deep underwater sampling

AMADEUS is a dexterous subsea robot hand incorporating force and slip contact sensing, using fluid filled tentacles for fingers. Hydraulic pressure variations in each of three flexible tubes (bellows) in each finger create a bending moment, and consequent motion or increase in contact force during grasping. Such fingers have inherent passive compliance, no moving parts, and are naturally depth pressure-compensated, making them ideal for reliable use in the deep ocean. In addition to the mechanical design, development of the hand has also considered closed loop finger position and force control, coordinated finger motion for grasping, force and slip sensor development/signal processing, and reactive world modeling/planning for supervisory `blind grasping¿. Initially, the application focus is for marine science tasks, but broader roles in offshore oil and gas, salvage, and military use are foreseen. Phase I of the project is complete, with the construction of a first prototype. Phase I1 is now underway, to deploy the hand from an underwater robot arm, and carry out wet trials with users.

Straw decomposition of nitrogen-fertilized grasses intercropped with irrigated maize in an integrated crop-livestock system

The greatest limitation to the sustainability of no-till systems in Cerrado environments is the low quantity and rapid decomposition of straw left on the soil surface between fall and spring, due to water deficit and high temperatures. In the 2008/2009 growing season, in an area under center pivot irrigation in Selvíria, State of Mato Grosso do Sul, Brazil, this study evaluated the lignin/total N ratio of grass dry matter , and N, P and K deposition on the soil surface and decomposition of straw of Panicum maximum cv. Tanzânia, P. maximum cv. Mombaça, Brachiaria. brizantha cv. Marandu and B. ruziziensis, and the influence of N fertilization in winter/spring grown intercropped with maize, on a dystroferric Red Latosol (Oxisol). The experiment was arranged in a randomized block design in split-plots; the plots were represented by eight maize intercropping systems with grasses (sown together with maize or at the time of N side dressing). Subplots consisted of N rates (0, 200, 400 and 800 kg ha-1 year-1) sidedressed as urea (rates split in four applications at harvests in winter/spring), as well as evaluation of the straw decomposition time by the litter bag method (15, 30, 60, 90, 120, and 180 days after straw chopping). Nitrogen fertilization in winter/spring of P. maximum cv. Tanzânia, P. maximum cv. Mombaça, B. brizantha cv. Marandu and B. ruziziensis after intercropping with irrigated maize in an integrated crop-livestock system under no-tillage proved to be a technically feasible alternative to increase the input of straw and N, P and K left on the soil surface, required for the sustainability of the system, since the low lignin/N ratio of straw combined with high temperatures accelerated straw decomposition, reaching approximately 30 % of the initial amount, 90 days after straw chopping.

Low molecular weight carboxylic acids in oxidizing porphyry copper tailings

The distribution of low molecular weight carboxylic acids (LMWCA) was investigated in pore water profiles from two porphyry copper tailings impoundments in Chile (Piuquenes at La Andina and Cauquenes at El Teniente mine). The objectives of this study were (1) to determine the distribution of LMWCA, which are interpreted to be the metabolic byproducts of the autotroph microbial community in this low organic carbon system, and (2) to infer the potential role of these acids in cycling of Fe and other elements in the tailings impoundments. The speciation and mobility of iron, and potential for the release of H+ via hydrolysis of the ferric iron, are key factors in the formation of acid mine drainage in sulfidic mine wastes. In the low-pH oxidation zone of the Piuquenes tailings, Fe(III) is the dominant iron species and shows high mobility. LMWCA, which occur mainly between the oxidation front down to 300 cm below the tailings surface at both locations (e.g., max concentrations of 0.12 mmol/L formate, 0.17 mmol/L acetate, and 0.01 mmol/L pyruvate at Piuquenes and 0.14 mmol/L formate, 0.14 mmol/L acetate, and 0.006 mmol/L pyruvate at Cauquenes), are observed at the same location as high Fe concentrations (up to 71.2 mmol/L Fe(II) and 16.1 mmol/L Fe(III), respectively). In this zone, secondary Fe(111) hydroxides are depleted. Our data suggest that LMWCA may influence the mobility of iron in two ways. First, complexation of Fe(III), through formation of bidentate Fe(III)-LMWCA complexes (e.g., pyruvate, oxalate), may enhance the dissolution of Fe(III) (oxy)hydroxides or may prevent precipitation of Fe(III) (oxy)hydroxides. Soluble Fe(III) chelate complexes which may be mobilized downward and convert to Fe(II) by Fe(III) reducing bacteria. Second, monodentate LMWCA (e.g., acetate and formate) can be used by iron-reducing bacteria as electron donors (e.g., Acidophilum spp.), with ferric iron as the electron acceptor. These processes may, in part, explain the low abundances of secondary Fe(III) hydroxide precipitates below the oxidation front and the high concentrations of Fe(II) observed in the pore waters of some low-sulfide systems. The reduction of Fe(III) and the subsequent increase of iron mobility and potential acidity transfer (Fe(II) oxidation can result in the release of H+ in an oxic environment) should be taken in account in mine waste management strategies.

