O presente trabalho sistematiza as principais questões relacionadas ao processo de urbanização das cidades portuárias durante as décadas finais do século XX, de modo a compreender as transformações sócio-espaciais, face às determinações econômicas e tecnológicas surgidas ou enfatizadas no período, considerando as especificidades locais. Procura também explicitar a maneira como estas questões vêm sendo apreendidas pelas ações de planejamento desenvolvidas para tais cidades. A análise de projetos urbanos realizados em algumas cidades portuárias, embasa- dos pelas teorias de planejamento vigentes, evidencia uma tendência a estabelecer-se como concentradora da relação porto-cidade a questão da reincorporação ao tecido urbano de áreas correspondentes a etapas tecnológicas anteriores e, conseqüentemente, considerar estas áreas o foco único das intervenções. Partindo da convicção de que a questão destas áreas, chamadas obsoletas, não é a única a ser enfrentada por estas cidades, nem tampouco está desvinculada das demais que se materializam no espaço do porto, busca-se a partir da presente pesquisa, expor quais outras influenciam na dinâmica atual entre cidade e porto, focando especialmente naquelas ligadas ao espaço operacional, de modo a criar uma base multidisciplinar de conhecimento que possa oferecer ao planejamento intra-urbano uma visão de conjunto, assim como destacar o papel da teoria e do método nas etapas de planejamento precedentes à elaboração das propostas. / The present work systematizes the main questions related to the port city\'s urbanization process throughout the last decades of the 20th century, in order to com- prehend the socio-spatial transformations regarding the economic and technological determinations of the period, both new and the emphasized, and considering their local specificities. It also aims to explicit how these questions have been taken into consideration by urban planning actions carried out in these cities. The analysis of recent urban plans for port cities, and based upon current planning theories, shows the tendency of reducing the port-city\'s relation issue to the reincor- poration of obsolete structures to the cíty\'s urban fabric, and, consequently, considering it the only focus of interventions. Supported by the conviction that this is not the only issue to be faced by these cities, nor is detached from the many others materialized on the space of the port, we intend, through the present research, to establish what questions influence today\'s port-city dynamic, aiming particularly those related to the operational space, in order to create a multidisciplinary base that can offer intra-urban planning a broader view. lt\'s our goal, as well, to highlight the role of theory and method on the planning process precedent to the proposal phase.

Thesis (MTech (Food Technology))--Cape Peninsula University of Technology, 2018. / Port is a wine style that comes from Portugal. It is a sweet fortified dessert wine that is made in red and white styles. The taste is a balanced and complex combination of berry fruit, acidity, sweetness, alcohol and tannins. The taste should be sweet, smooth, complex, with some spiciness and a dry finish, but not astringent (Anon., 2009). There are a variety of port types in terms of flavour intensity, aroma and sweetness levels. Young immature ports can be fruity, simple, coarse, spicy and astringent. The sweetness results from the natural grape sugar in the wine, while wine spirits is added to fortify and ensure microbiological stability during aging (Anon., 2009). In this study the work was done on the ruby port style wine, ruby port wine is well known for its characteristic of being bright red in colour and therefore also very difficult to preserve in terms of colour stability in general. Colour is one of the principle parameters of the quality of not only port wine but also red wine in general, since it is the first characteristic to be perceived by the consumer in the glass. The colour of port wine also gives an indication of possible defects, the body, age and the evolution of the wine during storage. Colour, therefore, has an important influence on the overall acceptability of the product to the consumer. During aging, the wine colour changes, mainly due to progressive structural changes of anthocyanins. These changes are often perceived as undesirable by port consumers. As a result, the Cape Port Producers Association (CAPPA) requested this type of research to be done on port wine to improve the port wine making process in order to also give port wine a more stable colour. Therefore the objective of this study was to manipulate some of the parameters in port wine making, such as type of spirit used to fortify, storage temperature and also storage time in order to improve optimum stability of port wine colour. From the first part of the study it was evident that the type of fortifying spirits, storage time and temperature had a significant effect on the colour of the port wine samples. The 96.5% (v.v-1) fortifying spirits, shorter storage time and storage temperature below 25oC resulted in a more stable ruby port colour as well as the lowest change over time. As the study progressed the design variables differed in terms of two types of cultivars used the spirits used to fortify the port wine samples with, addition of a pectolytic enzyme to some of the port wine samples, as well as storage time of 12 months and only two storage temperatures. It could be concluded that at the end of this part of the study, that port wine colour stability was affected by the interaction of the design variables in each treatment and less so by individual design variables in the study. It could also be concluded in this study that higher levels of acetaldehyde present in the spirits used to fortify port wine, did have a significant impact on ruby port wine and colour stability. The application of pectolytic enzyme preparation does not necessarily have a significant effect on its own but depends on the type of cultivar used. Storage time and temperature should also be kept to a minimum to ensure the desirable bright red colour of a ruby port wine.

