Potato chips are very popular in the United States. Recently, an enormous interest in developing snacks from fruits and vegetables with high quality has been assessed. Mango, due to its characteristic flavor and nutritional value, is excellent for snack production. Osmotic dehydration (OD) as a pre-treatment and vacuum frying (1.33 kPa) processes were proposed to obtain high quality mango chips. Mango ?Tommy Atkins? slices were pre-treated with different OD concentrations (40, 50, and 65w/v), times (45, 60, and 70 min), and temperatures (22, 40, and 57oC). Physical and chemical properties (aw, pH, oBrix, sugar gain, water loss, and shrinkage) after OD were studied. The pre-treated slices were vacuum fried (1.33 kPa) at 120, 130, and 138oC and product quality attributes (PQA) (oil content, texture, porosity, color, microstructure, and carotenoid content) were determined. Microstructure of the chips was analyzed using an environmental scanning electron microscope. Effect of frying temperatures at optimum OD (65 w/v at 40oC) times was tested. The consumer tests showed that samples were all acceptable. The best mango chips process was the one with 65 w/v concentration for 60 min (pre-treatment) and vacuum frying at 120oC. Kinetic studies on oil content, texture, porosity, color, and carotenoid retention were performed. Oil absorption was modeled by a fractional conversion kinetic model. Absorption rate constant increased with frying temperature. Diameter changes in the chips, although not significant (P>0.05), followed an initial expansion to later decrease. Thickness of the slices increased (puffed) (around 60%) with time for all frying temperatures. Texture changes were for two frying periods: (1) water removal and crust formation and (2) slices became tougher and crispier and the end of frying. Porosity in the samples increased with frying, and a fractional conversion best described this phenomenon. Color *a (redness) increased with frying time and temperature and was modeled using a logistic model. Color *b (yellowness) increased up to 30 s of frying and then decreased. Carotenoids degradation followed a first order model, with a significant (P<0.05) decrease with frying temperature. Mango chips fried under atmospheric fryer had less carotenoid retention (25%) than with a vacuum fryer.

Potato chips are very popular in the United States. Recently, an enormous interest in developing snacks from fruits and vegetables with high quality has been assessed. Mango, due to its characteristic flavor and nutritional value, is excellent for snack production. Osmotic dehydration (OD) as a pre-treatment and vacuum frying (1.33 kPa) processes were proposed to obtain high quality mango chips. Mango ?Tommy Atkins? slices were pre-treated with different OD concentrations (40, 50, and 65w/v), times (45, 60, and 70 min), and temperatures (22, 40, and 57oC). Physical and chemical properties (aw, pH, oBrix, sugar gain, water loss, and shrinkage) after OD were studied. The pre-treated slices were vacuum fried (1.33 kPa) at 120, 130, and 138oC and product quality attributes (PQA) (oil content, texture, porosity, color, microstructure, and carotenoid content) were determined. Microstructure of the chips was analyzed using an environmental scanning electron microscope. Effect of frying temperatures at optimum OD (65 w/v at 40oC) times was tested. The consumer tests showed that samples were all acceptable. The best mango chips process was the one with 65 w/v concentration for 60 min (pre-treatment) and vacuum frying at 120oC. Kinetic studies on oil content, texture, porosity, color, and carotenoid retention were performed. Oil absorption was modeled by a fractional conversion kinetic model. Absorption rate constant increased with frying temperature. Diameter changes in the chips, although not significant (P>0.05), followed an initial expansion to later decrease. Thickness of the slices increased (puffed) (around 60%) with time for all frying temperatures. Texture changes were for two frying periods: (1) water removal and crust formation and (2) slices became tougher and crispier and the end of frying. Porosity in the samples increased with frying, and a fractional conversion best described this phenomenon. Color *a (redness) increased with frying time and temperature and was modeled using a logistic model. Color *b (yellowness) increased up to 30 s of frying and then decreased. Carotenoids degradation followed a first order model, with a significant (P<0.05) decrease with frying temperature. Mango chips fried under atmospheric fryer had less carotenoid retention (25%) than with a vacuum fryer.

