Stable isotope ratios of a oyster Hyotissa hyotis from the northern Red Sea

This study explores the giant oyster Hyotissa hyotis as a novel environmental archive in tropical reef environments of the Indo-Pacific. The species is a typical accessory component in coral reefs, can reach sizes of tens of centimetres, and dates back to the Late Pleistocene. Here, a 70.2-mm-long oxygen and carbon isotope transect through the shell of a specimen collected at Safaga Bay, northern Red Sea, in May 1996, is presented. The transect runs perpendicularly to the foliate and vesicular layers of the inner ostracum near the ligament area of the oyster. The measured d18O and d13C records show sinusoidal fluctuations, which are independent of shell microstructure. The d13C fluctuations exhibit the same wavelength as the d18O fluctuations but are phase shifted. The d18O record reflects the sea surface temperature variations from 1957 until 1996, possibly additionally influenced by the local evaporation. Due to locally enhanced evaporation in the semi-enclosed Safaga Bay, the d18Oseawater value is estimated at 2.17 per mil, i.e., 0.3-0.8 per mil higher than published open surface water d18O values (1.36-1.85 per mil) from the region. The mean water temperature deviates by only 0.4°C from the expected value, and the minimum and maximum values are 0.5°C lower and 2.9°C higher, respectively. When comparing the mean monthly values, however, the sea surface temperature discrepancy between reconstructed and global grid datasets is always <1.0°C. The d13C signal is weakly negatively correlated with regional chlorophyll a concentration and with the sunshine duration, which may reflect changes in the bivalve's respiration. The study emphasises the palaeogeographic context in isotope studies based on fossils, because coastal embayments might not reflect open-water oceanographic conditions.

Múltiplos fluxos ópticos e o processamento atentivo da informação visual

The environment in which we live in, we constantly deal with a huge amount of dynamic information, thus, attention is an indispensable cognitive resource that allows an effective selection of stimuli for our survival. From this, investigating how we process our encouragement in movements and how the attention spreads into a space to serve more than one stimuli simultanously is something very important. The behavioural urgence hipothesis suggests that the encouragement in a movement of approaching shows a certain priority in the process related to objects which are in a movement away, but there are researches that point out that it might not happen in an attentive phase, but instead as a priorization of motor response. There are also many controversies found in researches about attentive focalization, in which some studies suggest that the focus of attention would work in a similar manner to a zoom lens, while some searches indicate that the focus of attention could be shared to answer some stimuli in non contiguous regions. This study tried to investigate through two experiments the effect of attentive priorization by encouragement in movements and how the attention is spread with distractors stimuli. The first experiment investigated if the amount of moving flows really influenced in the process of information. The results indicate an effect of priorization of the flows guided in relation to aleatory ones and also from the unique flow due to dual flow. The second experiment investigated how the distribution of attention is in a space with the use of flows as an exogenous cue. The results indicate that the focus of attention works as the one suggested in the zoom lens model.

Sources and mixing state of size-resolved elemental carbon particles in a European megacity: Paris

