In Brazil, economic data on fisheries are generally scarce, and difficult to interpret with respect to costs and fishery viability, thus making it difficult to practice consistent policy and industrial decision-making. This thesis aims to provide a cost-benefit analysis of seventeen commercial fishing fleets that operated during 2013-2014 in four port regions of the South Brazil Shelf: Angra dos Reis (AR), Santos and Guarujá (SG), Itajaí and Navegantes (IN) and Rio Grande (RG). The fleet types included the following: shrimp-trawlers, pair-bottom-trawlers, single-bottom-trawlers, bottom-gillnetters, octopus-pots, purse-seiners, surface-longliners and pole-and-line. Based on an unprecedented set of field survey data collected through interviews with vessel captains and owners, this study has the following goals: (1) to describe, calculate and compare the cost structure and gross profitability for all fleets; (2) to identify the factors (e.g., technical features and economic indicators) that determine fleet gross profit (from AR, SG and IN) using generalized additive models (GAMLSS); and (3) to assess the net profitability and viability of the fleets through the following three economic performance indicators: net profit margin (NPM), net present value (NPV) and internal rate of return (IRR). Additionally, the effects of fuel subsidy policies on profitability among South Brazil\'s fleets were evaluated. Generally, operational costs were higher than labor and fixed costs except for longliners, purse-seiners (from AR) and bottom-gillnetters (from RG), whereas labor costs were higher or had the same importance as operational costs. Fuel was the primary operational cost for all the fleets except pair-bottom-trawlers (SG) and purse-seiners (AR), for which vessel maintenance is the principal operational cost. Gross profitability varied significantly among the fleets and was clearly related to the following main factors: fuel consumption, vessel maintenance expense, ice costs, fish price and catch volume. Particularly for trawlers (from SG and IN) and all purse-seiners, technical features (i.e., vessel size and number of fishing trips, respectively) also explained profitability. Moreover, landing cost was a significant factor for those fleets\' profit. Economic performance indicators exhibited intra-fleet heterogeneity depending on region and revealed that 24% of the fleets were unviable (NPV less than zero), 23% were in fragile condition (IRRs and NPM lower than 11%), and 53% had achieved good economic returns whose IRR values exceeded 12% and whose NPM was > 10%. The worst economic performance was observed for single-bottom-trawlers (RG) and purse-seiners (SG) and the best for tuna-longliners (RG) and pair-bottom-trawlers (SG). Overall, subsidies were ineffective in increasing Rio Grande fleet profits and may be masking poor economic performance, primarily for single-bottom-trawlers (RG). Findings should guide private-sector decisions on how to protect the economic performance of the fleets, on fishery management measures (e.g., input controls, recovery plans for overfished stocks), and improve current governmental programs (e.g. the fuel subsidy program). / No Brasil, os dados econômicos sobre as pescarias são geralmente escassos, dificultando o conhecimento sobre os custos e a viabilidade da pesca, tornando difícil a prática de tomada de decisões políticas consistentes. Esta tese tem como objetivo fornecer uma análise de custo-benefício de dezessete frotas de pesca comercial que operaram durante 2013-2014 em quatro regiões da Plataforma Continental Sul do Brasil: Angra dos Reis (AR), Santos e Guarujá (SG), Itajaí e Navegantes (IN) e Rio Grande (RG). Os tipos de frotas analisadas foram: arrasto de fundo duplo (camarões), parelhas, arrasto de fundo simples, emalhe de fundo, pesca de potes (polvo), traineiras, espinhel de superfície e pesca com vara-e-isca-viva. Com base em um conjunto sem precedentes de dados de pesquisa de campo coletados através de entrevistas com mestres e proprietários de barcos pesqueiros, este estudo teve como objetivo: (1) descrever, calcular e comparar a estrutura de custos e a lucratividade bruta das frotas; (2) identificar os fatores (características técnicas e indicadores econômicos) que determinam o lucro bruto das frotas (de AR, SG e IN) usando modelos aditivos generalizados (GAMLSS); e (3) avaliar a lucratividade e a rentabilidade líquida, e a viabilidade das frotas por meio dos seguintes indicadores de desempenho econômico: margem de lucro líquido (NPM), valor presente líquido (NPV) e taxa de retorno