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The information presented in the thesis is a continuation of the Spacecraft Trajectory Optimization Suite (STOpS). This suite was originally designed and developed by Timothy Fitzgerald and further developed by Shane Sheehan, both graduate students at California Polytechnic State University, San Luis Obispo. Spacecraft utilizing low-thrust transfers are becoming more and more common due to their efficiency on interplanetary trajectories, and as such, finding the most optimal trajectory between two planets is something of interest. The version of STOpS presented in this thesis uses Multiple Gravity-Assist Low-Thrust (MGALT) trajectories paired with the island model paradigm to accomplish this goal. The island model utilizes four different global search algorithms: a Genetic Algorithm, Differential Evolution, Particle Swarm Optimization, and Monotonic Basin Hopping. The first three algorithms were featured in the initial version of STOpS written by Fitzgerald [1], and were subsequently modified by Sheehan [2] to work with a low-thrust adaptation of STOpS. For this work, Monotonic Basin Hopping was added to aid the suite with the MGALT trajectory search. Monotonic Basin Hopping was successfully validated against four different test functions which had been used to validate the other three algorithms. The purpose of this validation was to ensure Monotonic Basin Hopping would work as intended, ensuring it would work in cooperation with the other three algorithms to produce a near optimal solution. After verifying the addition of Monotonic Basin Hopping, all four algorithms were used in the island model paradigm to verify MGALT STOpS’ ability to solve two known orbital transfer problem. The first verification case involved an Earth to Mars transfer with fixed thruster parameters and a predetermined time of flight. The second verification case involved a transfer from Earth to Jupiter via a Mars gravity assist; two different versions of the verification case were solved against trajectories produced by industry optimization software, the Satellite Tour Design Program Low-Thrust Gravity Assist and the Gravity Assisted Low-thrust Local Optimization Program. In the first verification case, MGALT STOpS successfully validated the Earth to Mars trajectory problem and found results agreeable to literature. In the second verification case, MGALT STOpS was partially successful in validating the Earth to Mars to Jupiter trajectory problems, and found results similar to literature. The final software produced for this work is a trajectory optimization suite implemented in MATLAB, which can solve interplanetary low-thrust trajectories with or without the inclusion of gravity assists.

The vehicles of public transport serve big and small places and town for the work quality of public transport that belong to people job and their rest. On purpose to secure safety and good organized traffic, satisfying the requirements of passengers, so the stops of public transport are constructing in respective places.The pavement constructions of public transport (bus and trolleybus) stops are sway under the special loads. So theirs planning and construction demands on keeping particular requirements and regulations.This research work gives the analysis of the effect of geometric parameters of public transport stops on their pavement stability, the analysis of agent loads to pavement constructions of stops in Vilnius city, the strength measurements are accomplished of pavement constructions.In the end of thesis are represented the conclusions and recommendations.

The focus of this study was to explore how prosodic position and word type affect the phonetic structure and resulting perceptual identification of Korean stops and fricatives. When there is less contextual information, speakers tend to produce clearer speech. For example, consonants at the beginning of prosodic domains, such as syllables, words or phrases, are known to be more clearly articulated and distinguishable than later-occurring consonants. However, it is not yet clear whether the prosodically conditioned realizations of a segment are perceptually distinctive in continuous speech. In addition, there are few studies examining whether the properties of prosodic domain-initial segments are affected by the information content of words (real vs. nonsense words). The acoustic properties of stops and fricatives were compared across IP, PP and Wd-initial positions both in real and nonsense words. It was found that segments in the higher prosodic domain-initial positions showed enhanced durational properties compared to the lower prosodic domain-initial positions. However, the enhancing strategies were different among phonation types. Relative to lenis and aspirated stops, and lenis fricatives, tense stops and fricatives showed less consistent variation as a function of prosodic position and word type. In the perception study, the identification error rates and reaction time for same-spliced CVs were compared to those for cross-spliced CVs. Korean listeners identified the same-spliced CVs more accurately and faster than cross-spliced CVs. In addition, the distinctive acoustic properties of each prosodic domain-initial position were perceptually distinguished by Korean listeners. Due to relatively shorter duration and less distinctive contrast, the target CVs extracted from lower prosodic domain-initial positions caused more confusion in the identification of target segments. In conclusion, this study provides the evidence that speakers modulate their speech clarity depending on information content. By enhancing phonetic properties and phonological contrast, speakers tend to provide perceptual cues for prosodic positions with less contextual information. / text

