Made available in DSpace on 2014-06-11T19:31:36Z (GMT). No. of bitstreams: 0 Previous issue date: 2005-12-21Bitstream added on 2014-06-13T19:02:00Z : No. of bitstreams: 1 bravin_lfn_dr_botfca.pdf: 1587223 bytes, checksum: 0a57d84559c7e11913147515a220326a (MD5) / Universidade Estadual Paulista (UNESP) / O objetivo do trabalho é avaliar o estágio em que se encontra a logística no agronegócio brasileiro.Tem como foco a hidrovia Tietê-Paraná, suas características técnicas, as transformações recentes com a evolução à logística integrada e as vantagens competitivas obtidas na operação desse modal integrado com outro meio de transporte para a redução do custo final de frete. No desenvolvimento do trabalho foram estudadas rotas de transporte de cargas agrícolas do Estado de Goiás e Mina Gerais com destino ao Estado de São Paulo, que é o maior mercado consumidor do Brasil e estão inseridos na bacia hidrográfica dos rios Tietê e Paraná. A rota selecionada tem percursos com distâncias médias de 720 quilômetros que são atendidas pelos modais de transporte rodoviário, ferroviário e hidroviário. Para o estudo do modelo logístico foram comparados dados do custo de frete do modelo utilizado atualmente - rodoviário e ferroviário ao do modelo proposto no trabalho - hidroviário.Analisou-se também as vantagens ambientais e operacionais, o seu tempo de percurso no transporte de cargas e as interferências causadas pelas plantas aquáticas no leito navegável da hidrovia. Os valores de fretes praticados pelo modal rodoviário são de R$.t 0,10 ou R$ 72,00 a tonelada, do ferroviário, de R$.t 0,063 ou R$ 45,75 a tonelada a tonelada e no modal hidroviário, o custo de frete, atendendo os mesmos requisitos de origem e destino da carga, é de R$.t 0,040 ou R$ 28,80 a tonelada. As vantagens ambientais e econômicas são inúmeras, podendo ser destacado a quantidade de quilos transportados por Hp (horse power) na hidrovia, cerca de 4.000 quilos por unidade de Hp, muito acima do modal rodoviário que movimenta perto de 150 quilos com a mesma potência. Isto resulta em grande economia de combustível, menores impactos ambientais. A interferência ambiental na hidrovia ocorre... / The objective of the work is to evaluate the period of training that if finds the logistic one in the agribusiness having as focus of study the waterway Tietê-Paraná, its characteristics techniques, the recent transformations with the evolution to the logistic one integrated and the gotten competitive advantages in the operation of this modal one integrated with another way of transport for the reduction it final cost of freight. In the development of the work routes of agricultural load transport of the state of Goiás with destination to the state of São Paulo had been studied, which represents the biggest consuming market of Brazil and she is inserted in the area of influences the rivers Tietê and Paraná. The selected route has passages with average distances of 720 kilometers that are taken care of by the modal ones of road transport, railroad worker and hidro modality. For the study of the logistic model they had been calculated and compared given of the cost of freight of the model used currently - road and railroad worker to the one of the model considered in the work - hidro modality; where if it carried through an analysis of the ambient advantages, operational, its time of passage in the load transport and the interferences caused for the increase of aquatic plants in the navigable stream bed of the waterway. The values of freights practised for the modal road are of R$.t0,10 or R$ 72,00 the ton, the values of the railroad worker are of R$.t 0,063 or R$ 45,75 the ton and in the hidro modality the freight cost taking care of the same requirements of origin and destination of the load is of R$.t 0,040 or R$ 28,80 the ton. The ambient advantages are innumerable, being able to be detached the amount of kilos carried by Hp (horse to power) in the hidrovia, which puts into motion 4,000 kg for unit of Hp differentiating of the modal road who puts into motion... (Complete abstract, click electronic access below)