interno (IRR). Além disso, os efeitos da política de subsídio ao combustível sobre a rentabilidade das frotas do sul do Brasil foram avaliados. Geralmente, os custos operacionais foram maiores que os custos de mão-de-obra e custos fixos, exceto para as frotas de espinhel de superfície, traineiras (de AR) e emalhe de fundo (de RG), onde os custos de mão-de-obra foram maiores ou tiveram a mesma importância que os custos operacionais. O combustível foi o principal custo operacional para todas as frotas, exceto para as parelhas (SG) e as traineiras (AR), para os quais a manutenção do barco foi o principal custo operacional. O lucro bruto variou significativamente entre as frotas e esteve relacionada aos seguintes fatores: consumo de combustível, despesas de manutenção de embarcações, custos com gelo, preço do peixe e volume de captura. Particularmente para as frotas de arrasto de fundo (de SG e IN), parelhas (SG) e traineira, as características técnicas (ou seja, tamanho da embarcação e número de viagens de pesca, respectivamente) também explicaram a lucratividade. Além disso, o custo com o desembarque foi um fator significativo para o lucro dessas frotas. Os indicadores de desempenho econômico apresentaram heterogeneidade intra-frota dependendo da região e revelaram que 24% das frotas estavam inviáveis (NPV inferior a zero), 23% estavam em vulnerabilidade (IRRs e NPM inferiores a 11%) e 53% alcançaram bons retornos econômicos cujos valores de IRR excederam 12% e o NPM foi > 10%. O pior desempenho econômico foi observado para as frotas de arrasto-simples de RG e para as traineiras de SG, e os melhores para os atuneiros (RG) e parelhas (SG). Em geral, os subsídios foram ineficazes no aumento dos lucros das frotas de Rio Grande e podem estar mascarando o baixo desempenho econômico, principalmente para a frota de arrasto-simples. Os resultados apresentados podem ser utilizados para orientar nas decisões do setor privado sobre como proteger o desempenho econômico das frotas, as medidas de manejo da pesca (por exemplo, controles de entrada, planos de manejo para recuperação dos estoques sobrepescados), e ainda melhorar os programas governamentais atuais (por exemplo, o programa de subsídio ao combustível).

Submitted by JOSIANE SANTOS DE OLIVEIRA (josianeso) on 2018-01-31T14:48:27Z No. of bitstreams: 1 Roberto da Silva Araujo_.pdf: 903723 bytes, checksum: ae702a685139c36126c0bfef5f707282 (MD5) / Made available in DSpace on 2018-01-31T14:48:27Z (GMT). No. of bitstreams: 1 Roberto da Silva Araujo_.pdf: 903723 bytes, checksum: ae702a685139c36126c0bfef5f707282 (MD5) Previous issue date: 2017-10-31 / Nenhuma / Neste trabalho é apresentado um Algoritmo Híbrido (AH) aplicado ao Problema de Roteamento de Veículos com Múltiplos Depósitos e Frota Heterogênea (PRVMDFH). Um conjunto de clientes é atendido por um número fixo de veículos de diferentes tamanhos, por múltiplos depósitos, sujeito a restrições da capacidade do veículo. As meta-heurísticas utilizadas na construção do AH são o Algoritmo Genético (AG) e a Busca Tabu (BT). O AG usa operadores de cruzamento Mapeado Parcialmente (PMX), Cromossomo de Duas Partes (TCX) e de Ordem (OX), o operador de mutação Troca e o Algoritmo de Busca Local (ABL). A BT usa os métodos de Troca, Retirada e Inserção e Deslocamento. São analisadas as políticas de diversificação no ABL e a intensificação com as estratégias de geração de vizinhança na BT. São utilizados conjuntos de dados padrões de problemas testes, para executar os algoritmos propostos. Os resultados obtidos, comparados a outros autores, apresentaram boas soluções para diferentes tamanhos de problemas testes. / This paper presents a Hybrid Algorithm (AH) applied to the Problem of Vehicle Routing with Multiple-Deposit and Heterogeneous Fleet (MDFHPRV). A number of customers are served with a fixed number of vehicles of different sizes by multi-depot, subject to capacity constraints of the vehicle. The meta-heuristics used in AH construction are Genetic Algorithm (GA) and Tabu Search (BT). The AG uses Partial Mapped Crossover (PMX), Two Part Chromosome Crossover (TCX) and Order Crossover (OX) operators, the Exchange mutation operator, and the Local Search Algorithm (ABL). BT uses the Exchange, Retrieve, and Insertion and Displacement methods. Diversification policies was analyzed in the ABL and the intensification with the neighborhood generation strategies in BT. Standard sets of test problems are used to execute the proposed algorithms. The obtained results, compared to other authors, presented good solutions for different sizes of test problems.

