<p> A high speed recoil transport system is developed making possible the simultaneous study of many decay products of the compound nucleus 221*Ac. Oeterminati ons of the efficiency properties of the transport system, essential for absolute cross section measurements , are discussed in detail. </p> <p> A study of angular momentum effects is made possibly by synthesis of 221*Ac using three heavy ion reactions. Absolute cross sections for (HI,xn) and (HI,pxn) reaction products are determined relative to established cross sections for production of 150Dy. Relative cross sections for francium production are also determined. </p> <p> A sophisticated statistical model calculation is adapted to provide a framework for interpretation of the results. Some insight is gained into the roles played by basic physical concepts in the systematic of compound nucleus decay in this mass region </p> / Thesis / Doctor of Philosophy (PhD)

During the last decades the road traffic has increased tremendously leading to congestion, safety issues and increased environmental impacts. As a result, many countries are continuously trying to find improvements and new solutions to solve these issues. One way of improving the traffic conditions is by the use of so called intelligent transport systems, where information and communication technologies are being used for traffic management and control. One such system commonly used for traffic management purposes are variable speed limit systems. These systems are making use of signs to show speed limits adjusted to the prevailing road or traffic conditions. The rapid development in telecommunication technologies has enabled communication between vehicles, and between vehicles and the infrastructure, so called cooperative systems. This opens up for  the possibility to further improve the performance of a standard variable speed limit system by adding cooperative system features. The overall aim of this thesis is to investigate the potential benefits of incorporating infrastructure to vehicle communication and autonomous control to an existing variable speed limit system. We show how such a cooperative variable speed limit system can be modeled and evaluated by the use of microscopic traffic simulation. Results from the evaluation indicate increased flow harmonization in terms of narrowing of the acceleration rate distribution and reduced exhaust emissions. Further, we compare four control algorithms for deciding on speed limits in variable speed limit systems. Differences in the resulting traffic performance between the control algorithms are quantified by the use of microscopic traffic simulation. It is concluded that the dened objective for the algorithms have a decisive influence on the effects of the variable speed limit system. The results from this thesis are useful for further development of variable speed limit systems, both with respect to incorporating cooperative features and by improving the speed setting control algorithms.

Transition in Europe is one of the most important transformations in modern history. This research investigates the impact of economic and political transition on the liner sector of post-Soviet Europe. Former socialist shipping corporations have begun to offer services under market conditions and left behind the rigid leeway of central planning (Cottam and Roe 2007). Extensive adjustments in ownership, organisation, fleets and markets have transpired. Successful transformation of the maritime industries has a major influence upon the speed and route of economic development in transition countries (Von Brabant 2011). Despite this, liner shipping has received very little attention from academia. There have been no profound investigations, nor a recognised transition model concerning the Eastern European liner sector. However, developments within this field and its importance for liner shipping internationally make transition shipping a topic worthy of rigorous analysis. A review of Eastern European liner shipping during the period of transition was undertaken in order to assess the level of adaptation to the demands of the free market placed upon the Eastern European liner shipping corporations by the post-1989 transformations. Eastern European maritime literature supported the application of the concept from a transition context and assisted in the development of a conceptual model. The role of the model is to provide a visual representation of the most important elements of restructuring processes used in the facilitation of liner shipping in the European free market. Analysis of the research synthesis resulted in the identification of key dimensions crucial to successful transition. A three-tiered Delphi survey classified major areas of change and the relationship of changes to the liner industries. From a systemic point of view, research findings indicate the existence of a number of transitional processes utilised in the restructuring of liner shipping fleets. These are: liberalisation, deregulation, commercialisation, privatisation and European Union accession. Such processes are intricately linked and deeply dependent upon evolutionary timing and sequencing. A discussion of the results provides serious implications for world practitioners. Based on the findings of this study, European Union competitors may take advantage of the fact that transitional liner shipping has largely lost touch with market decisive players, although it has undergone broad privatisation and restructuring. Conversely, Eastern European liner corporations can analyse the effect of transition upon shipping, and draw comparisons between the varying techniques applied and the results achieved by national fleets in order to identify the most advantageous commercialisation strategies. Government initiative will now be required to overcome the conflict between the interest of the liner industry and that of the national citizen, such that there will be public acceptance of free competition, privatisation and foreign investment.