How High Dose(s) of Oral Vitamin D3 Can Correct Insufficiency in a Non Supplemented Rheumatologic Population ?

Introduction: 700 to 1000 UI Vitamin D/day prevent 20% of fall and fracture. Higher dosage could prevent other health problems, such as immune diseases. Adherence to oral daily vitamin D supplementation is low. There is no guideline on how to supplement patients with rheumatic diseases. We evaluated if 1-2 dose(s) of 300'000 UI oral vitamin D3 was enough to reach an optimal level of 25-OH vitamin D in late winter in patients with insufficiency. Methods: During November 2009 (M0) patients attending our Rheumatology Outpatient Clinic had a blood test to measure 25-OH vitamin D. Results were classified as: deficiency <10µg/l, insufficiency 10µg/l to 30µg/l and normal >30µg/l. Patients on daily oral vitamin D3 or who received a single high dose of vitamin D3 in the last 6 months and patients with deficiency or normal results were excluded. Patients included received a single dose of 300'000 IU of oral vitamin D3 and were asked to come back for a blood test for 25-OH vitamin D after 3 (M3) and 6 months (M6). If they were still insufficient at M3, they received a second high dose of 300'000 IU of oral vitamin D3. Results: 292 patients had their level of 25-OH vitamin D determined at M0. 141 patients (70% women) had vitamin D insufficiency (18.5µg/l (10.2-29.1)) and received a prescription for a single dose of 300'000 IU of oral vitamin D3. Men and women were not statistically different in term of age and 25-OH vitamin D level at M0. 124/141 (88%) patients had a blood test at M3. 2/124 (2%) had deficiency (8.1µg/l (7.5-8.7)), 50/124 (40%) normal results (36.7µg/l (30.5-56.5)). 58% (72/124) were insufficient (23.6µg/l (13.8-29.8)) and received a second prescription for 300'000 IU of oral vitamin D3. Of the 50/124 patients who had normal results at M3 and did not receive a second prescription, 36 (72%) had a test at M6. 47% (17/36) had normal results (34.8µg/l (30.3-42.8)), 53% (19/36) were insufficient (25.6µg/l (15.2-29.9)). Out of the 54/72 (75%) patients who received a second prescription, 28/54 (52%) had insufficiency (23.2µg/l (12.8-28.7)) and 26/54 (48%) had normal results (33.8µg/l (30.0-43.7)) at M 6. Discussion: This real life study has shown that one or two oral bolus of 300'000 IU of vitamin D3 in autumn and winter was not enough to completely correct hypovitaminosis D but was a good way of preventing a nadir of 25-OH vitamin D usually observed in spring in a Swiss rheumatologic population.

