A bilhética dos transportes de passageiros na nuvem computacional

Relatório de Projeto realizado para obtenção do grau de Mestre em Engenharia Informática e de Computadores

Sistemas de informação ao público nos transportes públicos de passageiros: análise crítica

Dissertação para obtenção do grau de Mestre em Engenharia na Área de especialização em Vias de Comunicação e Transportes

Personalized public transportation information

Thesis to obtain the Master of Science Degree in Computer Science and Engineering

Melhoria da eficiência energética nos ascensores: a recuperação de energia

A presente tese descreve diferentes soluções que permitem a reutilização da energia recuperada em ascensores eléctricos de roda de aderência dotados de conversores electrónicos de frequência e dessa forma contribuir para a melhoria da eficiência energética nos ascensores. Nos ascensores, a energia potencial é constantemente transferida enquanto a cabina está em movimento. Se a cabina se estiver a movimentar em sentido descendente com plena carga, ou em sentido ascendente, mas vazia, o motor estará em modo gerador. Quando a cabina se movimenta em sentido descendente, e o peso na cabina é superior ao peso do contrapeso, então o binário do motor encontra-se em sentido contrário à velocidade, isto é, o motor está a travar, havendo lugar à recuperação de energia. Igualmente, se a cabina subir vazia, também se poderá recuperar energia eléctrica. A energia acumulada em forma de energia potencial nas pessoas e no contrapeso pode ser recuperada, dado que o motor estará a funcionar como um gerador. De modo a estudar a viabilidade técnica e económica das diferentes soluções foram realizadas medições a uma amostra representativa de ascensores eléctricos de roda de aderência. Esta amostra é constituída por 39 ascensores que estão instalados em diferentes tipos de edifícios e que pertencem a diferentes categorias de utilização, de acordo com a norma VDI 4707:2009. Para cada ascensor foi medida a energia consumida e a energia gerada para uma manobra completa – a descida e a subida da cabina sem carga. A partir das medições, e com base na norma VDI 4707:2009 foram calculados os valores anualizados de energia eléctrica consumidos e produzidos por cada ascensor. A partir das 5 hipóteses identificadas para a utilização da energia recuperada (carregamento de bateria para alimentação dos circuitos em stand-by; carregamento de supercondensador para alimentação dos circuitos em stand-by; carregamento de supercondensador para alimentar o barramento DC; reinjecção da energia no barramento DC de um conjunto de ascensores em grupo; reinjecção da energia na rede eléctrica do edifício onde o ascensor está instalado) foi realizada a avaliação técnica e a avaliação económico-financeira para cada um dos ascensores. Por último, foi desenvolvido um simulador que permite definir a solução de recuperação de energia que seja técnica e economicamente mais viável, para um dado ascensor eléctrico de roda de aderência instalado, mediante a introdução dos parâmetros técnicos do ascensor em avaliação.

Short sea como alternativa ao transporte terrestre

O Short Sea Shipping (SSS) é um conceito de transporte marítimo de difícil definição. No entanto, considera-se neste trabalho, que corresponde ao movimento de carga e passageiros por mar entre portos situados geográficamente na Europa ou entre outros portos que não estejam situados na Europa, mas que partilham costa com mares que banham a Europa. Esta definição é sem dúvida aquela que melhor se adequa à inclusão do Short SSS como elo de uma cadeia multimodal de transporte de mercadorias no espaço Europeu, e como alternativa ao transporte de mercadorias apenas por estrada. Este trabalho aborda alguns conceitos importantes subjacentes ao transporte marítimo de forma a permitir uma contextualização que possibilite uma melhor compreensão da abordagem feita ao SSS. A sua promoção e implementação, como alternativa viável para o transporte de mercadorias dentro do espaço Europeu, são objetivos da política de transportes da União Europeia (UE). Este trabalho reflete sobre algumas das políticas estratégicas de promoção da UE para impulsionar o SSS como alternativa ao transporte rodoviário. O objetivo deste trabalho é analisar se o SSS é uma alternativa ao transporte terrestre, no contexto de uma distribuição no Reino Unido de produtos de uma Industria localizada nos arredores da cidade do Porto. Neste trabalho analisou-se as vantagens e desvantagens do SSS, foi efetuada uma descrição do Porto de Leixões como porto escolhido para as expedições, assim como uma análise descritiva dos serviços de Short Sea disponiveis neste porto para as zonas de distribuição desta empresa. Foram descritos os fatores chave da mudança de transporte terrestre para SSS, efectuada uma caracterização da distribuição desta empresa e da solução que esta adotou para distribuir os seus produtos no Reino Unido. A anállise económica da operação, dos tempos de trânsito são dois temas fundamentais para a viabilidade da solução como alternativa ao transporte terrestre.