A presente dissertação traz a questão da aderência de viagens de veículos em monitoramentos inteligentes com sistemas Automatic Vehicle Location (AVL) que operam em rotas rodoviárias. Uma viagem é considerada como uma série de \"passadas\", que correspondem ao tempo em que o veículo está em movimento, mas excluindo os tempos gastos em paradas para atividades como carregamento/descarregamento entre outras. A partir de dados históricos coletados via Global Positioning System (GPS) pelo sistema AVL, uma metodologia de filtragem e aplicações estatísticas para geração das passadas é apresentada. Além disso, são propostos métodos para geração de padrões de viagem de referência, baseados em tempos de viagem e velocidades, desvios padrões, locais de descontinuidades entre outros parâmetros. A geração desses padrões em conjunto com procedimentos operacionais permite o monitoramento eficiente do progresso de viagens de frotas de veículos, para finalidades logísticas e de segurança. O progresso de um veículo ao longo de uma rota é analisado diante dos padrões de viagem de referência obtidos a partir de suas viagens prévias, de veículos similares na mesma rota ou de viagens em rotas de mesma classe, dependendo do que for mais adequado. A geração de padrões é um processo dinâmico que gera conhecimento sobre o veículo e comportamento da rodovia ao longo do tempo. Desenho do processo de monitoramento do progresso de viagem é apresentado, no qual, a cada nova coleta de dado GPS ou a cada instante solicitado pelo usuário, a aderência é medida, eventuais descontinuidades (saídas da rota, paradas ou mudança de sentido) são identificadas e avisos são gerados. Tal aderência é definida por índice de desempenho que considera os desvios de tempo em relação a valores de referência e respectivas tolerâncias. Para experimentação da metodologia, foi realizada simulação de viagem na rodovia BR116 na ligação São Paulo - Rio de Janeiro, sobre base com cerca de 130.000 registros de dados GPS associados. Com integração em Geographic Information System (GIS) para suporte de funcionalidades, foram gerados os padrões de viagem e simulado o processo de monitoramento com sucesso. / This dissertation addresses the question of vehicle travel adherence in intelligent monitoring with Automatic Transportation Location (AVL) operating in a regional environment. A trip is considered as series of runs, corresponding to time in movement but excluding time spent on activities such as loading/unloading and others. Based on historic data collected from AVL/GPS a statistical data filtering method to generate the runs is presented. Furthermore, statistical methods are proposed to generate travel patterns based on travel time, speed, standard deviation and other parameters. The pattern generation together with operational procedures allows effective monitoring of large fleets in logistics and safety. The progress of a vehicle along a route is evaluated face to the statistical patterns of its previous successful trips or against statistical patterns of similar vehicles on the same route, whichever appropriate. The generation of patterns is a dynamic continuous process that generates knowledge on vehicle and road behavior along time. A broad outline of the travel monitoring process is presented. Whenever the requested by user, the process calculates the travel adherence, identifies abnormalities and generates alarms. That adherence is defined by a performance index, which considers the travel time deviations from the reference values and the respective tolerances. Successful experimentation was carried out on the Rio de Janeiro - São Paulo motorway, with 130.000 Global Positioning System (GPS) positional data relayed from trucks to a Geographic Information System (GIS) based monitoring system in Brazil.

