No description available.

Approved for public release, distribution is unlimited / The Defense Transportation System (DTS), led by the Military Traffic Management Command (MTMC), depends on the commercial maritime industry to provide movement of supplies and equipment around the world. The maritime shipping container is a critical asset in providing for this logistical support to the war fighter abroad. These 20- or 40-foot containers have become the backbone of the maritime industry, and will continue to proliferate as global commerce continues to expand. While the growth in the use of maritime shipping containers in the 21st century has accelerated the nation's economic trade substantially, it may also have become a significant problem. Containers are an indispensable but vulnerable link in the chain of global trade; approximately 90 percent of the world's cargo moves by container. Because of DoD's dependency on the maritime industry and these containers, it will and must continue to ride the wave of commercial practices, specifically in pursuit of better security throughout the maritime industry. In the wake of September 11, 2001, and with the new threats of WMD, the maritime shipping container may become a weapons delivery system. This thesis documented the need for security improvements for the maritime shipping container in protecting global commerce and DoD cargo shipments. Comprehensive reviews of government reports, books, articles, and Internet based materials, as well as interviews with MTMC personnel, have indicated that DoD is taking a series of measures to meet these challenges. DoD's Defense Transportation System and the commercial maritime industry will be challenged and tested by new policy requirements. MTMC has already adopted new business processes, cargo manifest requirements, and technological innovations that assure customers in-transit visibility and total asset visibility (ITV/TAV), including the Intelligent Road-Rail Information Server (IRRIS) system. / Lieutenant Commander, United States Navy

Submitted by Rodrigo Teixeira Bombig (rodrigotila@hotmail.com) on 2011-11-30T14:01:39Z No. of bitstreams: 1 Dissertação Definitiva Rodrigo T Bombig.pdf: 1036216 bytes, checksum: 8b43efab5a30904a349ec669b6069046 (MD5) / Approved for entry into archive by Gisele Isaura Hannickel (gisele.hannickel@fgv.br) on 2011-11-30T14:32:48Z (GMT) No. of bitstreams: 1 Dissertação Definitiva Rodrigo T Bombig.pdf: 1036216 bytes, checksum: 8b43efab5a30904a349ec669b6069046 (MD5) / Made available in DSpace on 2011-11-30T14:44:18Z (GMT). No. of bitstreams: 1 Dissertação Definitiva Rodrigo T Bombig.pdf: 1036216 bytes, checksum: 8b43efab5a30904a349ec669b6069046 (MD5) Previous issue date: 2011-11-04 / As exportações de açúcar cristal e refinado vêm passando por modificações em suas operações logísticas. Nos últimos anos, os embarques brasileiros têm migrado de navios convencionais com sacas soltas e capacidade média de 14 mil toneladas para embarques fracionados, em lotes de contêineres e médias ao redor de 600 toneladas cada. Essa mudança é capaz de aumentar substancialmente a quantidade de embarques e diferentes processos de exportação, trazendo impactos logísticos importantes para os agentes envolvidos na cadeia. O objetivo deste trabalho é, então, descrever os passos necessários para a exportação do açúcar (branco), de acordo com as duas modalidades de embarques mais utilizadas. Adicionalmente serão realizados o mapeamento e a comparação dos custos operacionais e de coordenação, em ambos os formatos: navios convencionais e contêineres. Com isso, este estudo pretende ilustrar diferentes arranjos logísticos, suas práticas, desafios e tendências, podendo auxiliar os tomadores de decisões na busca de maior competitividade brasileira diante do mercado internacional de açúcar branco. / The crystal and refined sugar exportation are changing related to their logistic operations. In the last years, Brazilian shipments have migrated from conventional break bulk vessels with an average capacity of 14.000 tons for partial shipments of containers with an average around 600 tons each. This change can increase the number of different shipments and export processes, bringing major logistic impacts to the chain players. The objective of this work is describing the necessary steps for exportation of white sugar, according to the two commonly used methods of shipments. Additionally, it will map and compare the costs, operational and for coordination, in both formats: conventional vessels and containers. Thus, this study aims to illustrate different logistical arrangements, practices, challenges and trends, in order to assist the decision makers searching for increasing Brazilian competitiveness on the international white sugar market.