This diploma thesis deals with the development of the port of Koper during last ten years, including its transport links to markets in Central and Eastern Europe. The aim is to determine, whether the port of Koper has its potential to grow, and if it could become an equal competitor to European ports in the North Sea. It also aims to identify opportunities that should be used, and obstacles that should be overcome in order to ensure successful development of the port of Koper.

O presente trabalho sistematiza as principais questões relacionadas ao processo de urbanização das cidades portuárias durante as décadas finais do século XX, de modo a compreender as transformações sócio-espaciais, face às determinações econômicas e tecnológicas surgidas ou enfatizadas no período, considerando as especificidades locais. Procura também explicitar a maneira como estas questões vêm sendo apreendidas pelas ações de planejamento desenvolvidas para tais cidades. A análise de projetos urbanos realizados em algumas cidades portuárias, embasa- dos pelas teorias de planejamento vigentes, evidencia uma tendência a estabelecer-se como concentradora da relação porto-cidade a questão da reincorporação ao tecido urbano de áreas correspondentes a etapas tecnológicas anteriores e, conseqüentemente, considerar estas áreas o foco único das intervenções. Partindo da convicção de que a questão destas áreas, chamadas obsoletas, não é a única a ser enfrentada por estas cidades, nem tampouco está desvinculada das demais que se materializam no espaço do porto, busca-se a partir da presente pesquisa, expor quais outras influenciam na dinâmica atual entre cidade e porto, focando especialmente naquelas ligadas ao espaço operacional, de modo a criar uma base multidisciplinar de conhecimento que possa oferecer ao planejamento intra-urbano uma visão de conjunto, assim como destacar o papel da teoria e do método nas etapas de planejamento precedentes à elaboração das propostas. / The present work systematizes the main questions related to the port city\'s urbanization process throughout the last decades of the 20th century, in order to com- prehend the socio-spatial transformations regarding the economic and technological determinations of the period, both new and the emphasized, and considering their local specificities. It also aims to explicit how these questions have been taken into consideration by urban planning actions carried out in these cities. The analysis of recent urban plans for port cities, and based upon current planning theories, shows the tendency of reducing the port-city\'s relation issue to the reincor- poration of obsolete structures to the cíty\'s urban fabric, and, consequently, considering it the only focus of interventions. Supported by the conviction that this is not the only issue to be faced by these cities, nor is detached from the many others materialized on the space of the port, we intend, through the present research, to establish what questions influence today\'s port-city dynamic, aiming particularly those related to the operational space, in order to create a multidisciplinary base that can offer intra-urban planning a broader view. lt\'s our goal, as well, to highlight the role of theory and method on the planning process precedent to the proposal phase.

