Este trabalho analisa o novo modelo de concessão de portos organizados regulamentado pelo Decreto 6.620 de Outubro de 2008. Busca avaliar as possibilidades de sucesso em três dimensões: 1) oferta de serviços portuários satisfatórios quanto a preços, desempenho operacional e qualidade para os usuários; 2) atratividade para o investidor privado; e 3) instrumento de desenvolvimento regional. Estas dimensões refletem interesses dos usuários, investidores e governo, respectivamente. A metodologia é baseada na análise da legislação vigente do setor portuário, além de pesquisa na literatura e consultas a profissionais da área, identificados ao longo do trabalho. O escopo do trabalho compreende também um estudo dos fundamentos da regulação e de sua aplicação como complementar ou substituto à competição, quando esta não pode ser desenvolvida à sua plenitude no mercado. Compreende também um estudo das instituições reguladoras no Brasil e suas atribuições, bem como das alternativas de desenvolvimento dos portos brasileiros: descentralização, desenvolvimento dos portos organizados por meio dos arrendamentos, autorizações para terminais de uso privativo, e o modelo de concessão de portos organizados, que não havia sido até 2008 regulamentado. Estas partes subsidiam a análise do novo modelo brasileiro e suas conclusões. Conclui-se que o modelo é conveniente, e, se conferisse mais segurança ao investidor privado, poderia se tornar um instrumento importante para o desenvolvimento do setor portuário brasileiro. Uma série de fatores como a ausência da competição intra-portos e a interferência dos CAPs sobre a gestão do porto organizado, por exemplo, dificultam uma implementação bem sucedida do modelo. As análises apontam necessidades de mudanças na legislação pertinente. / This study analyses the organized ports concession model, which was regulated by Decree 6.620, dated October, 2008. The analysis aimed to evaluate the chances of success in three different aspects: 1) the satisfactory supply of port services as to prices, operational performance and quality for the customers; 2) the attractiveness to private investors; and 3) as a regional development tool. These aspects reflect port costumers, investors and the governments interests, respectively. Methodology was based upon the analysis of the current legislation on maritime ports, in addition to research of existing literature and consultation with specialized professionals identified throughout the study. The range of this work also included a comprehensive analysis of port regulation and its importance as a complimentary force to competition, in those situations where the latter cannot be fully developed. It also included an evaluation of Brazilian regulatory institutions and its assignments, as well as available policies to develop Brazilian ports: decentralization, port development through the leasing of areas and facilities, private terminals authorizations, and the port master concession model. The conclusion is that the new model is convenient and, if perceived as more reliable from the point of view of private investors, would become an important tool for the development of Brazilian ports. Several issues e.g. the lack of intraport competition, the interference of Port Authority Councils on port management, and so on, hinder the successful implementation of the model. The analysis points toward the necessity of changes in the legislation.

Os terminais aeroportuários de passageiros, como um tipo de edifício que nasceu há apenas um século, têm se apresentado, ao longo do tempo, através de soluções muito diversificadas, que revelam a grande dificuldade de se ajustar às necessidades impostas pela aviação e o transporte aéreo em sua extraordinária e contínua evolução, desde os primeiros tempos até os dias atuais. Os principais tipos de solução que foram se cristalizando nesse período e aos quais se está designando como conceitos operacionais, representam um significativo patrimônio técnico e constituem-se em bases iniciais importantes para a arquitetura dos terminais aeroportuários. No entanto, os conceitos operacionais não abrangem todos os aspectos que dizem respeito à disciplina arquitetura, tanto em âmbito geral, quanto no que especificamente se relaciona com esse tipo de edifício. Muitos outros aspectos devem ser considerados, entre os quais, destacam-se os relacionados com a identidade e o lugar que, mais do que em qualquer outro tipo de edifício, devem estar presentes na arquitetura dos terminais de passageiros. / Airport passenger terminals, even though a building type born only one hundred years ago, have been the target, throughout the time, of much different solutions, a fact that reveal the great difficulties to adjust to aviation and air transport demands in constant and extraordinary evolution, from the early years to nowadays. The most meaningful design solutions that have been consolidated in time, which have been established as functional concepts, offer an important technical legacy, as well as starting points for the architectural decisions concerning passenger terminals. However, these concepts cannot enclose all aspects regarding to the architectural problem of airport passenger terminals. Many other aspects must be taken into consideration, especially those related to the concepts of identity and place, which must be present in the architecture of passenger terminals, more than in the architecture of any other building type.