An Aerosol Time-Of-Flight Mass Spectrometer (ATOFMS) was deployed to investigate the size-resolved chemical composition of single particles at an urban background site in Paris, France, as part of the MEGAPOLI winter campaign in January/February 2010. ATOFMS particle counts were scaled to match coincident Twin Differential Mobility Particle Sizer (TDMPS) data in order to generate hourly size-resolved mass concentrations for the single particle classes observed. The total scaled ATOFMS particle mass concentration in the size range 150–1067 nm was found to agree very well with the sum of concurrent High-Resolution Time-of-Flight Aerosol Mass Spectrometer (HR-ToF-AMS) and Multi-Angle Absorption Photometer (MAAP) mass concentration measurements of organic carbon (OC), inorganic ions and black carbon (BC) (R2 = 0.91). Clustering analysis of the ATOFMS single particle mass spectra allowed the separation of elemental carbon (EC) particles into four classes: (i) EC attributed to biomass burning (ECbiomass), (ii) EC attributed to traffic (ECtraffic), (iii) EC internally mixed with OC and ammonium sulfate (ECOCSOx), and (iv) EC internally mixed with OC and ammonium nitrate (ECOCNOx). Average hourly mass concentrations for EC-containing particles detected by the ATOFMS were found to agree reasonably well with semi-continuous quantitative thermal/optical EC and optical BC measurements (r2 = 0.61 and 0.65–0.68 respectively, n = 552). The EC particle mass assigned to fossil fuel and biomass burning sources also agreed reasonably well with BC mass fractions assigned to the same sources using seven-wavelength aethalometer data (r2 = 0.60 and 0.48, respectively, n = 568). Agreement between the ATOFMS and other instrumentation improved noticeably when a period influenced by significantly aged, internally mixed EC particles was removed from the intercomparison. 88% and 12% of EC particle mass was apportioned to fossil fuel and biomass burning respectively using the ATOFMS data compared with 85% and 15% respectively for BC estimated from the aethalometer model. On average, the mass size distribution for EC particles is bimodal; the smaller mode is attributed to locally emitted, mostly externally mixed EC particles, while the larger mode is dominated by aged, internally mixed ECOCNOx particles associated with continental transport events. Periods of continental influence were identified using the Lagrangian Particle Dispersion Model (LPDM) "FLEXPART". A consistent minimum between the two EC mass size modes was observed at approximately 400 nm for the measurement period. EC particles below this size are attributed to local emissions using chemical mixing state information and contribute 79% of the scaled ATOFMS EC particle mass, while particles above this size are attributed to continental transport events and contribute 21% of the EC particle mass. These results clearly demonstrate the potential benefit of monitoring size-resolved mass concentrations for the separation of local and continental EC emissions. Knowledge of the relative input of these emissions is essential for assessing the effectiveness of local abatement strategies.

Optimization models and methods for real-time transportation planning in forestry