With the recent widespread deployment of intelligent transportation systems (ITS) in North America there is an abundance of data on traffic systems and thus an opportunity to use these data in the calibration of microscopic traffic simulation models. Even though ITS data have been utilized to some extent in the calibration of microscopic traffic simulation models, efforts have focused on improving the quality of the calibration based on aggregate form of ITS data rather than disaggregate data. In addition, researchers have focused on identifying the parameters associated with car-following and lane-changing behavior models and their impacts on overall calibration performance. Therefore, the estimation of the Origin-Destination (OD) matrix has been considered as a preliminary step rather than as a stage that can be included in the calibration process. This research develops a methodology to calibrate the OD matrix jointly with model behavior parameters using a bi-level calibration framework. The upper level seeks to identify the best model parameters using a genetic algorithm (GA). In this level, a statistically based calibration objective function is introduced to account for disaggregate form of ITS data in the calibration of microscopic traffic simulation models and, thus, accurately replicate dynamics of observed traffic conditions. Specifically, the Kolmogorov-Smirnov test is used to measure the "consistency" between the observed and simulated travel time distributions. The calibration of the OD matrix is performed in the lower level, where observed and simulated travel times are incorporated into the OD estimator for the calibration of the OD matrix. The interdependent relationship between travel time information and the OD matrix is formulated using a Extended Kalman filter (EKF) algorithm, which is selected to quantify the nonlinear dependence of the simulation results (travel time) on the OD matrix. The two test sites are from an urban arterial and a freeway in Houston, Texas. The VISSIM model was used to evaluate the proposed methodologies. It was found that that the accuracy of the calibration can be improved by using disaggregated data and by considering both driver behavior parameters and demand.

SOUZA, D. D. M. R. Estimação sintética de matrizes origem/destino a partir de contagens volumétricas em áreas com controle do tráfego em tempo real com o auxílio do queensod. 2007. 120 f. Dissertação (Mestrado em Engenharia de Transportes) – Centro de Tecnologia, Universidade Federal do Ceará, Fortaleza, 2007. / Submitted by Zacarias Barbosa Matias Junior (zaca@det.ufc.br) on 2013-05-22T12:39:41Z No. of bitstreams: 1 2007_dis_ddmrsousa.pdf: 3289694 bytes, checksum: c68542c5773502fa7a2ffbb47d58b898 (MD5) / Approved for entry into archive by Marlene Sousa(mmarlene@ufc.br) on 2013-05-28T16:00:36Z (GMT) No. of bitstreams: 1 2007_dis_ddmrsousa.pdf: 3289694 bytes, checksum: c68542c5773502fa7a2ffbb47d58b898 (MD5) / Made available in DSpace on 2013-05-28T16:00:36Z (GMT). No. of bitstreams: 1 2007_dis_ddmrsousa.pdf: 3289694 bytes, checksum: c68542c5773502fa7a2ffbb47d58b898 (MD5) Previous issue date: 2007-07 / Since 2000, Fortaleza has a modern urban traffic control system (CTAFOR) that, although efficiently reaching its operational objectives in controlling the urban traffic, does not solve all the congestion problems on the network. One way of improving the performance of such a system would be to gather precise information about the travel behavior within the area under control, allowing real time actions and characterizing CTAFOR as a real Intelligent Transportation System (ITS). In such a context, the main objective of this research was to estimate motorized person trips patterns in an area within a region under control of Fortaleza’s UTC system, using a synthetic OD matrix estimation model which is based in traffic flow volumes, running on QueensOD software. As a first step, it was defined the area for the case study, that would be representative of the whole region controlled by CTAFOR, in which this model was applied with the objective of gaining a better understanding and experience in its use. After defining the study area, it was developed the step of calibrating the estimation model regarding the error criteria used to calculate the differences between estimated and observed trip demands, as well as estimated and observed traffic flows. This step was followed by a sensitivity analysis on the estimation results due to the variation in the quality of the input data (OD seed matrix and traffic volumes) and an analysis of the variability of the demand. As the main conclusions, it can be pointed out that the information provided by CTAFOR alone are not enough to estimate good quality OD matrices, requiring good OD seed matrices. Therefore, if one wants to estimate matrices for different periods of the day, it is necessary to collect sample OD matrices directly in the field for each time period, since the use of a seed OD matrix predefines the structure of the OD matrix to be estimated. / Desde 2000, Fortaleza dispõe de um moderno sistema de controle de tráfego em área (CTAFOR) que, apesar de eficaz no controle operacional do tráfego urbano, não soluciona definitivamente os problemas de congestionamento da rede. Uma forma de melhorar o desempenho desse sistema seria obter informações precisas sobre o comportamento de deslocamento do tráfego em sua área de controle, permitindo intervenções em tempo real e caracterizando o CTAFOR como um verdadeiro Sistema Inteligente de Transporte (ITS). Diante deste contexto, o objetivo geral desta pesquisa foi estimar demandas de deslocamento do transporte individual motorizado na região controlada em tempo real pelo CTAFOR, utilizando o modelo de estimação sintética de matriz OD que se baseia em contagens volumétricas do tráfego, implementado no QueensOD. Inicialmente, foi definida uma área de estudo de caso, representativa de toda a região controlada pelo CTAFOR, na qual esse modelo foi aplicado com a finalidade de obter uma maior compreensão e experiência na sua utilização. Após a definição da área de estudo, foi realizada a etapa de calibração do modelo de estimação quanto aos critérios de erro utilizados para calcular as diferenças entre as demandas estimadas e observadas e os fluxos de tráfego estimados e observados. Essa etapa foi seguida de uma análise de sensibilidade dos resultados de estimação frente à variação da qualidade dos dados de entrada (matriz OD semente e fluxos de tráfego) e uma análise da variabilidade da demanda. Como principais conclusões, têm-se que as informações fornecidas pelo controle de tráfego em tempo real realizado pelo CTAFOR sozinhas não são suficientes e dependem do fornecimento de uma matriz OD semente com qualidade para a obtenção de resultados satisfatórios de estimação, e que, caso se deseje estimar matrizes para diferentes períodos do dia, deve-se obter matrizes OD amostrais diretamente em campo para o respectivo horário, visto que a utilização de uma matriz OD semente pré-define a estrutura da matriz OD a ser estimada.

