CAPITULO 1 â Perfil dos carpinteiros artesanais de embarcaÃÃes a vela do litoral do estado do Cearà No contexto mundial, durante o sÃculo XV, a construÃÃo naval das embarcaÃÃes veleiras passaram por evoluÃÃes que propiciaram o empreendimento de grandes viagens. Chegando ao Brasil iniciou-se um longo processo de interaÃÃo construtiva das embarcaÃÃes locais com o conhecimento europeu. As jangadas inicialmente construÃdas sem velas evoluÃram e se propagaram por todo o nordeste e, principalmente no Cearà como embarcaÃÃo de pesca artesanal, evoluindo das jangadas de troncos Ãs atuais de tÃbuas, assim como ocorreu evoluÃÃo construtiva artesanal das canoas e botes. O litoral cearense foi percorrido no perÃodo de setembro de 2010 a maio de 2012, identificando-se in loco os tipos de embarcaÃÃes construÃdas, e localizando e entrevistando construtores artesanais de embarcaÃÃes a vela, foco principal deste trabalho. Foram entrevistados 36 carpinteiros de comprovado reconhecimento local, que responderam questionÃrio estruturado com perguntas direcionadas diretamente à identificaÃÃo do construtor artesanal, seu perfil profissional e da sua arte construtiva, permitindo registros fotogrÃficos, filmagens e gravaÃÃes. Os dados de cada questionÃrio foram transcritos para planilhas eletrÃnicas e analisadas, combinando com as gravaÃÃes de entrevistas transcritas e das filmagens. A pesquisa constatou a baixa escolaridade dos carpinteiros artesanais entrevistados, com 44% de alfabetizados e 42% de analfabetos; a inexistÃncia de qualquer registro construtivo empregado; mÃdia de idade; media de tempo de trabalho e frequÃncia da distribuiÃÃo do tempo de trabalho entre os carpinteiros entrevistados; influÃncia e origem do aprendizado e ausÃncia de enquadramento funcional destes jà que nÃo se aposentam como construtores artesanais. Resultados importantes foram obtidos sobre o perfil do carpinteiro artesanal cearense, considerados importantes para a manutenÃÃo da tradiÃÃo cultural de suas tÃcnicas aplicadas à construÃÃo de embarcaÃÃes a vela, e que compÃem o patrimÃnio histÃrico e socioeconÃmico do estado. CAPITULO 2 â A construÃÃo dos diferentes tipos de embarcaÃÃes a vela do litoral do estado do Cearà As embarcaÃÃes a vela sÃo usadas na pesca desde a Idade MÃdia e foram introduzidas no Brasil no inÃcio do descobrimento. No CearÃ, a frota veleira à constituÃda por jangadas, paquetes, canoas e botes, e este estudo objetivou descrever os aspectos e processo construtivos destas embarcaÃÃes, e verificar a existÃncia de diferenciaÃÃo entre localidades quanto aos custos, tempo de construÃÃo, materiais, ferramentas manuais, posicionamento dos mastros com os tipos e tamanhos de vela e elaboraÃÃo de planos de linhas. A metodologia constou de levantamentos de dados in loco, no perÃodo de maio 2010 a dezembro de 2012, com entrevistas com 36 carpinteiros artesanais em 25 localidades de praia de dezoito municÃpios, e aplicaÃÃo de questionÃrios e registros por gravaÃÃo, fotografia e filmagem. O mÃtodo construtivo adotado pelos construtores à o do âesqueleto primeiroâ, ao qual os diversos componentes sÃo acrescentados. O principio para a construÃÃo dos botes triÃngulo e bastardo à o mesmo adotado por toda a forÃa de trabalho, que sÃo idÃnticos no aspecto construtivo e de estrutura de casco, diferem no tipo de mastro e vela, tendo o bastardo um mastro fixo com vela latina bastarda e o bote triÃngulo vela latina triangular. Os custos de construÃÃo variam em ordem decrescente para botes, jangadas, canoas e paquetes, determinados pelo comprimento da embarcaÃÃo e tipo de madeira. Pontualmente, registrou-se em Bitupità a existÃncia da vela quadrangular latina, denominada de âvela quatro punhosâ, envergada em mastro bastardo nas canoas de curral. CAPITULO 3 â A navegaÃÃo praticada por mestres marcadores nas embarcaÃÃes a vela no estado do Cearà A orientaÃÃo praticada a bordo de embarcaÃÃes veleiras para navegaÃÃo e pesca utiliza referÃncias de terra para compor as linhas de posiÃÃo denominadas caminho e assento que, ao se cruzarem, determinam o local desejado. Esta atividade vem acontecendo desde a existÃncia da jangada de piÃba e se perpetua por transmissÃo entre geraÃÃes. O estudo foi desenvolvido com mestres marcadores de trÃs localidades, Baleia, Fortaleza e Redonda, onde predominam canoas, jangadas e botes, respectivamente. A prÃtica desta modalidade de navegaÃÃo à idÃntica para os diferentes tipos de embarcaÃÃo e diferem pouco entre as localidades estudadas. O exercÃcio da orientaÃÃo exige que o mestre marcador tenha boa visÃo e memÃria para encontrar caminho e assento, alÃm de sofrer restriÃÃes na ausÃncia da luz solar. Essa atividade à iniciada pelos marcadores ainda na juventude, e esses conhecimentos sÃo adquiridos independentes do grau de instruÃÃo e se consolidam tanto pelo exercÃcio da pesca quando pela experiÃncia adquirida. A observaÃÃo de estrelas e planetas revela a direÃÃo do caminho de volta ao porto de origem tendo a estrela do porto vÃrias denominaÃÃes no litoral