Lors du transport du bois de la forêt vers les usines, de nombreux événements imprévus peuvent se produire, événements qui perturbent les trajets prévus (par exemple, en raison des conditions météo, des feux de forêt, de la présence de nouveaux chargements, etc.). Lorsque de tels événements ne sont connus que durant un trajet, le camion qui accomplit ce trajet doit être détourné vers un chemin alternatif. En l’absence d’informations sur un tel chemin, le chauffeur du camion est susceptible de choisir un chemin alternatif inutilement long ou pire, qui est lui-même "fermé" suite à un événement imprévu. Il est donc essentiel de fournir aux chauffeurs des informations en temps réel, en particulier des suggestions de chemins alternatifs lorsqu’une route prévue s’avère impraticable. Les possibilités de recours en cas d’imprévus dépendent des caractéristiques de la chaîne logistique étudiée comme la présence de camions auto-chargeurs et la politique de gestion du transport. Nous présentons trois articles traitant de contextes d’application différents ainsi que des modèles et des méthodes de résolution adaptés à chacun des contextes. Dans le premier article, les chauffeurs de camion disposent de l’ensemble du plan hebdomadaire de la semaine en cours. Dans ce contexte, tous les efforts doivent être faits pour minimiser les changements apportés au plan initial. Bien que la flotte de camions soit homogène, il y a un ordre de priorité des chauffeurs. Les plus prioritaires obtiennent les volumes de travail les plus importants. Minimiser les changements dans leurs plans est également une priorité. Étant donné que les conséquences des événements imprévus sur le plan de transport sont essentiellement des annulations et/ou des retards de certains voyages, l’approche proposée traite d’abord l’annulation et le retard d’un seul voyage, puis elle est généralisée pour traiter des événements plus complexes. Dans cette ap- proche, nous essayons de re-planifier les voyages impactés durant la même semaine de telle sorte qu’une chargeuse soit libre au moment de l’arrivée du camion à la fois au site forestier et à l’usine. De cette façon, les voyages des autres camions ne seront pas mo- difiés. Cette approche fournit aux répartiteurs des plans alternatifs en quelques secondes. De meilleures solutions pourraient être obtenues si le répartiteur était autorisé à apporter plus de modifications au plan initial. Dans le second article, nous considérons un contexte où un seul voyage à la fois est communiqué aux chauffeurs. Le répartiteur attend jusqu’à ce que le chauffeur termine son voyage avant de lui révéler le prochain voyage. Ce contexte est plus souple et offre plus de possibilités de recours en cas d’imprévus. En plus, le problème hebdomadaire peut être divisé en des problèmes quotidiens, puisque la demande est quotidienne et les usines sont ouvertes pendant des périodes limitées durant la journée. Nous utilisons un modèle de programmation mathématique basé sur un réseau espace-temps pour réagir aux perturbations. Bien que ces dernières puissent avoir des effets différents sur le plan de transport initial, une caractéristique clé du modèle proposé est qu’il reste valable pour traiter tous les imprévus, quelle que soit leur nature. En effet, l’impact de ces événements est capturé dans le réseau espace-temps et dans les paramètres d’entrée plutôt que dans le modèle lui-même. Le modèle est résolu pour la journée en cours chaque fois qu’un événement imprévu est révélé. Dans le dernier article, la flotte de camions est hétérogène, comprenant des camions avec des chargeuses à bord. La configuration des routes de ces camions est différente de celle des camions réguliers, car ils ne doivent pas être synchronisés avec les chargeuses. Nous utilisons un modèle mathématique où les colonnes peuvent être facilement et naturellement interprétées comme des itinéraires de camions. Nous résolvons ce modèle en utilisant la génération de colonnes. Dans un premier temps, nous relaxons l’intégralité des variables de décision et nous considérons seulement un sous-ensemble des itinéraires réalisables. Les itinéraires avec un potentiel d’amélioration de la solution courante sont ajoutés au modèle de manière itérative. Un réseau espace-temps est utilisé à la fois pour représenter les impacts des événements imprévus et pour générer ces itinéraires. La solution obtenue est généralement fractionnaire et un algorithme de branch-and-price est utilisé pour trouver des solutions entières. Plusieurs scénarios de perturbation ont été développés pour tester l’approche proposée sur des études de cas provenant de l’industrie forestière canadienne et les résultats numériques sont présentés pour les trois contextes.

On the modelling of fire atmosphere/sprinkler spray interacting using an Euler-Lagrange framework

An Euler-Lagrange particle tracking model, developed for simulating fire atmosphere/sprinkler spray interactions, is described. Full details of the model along with the approximations made and restrictions applying are presented. Errors commonly found in previous formulations of the source terms used in this two-phase approach are described and corrected. In order to demonstrate the capabilities of the model it is applied to the simulation of a fire in a long corridor containing a sprinkler. The simulation presented is three-dimensional and transient and considers mass, momentum and energy transfer between the gaseous atmosphere and injected liquid droplets.

Modélisation du comportement des bétons fibrés à ultra-hautes performances par la micromécanique : Effet de l'orientation des fibres à l'échelle de la structure