O tema central deste trabalho tem como o escopo a identificação das centralidades formadas em conseqüência da mobilidade e acessibilidade determinadas pelo sistema de transporte urbano de massa para os moradores de baixa renda do Distrito de Pedreira no município de São Paulo. A autonomia de cada município na gerência do seu próprio sistema de transporte coletivo urbano condiciona muitos moradores, para as compras, a se dirigirem a locais mais distantes de suas residências, por exemplo, o Largo 13 de Maio em Santo Amaro, apesar da disponibilidade de um comércio bem estruturado nas proximidades, no município vizinho de Diadema. Para alguns moradores, a distância para Santo Amaro é de 18 km enquanto Diadema se localiza a menos de 2 km. A escolha do centro habitual para as compras, em algumas situações, pode ser irracional em termos de distância e tempo. Alguns modelos racionais de localização do comércio, como o de Christaller, não se verificam no Distrito de Pedreira em conseqüência das características do sistema de transporte de massa. A estrutura da rede social dos moradores do Distrito de Pedreira possibilitou a determinação dos níveis hierárquicos de cada um dos centros de comércio objetos deste estudo. Com base em uma amostra de 135 moradores as medidas de centralidade grau, posicionamento e proximidade forneceram os parâmetros necessários para a identificação dos centros de níveis hierárquicos mais elevados os quais foram o Largo 13 de Maio, Shopping Center Interlagos e Diadema. Os resultados de equivalência estrutural possibilitaram a identificação das principais áreas de influência e a maioria delas se localiza fora dos limites geográficos do Distrito. Os produtos de baixa freqüência de demanda são os determinantes para o estabelecimento dos níveis hierárquicos mais elevados. Existe uma forte relação entre os padrões de distribuição do comércio e os níveis hierárquicos dos centros. A análise espacial, realizada com a ajuda dos recursos do sistema de informações geográficas, foi utilizada para o estudo desses padrões. Após o georeferenciamento dos pontos de comércio objetos deste trabalho, os resultados das estatísticas globais Morans I e Getis Ord G indicaram a existência de formação de grupos ou clusters, bem como, da dependência espacial em relação ao padrão de distribuição do comércio. O uso das estatísticas locais Morans I e Getis Ord Gi* permitiram a identificação dos principais centros que mais contribuem para a caracterização dos padrões de agrupamento do comércio e também indicaram as grandes semelhanças existentes entre todos os centros secundários analisados. Dentro do perímetro de um raio de 3 km a partir do centro médio dos moradores, notamos que existe somente o comércio de vizinhança, que atende apenas as compras de freqüência baixa ou diária, obrigando os moradores a deslocarem alguma distância significativa, para efetuarem as compras de produtos de demanda de baixa freqüência, como exemplo, no Largo 13 de Maio. / The main purpose of this study is the analysis of centralities regarding the mobility and the accessibility as a consequence of urban transport system in Pedreiras district, São Paulo, therefore the focus of attention is on peripheral poor residents. Each city is autonomous, to manage its urban transport system, then bus users residents go shopping in far trade center area, as Largo 13 de Maio in Santo Amaros district, instead of purchasing in a well structured commercial center in the neighborhood as Diademas city. The distance from Pedreira to Santo Amaro is 18 km, for many residents, on the contrary the distance to Diadema is up to 2 km. Sometimes the normal trade centers used by the consumers are irrational in terms of time and distance. Some rational trade center localization model, as Christallers central place theory, does not work in Pedreiras district because of this distinct urban transport system between São Paulo and Diadema. Pedreiras district social network, built with a sample of 135 residents, has been used to obtain the hierarchical level of each target trade areas. The centrality positions as degree, betweeness and proximity permitted the identification of hierarchical levels, the most important are Largo 13 de Maio, Shopping Center Interlagos and Diadema. The areas of influence have been defined by social network equivalence´s results and the localization of most of them is outside Pedreiras district boundaries. The low frequency demand goods are fundamental to determine the higher hierarchical levels. Strong relationship between the trade area cluster patterns and their correspondence hierarchical levels has been obtained. The spatial analysis has been developed using geographical information system techniques. After geocoding the target trade points, general Morans I and Getis Ord G indexes indicate the commercial activities cluster patterns spatial dependence evidence. Local Morans I and Getis Ord Gi* statistics have shown the most important trade areas, that are more significant to explain their cluster patterns, it also indicated that all of the secondary trade areas are similar. In a 3 km perimeter from the residents mean center point, the business structure attends mainly high or daily demand frequency. Therefore residents travel significant distance, as to Largo 13 de Maio, to purchase their durable goods.