De touch: extending service channels in an airport through touch technologies

This project aimed to create a communication and interaction channel between Madeira Airport and its passengers. We used the pre-existent touch enabled screens at the terminal since their potential was not being utilised to their full capacity. To achieve our goal, we have followed an agile strategy to create a testable prototype and take advantages of its results. The developed prototype is based on a plugin architecture turning it into a maintainable and highly customisable system. The collected usage data suggests that we have achieved the initially defined goals. There is no doubt that this new interaction channel is an improvement regarding the provided services and, supported by the usage data, there is an opportunity to explore additional developments to the channel.

The global shopper & brands communication at airports

This project aims to illuminate two perspectives on travel retail. On the one hand, it describes the main character of the shopping scenario at airports, namely the Global Shopper. It covers the entire profile of the referred character, the main nationalities that represent him and the current shopping trends of the passenger. Also estimates of the booming nationalities and the future purchasing trends are accurately presented. On the other hand, the travel retail market is analyzed from the airport brands’ perspective. It is described what is currently done in terms of brands communication in the top ten airports around the world and the expected future market retail trends. To accurately explore the Global Shopper behavior and purchasing preferences, a market research was conducted with a sample of 128 respondents, male and female, from different nationalities, age groups, occupation and education backgrounds. The essay tests hypothesis regarding the relevance of several variables in the purchasing process of the Global Shopper in order to understand the most pleasant way to approach consumers in travel retail. The main variables studied concern the reasons to shop at airports, to whom the passenger shops, the preferred category and brand of purchase, feelings while shopping abroad, impulsive buying behavior, brand loyalty, the use of mobile devices in the shopping process, brands communication at airports, pre-ordering online and the attitude towards self-service stores. Some findings were in accordance with expectations, while others were a surprise and may produce valuable recommendations for future travel retail practices. 4 The main relevant results concern two areas, namely pre-ordering online and self-service stores. Results showed a certain stress about not having enough time to choose between the various offerings in travel retail, as well as difficulty in dealing with crowed stores. However, pre-ordering online was not common, which would be an initiative that could solve the discomfort at airport’s stores. Moreover, self-service would promote efficiency in stores allowing passengers to save time if they already know how to go through the shopping process by themselves. Another possible recommendation concerns differentiating the strategy in travel retail for the two genders. Some differences were found in the categories bought by male and female, as well as to how brands should shape their approach concerning the demands of each gender.

O contrato de transporte aéreo

The international conventions and agreements on civil liability emerged with the purpose of regulating the liability of the air carrier, bearing in mind two essential factors: i) the need to protect passengers interests, and ii) to ensure the continuous development of an incipient activity by limiting the compensation amounts. This research will focus on the analysis of the nature of the contract of air carriage, as well as the air carrier's liability regime regarding damages endured by passengers that may result from the non-performance of the contract.

How to improve urban mobility in Lisbon: intermodality and information and ticketing systems

Urban mobility is one of the main challenges facing urban areas due to the growing population and to traffic congestion, resulting in environmental pressures. The pathway to urban sustainable mobility involves strengthening of intermodal mobility. The integrated use of different transport modes is getting more and more important and intermodality has been mentioned as a way for public transport compete with private cars. The aim of the current dissertation is to define a set of strategies to improve urban mobility in Lisbon and by consequence reduce the environmental impacts of transports. In order to do that several intermodal practices over Europe were analysed and the transport systems of Brussels and Lisbon were studied and compared, giving special attention to intermodal systems. In the case study was gathered data from both cities in the field, by using and observing the different transport modes, and two surveys were done to the cities users. As concluded by the study, Brussels and Lisbon present significant differences. In Brussels the measures to promote intermodality are evident, while in Lisbon a lot still needs to be done. It also made clear the necessity for improvements in Lisbon’s public transports to a more intermodal passenger transport system, through integration of different transport modes and better information and ticketing system. Some of the points requiring developments are: interchanges’ waiting areas; integration of bicycle in public transport; information about correspondences with other transport modes; real-time information to passengers pre-trip and on-trip, especially in buses and trams. After the identification of the best practices in Brussels and the weaknesses in Lisbon the possibility of applying some of the practices in Brussels to Lisbon was evaluated. Brussels demonstrated to be a good example of intermodality and for that reason some of the recommendations to improve intermodal mobility in Lisbon can follow the practices in place in Brussels.