Submitted by FERNANDO VLADIMIR CERNA ÑAHUIS null (fvcerna83@gmail.com) on 2017-02-22T17:36:35Z No. of bitstreams: 1 TESE-FINAL.pdf: 2994686 bytes, checksum: 5e487b40d4aeb0006f40a0abdb9d9af6 (MD5) / Approved for entry into archive by LUIZA DE MENEZES ROMANETTO (luizamenezes@reitoria.unesp.br) on 2017-02-24T20:11:29Z (GMT) No. of bitstreams: 1 nahuis_fvc_dr_ilha.pdf: 2994686 bytes, checksum: 5e487b40d4aeb0006f40a0abdb9d9af6 (MD5) / Made available in DSpace on 2017-02-24T20:11:29Z (GMT). No. of bitstreams: 1 nahuis_fvc_dr_ilha.pdf: 2994686 bytes, checksum: 5e487b40d4aeb0006f40a0abdb9d9af6 (MD5) Previous issue date: 2017-02-17 / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / Nesta tese são apresentados três modelos de programação matemática que abordam os problemas de otimização relacionados ao gerenciamento da energia nos sistemas de distribuição de energia elétrica (SDEE), como: 1) Programação ótima das entregas e carregamento dos veículos elétricos (VEs) durante a navegação em um mapa de cidade, 2) Gerenciamento ótimo pelo lado da demanda considerando um sistema fotovoltaico híbrido (SFH) em uma residência em baixa tensão (RBT) no SDEE, e 3) O melhoramento do fator de carga (FC) do SDEE através do controle da demanda. O primeiro problema visa minimizar os custos relacionados com a manutenção e geração de horas extra durante a operação de uma frota de VEs, levando em conta um conjunto de entregas pre-especificadas, assim como, pontos de carregamento alocados ao longo de cada via urbana (principal e/ou secundária) pertencente ao mapa da cidade. No segundo problema, para uma residência em baixa tensão é planejado um perfil ótimo de consumo para o dia seguinte. Este perfil de consumo é obtido através de um programa de gerenciamento pelo lado da demanda (GLD) que considera uma estrutura tarifária e um esquema de operação que otimiza os recursos energéticos vindos de um SFH e o SDEE. Para cada problema de otimização é apresentado o seu correspondente modelo de programação não linear inteiro misto (PNLIM). O terceiro problema visa minimizar os custos por compra de energia (consumo e perdas de potência ativa) da concessionária, levando em conta, o controle da demanda dos usos-finais, presentes nas unidades consumidoras (residenciais, comerciais, e industriais) no SDEE. As incertezas na utilização dos usos-finais nas unidades consumidoras são simuladas através de um algoritmo Monte Carlo. Além disso, o modelo proposto PIMRQ é rodado dentro de um processo iterativo, que visa a melhoria do FC do SDEE. Por outro lado, através destes modelos não-lineares, a solução ótima global não é garantida, enquanto o uso de modelos equivalentes (para o primeiro e segundo problema, sendo um modelo aproximado para o terceiro) de programação linear inteira mista (PLIM) resolvidos por ferramentas de otimização clássica existentes garantem a convergência para a solução ótima global. Por conseguinte, para resolver este inconveniente, os seus modelos MILP equivalentes são obtidos e explicados em detalhe. Os modelos propostos foram implementados na linguagem de modelagem algébrica AMPL e resolvidos usando o solver comercial CPLEX. Além disso, algoritmos de simulação para representar as incertezas dos tempos de demora na operação dos VEs e os hábitos de utilização dos usos-finais durante o dia, são desenvolvidos. Um grafo unidirecional de 71 nós, uma rede elétrica IEEE de 34 nós, e 21 usos-finais (incluído um VE plug-in para o carregamento na residência) residenciais são utilizados para testar a precisão e a eficiência, assim como, também técnica de solução dos modelos propostos para cada problema. / This thesis presents three mathematical programming models to address the optimization problems related to the energy management in the electricity distribution systems (EDSs), such as: 1) Optimal delivery scheduling and charging of electric vehicles (EVs) in the navigation of a city map, 2) Optimal demand side management of an EDS considering a hybrid photovoltaic system (HPS) in a residential low voltage (RLV), and 3) Load factor improvement through the demand control in the EDS. The first problem aims at minimizing the costs related to the maintenance and generation of extra hours during the operation of a EVs fleet, taking into account a number of prespecified deliveries, as well as charging points allocated along each urban road (main or secondary) belongs to the city map. In the second problem, for a RLV, an