Nowadays, autonomous driving revolution is getting closer to reality. To achieve the Autonomous driving the first step is to develop the Advanced Driver Assistance System (ADAS). Driver-assistance systems are one of the fastest-growing segments in automotive electronics since already there are many forms of ADAS available. To investigate state of art of development of ADAS towards Autonomous Driving, we develop Systematic Mapping Study (SMS). SMS methodology is used to collect, classify, and analyze the relevant publications. A classification is introduced based on the developments carried out in ADAS towards Autonomous driving. According to SMS methodology, we identified 894 relevant publications about ADAS and its developmental journey toward Autonomous Driving completed from 2012 to 2016. We classify the area of our research under three classifications: technical classifications, research types and research contributions. The related publications are classified under thirty-three technical classifications. This thesis sheds light on a better understanding of the achievements and shortcomings in this area. By evaluating collected results, we answer our seven research questions. The result specifies that most of the publications belong to the Models and Solution Proposal from the research type and contribution. The least number of the publications belong to the Automated…Autonomous driving from the technical classification which indicated the lack of publications in this area.

Submitted by Silvana Teresinha Dornelles Studzinski (sstudzinski) on 2015-10-06T11:55:43Z No. of bitstreams: 1 Tiago Sommer_.pdf: 3876808 bytes, checksum: fe1d7120f07a0ab16d7f187824a760b6 (MD5) / Made available in DSpace on 2015-10-06T11:55:43Z (GMT). No. of bitstreams: 1 Tiago Sommer_.pdf: 3876808 bytes, checksum: fe1d7120f07a0ab16d7f187824a760b6 (MD5) Previous issue date: 2015-04-10 / CAPES - Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / Congestionamentos são um dos principais problemas nas cidades grandes. Eles geram poluição, stress emocional aos motoristas e desgaste das vias, o que demanda maior gasto para mantê-las em bom estado. Além disso, a ampliação dessas (para melhorar o fluxo) nem sempre é possível. Dessa forma, é preciso buscar outras alternativas. Uma possível solução é incentivar o uso do transporte público provendo informações de qualidade aos usuários e, para isso, existem os Sistemas de Informação ao Usuário (SIU). Estes sistemas computacionais visam prover melhores informações sobre o transporte coletivo para os usuários, atraindo-os para o uso do transporte público em detrimento aos veículos privados. Um dos grandes problemas de um SIU é manter seus dados atualizados, uma vez que as informações do transporte público se alteram periodicamente. Se o SIU não se atualiza constantemente, os usuários podem receber informações desatualizadas, podendo assim, abandonar o sistema. A gestão e atualização centralizada dos dados por órgãos gestores nem sempre se mostra suficiente e eficiente. Para resolver este problema, é proposto neste trabalho um sistema unificado de crowdsourcing e gamificação para SIU. O crowdsourcing visa permitir que os próprios usuários colaborem com informações para atualizar o sistema. Porém, o emprego exclusivo de crowdsourcing pode não ser suficiente, pois o sistema depende da participação ativa dos usuários para se manter atualizado. Se os usuários não estiverem motivados a compartilhar, o sistema se desatualizará e deixará de ser útil. Desse modo, a gamificação é utilizada neste trabalho para motivar os usuários a utilizarem mais o sistema e também a compartilharem com mais informações. Quanto maior o número de usuários interessados no sistema, maior as chances de se conseguir informações. Da mesma forma, quanto mais informações, mais confiável será o sistema e, consequentemente, mais usuários estarão interessados em utilizá-lo. O trabalho proposto traz uma contribuição significativa para a área de Sistemas Inteligentes de Transporte, pois não há conhecimento de trabalhos que integrem gamificação e crowdsourcing em um SIU para motivação da participação dos usuários com compartilhamento de informações. Para verificar se o trabalho atingiu os seus objetivos, foi realizada uma avaliação qualitativa com três usuários. Esses três usuários foram observados in loco durante a utilização do sistema em paradas na cidade de Porto Alegre. Foi igualmente realizada uma outra avaliação experimental quantitativa em que 23 usuários assistiram um