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Chimeric antigen receptor (CAR) T cell therapy has demonstrated remarkable results in otherwise treatment-refractory diseases, most notably for B cell malignancies. However, there are several challenges to autologous CAR T therapy that limit its accessibility and widespread adoption. First, the de novo generation of each treatment can lead to CAR T cells that exhibit varying clinical responses, in part due to inherent variations in the T cell composition of each product. The variable outcomes are compounded by complex manufacturing processes and T cell expansion procedures that can produce a prematurely exhausted and less efficacious CAR T product. These challenges contribute to cancer relapse rates as high as 57-66% after treatment. Thus, there is a growing interest in generating functionally enhanced CAR T cells in vitro from a self-renewing source of induced pluripotent stem cells (iPSCs). iPSC-engineered T cell therapy would ensure immediate access to treatment that delivers a more durable and consistent clinical response.Unlike peripheral blood T cells, the introduction or the perturbation of biologically active genes can pose serious challenges to the in vitro differentiation of iPSCs. Inappropriate signaling or developmental cues at critical stages of T cell development can result in a block in differentiation or diversion to an undesired lineage. We and others have identified two critical biologic barriers to the generation of iPSC-derived CAR T cells: (1) expression of the CAR in early, T cell precursors diverts differentiation towards the innate lineage, instead of the conventional T cell pathway, and (2) Removal of endogenous T cell receptor (TCR) to address the risk of alloreactivity halts T cell development due to the absence of positive selection. This dissertation introduces a novel CRISPR/Cas9 editing strategy that aim to address both CAR-mediated innate diversion and rescue of positive selection in the absence of endogenous TCR. We report the genera

When delays in trains occur, train schedules are rescheduled to reduce the impact. Despite many existing studies of automated train rescheduling, this study focuses on automated rescheduling considering a moving block and Automatic Train Operation (ATO). This study enables such automated rescheduling by formalizing this problem as a mixed integer programming (MIP) model. In previous work, the formulation was achieved for unidirectional single-track railway lines. In this paper, we aim to achieve the formulation for bidirectional double-track lines. Specifically, we propose a formulation of constraints about trains’ running terminal stations. To evaluate our automated rescheduling approach, we implemented an MIP model consisting of a combination of the new constraints with the previous MIP model. We demonstrated the feasibility of our approach by applying it to a bidirectional double-track line with eight delay scenarios. We also evaluate the delay reduction and computation overhead of our approach by comparing it with a baseline with these eight scenarios. The results show that the total delay of all trains from our approach reduced from 20% to 30% than one from the baseline. On the other hand, the computation time increased from less than 1 second to a minimum of about 20 seconds and a maximum of about 1600 seconds.

Money begins replacing bartering when you have a problem surrounding a coincidence of wants. Bartering works when person A wants what person B has and person B wants what person A has. Alternatively Person A wants what person B has and person B wants what person C has – person C wants what person A has (and of course this can become more complicated – and markets can develop accordingly).

[EUS] Lan hau CAF Signalling enpresan garatutako proiektu bat da, eta teknologia desberdinen arteko zubiak sortzeko eta inplementatzeko soluzioa proposatzen da, hain zuzen ere, Train Simulator 2021 bideo-jokoaren eta ATO (Automatic train operation) sistemaren artean. Honetaz gain, erabilgarriak diren tresna gehiago ere gehitzen dira zubi honetan; batetik, RailDriver kabina kontroladorea, eta bestetik, ikusmen artifizialeko PER eredua.

The love letter is an act of uprising that allows the passage from a border logic to a logic of the littoral, of the turn. Between knowledge and jouissance, the letter makes a littoral to leave the impasse of the demand for meaning and the mirage of the phallic. Through this passage, the love letter allows us to understand not only the function of the written word in the confrontation of the subject with the bar of his truth, but also the trajectory of the cure: from the letter in suffering in the transference to the love letter in the pass., La carta de amor es un acto de sublevación que permite el paso de una lógica de frontera a una lógica de litoral, del viraje. Entre el saber y el goce, la letra hace litoral para salir del impase de la demanda de sentido y del espejismo de lo fálico. A través de este paso, la carta de amor permite comprender no solamente la función de lo escrito en la confrontación del sujeto con la barra de su verdad, sino el trayecto de la cura: de la carta en sufrimiento en la transferencia a la carta de amor en el pase., La lettre d'amour est un acte de soulèvement qui permet le passage d'une logique de frontière à une logique de littoral, de retournement. Entre le savoir et la jouissance la lettre fait littoral, ce qui rend possible d’échapper de l'impasse de l'exigence de sens et du mirage phallique. Par ce biais, la lettre d'amour permet de comprendre autant la fonction de l'écrit dans la confrontation du sujet à la barre de sa vérité, que la traversée de la cure : de la lettre en souffrance dans le transfert à la lettre de l'amour dans la passe., A carta de amor é um ato de revolta que permite a transição de uma lógica fronteiriça para uma lógica litorânea, de virada. Entre o saber e o gozo, a letra faz um litoral para sair do impasse da demanda de sentido e da miragem do fálico. Por meio desse passo, a carta de amor permite compreender não apenas a função do que está escrito no confronto do sujeito com a barra de sua verdade, mas também o caminho da cura: da carta no sofrimento na transferência à carta de amor no passe

[EUS] Lan hau CAF Signalling enpresan garatutako proiektu bat da, eta teknologia desberdinen arteko zubiak sortzeko eta inplementatzeko soluzioa proposatzen da, hain zuzen ere, Train Simulator 2021 bideo-jokoaren eta ATO (Automatic train operation) sistemaren artean. Honetaz gain, erabilgarriak diren tresna gehiago ere gehitzen dira zubi honetan; batetik, RailDriver kabina kontroladorea, eta bestetik, ikusmen artifizialeko PER eredua.

Maintaining a competitive advantage in conflict requires a Marine Corps that can rapidly develop and field technologies to the operational forces. In the 2019 "Commandant's Planning Guidance," the Commandant of the Marine Corps emphasized the need to enhance our capabilities in artificial intelligence, sensor-based data collection, and data-enabled decision-making. Vital to this effort is the Risk Management Framework (RMF), the mandated process by which we assess and mitigate cybersecurity risks to these systems in the rapidly evolving threat environment. To maintain its effectiveness, the Marine Corps must continue to make process improvements that support the rapid development of secure systems. This study conducts a qualitative analysis of the Marine Corps' utilization of the RMF to determine whether current assessment and authorization processes adequately address the current threat environment in a timeline that supports the warfighter. We use a mixed-methods approach to investigate the successes, shortfalls, and inefficiencies of the RMF through the experiences of interviewed subjects involved in the Marine Corps assessment and authorization process. We find that the current Marine Corps assessment and authorization process is slow, stovepiped, and compliance-based. The increasing requirement to develop and field new technologies to the operational forces and the evolving nature of security threats require the Marine Corps to improve its risk mitigation strategy., Outstanding Thesis, Major, United States Marine Corps, Captain, United States Marine Corps, Approved for public release. Distribution is unlimited.

This Joint Applied Project analyzes the current and near propositions for automated tracking systems to modernize acquisition planning. The text provides recommendations on a standardized, seamless, end-to-end (E2E), shared process and data environment across a multitude of enterprises and communities of interest. Research enhances available modules and decision aid tools to facilitate knowledge discovery and management for stakeholders in requirements generation, acquisition management and resource planning. The main goal is to educate stakeholders on resources available on a shared virtual working environment and to facilitate a common picture of individual platform mission capabilities and identified shortfalls. This knowledge enables decision makers to select the most capable platform to fill mission need and identifies capability gaps that steer planning and execution. The data collection involves examining recent articles, automated system user guides, command metrics, and research data on new and existing automated tracking tools. Some of the text is inherently technical, discussing navigational tools and corresponding acquisition planning to the utility of each system. The text provides recommendations on automated workflow tracking implementation along with a basic checklist for the reader to use to ascertain what functionalities are best suited for tailored specific command mission., Civilian, Department of the Navy, Approved for public release. Distribution is unlimited.

