Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The objective of this study was to evaluate the performance and carcass characteristics of cattle breed Aberdeen Angus steers of small and medium frame score slaughtered the same degree of completion of housing (average 6.39 mm). To 18 steers were used with age and weight of 298 days and 202.17 kg at entry into the confinement. The animals were confined for 158 days and slaughtered at average live weight of 430 days and 428.94 kg. The feed was composed of sorghum silage and concentrate in the ratio of 60:40 in the dry matter in the first 63 days and after 50:50 until slaughter. The frame was calculated using the formula F=-11, 548+0,4878*h*0,0289*ID+0,0000146*ID²+0,0000759*h*ID. Steers with medium frame score showed superiority in important aspects of marketing, as the initial weight (y=107.87+250.04B; P=.0002), final (y=308.14+32.07B; P=.0001), the empty body (y=255.07+30.74B; P<.0001) and hot carcass (y=153.91+21.09B; P<.0001) and cold (y=150.29+20.78B; P<.0001). Measures of muscle content as the Longissimus dorsi area in relation to cold carcass weight (ȳ=32.64-1.53; P=.0477) and empty body (ȳ=16.3-0.55B; P=.0419) were lower in of the carcass. Carcass conformation (P=.4660) Longissimus dorsi area in cm² (P=.6999),cushion thickness (P=.3578) were similar between the small and medium frame score. The commercial cuts, forequarter (ȳ=54.93+7.84B; P<.001), rib (ȳ=21.33+3.31B; P=.009) and back (ȳ=74.02+9.64B; P=.0003) in kg was higher in medium frame score. As a percentage cut back fell .18% with the incrase in frame score (ȳ=49-.18B P.0404). Weight tissue constituents of the carcass increased with the frame score of the steers, as on the percentage muscle tissue decreased by .57% (ȳ=61.63-.57B; P=.0410). The meat of Longissimus dorsi muscle of steers Aberdeen Angus of small and medium frame score showed intramuscular fat with a mean average of 10.11 points (P=.7034), red color with an average of 4.33 points (P=.3724), fine texture with a tendency to thin with an average 4.61 points (P=.3075) and the shear force with an average of 2.72 kg/cm² (P=.4004). Composition chemical of beef Longissimus dorsi muscle frame score steers Aberdeen Angus presented moisture with 72.27% (P=4355), crude protein of 19.34% (P=4150), lipid with 3.96% (P=9071), minerals with 4.43% (P=9842) and cholesterol to 50.25 mg/100g of meat (P=.2375). The small and medium frame score did not influence trhe fatty acids palmitic (P=.0790), stearic (P=.2455), oleic (P=.3046), linoleic (P=.9456), occurring change in the composition fatty acids myristic (y=1,85+0,12F; P=.043). The introduction of the frame score in studies of meat composition may be important in determining the frame score of steers with the nutritional features of the best meat. The medium frame score of Aberdeen Angus steers had higher head weight (y=9.35+.49B; P=.0212), feet (=5.38+.57B; P=.0059), tongue (y=.93+.05B; P=.0154), heart (y=1.45+.07B; P=.0183), inguinal adipose tissue (y=1.79+.21B; P=.0336) and adipose tissue is not part of the carcass plus to this in the meat (y=88.5+3.70B; P=.0086). Steers with small frame score were more (y=1.46-.08B; P=.0407) in the participation of the lungs in relation to empty body weight Aberdeeen Angus Steers. The small and medium frame score did not affect the participation of the rumen-reticulum, abomasums, omasum, intestines and contents of the gastrointestinal tract weight in relation to body weight an empty body weight. / O trabalho teve por objetivo avaliar o desempenho, as características da carcaça, da carne e os