Relevant bibliographies by topics / Transportör

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
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Academic literature on the topic 'Transportör'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 February 2022

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Journal articles on the topic "Transportör"

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Mahmud, Ousman, and Jessica C. Kissinger. "Evolution of the Apicomplexan Sugar Transporter Gene Family Repertoire." International Journal of Genomics 2017 (2017): 1–9. http://dx.doi.org/10.1155/2017/1707231.

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Apicomplexan protist parasites utilize host sugars transported into the parasite by sugar transporter proteins for use as an energy source. We performed a phylum-wide phylogenetic analysis of the apicomplexan sugar transporter repertoire. Phylogenetic analyses revealed six major subfamilies of apicomplexan sugar transporters. Transporters in one subfamily have undergone expansions in Piroplasma species and Gregarina niphandrodes, while other subfamilies are highly divergent and contain genes found in only one or two species. Analyses of the divergent apicomplexan subfamilies revealed their presence in ciliates, indicating their alveolate ancestry and subsequent loss in chromerids and many apicomplexans.
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Väisänen, Enni, Junko Takahashi, Ogonna Obudulu, Joakim Bygdell, Pirkko Karhunen, Olga Blokhina, Teresa Laitinen, et al. "Hunting monolignol transporters: membrane proteomics and biochemical transport assays with membrane vesicles of Norway spruce." Journal of Experimental Botany 71, no. 20 (August 10, 2020): 6379–95. http://dx.doi.org/10.1093/jxb/eraa368.

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Abstract Both the mechanisms of monolignol transport and the transported form of monolignols in developing xylem of trees are unknown. We tested the hypothesis of an active, plasma membrane-localized transport of monolignol monomers, dimers, and/or glucosidic forms with membrane vesicles prepared from developing xylem and lignin-forming tissue-cultured cells of Norway spruce (Picea abies L. Karst.), as well as from control materials, comprising non-lignifying Norway spruce phloem and tobacco (Nicotiana tabacum L.) BY-2 cells. Xylem and BY-2 vesicles transported both coniferin and p-coumaryl alcohol glucoside, but inhibitor assays suggested that this transport was through the tonoplast. Membrane vesicles prepared from lignin-forming spruce cells showed coniferin transport, but the Km value for coniferin was much higher than those of xylem and BY-2 cells. Liquid chromatography-mass spectrometry analysis of membrane proteins isolated from spruce developing xylem, phloem, and lignin-forming cultured cells revealed multiple transporters. These were compared with a transporter gene set obtained by a correlation analysis with a selected set of spruce monolignol biosynthesis genes. Biochemical membrane vesicle assays showed no support for ABC-transporter-mediated monolignol transport but point to a role for secondary active transporters (such as MFS or MATE transporters). In contrast, proteomic and co-expression analyses suggested a role for ABC transporters and MFS transporters.
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Duelli, Roman, and Wolfgang Kuschinsky. "Brain Glucose Transporters: Relationship to Local Energy Demand." Physiology 16, no. 2 (April 2001): 71–76. http://dx.doi.org/10.1152/physiologyonline.2001.16.2.71.

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Glucose, the major fuel in the brain, is transported across the cell membranes by facilitated diffusion mediated by glucose transporter proteins. Essentially two types of glucose transporters are localized in the membranes of brain endothelial cells, astrocytes, and neurons. Their densities are well adjusted to changes in local energy demand.
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Bourgeois, Nele M. A., Stijn L. J. Van Herck, Pieter Vancamp, Joke Delbaere, Chantal Zevenbergen, Simone Kersseboom, Veerle M. Darras, and Theo J. Visser. "Characterization of Chicken Thyroid Hormone Transporters." Endocrinology 157, no. 6 (April 12, 2016): 2560–74. http://dx.doi.org/10.1210/en.2015-2025.

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Thyroid hormone (TH) transmembrane transporters are key regulators of TH availability in target cells where correct TH signaling is essential for normal development. Although the chicken embryo is a valuable model for developmental studies, the only functionally characterized chicken TH transporter so far is the organic anion transporting polypeptide 1C1 (OATP1C1). We therefore cloned the chicken L-type amino acid transporter 1 (LAT1) and the monocarboxylate transporters 8 (MCT8) and 10 (MCT10), and functionally characterized them, together with OATP1C1, in JEG3, COS1, and DF-1 cells. In addition, we used in situ hybridization to study their mRNA expression pattern during development. MCT8 and OATP1C1 are both high affinity transporters for the prohormone T4, whereas receptor-active T3 is preferably transported by MCT8 and MCT10. The latter one shows lower affinity but has a high Vmax and seems to be especially good at T3 export. Also, LAT1 has a lower affinity for its preferred substrate 3,3′-diiodothyronine. Reverse T3 is transported by all 4 TH transporters and is a good export product for OATP1C1. TH transporters are strongly expressed in eye (LAT1, MCT8, MCT10), pancreas (LAT1, MCT10), kidney, and testis (MCT8). Their extensive expression in the central nervous system, especially at the brain barriers, indicates an important role in brain development. In conclusion, we show TH transport by chicken MCT8, MCT10, and LAT1. Together with OATP1C1, these transporters have functional characteristics similar to their mammalian orthologs and are interesting target genes to further elucidate the role of THs during embryonic development.
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Krom, Bastiaan P., Jessica B. Warner, Wil N. Konings, and Juke S. Lolkema. "Complementary Metal Ion Specificity of the Metal-Citrate Transporters CitM and CitH of Bacillus subtilis." Journal of Bacteriology 182, no. 22 (November 15, 2000): 6374–81. http://dx.doi.org/10.1128/jb.182.22.6374-6381.2000.

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ABSTRACT Citrate uptake in Bacillus subtilis is stimulated by a wide range of divalent metal ions. The metal ions were separated into two groups based on the expression pattern of the uptake system. The two groups correlated with the metal ion specificity of two homologousB. subtilis secondary citrate transporters, CitM and CitH, upon expression in Escherichia coli. CitM transported citrate in complex with Mg2+, Ni2+, Mn2+, Co2+, and Zn2+ but not in complex with Ca2+, Ba2+, and Sr2+. CitH transported citrate in complex with Ca2+, Ba2+, and Sr2+ but not in complex with Mg2+, Ni2+, Mn2+, Co2+, and Zn2+. Both transporters did not transport free citrate. Nevertheless, free citrate uptake could be demonstrated in B. subtilis, indicating the expression of at least a third citrate transporter, whose identity is not known. For both the CitM and CitH transporters it was demonstrated that the metal ion promoted citrate uptake and, vice versa, that citrate promoted uptake of the metal ion, indicating that the complex is the transported species. The results indicate that CitM and CitH are secondary transporters that transport complexes of divalent metal ions and citrate but with a complementary metal ion specificity. The potential physiological function of the two transporters is discussed.
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Concha, Ilona I., Fernando V. Velásquez, Juan M. Martı́nez, Constanza Angulo, Andrea Droppelmann, Alejandro M. Reyes, Juan Carlos Slebe, Juan Carlos Vera, and David W. Golde. "Human Erythrocytes Express GLUT5 and Transport Fructose." Blood 89, no. 11 (June 1, 1997): 4190–95. http://dx.doi.org/10.1182/blood.v89.11.4190.