Accidentologic aspects of helicopter rescue missions involving winching of a physician

Introduction: Medical helicopter services provide several advantages,like the ability to perform air searches for lost victims, a rapid method ofshuttling rescue personnel and equipment to the victim, and the deliveryof early on-site advance medical care. When landing is not possible, therescuers can also be directly winched to the victim. As outdoor activitiesare increasing, few data are available about the type of accidentsleading to a rescue operation involving the use of the winch. We soughtto study the epidemiology and accidentology of such rescues.Methods: We retrospectively reviewed the medical reports of a singlehelicopter-based emergency medical service. Data from 1 January 2003to 31 December 2008 were analyzed. Cases with emergency callindicating that the victim was deceased were excluded. Data includedthe age and gender of the patients, the type of patients activitypreceeding the injury, the mecanism of injury, and the type of lesions(main diagnosis).Results: 9879 rescue missions were conducted between 1 January2003 and 31 December 2008. The 921 (9.3%) missions involvingwinching of the emergency physician were analysed. The male:femaleratio of the patients was 2:1. There were 56 (6%) patients aged 15 orunder. Most of the patients, while injured, were practising winter sportsor mountain-related activities in the summer (table 1). Falls accountedfor the great majority of the trauma events (700 patients or 76%),followed by illnesses (81 patients or 9 %). Of the 921 missions in whichthe physician was winched in the field, 28 (3%) were avalanche rescuesand 13 (1%) were glacier crevasse rescues. Trauma to the upper andlower extremities accounted for 429 (47%) of all injuries, followed by175 (19%) head injuries and 108 (12%) spinal lesions. Hypothermia,frostbite and altitude illnesses were diagnosed in 11 (1%) cases.In 128(14%) cases two different diagnoses were made, and in 69 (7%) threeor more diagnoses.Conclusions: In our helicopter emergency base, between 2003 and2008, 921 rescue missions (9.3%) involved winching of the emergencydoctor. Patients rescued using the winch usually practice outdoorsports, and are predominantly male. The mechanism of the injury isusually a fall, and extremities and head injuries account for more than50% of the main diagnosis made on the field.

Analysis of Safety Benefits for Shielding of Bridge Piers, 2009

The highway system in the State of Iowa includes many grade separation structures constructed to provide maximum safety and mobility to road users on intersecting roadways. However, these structures can present possible safety concerns for traffic passing underneath due to close proximity of piers and abutments. Shielding of these potential hazards has been a design consideration for many years. This study examines historical crash experience in the State of Iowa to address the advisability of shielding bridge piers and abutments as well as other structure support elements considering the offset from the traveled way. A survey of nine Midwestern states showed that six states had bridge pier shielding practices consistent with those in Iowa. Data used for the analyses include crash data (2001 to 2007) from the Iowa Department of Transportation (Iowa DOT), the Iowa DOT’s Geographic Information Management System (GIMS) structure and roadway data (2006) obtained from the Office of Transportation Data, and shielding and offset data for the bridges of interest. Additionally, original crash reports and the Iowa DOT video log were also utilized as needed. Grade-separated structures over high-speed, multilane divided Interstate and primary highways were selected for analysis, including 566 bridges over roadways with a speed limit of at least 45 mph. Bridges that met the criteria for inclusion in the study were identified for further analysis using crash data. The study also included economic analysis for possible shielding improvement.

Potential detrimental effects of a phytoestrogen-rich diet on male fertility in mice.

Soy and soy-based products are widely consumed by infants and adult individuals. There has been speculation that the presence of isoflavone phytoestrogens in soybean cause adverse effects on the development and function of the male reproductive system. The purpose of this study was to examine the influence of dietary soy and phytoestrogens on testicular and reproductive functions. Male mice were fed from conception to adulthood with either a high soy-containing diet or a soy-free diet. Although adult mice fed a soy-rich diet exhibited normal male behaviour and were fertile, we observed a reduced proportion of haploid germ cells in testes correlating with a 25% decrease in epididymal sperm counts and a 21% reduction in litter size. LH and androgens levels were not affected but transcripts coding for androgen-response genes in Sertoli cells and Gapd-s, a germ cell-specific gene involved in sperm glycolysis and mobility were significantly reduced. In addition, we found that dietary soy decreased the size of the seminal vesicle but without affecting its proteolytic activity. Taken together, these studies show that long-term exposure to dietary soy and phytoestrogens may affect male reproductive function resulting in a small decrease in sperm count and fertility.