componentes não integrantes da carcaça de bovinos da raça Aberdeen Angus superjovens de biótipo pequeno e médio abatidos o mesmo grau de acabamento da carcaça (média de 6,39 mm). Foram utilizados 18 novilhos com idade e peso no ingresso no confinamento de 298 dias e 202,17kg. Os animais foram confinados durante 158 dias, abatidos com idade e peso vivo médio de 430 dias e 428,94kg. A alimentação foi composta por silagem de sorgo e concentrado, na relação volumoso:concentrado de 60:40 na matéria seca, nos primeiros 63 dias e após 50:50 até o abate. O biótipo foi calculado utilizando a fórmula B=-11,548+0,4878*h*0,0289*ID+0,0000146*ID²+0,0000759*h*ID. Os novilhos com biótipo médio apresentaram superioridade nos aspectos importantes de comercialização, como o peso inicial (y=107,87+250,04B; P=0,0002), final (y=308,14+32,07B; P=0,0001), de corpo vazio (y=255,07+30,74B; P<0,0001), de carcaça quente (y=153,91+21,09B; P<0,0001) e fria (y=150,29+20,78B; P<0,0001). As medidas de musculosidade da carcaça como a área de Longissimus dorsi em relação ao peso de carcaça fria (ȳ=32,64-1,53; P=0,0477) e de corpo vazio (ȳ=16,3-0,55B; 0,0419) foram menores nos novilhos de biótipo médio. A conformação da carcaça (P=0,4660), área de Longissimus dorsi em cm² (P=0,6999), espessura de coxão (P=0,3578) foram semelhantes entre os biótipos pequeno e médio. Os cortes comerciais, dianteiro (ȳ=54,93+7,84B; P<0,0001), costilhar (ȳ=21,33+3,31B; P=0,009) e traseiro (ȳ=74,02+9,64B; P=0,0003) em kg foi superior para o biótipo médio. Em percentagem o corte traseiro foi maior no biótipo pequeno (ȳ=49,00-0,18B; P=0,0404). Em peso os tecidos constituintes da carcaça aumentaram com o biótipo do novilho, à percentagem o tecido muscular apresentou queda de 0,57% (ȳ=61,63-0,57B; P=0,0410). A carne do músculo Longissimus dorsi de bovinos superjovens da raça Aberdeen Angus de biótipo pequeno e médio apresentou gordura intramuscular média com média de 10,11 pontos (P=0,7034), coloração vermelha com média de 4,33 pontos (P=0,3724), textura fina com tendência a muito fina com valor médio de 4,61 pontos (P=0,3075) e macia pelo força ao cisalhamento com média de 2,72 kgf/cm² (P=0,4009). O biótipo pequeno e médio apresentaram na carne do músculo Longissimus dorsi proporções de umidade com 72,27% (P=0,4355), de proteína bruta com 19,34% (P=0,4150), de lipídios com 3,96% (P=0,9071), de minerais com 4,43% (P=0,9842) e de colesterol com 50,25 mg/100g de carne (P=0,2375). O biótipo pequeno e médio não influenciaram nos ácidos graxos palmítico (P=0,0790), esteárico (P=0,2455), oléico (P=0,3046), linoléico (P=0,9456), ocorrendo alteração na composição do acido graxo mirístico (y=1,85+0,12B; P=0,043). A introdução do biótipo em estudos da composição da carne pode ser importante na determinação do biótipo de novilhos com melhores características nutraceuticas da carne. O biótipo médio dos novilhos Aberdeen Angus superjovens apresentaram maior peso de cabeça (y=9,35+0,49B; P=0,0212), das patas (y=5,38+0,57B; P=0,0059), da língua (y=0,93+0,05B; P=0,0154), do coração (y=1,45+0,07B; P=0,0183), do tecido adiposo inguinal (y=1,79+0,21B; P=0,0336) e do tecido adiposo não integrante da carcaça somado ao presente na carne (y=88,85+3,70B; P=0,0086). Os novilhos com biótipo pequeno apresentaram superioridade (y=1,46-0,08B; P=0,0407) na participação dos pulmões em relação ao peso de corpo vazio.Os novilhos Aberdeen Angus de biótipo pequeno e médio não alteraram a participação do rúmen-retículo, abomaso, omaso, intestinos e conteúdo do trato gastrointestinal em peso, em relação ao peso vivo e ao peso de corpo vazio.