Syftet med studien var att undersöka vilka erfarenheter svenska poliser har av arbetet med fordonsstopp och vilka premisser de utgår från vid beslut om att kontrollera fordon i trafiken. Genom semistrukturerade intervjuer med fem poliser, framkom att de överlag hade svårt att besvara frågan gällande vilka erfarenheter de har av arbetet med fordonsstopp. Resultatet tyder på att dessa erfarenheter gör arbetet lättare för poliserna, samtidigt upplevs erfarenheterna kunna resultera i oönskade beteenden. Deras erfarenheter är också att arbetet har utvecklats med åren. Utöver lagöverträdelser, verkade inte några klargjorda premisser gällande beslut om fordonsstopp finnas. Trots detta uppgav deltagarna liknande premisser, såsom trafikförseelser, underrättelseinformation och känslan av att något inte står rätt till.  I samband med fordonsstopp sker selekteringen inför beslutsfattandet genom allmän profilering och något poliser benämner byggstenar. Det förekom dock delade uppfattningar om vad som format deras premisser. / The purpose of this study was to examine what experience Swedish police officers have of traffic stops and on which premises they decide to control a vehicle in traffic. Through semi structured interviews with five police officers, it appeared that they generally had difficulties in answering questions regarding their experience of traffic stops. The results indicate that these experiences seem to facilitate the work for the policemen, simultaneously the experiences appear to result in unwanted behaviour. Their experiences are that the work have developed through the years. Beyond delinquency, there seems to be no clear premises regarding decision making in traffic stops. Despite that the participants stated similar premises, among others; traffic violence, intelligence information and the feeling that something doesn't feel right. Associated with traffic stops the selection for decision making is done by general profiling and something that police officers refers to as building blocks. However, there were different opinions regarding what have formed their premises.

Os planos de coordenação semafórica são reconhecidamente eficientes para promover a fluidez das correntes de tráfego e melhorar a qualidade operacional do sistema viário. Portanto, os técnicos responsáveis pela gestão do tráfego deveriam, sempre que possível, adotar métodos para a definição adequada das defasagens, utilizando ferramentas que auxiliem na decisão das operações. Porém, uma pesquisa realizada em cidades das regiões Sul e Sudeste sobre as estratégias de coordenação empregadas, demonstrou especialmente para municípios de porte médio que somente 13% utilizam ferramentas computacionais para prover planos de coordenação nos semáforos monitorados por centrais. Para os demais corredores semaforizados, cerca de 27% utilizam o diagrama espaço-tempo, 36% realizam ajustes locais através da observação do tráfego, 14% utilizam veículo-teste e 23% não adotam esquemas de coordenação. O objetivo desta dissertação é avaliar a eficiência de dois programas de coordenação semafórica que poderiam ser utilizados em cidades que não dispõem de técnicas mais eficientes para definir os planos semafóricos. Uma revisão bibliográfica sobre os métodos mais conhecidos foi realizada, identificando que os programas disponíveis seguem três critérios distintos: a maximização da largura da banda verde; a minimização dos atrasos e paradas; e a combinação das vantagens de ambos os critérios. O primeiro programa, cujo nome é SBAND, consiste em uma implementação computacional do critério de maximização de banda baseada no método half-integer synchronization, proposto por Morgan e Little. O segundo programa é o simulador INTEGRATION, que coordena semáforos baseado no critério de minimização de atrasos e paradas. Com esses programas, foram gerados planos semafóricos para diversas condições de tráfego em vias arteriais de Londrina e São Carlos, simuladas com o INTEGRATION. A análise das medidas de desempenho - tempo de percurso, atraso médio e número médio de paradas - indica que é possível planos semafóricos melhores do que aqueles em vigência nos corredores analisados, com redução dos valores médios destas medidas. A análise sugere que o programa INTEGRATION é mais recomendado para os casos em que o fluxo de veículos é elevado e semelhante na via principal e nas transversais, enquanto o programa SBAND é recomendado quando a via principal apresenta volume de tráfego leve ou moderado, maior do que nas vias secundárias. / Traffic signal synchronization strategies are useful to improve traffic flow mobility and level of service of arterial streets. Therefore, technicians in charge of management of the traffic system operation should take advantage of the benefits of these tools, as always as possible, in order to define the most adequate traffic signal offsets. However, interviews carried on mid-size cities of southern and southwestern regions of Brazil indicated that only 13% of these cities define plans for traffic signal networks, controlled by a central control room, based on any type of traffic signal coordination software. For non-controlled streets, 27% of the cities define offsets using the traditional space-time diagram, 36% make local adjustments in a trial and error basis, 14% use a test vehicle and the remaining 23% do not use any strategy for synchronization. Based on these findings, the objective of this master thesis is to assess the performance of two traffic signal synchronization tools that might be used in cities which do not make use of more efficient techniques to define signal plans. Literature review indicates that the available softwares are developed according to three distinct approaches: bandwidth maximization, minimization of delays and stops and combination of both previous methods. The first software tested, named SBAND, is based on the Morgan and Little half-integer synchronization algorithm, which maximizes bandwidth of signalized arterial streets. The second software is the INTEGRATION traffic simulation tool, which synchronizes traffic signals minimizing delays and stops. Different signal plans were defined by means of these two softwares, for several traffic conditions in arterial streets of Londrina and São Carlos, and simulated with INTEGRATION. The analysis of measures of effectiveness generated on the simulations – travel time, average delay and average number of stops – indicate that is possible to obtain better traffic signal plans, with reduction on the measures of effectiveness for the plans currently adopted for these arterials. The results also suggest that INTEGRATION is more recommended for scenarios when traffic flow on principal arterials is heavy and similar to the traffic on secondary streets, while SBAND is recommended for light to moderate traffic flow on main street, with through trips predominating and lighter traffic on secondary streets.