This paper is the result of a doctoral research on suicide in a journey that goes from Freud to Lacan, following the common thread of a question that does not presuppose the desire to live as natural. From the review and articulation of three concepts (acting out, passage to the act, and act) in Lacan's teaching, it makes a proposal divergent from the moral and psychopathologizing mantle that extends –even sometimes within psychoanalysis itself– over suicide. The limits of classification are crossed in order to unfold the surface towards and ethics of the suicidal act., Cet article est le résultat d'une recherche doctorale sur le suicide qui parcourt les approches de Freud à Lacan, en suivant comme fil conducteur une question qui ne présuppose pas le désir de vivre comme étant naturel. À partir de la révision et de l'articulation de trois concepts (acting out, passage à l'acte et acte) dans l'enseignement de Lacan, l’on propose une approche qui s’éloigne d’un regard moral et psychopathologique présent - parfois dans la psychanalyse elle-même- sur le suicide. Les limites de la classification sont franchies afin d’étendre le champ d’analyse vers une éthique de l'acte suicidaire., O presente artigo é o resultado de uma pesquisa de doutorado sobre o suicídio numa trajetória que vai de Freud a Lacan, seguindo o fio de uma pergunta que não pressupõe o desejo de viver como uma coisa natural. Partindo da revisão e articulação de três conceitos (acting out, passagem ao ato e ato) no ensino de Lacan, uma proposta divergente é feita ao manto da moral e da psicopatologização que se estende - mesmo às vezes dentro da psicanálise por si próprio - sobre o suicídio. Os limites de classificação são cruzados a fim de desdobrar a superfície em direção a uma ética do ato suicida., El presente artículo es resultado de una investigación doctoral sobre el suicidio en un recorrido que va de Freud a Lacan, siguiendo el hilo conductor de una pregunta que no presupone el deseo de vivir como natural. A partir de la revisión y articulación de tres conceptos (acting out, pasaje al acto y acto) en la enseñanza de Lacan se realiza una propuesta divergente al manto de moral y psicopatologización que se extiende –aun en ocasiones dentro del mismo psicoanálisis– sobre el suicidio. Se franquean los límites de la clasificación para desplegar la superficie hacia una ética del acto suicida.

[EUS] Lan hau CAF Signalling enpresan garatutako proiektu bat da, eta teknologia desberdinen arteko zubiak sortzeko eta inplementatzeko soluzioa proposatzen da, hain zuzen ere, Train Simulator 2021 bideo-jokoaren eta ATO (Automatic train operation) sistemaren artean. Honetaz gain, erabilgarriak diren tresna gehiago ere gehitzen dira zubi honetan; batetik, RailDriver kabina kontroladorea, eta bestetik, ikusmen artifizialeko PER eredua.

The Armed Forces of Ukraine today are becoming a part of European and world miliary culture, irrevocably getting rid of any Soviet stereotypes in their appearance. A significant part of Ukrainian scientists devote their works to the study of the implementation of national traditions in the symbols, emblems and insignia of uniforms. At the same time, there is a certain lack of attention to the coverage of the design and design of a military suit, which reduces the overall scientific value of research.At this stage of the transition of the Ukrainian army to NATO standards, a careful analysis is needed of how the process of forming a new type of national army was carried out during independence, how the Revolution of Dignity and the war in the East of Ukraine influenced this, and what needs to be done for the evolutionary finale of creating an original image of a modernized army independent Ukraine.This approach determined the main research methods − monitoring, comparative method, classification method, method of interaction and development, which require that all phenomena that are considered should be illuminated, taking into account the diversity of connections and in dynamics.The search for historical analogies and sources revealed the fact that during the period of the struggle for independence in 1917−1921, unique and perfect samples of the Ukrainian military suit with purely national features were created. These creative developments 100 years later, already in our time, were in demand and became the subject of rethinking and the basic basis for the transformation of the cultural achievements of the past into the modern uniform of the Armed Forces of Ukraine.Research has shown a deep historical, cultural and mental connection between times and generations. This was manifested in the fact that in the 21st century, the formation of its own national uniform, as well as a century ago, took place in conditions of war, in a difficult struggle to eradicate the imperia

This article examines the experience of training officers at the Hetman Petro Sagaidachny National Army Academy during the aggression of the Russian Federation against Ukraine (2014 - 2018). It is noted that 2014 was the most difficult year for the Ukrainian army, but it was then that a mechanism of radical changes was launched to reform and strengthen it. A significant contribution to the training of the officer corps of the Land Forces is made by the leading military university of Ukraine – National Army Academy. Experience of training cadets of this. Higher military educational institution during the years of anti-terrorist operation and Joint Forces Operation. Generalization of combat experience in the anti-terrorist operation zone is the basis of educational material. The Academy is considering new issues related to the use of troops, theory and practice of modern hybrid warfare, which is at the intersection of political and force components. Scientists study issues of information warfare, extension of the resource of armaments and military equipment in the field, improvement of shooting techniques, etc.

In this thesis, alternative back contacts for Cu2ZnSnS4 (CZTS) thin film solar cells were investigated. Back contacts for two different configurations were studied, namely traditional single-junction cells with opaque back contacts and transparent back contacts for possible use in either tandem or bifacial solar cell configuration. CZTS is processed under chemically challenging conditions, such as high temperature and high chalcogen partial pressure. This places great demands on the back contact. Mo is the standard choice as back contact, but reacts with chalcogens to form MoS(e)2 while the CZTS decomposes, mainly into detrimental secondary phases. Thin MoS(e)2 is assumed to be beneficial for the electrical contact, but excessive thickness is detrimental to solar cell performance. The back contact acts as diffusion medium for Na during annealing when soda-lime glass is used as substrate. Na influences both defect passivation and doping in CZTS and increases the efficiency of the solar cells. The ability of the back contact to facilitate Na diffusion is an important property that must be monitored. Titanium nitride (TiN) as an interlayer between the opaque molybdenum (Mo) and CZTS as well as complete replacement of Mo with TiN back contacts were investigated. TiN was found to be chemically stable in typical anneal conditions. Formation of MoS(e)2 was observed only in areas where the TiN interlayers did not fully cover the Mo, following from the surface roughness of Mo and insufficient step-coverage of the sputter-deposition of TiN. Thick TiN interlayers (200 nm) were found to increase the diffusion of Na to the absorber layer from the glass substrate. For precursors annealed in sulfur atmosphere, improved device efficiency was observed for increased TiN thickness. Transparent back contacts can be used in either tandem configurations where two or more absorber materials are used to more efficiently use different parts of the solar spectra, or in bifacial solar cells t