The aim of this investigation is to test and verify a hypothesis concerning policies for berth allocation to ships in a container terminal. The chosen domain is a rich research area where simulation could be used. Because of the high amount of variables involved and demand for optimal usage of available resources management of a container terminal is a great challenge.

Cyber-Physical Systems (CPS) are physical entities whose operations are monitored, coordinated, and controlled by a computing and communication core. These systems are highly heterogeneous and complex. Their numerous components and cross domain complexity make attacks easy to propagate and security difficult to implement. Consequently, to secure these systems, they need to be built in a systematic and holistic way, where security is an integral part of the development lifecycle and not just an activity after development. These systems present a multitude of implementation details in their component units, so it is fundamental to use abstraction in the analysis and construction of their architecture. In particular, we can apply abstraction through the use of patterns. Pattern-based architectural modeling is a powerful way to describe the system and analyze its security and the other non-functional aspects. Patterns also have the potential to unify the design of their computational, communication, and control aspects. Architectural modeling can be performed through UML diagrams to show the interactions and dependencies between different components and its stakeholders. Also, it can be used to analyze security threats and describe the possible countermeasures to mitigate these threats. An important type of CPS is a maritime container terminal, a facility where cargo containers are transported between ships and land vehicles; for example, trains or trucks, for onward transportation, and vice versa. Every cargo port performs four basic functions: receiving, storing, staging and loading for both, import and export containers. We present here a set of patterns that describe the elements and functions of a cargo port system, and a Reference Architecture (RA) built using these patterns. We analyze and systematically enumerate the possible security threats to a container terminal in a cargo port using activity diagrams derived from selected use cases of the system. We describe these threats using misuse patterns, and from them select security patterns as defenses. The RA provides a framework to determine where to add these security mechanisms to stop or mitigate these threats and build a Security Reference Architecture (SRA) for CPS. An SRA is an abstract architecture describing a conceptual model of security that provides a way to specify security requirements for a wide range of concrete architectures. The analysis and design are given using a cargo port as our example, but the approach can be used in other domains as well. This is the first work we know where patterns and RAs are used to represent cargo ports and analyze their security. / Includes bibliography. / Dissertation (PhD)--Florida Atlantic University, 2021. / FAU Electronic Theses and Dissertations Collection

Two hardware factors contributing to the overall image quality of digital CR Ts are display resolution and addressability. The relationship between these two factors and human performance was modeled by a metric of display quality, the Resolution Addressability Ratio (RAR), and investigated within the contexts of Word-Processing (WP) and Computer-Aided-Drafting (CAD) tasks. The findings indicate a perceptual limit to MTF bandwidth improvements, and significant differences iii display quality requirements between the two applications. The regression of image quality as a function of RAR metric values resulted in an r2 = 0.94 for the WP task and an r2 = 0.79 for the CAD task. These findings are discussed in terms of engineering guidelines for the design of CRT and flat-panel displays for applications which vary by the amount of the density of information in their typical displays.

No description available.

Light and electron microscopic degeneration studies were used to examine the telencephalotectal pathway in goldfish. Both techniques showed that each telencephalic lobe sent bilateral projections to several tectal laminae. Degenerating synaptic terminals and fibers were observed in the major retinal projection lamina as well as in other tectal laminae. The terminals contained round to oval synaptic vesicles, asymmetric synapses and contacted relatively small postsynaptic profiles.