The way of the Jedovnice creek: connection with the spring Falling into the underground halls and back to the light. The Water Way is an intermedial poem that is concerned to the element of water, character of its way through the landscape and its presence in the landscape. Since the type of work I most prefer is the work in the landscape, I am returning back to the natural landscape, strong places in Moravian karst near Brno. The audiovisual poem is primarily focused on the moment of melting. Sublimation of ice from the ice shelter, ephemeral phenomena on the surface, such as miniature whirls, waves, rays of sunlight and especially moonlight. The poem focuses on the possibilities of transferring the experience with a specific place, and the events in a unique, unrepeatable time and space into the theatrical scene and possibilities of the musical and audiovisual interpretation of such experience. I work with digital media (video mix and audiostop) to transfer the artist's physical experience in a unique time and unique natural setting into the scenic form of the work. Considering the physical and symbolic qualities of the water element, I have abandoned the composition of the event in the classical sense.

More than half the North American freshwater mussel species in the family Unionidae (unionids) are imperiled or extinct. Alteration of rivers is considered a major contributor to unionid population declines. Losses could occur through disruption of the reproductive cycle. Unionid reproduction requires attachment of larva (glochidia) to host fishes; therefore, changes in the host fish community could alter the reproductive potential in unionid communities. There have been few attempts to compare reproductive success before and after alteration. I examined the pattern of glochidia use on two common host fishes, Lepomis megalotis and Cyprinella venusta, before and after alteration of the Tombigbee River. While both host species declined in the river, the number of glochidia per infested fish and proportion of infested fish increased post-impoundment in L. megalotis but not C. venusta. My results demonstrate the importance of considering reproductive changes as a driver of unionid mussel declines in North America.

Paddlefish are long-lived large river fish which are declining in many areas of their range due to habitat modifications and overfishing. A framework for management of paddlefish in Mississippi is proposed and a case study of its application to the paddlefish population of the Tennessee-Tombigbee Waterway (TTW) is presented. The framework includes four phases: (I) distribution and stock assessment; (II) determination of limiting factors; (III) design and implementation of management actions; and (IV) review and monitoring. Phase I of management in the TTW consisted of gill-net surveys in four impoundments. Paddlefish abundance was estimated at 1,581 to 8,851 in Demopolis Lake, Alabama. In Gainesville Lake, Alabama, CPUE was 16.8 times less than Demopolis Lake. No paddlefish were caught in Aliceville Lake, Mississippi/Alabama, or Columbus Lake, Mississippi. Demopolis Lake paddlefish grew faster than more northern populations, but slower than more southern populations (Lt = 971.8 [1 − e−0.2844 (t+0.6962)]) and had a high annual mortality rate (A = 0.406) comparable to other southern populations. Potential limiting factors related to spawning in Demopolis Lake and stocking programs in Columbus Lake were investigated pursuant to Phase II. Paddlefish eggs were collected in the Noxubee River and a unique flowing bendway habitat in Demopolis Lake during early April when discharge was ¡Ý2.74 m above 50% exceedance. Flow timing and magnitude in the Noxubee River was related to paddlefish year-class strength (linear regression P = 0.089; R2 = 0.830). Radio-tagged paddlefish exhibited seasonal site fidelity and 4 of 10 translocated fish returned to their area of initial capture.,Columbus Lake provides food resources and physiochemical characteristics adequate for paddlefish survival, but depth and zooplankton density are more favorable in Demopolis Lake. Emigration of stocked juvenile paddlefish was low in Columbus Lake habitats; survival (percent after one month ¡À SE) was 5 ¡À 5 in backwaters and 28 ¡À 9 in the mainstem after one month. Phase III recommendations include further investigation of early life history requirements and protection of bendway and tributary habitat in Demopolis Lake. The annual stocking of 4,000 juvenile paddlefish in the mainstem of Columbus Lake and up to 1 million larval paddlefish in a tributary is recommended.

No description available.