Field Testing of Abrasive Delivery Systems in Winter Maintenance, TR-458, 2009

The key goals in winter maintenance operations are preserving the safety and mobility of the traveling public. To do this, it is in general necessary to try to increase the friction of the road surface above the typical friction levels found on a snow or ice covered roadway. Because of prior work on the performance of abrasives (discussed in greater detail in chapter 2) a key concern when using abrasives has become how to ensure the greatest increase in pavement friction when using abrasives for the longest period of time. There are a number of ways in which the usage of abrasives can be optimized, and these methods are discussed and compared in this report. In addition, results of an Iowa DOT test of zero-velocity spreaders are presented. Additionally in this study the results of field studies conducted in Johnson County Iowa on the road surface friction of pavements treated with abrasive applications using different modes of delivery are presented. The experiments were not able to determine any significant difference in material placement performance between a standard delivery system and a chute based delivery system. The report makes a number of recommendations based upon the reviews and the experiments.

Performance Measurement for Highway Winter Maintenance Operations, TR-491, 2009

The goal of this research project was to develop a method to measure the performance of a winter maintenance program with respect to the task of providing safety and mobility to the travelling public. Developing these measures required a number of steps, each of which was accomplished. First, the impact of winter weather on safety (crash rates) and mobility (average vehicle speeds were measured by a combination of literature reviews and analysis of Iowa Department of Transportation traffic and Road Weather Information System data. Second, because not all winter storms are the same in their effects on safety and mobility, a method had to be developed to determine how much the various factors that describe a winter storm actually change safety and mobility. As part of this effort a storm severity index was developed, which ranks each winter storm on a scale between 0 (a very benign storm) and 1 (the worst imaginable storm). Additionally a number of methods of modeling the relationships between weather, winter maintenance actions and road surface conditions were developed and tested. The end result of this study was a performance measure based on average vehicle speed. For a given class of road, a maximum expected average speed reduction has been identified. For a given storm, this maximum expected average speed reduction is modified by the storm severity index to give a target average speed reduction. Thus, if for a given road the maximum expected average speed reduction is 20 mph, and the storm severity for a particular storm is 0.6, then the target average speed reduction for that road in that storm is 0.6 x 20 mph or 12 mph. If the average speed on that road during and after the storm is only 12 mph or less than the average speed on that road in good weather conditions, then the winter maintenance performance goal has been met.

Evolució i anàlisi del metabolisme ambiental del polígon industrial. El cas de Maó (Menorca)

El polígon industrial de Maó, POIMA, és un dels principals motors econòmics de l’illa de Menorca. La Universitat Autònoma de Barcelona (UAB) en col·laboració amb l’Observatori Socioambiental de Menorca (OBSAM), ha fet un projecte d’anàlisi de l’evolució històrica i del metabolisme actual del polígon. L’estudi es centra en 5 vectors; usos del sòl, energètic, hídric, materials i mobilitat dels quals les dades han estat obtingudes a partir d’enquestes, entrevistes a les empreses i observacions directes semi-quantitatives. Com a resultat es presenten diverses propostes de millora per augmentar l’eficiència de POIMA, analitzant el potencial d’autosuficiència energètic i hídric, reduint l’impacte ambiental i reutilitzant els residus com a recursos entre empreses, sinèrgies.

Métropolisation, morphologie urbaine et développement durable : transformations urbaines et régulation de l'étalement : le cas de l'agglomération lausannoise