cearense. A falta de visibilidade do litoral, ocasionada por chuva, cerraÃÃo ou outros fatores, interfere negativamente na identificaÃÃo de pontos de referÃncia existentes no litoral. A marcaÃÃo terrestre vem sendo gradativamente substituÃda pelo uso do GPS na localizaÃÃo dos pesqueiros mais produtivos, com grande aceitaÃÃo pelos mais jovens. O baixo preÃo e eficiÃncia comprovada desse equipamento tÃm justificado sua difusÃo ao longo de todo o litoral do CearÃ. CAPITULO 4 â EmbarcaÃÃes a vela do litoral do estado do CearÃ, distribuiÃÃo espacial da frota e da produÃÃo pesqueira O Cearà possui 573 km de litoral, distribuÃdo por 20 municÃpios costeiros e conta com 113 localidades de pesca estuarina e marinha. Este estudo se baseia nos seguintes dados estatÃsticos do Programa ESTATPESCA a- composiÃÃo da frota por tipo de barco e municÃpio; b- produÃÃo de pescado por tipo de barco e municÃpio; c- produÃÃo das principais espÃcies de peixe por tipo de embarcaÃÃo. Foi feita a descriÃÃo das caracterÃsticas das embarcaÃÃes a vela do Cearà de uma forma mais detalhada que as dividiu em jangadas ocada e de isopor; paquetes ocado e de isopor; canoa de Paracuru; canoa de Moitas-Baleia; canoa de Camocim (bianas); Canoa de Acarau-PreÃ-BitupitÃ; canoas de currais de BitupitÃ; canoa-paquete de Fleixeiras-Guagiru e botes triangulo e bastardo. Os resultados mostram que os paquetes sÃo maioria numÃrica e com maior distribuiÃÃo geogrÃfica, destacam-se pela versatilidade, por serem leves para encalhe e movimentaÃÃo na faixa de praia, pela necessidade de pequena tripulaÃÃo e baixo custo de construÃÃo e manutenÃÃo. Os botes tÃm a menor abrangÃncia territorial, com o bastardo bem concentrados em Camocim e o triÃngulo com maior concentraÃÃo em IcapuÃ. A canoa tem predominÃncia exclusiva no litoral oeste e a jangada, no litoral leste. Em termos relativos, as embarcaÃÃes participaram da captura nas seguintes proporÃÃes: canoas = 45,3 %; paquete = 22,3 %; botes = 22,4%, destacando-se os municÃpios de Camocim, Itarema, Icapuà e AcaraÃ. Estes tÃm produÃÃo mais seleta, capturando espÃcies de maior valor comercial, a saber guaiÃba, cavala, pargo, sirigado, carapitanga e dourado. As jangadas vÃm perdendo importÃncia relativa na captura do pescado, mas ainda com destaque para os municÃpios de Fortaleza, Aquiraz, Beberibe Cascavel e Aracati. / CHAPTER 1 â Profile of the artisanal carpenters of sail crafts in Cearà State In a worldwide scenario, during the XV Century, the naval building of sail craft underwent an evolutionary development that enabled the undertaking of long-length voyages across the oceans. By arriving at Brazil, an intensive interaction process between local sail boat construction and that of European-derived knowledge. The sail rafts, at first built without sail, were deployed over the whole Brazilian northeast, mainly in Cearà State, as artisanal crafts, evolving from simple dugouts to the actual wooden ones as well as canoes and rowboats. For this research work, the Cearà Stateâs coast was surveyed from September, 2010 to May, 2012, taking in situ stock of all types of constructed crafts, and pinpointing and interviewing artisanal builders of sailboats, who are than main target population of this survey. To this aim, 36 accomplished carpenters, locally recognized as such, were required to answer a number of questionnaires directed toward a full appraisal of the artisanal naval builders, its professional profile and handicraft, for which photographic records, pictures and sound recordings were obtained. The derived data were transferred to electronic spreadsheets and then analyzed by crosschecking the recorded interviews and the movie pictures. This survey led to the following results: occurrence of low reading ability by the artisanal carpenters so that 44 per cent were found to be illiterate; non-existence of any kind of professional registration by the competent public offices; mean age of 22.1 years; high mean working time and frequency of distribution among the sampled population; factors of influence and origin of learning techniques and absence of functional framing, since they to do not retire as naval builders. Significant results were got as to the artisanal carpentersâs profile in Cearà State, which were deemed quite relevant for the maintenance of the folklore of their techniques applied to the construction of sail crafts, and round up the historic and socioeconomic heritage of the Cearà Stateâs coastline . CHAPTER 2 â Construction of different types of sail craft along Cearà Stateâs coastline The sailboats are used in fisheries since the middle ages and were introduced in Brazil at the beginning of its discovery. The Cearà Stateâs fleet is made up of rafts, canoes and boats whose study was meant for describing aspects of the building process and for ascertaining the existence of differentiation among fishing communities as to costs, construction time, basic materials, hand tools and positioning of masts according to boat size, sail