Automatic train operation eller ATO är ett begrepp som innebär att någon funktion för framförandet av ett tåg är automatiserad. Det finns flera olika nivåer av ATO allt från att endast signalsäkerhetssystemet (takhastighets- och stoppsignalskontroll) är automatiserat, som är fallet i Sverige med ATC, till helt automatisk drift utan någon ombordpersonal. Den här förstudien fokuserar på en högre grad av automation (GoA) än enbart signalsäkerhetssystemet. ATO finns implementerat på många olika metrosystem runt om i världen, många av dem är helt automatiserade som i Köpenhamn. Däremot finns det få järnvägssystem med ATO på det öppna järnvägsnätet idag. Järnvägen i Sverige har idag flertalet utmaningar, bland annat kopplat till kapacitetsbrist, bristande lönsamhet (primärt godsoperatörer) och robusthet. Frågan är om ATO skulle kunna vara en dellösning till dessa problem? I förstudien har dessa områden analyserats och med ett ATO-system kommer varje tåg att framföras som det är programmerat att göra, det vill säga att variationen i förarbeteende försvinner vilket innebär att mindre bufferttid behövs i tidtabellsläggningen och det gör det möjligt att kunna trafikera tågen tätare. Däremot är ATO inte den totala lösningen för ökad kapacitet utan även uppehållstiderna vid stationer är styrande och variationen för dessa behöver även reduceras. Ett annat problem är den bristande lönsamhet, speciellt för godstågsoperatörer, och en orsak kan vara problem med att åstadkomma en effektiv personalplanering. En indikation på detta är hur lång tid som uppehåll enbart kopplade till förare (personalbyten och raster) tar varje år. För godstågen är den siffran 420 000 minuter medan för resandetågen är den 11 000 minuter. Robustheten är ett problem för järnvägssystem och störningar som orsakas av förare står för ca 1 % av den totala förseningstiden för persontåg och ca 6 % för godstågen i tågplan 2019. Vad krävs då för att implementera ATO? Det finns två olika huvudnivåer som kräver olika f, QC 20210113

In this thesis, alternative back contacts for Cu2ZnSnS4 (CZTS) thin film solar cells were investigated. Back contacts for two different configurations were studied, namely traditional single-junction cells with opaque back contacts and transparent back contacts for possible use in either tandem or bifacial solar cell configuration. CZTS is processed under chemically challenging conditions, such as high temperature and high chalcogen partial pressure. This places great demands on the back contact. Mo is the standard choice as back contact, but reacts with chalcogens to form MoS(e)2 while the CZTS decomposes, mainly into detrimental secondary phases. Thin MoS(e)2 is assumed to be beneficial for the electrical contact, but excessive thickness is detrimental to solar cell performance. The back contact acts as diffusion medium for Na during annealing when soda-lime glass is used as substrate. Na influences both defect passivation and doping in CZTS and increases the efficiency of the solar cells. The ability of the back contact to facilitate Na diffusion is an important property that must be monitored. Titanium nitride (TiN) as an interlayer between the opaque molybdenum (Mo) and CZTS as well as complete replacement of Mo with TiN back contacts were investigated. TiN was found to be chemically stable in typical anneal conditions. Formation of MoS(e)2 was observed only in areas where the TiN interlayers did not fully cover the Mo, following from the surface roughness of Mo and insufficient step-coverage of the sputter-deposition of TiN. Thick TiN interlayers (200 nm) were found to increase the diffusion of Na to the absorber layer from the glass substrate. For precursors annealed in sulfur atmosphere, improved device efficiency was observed for increased TiN thickness. Transparent back contacts can be used in either tandem configurations where two or more absorber materials are used to more efficiently use different parts of the solar spectra, or in bifacial solar cells t

Sammanfattning Kurs: Examensarbete i Logistik för Civilekonomprogrammet, 30 hp, 4FE19E. Författare: Jakob Bergman och Jim Andersson. Examinator: Peter Berling Handledare: Peter Berling Medbedömare: Hana Hulthén Titel: Saldoavvikelser i producerande företag, en fallstudie på Getinge Disinfection AB. Bakgrund: En välfungerande lagerhållning är en väsentlig grundsten för ett företags framgångar. I takt med att lagerhållningen blivit mer automatiserad och effektiviserad ställs högre krav på att informationen om lagersaldon stämmer överens med verkligheten. Saldoavvikelser är ett utbrett problem som kan påverka många olika delar av en verksamhet, såsom felaktiga underlag för inköp, den dagliga driften och företagets servicegrad. Fallföretaget Getinge Disinfection AB upplever främst att saldoavvikelser på företaget får effekt på den dagliga driften, något som denna studie ämnar undersöka. Syfte: Studien syftar till att identifiera konsekvenser och orsaker till saldoavvikelser på Getinge Disinfection AB samt ge förbättringsförslag som kan reducera saldoavvikelser på företaget. Metod: Denna studie har en kvalitativ forskningsstrategi. Vidare är studiens forskningsdesign en fallstudie då den endast undersöker ett fall ingående och detaljerat. Resultat: Studien fann att saldoavvikelser kan uppstå i alla steg i den studerade processen, med varierande primära orsaker i de olika stegen i processen. Bland de konsekvenser som funnits är de främsta icke-värdeskapande aktiviteter, opålitliga underlag för inköpsbeslut, OOS och ökade ledtider. Majoriteten av orsakerna grundar sig i den mänskliga faktorn, det vill säga att anställda inte följer rutiner eller gör misstag i processen. Dessa misstag kan ske i olika aktiviteter i processen och det finns olika primärorsaker beroende på var i processen misstaget sker. Vidare har författarna tagit fram förbättringsförslag för att effektivisera Getinge Disinfection ABs produktionsprocess. De mest lämpliga förbättringsförslagen är att skapa f, Course: Degree project in Logistics, the Business Administration and Economics Programme, 30 credits, 4FE19E. Authors: Jakob Bergman and Jim Andersson. Examiner: Peter Berling. Tutor: Peter Berling. Co-judger: Hana Hulthén Title: Inventory record inaccuracies in manufacturing companies, a case study on Getinge Disinfection AB. Background: Effective inventory management is of considerable importance for most successful businesses. Without it, companies would be hard-pressed to meet the demands of consumers that place a high value on fast deliveries and product availability. As a result, businesses have turned to increased automation of their inventory management. This automation relies heavily on information such as inventory records being accurate and up to date. Inventory record inaccuracies result in purchases or decisions being made on incorrect assumptions of the companies’ actual inventory status, which has a negative effect on many aspects of the business. However, most studies on this subject focus on inventory record inaccuracies in a retailing context, whereas this study focuses on a large manufacturing company (Getinge Disinfection AB) using an Assemble to Order model. Purpose: The purpose of this study is to identify the different causes and consequences of inventory record inaccuracies (IRI) at Getinge Disinfection AB. Furthermore, the study aims to offer proposals on how to improve inventory record accuracy at Getinge Disinfection AB. Methodology: This paper adopts a qualitative research strategy with a case-study approach. Findings: The study concluded that inventory record inaccuracies can arise in all areas of the studied process, with different primary reasons for different stages of the process. Most of the causes of IRI can be attributed to the human factor, such as incorrect identification of the items, unregistered movements of goods, and transaction errors. The consequences of (IRI) were mainly the resulting non-value adding a