Persia steamboat poster, no date

The “Persia” was built in St. Catharines in 1873. From 1877 to 1894 the ship was owned by James Norris of St. Catharines. The Toronto and Montreal Steamboat Co. acquired the ship in 1894, followed by the Quebec Navigation Co. in 1907. A fire severely damaged the ship in 1911, and the following year the “Persia” was rebuilt as a barge.

Maid of the Mist, Niagara, U.S.A.

The description of the image is "(6) Majestically Grand - the Falls from the 'Maid of the Mist,' Niagara, U.S.A.". The reverse of the image reads "You are on the deck of the small but sturdy little steamer that runs along near the foot of the falls. At this moment you are pretty nearly mid-stream, looking south. The American shore are up over your left shoulder. That tall, dark cliff at the extreme left of what you see is Goat Island. The people up there outlined against the sky look like dolls and no wonder; they are more than 160 feet above your head. Some of them are looking off over the unspeakable grandeurs of the Horseshoe Fall there at the right; some are without doubt looking down at the very boat and remarking that the passengers look like dolls. It is an awesome experience to go so near that never-ceasing downpour of waters from the sky. The air is full of the roar and iridescent spray, and it seems as if the boat must be drawn in under the overwhelming floods never to rise again. Yet, curiously enough, the river right around the boat is not so madly excited as you might expect. It seems more like some great creature, dazed, bewildered, stunned by some incredible experience and not yet quite aware of what has happened. (When it gets down into the Whirlpool Rapids, two miles below here, it is dramatically alive to its situation!) The gigantic curve of the cliffs, reaching in up-stream straight ahead, makes a contour line of over 3000 feet before it comes up against the Canadian banks on the west (right). Geologists say that the Falls ages ago must have been at least seven miles farther down the river (behind you) and have gradually won their way back. Even now the curve of the Horseshoe is worn away from two to four feet in a year. No wonder; 12, 000, 000 cubic feet of water (about 375, 000 tons) sweep over the rocks in one minute, and the same the next minute and the next and the next. See Niagara through the Stereoscope, with special maps locating all the landmarks about the Falls.

View of Falls from Steel Bridge, Niagara, U.S.A.

The description of the image reads "(4)-8972-General view of Falls from new steel bridge - Maid of the Mist at landing - Niagara, U.S.A." The reverse of the image includes the description, "We are standing on the new steel bridge over Niagara River, 190 feet above the water and looking a little west of south, up the river towards Lake Erie. The high cliff at the extreme left, on the American side, is Prospect Point, where a crowd is gathered at this moment to view the Falls that we see just beyond Prospect Point. That dark, tree-covered mass of rock beyond is Goat Island; and just this side of Goat Island we see a bit of its precipice has been cut off separate from the rest by the powerful current of the waters - the smaller portion is Luna Island, and the Luna Falls go pouring down between the two islands. The face of the precipice curves inward beneath the Luna Falls leaving behind the 160 foot sheet of water the unearthly hollow known as the Cave of the Winds. Beyond Goat Island we see the gigantic curve of the Horseshoe Falls, 3,010 feet long and 158 feet high, reaching around through the clouds of spray to the farther Canadian shore. (The boundary line between British and American territory is in mid-stream.) It has been estimated that every minute 375,000 tons of water pour over these Horseshoe Falls, and they are wearing away the cliffs, moving back up the stream at the rate of 2.4 feet per year. It was probably only about a thousand years ago that they took their plunge just about where we stand now. Down there below us, at the wharf is the Maid of the Mist at the American landing taking on passengers who have come down the steep bank by the inclined railway. Its course takes it through those clouds of spray almost to the very foot of both Falls, - waters falling from 167 feet overhead, and water surging at least as many feet deep under the staunch little vessel. See special 'keyed' maps of Niagara pub. by Underwood and Underwood, also the Niagara Book by Mark Twain, W.D. Howells and others."