This study is done from an autobiographical perspective. It focuses on three issues: myths, the resurrection of Jesus from death, and the canon. It approaches the traditional ecclesiastical and confessional teachings from the perspective of a postmodern hermeneutics of suspicion. Being autobiographical, the study is in the first place relevant for its author. In the second place, because he is a researcher, the study has also relevance for the scholarly community. The faith community also asks their questions. Then there is the institutionalized church that is a watchdog for the dogma, and, lastly there is the secular community who is also interested in the debate. The study aims to find answers to the question how the myth of Easter faith developed into kerygma, which became a text with canonical status? It is a search for the relationship between myth, resurrection and canon. On the issue of myth, the study concludes that myth is just as important to postmoderns as it were to their pre-modern ancestors. The Christ myth is a first century Mediterranean version of an ancient inherited subconscious archetypal myth. It represents stories in the language, symbols, and metaphors of the cultures and peoples in which it originated. It is language recycled. On the question about the resurrection, the study concludes that the Christ cult and its narratives developed within a mythological worldview. First, there was the kerygma of a dying and resurrected Christ. Then narratives, as material for preaching in the early congregations emerged around the figure of the historical Jesus. The resurrection as the content of the kerygma is perceived as mythical speech that serves as the foundational myth for the Christ cult. The third issue was about the documents called canon and questions such as how did it emerge, and how did it become authority bearing? To recap the argument: In the beginning, there was the kerygma! The content of this kerygma was the death and resurrection of Christ. During the development stages of the Christ myth, this kerygma was linked to the life and death of the historical Jesus. His story became a mythical narrative that serves as the foundational myth for the Christ cult. It explains its reason for existence and its rituals. As this faith community grew and became more and more institutionalized it produced more and more literature. Orthodoxy in early Christianity decided which of these writings contain the truth and the right teaching. They are the books, which became the index of what is called the Christian Bible today. The author of this study believes in a canon behind the canon. For him, the Jesus figure is the “vehicle” that makes the content of the kerygma accessible. He is a mythological figure, with historical roots that has become the observable face of God to Christians. The New Testament represents kerygmatic narrative with an invitation to its readers and hearers to join in this mythological experience and encounter with God. / Thesis (DD (New Testament))--University of Pretoria, 2006. / New Testament Studies / unrestricted

The following problem has been known for its beauty and elementary character. The Erd˝os Szekeres problem[7]: For any integer k ≥ 3, determine if there exists a smallest positive integer N(k) such that any set of atleast N(k) points in general position in the plane(i.e no three points are in a line) contains k points that are the vertices of a convex k-gon. The finiteness of (k)is proved by Erd˝os and Szekeres using Ramsey theory[7]. In 1978, Erd˝os [6] raised a similar question on empty convex k-gon (convex k-gon without out any interior points) and it has been extensively studied[18]. Several other variants like the convex k-gon with specified number interior points[2] and the chromatic variant[5] have been well studied. In this thesis, we introduce the following two player game variant of the Erd˝os Szekeres problem: Consider a two player game where each player places a point in the plane such that the point set formed will not contain a convex k-gon. The game will end when a convex k-gon is formed and the player who placed the last point loses the game. In our thesis we show a winning strategy forplayer2inthe convex5-gongame and the empty convex5-gongame and argue that the game always ends in the 9th step. We also give an alternative proof for the statement that any point set containing 10 or more points contains an empty convex 5-gon.

