The maritime space of ships is more often developed as a metaphor than critically investigated. Abstract fantasies of global flows and fluid motions ignore the material histories of ships, which often involve the capture of individuals and populations within networks of legal and extra-legal power. Standing as an exception to the bounded geographies of nation-states, ocean space lies beyond any single sovereign’s power; the passengers of ships are subject to multiple forms of biopower, wielded by diverse actors. I examine three ship-spaces—British slave ships, the migrant ship Komagata Maru, and Disney’s cruise ships—to tease out the techniques of biopower at work through them, exposing the ways in which passengers are made to live and rendered dead. Drawing on the work of Michel Foucault and Giorgio Agamben, I argue that the exceptional suspension of law at sea is integral to the rule of law on land.

Genom att fusionera (sammanföra) data från olika sensorer kan ett resultat uppnås som ger mer än de enskilda sensorerna var för sig. Här utreds vilka sensorer och sensorfusionsmetoder som kan vara aktuella att använda för Scanias adaptiva farthållare (ACC). Den adaptiva farthållaren anpassar det egna fordonets hastighet inte bara till en förinställd hastighet utan även till framförvarande fordons hastighet. Scanias ACC-system använder idag en radar för måldetektering. Det finns ett antal algoritmer och arkitekturer som passar för sensorfusionssystem beroende på nivån hos sensordatan och användningsområdet. Minstakvadratmetoder kan användas då data ska matchas mot en fysisk modell, ofta med lågnivådata. När tillgänglig data är på den nivån att den används direkt för att fatta beslut kan sannolikhetsmetoder användas. Intelligent fusion består av kognitiva modeller som avser härma den mänskliga beslutsprocessen. Till detta passar data på hög nivå. Två lösningar, för två olika sensoruppsättningar, har tagits fram. Båda lösningarna är uppbyggda av bayesiska nätverk. Det första nätverket fusionerar data från den befintliga radarenheten med data från en kamera som detekterar vägmarkeringar. Resultaten visar att filbyten kan upptäckas tidigare i och med fusionen. Det andra nätverket använder sig av två radarenheter, den ursprungliga samt en likadan enhet till, vilket resulterar i ett bredare synfält. Nätverket avgör vilka mål hos respektive radar som kan anses vara samma matchade mål. Informationen kan användas för att öka redundansen i systemet samt för att upptäcka mål tidigare än förut. / By fusing data from different sensors a result can be achieved that is worth more than the data from each sensor by itself. Which sensors and sensor fusion methods that could be used in Scania's adaptive cruise control system (ACC) is investigated. The ACC system adapts the vehicle's speed not only to a driver decided set speed but also to the speed of preceding vehicles. Scania's ACC system uses a radar for target detection. There exists a number of algorithms and architectures fit for use in sensor fusion systems. Which one to use depends on the level of the data to be fused and on the field of application. Least square methods are used when matching data to a physical model, data to be used is often at a low level. When working with data at decision level, probability methods are favored. Another example is intelligent fusion, cognitive methods intending to mimic the human decision process. Suitable data is data at a high level. Two solutions, for two different sensor sets, are proposed. Both solutions are made out of Bayesian networks. The first one fuses data from the existing radar unit with data from a camera which detects lane markings. The results show that lane changes can be detected earlier thanks to the fusion. The second network uses two radar sensors of the same kind as the first, resulting in a wider field of view. The network decides which ones of each radars targets that are the same matching targets. This information could be used to increase the redundancy of the system and to detect targets earlier.

