Le corrélateur cinq-port en technologie micro ruban composé d'un anneau à cinq branches et de trois détecteurs de puissance permet de calculer précisément le rapport complexe entre deux signaux hyperfréquences à partir des tensions mesurées aux trois sorties et d'un traitement numérique associé. Le cinq-port a un faible coût de réalisation et s'avère être moins sensible aux désappariements de phase et d'amplitude. De plus, il peut fonctionner dans une bande de fréquence large. Nous proposons dans ce travail un sondeur de canal multi-capteur utilisant les corrélateurs cinq-ports pour la mesure de propagation à l'intérieur des bâtiments. Ce sondeur; composé d'un réseau de 8 antennes quasi-Yagi et d'un réseau de 8 cinq-port en réception; permet de mesurer à la fois les retards de propagation et les directions d'arrivée (DDAs) en azimut et en élévation des trajets multiples. La différence de phase des signaux captés par les antennes permet de calculer les DDAs et les retards de propagation sont estimés à partir de la différence de phase des signaux mesurés à deux fréquences consécutives dans chaque cinq-port dans la bande 2.3 GHz à 2.5 GHz avec un pas de 4 MHz. L'algorithme MUSIC (Multiple Signal Classification) associé à un lissage spatial est utilisé pour l'estimation des directions d'arrivée et des retards de propagation. Les résultats de simulation et de mesure montrent que nous pouvons estimer un nombre de sources supérieur au nombre d'antennes. Ce sondeur de canal a un faible coût de réalisation et permet d'effectuer l'acquisition à un instant donné et en une seule fois de l'ensemble des mesures dans un plan donné.

Thesis (M.A.)--Pan American University, 1983. / Includes bibliographical references (p. 127-137). Also available via Internet as PDF file through Southern Oregon Digital Archives: http://soda.sou.edu. Search History Collection.

Cette thèse étudie les aires d'influence des ports : à terre (arrière-pays) et outre-mer (avant-pays). Elle s'inscrit dans un vaste débat scientifique sur l'impact du développement des réseaux sur les territoires. Dans le domaine spécifique des recherches maritimes et portuaires, le courant théorique dominant tend à relativiser le poids de la distance dans le choix du port, sous l'effet du développement de réseaux de toutes sortes. Pour illustrer ce déclin de la distance, certains auteurs évoquent l'exemple d'armements maritimes de conteneurs, qui proposent un même tarif de transport de porte à porte quelle que soit la localisation terrestre des clients. Afin de mesurer la portée et l'intensité de cette éventuelle déterritorialisation des flux maritimo-terrestres nous avons comparé les flux de commerce extérieur de la France avec des estimations obtenues à l'aide d'un modèle d'interaction spatiale. Les résultats de notre étude montrent que l'effet combiné de la masse (trafic) et de la distance terrestre continue de fournir une bonne explication de la distribution spatiale des flux portuaires.

Summary Taiwan is an island country. Its economic structure highly relies on the economy of the foreign trade demand. The goods of foreign trade mainly are transported by the sea. So the development of the ports has a great impact on the competitiveness of the entire country. With the trend of containerization and shipping maximization in the international ocean shipping market in recent years, every harbor faces competitions among domestic ports and challenges from neighboring foreign ports at the same time. Although the superior geographical location and the wonderful natural condition of Kaohsiung Port once made Kaohsiung the third largest container harbor in the world, it faces severe competitions from Asian-Pacific ports and the new ports in Mainland China, which have emerged in recent years. What¡¦s worse, because of the effect of the overall domestic economy and industrial structure, the ranking of Kaohsiung Port has been on the downgrade continuously: ranked eighth in the world in 2007 and would be possibly even worse as predicted. Facing the above-mentioned enormous impact, Kaohsiung Port should consider and seek a solution urgently. So this research attempts to analyze the factors of the changes in the volume of goods being transported in Kaohsiung Port, and then frame a strategy for developing the port. The main content in the study includes discussions from three levels: internal condition, external environment condition and regional factors of the port, and the analysis focuses on four aspects: development, structure, efficiency and globalization. The findings of the study are: the factors resulting in the change in the volume of goods in Kaohsiung Port include the overall economic factors, the container quantity of the transit, the emergence of the continent ports, economic and trade environment, and industrial structure. The strategy for development proposed in this research include to improve the overall economic and trade environment, to boost the increase of the transit containers, to better the facilities of the port and the efficiency of work, to increase incomes from operation and accelerate development of the area, to put emphasis on the linking among ports, global investment and management, to get rid of the excessive attention to world ranking, to advance value added and to plan for port transformation. In addition, the result of study also shows that since the port entered the fourth generation, relying mainly on containerized transport in 1990, Kaohsiung Port has been transformed slowly with the influence of international economic cultural changes. Now the harbor no longer only emphasizes on transportation but also multi-development, which pays attention to the functions of information management and knowledge economy, so the fifth generation of the port is evolving progressively.