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Abstract Although erythrocytes readily metabolize fructose, it has not been known how this sugar gains entry to the red blood cell. We present evidence indicating that human erythrocytes express the fructose transporter GLUT5, which is the major means for transporting fructose into the cell. Immunoblotting and immunolocalization experiments identified the presence of GLUT1 and GLUT5 as the main facilitative hexose transporters expressed in human erythrocytes, with GLUT2 present in lower amounts. Functional studies allowed the identification of two transporters with different kinetic properties involved in the transport of fructose in human erythrocytes. The predominant transporter (GLUT5) showed an apparent Km for fructose of approximately 10 mmol/L. Transport of low concentrations of fructose was not affected by 2-deoxy–D-glucose, a glucose analog that is transported by GLUT1 and GLUT2. Similarly, cytochalasin B, a potent inhibitor of the functional activity of GLUT1 and GLUT2, did not affect the transport of fructose in human erythrocytes. The functional properties of the fructose transporter present in human erythrocytes are consistent with a central role for GLUT5 as the physiological transporter of fructose in these cells.
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Solberg, D. H., and J. M. Diamond. "Comparison of different dietary sugars as inducers of intestinal sugar transporters." American Journal of Physiology-Gastrointestinal and Liver Physiology 252, no. 4 (April 1, 1987): G574—G584. http://dx.doi.org/10.1152/ajpgi.1987.252.4.g574.

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Intestinal sugar transport increases with dietary carbohydrate levels, but the specific regulatory signals involved have been little studied. Hence we compared rations containing one of five sugars [D-glucose, D-galactose, 3-O-methyl-D-glucose (3-O-MG), D-fructose, and maltose] in their effects on brush-border uptake of five transported solutes (D-glucose, D-galactose, 3-O-MG, D-fructose, and L-proline) by everted sleeves of mouse small intestine. As confirmed by transepithelial potential difference (PD) measurements, there is a distinct fructose transporter that does not evoke a PD, along with one or more aldohexose transporters that do evoke a PD. Galactose and 3-O-MG rations cause a twofold increase in feeding rates, mucosal hyperplasia, and hence nonspecific increases in uptake per unit length of intestine for all transported solutes. Dietary fructose is by far the best specific inducer of the fructose transporter. The five dietary sugars are of fairly similar potency as specific inducers of aldohexose transport, but dietary galactose and fructose may be slightly more potent than glucose. Regulatory signals need not be transported substrates, or vice versa, and need not be metabolizable. Variation in uptake ratios of pairs of aldohexoses with ration and intestinal position suggest multiple aldohexose transporters of overlapping specificity, with different relative activities at different positions and with different susceptibilities to induction by different dietary sugars.
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Stein, E. D., S. D. Chang, and J. M. Diamond. "Comparison of different dietary amino acids as inducers of intestinal amino acid transport." American Journal of Physiology-Gastrointestinal and Liver Physiology 252, no. 5 (May 1, 1987): G626—G635. http://dx.doi.org/10.1152/ajpgi.1987.252.5.g626.

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Intestinal amino acid (AA) transporters are known to be induced by raised levels of dietary protein or free AA mixtures, but little is known about whether certain AAs are more potent inducers than others. Hence we compared, in mouse jejunum, the inductive effects of seven different AAs (given to mice as dietary supplements) on the brush-border uptake of five solutes predominantly taken up via different transporters. The AAs tested as dietary supplements included one imino acid, two acidic AAs, two basic AAs, and two neutral AAs. The solutes whose uptakes we studied were D-glucose plus preferential substrates for the acidic AA, basic AA, neutral AA, and imino acid transporter. Mouse growth rates were consistently higher for dietary supplementation with nonessential than essential AAs, but there were no ration-related differences in intestinal morphometric parameters and almost none in active D-glucose uptake. AA transport is regulated independently of D-glucose transport. The four AA transporters are regulated semi-independently on each other: e.g., aspartate is a good inducer for only two of the four transporters, arginine for one or two, lysine for just one. Different AAs differ in their potencies at inducing the same AA transporter. In a few cases good substrates make good inducers (e.g., aspartate of the acidic AA transporter, valine of the neutral AA transporter). But often this is not true: the acidic AA aspartate is the best inducer of the basic AA transporter; the basic AA arginine but not lysine is a good inducer of the acidic AA transporter; and the imino acid proline is not a good inducer of the imino acid transporter. The adaptive significance of these discrepancies between inducers and transported substrates is unclear. Thus the differing dietary values of different AAs may be related to their differing values as inducers of AA transport, in addition to their well-known differing biosynthetic values as essential or nonessential nutrients.
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Terada, Tomohiro, Kyoko Sawada, Hideyuki Saito, Yukiya Hashimoto, and Ken-Ichi Inui. "Functional characteristics of basolateral peptide transporter in the human intestinal cell line Caco-2." American Journal of Physiology-Gastrointestinal and Liver Physiology 276, no. 6 (June 1, 1999): G1435—G1441. http://dx.doi.org/10.1152/ajpgi.1999.276.6.g1435.

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The apical H+-coupled peptide transporter (PEPT1) and basolateral peptide transporter in human intestinal Caco-2 cells were functionally compared by the characterization of [14C]glycylsarcosine transport. The glycylsarcosine uptake via the basolateral peptide transporter was less sensitive to medium pH than uptake via PEPT1 and was not transported against the concentration gradient. Kinetic analysis indicated that glycylsarcosine uptake across the basolateral membranes was apparently mediated by a single peptide transporter. Small peptides and β-lactam antibiotics inhibited glycylsarcosine uptake by the basolateral peptide transporter, and these inhibitions were revealed to be competitive. Comparison of the inhibition constant values of various β-lactam antibiotics between PEPT1 and the basolateral peptide transporter suggested that the former had a higher affinity than the latter. A histidine residue modifier, diethyl pyrocarbonate, inhibited glycylsarcosine uptake by both transporters, although the inhibitory effect was greater on PEPT1. These findings suggest that a single facilitative peptide transporter is expressed at the basolateral membranes of Caco-2 cells and that PEPT1 and the basolateral peptide transporter cooperate in the efficient transepithelial transport of small peptides and peptidelike drugs.
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Ruiz, Stephanie J., Joury S. van ’t Klooster, Frans Bianchi, and Bert Poolman. "Growth Inhibition by Amino Acids in Saccharomyces cerevisiae." Microorganisms 9, no. 1 (December 22, 2020): 7. http://dx.doi.org/10.3390/microorganisms9010007.