Madurese, a Western Malayo-Polynesian language spoken on the Indonesian island of Madura, exhibits a three-way laryngeal contrast distinguishing between voiced, voiceless unaspirated and voiceless aspirated stops and an unusual consonant-vowel (CV) co-occurrence restriction. The CV co-occurrence restriction is of phonological interest given the patterning of voiceless aspirated stops with voiced stops rather than with voiceless unaspirated stops, raising the question of what phonological feature they may share. Two features have been linked with the CV co-occurrence restriction: Advanced Tongue Root [ATR] and Lowered Larynx [LL]. However, as no evidence of voicing during closure for aspirated stops is observed and no other acoustic measures except voice onset time (VOT), fundamental frequency (F0), frequencies of the first (F1) and the second (F2) formants and closure duration relating to the proposed features have been conducted, it remains an open question which acoustic properties are shared by voiced and aspirated stops. Three main questions are addressed in the thesis. The first question is what acoustic properties voiced and voiceless aspirated stops share to the exclusion of voiceless unaspirated stops. The second question is whether [ATR] or [LL] accounts for the patterning together of voiceless aspirated stops with voiced stops. The third question is what the implications of the results are for a transparent phonetics-phonology mapping that expects phonological features to have phonetic correlates associated with them. In order to answer the questions, we looked into VOT, closure duration, F0, F1, F2 and a number of spectral measures, i.e. H1*-A1*, H1*-A2*, H1*-A3*, H1*-H2*, H2*-H4* and CPP. We recorded fifteen speakers of Madurese (8 females, 7 males) reading 188 disyllabic Madurese words embedded in a sentence frame. The results show that the three-way voicing categories in Madurese have different VOT values. The difference in VOT is robust between voiced stops on the one hand and voiceless unaspirated and voiceless aspirated stops on the other. Albeit statistically significant, the difference in VOT values between voiceless unaspirated and voiceless aspirated stops is relatively small. With regard to closure duration, we found that there is a difference between voiced stops on the one hand and voiceless unaspirated and aspirated stops on the other. We also found that female speakers distinguish F0 for the three categories while male speakers distinguish between F0 for voiced stops on the one hand and voiceless unaspirated and voiceless aspirated stops on the other. The results for spectral measures show that there are no significant differences in H1*-A1*, H1*-A3*, H1*-H2*, H2*-H4* and CPP between vowels adjacent to voiced and voiceless aspirated stops. In contrast, there are significant differences in these measures between vowels adjacent to voiced and voiceless unaspirated stops and between vowels adjacent to voiceless aspirated and voiceless unaspirated stops. Regarding the question whether voiced and voiceless aspirated stops share certain acoustic properties, our findings show that they do. The acoustic properties they share are H1*-A1* for both genders, H1*-H2* for females, H1*-A3* and H2*-H4* for males, and CPP for females at vowel onset and for males at vowel midpoint. However, they do not share such acoustic properties as VOT, closure duration and F0. Voiceless unaspirated and voiceless aspirated stops can be distinguished by VOT, F0 and spectral measures, i.e. H1*-A1*, H1*-A3*, H1*-H2*, H2*-H4* and CPP. However, these two voiceless stop categories have similar closure durations. As regards the question if [+ATR] or [+LL] might be responsible for the patterning together of voiceless aspirated stops with voiced stops, our findings suggest that either feature appears to be plausible. Acoustic evidence that lends support to the feature [+ATR] includes lower F1 and greater spectral tilt measures, i.e. H1*-A1*, H1*-A3*, H1*-H2* and H2*-H4*, and lower CPP values. Acoustic evidence that supports the feature [+LL] includes lower F1 and greater spectral tilt measures, i.e. H1*-A1*, H1*-A3*, H1*-H2* and H2*-H4*, and lower CPP values. However, the fact that voiceless aspirated stops are voiceless during closure raises a problem for the feature [+ATR] and the fact that F0 for voiceless aspirated stops is higher than for voiced stops also presents a problem for the feature [+LL]. The fact that not all acoustic measures fit in well with either feature is problematic to the idea that the relationship between phonetics and phonology is transparent in the sense that phonological features can be directly transformed into their phonetic correlates. Following the view that not all phonological features may not be expected to be phonetically grounded, for example, when they are related to historical sound change, we hold the idea of a phonetics-phonology mapping which allows for other non-phonetic factors to account for a phonological phenomenon. We also provide historical and loanword evidence which could support that voiceless aspirated stops in Madurese may have derived from earlier voiced stops, which probably retain their historical laryngeal contrast through phonologisation.