In the 2020 timetable the Dutch legacy signalling and automatic train protection systems (ATB/NS’54) are operating at maximum capacity in the busiest parts of the network. With future expansions of services in mind, the capacity provided by the legacy systems could be considered insufficient. The planned implementation of the ERTMS/ETCS Level 2 system might still not provide sufficient capacity in these locations. This thesis investigates how the technological developments of the Hybrid Level 3 and ATO (GoA2) systems could contribute to the capacity of the railway network with the objective to provide a solution for the busiest part of the Dutch railway network. The capacity effects of these systems are analysed through a simulation case study on the SAAL corridor on the Dutch railway network, using a variant of the 2030 timetable. Through timetable compressions, the capacity that the different systems (ATB/NS’54, ERTMS/ETCS Level 2, Hybrid Level 3 and ATO) provide in different configurations. A further comparison between the human driver behaviour and automatic systems is made to determine where possible capacity benefits could be gained from. The thesis was partly used as an opportunity to further develop capacity modelling methods for ERTMS/ETCS and ATO based on the constraints provided by the systems and modelling software. The timetable compressions provided an overview of each separate system and configuration step and their contribution to the capacity. The results of the timetable compressions indicated that the ERTMS/ETCS Hybrid Level 3 and ATO systems provided 4 main steps for increasing capacity. 1. Improving braking behaviour through the use of ERTMS/ETCS braking curves instead of the legacy system 2. The use of shorter block sections through the ERTMS/ETCS Hybrid Level 3 system 3. An optimisation of driving/braking behaviour through the ATO system 4. The possibility to limit headway buffer times due to homogenisation of train movements brought by the AT, Civil Engineering | Transport and Planning

In this thesis, alternative back contacts for Cu2ZnSnS4 (CZTS) thin film solar cells were investigated. Back contacts for two different configurations were studied, namely traditional single-junction cells with opaque back contacts and transparent back contacts for possible use in either tandem or bifacial solar cell configuration. CZTS is processed under chemically challenging conditions, such as high temperature and high chalcogen partial pressure. This places great demands on the back contact. Mo is the standard choice as back contact, but reacts with chalcogens to form MoS(e)2 while the CZTS decomposes, mainly into detrimental secondary phases. Thin MoS(e)2 is assumed to be beneficial for the electrical contact, but excessive thickness is detrimental to solar cell performance. The back contact acts as diffusion medium for Na during annealing when soda-lime glass is used as substrate. Na influences both defect passivation and doping in CZTS and increases the efficiency of the solar cells. The ability of the back contact to facilitate Na diffusion is an important property that must be monitored. Titanium nitride (TiN) as an interlayer between the opaque molybdenum (Mo) and CZTS as well as complete replacement of Mo with TiN back contacts were investigated. TiN was found to be chemically stable in typical anneal conditions. Formation of MoS(e)2 was observed only in areas where the TiN interlayers did not fully cover the Mo, following from the surface roughness of Mo and insufficient step-coverage of the sputter-deposition of TiN. Thick TiN interlayers (200 nm) were found to increase the diffusion of Na to the absorber layer from the glass substrate. For precursors annealed in sulfur atmosphere, improved device efficiency was observed for increased TiN thickness. Transparent back contacts can be used in either tandem configurations where two or more absorber materials are used to more efficiently use different parts of the solar spectra, or in bifacial solar cells t

Automatic train operation eller ATO är ett begrepp som innebär att någon funktion för framförandet av ett tåg är automatiserad. Det finns flera olika nivåer av ATO allt från att endast signalsäkerhetssystemet (takhastighets- och stoppsignalskontroll) är automatiserat, som är fallet i Sverige med ATC, till helt automatisk drift utan någon ombordpersonal. Den här förstudien fokuserar på en högre grad av automation (GoA) än enbart signalsäkerhetssystemet. ATO finns implementerat på många olika metrosystem runt om i världen, många av dem är helt automatiserade som i Köpenhamn. Däremot finns det få järnvägssystem med ATO på det öppna järnvägsnätet idag. Järnvägen i Sverige har idag flertalet utmaningar, bland annat kopplat till kapacitetsbrist, bristande lönsamhet (primärt godsoperatörer) och robusthet. Frågan är om ATO skulle kunna vara en dellösning till dessa problem? I förstudien har dessa områden analyserats och med ett ATO-system kommer varje tåg att framföras som det är programmerat att göra, det vill säga att variationen i förarbeteende försvinner vilket innebär att mindre bufferttid behövs i tidtabellsläggningen och det gör det möjligt att kunna trafikera tågen tätare. Däremot är ATO inte den totala lösningen för ökad kapacitet utan även uppehållstiderna vid stationer är styrande och variationen för dessa behöver även reduceras. Ett annat problem är den bristande lönsamhet, speciellt för godstågsoperatörer, och en orsak kan vara problem med att åstadkomma en effektiv personalplanering. En indikation på detta är hur lång tid som uppehåll enbart kopplade till förare (personalbyten och raster) tar varje år. För godstågen är den siffran 420 000 minuter medan för resandetågen är den 11 000 minuter. Robustheten är ett problem för järnvägssystem och störningar som orsakas av förare står för ca 1 % av den totala förseningstiden för persontåg och ca 6 % för godstågen i tågplan 2019. Vad krävs då för att implementera ATO? Det finns två olika huvudnivåer som kräver olika f, QC 20210113

The 2019 elections in Argentina, held at both the provincial and national levels, gave rise to a campaign style centered on the closeness between party leaders and their electors. Indexical images – whether static or in movement, and regardless of the devices used to capture and broadcast them – are relevant units of observation for examining a design grammar that privileges the potential and power of political candidates over the specifics of their government plans. Our study seeks to detect – in visual and audiovisual ads by the Frente de Todos coalition – a style of communication that places politicians and civilians on an equal plane, along with the secular elements and spaces that connote the entirety of these representations. To this end, we amassed two corpora of images: one depicting Alberto Fernández, the presidential candidate; and another showing Axel Kicillof, who ran for Governor of Buenos Aires Province. We assessed them individually and compared them through a methodological process known as the “principle of differentiation.” We sought to recognize the compositional logic behind the images used for political campaigns in Argentina, which we believe form a system alongside the typical linguistic discourses employed in electoral contexts., Nas eleições executivas argentinas de âmbito nacional e estadual bonaerense, ocorridas em 2019, foi consolidado um estilo de composição eleitoral materializado na proximidade que intermedeia entre dirigentes partidários e eleitores. As imagens indiciais, tanto fixas quanto em movimento, e com independência do dispositivo tecnológico escolhido para a sua circulação, constituem unidades de observação pertinentes para analisar uma gramática do design, que privilegia a exposição da potência dos candidatos por sobre a atualização de seus programas de governo. O estudo que apresentamos consiste na identificação, em anúncios visuais e audiovisuais da coalizão Frente de Todos, de um estilo de comunicação que inclui corpos políticos e civis em grau de igualdade, e elementos e espaços seculares que conotam ao conjunto das representações. Para tanto, tem sido elaborados dois corpora de imagens, um deles protagonizado por Alberto Fernández e o outro por Axel Kicillof, com o intuito de aplicar, sobre cada um deles e posteriormente entre si, o procedimento metodológico denominado princípio da diferença. O impacto que se pretende obter consiste no reconhecimento da estrutura de composição de imagens de uso eleitoral vigente na Argentina, a qual acreditamos que forma um sistema com os discursos linguísticos habituais nas campanhas eleitorais., En las elecciones llevadas a cabo en Argentina en 2019 se ha consolidado un estilo de composición de candidaturas sustanciado en la proximidad que intermedia entre dirigentes partidarios y electores. Las imágenes indiciales, tanto fijas como en movimiento y con independencia del dispositivo tecnológico elegido para su circulación, constituyen unidades de observación pertinentes para examinar una gramática de diseño que privilegia la exposición de la potencia de los candidatos por sobre la actualización de sus programas de gobierno. El estudio que presentamos consiste en la detección, en avisos visuales y audiovisuales de la coalición Frente de Todos, de un estilo de comunicación que incluye cuerpos políticos y civiles en grado de igualdad, y elementos y espacios seculares que connotan al conjunto de las representaciones. Para ello, han sido elaborados dos corpus de imágenes: uno protagonizado por Alberto Fernández y otro por Axel Kicillof, con objeto de aplicar, sobre cada uno de ellos y luego entre sí, el procedimiento metodológico denominado “principio de la diferencia”. El impacto que se pretende obtener consiste en el reconocimiento de la estructura de composición de imágenes de uso electoral vigente en Argentina, la cual creemos que forma un sistema con los discursos lingüísticos habituales en las campañas electorales.