Résumé Métropolisation, morphologie urbaine et développement durable. Transformations urbaines et régulation de l'étalement : le cas de l'agglomération lausannoise. Cette thèse s'inscrit clans la perspective d'une analyse stratégique visant à un définir et à expliciter les liens entre connaissance, expertise et décision politique. L'hypothèse fondamentale qui oriente l'ensemble de ce travail est la suivante : le régime d'urbanisation qui s'est imposé au cours des trente dernières années correspond à une transformation du principe morphogénétique de développement spatial des agglomérations qui tend à alourdir leurs bilans écologiques et à péjorer la qualité du cadre de vie des citadins. Ces enjeux environnementaux liés aux changements urbains et singulièrement ceux de la forme urbaine constituent un thème de plus en plus important dans la recherche de solutions d'aménagement urbain dans une perspective de développement durable. Dans ce contexte, l'aménagement urbain devient un mode d'action et une composante de tout premier ordre des politiques publiques visant un développement durable à l'échelle locale et globale. Ces modalités de développement spatial des agglomérations émergent indiscutablement au coeur de la problématique environnementale. Or si le concept de développement durable nous livre une nouvelle de de lecture des territoires et de ses transformations, en prônant le modèle de la ville compacte et son corollaire la densification, la traduction à donner à ce principe stratégique reste controversée, notamment sous l'angle de l'aménagement du territoire et des stratégies de développement urbain permettant une mise en oeuvre adéquate des solutions proposées. Nous avons ainsi tenté dans ce travail de répondre à un certain nombre de questions : quelle validité accorder au modèle de la ville compacte ? La densification est-elle une réponse adéquate ? Si oui, sous quelles modalités ? Quelles sont, en termes de stratégies d'aménagement, les alternatives durables au modèle de la ville étalée ? Faut-il vraiment densifier ou simplement maîtriser la dispersion ? Notre objectif principal étant in fine de déterminer les orientations et contenus urbanistiques de politiques publiques visant à réguler l'étalement urbain, de valider la faisabilité de ces principes et à définir les conditions de leur mise en place dans le cas d'une agglomération. Pour cela, et après avoir choisi l'agglomération lausannoise comme terrain d'expérimentation, trois approches complémentaires se sont révélées indispensables dans ce travail 1. une approche théorique visant à définir un cadre conceptuel interdisciplinaire d'analyse du phénomène urbain dans ses rapports à la problématique du développement durable liant régime d'urbanisation - forme urbaine - développement durable ; 2. une approche méthodologique proposant des outils d'analyse simples et efficaces de description des nouvelles morphologies urbaines pour une meilleure gestion de l'environnement urbain et de la pratique de l'aménagement urbain ; 3. une approche pragmatique visant à approfondir la réflexion sur la ville étalée en passant d'une approche descriptive des conséquences du nouveau régime d'urbanisation à une approche opérationnelle, visant à identifier les lignes d'actions possibles dans une perspective de développement durable. Cette démarche d'analyse nous a conduits à trois résultats majeurs, nous permettant de définir une stratégie de lutte contre l'étalement. Premièrement, si la densification est acceptée comme un objectif stratégique de l'aménagement urbain, le modèle de la ville dense ne peut être appliqué saris la prise en considération d'autres objectifs d'aménagement. Il ne suffit pas de densifier pour réduire l'empreinte écologique de la ville et améliorer la qualité de vie des citadins. La recherche d'une forme urbaine plus durable est tributaire d'une multiplicité de facteurs et d'effets de synergie et la maîtrise des effets négatifs de l'étalement urbain passe par la mise en oeuvre de politiques urbaines intégrées et concertées, comme par exemple prôner la densification qualifiée comme résultante d'un processus finalisé, intégrer et valoriser les transports collectifs et encore plus la métrique pédestre avec l'aménagement urbain, intégrer systématiquement la diversité à travers les dimensions physique et sociale du territoire. Deuxièmement, l'avenir de ces territoires étalés n'est pas figé. Notre enquête de terrain a montré une évolution des modes d'habitat liée aux modes de vie, à l'organisation du travail, à la mobilité, qui font que l'on peut penser à un retour d'une partie de la population dans les villes centres (fin de la toute puissance du modèle de la maison individuelle). Ainsi, le diagnostic et la recherche de solutions d'aménagement efficaces et viables ne peuvent être dissociés des demandes des habitants et des comportements des acteurs de la production du cadre bâti. Dans cette perspective, tout programme d'urbanisme doit nécessairement s'appuyer sur la connaissance des aspirations de la population. Troisièmement, la réussite de la mise en oeuvre d'une politique globale de maîtrise des effets négatifs de l'étalement urbain est fortement conditionnée par l'adaptation de l'offre immobilière à la demande de nouveaux modèles d'habitat répondant