Os planos de coordenação semafórica são reconhecidamente eficientes para promover a fluidez das correntes de tráfego e melhorar a qualidade operacional do sistema viário. Portanto, os técnicos responsáveis pela gestão do tráfego deveriam, sempre que possível, adotar métodos para a definição adequada das defasagens, utilizando ferramentas que auxiliem na decisão das operações. Porém, uma pesquisa realizada em cidades das regiões Sul e Sudeste sobre as estratégias de coordenação empregadas, demonstrou especialmente para municípios de porte médio que somente 13% utilizam ferramentas computacionais para prover planos de coordenação nos semáforos monitorados por centrais. Para os demais corredores semaforizados, cerca de 27% utilizam o diagrama espaço-tempo, 36% realizam ajustes locais através da observação do tráfego, 14% utilizam veículo-teste e 23% não adotam esquemas de coordenação. O objetivo desta dissertação é avaliar a eficiência de dois programas de coordenação semafórica que poderiam ser utilizados em cidades que não dispõem de técnicas mais eficientes para definir os planos semafóricos. Uma revisão bibliográfica sobre os métodos mais conhecidos foi realizada, identificando que os programas disponíveis seguem três critérios distintos: a maximização da largura da banda verde; a minimização dos atrasos e paradas; e a combinação das vantagens de ambos os critérios. O primeiro programa, cujo nome é SBAND, consiste em uma implementação computacional do critério de maximização de banda baseada no método half-integer synchronization, proposto por Morgan e Little. O segundo programa é o simulador INTEGRATION, que coordena semáforos baseado no critério de minimização de atrasos e paradas. Com esses programas, foram gerados planos semafóricos para diversas condições de tráfego em vias arteriais de Londrina e São Carlos, simuladas com o INTEGRATION. A análise das medidas de desempenho - tempo de percurso, atraso médio e número médio de paradas - indica que é possível planos semafóricos melhores do que aqueles em vigência nos corredores analisados, com redução dos valores médios destas medidas. A análise sugere que o programa INTEGRATION é mais recomendado para os casos em que o fluxo de veículos é elevado e semelhante na via principal e nas transversais, enquanto o programa SBAND é recomendado quando a via principal apresenta volume de tráfego leve ou moderado, maior do que nas vias secundárias. / Traffic signal synchronization strategies are useful to improve traffic flow mobility and level of service of arterial streets. Therefore, technicians in charge of management of the traffic system operation should take advantage of the benefits of these tools, as always as possible, in order to define the most adequate traffic signal offsets. However, interviews carried on mid-size cities of southern and southwestern regions of Brazil indicated that only 13% of these cities define plans for traffic signal networks, controlled by a central control room, based on any type of traffic signal coordination software. For non-controlled streets, 27% of the cities define offsets using the traditional space-time diagram, 36% make local adjustments in a trial and error basis, 14% use a test vehicle and the remaining 23% do not use any strategy for synchronization. Based on these findings, the objective of this master thesis is to assess the performance of two traffic signal synchronization tools that might be used in cities which do not make use of more efficient techniques to define signal plans. Literature review indicates that the available softwares are developed according to three distinct approaches: bandwidth maximization, minimization of delays and stops and combination of both previous methods. The first software tested, named SBAND, is based on the Morgan and Little half-integer synchronization algorithm, which maximizes bandwidth of signalized arterial streets. The second software is the INTEGRATION traffic simulation tool, which synchronizes traffic signals minimizing delays and stops. Different signal plans were defined by means of these two softwares, for several traffic conditions in arterial streets of Londrina and São Carlos, and simulated with INTEGRATION. The analysis of measures of effectiveness generated on the simulations – travel time, average delay and average number of stops – indicate that is possible to obtain better traffic signal plans, with reduction on the measures of effectiveness for the plans currently adopted for these arterials. The results also suggest that INTEGRATION is more recommended for scenarios when traffic flow on principal arterials is heavy and similar to the traffic on secondary streets, while SBAND is recommended for light to moderate traffic flow on main street, with through trips predominating and lighter traffic on secondary streets.

