Les emporia, sites commerciaux abritant des activités artisanales, apparaissent aux VIIe et VIIIe siècles sur les rives des mers du Nord, Baltique et Manche, alors que le centre de gravité économique se déplace de la Méditerranée vers le Nord, que les échanges se font plus massifs et que les pouvoirs politiques se recomposent. Situés à la fois à la périphérie des royaumes en train de se constituer et au centre des réseaux d'échanges, ce sont des lieux de rencontre (économique, politique, culturelle), où marchands anglo-saxons, francs, frisons, scandinaves et slaves échangent marchandises et idées, ainsi que des centres de consommation, de production, d'échange, de stockage et de transit. Leurs caractéristiques communes permettent de comparer les sites scandinaves (Birka, Kaupang, Hedeby, Ribe), anglo-saxon (Hamwic) et francs (Quentovic et Dorestad), en les resituant par rapport aux changements politiques, économiques et sociaux entre le VIIe et le Xe siècle. Pour cela, cette étude s'appuie sur des sources à la fois textuelles et archéologiques, dans le cadre d'une approche interdisciplinaire, sollicitant l'archéologie, la géographie, l'anthropologie. On se demandera comment les emporia et leurs hinterlands interagissaient, en termes d'approvisionnement, de diffusion des monnaies et objets, et quelles relations entretenaient ces ports avec les différents pouvoirs, en abordant leurs fonctions fiscales, administratives, juridiques et même religieuses, pour esquisser des réseaux sociaux, à des échelles différentes (du local aux réseaux d'échanges à longue-distance), tout en s'interrogeant sur les liens entre les différents emporia en Europe du Nord-Ouest, voire au-delà. / The emporia, trading-stations with manufacturing activities, appear during the 7th and 8th centuries on the North Sea, Baltic and Channel shores, when the economic axis moved from the Mediterranean Sea towards the North, when the exchanges become more important and the political powers are remodeled. On the periphery of kingdoms being set up and at the heart of exchange networks, they are meeting places, with economic, political and cultural aspects and where Anglo-Saxon, Frankish, Frisian, Scandinavian and Slav traders mingle with each other. They are also consumption centers and producing sites where exchanges, storage and transit can take place. Thanks to their common characteristics we can compare Scandinavian sites (Birka, Kaupang, Hedeby, Ribe), Anglo-Saxon site (Hamwic) and Frankish sites (Quentovic and Dorestad), in a context of political, economic and social changes during the 7th-10th centuries. To this end, this study rests on both written and archaeological sources, in an interdisciplinary approach using archaeology, geography, anthropology. We will wonder how the emporia and their hinterlands interact, as regards supply issues, coinage, importations and craft productions circulation. We will also examine the relationships between the emporia and various authorities, and elaborate on the fiscal, administrative, juridical and even religious functions of these trading ports, to outline social networks, on different scales (from local insertion to integration in the long-distance trade networks), while examining the links between the different emporia in Northwestern Europe and even beyond.

La Corse est la plus septentrionale des grandes îles de Méditerranée Occidentale, elle est la plus petite (3680 km2) et la moins peuplée.(330 000 habitants). Plus proche des côtes italiennes, elle fait néanmoins partie intégrante de la France où une forte diaspora est installée et génère des échanges serrés. Depuis l’Antiquité, la Corse a toujours eu des relations commerciales avec le continent, d’abord avec la péninsule italienne puis, depuis l’annexion de 1768, avec la France continentale. Deux révolutions technologiques favorisèrent un fort accroissement des échanges : l’arrivée des navires à vapeur en 1830 et celle de l’avion au vingtième siècle. Les évolutions se poursuivent toujours pour réduire la durée des vols et des traversées et augmenter la capacité de transport. La Collectivité Territoriale de Corse a la maîtrise des transports et conclut des délégations de service public avec les compagnies maritimes et aériennes ; tandis que l’État s’est retiré, l’Union Européenne intervient davantage pour imposer la libre concurrence. Les infrastructures ont dû s’adapter à l’évolution des flottes mais elles sont toujours déterminées par le relief cloisonné de l’île qui a l’originalité de disposer de sept ports et quatre aéroports afin de mieux desservir les territoires. Le trafic des marchandises est modeste et déséquilibré, les entrées étant très supérieures aux sorties ; celui des passagers a été décuplé en soixante ans, sa répartition est très inégale dans l’année et entre les ports et aéroports. ; la part de l’avion se rapproche de celle du bateau. Les touristes sont majoritaires chez les passagers mais sont beaucoup moins nombreux que ceux des îles concurrentes. Les tarifs ont été nettement réduits pour les résidents mais restent élevés pour les autres usagers, ce problème devra être résolu pour améliorer la continuité territoriale. / Corsica is the northernmost of the big western Mediterranean islands, as well as the smallest (3680 km2) and the less populated (330 000 inhabitants). Even if Corsica is nearer from Italian coasts than French ones, it takes part fully of French mainland where a significant diaspora lives and creates tight trades.Since Antiquity, Corsica had business relations with the mainland. It started with Italian peninsula, and went on with mainland France after its annexation in 1768.Two main technological revolutions promoted a huge increase in the trade relations: the emergence of steamboats in 1830 followed by the plane in the 20th century.Technological improvements are still continuing to reduce time of flights and sea crossings, increasing thus transport capacity.Territorial collectivity of Corsica is in charge of transports and delegates public services to the airlines and shipping companies. While French state progressively withdraws, European Union is more and more involved to impose free market.Even if infrastructures evolved with the fleet changings, they are still determined by the compartmentalized relief of the island which led to the construction of seven ports and four airports in order to serve better the different territories.Goods’ traffic is of modest size and unbalanced (entries rather higher than exits), whereas passengers’ one has increased tenfold in sixty years. For this last one, an inequality of distribution along the year is observed (seasonal variations), as well as between ports and airports. Progressively the plane’s part gets closer to the boat’s one. Passengers are mainly tourists that remain less numerous than those of the competing islands.Fares have been reduced significantly for Corsican residents, but still remain high for the other passengers. This problem will have to be solved to improve territorial continuity.