Det här arbetet hade målet att undersöka vilken storlek förlusten av resurser som Hyper-V och Windows Server container introducerar när ett system delas upp med dessa. Genom att testa detta skulle man också kunna jämföra Microsofts implementering av containerbaserad virtualisering med Linux implementering och se om det finns några likheter. För att kunna jämföra med tidigare forskning fanns målet att försöka efterlikna metoden i tidigare forskning som gjort liknande tester i operativsystemet Linux med KVM och LXC så nära som möjligt. Resultaten visades sig till stor del överensstämma med resultaten på tester genomförda i Linux. Det vill säga att container-baserad virtualisering har överlag en mindre förlust av resurser än hypervisor-baserad virtualisering. Undantaget var dock nätverkstesterna där container-baserad virtualisering presterade sämst men även detta överensstämde med tidigare forskning. / This work had the goal of looking at the loss of resources that Hyper-V and Windows Server container introduce when a system is partitioned with these. By testing this, you could also compare Microsoft's implementation of container-based virtualization with Linux implementation and see if there are any similarities. To be able to compare with previous research, the goal was to try to mimic the method in previous research that made similar tests in the Linux operating system with KVM and LXC as close as possible. The results were largely consistent with the results of tests conducted in Linux. That is, container-based virtualization generally has a smaller loss of resources than hypervisor-based virtualization. The exception was, however, the network tests where container-based virtualization performed poorest, but this also was consistent with previous research.

Les applications modernes ont des tendances de diverger à la fois le profile I/O et les requiers du stockage. La liaison d'une application scientifique ou commerciale avec un system "general-purpose" produit probablement un résultât sous-optimale. Même sous la présence des systèmes "purpose specific" des application aux classes multiples de workloads ont encore besoin de distribuer du travail de calcul au correct system. Cependant, cette stratégie n'est pas triviale comme des plateformes différentes butent diversifier leur propos et par conséquence elles requièrent que l'application intégrée des chemins multiples de code. Le but de l'implémentation de ces chemins n'est pas trivial, il requiert beaucoup d'effort et des capacités de codage. Le problème devient vaste quand les applications ont besoin de bénéficier de plusieurs data-stores en parallèle. Dans cette dissertation, on va introduire les "storage containers" comme le prochain étape logique, mais révolutionnaire. Un "storage container" est une infrastructure virtuelle qui découple une application de ses data-stores correspondants avec la même manière que Docker découple l'application runtime des servers physiques. En particulier, un "storage container" est un middleware qui sépare des changements fait pour bouts de code des application par des utilisateurs scientifiques, de celui fait pour des actions de I/O par des développeurs ou des administrateurs.Pour faciliter le développement et déploiement d'un "storage container" on va introduire un cadre appelé Tromos. Parmi son filtre, tout qui est nécessaire pour qu'un architecte d'une application construite une solution de stockage est de modéliser l'environnement voulu dans un fichier de définition and laisser le reste au logiciel. Tromos est livré avec un dépôt de plugins parmi les quelles l'architecte peut choisir d'optimiser le conteneur pour l'application activée. Parmi des options disponibles, sont inclus des transformations des données, des politiques de placement des données, des méthodes de reconstruction des données, du management d'espace de noms, et de la gestion de la cohérence à la demande. Comme preuve de concept, on utilisera Tromos pour créer des environnements de stockage personnalisés facilement comparés à Gluster, un système de stockage bien établi et polyvalent. Les résultats vous montrent que les "storage containers" adaptés aux applications, même s'ils sont auto-produits, peuvent surpasser les systèmes "general purpose" les plus sophistiqués en supprimant simplement la surcharge inutile de fonctionnalités factices. / Modern applications tend to diverge both in the I/O profile and storage requirements. Matching a scientific or commercial application with a general-purpose system will most likely yield suboptimal performance. Even in the presence of purpose-specific' systems, applications with multiple classes of workloads are still in need to disseminate the workload to the right system. This strategy, however, is not trivial as different platforms aim at diversified goals and therefore require the application to incorporate multiple codepaths. Implementing such codepaths is non-trivial, requires a lot of effort and programming skills, and is error-prone. The hurdles are getting worse when applications need to leverage multiple data-stores in parallel. In this dissertation, we introduce "storage containers" as the next logical in the storage evolution. A "storage container" is virtual infrastructure that decouples the application from the underlying data-stores in the same way Docker decouples the application runtime from the physical servers. In other words, it is middleware that separate changes made to application codes by science users from changes made to I/O actions by developers or administrators.To facilitate the development and deployment of a "storage container" we introduce a framework called Tromos. Through its lens, all that it takes for an application architect to spin-up a custom storage solution is to model the target environment into a definition file and let the framework handles the rest. Tromos comes with a repository of plugins which the architect can choose as to optimize the container for the application at hand. Available options include data transformations, data placement policies, data reconstruction methods, namespace management, and on-demand consistency handling.As a proof-of-concept we use Tromos to prototype customized storage environments which we compare against Gluster; a well-estalished and versatile storage system. The results have shown that application-tailored "storage containers", even if they are auto-produced, can outperform more mature "general-purpose" systems by merely removing the unnecessary overhead of unused features.