This diploma thesis deals with application of econometric and simulation models in organizing relay running race od Tatier k Dunaju. In theoretical part the reader is introduced to basic theory regarding econometric and simulation models. Detailed introduction to od Tatier k Dunaju running race follows afterwards. There are used multiple regression models in this thesis which are used to estimate runner s time in his sector based on 10 km run reported time and track profile. Results are compared to those provided by organizer himself and between each other. Simulation models are used to analyze sufficiency of parking lots capacity, which are used by team cars while traveling between sectors. These models are compared to reality and afterwards suggestions to solve recognized issues are discussed.

Para comprender la composición de volátiles en guayaba fresca (Psidium guajava L.) Palmira ICA-1, en este estudio se plantearon diferentes métodos de extracción: la extracción líquido-líquido (L-L), la destilación-extracción simultáneas con disolvente (SDE), la microextracción en fase sólida del espacio de cabeza (HS-SPME) y la extracción con fluidos supercríticos (SFE). Se establecieron semejanzas y diferencias en la composición de acuerdo al método usado. Un total de 134 compuestos fueron identificados por los diferentes métodos de extracción, los ésteres, aldehídos y alcoholes fueron los más representativos. Se determinó la contribución sensorial mediante el cálculo de las unidades de olor (concentración del compuesto/umbral de olor) para los compuestos aislados por SDE, teniendo en cuenta el efecto de la temperatura durante el método de extracción. De igual forma se estudió la influencia del pH en la composición del aroma, 38 constituyentes volátiles se identificaron como enlazados a glicósidos. Igualmente, se realizó un estudio del mecanismo hidrodinámico (HDM) de la deshidratación osmótica con y sin pulso de vacío. Las mayores pérdidas de agua, ocurrieron con los tratamientos a 50 °C y con disoluciones osmóticas de 50 y 40 °Brix. La mayor transferencia de solutos ocurrió a 40 y 50 °C con vacío pulsante. Se demostró la influencia de los parámetros como temperatura, tiempo y concentración de la disolución osmótica en la cinética de la pérdida de agua, ganancia de solutos y evolución de la composición de volátiles en el producto osmodeshidratado. En general, las mayores pérdidas de volátiles ocurrieron a 50 ºC, mientras que las menores fueron a 30 y 40 ºC hasta 2 h con disolución osmótica a 30 y 40 ºBrix. Los ésteres fueron los compuestos que sufrieron mayores pérdidas durante el proceso de deshidratación osmótica a presión atmosférica y con pulso de vacío. / Quijano Celis, CE. (2011). ESTUDIOS DE LA COMPOSICIÓN DE VOLÁTILES Y SU EVOLUCIÓN DURANTE LA DESHIDRATACIÓN OSMÓTICA DE LA GUAYABA PALMIRA ICA-1 (Psidium guajava L.) [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/13828 / Palancia

