ITC/USA 2005 Conference Proceedings / The Forty-First Annual International Telemetering Conference and Technical Exhibition / October 24-27, 2005 / Riviera Hotel & Convention Center, Las Vegas, Nevada / The terminal phase telemetry data acquisition has always been a challenging task especially for long and medium range test launches. The task becomes more complicated if the article under test describes a very low altitude cruise terminal phase trajectory. Generally, for long and medium range missions test fired into sea the terminal phase data is acquired by deploying instrumented ships in the vicinity of impact point but beyond the safety corridor. But for long range missions with low altitude cruise terminal phase trajectory and wide safety corridor this conventional approach will not work out because of limitation of LOS from the ship platforms. Hence, for such applications an air borne telemetry receiving system is also to be added to the down range instrumentation network. This paper describes a typical and cost effective air borne system realized utilizing the Commercial Off The Shelf (COTS) products and technology. This paper also addresses as to how the signal scattering problems are tackled in the design implementation.

The decision has been made: The new cruise-ship quay in Visby will soon be an essential part of the Swedish island Gotland. This can be a great deal not only in regard to Gotland’s Vision 2025 and its citizens but also for Gotland as a tourist destination and its sustainable tourism development. Therefore, the aim of this study was to explore which sustainable considerations and goal settings Gotland’s municipality emphasised in the decision process of construction a new cruise-ship quay in Visby. Besides, we intended to raise awareness of discussing the cruise project from a sustainable tourism development perspective. This study explored the decision process through an overarching sustainability lens with the help of the triple bottom line (TBL) concept. The analysis was based on a triangulation of protocols and reports, meetings and semi-structured interviews with different key actors. This study contributes to the existing tourism literature by adopt the TBL concept on a political setting. The empirical contribution was to better understand and explain the results normally used by organisations from a broader, more holistic sustainable tourism development perspective. An overall conclusion from our study is that the planning and decision process for building a cruise quay in Visby has left residents not involved in the industry with split reactions. The case study reveals that public participation and public information throughout the decision process is essential to the public legitimacy.

Com o desenvolvimento do mercado nacional de cruzeiros marítimos, a partir dos anos 2000, o número de cruzeiristas passou a crescer ano a ano até o final da primeira década. Entretanto, esse mercado tem declinado nos últimos anos, tendo a infraestrutura de cruzeiros como um dos fatores que justificam essa queda. Em contrapartida, neste mesmo período, o Brasil se destacou pelos investimentos na área de infraestrutura, dentre elas a estrutura dos portos brasileiros. A falta de estudos sobre o tema dos cruzeiros marítimos e a baixa expectativa sobre o desenvolvimento do setor, criaram um cenário de incertezas e controvérsias sobre o desenvolvimento de sua infraestrutura para os próximos anos. Neste contexto, o estudo visou analisar quais as perspectivas de desenvolvimento da infraestrutura de cruzeiros marítimos no Brasil, baseando-se na investigação suas características, na participação dos stakeholders-chave indicadores de poder, influência e interesse e na discussão de estratégias para o seu desenvolvimento. Esta pesquisa caracteriza-se como qualitativo de natureza descritiva e exploratória, baseando-se na revisão de literatura e na investigação documental. Utilizou-se a entrevista semiestruturada e a amostragem snowball como técnica de coleta de dados. A análise e tratamento dos dados tiveram como princípios a triangulação de dados e a análise de stakeholders. Identificaram-se como stakeholders-chave no processo de desenvolvimento da infraestrutura de cruzeiros brasileira: as armadoras (companhias) de cruzeiros, os investidores privados, a Secretaria de Portos, o Ministério do Turismo e as associações CLIA-Abremar e Brasilcruise. A burocracia e a legislação brasileira apresentam-se como elementos que impedem o desenvolvimento da infraestrutura de cruzeiros, devido à grande variedade de stakeholders envolvidos, em diferentes esferas e competências de atuação, tornando o setor uma estrutura organizacional complexa, lenta e burocrática, revertida em elevados custos operacionais e em grandes barreiras na retomada do crescimento do setor. O segmento de cruzeiros, por sua vez, exige que todas as ações sejam feitas em conjunto e de maneira articulada com os interesses dos stakeholders envolvidos. Apesar disso, apresentam-se expectativas positivas diante da chegada de novos navios ao mercado brasileiro, a partir de 2020, enquanto o seu atual declínio encontra-se principalmente baseado na baixa competitividade do país em relação aos novos destinos emergentes, como Austrália, Nova Zelândia, Cuba e China. Por fim, concluiu-se que a atividade tem nas parceiras parcerias público-privadas um caminho promissor, necessitando de ações integradas entre armadoras, investidores privados, associações e o poder público para o seu pleno desenvolvimento / With the development of the market of sea cruises, mainly from the 2000s, the number of cruise passengers began to grow until the end of the first decade. However, this market has declined in the recent years and the cruise infrastructure is a factor that justify this fall. In contrast, during the same period, Brazil was highlighted by investments in infrastructure, such as the structure of Brazilian ports. The lack of studies on cruises and the low expectations about the industry development created a scenario of uncertainty and controversy about the development of cruise infrastructure in the coming years. In this context, the study aims to analyze what are the perspectives of cruise infrastructure development in Brazil, based on the research of its characteristics, key-stakeholders participation power, influence and interest indicators and discussion of strategies for its development. This qualitative research is also descriptive and exploratory, based on the literature review and documentary research, using semi-structured interviews and snowball sampling as data collection technique. The analysis and processing of the data had the principles of triangulation data and stakeholders analysis. In the process of cruise infrastructure development have been identified as key-stakeholders: cruise lines, private investors, Ports Secretariat, Tourism Ministry and associations CLIA-Abremar and Brasilcruise. The bureaucracy and the Brazilian legislation are presented as elements that prevent the development of cruise infrastructure due to the wide range of stakeholders involved, in different areas and kills, making the industry a complex, slow and bureaucratic organizational structure, converted in high operating costs and high barriers in reactivating the sector\'s growth. Cruise industry, in turn, requires that all actions are made together and meshing with the interests of the stakeholders involved. On the other hand, there are positive expectations about the arrival of new ships to the Brazilian market from 2020, while its current decline is based on the low competitiveness of the country in relation to new emerging destinations such as Australia, New Zealand, Cuba and China. In addition, cruise infrastructure has public-private partnerships as a promising path, requiring actions between cruise lines, private investors and local government