vídeo sobre o sistema e responderam um questionário com questões fechadas. A análise das respostas dos usuários mostrou indícios que eles se sentem motivados em contribuir com o transporte público. Além disso, os usuários também reportaram estar interessados na gamificação do sistema. / Traffic jams are one of the main problems in the cities. The expansion of urban roads is not a sustainable solution, for this reason other alternatives are necessary. One possible solution are the User Information Systems (UIS). These computer systems aim to provide information about the public transport for users, attracting them to use public transport instead of private vehicles. The main problem of an UIS is to keep its data updated. To solve this problem, we propose an unified model of crowdsourcing and gamification for an UIS. The crowdsourcing aims to allow users to collaborate with updated data. However, only the crowdsourcing may not be enough, because the system will depend on the users participation to keep itself updated. If the users are not motivated to cooperate, the system will downgrade and will no longer be useful. Thus, gamification will be used to motivate users to use the system and also to collaborate with more data. The greater the number of users interested in the system, the better are the chances of getting useful data from users. Likewise, with more information, the system will be more reliable and therefore more users will be interested in using it. The proposed work contains a significative contribution to the Intelligent Transportation Systems area because we are not aware of other studies that integrate gamification and crowdsourcing in an UIS. To verify if the work achieved its objectives, a qualitative evaluation was performed with three users. The users were observed in situ while using the system at bus stops in the city of Porto Alegre. A quantitative experiment evaluation was also conducted in which 23 users watched a video about the system and answered questionnaires with closed questions. The analysis of the users responses showed evidence that they feel motivated to contribute to public transportation. In addition, users also reported to be interested in the gamification of the system.

Dans le contexte du développement rapide des villes chinoises, l’expansion de la ville et les nouvelles zones de développement entraînent de forte besoins de mobilité. Le transport public ne peut satisfaire toutes les demandes des déplacements des citadins. Ils organisent leurs propres services, les transports semi-collectifs, par une approche de bas en haut. Avec les avantages de l’adaptation locale, du service à la demande et de la flexibilité, ce type de transport devient un mode important pour leurs vies moderne. Pourtant, ce transport est en dehors du système du transport traditionnel. Le cadre juridique et institutionnel actuel n’est pas adapté à l’exploitation de ces transports spontanés. La réglementation gouvernementale sur ce type de transport montre aussi une difficulté en raison du manque d’un cadre convenable. De plus, le système du transport urbain durable demande une intégration des divers modes des transports. La relation entre le transport semi-collectif et les autres moyens du transport devient une question essentielle. De ce fait, nous proposons des approches de l’évolution du cadre juridique et institutionnel, de l’amélioration de l’organisation et l’exploitation ainsi que de l’intégration dans le système du transport urbain, afin de créer un environnement innovant pour l’avenir du transport semi-collectif / In the context of the rapid development of Chinese cities, the expansion of the city and the new areas of developments lead the strong mobility needs. Public transport cannot meet all the demands of movement of citizens. They organize their own services, paratransit, with an approach bottom-up. With the advantages of local adaptation, on-demand service and flexibility, this transport becomes important to their modern lives. However, this transport is out of the traditional transport system. The current legal and institutional framework is not suitable for the operation of this spontaneous transport. Government regulations on this type of transport also show difficult because of lack of suitable frames. In addition, the sustainable urban transport system requires integration of various modes of transport. The relationship between the paratransit and other transportation modes is another key issue. Therefore, we propose approaches to change legal and institutional framework, to improve organization and operation and integrate this mode in the system of urban transport, to create an innovative environment for future of paratransit