Current day VLSI systems have started seeing increasing percentages of multiple energy domain components being integrated into the mainstream. Energy domains such as mechanical, optical, fluidic etc. have become all pervasive into VLSI systems and such systems are being manufactured routinely. The framework required to design such an integrated system with diverse energy domains needs to be evolved as a part of conventional VLSI design methodology. This is because manufacturing and design of these integrated energy domains although based on semiconductor processing, is still very ad-hoc, with each device requiring its dedicated design tools and process integration. In this thesis three different approaches in different energy domains, have been pro-posed. These three domains include modelling & simulation, synthesis & compilation and formal verification. Three different scenarios have been considered and it is shown that these tasks can be co-performed along with conventional VLSI circuits and systems. In the first approach a micro-mechanical beam bending case is presented. A thermal heat ow causing the beam to bend through thermal stress is analyzed for change in capacitance under a single analysis and modelling framework. This involves a seamless analysis through thermal, mechanical and electrical energy domains. The second part of the thesis explores synthesis and compilation paradigms. The concept of a Gyro-compiler analogous to a memory compiler is proposed, which primarily generates soft IP models for various gyro topologies. The final part of this thesis deals in showcasing a working prototype of a formal verification framework for MEMS based hybrid systems. The MEMS verification domain today is largely limited to simulation based verification. Many techniques have been proposed for formal verification of hybrid systems. Some of these methods have been extended to demonstrate, how MEMS based hybrid systems can be formally verified through ex-tensions of conventional formal verification methods. An adaptive cruise control (ACC) system with a gyro based speed sensor has been analyzed and formally verified for various specifications of this system.

Human interaction greatly influences the behavior and distribution of bottlenose dolphins (Tursiops truncatus). This project focuses on the distribution and behavior of bottlenose dolphins in the Drowned Cayes, Belize. Prior to the 2000s, the area was relatively undeveloped and undisturbed and had minimal human activity. Since the turn of the millennium, development and ecotourism activity has flourished in the area, increasing by more than 800,000 visitors from 1998-2006. Boat-based surveys were conducted in 2015 and were combined with previous survey data collected from 2005-2012 and compared to behavioral survey results from 1999-2000. Total dolphin observation time as a percent of total survey time and average number of dolphins per sighting were 17.2% and 2.7 in 1999-2000 and 10.8% and 1.6 for 2005-2015. The low number of dolphins and the low observation times suggest that the dolphin population in the Drowned Cayes have decreased since the 1990s. Eighty-nine percent of the total observation time for 2015 occurred on days in which there were zero cruise ships in the area suggesting that this decline may be in relation to increased human activity. Furthermore, foraging was the main behavior observed for both 1999-2000 and 2005-2015 data sets, suggesting that the Drowned Cayes area is used as a foraging ground. However, in 1999-2000 the foraging percentage was significantly higher than the 2005-2015 data set, dropping 28.9% and there was a 23.6% increase in traveling behavior between the two data sets. This could be a result of increased human activity. Additionally, survey photographs and results were used in the creation of the first dolphin photo identification database for the country. The guidelines used for photo analysis for photo quality and fin distinctiveness were tested to determine if they are easy to use and give consistent and reliable results regardless of judge. An intraclass correlation model calculated substantial agreement (ICC = 0.7) between judges’ scores, demonstrating consistent results, regardless of experience level. Therefore, the guideline can be used as a standard among multiple researchers.