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Amino acids are essential metabolites but can also be toxic when present at high levels intracellularly. Substrate-induced downregulation of amino acid transporters in Saccharomyces cerevisiae is thought to be a mechanism to avoid this toxicity. It has been shown that unregulated uptake by the general amino acid permease Gap1 causes cells to become sensitive to amino acids. Here, we show that overexpression of eight other amino acid transporters (Agp1, Bap2, Can1, Dip5, Gnp1, Lyp1, Put4, or Tat2) also induces a growth defect when specific single amino acids are present at concentrations of 0.5–5 mM. We can now state that all proteinogenic amino acids, as well as the important metabolite ornithine, are growth inhibitory to S. cerevisiae when transported into the cell at high enough levels. Measurements of initial transport rates and cytosolic pH show that toxicity is due to amino acid accumulation and not to the influx of co-transported protons. The amino acid sensitivity phenotype is a useful tool that reports on the in vivo activity of transporters and has allowed us to identify new transporter-specific substrates.
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Dissertations / Theses on the topic "Transportör"

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Larsson, Marcus. "Transportör : Lokal logistik." Thesis, Karlstads universitet, Avdelningen för maskin- och materialteknik, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-14875.

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This report is the result of a project work carried out at Karlstad University in conjunctionwith the local consulting firm Camatec where most of the work has been performed.The work can be classified as a classic engineering work with supportive theories andcalculations which in this context is relevant.The engineering project has focused on developing new standards for a conveyor that is usedin the Värmland paper industry where large rolls of paper are produced. A conveyor can takeits appearance in many different forms but in this thesis it has been an exemplary look and ithas also become modulatable with a central section, a drive end and a turning end.The construction work has been build under CAD programs such as Pro Engineer, drawingshave been created and costings have been analyzed. Strength calculations have been made andcooperation from several different companies have erected to explore different solutions andideas for a modern and sustainable conveyor.
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Nordström, Emil, and Marcus Forsberg. "Transportör till portabel käftkross." Thesis, Luleå tekniska universitet, Institutionen för teknikvetenskap och matematik, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-70613.

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Detta examensarbete är utfört på uppdrag av Cidema AB i Skellefteå och omfattar framtagningen av en teknisk lösning som i dagsläget saknas i företagets sortiment. Uppdragsgivaren har efter kundförfrågningar uppfattat att det finns ett behov av en transportörlösning som tillbehör till den egna produkten, käftkrossen, Danex DX 8. En käftkross är en maskin som används för sönderdelning av hårt och grovt material till en mer lätthanterlig storlek. Modellen DX 8 är en portabel kross som är avsedd att användas vid mindre rivningsprojekt för sönderdelning av bland annat betong, tegel och kakel.  Målet med projektet är att i slutändan erhålla en teknisk lösning som anpassats efter käftkrossens utformning och given kravspecifikation. Resultatet av projektet blev en bandtransportör som i enlighet med kravspecifikationen anpassats till käftkrossen och dess behov av utveckling, för att bättre tillfredsställa kunders önskemål på förbättrad ergonomi och mångsidighet. Transportören har anpassats att fungera både för in-matning och bortforsling av rivningsmaterial, till och från krossen. Detta bidrar till att krossen, med projektets tekniska lösning, kräver mindre fysisk ansträngning vid in-matning av material samt är oberoende av ett vakuumaggregat för bortforsling av material.
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Einarsson, Anders, and Hans Gunnarsson. "Omkonstruktion/nykonstruktion av delar till transportör för sophantering." Thesis, University West, Department of Technology, 2003. http://urn.kb.se/resolve?urn=urn:nbn:se:hv:diva-837.

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Furu, Micke. "Konstruktion av vertikaltransportör för materialhantering." Thesis, Linköpings universitet, Maskinkonstruktion, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-85069.

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Rotab Rostfria Transportörer AB tillverkar och utvecklar material- och godshanteringsutrustning. Företaget levererar även kompletta materialhanteringslösningar i form av godshanteringsanläggningar som ofta består av transportband och paketeringsutrustning. Examensarbetets mål är att utveckla en vertikaltransportör som ska transportera gods mellan två transportband belägna på olika höjder, transporten ska kunna varieras mellan 1000 - 3000 mm. Transportören ska undvika de två stora nackdelarna som återfinns hos konkurrerande produkter, att de är utrymmeskrävande eller att de använder sig av synkroniserade kedjor. Vertikaltransportören baseras på en konceptidé som tagits fram på företaget. Denna konceptidé utvecklas till en prototyp med hjälp av metoder för produktutveckling. Produktutvecklingsprocessen delas upp i olika faser som inleds med en problemdefinierande fas. Därefter definieras produktens önskade funktioner, detta används till att utveckla ett flertal koncept. Ett av koncepten väljs ut för vidareutveckling. Utifrån det valda konceptet konstrueras en prototyp som används för underlag till en utvärdering. Vid examensarbetets slut har en digital prototyp konstruerats i CAD-programmet (Computer Aided Design) SpaceClaim. Konstruktionen är dimensionerad för att hantera gods med dimensionerna ( längd x bredd x höjd) 400x400x300 mm samt en godsvikt upp till 20 kg. Den drivs av en elektrisk kuggväxelmotor med 0,55 kW:s effekt. Den lägsta möjliga hämthöjden är 800 mm över golvet. Prototypens högsta avlämningshöjd är 3490 mm över golvet, detta kan dock ökas vid behov. Prototypen klarar av 39,5 transporter i minuten. Prototypen är ett bra val för vertikala transporter av gods i den storleksordning som den är dimensionerad för att hantera. Dock är den sämre på att hantera gods i mindre storleksordning. Prototypen bör tillämpas då godset behöver förflyttas vertikalt och endast ta en kort horisontell sträcka i anspråk. I de fall där, den långa horisontella sträcka som krävs av, en vinkeltransportör ryms bör istället en sådan tillämpas. Då vinkeltransportören har en högre transportkapacitet, simplare konstruktion och lägre kostnad.
Rotab Rostfria Transportörer AB manufactures and develops equipment for handling of materials and goods. The company also provides complete solutions for the handling of materials and goods, these solutions often consist of conveyors and equipment for packaging. The goal of the thesis is to design a vertical conveyor which is intended to transport goods from one conveyor to second conveyor located at another elevation. The vertical transportation must be variable between 1000 and 3000 mm above the floor. The conveyor must avoid the two major disadvantages that are common amongst competing products, these are often space consuming and/or use synchronized chains. The vertical conveyor is based on a conceptual idea developed at the company. In the thesis work, the idea is developed into a prototype with the aid of product development methodology. The product development process is divided into several phases, starting with a problem defining phase. After the first phase the required features are defined, the features are used as support for the development of several concepts. One of the concepts is chosen for further development. The chosen concept is the base for the design of the prototype. The finished prototype is evaluated. At the end of the thesis work a digital prototype has been designed using the CAD (Computer Aided Design) software SpaceClaim. The prototype is designed to handle goods with the following dimensions ( length x width x height) 400x400x300 mm and also with a mass up to 20 kg. It is powered by an electrical gear motor with a power output of 0.55 kW. The lowest possible pickup height is 800 mm above the floor level. The highest unloading height for the prototype is 3490 mm above floor level; it is possible to increase the unloading height in order to achieve 3000 mm. The rate of transports is 39.5 transports every minute. The prototype is a good choice for vertical transportation of goods in the same dimensions as described above. It is not as well suited for transportation of smaller goods. The prototype should be used when the vertical transportation is required to be achieved in a short horizontal distance. If the available horizontal space is sufficient for an angled conveyor to be used, a conveyor of that type should be used instead. Since an angled conveyor has higher capacity for transportation, an simpler design and is cheaper than the prototype.
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Nydahl, Oskar. "Autotuning of a vacuum conveyor." Thesis, KTH, Maskinkonstruktion (Inst.), 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-180883.