L’adaptation des ports maritimes aux nouvelles donnes du commerce international, ne peut se réaliser sans une implication des opérateurs privés dans la gestion des activités portuaires. Cette participation exige que, les activités industrielles et commerciales des ports, leur soient confiées par le biais de montages juridiques efficients. Parmi ceux-ci, les concessions portuaires apparaissent comme les outils juridiques offrant un cadre d’accueil, en termes de performance et de rentabilité des activités économiques dans les ports maritimes. Or, aujourd’hui, le problème de la qualification juridique de ces concessions portuaires semble se poser dans la mesure où règne un désordre juridique en droit administratif. Cette thèse vise, ainsi, à apporter un éclairage à la question. Son introduction générale expose, d’abord, la notion de concession portuaire et aborde ensuite l’objectif de cette étude en mettant l’accent sur sa problématique : le contrat de concession dans les ports peut-il être classé dans une famille juridique préétablie et être rattaché à une catégorie juridique préexistante ? Pour répondre à cette question, la première partie de cette thèse s’est attachée à mettre en relief la diversité des éléments caractéristiques des concessions portuaires. Cette opération d’identification a mis l’accent sur les éléments essentiels et ceux qui sont non essentiels permettant la qualification juridique des concessions portuaires. Mais, cette qualification théorique ne peut être judicieuse et cohérente que si elle est confrontée à la constante évolution de la pratique des montages concessifs réalisés par les opérateurs économiques dans les ports. C’est à cette grille d’analyse que s’est livrée la seconde partie de cette thèse. Elle a, ainsi, porté sur la diversité de la pratique concessive dans les ports maritimes français et africains. Aussi, ont été examinés les montages concessifs dans les ports français en comparaison avec ceux utilisés dans les ports européens (Anvers, Rotterdam, Hambourg) et dans les ports de l’Afrique notamment en Côte d’Ivoire, au Sénégal, au Cameroun, en Algérie et au Maroc. Cette analyse comparative qui est illustrée par des documents professionnels montre, finalement, que la qualification juridique des concessions portuaires qui est l’axe central de cette thèse est un exercice périlleux. Elle ne peut se faire qu’au cas par cas, selon les pays et en tenant compte des efforts conjugués de la doctrine, de la jurisprudence, des textes législatifs et réglementaires. / The adaptation of sea ports to the new rules of international trade can only happen with the involvement of private port managing operators. This involvement requires the entrustment of ports industrial and commercial activities, through efficient legal devices/arrangements/frameworks. Among these, port concessions seem like legal instruments providing a good setting, in terms of performance and profitability for economic activities in sea ports. However, the legal qualification/classification/characterization of these port concessions can be an issue since a legal disorder is observed in administrative law. The thesis is thus aiming at sheding light on this matter. The introduction firstly exposes the notion of port concession and then adresses the objective of this study by outlining its problematic : can port concession contracts be classified into a pre-establisehd legal group and attached to a pre-existing legal category ? To address the question, the first section of this thesis highlights the diversity characterizing port concessions. This identification process outlines the essentiel and non-essential elements, enabling the legal qualification of port concessions. However, this theoretical qualificaiton can only be wise and coherent if it adapts to the constant evolution of the use of concessive framework by the economic agents in sea ports. The second section of the thesis thus tackles the issue, by considering the diversity in use of concessions in sea ports of France and Africa. The concessive devices of French sea ports have been compared to those of other European ports (Antwerp, Rotterdam, Hamburg) and African ports, in particular in Ivory Coast, Senegal, Cameroon, Algeria and Morocco. The comparative analysis illustrated through professional documents, shows that the legal qualification of port concessions, which is the center of this thesis, is a perilous enterprise. It can be done only on a case by cas basis, according to the various countries and taking into account the joint forces of doctrine, jurisdiction, as well as legal and regulatory texts.