à la fois à la nécessité d'une maîtrise des coûts de l'urbanisation (économiques, sociaux, environnementaux), ainsi qu'aux aspirations émergentes des ménages. Ces résultats nous ont permis de définir les orientations d'une stratégie de lutte contre l'étalement, dont nous avons testé la faisabilité ainsi que les conditions de mise en oeuvre sur le territoire de l'agglomération lausannoise. Abstract This dissertation participates in the perspective of a strategic analysis aiming at specifying the links between knowledge, expertise and political decision, The fundamental hypothesis directing this study assumes that the urban dynamics that has characterized the past thirty years signifies a trans-formation of the morphogenetic principle of agglomerations' spatial development that results in a worsening of their ecological balance and of city dwellers' quality of life. The environmental implications linked to urban changes and particularly to changes in urban form constitute an ever greater share of research into sustainable urban planning solutions. In this context, urban planning becomes a mode of action and an essential component of public policies aiming at local and global sustainable development. These patterns of spatial development indisputably emerge at the heart of environmental issues. If the concept of sustainable development provides us with new understanding into territories and their transformations, by arguing in favor of densification, its concretization remains at issue, especially in terms of urban planning and of urban development strategies allowing the appropriate implementations of the solutions offered. Thus, this study tries to answer a certain number of questions: what validity should be granted to the model of the dense city? Is densification an adequate answer? If so, under what terms? What are the sustainable alternatives to urban sprawl in terms of planning strategies? Should densification really be pursued or should we simply try to master urban sprawl? Our main objective being in fine to determine the directions and urban con-tents of public policies aiming at regulating urban sprawl, to validate the feasibility of these principles and to define the conditions of their implementation in the case of one agglomeration. Once the Lausanne agglomeration had been chosen as experimentation field, three complementary approaches proved to be essential to this study: 1. a theoretical approach aiming at definying an interdisciplinary conceptual framework of the ur-ban phenomenon in its relation to sustainable development linking urban dynamics - urban form - sustainable development ; 2. a methodological approach proposing simple and effective tools for analyzing and describing new urban morphologies for a better management of the urban environment and of urban planning practices 3. a pragmatic approach aiming at deepening reflection on urban sprawl by switching from a descriptive approach of the consequences of the new urban dynamics to an operational approach, aiming at identifying possible avenues of action respecting the principles of sustainable development. This analysis approach provided us with three major results, allowing us to define a strategy to cur-tail urban sprawl. First, if densification is accepted as a strategic objective of urban planning, the model of the dense city can not be applied without taking into consideration other urban planning objectives. Densification does not suffice to reduce the ecological impact of the city and improve the quality of life of its dwellers. The search for a more sustainable urban form depends on a multitude of factors and effects of synergy. Reducing the negative effects of urban sprawl requires the implementation of integrated and concerted urban policies, like for example encouraging densification qualified as resulting from a finalized process, integrating and developing collective forms of transportation and even more so the pedestrian metric with urban planning, integrating diversity on a systematic basis through the physical and social dimensions of the territory. Second, the future of such sprawling territories is not fixed. Our research on the ground revea-led an evolution in the modes of habitat related to ways of life, work organization and mobility that suggest the possibility of the return of a part of the population to the center of cities (end of the rule of the model of the individual home). Thus, the diagnosis and the search for effective and sustainable solutions can not be conceived of independently of the needs of the inhabitants and of the behavior of the actors behind the production of the built territory. In this perspective, any urban program must necessarily be based upon the knowledge of the population's wishes. Third, the successful implementation of a global policy of control of urban sprawl's negative effects is highly influenced by the adaptation of property offer to the demand of new habitat models satisfying both the necessity of urbanization cost controls (economical, social, environ-mental) and people's emerging aspirations. These results allowed us to define a strategy to cur-tail urban sprawl. Its feasibility and conditions of implementation were tested on the territory of the Lausanne agglomeration.