The Cruise Lines Association draws an optimistic scenario for cruise, and points out the fastest growing market is in Asia, where Chinese are the main force. Cruise travelling, as a new economic engine, is developing rapidly in China. However, among all the cruise terminals in China mainland, WSICT is the sole profitable port. Serious leakages of cruise industry are considered as the cause. What result in the leakage? In this thesis, a cruise value chain is proposed, covering main stages from planning to shore visiting. By tracking the cash flow in the value chain, potential sources of leakage are come up and then verified in the case study of Shanghai, where two typical companies, WSICT and Ctrip, are further analyzed. The investigation reveals some Chinese-Styled characters, such as “Retailer charter selling”, “packaged cruise products” and Chinese passengers’ preferences. All these factors impact on the value chain differently. The results implicate severe leakages in cruise planning, visiting and shopping. The preliminary success of WSICT could be attributed to its earliest participation into cruise, and geographical advantages. For travel agency like Ctrip, the typical retailer charter selling entitles them the right to design products, so they add extra services such as insurance and shore visiting to enhance profits. Totally, except for port companies and travel intermediaries, limited local communities participate in cruise industry. Hence, more positive policies are essential to motivate local communities.

Trust in automatic controllers may have an impact on awareness of system limitations and ultimately use of these systems. The purpose of this research is to determine the effects and likelihood of too much trust (overtrust) in drivers that use adaptive cruise control (ACC), a type of automatic controller that maintains vehicle speed and headway time. To add to the existing literature, this study aimed to define a significant relationship among trust, use, and awareness of ACC limitations. A post mailed or electronic-based survey was distributed to potential ACC users with 118 responses used for the main analysis. The survey responses provided demographic information, illustrated levels of trust, awareness of ACC limitations, and system use. A hierarchical cluster analysis of the data related to trust in ACC produced four clusters: overtrust, cautious, neutral, and distrust. Binary and multinomial logistic regression models then predicted the likelihood for overtrust (cluster membership). Participants in the overtrust cluster displayed the lowest level of awareness regarding ACC limitations and the highest levels of misuse. Users were more likely to overtrust ACC if they were male, misused the system, lacked limitation awareness, and indicated a willingness to opt for ACC in their next vehicle. Overtrust in ACC was shown to lead to misuse and cloud awareness of the systems' limitations. Trust seemed to be formed in the initial interactions with ACC therefore a priori trust levels of potential users should be sought before appropriate guidance is given or demonstrated through test use.