M. S.

Guardrails are a key safety feature of modern roadways. Collisions with many roadside hazards, e.g. trees, poles and culverts, can be dangerous and guardrail prevents many crashes with such hazards. However, using guardrail safely and effectively is a challenging problem in itself. This research examined two aspects of the problem: 1) assessment of the injury risks posed by guardrail itself; 2) determination of appropriate guardrail length. When controlling for other factors, light truck / van / sport utility vehicles (LTVs) showed injury odds 3.9 times greater in end terminal crashes compared to guardrail face crashes, while cars showed no significant increase in injury odds. Additionally, the odds of injury in frontal end terminal crashes appeared to be between 3.9 and 5.0 times lower when the terminal design was compliant with the National Cooperative Highway Research Program (NCHRP) 350 crash testing protocol, compared to non-compliant designs. Rollover occurred in 10 % of all frontal guardrail crashes, and was initiated by the guardrail in roughly 46 % of instances. The evidence indicates that end terminal contact increases rollover odds by 6.9 times compared to guardrail face contact for LTVs, but not for cars. NCHRP 350 compliance of end terminals was not observed to have any significant effect on rollover propensity. In side-impact crashes with guardrail, end terminal crashes represented only about 25% of crashes but accounted for more than 70 % of the injuries sustained. End terminals compliant with NCHRP-350 may be about five times as safe as non-compliant designs, but the difference appears to be overshadowed by the high degree of risk involved in striking any narrow fixed object with the side of the vehicle. A somewhat larger sample appears necessary to make this finding significant at the 95 % confidence level. Only about 20 % of rollovers in non-tracking guardrail side crashes are initiated by contact with the rail; 80 % are initiated by some subsequent contact. Those rollovers which are rail-initiated appear to be about twice as likely to be initiated by a terminal as by the guardrail face. Cars showed odds of minor to severe injury 3.6 times greater than LTVs in end terminal crashes. End terminal designs compliant with NCHRP 350 were not observed to carry significantly different odds of minor to severe injury than non-compliant end terminals. The findings control for driver seat belt use, rollover occurrence, terminal orientation (leading/trailing), control-loss and the number of impact events. Rollover and non-use of seatbelts were observed to carry much larger increases in risk than end terminal type. For cars, electronic stability control (ESC) reduces odds of fatal crashes with roadside barriers by about 50 % For LTVs, ESC reduces barrier fatality odds by about 40 %. Based on the effectiveness levels observed in this research, it is estimated that ESC could prevent about 410 out of 1180 possible barrier-related fatalities per year by 2028, when 75 % of the fleet is estimated to be equipped with ESC. The study findings suggest that ESC significantly reduces road departures into roadside barriers, and/or that ESC changes departure conditions so that barrier crashes have less severe outcomes. This research has compared the current standard procedure for computing guardrail length of need (LON) with 'departure corridors' based on real-world road departure trajectories. Due to the current procedure's simplified treatment of road departure geometry, LON recommended by the current procedure becomes very conservative for hazards located closer to the roadside, and less conservative for hazards located further away. By contrast, the departure corridor technique developed in this research provides a known, precisely defined level of protection which remains the same for different hazard offsets. Departure corridors can be made for any desired level of protection, and the technique provides flexibility in how protection may be defined. Most importantly, the departure corridor technique is fundamentally more realistic than the current standard procedure and gives LON recommendations which provide protection levels that can be easily communicated to policy makers and other stakeholders. / Ph. D.

This thesis examined the effects of luminance contrast, raster modulation, and ambient illumination on readability and image quality of text presented on a CRT display. Participants read a Tinker Speed of Reading text passage on the monitor and then responded when they found the out-of-context word in the passage. Correct responses and response times were recorded. Participants also rated the image quality of the monitor by selecting a number between one (worst imaginable) and nine (best imaginable). An ANOVA revealed that luminance contrast significantly affected errors. It is suggested that luminance contrasts of 7:1 be used to maintain low error rates. None of the independent variables affected the time required to read the Tinker passages. However, luminance contrast, raster modulation, and illumination significantly affected the subjective quality ratings. Participants rated the 3:1 luminance contrast, the 1.2 RAR, and the 1000 lux ambient illumination conditions as possessing the lowest image quality. From this research, it can be concluded that 7:1 is the preferred contrast ratio. This conclusion is based upon the findings that the 3:1 and 7:1 luminance contrast conditions produced the fewest errors and the 5:1 and 7:1 luminance contrast conditions produced the highest subjective image quality ratings. This recommendation holds over a RAR range of 0.8 to 1.2 and an ambient illumination range of 10 to 100 lux. High illumination levels would require special attention due to the low image quality ratings for the 7:1/1000 lux interaction. / Master of Science