La Quatrième Croisade : analyse du traité de Venise

Ce mémoire porte sur le traité de Venise de 1201, passé entre les barons de la Quatrième Croisade et la république de Venise, pour l’affrètement d’une flotte incluant transport et vivres. L’étude du Traité est d’autant plus importante que, les croisés manquant à leurs obligations, cet accord eut un impact déterminant sur la suite de la Croisade, se plaçant ainsi au cœur de sa déviation vers Constantinople. Le mémoire analyse d’abord la nature et l’ampleur des engagements pris par Venise, en essayant de quantifier et de mesurer en termes économiques le nombre de bateaux et de croisés transportés, ainsi que le poids et le coût des provisions pour hommes et chevaux. Cette analyse, basée sur la comparaison avec des contrats analogues, prouve que la somme de 85 000 marcs d’argent convenue avec les barons n’était en rien exagérée. Parallèlement, le mémoire évalue ce que pouvait signifier, dans le contexte économique de l’époque, une telle somme, et tente d’identifier les raisons pour lesquelles les croisés furent dans l’impossibilité d’honorer leur part du contrat. Cette analyse montre que, contrairement à une certaine historiographie traditionnelle, il serait faux d’imputer aux Vénitiens la responsabilité du détournement de la Croisade ou de les taxer d’intransigeance, de cupidité, voire de duplicité. L’effort fourni par la République indique qu’elle mit tout en œuvre pour que l’entreprise fût une réussite. L’interruption du commerce, la construction de nombreux navires, la réquisition de milliers de marins pour manœuvrer la flotte et la logistique pour approvisionner des dizaines de milliers d’hommes témoignent toutes de l’ampleur de l’implication vénitienne. C’est le défaut de paiement des croisés, qui força le doge Henri Dandolo à se commettre plus avant encore, joignant irrémédiablement la fortune de la ville marchande à celle de l’expédition.

La politique commune des transports aériens de l'Union européenne : compétence partagée ou occupation du terrain?

L’objet de ce travail vise à déterminer si le transport aérien en Europe relève d’une compétence partagée entre l’Union européenne (UE) et les États membres, ou s’il s’agit plutôt d’une occupation du terrain par l’UE dans cette matière ? Ainsi, nous verrons en quoi consiste le cadre règlementaire communautaire portant sur le transport aérien en Europe. Dans un premier temps, nous porterons notre attention sur des aspects généraux entourant l’aviation en Europe, comme par exemple la mise en place d’un marché unique de l’aviation ainsi que les ententes « ciel ouvert ». Puis, dans un second temps nous procéderons à l’analyse du cadre règlementaire spécifique portant sur des aspects tels que l’environnement, les droits des passagers aériens, la sécurité et la sûreté.

Développement d’un algorithme de branch-and-price-and-cut pour le problème de conception de réseau avec coûts fixes et capacités

De nombreux problèmes en transport et en logistique peuvent être formulés comme des modèles de conception de réseau. Ils requièrent généralement de transporter des produits, des passagers ou encore des données dans un réseau afin de satisfaire une certaine demande tout en minimisant les coûts. Dans ce mémoire, nous nous intéressons au problème de conception de réseau avec coûts fixes et capacités. Ce problème consiste à ouvrir un sous-ensemble des liens dans un réseau afin de satisfaire la demande, tout en respectant les contraintes de capacités sur les liens. L'objectif est de minimiser les coûts fixes associés à l'ouverture des liens et les coûts de transport des produits. Nous présentons une méthode exacte pour résoudre ce problème basée sur des techniques utilisées en programmation linéaire en nombres entiers. Notre méthode est une variante de l'algorithme de branch-and-bound, appelée branch-and-price-and-cut, dans laquelle nous exploitons à la fois la génération de colonnes et de coupes pour la résolution d'instances de grande taille, en particulier, celles ayant un grand nombre de produits. En nous comparant à CPLEX, actuellement l'un des meilleurs logiciels d'optimisation mathématique, notre méthode est compétitive sur les instances de taille moyenne et supérieure sur les instances de grande taille ayant un grand nombre de produits, et ce, même si elle n'utilise qu'un seul type d'inégalités valides.