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The modern industry is steadily facing new demands for more energy efficient solutions. These improvements can come from technological advances, using existing technology smarter or a combination of the two. Today a vacuum conveying system is manually tuned for each factory application when installed and is in most cases not handled afterwards except for maintenance reasons. This in combination with the difficulties in tuning a system to run efficiently and robustly whilst offering high capacity indicates that a large number of systems are running with non optimal settings. The aim of this thesis was therefore to explore the possibility of introducing an auto tuning property to the vacuum conveying system and investigate the possible benefits. This thesis has investigated two main components for such an autotuner, the system design and optimisation strategy. The system design is critical for allowing process control and monitoring. In the optimisation the main challenge was to robustly produce good results for a wide variety of materials. Based on this a laboratory system was developed that monitored the capacity, efficiency, gentleness and robustness performance of the conveying. This information was then used in anevolutionary optimisation algorithm based on differential evolution to find the best settings for optimal performance. The results of this thesis indicate that such a system would offer benefits bothin terms of initial tuning and run-time performance. The suggested auto tuner is adaptable to a large set of materials with varying material properties and demands on the conveying process. The time required for the laboratory rig to optimise within a region with only small deviations in performance is comparable to that of a human operator. Also with the added benefit of never having to stop the optimisation process, thus constantly improving performance and counteracting environmental changes.
Den moderna industrin möter ständigt nya krav på ökad effektivitet. Dessa förbättringar kan komma utifrån tillämpning av ny teknologi eller bättre utnyttjande av befintlig teknologi eller en kombination. Idag när en vakuum transportör installeras finjusteras den manuellt för att uppnå önskad prestanda och hanteras därefter ofta inte bortsett från underhållsarbete. Detta i kombination med svårigheten att justera ett system så att det går effektivt och robust samtidigt som en god kapacitet upprätthålls föranleder slutsatsen att många system ute i industrin inte presterar optimalt. Målet med detta examensarbete var därför att utreda möjligheten att skapa en automatisk system inställare samt utvärdera de möjliga fördelarna och nackdelarna. Arbetet har undersökt två huvudkomponenter i en sådan automatisk system inställare, system design och optimerings strategi. System design var vital för att tillåta styrning och monitorering av systemet och optimeringsstrategi för att tillförlitligt kunna prestera goda resultat trots skiftande beteende med olika material i systemet. Baserat på detta utvecklades en laboratorie-utrustning som övervakade kapacitet, effektivitet, robusthet och försiktighet i varje transportcykel. Denna information nyttjades sedan i en evolutionär algoritm baserad på differentierad evolution för att finna de optimala system-inställningarna. Arbetet indikerar att ett sådant system skulle erbjuda prestanda-fördelar både i driftsättande och kontinuerliga driften av en vakuum-transportör. Den föreslagna automatiska systeminställaren kan anpassas till en stor mängd material och skilda krav på önskat driftläge för systemet. Tiden för att optimera systemet så att de större variationerna i prestanda uppnås är jämförbar med en mänsklig operatör menkan fortlöpa över tiden och ständigt söka förbättringar på ett sätt som ej är möjligt för en mänsklig operatör.
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Tham, Henrik, and Caroline Mogard. "Affärsmodellspåverkan vid införande av HCT i Sverige : Implikationer för fordonstillverkare vid förändrade villkor för styckegodstransporter." Thesis, KTH, Industriell ekonomi och organisation (Inst.), 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-147999.

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Syfte – Studiens syfte är att öka kunskapen om hur fordonstillverkares affärsmodeller påverkas vid förändring av statliga regelverk genom att studera ett framtida införande av HCT i Sverige. HCT, High Capacity Transports, är ett samlingsnamn för lastbilar som är tyngre och/eller längre än vad gällande lagstiftning tillåter. Regelförändringen övervägs för att sänka kostnader och miljöpåverkan.  Metod – Arbetet har genomförts i form av en case-studie. För att studera påverkan på både fordonstillverkares och åkeriers affärsmodeller har intervjuer genomförts med varuägare, åkerier och förare inom fjärrtransporter av styckegods. Detta har kompletterats med löpande kontakt med uppdragsgivande fordonstillverkare samt deltagande i konferenser inom ramen för det nationella HCT-arbetet.  Resultat – Inget större modalskifte mellan järnvägs- och landsvägstransporter förväntas eftersom järnvägens infrastruktur styr transportvalet och inte påverkas av ett HCT-tillåtande. Vidare riskerar fordonstillverkare att sälja färre lastbilar vid ett tillåtande av HCT men genom anpassning av affärsmodellen kan de öka värdet per fordon. Detta värde kan ökas genom att sänka kundernas driftkostnad, maximera fordonens drifttid och föra kundens talan mot myndigheter.  Praktiskt bidrag – Studien har resulterat i ett nytt affärsmodellsramverk för fordonstillverkare vid införande av HCT. Ramverket visar att samtliga nuvarande värdeområden bör inkluderas i kommande affärsmodell och att flertalet får ökad betydelse. På grund av nya förutsättningar blir vissa av dessa områden dessutom svårare att uppnå samtidigt som nya områden kan läggas till.  Vetenskapligt bidrag – Genom att öka kunskapen om affärsmodellspåverkan vid förändring av statliga regelverk utvidgar studien befintlig teori om förändringar av affärsmodeller. Studien belyser även vikten av att studera hela leverantörskedjan vid sådana förändringar. Detta eftersom statliga regelverk styr förutsättningarna för flera aktörer med starka inbördes relationer. Därmed sprider sig effekterna av en regelverksförändring till övriga aktörer i kedjan.
Purpose – The purpose of this study is to increase the knowledge about how legislative changes affect the business model of vehicle manufactures by studying a future allowance of HCT in Sweden. HCT, High Capacity Transports, is a generic term for trucks exceeding today’s weight and/or length regulations. Reasons for implementing HCT include reducing costs and environmental consequences. Method – Effects of legislative changes have been studied through a case-study of how HCT would affect the Swedish transport system. In order to study business model implications for both vehicle manufactures and hauliers, interviews have been held with transport buyers, hauliers and drivers within long distance haulage of break bulk cargo. This has been complemented by continuous contact with the commissioning vehicle manufacturer and participation in HCT conferences. Findings – Findings indicate that there will be no major modal shift between railway and road since the railway infrastructure determines the modal choice and is unaffected by HCT. Furthermore findings show that vehicle manufactures risk to sell fewer vehicles in case of HCT allowance but a business model adaption can increase the value per vehicle. This can be achieved by reducing customer operating costs, increasing vehicle uptime and being the voice of the customer against authorities. Practical implications – The study has resulted in a HCT business model framework for vehicle manufactures. The framework shows that all present value areas should be included in a future business model and that several areas will increase in importance. In the effect of new conditions several areas will become more difficult to fulfill. Furthermore new areas will be added. Theoretical implications – This study expands current theories within business model changes by increasing knowledge about how legislative changes affect business models. Furthermore this study highlights the importance of studying the whole supply chain in the event of these changes. The reason for this is that legislations affect the conditions for several players with strong peer relationships. Thereby effects due to changed legislations will spread to other players in the chain.
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7

Jaržemskis, Andrius. "The research of the influence of logistical factors on transport flows distribution." Doctoral thesis, Lithuanian Academic Libraries Network (LABT), 2004. http://vddb.library.lt/obj/LT-eLABa-0001:E.02~2004~D_20041216_141558-30742.