Made available in DSpace on 2015-04-22T22:10:45Z (GMT). No. of bitstreams: 1 Camila Bagnaschi.pdf: 2003266 bytes, checksum: 85e68836844418bceb44e165d5e4d515 (MD5) Previous issue date: 2012-05-16 / Fundação de Amparo à Pesquisa do Estado do Amazonas / In Brazil, most of the population lives in cities and urban centers and large part of Brazil urbanization took place quickly and without planning. The accelerated rural-urban migration contributed even more for cities acquire the image of urban populous and disorganized. The result of this training process is also reflected in the organization of various public services essential for the development of cities, among which stands out the public transportation. The problems regarding this service have generated large waste as the waiting time, travel costs, pollution, accidents and others, which tend to deteriorate, negatively impacting both the productivity of urban space and the quality of life. Aiming at a rapid reorganization of public transportation, the search for alternatives is growing more efficient and tailored to local economic realities and possibilities, aimed not only meet current needs but also future. To achieve its objectives, this paper draws on research literature and documents to justify the foundations of city planning and urban growth thereof, describing the whole process of development and also about addressing the reality of public transport in Manaus and the need to implement a new system, using a model decision. Therefore, this research aims to present the applicability of multicriteria methods through comparative analysis between public transports systems as an aid to the decision maker in choosing the alternative considered most satisfactory. It also aims to identify the main public transport systems adopted in Brazil, in addition to analyzing the current situation of public transport in the city of Manaus. It is further objective of this research relate to decision making and on multicriteria methods, more specifically the method Promethée II, as a tool to aid in decision making about the new system of public transportation that should be adopted by Manaus. After application of the method Promethée II based on the criteria and weights set by the managing agency of public transport in the capital of Amazonas, the research indicated that the transport system is the most satisfactory alternative to meet the needs of Manaus and respond to issues raised in this paper / No Brasil, a maior parte da população vive nas cidades e nos centros urbanos e em grande parte do território brasileiro a urbanização deu-se de forma rápida e sem planejamento. O acelerado fluxo migratório campo-cidade contribuiu ainda mais para que as cidades adquirissem a imagem de aglomerados urbanos populosos e desorganizados. O resultado desse processo de formação reflete-se também na organização de diversos serviços públicos essenciais para o desenvolvimento das cidades, dentre os quais se destaca o transporte público coletivo. Os problemas referentes a esse serviço têm gerado grandes desperdícios quanto ao tempo de espera, custo de deslocamento, poluição, acidentes, dentre outros, que tendem a se agravar, impactando de forma negativa tanto na produtividade do espaço urbano quanto na qualidade de vida da população. Visando um rápido processo de reorganização do transporte público coletivo, cresce a busca por alternativas mais eficientes e adequadas às realidades econômicas e possibilidades locais, que venham suprir as necessidades não somente atuais como também futuras. Para atingir seus objetivos, este trabalho recorre à pesquisa bibliográfica e documental, para justificar os fundamentos do planejamento das cidades e o crescimento urbano das mesmas, descrevendo todo o processo de desenvolvimento e também abordando sobre a realidade do transporte coletivo em Manaus e a necessidade de implantação de um novo sistema, através de um modelo de tomada de decisão. Portanto, esta pesquisa tem como objetivo apresentar a aplicabilidade de métodos multicriteriais por meio da análise comparativa entre os sistemas de transporte coletivo como auxílio ao tomador de decisão na escolha da alternativa considerada mais satisfatória. Objetiva também identificar os principais sistemas de transporte coletivo adotados no