Cette thèse s’inscrit dans le contexte d’une optimisation industrielle et économique des éléments de structure en BFUP permettant d’en garantir la ductilité au niveau structural, tout en ajustant la quantité de fibres et en optimisant le mode de fabrication. Le modèle développé décrit explicitement la participation du renfort fibré en traction au niveau local, en enchaînant une phase de comportement écrouissante suivie d’une phase adoucissante. La loi de comportement est fonction de la densité, de l’orientation des fibres vis-à-vis des directions principales de traction, de leur élancement et d’autres paramètres matériaux usuels liés aux fibres, à la matrice cimentaire et à leur interaction. L’orientation des fibres est prise en compte à partir d’une loi de probabilité normale à une ou deux variables permettant de reproduire n’importe quelle orientation obtenue à partir d’un calcul représentatif de la mise en oeuvre du BFUP frais ou renseignée par analyse expérimentale sur prototype. Enfin, le modèle reproduit la fissuration des BFUP sur le principe des modèles de fissures diffuses et tournantes. La loi de comportement est intégrée au sein d’un logiciel de calcul de structure par éléments finis, permettant de l’utiliser comme un outil prédictif de la fiabilité et de la ductilité globale d’éléments en BFUP. Deux campagnes expérimentales ont été effectuées, une à l’Université Laval de Québec et l’autre à l’Ifsttar, Marne-la-Vallée. La première permet de valider la capacité du modèle reproduire le comportement global sous des sollicitations typiques de traction et de flexion dans des éléments structurels simples pour lesquels l’orientation préférentielle des fibres a été renseignée par tomographie. La seconde campagne expérimentale démontre les capacités du modèle dans une démarche d’optimisation, pour la fabrication de plaques nervurées relativement complexes et présentant un intérêt industriel potentiel pour lesquels différentes modalités de fabrication et des BFUP plus ou moins fibrés ont été envisagés. Le contrôle de la répartition et de l’orientation des fibres a été réalisé à partir d’essais mécaniques sur prélèvements. Les prévisions du modèle ont été confrontées au comportement structurel global et à la ductilité mis en évidence expérimentalement. Le modèle a ainsi pu être qualifié vis-à-vis des méthodes analytiques usuelles de l’ingénierie, en prenant en compte la variabilité statistique. Des pistes d’amélioration et de complément de développement ont été identifiées.

Learning environment, preparedness and satisfaction in osteopathy in Europe: The PreSS study

Objective: 1) to assess the preparedness to practice and satisfaction in learning environment amongst new graduates from European osteopathic institutions; 2) to compare the results of preparedness to practice and satisfaction in learning environment between and within countries where osteopathy is regulated and where regulation is still to be achieved; 3) to identify possible correlations between learning environment and preparedness to practice. Method: Osteopathic education providers of full-time education located in Europe were enrolled, and their final year students were contacted to complete a survey. Measures used were: Dundee Ready Educational Environment Measure (DREEM), the Association of American Medical Colleges (AAMC) and a demographic questionnaire. Scores were compared across institutions using one-way ANOVA and generalised linear model. Results: Nine European osteopathic education institutions participated in the study (4 located in Italy, 2 in the UK, 1 in France, 1 in Belgium and 1 in the Netherlands) and 243 (77%) of their final-year students completed the survey. The DREEM total score mean was 121.4 (SEM: 1.66) whilst the AAMC was 17.58 (SEM:0.35). A generalised linear model found a significant association between not-regulated countries and total score as well as subscales DREEM scores (p<0.001). Learning environment and preparedness to practice were significantly positively correlated (r=0.76; p<0.01). Discussion: A perceived higher level of preparedness and satisfaction was found amongst students from osteopathic institutions located in countries without regulation compared to those located in countries where osteopathy is regulated; however, all institutions obtained a 'more positive than negative' result. Moreover, in general, cohorts with fewer than 20 students scored significantly higher compared to larger student cohorts. Finally, an overall positive correlation between students' preparedness and satisfaction were found across all institutions recruited.

Modelagem de emoções utilizando redes bayesianas

As emoções são consideradas a regra central de nossas vidas, tendo grande impacto na tomada de decisões, ações, memória, atenção, etc. Sendo assim, existe grande interesse em simulá-las em ambientes computacionais, possibilitando que situações do cotidiano humano possam ser estudadas em ambientes controlados. Embora existam modelos teóricos para o funcionamento de emoções, estes por si só são insuficientes para uma simulação precisa em meios computacionais. Tendo como base um destes modelos, o modelo OCC, essa dissertação propõe a simulação de emoções em ambientes mutiagentes através da criação de uma rede Bayesiana capaz de traduzir estímulos gerados neste ambiente em emoções. A utilização de redes Bayesianas combinadas à estrutura do modelo OCC busca a adição de imprevisibilidade ao modelo, além de fornecê-lo uma estrutura computacional. A aplicação do modelo proposto a um sistema multiagentes proporciona o estudo da influência das emoções sobre as ações e comportamento dos agentes, possibilitando um estudo de comparação entre os resultados obtidos ao se realizar uma simulação multiagentes clássica e uma simulação multiagentes contendo emoções. De forma a validar e avaliar seu funcionamento, é apresentado o estudo da aplicação da rede Bayesiana de emoções sobre um modelo multiagentes exemplo, observando as variações que as emoções provocam sobre o comportamento dos agentes.