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Relevance of the dissertation is determined by the object of research – the influence of logistical factors on transport flows distribution. The growth of world economics, business globalization, progress in technology skills extends the distances between geographical points of raw materials resources, manufacturers and consumers. Due to the membership in the European Union (EU) Lithuania has got new opportunities for international trade growth, and all the Eastern Baltic countries have become the buffer region for the EU trading with the countries of the Eastern Europe and Asia. A proper transport policy and infrastructure development would increase significantly the GNP in warehousing, transport and distribution sectors. Forecasting of potential transport flows according to logistical requirements of freight suppliers is most important for transport network optimization. Scientific problem. Contemporary transport engineering theory approaches the peculiarities of transport flows formation too narrowly, only as an analysis of internal factors determining freight flows. There is no analysis of external factors. Many researchers assume that transport flows are determined only by the existing transport network and its characteristics. Other researchers consider transport flows as a result of logistic elements only. The estimating of internal and external logistical factors provides a possibility to forecast the transport flows. Aim of the research is to create a model of... [to full text]
Pasaulio ekonomikos augimas, spartėjantis globalizacijos procesas, technologijų pažanga didina atstumus tarp žaliavų gavimo, gamybos ir pagamintų prekių vartojimo taškų. Lietuva tapusi Europos Sąjungos nare, tampa Europos Sąjungos buferine zona prekybiniams mainams su Rytų Europos ir Azijos šalimis. Lietuvos transporto sistemą būtina pritaikyti esamiems ir potencialiems tarptautiniams krovinių srautams aptarnauti. Transporto srautų formavimosi išorinių veiksnių nustatymas ir įvertinimas Lietuvos transporto strategijoje gali suteikti šaliai didžiulį ekonominį potencialą.
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Jaržemskis, Andrius. "Logistikos veiksnių įtakos transporto srautų pasiskirstymui tyrimas." Doctoral thesis, Lithuanian Academic Libraries Network (LABT), 2004. http://vddb.library.lt/obj/LT-eLABa-0001:E.02~2004~D_20041216_102159-77986.

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Pasaulio ekonomikos augimas, spartėjantis globalizacijos procesas, technologijų pažanga didina atstumus tarp žaliavų gavimo, gamybos ir pagamintų prekių naudojimo taškų. Gausėjant prekybinių ryšių bei plečiantis jų geografijai, didėja reikalavimai transporto ir logistikos paslaugas teikiančiam sektoriui. Regionų ekonominis augimas priklauso nuo to, kaip transporto sistema geba patenkinti žaliavų tiekėjų, gamintojų, prekybininkų ir vartotojų logistikos poreikius laiko, greičio, saugumo, sąnaudų prasmėmis. Transporto srautai ilgainiui prisitaiko prie kintamų regiono logistikos poreikių, tačiau dėl transporto sistemos inertiškumo tam sugaištama laiko. Lietuvoje reikšminga dalis bendrojo nacionalinio produkto sukuriama transporto ir logistikos sektoriuje, kadangi šalis yra stambių tranzitinių krovinių srautų kryžkelėje. Lietuvai tapus Europos Sąjungos nare, atsiveria tarptautinės prekybos augimo galimybes, Lietuva tampa Europos Sąjungos buferine zona prekybai su Rytų bloko šalimis, taigi teisinga Lietuvos transporto sistemos plėtros strategija gali suteikti Lietuvai didžiulį ekonominį potencialą, bendrojo vidaus produkto ir darbo vietų skaičiaus augimo perspektyvas. Transporto srautams užtikrinti būtina transporto infrastruktūra, kurios plėtrai yra labai svarbu nustatyti potencialius krovinių srautus. Transporto infrastruktūra labai imli kapitalui, todėl jos plėtros kryptys turi tiksliai atitikti logistikos poreikius, priešingu atveju milžiniškos investicijos nepateisinamos... [to full text]
Relevance of the dissertation is determined by the object of research – the influence of logistical factors on transport flows distribution. The growth of world economics, business globalization, progress in technology skills extends the distances between geographical points of raw materials resources, manufacturers and consumers. Due to the membership in the European Union (EU) Lithuania has got new opportunities for international trade growth, and all the Eastern Baltic countries have become the buffer region for the EU trading with the countries of the Eastern Europe and Asia. A proper transport policy and infrastructure development would increase significantly the GNP in warehousing, transport and distribution sectors. Forecasting of potential transport flows according to logistical requirements of freight suppliers is most important for transport network optimization. Scientific problem. Contemporary transport engineering theory approaches the peculiarities of transport flows formation too narrowly, only as an analysis of internal factors determining freight flows. There is no analysis of external factors. Many researchers assume that transport flows are determined only by the existing transport network and its characteristics. Other researchers consider transport flows as a result of logistic elements only. The estimating of internal and external logistical factors provides a possibility to forecast the transport flows. Aim of the research is to create a model of... [to full text]
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9

Botelho, Martinho Martins. "Desafios e possibilidades jurídicas para o desenvolvimento dos transportes no Mercosul: a opção pela multimodalidade." Universidade de São Paulo, 2010. http://www.teses.usp.br/teses/disponiveis/84/84131/tde-18122012-115432/.