This master’s thesis deals with design of intake port for turbocharged Mazda 13B-T engine with Wankel-type rotating piston motion aiming for possible modifications leading to increase of performance parameters. The main objective of this thesis is to propose appropriate modifications in order to achieve increased torque in widest possible engine speed range.

Cette thèse explore les relations qui peuvent exister entre le port et son environnement économique. Elle est rédigée en trois chapitres qui proposent une certaine gradation. Le premier chapitre cherche à identifier des territoires géographiques, formés par des cercles de rayons variables autour des ports comme centres, au sein desquels les valeurs d’un ensemble d’indicateurs économiques sont stables. Cette première étape cherche à identifier une échelle pour laquelle les résultats d’analyses portant sur ces indicateurs varieraient moins. Pour arriver à cette fin, des analyses économétriques issues de tests de stabilité sont utilisées. Les résultats révèlent un territoire défini sur des rayons compris entre 4 000m et 4 500m autour des ports. Le second chapitre présente d’abord les fonctions des ports du Québec selon leurs activités, puis une analyse de classification de ces ports à partir d’une classification statistique basée sur les activités de ces ports, puis sur les activités économiques localisées dans un rayon de 4 250m autour de ces ports. Les deux typologies ainsi formées sont comparées pour ensuite vérifier si les paysages économiques autour des (groupes de) ports reflètent les activités principales exercées par les ports qui les constituent. Les résultats révèlent que les activités autour de (certains) ports appartenant au groupe de ports ruraux et métropolitains reflètent plus leurs propres activités, mais que ceci n’est pas toujours le cas pour le reste des ports. Par conséquent, il est globalement difficile de simplifier la réalité des activités économiques avoisinantes aux activités portuaires. Le troisième chapitre étudie la relation entre la croissance des activités portuaires et la croissance des activités économiques de secteurs industriels différents autour des ports, au moyen d’analyse de corrélation. Le chapitre vérifie si la croissance des activités (des ports et de leurs régions respectives) est statistiquement liée, et si cette relation est positive. Les résultats montrent que la croissance des activités portuaires est seulement suivie d’une croissance des emplois manufacturiers autour des ports. / This thesis investigates the relations between ports and their economic environment. It is written in three chapters that offer a gradation.The first chapter seeks to identify the geographical territories, formed by circles of variable radii around the ports as centers, within which the value of a bunch of indicators remain stable. This first step identifies the scale over which the results of analyses using those indicators vary less. To achieve this goal, econometric analyses are used through parameters stability testing. The results reveal a territory defined over a range of radii between 4,000m and 4,500m. The second chapter presents first the principal functions of the ports of the province of Quebec based on their activities, and then a classification of these ports using a statistical classification based on the ports’ activities, and on the economic activities located within 4,250m around these ports. The groups (of both typologies) obtained are compared, in order to verify whether (or not) the business landscape of these (groups of) ports reflects their main activities. The results show that the activities of ports that belong to the rural and metropolitan categories of ports have landscape reflecting their main activities, which is not the case for the majority of ports. Consequently, one could hardly simplify the economic reality of the ports’ neighbourhood to the activities of the incumbent ports. The third chapter uses correlation analysis to study the relationship between the growth of the ports’ activities and the growth of their surrounding economic activities from different industrial sectors. It verifies whether (or not) the growth of these activities is statistically associated, and (whether or not) the eventual resulting associations are positive. The results show that the growth of the ports’ activities is only followed by the growth of jobs in the manufacturing sector around the ports.