[EN] Since its birth in the fifties, the maritime container has revolutionised freight international transport providing support to a global production system, marked by the industry offshoring looking for competitive advantages and the configuration of increasingly complex and global supply chains. Within this context, the container has gained a great importance becoming a basic logistic element in supply chains where it plays the role of a transport, production and distribution unit. The success of container is evident if we analyse the evolution of container port traffic, which has been growing at a pace of over 10 % surpassing 600 million TEU of traffic since 2012. The container is, therefore, a key element in global supply chains and container logistics is a field of work and study of enormous interest due to its impact in the efficiency of these supply chains, due to the cost incurred for the operating account of shipping companies and operators (cost which is transferred to the final user and has an impact in the price of the goods being transported), and due to the social and environmental cost associated to the externalities of transport derived from the management of the container fleet. Container logistics has to do with the efficient management of the container fleet, minimising the transport, warehousing and maintenance costs, and maximising the use of the equipment. In container logistics it is possible to categorise, generally, two different categories or levels depending on the geographical scope and the transport modes involved: The international level and the local or regional level. This thesis addresses container logistics at a local or regional level, insofar as in relation to the management of stock, transport and internal movements, trying to react and identify solutions to some of the problems currently facing the port-logistics sector. The research result allows, firstly, knowing in an integral and structured manner the complexity of maritime container logistics. Secondly, specific real problems are identified and addressed for its modelling and analysis that allows for contributing to the improvement of the current logistics system. The following specific problems are addressed: -Modal choice problems for the configuration of internal logistics corridors or chains for maritime container transport. -Problems locating networks of nodal infrastructures facilitating the logistics needs of maritime containers. -Problems related to the movements and management of empty maritime containers. The interest and the academic contribution of this thesis lies as much in the definition and modelling of the specific problems with a significant theoretical discussion, as the empirical application to a real environment and real situations. This has been possible due to the direct contact of the author with the port-logistics sector and the participation in many consultancy and research projects in the cluster of the port of Valencia and also at European and international level. The thesis is outlined as a collection of six scientific articles. The articles have been presented in the thesis in such a way as to follow a logical sequence and not in relation with the chronological order of their publication. / [ES] Desde su aparición en los años 50, el contenedor marítimo ha revoluciona-do el transporte internacional de mercancías dando soporte a un sistema global de producción, marcado por la multilocalización de las industrias en busca de ventajas competitivas y la configuración de cadenas de suministro cada vez más complejas y globales. En este contexto, el contenedor ha adquirido un gran protagonismo convirtiéndose en un elemento logístico básico en las cadenas de suministro en las que actúa como unidad de transporte, producción y distribución. El éxito del contenedor queda puesto de manifiesto al analizar la evolución del tráfico portuario de contenedores, que ha estado creciendo a ritmos superiores al 10 %, superando los 600 millones TEU desde 2012. El contenedor es, por tanto, un elemento clave de las cadenas de suministro globales y la logística del contenedor es un área de estudio y trabajo de enorme interés por el impacto que tiene en la eficiencia de dichas cadenas, por el coste que supone a navieras y operadores en sus cuentas de explotación (coste que se traslada al usuario final y repercute en el precio de las mercancías transportadas) y por el coste social y ambiental asociado a las externalidades del transporte derivadas de esta gestión de la flota de contenedores. La logística del contenedor tiene que ver con la gestión eficiente del parque de contenedores, minimizando los costes de transporte, almacenamiento y mantenimiento, y maximizando la utilización del equipo. En la logística del contenedor se pueden identificar, por lo general, dos categorías o niveles