As paradas planejadas gerais nas indústrias papeleiras, normalmente realizadas anualmente, são fundamentais devido ao processo produtivo e estratégicas para a competitividade no setor. Face à sofisticação dos equipamentos e instalações, denotando intervenções complexas e de grande porte, altos custos e riscos potenciais de acidentes e danos ambientais, procura-se uma caracterização desses eventos como grandes empreendimentos. Esses, fazem parte da estratégia de manutenção definida para a planta fabril, sendo gerenciados pela equipe de manutenção que atua voltada a disponibilidade, confiabilidade, qualidade e produtividade. Neste sentido, este trabalho desenvolve uma sistemática de manutenção para o gerenciamento e controle das paradas planejadas gerais em processos de produção de celulose e papel, com a finalidade de facilitar e promover o sucesso na execução de todas as atividades e etapas envolvidas. Para isso, contextualiza-se o setor e as paradas planejadas; são revisados os principais conceitos, técnicas, práticas e ferramentas características à gestão da manutenção, qualidade e conhecimento; são estudadas abordagens específicas voltadas aos processos de produção contínua; é verificada uma prática empresarial do setor e; finalmente, é proposta uma sistemática fundamentada nestas pesquisas. Como principais benefícios observam-se: a sinergia entre as equipes de manutenção e operação; a valorização da manutenção na gestão do processo produtivo; a competitividade do negócio; a otimização dos recursos e as alavancagens de produtividade. / The general planned stops within the paper industries, once in the year as a rule, are due to the productive process and competitiveness strategies in that business sector. Current sofistified equipments and facilities call for complex and significant interventions. Because high costs involved and potential risks of both accidents and environmental nature damage, those events are characterized as important projects. They are part of the strategy defined for the manufacturing plant, thus being managed by the maintenance team focusing availability, reliability, quality and productivity. In view of such scenario, this paper develops a maintenance system addressing the management and control of planned stops within the cellulose pulp and paper production processes. The scope is to facilitate and promote the success when carrying out all the activities involved. Therefore, the context of the sector and planned stops is discussed; the main concepts, techniques, practices and tools specific to the management of maintenance, quality and knowledge are reviewed; approaches specific to the continuous production processes are studied; business practices within the sector are analyzed, and, finally, a systemic approach proposal is made grounded on the preceding research. The most important benefits observed were: the achievement of synergy among the maintenance and production teams; the true understanding of the maintenance value in the productive process; the business competitiveness; resources optimization as well as productivity boosting.

In practice, the design of bus routes and stop placement involves calculated trade-offs between service frequency, quality, and access. Increased stop density improves access but contributes to slow operating speeds and increased operating costs. In this thesis, a optimized bus stop spacing model is applied using the high resolution archived stop-level bus performance data from the Bus Dispatch System (BDS) provided by TriMet, the regional transit provider for the Portland metropolitan area. Two cost components are considered in the stop spacing model including passenger access cost and in-vehicle passenger stopping cost, and are combined and optimized to minimize total cost. A case-study is presented using one year's stop-level data from one bus route 19 in Portland, Oregon. The analysis considered both inbound and outbound stop spacing and determined the optimal average stop spacing based on an all-day, peak and off-peak time periods. Based on the analysis considering inbound trips over the entire day, the theoretical optimized bus stop spacing was about 1,200 feet, as compared to the current value of 890 feet. This paper also builds on the all day analysis and focuses on inbound and outbound trips during peak periods, resulting in optimized spacing of about 1,300 feet. The peak hour demand has a significant impact on the transit operation. A bus stop consolidation scheme is proposed for the analyzed bus route considering the peak hour transit demand. Finally, the thesis discusses trade-offs and presents an estimate of transit operating cost savings based on the optimized spacing. Given the growing availability of high-resolution archived data, the thesis illustrates that this modeling tool can be applied in a routine way across multiple routes as part of an ongoing service planning and performance measurement process.