La presente investigación modela el sistema BRT Metropolitano mediante el uso del software TransCAD. Para la adecuada construcción de la matriz origen destino se recopilan datos de embarque y desembarque en los diferentes paraderos del sistema. Es por ello, que se calcula la muestra de encuestas a través de datos proporcionados por Protransporte, la empresa que administra el Metropolitano. En la información proporcionada se excluyeron días atípicos donde se obtuvo 1032 encuestas con una confiabilidad de 95% y un error de 4.2%. Luego, se usa el factor de expansión para obtener la situación actual con un total de 53,776 usuarios que viajan en la hora más crítica de la tarde de 6 a 7pm. Así mismo, se inserta la matriz OD para la asignación de viajes mediante el método de equilibrio de usuarios estocástico (SUE); en el cual, se obtiene una primera calibración de la situación actual. Posteriormente, se propone el escenario más óptimo a partir del cálculo de las cargas máximas con el uso de hojas de cálculo. Además, se obtienen nuevos parámetros como frecuencias, cantidades de buses, tiempo de viaje total, etc. Finalmente, se realiza la comparación de los resultados del escenario propuesto y actual donde se observan beneficios para el operador y los usuarios. Debido a que, la propuesta cuenta con un ahorro de 7,154.26 minutos de tiempo de viaje total por hora, la operación del sistema con quince buses menos y un índice de pasajeros por kilómetro recorrido (IPK) de cinco puntos adicionales al actual. / The present investigation models the BRT Metropolitano system through the use of TransCAD software. For the proper construction of the destination origin matrix, embarkation and disembarkation data must be collected in the different stops of the system. That is why the sample of surveys is calculated through data provided by Protransporte, the company that manages the Metropolitano. In the information provided, atypical days were excluded where 1,032 surveys were obtained with a 95% reliability and an error of 4.2%. Then, the expansion factor is used to obtain the current situation with a total of 53,776 users traveling in the most critical time of the afternoon from 6 to 7pm. Likewise, the OD matrix is inserted as a previous step to the travel assignment using the stochastic user equilibrium method (SUE), in which a first calibration of the current situation will be obtained. Subsequently, the most optimal scenario is proposed based on the calculation of the maximum loads with the use of spreadsheets. In addition, new parameters such as frequencies, bus numbers, total travel time, and various others are obtained. Finally, the results of the proposed scenario and the current one were compared, where benefits for the operator and the users of the system are observed. Since the proposal has a saving of 7,154.26 minutes of total travel time per hour, the operation of the system with fifteen fewer buses and a passenger index per kilometer traveled (IPK) five points more than the current one. / Tesis

The aim of this (diploma) thesis is to compare the withdrawal from a contract according to the Civil Code on one hand and the Commercial Code on the other hand. In addition to this aim the thesis compares the withdrawal from a contract and the dismissal of a contract and critically deals with contemporary valid legislation. This thesis reminds a judicial development of this institute. Mentioning all the above aspects it evaluates legislation of withdrawal from a contract in the new Civil Code. Providing of all these aspects this thesis tries to help to map the developing statement at the final stage of transformation of Czech civil law and to collect crucial issues to evaluate the given thesis. The thesis analyses several aspects of the withdrawal from a contract - conditions of its application, reasons and consequences of this withdrawal and a limitation of actions. In addition it examines a cancellation fee as a special consequence of the withdrawal from contract. After a detailed investigation of legislation in the Civil Code and in the Commercial Code it emerged that the legislation in the Commercial Code is more precise and closer to a modern conception of contractual law. Considering modern contractual law legislation in the new Civil Code could also be positively evaluated. It has been...

1 Receipt lottery Abstrakt The thesis deals with the receipt lottery, which the Ministry of Finance has introduced as a tool to make customers more motivated to accept receipts, thereby making tax collection more efficient. Even though the receipt lottery has been in place for only half a year to the date of writing this thesis, the thesis analyses and evaluates the above ideas of the Ministry of Finance. The diploma thesis examines the hypothesis whether the receipt lottery leads to better and more efficient tax collection. The thesis is divided into three parts. The first part deals with the Constitutional Court judgment related to the electronic records of sales. It focuses mainly on the reasoning of the judgment in the parts which influence the receipt lottery. The second part of the thesis is the most analytical. First, it examines whether the receipt lottery is a gambling game and on what principle it works. Next chapters in this part of the thesis describe a condition for participation in the receipt lottery. This part does not only compare the cost of the receipt lottery and the state's contribution, but it also compares the customers' participation in the receipt lottery itself and the benefits from participating. In order to determine the popularity of the receipt lottery, a survey is used, the...