Through the development and design of a Mobile Exhibition System (MES) in this thesis, I will demonstrate the benefits and possibilities of a flexible and mobile system within an exhibition environment. A flexible system will be able to adapt to a wide range of content, while at the same time, maintaining a synergy between its form and function. By the reuse and reappropriation of shipping containers as the exhibition envelope, the goal of mobility can be achieved, reaching out to those who might not otherwise experience learning through an exhibition environment.

O Plano Nacional de Logística e Transportes (PNLT) sinalizou a intenção de uma mudança substancial na matriz de transporte de cargas brasileira, com a diminuição do modal rodoviário e uma transição do modal aquaviário de 13 para 29% até 2025, o que só será possível com a ampliação da cabotagem. Desta forma, o presente trabalho dimensiona terminais \"rápidos\" de contêineres dedicados à cabotagem, que a partir de sua implantação possam ser ampliados gradativamente. Por meio de simulação de eventos discretos, o melhor layout modular, dimensionado por berço, foi definido de acordo com a demanda de contêineres movimentados e equipamentos utilizados, de forma a identificar gargalos e obter a melhor opção de modularização. Tal abordagem de terminais \"rápidos\" dedicados permitiria a desburocratização do sistema atual e a redução dos custos e tempos de armazenamento, tornando a cabotagem mais competitiva. / The National Logistics and Transport Plan (PNLT) has the intention of a substantial change in the Brazilian cargo transportation matrix, with the reduction of the road modal and a transition from 13 to 29% in the waterway modal by 2025, which will only be possible with the increase of short sea shipping. Thus, the present work will size a modular \"fast\" containers terminal dedicated to short sea shipping, that when implemented could be gradually extended. Using discrete events simulation, the best modular layout, dimensioned by berths, was defined according to containers demand and chosen equipments, in order to identify bottlenecks and the best modularization option. Such an approach of dedicated \"fast\" terminals would allow the reduction of bureaucratization of the current system and transport and storage costs and times, making short sea shipping more competitive.