In the 2020 timetable the Dutch legacy signalling and automatic train protection systems (ATB/NS’54) are operating at maximum capacity in the busiest parts of the network. With future expansions of services in mind, the capacity provided by the legacy systems could be considered insufficient. The planned implementation of the ERTMS/ETCS Level 2 system might still not provide sufficient capacity in these locations. This thesis investigates how the technological developments of the Hybrid Level 3 and ATO (GoA2) systems could contribute to the capacity of the railway network with the objective to provide a solution for the busiest part of the Dutch railway network. The capacity effects of these systems are analysed through a simulation case study on the SAAL corridor on the Dutch railway network, using a variant of the 2030 timetable. Through timetable compressions, the capacity that the different systems (ATB/NS’54, ERTMS/ETCS Level 2, Hybrid Level 3 and ATO) provide in different configurations. A further comparison between the human driver behaviour and automatic systems is made to determine where possible capacity benefits could be gained from. The thesis was partly used as an opportunity to further develop capacity modelling methods for ERTMS/ETCS and ATO based on the constraints provided by the systems and modelling software. The timetable compressions provided an overview of each separate system and configuration step and their contribution to the capacity. The results of the timetable compressions indicated that the ERTMS/ETCS Hybrid Level 3 and ATO systems provided 4 main steps for increasing capacity. 1. Improving braking behaviour through the use of ERTMS/ETCS braking curves instead of the legacy system 2. The use of shorter block sections through the ERTMS/ETCS Hybrid Level 3 system 3. An optimisation of driving/braking behaviour through the ATO system 4. The possibility to limit headway buffer times due to homogenisation of train movements brought by the AT, Civil Engineering | Transport and Planning

Automatic train operation eller ATO är ett begrepp som innebär att någon funktion för framförandet av ett tåg är automatiserad. Det finns flera olika nivåer av ATO allt från att endast signalsäkerhetssystemet (takhastighets- och stoppsignalskontroll) är automatiserat, som är fallet i Sverige med ATC, till helt automatisk drift utan någon ombordpersonal. Den här förstudien fokuserar på en högre grad av automation (GoA) än enbart signalsäkerhetssystemet. ATO finns implementerat på många olika metrosystem runt om i världen, många av dem är helt automatiserade som i Köpenhamn. Däremot finns det få järnvägssystem med ATO på det öppna järnvägsnätet idag. Järnvägen i Sverige har idag flertalet utmaningar, bland annat kopplat till kapacitetsbrist, bristande lönsamhet (primärt godsoperatörer) och robusthet. Frågan är om ATO skulle kunna vara en dellösning till dessa problem? I förstudien har dessa områden analyserats och med ett ATO-system kommer varje tåg att framföras som det är programmerat att göra, det vill säga att variationen i förarbeteende försvinner vilket innebär att mindre bufferttid behövs i tidtabellsläggningen och det gör det möjligt att kunna trafikera tågen tätare. Däremot är ATO inte den totala lösningen för ökad kapacitet utan även uppehållstiderna vid stationer är styrande och variationen för dessa behöver även reduceras. Ett annat problem är den bristande lönsamhet, speciellt för godstågsoperatörer, och en orsak kan vara problem med att åstadkomma en effektiv personalplanering. En indikation på detta är hur lång tid som uppehåll enbart kopplade till förare (personalbyten och raster) tar varje år. För godstågen är den siffran 420 000 minuter medan för resandetågen är den 11 000 minuter. Robustheten är ett problem för järnvägssystem och störningar som orsakas av förare står för ca 1 % av den totala förseningstiden för persontåg och ca 6 % för godstågen i tågplan 2019. Vad krävs då för att implementera ATO? Det finns två olika huvudnivåer som kräver olika f, QC 20210113

Automatic train operation eller ATO är ett begrepp som innebär att någon funktion för framförandet av ett tåg är automatiserad. Det finns flera olika nivåer av ATO allt från att endast signalsäkerhetssystemet (takhastighets- och stoppsignalskontroll) är automatiserat, som är fallet i Sverige med ATC, till helt automatisk drift utan någon ombordpersonal. Den här förstudien fokuserar på en högre grad av automation (GoA) än enbart signalsäkerhetssystemet. ATO finns implementerat på många olika metrosystem runt om i världen, många av dem är helt automatiserade som i Köpenhamn. Däremot finns det få järnvägssystem med ATO på det öppna järnvägsnätet idag. Järnvägen i Sverige har idag flertalet utmaningar, bland annat kopplat till kapacitetsbrist, bristande lönsamhet (primärt godsoperatörer) och robusthet. Frågan är om ATO skulle kunna vara en dellösning till dessa problem? I förstudien har dessa områden analyserats och med ett ATO-system kommer varje tåg att framföras som det är programmerat att göra, det vill säga att variationen i förarbeteende försvinner vilket innebär att mindre bufferttid behövs i tidtabellsläggningen och det gör det möjligt att kunna trafikera tågen tätare. Däremot är ATO inte den totala lösningen för ökad kapacitet utan även uppehållstiderna vid stationer är styrande och variationen för dessa behöver även reduceras. Ett annat problem är den bristande lönsamhet, speciellt för godstågsoperatörer, och en orsak kan vara problem med att åstadkomma en effektiv personalplanering. En indikation på detta är hur lång tid som uppehåll enbart kopplade till förare (personalbyten och raster) tar varje år. För godstågen är den siffran 420 000 minuter medan för resandetågen är den 11 000 minuter. Robustheten är ett problem för järnvägssystem och störningar som orsakas av förare står för ca 1 % av den totala förseningstiden för persontåg och ca 6 % för godstågen i tågplan 2019. Vad krävs då för att implementera ATO? Det finns två olika huvudnivåer som kräver olika f, QC 20210113

In this thesis, alternative back contacts for Cu2ZnSnS4 (CZTS) thin film solar cells were investigated. Back contacts for two different configurations were studied, namely traditional single-junction cells with opaque back contacts and transparent back contacts for possible use in either tandem or bifacial solar cell configuration. CZTS is processed under chemically challenging conditions, such as high temperature and high chalcogen partial pressure. This places great demands on the back contact. Mo is the standard choice as back contact, but reacts with chalcogens to form MoS(e)2 while the CZTS decomposes, mainly into detrimental secondary phases. Thin MoS(e)2 is assumed to be beneficial for the electrical contact, but excessive thickness is detrimental to solar cell performance. The back contact acts as diffusion medium for Na during annealing when soda-lime glass is used as substrate. Na influences both defect passivation and doping in CZTS and increases the efficiency of the solar cells. The ability of the back contact to facilitate Na diffusion is an important property that must be monitored. Titanium nitride (TiN) as an interlayer between the opaque molybdenum (Mo) and CZTS as well as complete replacement of Mo with TiN back contacts were investigated. TiN was found to be chemically stable in typical anneal conditions. Formation of MoS(e)2 was observed only in areas where the TiN interlayers did not fully cover the Mo, following from the surface roughness of Mo and insufficient step-coverage of the sputter-deposition of TiN. Thick TiN interlayers (200 nm) were found to increase the diffusion of Na to the absorber layer from the glass substrate. For precursors annealed in sulfur atmosphere, improved device efficiency was observed for increased TiN thickness. Transparent back contacts can be used in either tandem configurations where two or more absorber materials are used to more efficiently use different parts of the solar spectra, or in bifacial solar cells t