optimal consumption profile of a day-ahead is planned. This consumption profile is obtained through a demand side management (DSM) program that considers a tariff structure and an operating scheme that optimizes the energy resources coming from HFS and EDS. The third problem aims at minimizing the costs of energy purchase (consumption and active energy losses) of the company, taking into account, the demand control of the end-uses, presents in the consumers units (residential, commercial, and industrial) in the EDS. Uncertainties in the use of the end-uses in the different consumer units are simulated through a Monte Carlo algorithm that determines a habitual consumption profile for EDSs. Based on this habitual profile, the proposed MIPRQ model determines an optimal profile for EDSs. This model uses an iterative process that aims to improve the load factor of the EDS. For each optimization problem the corresponding non-linear mixed integer programming (NLMIP) model is presented. On the other hand, via these nonlinear models, the global optimal solution is not guaranteed, while using the equivalent mixed-integer linear (MILP) models (for the first and second problems, being an approximate model for the third) and solving them by existing classical optimization tools ensures convergence to global optimal solution. Therefore, in order to address this drawback, their equivalent mixed integer linear programming (MILP) models are obtained and explained in detail. The proposed models are implemented in the algebraic modeling language AMPL and solved using the commercial CPLEX solver. Moreover, simulations algorithms to represent the uncertainties of delay times in the operation of EVs and usage habits of end-uses during the day, are developed. A multidirectional graph with 71 nodes, an electrical network IEEE 34 nodes, and a quantity of 21 residential end-uses (including an EV plug-in for residential charging) are used to test the precision and the efficiency, as well as the solution technique of the models proposed for each problem. / CNPq: 141462/2013- 2

In Brazil, economic data on fisheries are generally scarce, and difficult to interpret with respect to costs and fishery viability, thus making it difficult to practice consistent policy and industrial decision-making. This thesis aims to provide a cost-benefit analysis of seventeen commercial fishing fleets that operated during 2013-2014 in four port regions of the South Brazil Shelf: Angra dos Reis (AR), Santos and Guarujá (SG), Itajaí and Navegantes (IN) and Rio Grande (RG). The fleet types included the following: shrimp-trawlers, pair-bottom-trawlers, single-bottom-trawlers, bottom-gillnetters, octopus-pots, purse-seiners, surface-longliners and pole-and-line. Based on an unprecedented set of field survey data collected through interviews with vessel captains and owners, this study has the following goals: (1) to describe, calculate and compare the cost structure and gross profitability for all fleets; (2) to identify the factors (e.g., technical features and economic indicators) that determine fleet gross profit (from AR, SG and IN) using generalized additive models (GAMLSS); and (3) to assess the net profitability and viability of the fleets through the following three economic performance indicators: net profit margin (NPM), net present value (NPV) and internal rate of return (IRR). Additionally, the effects of fuel subsidy policies on profitability among South Brazil\'s fleets were evaluated. Generally, operational costs were higher than labor and fixed costs except for longliners, purse-seiners (from AR) and bottom-gillnetters (from RG), whereas labor costs were higher or had the same importance as operational costs. Fuel was the primary operational cost for all the fleets except pair-bottom-trawlers (SG) and purse-seiners (AR), for which vessel maintenance is the principal operational cost. Gross profitability varied significantly among the fleets and was clearly related to the following main factors: fuel consumption, vessel maintenance expense, ice costs, fish price and catch volume. Particularly for trawlers (from SG and IN) and all purse-seiners, technical features (i.e., vessel size and number of fishing trips, respectively) also explained profitability. Moreover, landing cost was a significant factor for those fleets\' profit. Economic performance indicators exhibited intra-fleet heterogeneity depending on region and revealed