Dans cette thèse, nous proposons une amélioration de l'automatisation des preuves dans l'assistant de preuve Coq. Cette automatisation est obtenue en intégrant à Coq les procédures de décision pour la logique propositionnelle, l'égalité et l'arithmétique linéaire constituant le noyau du solveur SMT Alt-Ergo. Cette intégration est réalisée en utilisant la technique de preuve par réflexion, qui consiste à développer en Coq ces algorithmes et à prouver formellement leur correction de manière à les exécuter directement dans l'assistant de preuve. Comme les algorithmes formalisés en Coq sont exactement ceux utilisés dans le noyau d'Alt-Ergo, notre travail permet également d'augmenter considérablement la confiance que l'on peut avoir dans ce dernier. En particulier, il utilise un algorithme original de combinaison de l'égalité modulo une théorie, inspiré de la combinaison de Shostak et appelé CC(X), et dont la justification est relativement complexe.Notre développement Coq est utilisable sous la forme de tactiques qui permettent de valider automatiquement des formules combinant logique propositionnelle, égalité et arithmétique. Afin que ces tactiques soient le plus efficaces possibles, nous avons attaché une grande importance aux performances de notre implantation Coq, et en particulier à l'utilisation de structures de données efficaces courantes, dont nous proposons ici une bibliothèque. / In this thesis, we propose new automation capabilities for the Coq proof assistant. We obtain this mechanization via an integration into Coq of decision procedures for propositional logic, equality reasoning and linear arithmetic which make up the core of the Alt-Ergo SMT solver. This integration is achieved through the reflection technique, which consists in implementing and formally proving these algorithms in Coq in order to execute them directly in the proof assistant. Because the algorithms formalized in Coq are exactly those in use in Alt-Ergo's kernel, this work significantly increases our trust in the solver. In particular, it embeds an original algorithm for combining equality modulo theory reasoning, called CC(X) and inspired by the Shostak combination algorithm, and whose justification is quite complex. Our Coq implementation is available in the form of tactics which allow one to automatically solve formulae combining propositional logic, equality and arithmetic. In order to make these tactics as efficient as may be, we have taken special care with performance in our implementation, in particular through the use of classical efficient data structures, which we provide as a separate library.

Este estudo propõe requisitos para a adequação da operação de cabotagem de contêineres nos terminais portuários brasileiros. Esta adequação transforma os terminais convencionais em terminais marítimos denominados aqui como rápidos. O conceito de terminais eficientes utilizado pelo projeto europeu Motorways of the Sea - MoS serviu como referência para o desenvolvimento da proposta. A metodologia utilizada fundamentou-se na coleta de dados através de entrevistas semiestruturadas a usuários da cabotagem, além de questionário online com especialistas e simulação por eventos discretos da operação de cabotagem. As respostas das entrevistas direcionaram o estudo para fatores de melhorias relacionados a processos de liberação da carga por parte de órgãos de fiscalização, custos portuários e controles alfandegários. A avaliação das respostas do questionário online se fez por meio de uma variação da técnica Delphi com Q-sort que consolidou as respostas em cinco categorias: administrativo/fiscal, custos, hinterlândia, infraestrutura e operacional. O modelo de simulação de eventos discretos verificou os dados operacionais e avaliou as diferenças entre a operação dos terminais convencionais e de terminais compatíveis com o modelo do projeto MoS. Os principais requisitos propostos são: a melhoria no processo de fiscalização com a simplificação nas inspeções e liberações das cargas; a redução de fretes para transporte de carga porta-a-porta; a existência de acessos terrestres (rodoviário/ferroviário) para interconexões entre os modais; a disponibilidade de infraestrutura adequada (equipamentos) para uso nos terminais; e a minimização de tempos operacionais e de entrega porta-a-porta. Uma derivação da técnica Matriz QFD (Quality Function Deployment) foi utilizada para obtenção do sequenciamento dos requisitos propostos. O estudo verificou que a aplicação dos requisitos salienta as oportunidades de melhorias na operação de cabotagem nos terminais brasileiros. Também ficou evidenciado a possibilidade de adequação dos terminais convencionais em terminais rápidos, mediante a aplicação do sequenciamento obtido para os requisitos propostos. / This study proposes requirements for the adequacy of Short Sea Shipping (SSS) operation in Brazilian container port terminals. This adaptation transforms conventional port terminals into maritime terminals called \"fast\". The concept of \"eficient terminals\" of the European project Motorways of the Sea MoS served as reference for the development of this proposal. The methodology was based on data collection through semi-structured interviews with SSS users as well as an online questionnaire with experts and discrete event simulation of SSS terminals. The responses from the interviews directed the study to factors related to processes of cargo release by regulatory agencies, port costs and customs controls. The evaluation of the online questionnaire responses was done by means of a variation of the Delphi technique with Q-sort that consolidated the responses in five aspects: administrative, costs, hinterland, infrastructure and operational. The discrete event simulation model verified operational data and evaluated the differences between the operation of conventional terminals and those compatible with the MoS project model. The main proposed requirements are: the process improvement to reduce inspections and cargo clearances, the freight reduction on cargo door-to-door transportation, the existence of land access (road/rail) for interconnections between modes, the availability of adequate infrastructure (equipment) for terminal use and the decrease of operating times and door-to-door delivery. The Quality Function Deployment (QFD) matrix technique was used to obtain a sequencing order for the proposed requirements. The study found that the requirements application highlights the improvement opportunities in SSS operation in Brazilian terminals. It was also evidenced the possibility of conversion of these conventional terminals on \"fast\" terminals, with the requirements sequencing order application.