- Jiri Holecek - Roman imports in South Asia Diploma thesis sums up the development of the maritime trade between the Mediterranean, especially Rome, and South Asia, especially India, in the time period between the first century BC and the fourth century CE. Emphasis is put mostly on the archeological proof of the trade in the both directions, such as coins or traded goods, and their relevance and conclusiveness. Furthermore, the works of ancient historians are used to obtain more precise context in the terms of geography and economy. Thesis will compare the development of the maritime trade and the trade using the overland routes, especially so-called Silk Road. In conclussion, the thesis summarizes relevant proofs, and with their help defines the extent of the influence of the Mediterranean in South Asia and compare it with the influence of the overland routes, and finally describes the reasons of this economical development.

O Simulador Híbrido, unindo um modelo Numérico a um modelo analógico proporcionará resultados bastantes realísticos alcançados em avaliação de risco pertinente a desenvolvimentos de projetos de Engenharia onde as manobras de navios de todos os portes, com aumento de fluxos de embarcações futuras se torna cada vez mais necessária. A busca pela qualidade, a garantia e a sustentabilidade destes tipos de projetos, quase sempre de alto custo, faz deste Simulador a ferramenta mais importante neste desafio, pois poderá ser avaliado o somatório das vantagens e desvantagens que afetam ambas as ferramentas, chegando a um nível ideal de simulação, contendo critérios de amarração, com tipos de cabos dos navios adequados, sob quaisquer condições de maré e outras atipicidades dos terminais. Este trabalho tem por objetivo mostrar que o Simulador Híbrido levará à otimização da operação portuária, garantindo o alto nível da segurança por elas efetuado, diminuindo custos inerentes substanciais para a empresa contratante, através da demonstração de cases apresentados e embasamento teórico. / The Hybrid Simulator, joining a mathematical model to an analogical model will provide resulted sufficiently realistic reached in evaluation of pertinent risk the developments of projects of Engineering where the maneuvers of ships of all the transports, with increase of flows of future boats if become each more necessary time. The search for the quality, the guarantee and the support of these types of projects, almost always of high cost, makes of this Simulator the tool most important in this challenge, therefore the many of the advantages could be evaluated and disadvantages that affect both the tools, arriving in an ideal level of simulation, I contend knotting criteria, with types of handles of the adjusted ships, under any conditions of tide and other atipics of the terminals. This work has for objective to show that the Hybrid Simulator will lead to the otimization of the port operation, guaranteeing the high level of the security for effected them, diminishing substantial inherent costs for the contracting company, through the demonstration of you marry presented and theoretical basement.

Este estudo teve por objetivo analisar as possíveis correlações entre as taxas de recomposição do fundo, pluviometria e marés para a região do Terminal Marítimo de Ponta da Madeira, Maranhão, Brasil. Foram analisados os dados de levantamentos batimétricos, pluviometria e marés, realizados na região do Terminal, além de dados de chuvas e vazões líquidas e sólidas provenientes do sistema fluvial da sub-bacia do rio Mearim, ligado ao estuário em que se localiza o Terminal. O período analisado compreende os anos de 2010 a 2013. Observou-se que há boa correlação entre vazões sólidas e líquidas no sistema fluvial, sendo que há variação sazonal de vazão líquida, relacionada aos períodos chuvoso e seco, com maiores vazões no período chuvoso. Foram observadas influências desta sazonalidade nas áreas de dragagem mais a sul no Terminal, com boa correlação entre taxas de recomposição do fundo e pluviometria. Em relação às marés, as influências foram melhor observadas nas áreas mais a norte, com boa correlação entre taxas de recomposição do fundo e marés nestas áreas. Os períodos com maiores intensidades de movimentação de fundo estão, de maneira geral, relacionados ao período de intensificação das chuvas e aos solstícios e equinócios, principalmente o equinócio de primavera. O método utilizado provou ser uma boa ferramenta de auxílio à previsão de movimentação e deposição de sedimentos. / The objective of this is study was to analyze possible correlations between bed recovery rates, rainfall and tides for Ponta da Madeira maritime terminal, located in Maranhão, Brazil. Bathymetries, rain and tidal data from the terminal area were analyzed, besides rain and river solid and liquid flow from Mearim river, which flows into the estuary. The data analyzed was collected from 2010 to 2013. There was good correlation between solid and liquid Mearim river flow, related directly to rainy and dry seasons. Seasonal influence was more important at dredging areas located at the terminal south region, which presented good relations between bed recovery rates and rain. North dredging areas bed recovery rates were more subjected to tidal variations. Generally, periods with high bed recovery rates were associated with rainy periods or either solstice and equinox, mainly in the spring. Such a methodology was considered to be successful as an auxiliary tool to predict bed behavior.