diferenciados en función del ámbito geográfico y de los modos de transporte implicados: El nivel internacional y el nivel local o regional. Este trabajo aborda la logística del contenedor a nivel regional o local, es decir, en lo relativo a la gestión del stock, transporte y movimientos interiores, tratando de dar respuesta y plantear soluciones a algunos de los problemas con los que se encuentra el sector logístico-portuario en la actualidad. El resultado de la investigación permite, en primer lugar, conocer de una forma integral y estructurada la complejidad de la logística del contenedor marítimo. En segundo lugar, se identifican y abordan problemas específicos reales para su modelización y análisis, que permiten contribuir a la mejora del sistema logístico actual. En concreto se abordan los siguientes problemas: -Problemas de elección modal en la configuración de las cadenas o corredores logísticos interiores en el transporte de contenedores marítimos. -Problemas de localización o vertebración de una red de infraestructuras nodales para atender las necesidades logísticas de los contenedores marítimos. -Problemas asociados a los movimientos en vacío y gestión de contenedores marítimos. El interés y contribución académica de este trabajo reside tanto en la definición y modelización de los problemas específicos con una profunda discusión teórica, como en la aplicación empírica a situaciones y entornos reales, cosa que ha sido posible gracias al contacto directo del autor con el sector logístico-portuario y su participación en numerosos proyectos de consulto-ría e investigación tanto en el clúster del Puerto de Valencia como a nivel europeo e internacional. El trabajo se plantea como una colección de seis artículos científicos. El orden en que están situados los artículos en la tesis permite mantener una secuencia lógica construida a posteriori y no según el orden cronológico en el que fueron publicados. / [CAT] Des del seu naixement als anys 50, el contenidor marítim ha revolucionat el transport internacional de mercaderies donant suport a un sistema global de producció, marcat per la multilocalització de les indústries en busca d'avantatges competitives i la configuració de cadenes de subministrament cada vegada més complexes i globals. En aquest context, el contenidor ha adquirit un gran protagonisme convertintse en un element logístic bàsic en les cadenes de subministrament en les quals actua com a unitat de transport, producció i distribució. L'èxit del contenidor s'evidencia en analitzar l'evolució del tràfic portuari de contenidors, que ha estat creixent a ritmes superiors al 10 % superant els 600 milions TEU des de 2012. El contenidor és, per tant, un element clau de les cadenes subministrament globals i la logística del contenidor és un àrea d'estudi i treball d'enorme interès per l'impacte que té en l'eficiència d'aquestes cadenes, pel cost que suposa a navilieres i operadors en els seus comptes d'explotació (cost que es trasllada a l'usuari final i repercuteix en el preu de les mercaderies transportades) i pel cost social i ambiental associat a les externalitats del transport derivades d'aquesta gestió de la flota de contenidors. La logística del contenidor té a veure amb la gestió eficient del parc de contenidors, minimitzant els costos de transport, emmagatzematge i manteniment, i maximitzant la utilització de l'equip. En la logística del contenidor es poden identificar, en general, dues categories o nivells diferenciats en funció de l'àmbit geogràfic i de les modalitats de transport implicats: el nivell internacional i el nivell local o regional. Aquest treball aborda la logística del contenidor a nivell regional o local, és a dir, quant a la gestió de l'estoc, transport i moviments interiors, tractant de donar resposta i plantejar solucions a alguns dels problemes amb els quals es troba el sector logístic-portuari en l'actualitat. El resultat de la recerca permet, en primer lloc, conèixer d'una forma integral i estructurada la complexitat de la logística del contenidor marítim. En segon lloc, s'identifiquen i aborden problemes específics reals per a la seua modelització i anàlisi, que permeten contribuir a la millora del sistema logístic actual. En concret s'aborden els següents problemes: -Problemes d'elecció modal en la configuració de les cadenes o corredors logístics interiors en el transport de contenidors marítims. -Problemes de localització o vertebració d'una xarxa d'infraestructures nodals per a atendre les necessitats logístiques dels contenidors marítims. -Problemes associats als moviments en buit i gestió de contenidors marítims. L'interès i contribució acadèmica d'aquest treball resideix tant en la definició i modelització dels problemes específics amb una profunda discussió teòrica, com en l'aplicació empírica a situacions i entorns reals, cosa que ha sigut possible gràcies al contacte directe de l'autor amb el sector logístic-portuari i la seua participació en nombrosos projectes de consultoria i recerca tant en el clúster del Port de València com a nivell europeu i internacional. El treball es planteja com una col·lecció de sis articles científics. L'ordre en què estan situats els articles en la tesi permet mantenir una seqüència lògica construïda a posteriori i no segons l'ordre cronològic en el qual van ser publicats. / Furió Pruñonosa, S. (2016). Modelos y métodos avanzados para la logística del contenedor. Aplicación al Puerto de Valencia [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/63248 / TESIS