Le tourisme de croisière se démarque du tourisme ayant des assises terrestres par sa nature mobile et extraterritoriale. Ces facteurs favorisent un rapport de force en faveur de l’industrie lorsque vient le temps de négocier ses conditions d’opération lors de la mise en place d’une nouvelle destination. Le but de ce projet de recherche est de mettre en évidence les dynamiques sociospatiales inhérentes aux relations de pouvoir entre les groupes d’acteurs liés au tourisme de croisières dans l’espace caribéen. Notre attention a été portée sur les processus de territorialisation induits par le déploiement d’une destination à travers l’étude de cas de la création d’une enclave de croisière à Harvest Caye dans le Sud Belize. Pour ce faire, nous avons développé un cadre conceptuel qui s’appuie d’abord sur la notion de production d’un espace de tourisme de croisière où sont pris en compte les mécanismes néolibéraux de production de l’espace ayant conduit à la mise en place de l’enclave. Ensuite, il porte sur les processus de territorialisation qui ont transformé le Sud Belize en conséquence au déploiement territorial de ce tourisme dans l’espace de vie des communautés réceptrices. Nos résultats, basés sur de l’analyse de contenu, de l’observation participante et de 42 entretiens semi-directifs, montrent que les relations de pouvoir d’abord favorables à l’industrie du tourisme de croisière peuvent être contrées et permettre aux différents acteurs de l’espace de vie de prendre en charge les processus de territorialisation dans un contexte d’imposition d’un espace de tourisme de croisière. Les processus de territorialisation apparus lors de la rencontre entre l’espace de tourisme de croisière et l’espace de vie témoignent des actions stratégiques simultanées entre les différents groupes d’acteurs. D’une part, celles liées à la tentative d’appropriation territoriale de la part de l’industrie, et ensuite celles associées aux différentes résistances des groupes d’acteurs locaux notamment ceux issus de l’industrie de l’écotourisme. Néanmoins, de part et d’autre, nous avons assisté, directement ou indirectement, à des actions d’adaptations et de coopérations qui ont érodé la vision conflictuelle des dynamiques territoriales qui caractérisent souvent l’implantation du tourisme de croisière. Enfin, nous soulevons l’hypothèse qu’il existe une phase de territorialisation parallèle au tourisme de croisière, liée à des dynamiques d’appropriation territoriales par le foncier qui s’est exacerbée lors de la mise en place de l’île enclave.| / Cruise tourism is distinct from land-based tourism because of its mobile, derogatory and extraterritorial nature. These factors allow the industry to dominate in the power struggle that plays out when the operating conditions for a new destination are being negotiated. The purpose of this research project is to highlight the socio-spatial dynamics inherent to the power relations between stakeholders in cruise tourism in the space of the Caribbean. We use the case study of the creation of a cruise enclave at Harvest Caye in South Belize to explore the territorialization processes that result when a new destination is established. To do this, we have developed a conceptual framework that is based, first of all, on the idea of the production of a cruise tourism space considering the neoliberal mechanisms of space production when a new enclave is established. The framework then focuses on the processes of territorialization that have transformed South Belize as a consequence of the territorial deployment of this kind of tourism in the lived space of the receiving communities. Our results are based on content analysis, participant observation and 42 semi-structured interviews, and show that the power relations that initially favor the cruise tourism industry can be countered, allowing lived space actors to take charge of territorialization processes in the context of the imposition of a cruise tourism space. The processes of territorialization that emerged when the cruise tourism space and the lived space met are evidence of strategic actions the different stakeholders have taken simultaneously—those related to the industry’s attempt at territorial appropriation and those associated with local stakeholders’ various resistance strategies, especially those evolving in the ecotourism industry. Nevertheless, we have witnessed, directly or indirectly, adaptation and cooperation on both sides that have eroded the conflictual vision of the territorial dynamics that often characterize the implementation of cruise tourism. Finally, we suggest that there is a phase of territorialization that runs parallel to cruise tourism and that is linked to the dynamics of territorial appropriation brought about by the real estate industry that has been exacerbated as the enclave island was established.