O presente trabalho teve como objetivo analisar a situação do escoamento de safra de soja em grão do Estado do Mato Grosso para o Porto de Santos e quais seriam as alternativas para se buscar uma melhor eficiência nos custos logísticos da operação, o que representaria uma maior lucratividade para a cadeia produtiva, rentabilizando o setor. Nota-se que um dos gargalos que enfrentamos se baseia no fato de termos uma matriz de transporte basicamente focada no modal rodoviário (em torno de 60%) e o trabalho buscou apresentar a alternativa de se integrar o modal rodoviário com os modais ferroviário e hidroviário. O estudo de caso mostra que a utilização da hidrovia Tietê-Paraná pode ser uma alternativa de integração logística ao modal rodoviário, dado que temos na hidrovia um sistema seguro, de baixo risco, com impacto ambiental muito mais reduzido (em termos de emissão por tonelada transportada) e que proporcionaria investimentos adicionais em infraestrutura, o que geraria benefícios para as cidades próximas à hidrovia. Entende-se que a palavra integração se torna relevante no objetivo da pesquisa, pois temos que ter em mente os riscos inerentes ao processo de transporte de mercadoria por hidrovia, o principal deles, a falta de chuva, que reduz o volume de agua do rio e dificulta e/ou impede a navegação das barcaças, e de forma secundária, a questão das eclusas, que retardam o fluxo da viagem. O presente trabalho não teve a intenção de apresentar uma solução definitiva para o problema. Estudos podem ser continuados buscando alternativas, por exemplo, de utilização do potencial hidroviário da Bacia do Amazonas, com necessidade de investimentos pesados em rotas para o transporte da soja da região do Mato Grosso até os portos e/ou terminais hidroviários na região norte. / The objective of this work was to analyze the situation of soybean crop outflow from the state of Mato Grosso to the Port of Santos and what would be the alternatives to seek a better efficiency in the logistic costs of the operation, which would represent profitability for the production chain, thus monetizing the sector. It is noted that one of the bottlenecks we face is based on the fact that we have a transport matrix basically focused on the road modal (around 60%) and the work sought to present the alternative of integrating the road modal with the railway and Waterway modals. The case study shows that the use of the Tietê-Paraná waterway can be an alternative of logistic integration to the road modal, since we have a safe, low-risk system with a much lower environmental impact (in terms of emission by transported per ton), that would provide additional investments in infrastructure, which would generate benefits for the cities near the waterway. It is understood that the word \"integration\" becomes relevant in the objective of the research because we have to keep in mind the risks inherent to the process of transporting goods by waterway, the main of them, the lack of rain, which reduces the volume of water in the river and makes it difficult and/or prevents the navigation of barges, and in a secondary way, the issue of locks gate, which slow the flow of travel. The present study did not intend to present a definitive solution to the problem. Studies can be continued by seeking alternatives, for example, of the use of the hidroviary potential of the Amazon basin, with the need for heavy investments in routes for the transportation of soybean from the Mato Grosso region to the ports and/or hidroviary terminals in the northern region.

O trabalho considera a relação da Hidrovia Paraguai-Paraná-Prata com o espaço urbano latino-americano circundante. Essa hidrovia, apesar de ter estruturado a rede de cidades da região, gerou muitos conflitos geopolíticos, principalmente entre Brasil e Argentina, e questões macroeconômicas entre os cinco países envolvidos que não contemplam aspectos da realidade das populações ribeirinhas e dos espaços que habitam. O núcleo deste trabalho é a pesquisa realizada, ao longo de toda a extensão da hidrovia, por intermédio da qual foi possível observar o aproveitamento que as próprias cidades ribeirinhas fazem dos recursos fluviais. No trabalho são apresentados: o contexto geopolítico da hidrovia Paraguai-Paraná-Prata; a pesquisa de campo realizada; uma descrição e uma análise do território, a partir dos pontos de vista físico e da navegação, com base na hidrografia; as cidades adjacentes aos rios, visitadas durante a pesquisa, assim como algumas reflexões acerca desses espaços. Finalmente, apresentamos as principais conclusões às quais chegamos com o trabalho. / The work considers the relationsbip of the Paragoay-Paraná-Plata with the surrounding Latiu- American urban space. This waterway, despite having a structured network of cities in the region, generated many geopolítica! conflicts, espedally between Brazil and Argentina, and macroeconomic issues among the five countries involved that does not consider aspects of the reality of coastal populations and the spaces they inhabit. The core of this work is the field research we conducted along the entire length of the waterway, througb which we could see the marks of use that the riverside towns make of the river resources. Are presented in the work: the geopolitical context ofthe Paragoay-Paraná-Plata; the field research; a description and an analysis of the territory, from the physical and the navigation points of view based on hydrography; the visited towns adjacent to rivers, as well as some reflections on these spaces. Finally, we present the main conclusions to which we come througb the work.