Automatic train operation eller ATO är ett begrepp som innebär att någon funktion för framförandet av ett tåg är automatiserad. Det finns flera olika nivåer av ATO allt från att endast signalsäkerhetssystemet (takhastighets- och stoppsignalskontroll) är automatiserat, som är fallet i Sverige med ATC, till helt automatisk drift utan någon ombordpersonal. Den här förstudien fokuserar på en högre grad av automation (GoA) än enbart signalsäkerhetssystemet. ATO finns implementerat på många olika metrosystem runt om i världen, många av dem är helt automatiserade som i Köpenhamn. Däremot finns det få järnvägssystem med ATO på det öppna järnvägsnätet idag. Järnvägen i Sverige har idag flertalet utmaningar, bland annat kopplat till kapacitetsbrist, bristande lönsamhet (primärt godsoperatörer) och robusthet. Frågan är om ATO skulle kunna vara en dellösning till dessa problem? I förstudien har dessa områden analyserats och med ett ATO-system kommer varje tåg att framföras som det är programmerat att göra, det vill säga att variationen i förarbeteende försvinner vilket innebär att mindre bufferttid behövs i tidtabellsläggningen och det gör det möjligt att kunna trafikera tågen tätare. Däremot är ATO inte den totala lösningen för ökad kapacitet utan även uppehållstiderna vid stationer är styrande och variationen för dessa behöver även reduceras. Ett annat problem är den bristande lönsamhet, speciellt för godstågsoperatörer, och en orsak kan vara problem med att åstadkomma en effektiv personalplanering. En indikation på detta är hur lång tid som uppehåll enbart kopplade till förare (personalbyten och raster) tar varje år. För godstågen är den siffran 420 000 minuter medan för resandetågen är den 11 000 minuter. Robustheten är ett problem för järnvägssystem och störningar som orsakas av förare står för ca 1 % av den totala förseningstiden för persontåg och ca 6 % för godstågen i tågplan 2019. Vad krävs då för att implementera ATO? Det finns två olika huvudnivåer som kräver olika f, QC 20210113

Sammanfattning Kurs: Examensarbete i Logistik för Civilekonomprogrammet, 30 hp, 4FE19E. Författare: Jakob Bergman och Jim Andersson. Examinator: Peter Berling Handledare: Peter Berling Medbedömare: Hana Hulthén Titel: Saldoavvikelser i producerande företag, en fallstudie på Getinge Disinfection AB. Bakgrund: En välfungerande lagerhållning är en väsentlig grundsten för ett företags framgångar. I takt med att lagerhållningen blivit mer automatiserad och effektiviserad ställs högre krav på att informationen om lagersaldon stämmer överens med verkligheten. Saldoavvikelser är ett utbrett problem som kan påverka många olika delar av en verksamhet, såsom felaktiga underlag för inköp, den dagliga driften och företagets servicegrad. Fallföretaget Getinge Disinfection AB upplever främst att saldoavvikelser på företaget får effekt på den dagliga driften, något som denna studie ämnar undersöka. Syfte: Studien syftar till att identifiera konsekvenser och orsaker till saldoavvikelser på Getinge Disinfection AB samt ge förbättringsförslag som kan reducera saldoavvikelser på företaget. Metod: Denna studie har en kvalitativ forskningsstrategi. Vidare är studiens forskningsdesign en fallstudie då den endast undersöker ett fall ingående och detaljerat. Resultat: Studien fann att saldoavvikelser kan uppstå i alla steg i den studerade processen, med varierande primära orsaker i de olika stegen i processen. Bland de konsekvenser som funnits är de främsta icke-värdeskapande aktiviteter, opålitliga underlag för inköpsbeslut, OOS och ökade ledtider. Majoriteten av orsakerna grundar sig i den mänskliga faktorn, det vill säga att anställda inte följer rutiner eller gör misstag i processen. Dessa misstag kan ske i olika aktiviteter i processen och det finns olika primärorsaker beroende på var i processen misstaget sker. Vidare har författarna tagit fram förbättringsförslag för att effektivisera Getinge Disinfection ABs produktionsprocess. De mest lämpliga förbättringsförslagen är att skapa f, Course: Degree project in Logistics, the Business Administration and Economics Programme, 30 credits, 4FE19E. Authors: Jakob Bergman and Jim Andersson. Examiner: Peter Berling. Tutor: Peter Berling. Co-judger: Hana Hulthén Title: Inventory record inaccuracies in manufacturing companies, a case study on Getinge Disinfection AB. Background: Effective inventory management is of considerable importance for most successful businesses. Without it, companies would be hard-pressed to meet the demands of consumers that place a high value on fast deliveries and product availability. As a result, businesses have turned to increased automation of their inventory management. This automation relies heavily on information such as inventory records being accurate and up to date. Inventory record inaccuracies result in purchases or decisions being made on incorrect assumptions of the companies’ actual inventory status, which has a negative effect on many aspects of the business. However, most studies on this subject focus on inventory record inaccuracies in a retailing context, whereas this study focuses on a large manufacturing company (Getinge Disinfection AB) using an Assemble to Order model. Purpose: The purpose of this study is to identify the different causes and consequences of inventory record inaccuracies (IRI) at Getinge Disinfection AB. Furthermore, the study aims to offer proposals on how to improve inventory record accuracy at Getinge Disinfection AB. Methodology: This paper adopts a qualitative research strategy with a case-study approach. Findings: The study concluded that inventory record inaccuracies can arise in all areas of the studied process, with different primary reasons for different stages of the process. Most of the causes of IRI can be attributed to the human factor, such as incorrect identification of the items, unregistered movements of goods, and transaction errors. The consequences of (IRI) were mainly the resulting non-value adding a

In this thesis, alternative back contacts for Cu2ZnSnS4 (CZTS) thin film solar cells were investigated. Back contacts for two different configurations were studied, namely traditional single-junction cells with opaque back contacts and transparent back contacts for possible use in either tandem or bifacial solar cell configuration. CZTS is processed under chemically challenging conditions, such as high temperature and high chalcogen partial pressure. This places great demands on the back contact. Mo is the standard choice as back contact, but reacts with chalcogens to form MoS(e)2 while the CZTS decomposes, mainly into detrimental secondary phases. Thin MoS(e)2 is assumed to be beneficial for the electrical contact, but excessive thickness is detrimental to solar cell performance. The back contact acts as diffusion medium for Na during annealing when soda-lime glass is used as substrate. Na influences both defect passivation and doping in CZTS and increases the efficiency of the solar cells. The ability of the back contact to facilitate Na diffusion is an important property that must be monitored. Titanium nitride (TiN) as an interlayer between the opaque molybdenum (Mo) and CZTS as well as complete replacement of Mo with TiN back contacts were investigated. TiN was found to be chemically stable in typical anneal conditions. Formation of MoS(e)2 was observed only in areas where the TiN interlayers did not fully cover the Mo, following from the surface roughness of Mo and insufficient step-coverage of the sputter-deposition of TiN. Thick TiN interlayers (200 nm) were found to increase the diffusion of Na to the absorber layer from the glass substrate. For precursors annealed in sulfur atmosphere, improved device efficiency was observed for increased TiN thickness. Transparent back contacts can be used in either tandem configurations where two or more absorber materials are used to more efficiently use different parts of the solar spectra, or in bifacial solar cells t