Brasil, além de analisar a atual situação do transporte público da cidade de Manaus. É objetivo dessa pesquisa ainda versar sobre a tomada de decisão e sobre os métodos multicriteriais, mais especificamente o método Promethée II, como ferramenta de auxílio na tomada de decisão sobre o novo sistema de transporte público coletivo que deve ser adotado por Manaus. Após a aplicação do método Promethée II com base nos critérios e pesos definidos pelo órgão gestor do transporte coletivo da capital amazonense, a pesquisa indicou o sistema de transporte que representa a alternativa mais satisfatória para suprir as necessidades de Manaus e responder à problemática levantada neste trabalho

Road traffic dominates in domestic Swedish transportation and is highly dependent on fossil fuels, petrol and diesel. Currently, the use of renewable fuels in transportation accounts for less than 6% of the total energy use in transport. The demand for bioethanol to fuel transportation is growing and cannot be met through current domestic production alone. Lignocellulosic ethanol derived from agricultural crop residues may be a feasible alternative source of ethanol for securing a consistent regional fuel supply in Swedish climatic conditions.  This licentiate thesis focuses on regional transport fuel supply by considering local small-scale ethanol production from straw. It presents the results of investigations of regional transport fuel supply with respect to minimising regional CO2 emissions, cost estimates for transport fuel supply, and the availability of lignocellulosic resources for small-scale ethanol production. Regional transport fuel demand between the present and 2020 is also estimated. The results presented here show that significant bioethanol can be produced from the straw and Salix available in the studied regions and that this is sufficient to meet the regions’ current ethanol fuel demand.  A cost optimisation model for regional transport fuel supply is developed and applied for two cases in one study region, one when the ethanol production plant is integrated with an existing CHP plant (polygeneration), and one with a standalone ethanol production plant. The results of the optimisation model show that in both cases the changes in ethanol production costs have the biggest influence on the cost of supplying the regional passenger car fleet with transport fuel, followed by the petrol price and straw production costs.  By integrating the ethanol production process with a CHP plant, the costs of supplying regional passenger car fleet with transport fuel can be reduced by up to a third. Moreover, replacing petrol fuel with ethanol can cut regional CO2 emissions from transportation by half.

This thesis deals with the collation of the automotive and wheel tractor transport system with interchangeable superstructures and their use in the business of primary agricultural production in terms of technical parameters, analysis of the use of individual bodies, analysis of investment and operating costs and by comparing the two systems on the basis of the identified parameters. Comparasion was the truck Tatra Phoenix 158 with the superstructures for the transport of powdery and bulky materials, spreaders, manure spreaders and superstructure designed for the transport of heavy materials with tractors transport system John Deere 8320 and tandem semi-trailer Fliegl with manure and conveyor superstructure ASW 268 in the Agricultural cooperative Cizova. In the performance collation of both systems when transporting silage and achieve the highest mass performance at the tractors transport system and it 14,39 t.h-1 which is aganist automotive system less about 5.94 t.h-1. On the other hand fuel consumption to distance traveled, weight and the cycle was recorded the lowest consumption of the lorry Tatra. The economic collation showed that the truck Tatra Phoenix 158 has a lower cost on the distance travelled, the transported amount of cargo and per tonne-kilometre compared to tractors transport system. The cost of the distance travelled makes 90,24 CZK.km-1 which is beside tractor system lower of 100 CZK.km-1. The value of the cost of the transported amount of cargo by lorry moves on 92,10 CZK.t-1 but tractor system has this value lower of 24.83 CZK.t-1.The lowest difference between the costs experienced in the evaluation of the cost per tonne-kilometre where the truck Tatra reached the cost of 9.42 CZK.tkm1 which is compared with tractors transport system, the lower of 3.28 CZK.tkm-1.