Uma das principais razões para a falta de competitividade dos produtores de soja da região centro-oeste do Brasil é o custo de transporte da fazenda até o porto de destino para exportação, o que ocorre em função do desbalanceamento da matriz de transporte brasileira. Tendo por objetivo demonstrar as vantagens do modal hidroviário para o transporte de commodities agrícolas por longas distâncias, este trabalho de pesquisa propõe o uso da análise de decisão multicritérios para fazer a avaliação estratégica de sete corredores de exportação da soja cultivada no estado do Mato Grosso, de acordo com quatro objetivos fundamentais: Impacto Social; Impacto Ambiental; Impacto Econômico; Custos de Manutenção da Via. Um caso hipotético demonstra a aplicação do modelo MCDA. / One of the main reasons for the Brazilian soybean producers lack of competitiveness is the cost of transportation from the farm to the export Ports, due to the country´s unbalanced transport matrix. Trying to show the advantages of water transportation to transport commodities for long distances, this research proposes the use of multi-criteria decision analysis to support the strategic evaluation of seven freight transportation corridors used to export the soybean produced in the state of Mato Grosso, according to four fundamental objectives: Social Impacts, Environmental Impacts, Economic Impacts and Investment Costs. A hypothetical case demonstrates the application of the MCDA model.

Este trabalho examina os acidentes registrados na hidrovia Tietê-Paraná, identificando os mais importantes e respectivas causas, com a finalidade de propor formas de reduzir a probabilidade de ocorrência de tais acidentes. A revisão bibliográfica efetuada, embora contemple um número relativamente pequeno de obras, contribui para que se compreenda melhor os aspectos mais relevantes de acidentes ocorridos no transporte hidroviário. A análise da hidrovia, com a identificação dos pontos críticos para a navegação, das embarcações utilizadas e da mão-de-obra disponível, permite que se configure um painel para uma melhor compreensão dos principais acidentes e de suas causas. O estudo estatístico realizado, a partir de dados disponíveis na Capitania Fluvial de Barra Bonita, levou as seguintes conclusões: o principal problema são as colisões envolvendo comboios fluviais, representando 48,8 % do total de acidentes registrados; 60 % do total das colisões registradas se referiam a colisões contra pilares de pontes; a metodologia em vigor para a determinação dos vãos para a navegação na hidrovia Tietê-Paraná não atende as condições atuais de navegação. Com relação ao principal acidente identificado, apresenta-se uma discussão sobre a metodologia atualmente em vigor para o estabelecimento dos vãos para a navegação na Hidrovia Tietê-Paraná, examinando-se as medidas atualmente em implantação visando a minimização da probabilidade de ocorrência de colisões contra pilares de pontes e de suas conseqüências. A conclusão é que somente com estudos mais aprofundados, utilizando modelos de simulação de manobras para se obter o embasamento teórico-experimental de modo a se estudar o problema de colisões de embarcações contra pilares de pontes na hidrovia Tietê-Paraná, se poderá alcançar um metodologia para a determinação de vãos para a navegação, que contemple de maneira efetiva a segurança no tráfego hidroviário. / This study examines the accidents registered in Tietê-Paraná waterway, identifying the most important ones and respective causes, with the purpose of proposing means of reducing the probability of occurrence of such accidents. The bibliography survey carried out, although it includes a relatively small number of studies, contributes to a better understanding of the most important aspects of the accidents occurred in waterway transportation. From the analysis of Tietê-Paraná waterway, with the identification of its critical points for navigation, the employed vessels and the available workmanship, it is possible to sketch the scenary for a better comprehension of the main accidents and their causes. The accomplished statistical analysis, using the data available at the Barra Bonita Fluvial Command, lead to the following conclusions: the main problem are the collisions involving pushtows, representing 48,8 % of the total registered accidents; 60 % of the total registered collisions corresponds to collisions against bridges pillars. With respect to the main identified accident, it is presented a discussion about the methodology used for the determination of brigde span openings, showing that it does not fit to local navigation conditions. Procedures regarding to minimize the probability of collisions against bridges pillars and reduce their effects are mentioned. The conclusion is that only with more detailed studies, using both maneuvring simulation models and experimental trials with scale models, it will be possible to reach a methodology for the determination of bridge span openings which assures safer conditions for navigation along the Tietê-Paraná.