that 24% of the fleets were unviable (NPV less than zero), 23% were in fragile condition (IRRs and NPM lower than 11%), and 53% had achieved good economic returns whose IRR values exceeded 12% and whose NPM was > 10%. The worst economic performance was observed for single-bottom-trawlers (RG) and purse-seiners (SG) and the best for tuna-longliners (RG) and pair-bottom-trawlers (SG). Overall, subsidies were ineffective in increasing Rio Grande fleet profits and may be masking poor economic performance, primarily for single-bottom-trawlers (RG). Findings should guide private-sector decisions on how to protect the economic performance of the fleets, on fishery management measures (e.g., input controls, recovery plans for overfished stocks), and improve current governmental programs (e.g. the fuel subsidy program). / No Brasil, os dados econômicos sobre as pescarias são geralmente escassos, dificultando o conhecimento sobre os custos e a viabilidade da pesca, tornando difícil a prática de tomada de decisões políticas consistentes. Esta tese tem como objetivo fornecer uma análise de custo-benefício de dezessete frotas de pesca comercial que operaram durante 2013-2014 em quatro regiões da Plataforma Continental Sul do Brasil: Angra dos Reis (AR), Santos e Guarujá (SG), Itajaí e Navegantes (IN) e Rio Grande (RG). Os tipos de frotas analisadas foram: arrasto de fundo duplo (camarões), parelhas, arrasto de fundo simples, emalhe de fundo, pesca de potes (polvo), traineiras, espinhel de superfície e pesca com vara-e-isca-viva. Com base em um conjunto sem precedentes de dados de pesquisa de campo coletados através de entrevistas com mestres e proprietários de barcos pesqueiros, este estudo teve como objetivo: (1) descrever, calcular e comparar a estrutura de custos e a lucratividade bruta das frotas; (2) identificar os fatores (características técnicas e indicadores econômicos) que determinam o lucro bruto das frotas (de AR, SG e IN) usando modelos aditivos generalizados (GAMLSS); e (3) avaliar a lucratividade e a rentabilidade líquida, e a viabilidade das frotas por meio dos seguintes indicadores de desempenho econômico: margem de lucro líquido (NPM), valor presente líquido (NPV) e taxa de retorno interno (IRR). Além disso, os efeitos da política de subsídio ao combustível sobre a rentabilidade das frotas do sul do Brasil foram avaliados. Geralmente, os custos operacionais foram maiores que os custos de mão-de-obra e custos fixos, exceto para as frotas de espinhel de superfície, traineiras (de AR) e emalhe de fundo (de RG), onde os custos de mão-de-obra foram maiores ou tiveram a mesma importância que os custos operacionais. O combustível foi o principal custo operacional para todas as frotas, exceto para as parelhas (SG) e as traineiras (AR), para os quais a manutenção do barco foi o principal custo operacional. O lucro bruto variou significativamente entre as frotas e esteve relacionada aos seguintes fatores: consumo de combustível, despesas de manutenção de embarcações, custos com gelo, preço do peixe e volume de captura. Particularmente para as frotas de arrasto de fundo (de SG e IN), parelhas (SG) e traineira, as características técnicas (ou seja, tamanho da embarcação e número de viagens de pesca, respectivamente) também explicaram a lucratividade. Além disso, o custo com o desembarque foi um fator significativo para o lucro dessas frotas. Os indicadores de desempenho econômico apresentaram heterogeneidade intra-frota dependendo da região e revelaram que 24% das frotas estavam inviáveis (NPV inferior a zero), 23% estavam em vulnerabilidade (IRRs e NPM inferiores a 11%) e 53% alcançaram bons retornos econômicos cujos valores de IRR excederam 12% e o NPM foi > 10%. O pior desempenho econômico foi observado para as frotas de arrasto-simples de RG e para as traineiras de SG, e os melhores para os atuneiros (RG) e parelhas (SG). Em geral, os subsídios foram ineficazes no aumento dos lucros das frotas de Rio Grande e podem estar mascarando o baixo desempenho econômico, principalmente para a frota de arrasto-simples. Os resultados apresentados podem ser utilizados para orientar nas decisões do setor privado sobre como proteger o desempenho econômico das frotas, as medidas de manejo da pesca (por exemplo, controles de entrada, planos de manejo para recuperação dos estoques sobrepescados), e ainda melhorar os programas governamentais atuais (por exemplo, o programa de subsídio ao combustível).