Objective: The Vision Zero initiative pursues the goal of eliminating all traffic fatalities and severe injuries. Today’s advanced driver assistance systems (ADAS) are an important part of the strategy toward Vision Zero. In Germany in 2018 more than 26,000 people were killed or severely injured by traffic accidents on motorways and rural roads due to road accidents. Focusing on collision avoidance, a simulative evaluation can be the key to estimating the performance of state-of-the-art ADAS and identifying resulting potentials for system improvements and future systems. This project deals with the effectiveness assessment of a combination of ADAS for longitudinal and lateral intervention based on German accident data. Considered systems are adaptive cruise control (ACC), autonomous emergency braking (AEB), and lane keeping support (LKS). Methods: As an approach for benefit estimation of ADAS, the method of prospective effectiveness assessment is applied. Using the software rateEFFECT, a closed-loop simulation is performed on accident scenario data from the German In-Depth Accident Study (GIDAS) precrash matrix (PCM). To enable projection of results, the simulative assessment is amended with detailed single case studies of all treated cases without PCM data. Results: Three categories among today’s accidents on German rural roads and motorways are reported in this study: Green, grey, and white spots. Green spots identify accidents that can be avoided by state-of-the-art ADAS ACC, AEB, and LKS. Grey spots contain scenarios that require minor system modifications, such as reducing the activation speed or increasing the steering torque. Scenarios in the white category cannot be addressed by state-of-the-art ADAS. Thus, which situations demand future systems are shown. The proportions of green, grey, and white spots are determined related to the considered data set and projected to the entire GIDAS. Conclusions: This article describes a systematic approach for assessing the effectiveness of ADAS using GIDAS PCM data to be able to project results to Germany. The closed-loop simulation run in rateEFFECT covers ACC, AEB, and LKS as well as relevant sensors for environment recognition and actuators for longitudinal and lateral vehicle control. Identification of green spots evaluates safety benefits of state-of-the-art level 0–2 functions as a baseline for further system improvements to address grey spots. Knowing which accidents could be avoided by standard ADAS helps focus the evolution of future driving functions on white spots and thus aim for Vision Zero.

A raíz de la contaminación ambiental generada por los cruceros, estos han implementado regulaciones y acciones ambientales con la finalidad de disminuir el impacto que provocan como la contaminación de agua y aire. Es así como todos los cruceros han implementado sus propias acciones ambientales acorde con las regulaciones de la Organización Marítima Internacional y los gobiernos regionales. Por tal motivo, esta investigación tuvo como objetivo describir las acciones de responsabilidad ambiental en el rubro de los cruceros, es decir, investigar las regulaciones existentes para los cruceros con el fin de velar por la sostenibilidad del medio ambiente. La presente investigación utilizó el método de revisión de literatura con un enfoque integrador, puesto que se analizaron fuentes académicas y se formularon conclusiones particulares en base al análisis de la responsabilidad ambiental en el rubro de cruceros. Se obtuvo como hallazgo que el trabajo en conjunto de los dirigentes de las compañías de cruceros se ha enfocado en reducir considerablemente el impacto ambiental a través de acciones obligatorias y voluntarias enfocándose en cuatro temas: la eficiencia energética y de combustible, el agua y tratamiento de aguas residuales, gestión de residuos y conservación del ecosistema. Asimismo, las líneas de cruceros reafirman su compromiso con la sostenibilidad, puesto que cumplen las regulaciones existentes en materia ambiental. / As a result of the environmental pollution generated by the cruise ships, they have implemented regulations and environmental actions in order to reduce the impact they cause such as water and air pollution. This is how all cruise ships have implemented their own environmental actions in accordance with the regulations of the International Maritime Organization and regional governments. For this reason, this research aims to describe the actions of environmental responsibility in the area of ​​cruises, that is, to investigate the existing regulations for cruises in order to ensure the sustainability of the environment. This research used the literature review method with an integrative approach, since academic sources were analyzed and particular conclusions were formulated based on the analysis of environmental responsibility in the cruise industry. It was obtained as a finding that the joint work of the leaders of the cruise companies has focused on considerably reducing the environmental impact through mandatory and voluntary actions focusing on four: energy and fuel efficiency, water and water treatment waste, waste management and ecosystem conservation. Likewise, cruise lines reaffirm their commitment to sustainability since they comply with existing regulations on environmental matters. / Trabajo de investigación