Orientador: Widsney Alves Ferreira / Banca: Luiz Antonio Targa / Banca: João Alberto Borges de Araújo / Banca: Osmar Delmanto Junior / Banca: Eduardo Antonio Sleiman / Resumo: O objetivo do trabalho é avaliar o estágio em que se encontra a logística no agronegócio brasileiro.Tem como foco a hidrovia Tietê-Paraná, suas características técnicas, as transformações recentes com a evolução à logística integrada e as vantagens competitivas obtidas na operação desse modal integrado com outro meio de transporte para a redução do custo final de frete. No desenvolvimento do trabalho foram estudadas rotas de transporte de cargas agrícolas do Estado de Goiás e Mina Gerais com destino ao Estado de São Paulo, que é o maior mercado consumidor do Brasil e estão inseridos na bacia hidrográfica dos rios Tietê e Paraná. A rota selecionada tem percursos com distâncias médias de 720 quilômetros que são atendidas pelos modais de transporte rodoviário, ferroviário e hidroviário. Para o estudo do modelo logístico foram comparados dados do custo de frete do modelo utilizado atualmente - rodoviário e ferroviário ao do modelo proposto no trabalho - hidroviário.Analisou-se também as vantagens ambientais e operacionais, o seu tempo de percurso no transporte de cargas e as interferências causadas pelas plantas aquáticas no leito navegável da hidrovia. Os valores de fretes praticados pelo modal rodoviário são de R$.t 0,10 ou R$ 72,00 a tonelada, do ferroviário, de R$.t 0,063 ou R$ 45,75 a tonelada a tonelada e no modal hidroviário, o custo de frete, atendendo os mesmos requisitos de origem e destino da carga, é de R$.t 0,040 ou R$ 28,80 a tonelada. As vantagens ambientais e econômicas são inúmeras, podendo ser destacado a quantidade de quilos transportados por Hp (horse power) na hidrovia, cerca de 4.000 quilos por unidade de Hp, muito acima do modal rodoviário que movimenta perto de 150 quilos com a mesma potência. Isto resulta em grande economia de combustível, menores impactos ambientais. A interferência ambiental na hidrovia ocorre... (Resumo completo, clicar acesso eletrônico abaixo) / Abstract: The objective of the work is to evaluate the period of training that if finds the logistic one in the agribusiness having as focus of study the waterway Tietê-Paraná, its characteristics techniques, the recent transformations with the evolution to the logistic one integrated and the gotten competitive advantages in the operation of this modal one integrated with another way of transport for the reduction it final cost of freight. In the development of the work routes of agricultural load transport of the state of Goiás with destination to the state of São Paulo had been studied, which represents the biggest consuming market of Brazil and she is inserted in the area of influences the rivers Tietê and Paraná. The selected route has passages with average distances of 720 kilometers that are taken care of by the modal ones of road transport, railroad worker and hidro modality. For the study of the logistic model they had been calculated and compared given of the cost of freight of the model used currently - road and railroad worker to the one of the model considered in the work - hidro modality; where if it carried through an analysis of the ambient advantages, operational, its time of passage in the load transport and the interferences caused for the increase of aquatic plants in the navigable stream bed of the waterway. The values of freights practised for the modal road are of R$.t0,10 or R$ 72,00 the ton, the values of the railroad worker are of R$.t 0,063 or R$ 45,75 the ton and in the hidro modality the freight cost taking care of the same requirements of origin and destination of the load is of R$.t 0,040 or R$ 28,80 the ton. The ambient advantages are innumerable, being able to be detached the amount of kilos carried by Hp (horse to power) in the hidrovia, which puts into motion 4,000 kg for unit of Hp differentiating of the modal road who puts into motion... (Complete abstract, click electronic access below) / Doutor