Au cours des dernières années, les problèmes multi-agents ont été étudiés de manière intensive par la communauté de la théorie du contrôle. L'un des sujets les plus populaires est le problème de consensus où un groupe d'agents parvient à un accord sur la valeur d'un certain paramètre ou d’une variable. Dans ce travail, nous nous concentrons sur le consensus des réseaux d'agents avec une dynamique non linéaire de poursuite de référence. Nous utilisons des interactions sporadiques modélisées par la détection relative, pour traiter le consensus décentralisé des références. La référence est donc utilisée pour alimenter la dynamique de poursuite de chaque agent. L'analyse de stabilité du système globale a nécessitée l'utilisation d'outils théoriques propre de la théorie des systèmes hybrides, en raison de la double nature de l'approche en deux étapes. L'analyse est effectuée en tenant compte de différents scénarios de topologie et interactions. Pour chaque cas, une condition suffisante de stabilité est fournie, en termes de temps minimum autorisé entre deux mises à jour de référence consécutives. Le cadre proposé est appliqué aux missions de rendez-vous et de réalisation de formation pour les robots mobiles non-holonomes. Le même problème est abordé dans le contexte d'une application réelle sur le terrain, à savoir un système de gestion de flotte pour un groupe de véhicules robotisés déployés dans un environnement industriel à des fins de surveillance et de collecte de données. Le développement d'une telle application a été motivé par le fait que cette thèse s'inscrit dans le cadre du projet FFLOR, développé par le département de recherche technologique du CEA tech. / Over the last years, multi-agents problems have been extensively studied from the control theory community. One of the most popular multi-agents control topics is the consensus problem where a group of agents reaches an agreement over the value of a certain parameter or variable. In this work we focus our attention on the consensus problem of networks of non-linear reference tracking agents. In first place, we use sporadic interactions modeled by relative sensing to deal with the decentralized consensus of the references. The reference is therefore feeded the tracking dynamics of each agent. Differently from existent works, the stability analysis of the overall system required the usage of hybrid systems theory tools, due to dual nature of the two stages approach. The analysis is carried out considering different scenarios of network topology and interactions. For each case a stability sufficient condition in terms of the minimum allowed time between two consecutive reference updates is provided. The proposed framework is applied to the rendez-vous and formation realisation tasks for non-holonomic mobile robots, which appear among the richest research topics in recent years. The same problem is addressed in the context of a real field application, namely a fleet management system for a group of robotic vehicles deployable in an industrial environment for monitoring and data collection purpose. The development of such application was motivated by the fact that this thesis is part of the Future of Factory Lorraine (FFLOR) project, developed by the technological research department of the Commissariat à l'énergie atomique et aux énergies alternatives (CEA tech).

<p>The study begins with a historical background over the fisheries development in North America and in the Baltic Sea area in Finland and Sweden. As we can see the fisheries development depends on the interaction between ecology, state of production, politic and also social factors. In Sweden the fishery politic has changed over the period of the study. In the 1970: s the main politic focus was on the fisheries progress, expansion and rationalization. The State in Sweden took a vast part in this development and gave economic support. In the 1980: s the fishery politic in Sweden started to change and the environmental politics began to enter the fishery politic. The environmental problems in the Baltic Sea were given attention and it was a great anxiety over the eutrophication. In the 1980: s the codpopulation declined and with them the catches declined. The conflict over the White zone 1978-1988 between Former Soviet Union and Sweden resulted in a plunder fishery in the area east of Bornholm. This plunder fishery effected the cod population enormous and the effect has continued to the late 1990: s. </p><p>In 1995 Sweden joined the European Union and the common fishery politic replaced the Swedish fishery politic. </p><p>The system with TAC (Total Allowable Catch) is central in the common politic and it is used to control the cod catches. But the problem is that the TAC -volume has been higher than the codpopulation could stand. Despite the politic goal in Sweden and EU to preserve the codpopulation in the Baltic Sea, the codpopulation has continued to decline. The reason to this politic failure is that the limit of the ecology has been overseen. Instead, the economic and social values have been dominating the politic and together with a to weak control of the catches and environmental problems in the Baltic Sea, the situation for the cod has been devastating.</p>

Den här undersökningen handlade om hur idag aktiva, kvinnliga nautiker i den svenska handelsflottan upplever sin situation ombord och hur de ser på sin framtid till sjöss. Syftet var att utröna ifall nautikeryrket i sin nuvarande form passar kvinnor och ifall något kan göras för att göra det mer attraktivt för dem. Bakgrunden var den låga andelen kvinnor inom yrket.   Jag valde en kvalitativ undersökningsmetod där jag analyserade data från fem semistrukturerade intervjuer. Denna metod valdes eftersom jag framförallt ville förstå den genusproblematik som kunde finnas ombord.   Resultatet visade att det inte finns något i nautikerns arbetsuppgifter som inte kan utföras av en kvinna och att särbehandling p.g.a. kön och sexuella trakasserier drabbar kvinnliga nautiker i begränsad omfattning. Det framkom att det största hindret för en framtid till sjöss är familjebildning och detta gjorde det även svårt att komma med konkreta förslag om hur yrket skulle bli mer attraktivt för kvinnor. / This thesis was a research on the onboard experience of female officers, today active in the Swedish merchant fleet, and of their thoughts regarding their future at sea. The purpose was to clarify whether the deck officer profession as of today is suited for women and if something could be done to make it more attractive to them; this in view of the small relative number of women in the profession.   I chose the qualitative research design, analyzing data from five semi-structured interviews. This method was used since my primary objective was to understand possible gender issues onboard.   The result showed that there is nothing in a deck officer’s work that can not be performed by a woman. Furthermore, the result pointed to the conclusion that female deck officers are subject to gender related discrimination and sexual harassment, but scarcely. The greatest obstacle for a future at sea proved to be family related, which also made more specific suggestions on how to make the deck officer profession more attractive to women difficult.