types and setting of lining patterns. The methodology consisted of data surveys carried out locally, in the period from May, 2010 through December, 2012, by means of interviews with 36 artisanal carpenters in 25 fishing sites of 18 costal counties, by applying questionnaires and data gathering by recording, photography and movie pictures. The constructive technique consists of mounting a âprimary skeletonâ to which all other component parts are attached. The building principle of the triangle and bastard boats is the same as adopted by the whole of the labor force, which are identical as to their constructive pattern and hull framework, but differ as to the types of masts ands sails, namely the bastard one having a fixed mast and a storm jib, and the triangle one having a triangular storm jib. The construction costs vary in a decreasing order for boats, rafts and canoes, as determined by the craft length and kind of timber. Somewhat exceptionally there was identified in BitupitÃ, Barroquinha county, the existence of a square storm jib named âfour-fist sailâ, bent up as a bastard mast in the fish-weir canoes. CHAPTER 3 â The navigation practiced by master position markers on board sail boats in Cearà State The orientation carried out on board sailboats for navigation and fishing makes use of landmarks in order to compose the position lines named pathway and outpost that, while intercrossing, determine the sought after site. This activity has been taking place since the very early existence of the sail raft and it endures itself from generation to generation. This study was undertaken by master markers in some fishing localities, namely Baleia, Fortaleza and Redonda where canoes, sail rafts and boats are respectively predominant. The practice of this kind of navigation is similar for the various types of boats and diverges from one another very little among the studied landing points. The exercise of orientation requires that the master marker has got good eyesight and memory in order to find out the pathway and the outpost, besides undergoing setbacks from the absence of sunlight. That activity is started when the fisherman is still young, and his long-lived expertise is acquired independently of the educational degree as it is derived from both the fishing chores and the accumulated experience. The observation of stars and planets reveals the way back to the home port whose identifying star receives many nominations along Cearà Stateâs coastline. The lack of visibility brought about by rain, clouding, and other factors meddle with the identification of conspicuous landmarks. This age- old technique has been gradually replaced by the use of GPS devices for pinpointing the most productive fishing grounds, with a high degree of acceptance by the young generation. The low purchase price and the proved efficiency of that equipment has accounted for the diffusion of their advantages among the fishing communities of Cearà State. CHAPTER 4 â Sail crafts in Cearà Stateâs coastline: fleet and fishing production spatial distribution The Cearà Stateâs coastline spreads over 573 km distributed by 20 coastal counties, and 113 estuarine and marine fishing communities. This study is based on the following statistical data gathered through the ESTATPESCA Program: fleet composition by types of boat and county; fish production by type of boat and county; catch composition of the main fish species by type of boat. A detailed description of the sailboats in Cearà was presented in order to provide information on a number of variants of their main types, namely hollow raft, styrofoam-fulled rafts, canoe from Paracuru, canoe from Moitas-Baleia; canoe from Camocim; canoe from AcaraÃ-PreÃ-BitupitÃ; canoe from Bitupità fish-weirs, canoe-raft from Fleixeiras-Guagiru, triangle boat and bastard boat. The results show the small raft holds a numeric majority and a wider geographic distribution, standing out by being lighter to anchor on the beach sand, requiring fewer crew, and entailing lower construction and maintenance costs. The boats show a narrower territorial range, with the bastard ones being concentrated in Camocim county and the triangle ones more frequent in Icapuà county. The canoe and the large-sized raft hold an outstanding predominance on the western and the eastern sides of Cearà Stateâs coastline, respectively. In relative terms, the main types of fishing craft took part in the caches according to the following proportions: canoes = 45.3 per cent; small raft = 22.3 per cent; boats = 22.4 per cent. Among their home counties stand out Camocim, Itarema, Icapuà and AcaraÃ, the ones that boast a more exclusive fish production made out of such species as yellowtail snapper, king mackerel, Caribbean red snapper, black grouper, dog snapper and dolphin. The large-sized rafts have shown of late a tendency for playing a lesser part in fish catching, but they are still relevant in such Cearà Stateâs counties as Fortaleza, Aquiraz, Beberibe Cascavel and Aracati.