This article uses the method of comparative analysis to investigate the tactics of military and political aggression of the Russian Federation in the territories of the former USSR. This tactic involves the use of disruptive geopolitical technologies of influence and direct military intervention. It is determined that the government and special services of the USSR have been laying foundations of regional separatism since at least 1990. It is on the basis of these actions that conflicts have unfolded in Abkhazia, South Ossetia, Crimea, and Donbas. The military tactics of the Russian Federation are deployed under the same scenario and include a series of measures that can be divided into four stages: creation of a separatist environment, deployment of a conflict under the disguise of civil war, military operation of the Russian Armed Forces, further freezing of the conflict. At the stage of direct military intervention, the Russian Federation is unable to sustain full-scale conflicts and is only capable of a fleeting war in a foreign territory against a country with low defense capabilities and further transition to “freezing” the conflict. In a comparative analysis, the fightings in Georgia in August–December 2008 and in Donbas on August 24–29, 2014 look very similar. In both wars, Russian aggression occurred after the activation of the separatist armed forces. Russia used the same units of ground forces, paratroopers, and intelligence services. Obviously, the same troops, especially landing parties, are to be used in a hypothetical conflict in the Baltic region. The fundamental difference lies only in the scale of aggression, which allowed the Kremlin propaganda to prove its non-interference in the events in Donbas. The Black Sea Fleet’s stay in Crimea became a fatal determinant of both the aggression against Georgia in 2008 and the events of 2014. The seizure of Crimea traces the same successive stages of the conflict escalation, except for the freezing tactic sub

Railways are facing the challenge to simultaneously increase the capacity and the operational performance of their network. Automatic train operation (ATO) can be one of the technologies to increase the capacity of the railway network. The specifications for ATO over the European Train Control System (ETCS) automatic train protection system have been defined. However, testing is taking place over legacy automatic train protection systems , such as ATBNG, as well. ATO requires information from the automatic train protection system. The goal of this master thesis is to determine the data gap between ETCS and ATBNG in relation to ATO. First a generic ATO model is developed from literature. This model presents the information required and produced by ATO. The model is used as a framework for the analysis of ATO over ETCS and ATO over ATBNG. This analysis resulted in a conceptual model of both ATO over ETCS and ATO over ATBNG. The conceptual model shows that ATBNG can provide the required information if the ATBNG operational envelope is used as the relevant safety envelope. However, currently the operational envelope of the NS’54 signalling system is the relevant safety envelope. Additional information is required to allow ATO to determine the NS’54 operational envelope. Furthermore, ATBNG is not capable of presenting ATO information to the train driver. A new ATO DMI is required. Moreover, the ProRail traffic management system is not yet capable of providing ATO with the required information for both ATO over ETCS and ATO over ATBNG. To validate the conceptual ATO over ATBNG model three case studies have been worked out. The study performed for this master thesis is an exploratory study, therefore validation of the findings and assumptions is required., Civil Engineering | Transport and Planning

This publication has been produced by the UN Women Ukraine project “Gender equality at the center of reforms, peace and security" enabled by the financial support from Sweden. Under general editorship of Tamara Martsenyuk.

This is on a brief approach to Freudian slip, acting-out, passage to the act and analytic act, inseparables elements of theory and practice, starting from an incursion by the concepts of act and scene in the work of Freud and Lacan., Trata-se de uma breve abordagem do ato falho, do acting-out, da passagem ao ato e do ato analítico, elementos indissociáveis da teoria e da clínica, partindo de uma incursão pelos conceitos de ato e de cena nas obras de Freud e de Lacan.

This publication has been produced by the UN Women Ukraine project “Gender equality at the center of reforms, peace and security" enabled by the financial support from Sweden. Under general editorship of Tamara Martsenyuk.

Railways are facing the challenge to simultaneously increase the capacity and the operational performance of their network. Automatic train operation (ATO) can be one of the technologies to increase the capacity of the railway network. The specifications for ATO over the European Train Control System (ETCS) automatic train protection system have been defined. However, testing is taking place over legacy automatic train protection systems , such as ATBNG, as well. ATO requires information from the automatic train protection system. The goal of this master thesis is to determine the data gap between ETCS and ATBNG in relation to ATO. First a generic ATO model is developed from literature. This model presents the information required and produced by ATO. The model is used as a framework for the analysis of ATO over ETCS and ATO over ATBNG. This analysis resulted in a conceptual model of both ATO over ETCS and ATO over ATBNG. The conceptual model shows that ATBNG can provide the required information if the ATBNG operational envelope is used as the relevant safety envelope. However, currently the operational envelope of the NS’54 signalling system is the relevant safety envelope. Additional information is required to allow ATO to determine the NS’54 operational envelope. Furthermore, ATBNG is not capable of presenting ATO information to the train driver. A new ATO DMI is required. Moreover, the ProRail traffic management system is not yet capable of providing ATO with the required information for both ATO over ETCS and ATO over ATBNG. To validate the conceptual ATO over ATBNG model three case studies have been worked out. The study performed for this master thesis is an exploratory study, therefore validation of the findings and assumptions is required., Civil Engineering | Transport and Planning

Antiterrorist operation in the East of Ukraine served as a catalyst for the creation, testing and finalization of the combat uniform and elements of the soldier's defense kit. In the initial stage of combat operations, the provision of personnel with modern outfits and individual means of protection was largely carried out by volunteers. This really increased the fighting efficiency of units and units of the Armed Forces, helped the formation of a new Ukrainian army, made it possible to test the acceptability of various types of foreign uniforms for Ukraine, and contributed to the creation of a new Combat Protective Kit. The article explores the role of volunteers in: providing APU with uniform and equipment, developing their new species under the influence and in the course of combat operations during the ATO period.

The influence of precursor salts in the synthesis of nickel and antimony doped tin oxide (NATO) electrodes using thermal decomposition from dissolved chloride salts was investigated. The salts investigated were SnCl4 center dot 5H(2)O, SnCl2 center dot 2H(2)O, SbCl3 and NiCl2 center dot 6H(2)O. It was shown that the use of SnCl4 center dot 5H(2)0 in the preparation process leads to a tin loss of more than 85 %. The loss of Sb can be as high as 90 % while no indications of Ni loss was observed. As a consequence, the concentration of Ni in the NATO coating will be much higher than in the precursor solution. This high and uncontrolled loss of precursors during the preparation process will lead to an unpredictable composition in the NATO coating and will have negative economic and environmental effects. It was found that using SnCl2 center dot 2H(2)0 instead of SnCl4 center dot 5H(2)O can reduce the tin loss to less than 50 %. This tin loss occurs at higher temperatures than when using SnCl4 center dot 5H(2)O where the tin loss occurs from 56 - 147 degrees C causing the composition to change both during the drying (80 - 110 degrees C) and calcination (460 - 550 degrees C) steps of the preparation process. Electrodes coated with NATO based on the two different tin salts were investigated for morphology, composition, structure, and ozone electrocatalytic properties., QC 20171020