[pt] Neste trabalho estendemos os resultados em (12) e (22), sobre a minimalidade de uma das folheações estável ou instável forte), para o caso de atratores robustamente transitivos parcialmente hiperbólico e com direção central unidimensional. No nosso contexto a hiperbolicidade parcial esta definida somente no atrator. Algumas consequências são obtidas tais como a verificação de que estes atratores são robustamente) classes homoclínicas, possuem robustamente) interior vazio e admitem uma decomposição espectral. Resultados similares ainda valem no caso de atratores genericamente transitivos. / [en] In this work we extend the results in (12) and (22) about the minimality of one of the strong foliations (stable or unstable), for the case of robustly transitive attractors that is partially hyperbolic with one dimensional center bundle. In our context the partial hyperbolicity is defined only in the attractor. Some consequences are obtained as the verification that these attractors are (robustly) homoclinic classes, have (robustly) empty interior and admit a spectral decomposition. Similar results still holds in the case of generically transitive attractors.

This diploma thesis deals with pause identification with degraded speech signal. The speech characteristics and the conception of speech signal processing are described here. The work aim was to create the reliable recognizing method to establish speech and non-speech segments of speech signal with and without degraded speech signal. The five empty pause detectors were realized in computing environment MATLAB. There was the energetic detector in time domain, two-step detector in spectral domain, one-step integral detector, two-step integral detector and differential detector in cepstrum. The spectral detector makes use of energetic characteristics of speech signal in first step and statistic analysis in second step. Cepstral detectors make use of integral or differential algorithms. The detectors robustness was tested for different types of speech degradation and different values of Signal to Noise Ratio. The test of influence different speech degradation was conducted to compare non-speech detection for detectors by ROC (Receiver Operating Characteristic) Curves.

The doctoral thesis deals with the topic of exihibiting empty gallery space. The purpose is to clarify the specifics that accompany the exhibited empty gallery and to define the essence of more general patterns of exposition in the gallery space. Doctoral thesis also presents the special simple void that generates art itself. Finally, the text reopens a polemic within the institutional theory of art. Doctoral thesis criticizes the established terminology related with exposition of the empty gallery.

Orientador: Antonio Cezar Leal / Resumo: A partir da Revolução Verde, o modelo agrário-exportador se consolida no Brasil, tornando-o um dos maiores consumidores mundiais de agrotóxicos. Substâncias estas relacionadas à degradação ambiental e à suscetibilidade de populações às intoxicações e variadas doenças. Dessa forma, os agrotóxicos geram, como mais um impacto ambiental potencial, as embalagens vazias de agrotóxicos. Tais embalagens, de acordo com a Lei 9.974 de 2000, devem ter destinação final ambientalmente adequada a partir da logística reversa que é gerenciada pelo Instituto Nacional de Processamento de Embalagens Vazias (inpEV), formado, entre outros, por fabricantes de agrotóxicos. De acordo com o inpEV, 94% das embalagens vazias de agrotóxicos geradas tem destinação final adequada, seja por meio da reciclagem ou incineração. Porém, o sistema e estrutura gerido pelo inpEV facilita a devolução de embalagens vazias de agrotóxicos de produtores rurais capitalizados, tendo o pequeno agricultor familiar maiores dificuldades para a devolução das mesmas. Nesse sentido, a presente dissertação de Mestrado tem como objetivo principal analisar o gerenciamento de embalagens vazias de agrotóxicos e dificuldades enfrentadas por agricultores familiares para a devolução na região do Pontal do Paranapanema, a partir do estudo de caso junto a produtores rurais no assentamento rural São Bento, composto por 182 lotes, no município de Mirante do Paranapanema. Para tanto, realizou-se trabalhos de campo em unidades de recebimento... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: Since the Green Revolution, the agricultural export model was consolidated in Brazil, making it one of the largest world consumers of pesticides. These substances are related to environmental degradation and the populations susceptibility to intoxications and various diseases. Thus, pesticides, as another potential environmental impact, generate empty pesticide packaging. Such packaging, according to Brazilian Law 9.974 of 2000, must have an environmentally appropriate final destination based on the reverse logistics that is managed by the National Institute for the Processing of Empty Packaging, formed, among others, by pesticide manufacturers. According to inpEV, 94% of the empty pesticide packaging generated has an appropriate final destination, either through recycling or incineration. However, the system and structure managed by inpEV facilitates the return of empty pesticide packaging from capitalized rural producers, with small family farmers having greater difficulties in returning them. In this sense, the main objective of this Master's thesis is to analyze the management of empty pesticide packaging and the difficulties faced by family farmers to return it in the Pontal do Paranapanema region, from the case study with rural producers in the São Bento rural settlement, consisting of 182 lots, in the municipality of Mirante do Paranapanema. To this end, fieldwork was carried out in receiving units in Paraguaçu Paulista, Bilac and Adamantina; in pesticide dealers in Pr... (Complete abstract click electronic access below) / Mestre

Diploma thesis named "The Evolution of Media Representation of Squatting Theme in Czech Mainstream and Alternative Print" is describing the changes and tendencies of media representation of squatting theme in czech printed media based on the most medialized cases in selected media titles. Theme is analysed with the method of quantitative content analysis (partly together with qualitative) of national daily newspapers Mladá fronta DNES and Právo, social magazines Respekt and Reflex and culture periodics A2 and Literární noviny. The results of analysis include the description of media surface dedicated to this topic as well as the frequency and opinion outcome. And especially, which topics were connected to squating the most.

Värmevärden AB is an energy company that distributes district heating. One of their challenges today is to reduce the energy losses and wear that occur in the plant's scrapper conveyor unit. The conveyor belt is in constant motion whether it is transporting fuel or going unloaded at idle. An understanding of the module's energy flow needs to be mapped. An energy flow behavior model for the scrapper conveyor unit is presented. The energy flow in the startup sequence when the belt runs at idle and at full load is simulated. The simulations visualize the velocity and acceleration of the belt as a function of time and the current flow in the engine when getting started. The model allows changes on various parameters such as engine velocity, current limitations, work efficiency and enables the calculation of necessary material to achieve a desired power delivery. With a current-limited engine of 140 [A], a lower acceleration is obtained as the belt transports the fuel masses. Energy losses are also reduced as the belt is started by their own mass when transportation is needed. This means that the wear on the components of the plant decreases as transportation takes a more controlled form. / Värmevärden AB är ett energibolag som distribuerar fjärrvärme. En av deras utmaningar idag är att minska energiförlusterna och slitaget som uppstår i anläggningens skrapstransportörs modul. Transportbandet är i konstant rörelse vare sig det transporterar bränsle eller går olastad i tomgång. Förståelse för modulens energiflöde behöver kartläggas. En beteendemodell för skraptransportörens modul presenteras. Genom analys av energiflödet i systemet simuleras startförloppet när bandet körs i tomgång och vid full last. Simuleringarna visualiserar bandets hastighet och acceleration som funktion av tid och även motorns strömförlopp under uppstartsfasen. Modellen tillåter ändringar på diverse parametrar såsom motorns varvtal, strömbegränsning, verkningsgrad och möjliggör även framräkningen av nödvändigt material för att uppnå en viss leverans uteffekt. Med en strömbegränsad motor på 140 [A] fås en lägre acceleration när bandet transporterar bränslemassorna. Energiförlusterna minskar också eftersom bandet sätts igång av massornas egenvikt när transporteringen behövs. Detta medför att slitaget på anläggningens komponenter minskar i och med att transporten sker i mera kontrollerade former.