Most of the United States port authorities delineate their hinterland by the use of freight rate schedules used by inland carriers. The hinterland is defined as that region having favorable rates to and from a port. The use of freight rate schedules can be applied to a) individual commodities or to b) all the commodities moving through a port. The freight rate method is built on the “rational man” concept. That is, a situation is assumed where there is “perfect knowledge” and a desire to minimize transportation costs. This assumption does not always coincide with reality. This paper classifies commodities according to the facilities required to handle them. This is most relevant to port authorities who decide what special facilities may be needed. This classification is also highly relevant to the delineation of port hinterlands. If a port does not provide a given facility for loading and unloading, commodities requiring that type of facility for handling cannot move through that port. The delineation of “facility hinterlands” has two advantages. First, it more closely approximates reality than does the use of freight rates. Second, while it is more time consuming than using freight rates, it does not require expenditures of time and money as large as with the determination of individual commodity hinterlands. Facility hinterland delineation, thus, offers an alternative for port authorities. The Port of Portland has four main groups of facilities for handling imports and exports: dry bulk, break-bulk, containerized cargo and liquid bulk. In addition, the Port of Portland has special import facilities for steel and automobiles, and special export facilities for grain and logs. The major source of data used to obtain the domestic origins and destinations, by tonnage, for each facility group was the 1973 Export and Import Domestic City Origin and Destination Report Quarterly Reports. The origins and destinations are, in most cases, warehousing and distribution points. Therefore, the hinterlands, as identified, are not necessarily ultimate origin and destination hinterlands, but rather they are hinterlands of transshipment points. A port city is a focal point, a gateway, for inbound and outbound cargo. It is expected, therefore, that Portland should have a larger warehousing sector in its economy, than cities which are not ports, which handles a great deal of cargo that does not originate in, nor is destined for, Portland. In an attempt to ascertain the volume, by facility group, of cargo that actually originated in or was destined for Portland, a questionnaire was sent to the exporters and importers who handled cargo originating in or destined for Portland. The questionnaire was sent to all exporters and/or importers who handled 100 tons or more in any given quarter of 1973. The data from the responses to the questionnaires was combined with the original data to delineate the Port of Portland's hinterlands. Edward Ullman's three-factor typology fits the flow of export goods from domestic origins, through the Port of Portland, to foreign destinations. Complementarity, transferability, and intervening opportunity, each represent factors making the northwest quadrant of the United States the Port of Portland's export hinterland. Oregon, Washington, Idaho, Montana, and Wyoming make up the heart of this hinterland to varying degrees generally correlated to distance. The states bordering the hinterland tend to be less important than those in the hinterland, but more important than states even more distant. The three-factor typology, also, fits the flow of import goods from the Port of Portland to domestic destinations. The three factors combine to place the Port of Portland's import hinterland primarily in Oregon and Washington. However, complementarity provides a basis for an extended commodity flow in terms of distance and magnitudes for imports.

This research investigated the 3D printing and burning of fuel grains with complex geometry and the development of software capable of modeling and predicting the regression of a cross-section of these complex fuel grains. The software developed did predict the geometry to a fair degree of accuracy, especially when enhanced corner rounding was turned on. The model does have some drawbacks, notably being relatively slow, and does not perfectly predict the regression. If corner rounding is turned off, however, the model does become much faster; although less accurate, this method does still predict a relatively accurate resulting burn geometry, and is fast enough to be used for performance-tuning or genetic algorithms. In addition to the modeling method, preliminary investigations into the burning behavior of fuel grains with a helical flow path were performed. The helix fuel grains have a regression rate of nearly 3 times that of any other fuel grain geometry, primarily due to the enhancement of the friction coefficient between the flow and flow path.