Energy consumption reduction is one of the priorities of metro operators, due to financial cost and environmental impact. The new signalling system Communications-Based Train Control (CBTC) is being installed in new and upgraded metro lines to increase transportation capacity. But its continuous communication feature also permits to improve the energy performance of traffic operation, by updating the control command of the Automatic Train Operation (ATO) system at any point of the route. The present research addresses two main topics. The first is the design of efficient CBTC speed profiles for undisturbed train trajectory between two stations. The second takes into account the interaction between two consecutive trains under abnormal traffic conditions and proposes a tracking algorithm to save energy. In the first part of the research an off-line methodology to design optimal speed profiles for CBTC-ATO controlled trains is proposed. The methodology is based on a new multi-objective optimisation algorithm named NSGA-II-F, which is used to design speed profiles in such a way that can cover all the possible efficient solutions in a pseudo-Pareto front. The pseudo–Pareto front is built by using dominated solutions to make available a complete set of feasible situations in a driving scenario. The uncertainty in the passenger load is modelled as a fuzzy parameter. Each of the resulting speed profiles is obtained as a set of parameters that can be sent to the ATO equipment to perform the driving during the operation. The proposed optimisation algorithm makes use of detailed simulation of the train motion. Therefore, a simulator of the train motion has been developed, including detailed model of the specific ATO equipment, the ATP constraints, the traction equipment, the train dynamics and the track. A subsequent analysis considers the effect in the design of considering the regenerative energy flow between the train and the surrounding railway system. The second part of, QC 20170216

Energy consumption reduction is one of the priorities of metro operators, due to financial cost and environmental impact. The new signalling system Communications-Based Train Control (CBTC) is being installed in new and upgraded metro lines to increase transportation capacity. But its continuous communication feature also permits to improve the energy performance of traffic operation, by updating the control command of the Automatic Train Operation (ATO) system at any point of the route. The present research addresses two main topics. The first is the design of efficient CBTC speed profiles for undisturbed train trajectory between two stations. The second takes into account the interaction between two consecutive trains under abnormal traffic conditions and proposes a tracking algorithm to save energy. In the first part of the research an off-line methodology to design optimal speed profiles for CBTC-ATO controlled trains is proposed. The methodology is based on a new multi-objective optimisation algorithm named NSGA-II-F, which is used to design speed profiles in such a way that can cover all the possible efficient solutions in a pseudo-Pareto front. The pseudo–Pareto front is built by using dominated solutions to make available a complete set of feasible situations in a driving scenario. The uncertainty in the passenger load is modelled as a fuzzy parameter. Each of the resulting speed profiles is obtained as a set of parameters that can be sent to the ATO equipment to perform the driving during the operation. The proposed optimisation algorithm makes use of detailed simulation of the train motion. Therefore, a simulator of the train motion has been developed, including detailed model of the specific ATO equipment, the ATP constraints, the traction equipment, the train dynamics and the track. A subsequent analysis considers the effect in the design of considering the regenerative energy flow between the train and the surrounding railway system. The second part of, QC 20170216

The influence of precursor salts in the synthesis of nickel and antimony doped tin oxide (NATO) electrodes using thermal decomposition from dissolved chloride salts was investigated. The salts investigated were SnCl45H2O, SnCl22H2O, SbCl3and NiCl26H2O. It was shown that the use of SnCl45H20 in the preparation process leads to a tin loss of more than 85 %. The loss of Sb can be as high as 90 % while no indications of Ni loss was observed. As a consequence, theconcentration of Ni in the NATOcoating will be much higher than in the precursor solution. This high and uncontrolled loss of precursors during the preparation process will lead to an unpredictable composition in the NATOcoating and will have negative economic and environmental effects. It was found that using SnCl22H20 instead of SnCl45H2Ocan reduce the tin loss to less than 50 %. This tin loss occurs at higher temperatures than when using SnCl45H2Owhere the tin loss occurs from 56–147°C causingthe composition to change both during the drying (80–110°C) and calcination (460 -550 °C) steps of the preparation process. Electrodes coated with NATObased on the two different tin salts were investigated for morphology, composition, structure, and ozone electrocatalytic properties., högox

The influence of precursor salts in the synthesis of nickel and antimony doped tin oxide (NATO) electrodes using thermal decomposition from dissolved chloride salts was investigated. The salts investigated were SnCl45H2O, SnCl22H2O, SbCl3and NiCl26H2O. It was shown that the use of SnCl45H20 in the preparation process leads to a tin loss of more than 85 %. The loss of Sb can be as high as 90 % while no indications of Ni loss was observed. As a consequence, theconcentration of Ni in the NATOcoating will be much higher than in the precursor solution. This high and uncontrolled loss of precursors during the preparation process will lead to an unpredictable composition in the NATOcoating and will have negative economic and environmental effects. It was found that using SnCl22H20 instead of SnCl45H2Ocan reduce the tin loss to less than 50 %. This tin loss occurs at higher temperatures than when using SnCl45H2Owhere the tin loss occurs from 56–147°C causingthe composition to change both during the drying (80–110°C) and calcination (460 -550 °C) steps of the preparation process. Electrodes coated with NATObased on the two different tin salts were investigated for morphology, composition, structure, and ozone electrocatalytic properties., högox

Purpose - The purpose of this study is to investigate and understand which significantparameters affect OTD within an ATO company, and furthermore develop a model which wouldenhance proactive work in order to achieve a higher OTD.Design/methodology/approach - The data is primarily of qualitative nature, employing semistructuredinterviews and workshop, with backup from quantitative production data. Anabductive approach was applied by iterating and aligning findings with relevant literature andtheory. These mixed methodologies created a triangulation of data, which through our analysishelp with the validation of our conclusions.Findings - Through our findings we can conclude that significant parameters which lowers OTDfor an ATO company can be found all through the supply chain. For this thesis and its model,parameters were chosen based on their ability to be quantified. For ABB GA Products, we found36 significant parameters as well as a systematic approach for an ATO company to iteratively gothrough them to investigate which orders are affected by which flags. Through this approach anATO company should be able to work more proactively towards higher OTD.Research limitations/implications - This thesis is conducted through a case study at ABB GAProducts only, which should be considered when using the results for further research.Practical implications - Specifies a logical scheme to classify risk of delayed orders.Originality/value - Advances theory in production and operations management regardingperformance measurement, towards a more proactive approach of measuring reactive KPI’s

Energy consumption reduction is one of the priorities of metro operators, due to financial cost and environmental impact. The new signalling system Communications- Based Train Control (CBTC) is being installed in new and upgraded metro lines to increase transportation capacity. But its continuous communication feature also permits to improve the energy performance of traffic operation, by updating the control command of the Automatic Train Operation (ATO) system at any point of the route. The present research addresses two main topics. The first is the design of efficient CBTC speed profiles for undisturbed train trajectory between two stations. The second takes into account the interaction between two consecutive trains under abnormal traffic conditions and proposes a tracking algorithm to save energy. In the first part of the research an off-line methodology to design optimal speed profiles for CBTC-ATO controlled trains is proposed. The methodology is based on a new multi-objective optimisation algorithm named NSGA-II-F, which is used to design speed profiles in such a way that can cover all the possible efficient solutions in a pseudo-Pareto front. The pseudo–Pareto front is built by using dominated solutions to make available a complete set of feasible situations in a driving scenario. The uncertainty in the passenger load is modelled as a fuzzy parameter. Each of the resulting speed profiles is obtained as a set of parameters that can be sent to the ATO equipment to perform the driving during the operation. The proposed optimisation algorithm makes use of detailed simulation of the train motion. Therefore, a simulator of the train motion has been developed, including detailed model of the specific ATO equipment, the ATP constraints, the traction equipment, the train dynamics and the track. A subsequent analysis considers the effect in the design of considering the regenerative energy flow between the train and the surrounding railway system. The second part of, The doctoral research has been carried out in the context of the Erasmus Mundus Joint Doctorate in Sustainable Energy Technologies and Strategies, SETS Joint Doctorate an agreement on joint doctoral supervision between Comillas Pontifical University (Madrid, Spain), KTH Royal Institute of Technology (Stockholm, Sweden) and Delft University of Technology, (Delft, the Netherlands)., Energy & Industry