Assessment of Channelizing Device Effectiveness on High Speed/High Volume Roadways, 2007

Part 6 of the Manual on Uniform Traffic Control Devices (MUTCD) describes several types of channelizing devices that can be used to warn road users and guide them through work zones; these devices include cones, tubular markers, vertical panels, drums, barricades, and temporary raised islands. On higher speed/volume roadways, drums and/or vertical panels have been popular choices in many states, due to their formidable appearance and the enhanced visibility they provide when compared to standard cones. However, due to their larger size, drums also require more effort and storage space to transport, deploy and retrieve. Recent editions of the MUTCD have introduced new devices for channelizing; specifically of interest for this study is a taller (>36 inches) but thinner cone. While this new device does not offer a comparable target value to that of drums, the new devices are significantly larger than standard cones and they offer improved stability as well. In addition, these devices are more easily deployed and stored than drums and they cost less. Further, for applications previously using both drums and tall cones, the use of tall cones only provides the ability for delivery and setup by a single vehicle. An investigation of the effectiveness of the new channelizing devices provides a reference for states to use in selecting appropriate traffic control for high speed, high volume applications, especially for short term or limited duration exposures. This study includes a synthesis of common practices by state DOTs, as well as daytime and nighttime field observations of driver reactions using video detection equipment. The results of this study are promising for the day and night performance of the new tall cones, comparing favorably to the performance of drums when used for channelizing in tapers. The evaluation showed no statistical difference in merge distance and location, shy distance, or operating speed in either daytime or nighttime conditions. The study should provide a valuable resource for state DOTs to utilize in selecting the most effective channelizing device for use on high speed/high volume roadways where timely merging by drivers is critical to safety and mobility.

Maintenance of Traffic for Innovative Geometric Design Work Zones, 2015

Currently there are no guidelines within the Manual on Uniform Traffic Control Devices (MUTCD) on construction phasing and maintenance of traffic (MOT) for retrofit construction and maintenance projects involving innovative geometric designs. The research presented in this report addressed this gap in existing knowledge by investigating the state of the practice of construction phasing and MOT for several types of innovative geometric designs including the roundabout, single point urban interchange (SPUI), diverging diamond interchange (DDI), restricted-crossing left turn (RCUT), median U-turn (MUT), and displaced left turn (DLT). This report provides guidelines for transportation practitioners in developing construction phasing and MOT plans for innovative geometric designs. This report includes MOT Phasing Diagrams to assist in the development of MOT strategies for innovative designs. The MOT Phasing Diagrams were developed through a review of literature, survey, interviews with practitioners, and review of plans from innovative geometric design projects. These diagrams are provided as a tool to assist in improving work zone safety and mobility through construction of projects with innovative geometric designs. The aforementioned synthesis of existing knowledge documented existing practices for these types of designs.

3G SGSN Toiminnallisuustestauksen Automatisointi

3G SGSN (3rd Generation Serving GPRS Support Node) onUMTS (Universal Mobile Telecommunications System) pakettiverkon verkkoelementti, joka toimii linkkinä ulkoisen verkon(kuten Internet) ja radioverkon välillä. 3G SGSN ylläpitää tilaajan tietoja ja paikannustietoja päätelaitteen liikkuessa verkon sisällä ja välittää myös dataa ulkoisen verkon ja mobiilipäätelaitteen välillä. Tämän diplomityön aiheena on 3G SGSN toiminnallisuus-testauksen automatisointi. Työssä kehitetään 3G SGSN toiminnallisuustestaukseen soveltuva testauksen automatisointijärjestelmä Linux-ympäristössä AuTS (Automated Test Sequences)-automatisointityökalulla. Kehitystyöhön kuuluu järjestelmän suunnittelu ja toteutus. Toteutettu automatisointijärjestelmä suorittaa 3G SGSN toiminnallisuustestauksen istunnon- ja liikkuvuudenhallinnan testitapauksia.Suoritettujen testitapausten tuloksista luodaan HTML (Hypertext Markup Language)-raportti, joka sisältää tiedot ja analyysit suoritetuista testitapauksista sekä linkit testitapausten lokitietoihin. Hyvä automatisointi vaatii suunnittelua, jossa huomioidaan käytettävyys ja ylläpidettävyys. Näihin ominaisuuksiin on toteutuksessa kiinnitetty erityistä huomiota. Lopputuloksena saatiin toimiva automatisointijärjestelmä, joka osoittaa automatisoinnin tuovan huomattavia etuja toiminnallisuustestauksen tehokkuuteen. Työssä käsitelläänmyös ohjelmistotestausta sekä testauksen automatisointia ja niiden periaatteita.