This study aimed to evaluate the effectiveness of a modern fleet management system in improving the logistics of transporting staff, goods and materials in Kenya Power & Lighting Company, a utility firm in power distribution. In today’s competitive marketplace which is characterised by rapidly changing business requirements, leveraging leading edge technologies and adopting best practices are essential in order to ensure sound logistical support that guarantees both effectiveness and efficiency in the transportation processes. The sampling procedure of one-stage, cluster sampling and the use of the simple random sampling technique were used in this study to select a sample size which was sufficiently representative of the whole population. Both the descriptive study approach and the survey research strategy were adopted to enable the collection of data in a manner that allowed in-depth examination while gathering information that explained the relationships between constructs, in particular, cause and effect relationships. The main purpose of this dissertation was therefore to establish that the use of information technology is feasible in transport industries, explain possible obstacles and also any major advantages of its implementation. Secondly, as regards the theoretical aspect, a broadened view on the use of online tracking for vehicles using a global positioning system is presented, together with practical examples, to illustrate its successful implementation in a fleet management system. The study concludes by offering suggestions and recommendations from the research results and the researcher’s experiences for future studies. / Transport Economics, Logistics and Tourism / M. Com. (Transport Economics)

Excessive unobserved firepower expenditures by Allied forces during the Vietnam War defied the traditional counterinsurgency principle that population protection should be valued more than destruction of the enemy. Many historians have pointed to this discontinuity in their arguments, but none have examined the available firepower records in detail. This study compiles and analyzes available, artillery-related U.S. and Allied archival records to test historical assertions about the balance between conventional and counterinsurgent military strategy as it changed over time. It finds that, between 1965 and 1970, the commanders of the U.S. Military Assistance Command, Vietnam (MACV), Generals William Westmoreland and Creighton Abrams, shared significant continuity of strategic and tactical thought. Both commanders tolerated U.S. Army, Marine Corps, and Allied unobserved firepower at levels inappropriate for counterinsurgency and both reduced Army harassment and interdiction fire (H&I) as a response to increasing budgetary pressure. Before 1968, the Army expended nearly 40 percent of artillery ammunition as H&I – a form of unobserved fire that sought merely to hinder enemy movement and to lower enemy morale, rather than to inflict any appreciable enemy casualties. To save money, Westmoreland reduced H&I, or “interdiction” after a semantic name change in February 1968, to just over 29 percent of ammunition expended in July 1968, the first full month of Abrams’ command. Abrams likewise pursued dollar savings with his “Five-by-Five Plan” of August 1968 that reduced Army artillery interdiction expenditures to nearly ten percent of ammunition by January 1969. Yet Abrams allowed Army interdiction to stabilize near this level until early 1970, when recurring financial pressure prompted him to virtually eliminate the practice. Meanwhile, Marines fired H&I at historically high rates into the final months of 1970 and Australian “Harassing Fire” surpassed Army and Marine Corps totals during the same period. South Vietnamese artillery also fired high rates of H&I, but Filipino and Thai artillery eschewed H&I in quiet areas of operation and Republic of Korea [ROK] forces abandoned H&I in late 1968 as a direct response to MACV’s budgetary pressure. Financial pressure, rather than strategic change, drove MACV’s unobserved firepower reductions during the Vietnam War.