Emissions from light-duty passenger vehicles represent a significant portion of total criteria pollutant emissions in the United States. Since the 1970s, emissions testing of these vehicles has been required in many major metropolitan areas, including Atlanta, GA, that were designated to be in non-attainment for one or more of the National Ambient Air Quality Standards. While emissions inspections have successfully reduced emissions by identifying and repairing high emitting vehicles, they have been increasingly inefficient as emissions control systems have become more durable and fewer vehicles are in need of repair. Currently, only about 9% of Atlanta area vehicles fail emissions inspection, but every vehicle is inspected annually. This research addresses explores ways to create a more efficient emissions testing program while continuing to use existing testing infrastructure. To achieve this objective, on road vehicle emissions data were collected as a part of the Continuous Atlanta Fleet Evaluation program sponsored the Georgia Department of Natural Resources. These remote sensing data were combined with in-program vehicle inspection data from the Atlanta Vehicle Inspection and Maintenance (I/M) program to establish the degree to which on road vehicle remote sensing could be used to enhance program efficiency. Based on this analysis, a multi-parameter model was developed to predict the probability of a particular vehicle failing an emissions inspection. The parameters found to influence the probability of failure include: vehicle characteristics, ownership history, vehicle usage, previous emission test results, and remote sensing emissions readings. This model was the foundation for a proposed emissions testing program that would create variable timing for vehicle retesting with high and low failure probability vehicles being more and less frequently, respectively, than the current annual cycle. Implementation of this program is estimated to reduce fleet emissions of 17% for carbon monoxide, 11% for hydrocarbons, and 5% for nitrogen oxides in Atlanta. These reductions would be achieved very cost-effectively at an estimated marginal cost of $149, $7,576 and $2,436 per-ton-per-year for carbon monoxide, hydrocarbons, and nitrogen oxides emissions reductions respectfully.

This thesis addresses two planning problems motivated by the operations of PSOD air transportation: scheduled maintenance planning, and base location and fleet allocation. In the first part of the thesis, we study tactical planning for scheduled maintenance which determines the daily maintenance capacities for two operating conditions: a growth phase and the steady state. We model tactical maintenance capacity planning during the growth phase as an integer program and develop an optimization-based local search to solve the problem. Tactical planning of steady state maintenance capacity concerns a special case for which we determine the optimal and the long run capacities with a pseudo-polynomial time algorithm. In the second part of the thesis, we address operational planning for scheduled maintenance which is concerned with assigning itineraries to jets and determining the specific jets to be scheduled for maintenance on a daily basis given a certain maintenance capacity. We present a solution methodology that employs a look-ahead approach to consider the impact of our current decisions on the future and decomposes the problem exploiting the differences between jets with respect to the proximity to their next maintenance. We further develop an integrated framework in order to capture the interaction between operational level maintenance decisions and flight scheduling. In the third and final part of the thesis, we present the tactical level base location and fleet allocation problem. As PSOD air transportation experiences changes in travel demand and fleet size, decisions regarding where to open new bases and how to allocate the number of jets among the bases are made. We first present a solution approach in which high level information about flight scheduling is used in a traditional facility location problem. We next develop a model that works directly with transportation requests and integrates a simplified version of flight scheduling with the base location and fleet allocation decisions in order to capture more detail.