In driving, multiple variables in automated systems such as adaptive cruise control (ACC) and active steering, and in the environment dynamically change and interact. This complexity makes it difficult for operators to track the activities and responses of automation. The inability of operators to monitor and understand automation's behavior contributes to inappropriate reliance, i.e. when an operator uses automation that performs poorly or fails to use automation that is superior to manual control. The decision to use or not use automation is one of the most important an operator can make, particularly in time-critical or emergency situations, therefore it is essential that an operator is calibrated in their automation use. An operator's decision to rely on automation depends on trust. System feedback provided to the operator is one means to calibrate trust in automation in that the type of feedback may differentially affect trust. The goal of this research is to help operators manage imperfect automation in real-time and to promote calibrated trust and reliance. A continuous information display that provides information on system behavior relative to its operating context is one means to promote such calibration. Three specific aims are pursued to test the central hypothesis of this dissertation that continuous feedback on the state and behavior of the automation informs operators of the evolving relationship between system performance and operating limits, therefore promoting accurate mental models and calibrated trust. The first aim applies a quantitative model to define the effect of understanding on driver-ACC interaction failures and to predict driver response to feedback. The second aim presents a systematic approach to define the feedback needed to support appropriate reliance in a demanding multi-task domain such as driving. The third aim assesses the costs and benefits of presenting drivers with continuous visual and auditory feedback. Together these aims indicate that continuous feedback on automation's behavior is a viable means to promote calibrated trust and reliance. The contribution of this dissertation is in providing purpose, process, and performance information to operators through a continuous, concurrent information display that indicates how the given situation interacts with the characteristics of the automation to affect its capability.

The author's concept of the distance and tracking control problem for autonomous vehicles relates to the cooperative behaviour of two successive vehicles travelling in the same environment. This behaviour requires one vehicle, designated the leader to move autonomously around it's environment with other vehicles, designated followers maintaining a coincident travel path and desired longitudinal distance with respect to the leader. Distance and tracking control is beneficial in numerous applications including guiding autonomous vehicles in Intelligent Transport Systems (ITS) which increases traffic safety and the capacity of pre-existing road infrastructure. Service robotics may also benefit from the cost savings and flexibility offered by distance and tracking control which enables a number of robots to cooperate together in order to achieve a task beyond the capabilities ofjust one robot. Using a distance and tracking control scheme an intelligent leader robot may guide a number of less intelligent (and therefore less costly and less complex) followers to a work-site to perform a task. The author's approach to the distance and tracking control problem consisted of two separate solutions - an initial solution used as a starting point and learning experience and a second, more robust, fuzzy control-based solution. This thesis briefly describes the initial solution, but places a greater emphasis on the second solution. The reason for this is that the fuzzy control-based solution offers significant improvement on the initial solution and was developed based on conclusions drawn from the initial solution. Most implementations of distance and tracking control, sometimes referred to as Intelligent Cruise Control (ICC) or platooning, are limited to longitudinal distance control only. The leader tracking control is performed either implicitly by a separate lane-following control system or by human drivers. The fuzzy control-based solution offered in this thesis performs both distance and tracking control of an autonomous follower vehicle with respect to a leader vehicle in front of it. It represents a simple and cost effective solution to the requirements of autonomous vehicles operating in ITS schemes - particularly close formation platooning. The follower tracks a laser signal emitted by the leader and monitors the distance to the follower at the same time using ultrasonic ranging techniques. The follower uses the data obtained from these measuring techniques as inputs to a fuzzy controller algorithm to adjust its distance and alignment with respect to the leader. Other systems employed on road vehicles utilise video-based leader tracking, or a range of lane-following methods such as magnetometer or video-based methods. Typically these methods are disadvantaged by substantial unit and/or infrastructure costs associated with their deployment. The limitations associated with the solutions presented in this thesis arise in curved trajectories at larger longitudinal distance separations between vehicles. The effects of these limitations on road vehicles has yet to be fully quantified, however it is thought that these effects would not disadvantage its use in close formation platooning. The fuzzy control-based distance and tracking control solution features two inputs, which are the distance and alignment of the follower with respect to the leader. The fuzzy controller asserts two outputs, which are left and right wheel velocities to control the speed and trajectory of a differential drive vehicle. Each of the input and output fuzzy membership functions has seven terms based around lambda, Z-type and S-type functions. The fuzzy rule base consists of 49 rules and the fuzzy inference stage is based on the MAX/MIN method. A Centre of Maximum (CoM) def'uzzification method is used to provide the two crisp valued outputs to the vehicle motion control. The methods chosen for the fuzzy control of distance and tracking for autonomous vehicles were selected based on a compromise between their computational complexity and performance characteristics. This compromise was necessary in order to implement the chosen controller structure on pre-existing hardware test beds based on an 8-bit microcontrollers with limited memory and processing resources. Overall the fuzzy control-based solution presented in this thesis effectively solves the distance and tracking control problem. The solution was applied to differential drive hardware test-beds and was tested to verify performance. The solution was thoroughly tested in both the simulation environment and on hardware test-beds. Several issues are identified in this thesis regarding the application of the solution to other platforms and road vehicle use. The solution will be shown to be directly portable to service robotics applications and, with minor modifications, applicable to road vehicle close-formation platooning.