Interest in the effect of fish farming practices on the marine environment has arisen because there is concern that the wastes that fish farms produce may be contributing to eutrophication in coastal areas and the problem of harmful algal blooms. The focus of this thesis is an examination of phytoplankton distribution and abundance in relation to tuna fish farms in Boston Bay and near-shore Spencer Gulf. This is the first study in South Australia to define the short-term biomass fluctuations of chlorophyll and in vivo fluorescence, identify phytoplankton species distribution and abundance, including two potentially toxic dinoflagellates, and describe patch distribution relative to tuna fish farms in Boston Bay and the near-shore waters of Spencer Gulf. An ecological interpretation of phytoplankton distribution and abundance is determined and shows that community composition was different in lower Spencer Gulf compared to Boston Bay and upper Spencer Gulf sites. Pico- and nanophytoplankton were often the most abundant organisms. Diatoms and gymnoids were most common. Season and currents predominantly influenced the distribution of phytoplankton in Boston Bay and Spencer Gulf. Individual species may be influenced by inputs from the fish farms. Chlorophyll levels were different between the Spencer Gulf and Boston Bay sites and no differences were recorded, using mean levels of chlorophyll, between tuna cages and controls. Chlorophyll levels were higher east of Boston Island in autumn of 1999. Chlorophyll levels appeared to show a slight increase between years. This may have been an anomalous natural variation and future research may investigate this in the long term. In addition, Principal Components Analysis (PCA) was used to investigate differences between treatments and the functional grouping model supported an ecological interpretation of the factors from the PCA. A total of 131 taxa of phytoplankton were identified in this study. The 14 dominant taxa were used in the PCA and of these, 9 were diatoms. Phytoplankton abundance was not different between tuna cages and controls. However, when examining individual species, Karenia mikimotoi was more prevalent at tuna cages, close to shore, east and west of Boston Island than at other sites. PCA showed how different species bloomed together and were seasonal. Karenia brevis and K. mikimotoi featured predominantly in the PCA with K. brevis the dominant organism during summer and autumn along with Gyrodinium spp. and smaller gymnoids. K. brevis blooms were most likely influenced by water temperatures and fixation of nitrogen from a Trichodesmium erythaeum bloom. K. mikimotoi bloomed bimodally and may be influenced by ammonia excreted from fish from the tuna farms but , on the other hand, may be limited by the high salinities of South Australian waters. Currents in the region distribute both organisms. The final aspect of this study assessed finer temporal and spatial sampling using directional transects around tuna cages and controls using in-vivo fluorescence and size fractionated chlorophyll. The chlorophyll a sampling showed little spatial variability within a site in the 1000 m2 that the sampling area covers but far greater temporal variability (days). In contrast, fluorescence `mapping' expands the window of variability both spatially (within a site) and temporally (along transects and between days). This has given a spatial definition, which is unavailable from a single point sample, and thereby leaves room for much greater interpretation. Small patches are evident from the fluorescence mapping where this is impossible to detect from the single point samples. Therefore, the fluorescence `mapping' and patch definition show that the trend is widespread (spatially) and quite persistent (temporally) around the fish farm area. Size fractionated chlorophyll samples provided further insight into phytoplankton dynamics in this study where diatoms were favored over dinoflagellates and were responsible for the larger fraction of chlorophyll found at the tuna cage one (TC1) site. We suggest that seasonal fluctuations, high nutrient input from the farm activities and turbulence may be responsible for the different chlorophyll/fluorescent structures found at TC1. Future research may look at the long-term regional impact on phytoplankton size structure, biomass and communities from fish farm activities. As a good part of this journey involved counting phytoplankton using the Utërmohl technique, a short paper, published in the Journal of Plankton Research, on reducing the settling time of this method, is presented in Appendix.

A social and cultural study of the development of the Port Fairy Folk Festival within the context of the current revival of folk music in Australia. The folk music movement is a social and cultural phenomenon, as well as a musical event.