<p>As Urban Air Mobility (UAM) is developed and brought into fruition via electric vertical takeoff and landing (eVTOL) vehicles, contingencies associated with this new distributed electric propulsion technology in metropolitan areas must be considered. On the state of knowledge on contingencies for eVTOL vehicles, these can be Epistemological Risks or Ontological Risks. Epistemological Risks include known-knowns (probabilistic risks) and known-unknowns (gaps in knowledge). Ontological Risks include, unknown-knowns (hidden knowledge), unknown-unknowns (fog of ignorance). As UAM operations at large scale do not have as much historical accidents data as General Aviation or Commercial Aviation, it is challenging to estimate its accident failure rate per 100,000 flight hours. While battery thermal runaway, battery energy uncertainty, software issues, and common mode power failures are some failure cases listed in this thesis, it is the undiscovered contingency (i.e., unknown-unknown) or unprepared contingency (i.e., unknown-known), along with other external factors, that can lead to an accident. UAM is expected to operate at 1500 feet AGL and at high frequencies over dense metropolitan areas. In an in-flight emergency at these altitudes, any startle response experienced by on-board or remote pilots can lead to longer response times. This study aims to create a framework for contingency planning and risk mitigation using a Reachable Ground Footprint model for eVTOL aircraft under 100% power failure scenarios in-flight. This framework utilizes all existing, public aerodrome infrastructures in metropolitan areas as potential contingency landing sites. Metrics such as Contingency Landing Assurance Percentage and Cruise Altitude Floor requirement are introduced to quantitatively measuring the safety of any UAM trip and provide recommendations on safe cruising altitudes. A demonstration case in the Chicago Metropolitan Area between DuPage Regional Airport and John H. Stroger Hospital Helipad is shown and discussed. Furthermore, aggregate analysis of 434 UAM trips in Chicago Metropolitan Area between Regional Airports, between Regional and Heliports, and between Heliports is performed, along with sensitivity studies involving wind and turn control restrictions. The results discuss variations in Cruise Altitude Floor, Flight Time, and Energy Consumption of these trips using an eVTOL vehicle.</p>

Indiana University-Purdue University Indianapolis (IUPUI) / Automotive technology has grown from strength to strength in the recent years. The main focus of research in the near past and the immediate future are autonomous vehicles. Autonomous vehicles range from level 1 to level 5, depending on the percentage of machine intervention while driving. To make a smooth transition from human driving and machine intervention, the prediction of human driving behavior is critical. This thesis is a subset of driving behavior prediction. The objective of this thesis is to predict the possibility of crash and implement an appropriate active safety system to prevent the same. The prediction of crash requires data of transition between lanes, and speed ranges. This is achieved through a variation of hidden Markov model. With the crash prediction and analysis of the Markov models, the required ADAS system is activated. The above concept is divided into sections and an algorithm was developed. The algorithm is then scripted into MATLAB for simulation. The results of the simulation is recorded and analyzed to prove the idea.

The purpose of this study was to examine Royal Caribbean's crisis communications response following the return of their cruise ships to Labadee, Haiti, soon after the Januaty 12, 20 I 0 earthquake. A case study method was used to evaluate both sides of the situation and Royal Caribbean's crisis communications response is evaluated against a target standard of five benchmarks. The first benchmark requires recognizing that a crisis has occurred. The second benchmark involved having an immediate response, by getting the story out first, even if all the facts are not yet available. The third benchmark conveyed the importance of directly communicating with key stakeholders. The fourth benchmark, an all-time favorite, reiterates the importance of telling the truth, bad and good, and keeping it consistent. The fifth benchmark focuses on companies putting people first and conveying a genuine concern for those affected. This study begins with an introduction of concerned parties, locations and issues. The crisis situation presented is the 7.0 magnitude earthquake that occurred on January 12, 2010 in Haiti. It continues with a discussion of the communication crisis that resulted from Royal Caribbean's decision to continue cruise trips to its port of Labadee on Haiti, following the disastrous earthquake's widespread devastation. Praise and criticism for Royal Caribbean was equally considered, as was the cruise line's crisis management, specifically its series of crisis communications and their short and long-term implications. In conclusion, analysis suggested that Royal Caribbean underutilized crisis communication techniques. It is essential that a company have a swift response and communicate to the public what is being done to make sure that a crisis is handled effectively.