<p>Much functionality of today's vehicles runs as software on embedded computer systems. This includes, for example, automatic climate control and engine control.</p><p>As the processors necessarily are located in diffent physical locations inside the vehicle wires must be drawn between processors that need to communicate. Therefore, it is typical to have one or several buses connecting the processors in an embedded computer network, thus creating a distributed system. As some parts of the system in the car have real-time properties, it is necessary to validate that the real-time properties are upheld in the distributed system.</p><p>This thesis presents the design and implementation of an adaptive cruise controller (ACC), which is a cruise controller that also keeps a minimum distance to the closest vehicle in front. Further, the performance of the ACC has been evaluated using an existing system-level simulator for distributed real-time systems together with metrics for Quality-of-Control (QoC).</p><p>The ACC has then been simulated under different scenarios. The scenarios include outside conditions, for example the slope of the road, the behaviour of the vehicle in front, and the desired velocity, as well as internal conditions as adding different amounts of extra load on the processors and the bus.</p><p>The results show that the functionality of the ACC starts deteriorating when the extra load on the nodes reaches high levels. When the extra load reaches very high levels, the ACC stops functioning completely. The results also show that the extra load on the bus has very little effect on the performance of the ACC.</p>

A cruise, meaning a travel on a ship where one visit a number of places is a form of holiday alternative that has grown rapidly the last decade. Royal Caribbean International (RCI) is the largest actor on the Swedish market and is now changing its target market strategy. The company is transitioning its focus from the old traditional more affluent clientele, to target a wider span of customers where the people between 30 and 50 years of age are in focus and have become the main target group. Therefore activities aboard are added to suit these customers specifically. What the authors of this thesis want to find out by using both interviews and questionnaires is whether the general opinion about cruising is coherent with the message that Royal Caribbean International is trying to convey. The authors also want to know if the targeting efforts are optimal when trying to alter people’s mindset and attract a new type of younger customers. According to the performed survey, the brand awareness of RCI was best within the main target group. The most efficient media vehicle in communicating RCI’s brand has been brochures followed by newspapers and word of mouth. Somewhat surprisingly neither TV nor Internet was among top three of the most awareness creating media vehicles. Through these media vehicles RCI tries to convey that younger people are now more in focus. However, people older than 50 are the most positive towards going on a cruise themselves. At the same time the whole population seem to think that cruising is best suited for people older than 50. No matter how old the respondents to the questionnaire were they believed that cruising was better suited for people older than themselves. The population is getting older and the proportion of people over 50 years will increase dramatically compared to younger people within the next decades. Still RCI is focusing on adding activities and market themselves towards a younger group. Family behavior is changing and people tend to start a family later. RCI is therefore targeting families to a greater extent in order to attract the young but at the same time retain the older and proportionally growing customers groups. Cruise prices have decreased and RCI is now more than ever not only targeting more affluent people. It is supposed to be afforded by a wide span. Even so, people tend to think that cruising is better suited for high-income takers. At the same time it is widely associated with luxury, not affordability. Associations to cruising are overall positive but they are not necessarily exactly the ones that RCI is trying to communicate the most. Some perceptions are in line with the message RCI are trying to convey while others are based on the established prejudices that surrounds the cruise line industry and that are hard to erase. Even though people typically see cruising as something positive, they are still according to this study not to any great extent considering going on a cruise.

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