This study investigated the feasibility of ranching the abalone Haliotis rubra (Leach) and Haliotis laevigata (Donovan) on concrete artificial reefs at a site chosen by industry investors on silty bottom off Altona Beach, Port Phillip Bay, Victoria, Australia. The study started from the premise that artificial reef deployment combined with abalone stock enhancement may achieve the dual purpose of habitat and stock improvement. It evaluated the hydrodynamics of the site in relation to artificial reef structural stability and drift algal transport, the development and ecology of the artificial reef assemblage, and abalone enhancement by seeding the reefs with hatchery juvenile abalone and transplanting adult broodstock abalone. Despite a scarcity of reports on culturing abalone on artificial reef, a literature review examined broadly the functions of artificial reefs, particularly in the context of abalone enhancement, and the relationship between artificial reefs, hydrodynamics and ecology. The major finding was that the success of artificial reef projects is highly dependent on the environment of the chosen site, and that preliminary studies are essential to predict their likely success. This consideration alone provided strong justification to undertake this study. The topography at the Altona site was generally flat, with natural patches of low basalt boulder reef, offering low habitat complexity, yet supporting a diverse range of flora and fauna, including a low-density wild stock of H. rubra. Water depth was a mean of 3.3 m at low tide and 4.4 m at high tide. A single, uncomplicated, concrete artificial reef of H-shape design, was tested as abalone habitat. The hydrodynamic analysis confirmed previous studies of Port Phillip Bay, with mild current speeds of mean 0.045 m.s-1, and maximum-modelled wave height (H1/3) of 1.21 m and period (T1/3) of 4.51 sec. Water temperature ranged from 9.9ºC during July to 23.8ºC during January, with salinity averaging of 35.5 ppt. The site had a low probability of receiving drift algae, necessary as a food source for abalone, because of its geographic location, potentially affecting ranch productivity. Ecological monitoring of the three-year old artificial reef shows complex changes in the flora and fauna over time, particularly in respect of the sessile fauna. Key differences between the artificial reef and a nearby natural reef community were: lower cover of corallines and late colonisers, such as sponges. High levels of sedimentation were recorded at the Altona site. Hatchery juvenile H. laevigata, with mean survival of 15% after two years and a mean annual growth rate of 39 mm, showed the most promise for outplanting. In comparison, for hatchery juvenile H. rubra, mean survival was 9% after three years and mean annual growth rate was 22 mm. No natural recruitment of H. laevigata was recorded on artificial reef despite transplants of adult broodstock on the reefs. Natural recruitment of H. rubra was also low and insufficient to reliably contribute to abalone ranch stock. Having examined the hydrodynamic, ecological and enhancement attributes of the Altona site, the study concluded that the site was marginally viable for abalone ranching, and that an alternative site near Werribee, 20 km further southwest, had superior attributes for growth and survival of abalone.

This thesis considers the problem of tidal and thermal propagation of water within a shallow estuary, with specific reference to the Port River Estuary in South Australia. A system of two - dimensional laterally integrated equations are obtained from the general three - dimensional equations of continuity, momentum conservation and thermodynamics by integration over the width of the estuarial channel, and this system is further integrated over depth to obtain a set of one-dimensional equations. A numerical model is developed from these equations, using explicit finite differences to approximate the tidal equations ( continuity and motion ) and implicit differences to model the temperature equation. The model is extended to include a number of interconnecting channels, and discusses boundary conditions to determine transports, elevations and temperatu along each of the channels. Verification of the numerical model is achieved by comparing results obtained from the model with analytic solutions for similar situations. These comparisons show good agreement between the two solutions. A two - dimensional numerical model is obtained by first non - dimensionalizing the laterally integrated equations with respect to the depth coordinate, and then using explicit finite differences to solve the equations of continuity, motion and temperature. Different schemes are considered in order to provide the best means of approximating the differential equations, and these are discussed with reference to stability, convergence and efficiency. The two models are applied to the Port River Estuary, where the Torrens Island Power Station pumps heated water into one of the channels within the estuary. Tidal elevations obtained from the models compare favourably with data collected at various points in the estuary. Unfortunately, no transport or temperature measurements are available to verify the models, but results obtained from both models are consistent. The temperature results tend to suggest that recirculation of heated water from the outflow region to the point where water is drawn into the Power Station does occur at most stages of a tidal cycle. This recirculation can lower the efficiency of the power station, and possible alternatives are put forward to prevent this becoming an economical problem for the Station. / Thesis (Ph.D.)--Department of Applied Mathematics, 1976.