In transportation planning, one of the first steps is to estimate the travel demand. A product of the estimation process is the so-called origin-destination matrix (OD matrix), whose entries correspond to the number of trips between pairs of zones in a geographic region in a reference time period. Traditionally, the OD matrix has been estimated through direct methods, such as home-based surveys, road-side interviews and license plate automatic recognition. These direct methods require large samples to achieve a target statistical error, which may be technically or economically infeasible. Alternatively, one can use a statistical model to indirectly estimate the OD matrix from observed traffic volumes on links of the transportation network. The first estimation models proposed in the literature assume that traffic volumes in a sequence of days are independent and identically distributed samples of a static probability distribution. Moreover, static estimation models do not allow for variations in mean OD flows or non-constant variability over time. In contrast, day-to-day dynamic models are in theory more capable of capturing underlying changes of system parameters which are only indirectly observed through variations in traffic volumes. Even so, there is still a dearth of statistical models in the literature which account for the day-today dynamic evolution of transportation systems. In this thesis, our objective is to assess the potential gains and limitations of day-to-day dynamic models for the estimation of the OD matrix based on link volumes. First, we review the main static and dynamic models available in the literature. We then describe our proposed day-to-day dynamic Bayesian model based on the theory of linear dynamic models. The proposed model is tested by means of computational experiments and compared with a static estimation model and with the generalized least squares (GLS) model. The results show some advantage in favor of dynamic models in informative scenarios, while in non-informative scenarios the performance of the models were equivalent. The experiments also indicate a significant dependence of the estimation errors on the assignment matrices. / In transportation planning, one of the first steps is to estimate the travel demand. A product of the estimation process is the so-called origin-destination matrix (OD matrix), whose entries correspond to the number of trips between pairs of zones in a geographic region in a reference time period. Traditionally, the OD matrix has been estimated through direct methods, such as home-based surveys, road-side interviews and license plate automatic recognition. These direct methods require large samples to achieve a target statistical error, which may be technically or economically infeasible. Alternatively, one can use a statistical model to indirectly estimate the OD matrix from observed traffic volumes on links of the transportation network. The first estimation models proposed in the literature assume that traffic volumes in a sequence of days are independent and identically distributed samples of a static probability distribution. Moreover, static estimation models do not allow for variations in mean OD flows or non-constant variability over time. In contrast, day-to-day dynamic models are in theory more capable of capturing underlying changes of system parameters which are only indirectly observed through variations in traffic volumes. Even so, there is still a dearth of statistical models in the literature which account for the day-today dynamic evolution of transportation systems. In this thesis, our objective is to assess the potential gains and limitations of day-to-day dynamic models for the estimation of the OD matrix based on link volumes. First, we review the main static and dynamic models available in the literature. We then describe our proposed day-to-day dynamic Bayesian model based on the theory of linear dynamic models. The proposed model is tested by means of computational experiments and compared with a static estimation model and with the generalized least squares (GLS) model. The results show some advantage in favor of dynamic models in informative scenarios, while in non-informative scenarios the performance of the models were equivalent. The experiments also indicate a significant dependence of the estimation errors on the assignment matrices. / In transportation planning, one of the first steps is to estimate the travel demand. A product of the estimation process is the so-called origin-destination matrix (OD matrix), whose entries correspond to the number of trips between pairs of zones in a geographic region in a reference time period. Traditionally, the OD matrix has been estimated through direct methods, such as home-based surveys, road-side interviews and license plate automatic recognition. These direct methods require large samples to achieve a target statistical error, which may be technically or economically infeasible. Alternatively, one can use a statistical model to indirectly estimate the OD matrix from observed traffic volumes on links of the transportation network. The first estimation models proposed in the literature assume that traffic volumes in a sequence of days are independent and identically distributed samples of a static probability distribution. Moreover, static estimation models do not allow for variations in mean OD flows or non-constant variability over time. In contrast, day-to-day dynamic models are in theory more capable of capturing underlying changes of system parameters which are only indirectly observed through variations in traffic volumes. Even so, there is still a dearth of statistical models in the literature which account for the day-today dynamic evolution of transportation systems. In this thesis, our objective is to assess the potential gains and limitations of day-to-day dynamic models for the estimation of the OD matrix based on link volumes. First, we review the main static and dynamic models available in the literature. We then describe our proposed day-to-day dynamic Bayesian model based on the theory of linear dynamic models. The proposed model is tested by means of computational experiments and compared with a static estimation model and with the generalized least squares (GLS) model. The results show some advantage in favor of dynamic models in informative scenarios, while in non-informative scenarios the performance of the models were equivalent. The experiments also indicate a significant dependence of the estimation errors on the assignment matrices.