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A partir da década de 1980, passou-se a adotar um regime de transporte internacional mais condizente com a redução de custos operacionais e com a facilidade de contratação. Esse misto de operação de transporte com aspectos contratuais específicos fora denominado transporte multimodal, sendo utilizado também para o fortalecimento da integração regional em transportes no âmbito de blocos econômicos regionais. A preocupação inicial de organizações internacionais tais como a CNUCED, CNUDCI, OMI, OACI e de órgão privados internacionais tais como a CCI, ATAI, CMI foi fundamental no despertar da sociedade internacional para o papel essencial dos transportes no comércio internacional, sendo protagonista de várias modificações no cenário global. No plano regional mercosulista, essa preocupação com os temas relacionados aos transportes também foi abordado por meio do estabelecimento de regras relacionadas ao transporte multimodal de cargas, seguindo o modelo convencional estabelecido na Associação Latino-Americana de Integração, com a implementação do Acordo parcial para a facilitação do transporte multimodal nos Estados-partes do Mercosul de 1994. O objetivo do presente estudo é realizar uma avaliação dos desafios e dos limites jurídicos estabelecidos atualmente para a consecução da eficiência da multimodalidade no Mercosul, tal como estabelecido desde o Acordo de 1994. Avaliaram-se as regras convencionais atuais relevantes para o estudo da regulamentação do transporte multimodal por meio da política de transporte; do regime jurídico do Acordo de Ministros de 1996, das regras CCI-CNUCED; dos regimes nacionais do transporte multimodal na Argentina, Brasil, Paraguai e Uruguai e o impacto das novas Regras de Roterdã da CNUDCI de 2009. Em seguida, passou-se à interpretação da viabilidade da aplicação da multimodalidade na conjuntura institucional atual da integração mercosulista. A relevância do presente estudo se dá por ser um instrumento de avaliação da opção pela implementação da multimodalidade no Mercosul, baseando-se em estudo de normas jurídicas sub-regionais. Como conclusão, é perceptível a falta de harmonização de regras de transporte multimodal no Mercosul, de tal maneira que a legislação mercosulista não está baseada em um regime normativo propício para a eliminação ou redução de custos da integração regional por meio da multimodalidade.
Since eighty years, economic agents have adopted an international transport regime more appropriated for operational costs reductions and facilities on contracting. This mixture of transport operation and specifics contractual aspects were named multimodal transport and were also used for strengthen regional economic integration on transports in economics regions. Some main preoccupations of international organizations e. g. UNCTAD, UNCITRAL, IMO, ICAO and international private entities e. g. ICC, IATA, IMC were fundamental to international society in playing the part of international commercial transport. In Southern Common Market regional plan this concern related to transport also was broached by establishing rules to multimodal transport as the model of Latin American Association of Integration on the Partial agreement to the facilitation of multimodal transport in Members States of Southern Common Market of 1994. The objective of this studying is to analyze challenges and legal limits established nowadays to the efficiency of multimodal transport on Southern Common Market since 1994 Agreement. It was evaluated some treaties related to multimodal transport regulation, legal regime of Ministers Agreement of 1996, ICC-UNCTAD Rules, national regimes of multimodal transport in Argentina, Brazil, Paraguay and Uruguay and the impact of new UNCITRAL Rotterdam Rules of 2009. Besides that it was evaluated the feasibility to multimodal transport in Southern Common Market integration. The main importance of this studying is to be an instrument of evaluation of the application of multimodal transport in Southern Common Market through regional legal rules. As conclusion it is perceptible the absence of harmonization on multimodal transport that prove an existence of a non propitious legal regime to eliminate or reduce regional integration costs through multimodal operations.
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Oliveira, Daliana Damaceno Gil de 1972. "Implantação integrada de infraestruturas de transportes : Caso do rodoanel e ferroanel no trecho norte, em São Paulo." [s.n.], 2014. http://repositorio.unicamp.br/jspui/handle/REPOSIP/258372.

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Orientador: Carlos Alberto Bandeira Guimarães
Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo
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Resumo: Os estudos de implantação do Trecho Norte dos empreendimentos Rodoanel e Ferroanel, com traçados próximos, pode potencializar e viabilizar uma série de ações conjuntas, como o compartilhamento das plataformas de terraplenagem em alguns segmentos, otimizando as interferências, drenagem, tratamentos de solos moles, contenções, obras de proteção ambiental, remanejamento de interferências, adequações funcionais dos sistemas viários lindeiros e áreas de apoio, além de procurar minimizar as necessidades de desapropriações e reassentamentos complementares aos previstos para o Rodoanel, reduzindo de forma significativa os custos em relação a hipótese dos empreendimentos a serem implantados independentemente. Este trabalho, utilizando como suporte metodológico o estudo de caso, estuda a integração dos modais rodoviários e ferroviários e a apresenta as alternativas das implantações nas formas isoladas e faz um comparativo da possibilidade de compatibilização das implantações das linhas férreas com a rodovia. E apresenta como resultado, uma opção para os problemas de infraestrutura de transporte no Brasil, a possibilidade de se pensar em uma integração na construção dos vários modais básicos
Abstract: The implantation studies of road and rail ring roads in São Paulo can enhance and facilitate a series of joint actions , such as sharing of earthwork in some segments platforms , optimizing interference , drainage, soft soil treatment , containment , protection works environmental , relocation interference , functional adaptations of the bordering road systems and support areas , and seek to minimize the needs of expropriation and resettlement complementary to that provided to the Beltway , significantly reducing costs in relation to the hypothesis of projects to be implemented independently . This work , using as methodological support the case study examines the integration of road and rail modes and presents alternative deployments in isolated forms and makes a comparison of the possibility of compatibility between implementations of the railways with the highway . And as a result has an option for the problems of transportation infrastructure in Brazil , the possibility of thinking about integration in the construction of several basic modes
Mestrado
Transportes
Mestra em Engenharia Civil
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Books on the topic "Transportör"

1

Transport: El transporte. Richmond (Surrey): b small publishing, 2012.

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Pat, Ware, ed. Military Transport: Trucks & Transporters. London, United Kingdom: Greenhill Books, 2001.

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Military transport: Trucks and transporters. London: Greenhill Books, 1995.

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Prunes, José Luiz Ferreira. Transporte de empregados e empregados em transportes. Curitiba: Juruá Editora, 1992.

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Heisz, Andrew. Utilisation du transport en commun chez les immigrants. Ottawa, Ont: Statistique Canada, 2004.

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Medios de transporte. New York, NY: AV2 de Weigl, 2012.

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Babameto, Luan. Transporti: Teknika, teknollogjia dhe ekonomia e llojeve të transportit. Tiranë, Albania: Logoreci, 1997.

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I︠A︡kubovich, N. V. Pervye sverkhzvukovye--Tu-144 protiv "Konkorda": Otluchennye ot neba. Moskva: I︠A︡uza, 2012.

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Khmelʹ, V. A. Tranzitnyĭ potent︠s︡ial transporta Rossii: Transit potential of Russia's Transport. Moskva: VINITI RAN, 2005.

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Madore, Odette. L' industrie du transport aérien au Canada: Sa structure, sa performance et ses perspectives d'avenir. Ottawa, Ont: Bibliothèque du Parlement, Service de recherche, 1993.

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Book chapters on the topic "Transportör"

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Markovich, Daniel. "Sulfate Transport by SLC26 Transporters." In Epithelial Anion Transport in Health and Disease: The Role of the SLC26 Transporters Family, 42–58. Chichester, UK: John Wiley & Sons, Ltd, 2008. http://dx.doi.org/10.1002/0470029579.ch4.

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Seo, Mitsunori. "ABA Transmembrane Transport and Transporters." In Abscisic Acid: Metabolism, Transport and Signaling, 47–59. Dordrecht: Springer Netherlands, 2014. http://dx.doi.org/10.1007/978-94-017-9424-4_3.

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Kuromori, Takashi, and Kazuo Shinozaki. "ABA Transport by ABCG Transporter Proteins." In Signaling and Communication in Plants, 39–47. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-06511-3_3.

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Yang, Baoxue. "Transport Characteristics of Urea Transporter-B." In Subcellular Biochemistry, 127–35. Dordrecht: Springer Netherlands, 2014. http://dx.doi.org/10.1007/978-94-017-9343-8_8.

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Fyles, Thomas M. "Biomimetic Ion Transport with Synthetic Transporters." In Bioorganic Chemistry Frontiers, 71–113. Berlin, Heidelberg: Springer Berlin Heidelberg, 1990. http://dx.doi.org/10.1007/978-3-642-75256-8_2.