The goal of the present research is to collect basic data for a study on the species composition and spatiotemporal distribution of pycnogonida (sea spider) in the Port of Kaohsiung. We used collecting net to collect samples from 8 stations within the Port of Kaohsiung during a 15-month period from March 2007 to May 2008. all pycnogonids collected were identified, if possible to species level, counted, and measured. There were eight taxa of pycnogonids in our collection belonging to four family and seven genera, including: Achelia japonica with rounded trunk and pyramid proboscis, Ammothella sp. with palp and degrade chelifore, Tanystylum duospinum with rounded trunk which bears color stripes in live specimens, Callipallene amaxana with large and functional chelifore, Pigrogromitus timsanus with robust and short walking lags, Anoplodactylus spp.1and 2 without auxiliary claws, and Endeis sp. with elongate trunk and without cephalic appendages. The average monthly catch of pycnogonid specimens from the Port of Kaoshiung in our collection was 111.4. Ammothella sp. was the most dominant taxon, contributing to 37.8% of the total collection while Anoplodactylus sp.2 was the laest abundant taxon, amounting to only 0.2¢H of the total number. Monthly catch of pycnogonids was not significantly different between months but significantly different between stations. Significant length difference between sex was noted in Ammothella sp.¡BC. amaxana¡BAnoplodactylus sp.1 and Endeis sp(P<0.05) and significant difference in monthly body length was found in T.duospinum and A. japonica (P<0.05).

The Canterbury Earthquake Sequence (CES) of 2010-2011 produced large seismic moments up to Mw 7.1. These large, near-to-surface (<15 km) ruptures triggered >6,000 rockfall boulders on the Port Hills of Christchurch, many of which impacted houses and affected the livelihoods of people within the impacted area. From these disastrous and unpredicted natural events a need arose to be able to assess the areas affected by rockfall events in the future, where it is known that a rockfall is possible from a specific source outcrop but the potential boulder runout and dynamics are not understood. The distribution of rockfall deposits is largely constrained by the physical properties and processes of the boulder and its motion such as block density, shape and size, block velocity, bounce height, impact and rebound angle, as well as the properties of the substrate. Numerical rockfall models go some way to accounting for all the complex factors in an algorithm, commonly parameterised in a user interface where site-specific effects can be calibrated. Calibration of these algorithms requires thorough field checks and often experimental practises. The purpose of this project, which began immediately following the most destructive rupture of the CES (February 22, 2011), is to collate data to characterise boulder falls, and to use this information, supplemented by a set of anthropogenic boulder fall data, to perform an in-depth calibration of the three-dimensional numerical rockfall model RAMMS::Rockfall. The thesis covers the following topics: • Use of field data to calibrate RAMMS. Boulder impact trails in the loess-colluvium soils at Rapaki Bay have been used to estimate ranges of boulder velocities and bounce heights. RAMMS results replicate field data closely; it is concluded that the model is appropriate for analysing the earthquake-triggered boulder trails at Rapaki Bay, and that it can be usefully applied to rockfall trajectory and hazard assessment at this and similar sites elsewhere. • Detailed analysis of dynamic rockfall processes, interpreted from recorded boulder rolling experiments, and compared to RAMMS simulated results at the same site. Recorded rotational and translational velocities of a particular boulder show that the boulder behaves logically and dynamically on impact with different substrate types. Simulations show that seasonal changes in soil moisture alter rockfall dynamics and runout predictions within RAMMS, and adjustments are made to the calibration to reflect this; suggesting that in hazard analysis a rockfall model should be calibrated to dry rather than wet soil conditions to anticipate the most serious outcome. • Verifying the model calibration for a separate site on the Port Hills. The results of the RAMMS simulations show the effectiveness of calibration against a real data set, as well as the effectiveness of vegetation as a rockfall barrier/retardant. The results of simulations are compared using hazard maps, where the maximum runouts match well the mapped CES fallen boulder maximum runouts. The results of the simulations in terms of frequency distribution of deposit locations on the slope are also compared with those of the CES data, using the shadow angle tool to apportion slope zones. These results also replicate real field data well. Results show that a maximum runout envelope can be mapped, as well as frequency distribution of deposited boulders for hazard (and thus risk) analysis purposes. The accuracy of the rockfall runout envelope and frequency distribution can be improved by comprehensive vegetation and substrate mapping. The topics above define the scope of the project, limiting the focus to rockfall processes on the Port Hills, and implications for model calibration for the wider scientific community. The results provide a useful rockfall analysis methodology with a defensible and replicable calibration process, that has the potential to be applied to other lithologies and substrates. Its applications include a method of analysis for the selection and positioning of rockfall countermeasure design; site safety assessment for scaling and demolition works; and risk analysis and land planning for future construction in Christchurch.