O presente trabalho buscou estudar experimentalmente os efeitos do deslocamento da posição final dos dutos de admissão de um cabeçote no número de swirl e as possíveis consequências nos parâmetros de desempenho do motor diesel (torque, emissão de poluentes e consumo de combustível). Foram construídos protótipos de cabeçotes divididos em quatro grupos de deslocamentos com diferentes direções e sentidos. O valor nominal desses deslocamentos foi de 1 mm. Em seguida os cabeçotes passaram por medição de geometria para verificação da posição real dos dutos de admissão; posteriormente os cabeçotes foram ensaiados em uma máquina de medição do número de swirl. A partir dos dados de posição dos dutos de admissão e do número de swirl de cada cabeçote, foi feita uma regressão linear múltipla para se obter uma equação que correlaciona o número de swirl com os deslocamentos em X e Y dos dois dutos de admissão. Na última parte do trabalho, os cabeçotes de cada grupo de deslocamento foram montados sucessivamente em um motor diesel instalado em dinamômetro para medição dos seus parâmetros de desempenho, a saber: curva de torque; consumo específico e emissão de poluentes. / This work aimed to study experimentally the effects of intake ports displacement of a cylinder head in its swirl number and the possible consequences in the diesel engine performance parameters (torque, emissions and fuel consumption). Cylinder head prototypes were divided into four groups with different displacement directions. The nominal value of these displacements was 1 mm. The cylinder heads were measured to check the real position of their intake ports; then the cylinder heads were tested in a machine to measure the swirl number. From the intake ports position data and swirl number of each cylinder head, a multiple linear regression was performed to obtain an equation that correlates the swirl number with intake ports displacement in X and Y directions. As last step of this work, the cylinder heads of each displacement group were mounted in a diesel engine installed on a dynamometer to measure its performance parameters: torque curve; specific fuel consumption and emissions.

Contratos de concessão de serviços públicos em setores de infraestrutura, e particularmente no setor portuário, deverão passar por um período de revisões contratuais no Brasil. O prazo de concessões realizadas na década de 1990 está se encerrando, e alterações substanciais nas condições de diversos contratos realizadas sem a devida preocupação com os impactos no equilíbrio econômico-financeiro aumentam a complexidade nos processos de renegociação. A renegociação de contratos de concessão é um tema de grande foco acadêmico, por ser uma grande fonte de ineficiências e custos de transação em concessões de serviços públicos, podendo eliminar os benefícios do processo de competição via licitação e acarretar em maiores tarifas e/ou menor qualidade no serviço aos usuários. Nesse contexto, esta dissertação tem como objetivo contribuir com os aspectos metodológicos associados ao reequilíbrio econômico-financeiro de contratos de concessão, com aplicação específica em arrendamentos do setor portuário. As mudanças no ambiente regulatório devem visar um aumento de transparência e previsibilidade no processo de renegociação, com vistas a garantir que serviços públicos sejam prestados de forma adequada e universal (objetivo do Poder Público) e que o agente privado receba uma remuneração justa em relação aos investimentos realizados. Ainda que os princípios sejam claros, a revisão de contratos firmados com o Poder Público e a quantificação de eventuais desequilíbrios não são exercícios 100% unívocos. A falta de dados históricos confiáveis e a sobreposição de fatores ordinários e extraordinários dificultam a definição de parâmetros e exigem uma arquitetura meticulosa para estabelecer a álgebra mais adequada e conceber uma solução satisfatória. / In Brazil, the first cycle of concession contracts of transport infrastructure assets is about to end, giving birth to a period of contract renegotiations. In the seaport industry, the concession contracts signed in the 1990s terminated or are about to expire. However, in most cases their clauses have not been adapted to meet the many factors that affected the implicit financial equilibrium, increasing the complexity of the renegotiation process. The renegotiation of concession contracts has been addressed in several academic works. The authors acknowledge that this process is a major source of inefficiencies and transaction costs in public service concessions, and may reduce or eliminate the benefits of competition through bidding processes, leading to higher costs and/or worst level of service to users. In this context, this thesis proposed a methodology to evaluate the financial equilibrium of concession contracts in seaport terminals, as well as to make sure this equilibrium is not affected whenever changes in contract conditions happen. Changes in regulatory framework should increase transparency and predictability of contract renegotiation processes, ensuring public services are properly provided and private agents investments are correctly recovered. Nevertheless, the concession contract renegotiations and the evaluation of the implicit financial equilibrium are usually difficult to accomplish due to lack of reliable data and miscomprehension of ordinary and extraordinary factors. As a result, is usually necessary to develop detailed and ad hoc approaches to achieve a satisfactory solution both for government and private parties.