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Bonen, A., D. J. Dyck, and J. J. F. P. Luiken. "Skeletal Muscle Fatty Acid Transport and Transporters." In Advances in Experimental Medicine and Biology, 193–205. Boston, MA: Springer US, 1998. http://dx.doi.org/10.1007/978-1-4899-1928-1_18.

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Khare, Parul, Aubrey R. White, Anuprao Mulakaluri, and Stanley M. Parsons. "Equilibrium Binding and Transport by Vesicular Acetylcholine Transporter." In Methods in Molecular Biology, 181–219. Totowa, NJ: Humana Press, 2010. http://dx.doi.org/10.1007/978-1-60761-700-6_10.

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Lee, Aven, Shannon Beasley, and David V. Pow. "Glutamate Neurotoxicity, Transport and Alternate Splicing of Transporters." In Handbook of Neurotoxicity, 1093–113. New York, NY: Springer New York, 2014. http://dx.doi.org/10.1007/978-1-4614-5836-4_129.

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Turiault, Marc, Caroline Cohen, Guy Griebel, David E. Nichols, Britta Hahn, Gary Remington, Ronald F. Mucha, et al. "Transporter." In Encyclopedia of Psychopharmacology, 1335. Berlin, Heidelberg: Springer Berlin Heidelberg, 2010. http://dx.doi.org/10.1007/978-3-540-68706-1_467.

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Gerlach, Eckard, Peter Grosse, and Eike Gerstenhauer. "Transporter." In Physik-Übungen für Ingenieure, 56–58. Wiesbaden: Vieweg+Teubner Verlag, 1995. http://dx.doi.org/10.1007/978-3-663-12297-5_23.

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Conference papers on the topic "Transportör"

1

Sundaresan, Vishnu Baba, and Donald J. Leo. "Modeling and Characterization of a Chemomechanical Actuator Based on Protein Transporters." In ASME 2007 International Mechanical Engineering Congress and Exposition. ASMEDC, 2007. http://dx.doi.org/10.1115/imece2007-43712.

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Plants and animal cells are naturally occurring actuators that exhibit force and motion driven by fluid transport through the cell membrane. The protein transporters embedded in the cell membrane serve as the selective gateway for ion and fluid transport. The actuator presented in this work generates force and deformation from mass transport through an artificial membrane with protein transporters extracted from plant cell membranes. The artificial membrane is formed from purified 1-Palmitoyl-2-Oleoyl-sn-Glycero-3-[Phospho-L-Serine] (Sodium Salt) (POPS), 1-Palmitoyl-2-Oleoyl-sn-Glycero-3-Phosphoethanolamine (POPE) lipids and supported on a porous substrate. The protein transporter used in the actuator membrane is a proton-sucrose cotransporter, SUT4, extracted from yeast cells that genetically modified to grow the cotransporter in their cell membranes. The SUT4 transporter conducts proton and sucrose from the side of the membrane with higher concentration and carries water molecules across the membrane. It is observed from transport characterization experiments that fluid flux through the membrane varies with the applied sucrose concentration and hence is chosen as the control stimulus in the actuator. A modified four-state facilitated diffusion model is applied to the transport characterization data to compute the two characteristic parameters for fluid transport, saturation concentration and translocation rate, through the membrane. The flux rate through the membrane is observed to increase with the concentration till a particular value and saturates at a higher concentration. The concentration at which the flux rate through the membrane saturates is referred to as the saturation concentration. The saturation concentration for the actuator is experimentally found to be 6±0.6mM sucrose on the side with lower pH. The corresponding maximum translocation rate is found to be 9.6±1.2 nl/μ.cm2.min. The maximum steady state deformation produced by the actuator is observed at 30 mM sucrose that corresponds to a force of 0.89 mN.
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Borchardt, Ralf. "Transport of the Reactor Pressure Vessels in the Greifswald Nuclear Power Plant." In ASME 2009 12th International Conference on Environmental Remediation and Radioactive Waste Management. ASMEDC, 2009. http://dx.doi.org/10.1115/icem2009-16012.

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Five WWER-440 reactors are being dismantled on the Greifswald Nuclear Power Plant (KGR) site. The strategy for the dismantling of the reactor units 1 to 4 (operation time 12–17 years) was to cut and pack the components remotely. For this purpose dry and wet cutting areas were installed. The remote cutting and packing of the reactor pressure vessel and its internals was successfully tested with non-activated original reactor components of units 7 and 8 from October 1999 until July 2003. From August 2004 until July 2007 the internals from reactor units 1 and 2 were cut, packed and transported to the on-site Interim Store North (ISN). For the reactor 5 it was planned to transport the RPV in one piece and the reactor internals in shielding and transport containers to the interim store for decay storage. In December 2003 the RPV of unit 5 was lifted and transported to the interim store. From April 2006 up to July 2006 the reactor internals of unit 5 were packed and transported to the interim store. After the evaluation of the experience made during the transport and the radiological measurements and samplings taken from the RPV unit 1, the strategy for the dismantling of the reactors was changed. The reactor pressure vessels of the units 1 to 4 and the reactor internals of the units 3 and 4 should be removed as complete parts and stored as shielded large components in the ISN. In summer 2005 EWN applied for the new strategy at the responsible licensing authority and in August 2007 this license was granted. In November 2007 the reactor pressure vessels of the units 1 and 2 were transported into the ISN. The transport of the reactor pressure vessels and the internals from units 3 and 4 is planned in the period from March till September 2009. These transports of the reactor pressure vessels and internals show that the dismantling of the reactors with dismantling and interim storage of large components could not only be an alternative for cutting but could also be favored from the economical and radiological point of view.
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Naka, Yoshitaka, Masaki Fuchiwaki, and Kazuhiro Tanaka. "Characteristics of Micro Pump Driven by Conducting Polymer Soft Actuator." In ASME 2008 Fluids Engineering Division Summer Meeting collocated with the Heat Transfer, Energy Sustainability, and 3rd Energy Nanotechnology Conferences. ASMEDC, 2008. http://dx.doi.org/10.1115/fedsm2008-55117.

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The development of micro pumps are actively conducted in recent years. A micro pump used for μ-TAS transports at a micro flow rate with a high precision. Moreover, it is also needed to transport high-viscosity fluid since there are various types of drugs to be transported. Micro pumps with various driving systems have been developed so far. In this study, the authors propose a micro pump with soft actuators by conducting polymers as a driving source. We have realized the conducting polymer soft actuator with opening and closing movement. The opening and closing movement of the soft actuator in which the cation driving layer is arranged inside becomes large since the anion driving layer arranged outside drives predominantly. The opening and closing movement is realized by the characteristic that three dimensional deformations are suppressed by setting slits in a sheet-shaped soft actuator and straight-shaped soft actuators in the slits synchronize and deform. It is possible to build a micro pump that transports fluid in one direction by a micro pump with two soft actuators with opening and closing movement and that it can transport fluid even with the viscosity that is 140 times as large as that of water in addition. The micro pump with two soft actuators with opening and closing movement proposed in this paper transports fluid with an energy consumption rate less than half those of others.
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Sakata, Toshiya, and Yuji Miyahara. "Drug transport measurement for transporter variants using oocyte-based field effect transistor." In 2007 Digest of papers Microprocesses and Nanotechnology. IEEE, 2007. http://dx.doi.org/10.1109/imnc.2007.4456330.