This thesis seeks to reassess the rise of the city of Beirut and its place as a central city in the Levant. From 1834-1939, Beirut built a number of infrastructure improvements which reoriented trade through Beirut and made it a central gateway of between Europe and the Middle East. In the Ottoman Era, local merchants allied with French concessionary companies to build a roadway, a rail line and a port which brought increased prosperity and trade to the city. The merchants had to petition the Ottoman state to secure these improvements, and the business elite continued using and developing these tactics of negotiation under the French Mandatory government. By negotiating and allying with the French state, Beirut instigated the development of a modern port and an air terminal in Beirut, securing her commercial centrality in the Middle East. The development of this infrastructure was powered by moments of economic competition from regional cities like Sidon, and most notably, Haifa. Beirutis saw any transportation development in a Levantine city not their own as a direct threat to the prosperity and commerce of Beirut. To counter these threats, Beiruti merchants and press organized to build competing structures as seen in the construction of the 1938 port. Through a combination of local agency, French capital, and alliances and negotiations with the state, Beruitis successfully developed the infrastructure which redirected the trade routes through Beirut, making it an indispensable gateway to the Levant. / text

No description available.

In 2001, Australia's annual freight movement load reached 310 billion million tonne-kilometres. By 2020, it is forecast to be 630 billion tonnes-kilometres, an expected rise of slightly over 100 percent of the current level. Due to accelerating freight movement demand in Australia, a rising need for efficient transport infrastructure can be expected. Terminals are a vital part of transport systems which affect the development of whole regions. Terminal location is therefore essential in evaluating the extent to which terminals play a positive role in shaping regional development. Inter-modal freight transportation is defined as a system that carries freight from origin to destination by using two or more transportation modes. Inter-modal terminal location has great bearing on, and is influenced by, infrastructural efficiency. Terminal locations should optimize both the potential impacts of regional development and effects on transport development. Consequently, it is imperative to analyse the interaction of locations and effects in the process of optimizing terminal location. This research aims to define the effects of terminal location on transportation by studying the different inter-modal system of the top Australia ports, and introducing the relationship between these effects and transport strategic modelling. Data on transport modelling elements will be investigated in four case studies, followed by data sensitivity analysis to assess the way in which terminal location affects transportation performance. To examine the effects of terminal location factor on transportation, a number of key elements were selected by the Inter-modal Freight Transport and Regional Development Model and Strategic Modelling: Attractiveness, Location Decisions of Firms, Economic Activity, Shipping/Trip Decision, Destination Choice, Mode Choice, Route Choice, Link Loads, Link Times/Distances/Costs and Accessibility. Environmental issue of a terminal are an additional important consideration in freight movement, when presented as a cost of using the terminal. The outcome of the case studies which make up this research is a statement of the main effects of the studied elements on terminal location and the potentially necessary improvements to the ports studied For example, 20 kilometres seems to be the radius of an inter-modal terminal catchment level and rail service in Victoria is therefore recommended to be increased to take into account environmental issues. This is augmented by two further studies of the In-land Port and Accessibility of the Port of Brisbane. In essence, this thesis is an attempt to make Australian transport and social services planners aware of the effects of factors relating to terminal location in the processes of evaluating the optimum terminal location.

This thesis is an attempt to reconstruct the physical environment of the Port Phillip area as it was at the time of first European arrival, ie. c.1800. At the time it was first encountered by Europeans, in 1803, the land around Port Phillip Bay supported a wide diversity of ecosystems. For millennia the area was the territory of Aboriginal clans belonging to two language groups, Woi wurrung and Boon wurrung. These peoples lived in spiritual union with the land, exploiting its abundant resources, and, through a range of practices, maintaining it in the form in which it had been created. The encroachment of Europeans onto clan estates, beginning in the 1830s, brought dramatic changes to this Aboriginal way of life, and also to the local landscapes themselves. The thesis propounded here is that the natural history of the area was a major influence on the occupation and use of the area by humans, and that to understand the particulars of that natural history is to have an insight into the human history. The bulk of the study is therefore a reconstruction of that natural history, which is offered as the physical context of human action in the area. (For complete abstract open document)