Este trabalho apresenta o panorama atual da indústria do transporte marítimo regular de contêineres e o mercado em que atua, concluindo que o crescimento da atividade econômica mundial, e conseqüentemente na demanda de transporte, exige maiores investimentos por parte dos armadores para adequação da oferta de capacidade de transporte e de rotas, aumentando a competição entre os mesmos. Os processos de globalização, desregulamentação e de concentração alteram significativamente nível de competição da indústria, tornando os armadores de baixa lucratividade em potenciais alvos para aquisições por parte de empresas mais competitivas e lucrativas. A implementação de contratos de serviços entre um armador e seus clientes, decorrentes da OSRA 1998, demandam uma revisão na metodologia aplicada em seu planejamento de marketing&sales , de forma a torná-lo mais científico, com uma maior utilização de ferramentas de pesquisa operacional, uma vez que a seleção dos clientes com os quais terá contratos, a duração destes, os níveis de fretes e os imbalances decorrentes destes contratos são fatores fundamentais para a sua rentabilidade. A possibilidade de utilização de um modelo de sistema de apoio a decisão, baseado em margem de contribuição, no planejamento de marketing&sales de um armador motivou a elaboração de uma metodologia para desenvolvimento de uma ferramenta de apoio à decisão, na qual os parâmetros relativos à demanda de transporte, capacidades, custos e receitas podem ser testados para análise da atuação do armador no mercado, visando a seleção de cargas e clientes que maximizam a margem bruta de contribuição dos fretes. A metodologia adotada e o modelo desenvolvido em programação linear mostram-se bastante consistentes e seus resultados apresentam uma boa aderência à realidade encontrada na indústria, uma vez que, os problemas normalmente apresentados no planejamento de marketing&sales de um armador são tratados e solucionados pelo modelo. / This work presents the current view about liner shipping industry and the market where it acts, summing up that the growth of world economic activity, and consequently in the demand of transport services, requires greater investments from the shipping lines in order to adjust their transport capacities and routes, increasing the competition among them. The globalization processes, deregulation and concentration changed the level of industry competition significantly, becoming the shipping lines with low profitability in white potentials for acquisitions on the part of more competitive and lucrative shipping lines. The service contracts implementation between a shipping line and its customers, as a result of OSRA 1998, demands a revision in the methodology applied in its planning of marketing & sales, enabling it more scientific with a bigger use of operational research tools, since the customers election based on service contracts and its validity, the freights level and the imbalances pertaining to said contracts are basic factors for its yield. The possibility of use a decision support system, based on contribution margin, in the shipping line's planning of marketing & sales, motivated the elaboration of a methodology for development of a decision support tool where the relative parameters to the demand of transport, capacities, costs and revenue can be tested for better shipping line performance analysis in the market, aiming the election of shipments and customers that maximize the freights' gross contribution margin. The adopted methodology and the model developed in linear programming reveal sufficiently consistent and its results present a good tack to the reality found in the industry, since the problems usually presented in the shipping line's planning of marketing & sales are treated and solved thru the model.