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van Hoof, Jochum C. G., and Ruben de Bruin. "35 Year Old Jackets Removed as a Single Piece." In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49910.

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Heerema Marine Contractors (HMC) have removed and will be removing various platforms from the North Sea. For these projects Heerema has developed an unconventional method to remove and transport jackets: Jackets are lifted as one single piece and transported to the recycling yard whilst being suspended from both cranes of the Heavy Lift Vessel (HLV) Thialf. Two purpose built structures at the stern restrain the jackets from horizontal motions during transport. In summer 2010 three eight-legged jackets were removed and transported using this method (see Figure 1). The jackets weighed approximately 5,000 metric tonnes each and stood in 70–80m of water. The jacket removal resulted in load cases that were never considered during jacket design. Jacket strength appeared very marginal when cutting the jacket into several sections, but by lifting the jacket as one single section, all members remained connected and ensured a stable structure. Other benefits were reduction of the offshore project duration, the subsea cutting scope and the required vessel spread. Risk on weather downtime was reduced and safety improved by preventing back loading operations in an offshore environment. The transport distance with the jacket suspended from both Thialf cranes ranged from 200–300 nautical miles (1 1/2–2 1/2 days sailing). The final cuts and the jacket lifting required relatively low sea states. The wave climate for transport was determined with the assumption of a preceding weather sensitive operation, which is different to a transport that assumes a start at a random time. Model tests for these design sea states have been performed to accurately assess the Thialf dynamic behavior at its shallow transit draught. Additional analyses were performed to confirm the vessel-jacket dynamic interaction. During transport the so called ‘restraints’ gripped around the jacket corner legs, restraining the structure horizontally and preventing side loads on the cranes. During the three transports, motions have been measured and dynamic behavior corresponded well with the analyses. Removing and transporting these jackets as a single piece was a unique operation. The method worked well and resulted in a predictable, safe and time efficient jacket removal. This paper will address the removal method, including structural aspects, model tests and full scale verification.
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Salih, Arwin, John Kenyon, John Steele, and Ranjan Weeraratne. "Darlington Upgrade Project – Bridge design for manufacture and assembly." In IABSE Congress, Christchurch 2021: Resilient technologies for sustainable infrastructure. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/christchurch.2021.0021.

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<p>The Darlington Upgrade Project (DUP) consists of the upgrade of approximately 3.3 kilometres of the existing Main South Road forming part of the Adelaide North-South Transport Corridor.</p><p>This paper focusses on the design of the project’s three composite steel box girder bridges and challenges employing the Design for Manufacture and Assembly (DfMA) principles on the bridge superstructures which were constructed on temporary towers in an assembly yard approximately 500 metres from the final bridge position and transported using the Self-Propelled Modular Transporter (SPMT) technology. SPMTs, a first in Australia for bridge application, allows pre- fabrication of the bridge superstructure improving safety for both construction crews and motorists.</p><p>Evaluation of stresses imposed on the superstructure obtained from the real time monitoring instrumentation during installation is also presented.</p>
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Hebert, Antoine. "Conseil, Formation et Fournitures pour le transport de marchandises dangereuses." In Les métiers du Conseiller à la Sécurité des Transports et les bonnes pratiques dans le transport. Les Ulis, France: EDP Sciences, 2013. http://dx.doi.org/10.1051/jtsfen/2013les01.

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Meyer, Gabriel. "Attentes de l'ASN et REX des inspections concernant le métier de CST." In Les métiers du Conseiller à la Sécurité des Transports et les bonnes pratiques dans le transport. Les Ulis, France: EDP Sciences, 2013. http://dx.doi.org/10.1051/jtsfen/2013les02.

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Meyer, Sylvie, and Dominique Rain. "LE CIFMD : rôle, fonctionnement, retour d’expérience des examens." In Les métiers du Conseiller à la Sécurité des Transports et les bonnes pratiques dans le transport. Les Ulis, France: EDP Sciences, 2013. http://dx.doi.org/10.1051/jtsfen/2013les03.

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Affolter, Bernard. "Le rapport annuel du C.S." In Les métiers du Conseiller à la Sécurité des Transports et les bonnes pratiques dans le transport. Les Ulis, France: EDP Sciences, 2013. http://dx.doi.org/10.1051/jtsfen/2013les04.

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Reports on the topic "Transportör"

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K.D. Draper. TRANSPORT LOCOMOTIVE AND WASTE PACKAGE TRANSPORTER ITS STANDARDS IDENTIFICATION STUDY. Office of Scientific and Technical Information (OSTI), March 2005. http://dx.doi.org/10.2172/841291.

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Montoya Robledo, Valentina, Laureen Montes Calero, and Valeria Bernal Carvajal. Decálogo para planes de movilidad urbana sostenible sensibles al género. Inter-American Development Bank, August 2021. http://dx.doi.org/10.18235/0003423.

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Este decálogo presenta diez ideas clave para incorporar la perspectiva de género en la planeación integral de la movilidad de nuestras ciudades. A partir de las iniciativas de género en el transporte que ha venido desarrollando la red de ciudades miembro del Transport Gender Lab (TGL), así como las experiencias de otras ciudades de América Latina y el Caribe (ALC), el documento presenta buenas prácticas para cada uno de los puntos del decálogo. Estos ejemplos permiten destacar el progreso de los sistemas de transporte urbano responder a las necesidades de todos los usuarios y usuarias, sin embargo, todavía existen importantes oportunidades de mejora para lograr una movilidad integralmente sostenible e inclusiva.
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D.C. Weddle, R. Novotny, and J. Cron. WASTE PACKAGE TRANSPORTER DESIGN. Office of Scientific and Technical Information (OSTI), September 1998. http://dx.doi.org/10.2172/861090.

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Stredde, H. J. CC-EC Transporter Analysis. Office of Scientific and Technical Information (OSTI), December 1987. http://dx.doi.org/10.2172/1030688.

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Weber, K. Central Calorimeter Transporter Cart Design. Office of Scientific and Technical Information (OSTI), September 1987. http://dx.doi.org/10.2172/1030706.

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Newman, David. Investigations of the Dynamics of Turbulent Transport: Implications for Self Consistent Transport Models, Transport Barrier Formation and Transport Evolution. Office of Scientific and Technical Information (OSTI), December 2003. http://dx.doi.org/10.2172/1485313.

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Montgomery, D. Magnetofluid transport. Office of Scientific and Technical Information (OSTI), January 1992. http://dx.doi.org/10.2172/6747821.

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Urbatsch, Todd James. Radiation Transport. Office of Scientific and Technical Information (OSTI), June 2015. http://dx.doi.org/10.2172/1184617.

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Skone, Timothy J. Train, Transport. Office of Scientific and Technical Information (OSTI), September 2011. http://dx.doi.org/10.2172/1509332.

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Skone, Timothy J. Coal Transport. Office of Scientific and Technical Information (OSTI), September 2011. http://dx.doi.org/10.2172/1509264.

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