A bistable reaction-diffusion system in a stretching flow

We examine the evolution of a bistable reaction in a one-dimensional stretching flow, as a model for chaotic advection. We derive two reduced systems of ordinary differential equations (ODEs) for the dynamics of the governing advection-reaction-diffusion partial differential equations (PDE), for pulse-like and for plateau-like solutions, based on a non-perturbative approach. This reduction allows us to study the dynamics in two cases: first, close to a saddle-node bifurcation at which a pair of nontrivial steady states are born as the dimensionless reaction rate (Damkoehler number) is increased, and, second, for large Damkoehler number, far away from the bifurcation. The main aim is to investigate the initial-value problem and to determine when an initial condition subject to chaotic stirring will decay to zero and when it will give rise to a nonzero final state. Comparisons with full PDE simulations show that the reduced pulse model accurately predicts the threshold amplitude for a pulse initial condition to give rise to a nontrivial final steady state, and that the reduced plateau model gives an accurate picture of the dynamics of the system at large Damkoehler number. Published in Physica D (2006)

Chemical and physical effects of ultrasound: sonoluminescence and materials

When a liquid is irradiated with ultrasound, acoustic cavitation (the formation, growth, and implosive collapse of bubbles in liquids irradiated with ultrasound) generally occurs. This is the phenomenon responsible for the driving of chemical reactions (sonochemistry) and the emission of light (sonoluminescence). The implosive collapse of bubbles in liquids results in an enormous concentration of sound energy into compressional heating of the bubble contents. Therefore, extreme chemical and physical conditions are generated during cavitation. The study of multibubble sonoluminescence (MBSL) and single-bubble sonoluminescence (SBSL) in exotic liquids such as sulfuric acid (H2SO4) and phosphoric acid (H3PO4) leads to useful information regarding the intracavity conditions during bubble collapse. Distinct sonoluminescing bubble populations were observed from the intense orange and blue-white emissions by doping H2SO4 and H3PO4 with sodium salts, which provides the first experimental evidence for the injected droplet model over the heated-shell model for cavitation. Effective emission temperatures measured based on excited OH• and PO• emission indicate that there is a temperature inhomogeneity during MBSL in 85% H3PO4. The formation of a temperature inhomogeneity is due to the existence of different cavitating bubble populations: asymmetric collapsing bubbles contain liquid droplets and spherical collapsing bubbles do not contain liquid droplets. Strong molecular emission from SBSL in 65% H3PO4 have been obtained and used as a spectroscopic probe to determine the cavitation temperatures. It is found that the intracavity temperatures are dependent on the applied acoustic pressures and the thermal conductivities of the dissolved noble gases. The chemical and physical effects of ultrasound can be used for materials synthesis. Highly reactive species, including HO2•, H•, and OH• (or R• after additives react with OH•), are formed during aqueous sonolysis as a consequence of the chemical effects of ultrasound. Reductive species can be applied to synthesis of water-soluble fluorescent silver nanoclusters in the presence of a suitable stabilizer or capping agent. The optical and fluorescent properties of the Ag nanoclusters can be easily controlled by the synthetic conditions such as the sonication time, the stoichiometry of the carboxylate groups to Ag+, and the polymer molecular weight. The chemical and physical effects of ultrasound can be combined to prepare polymer functionalized graphenes from graphites and a reactive solvent, styrene. The physical effects of ultrasound are used to exfoliate graphites to graphenes while the chemical effects of ultrasound are used to induce the polymerization of styrene which can then functionalize graphene sheets via radical coupling. The prepared polymer functionalized graphenes are highly stable in common organic solvents like THF, CHCl3, and DMF. Ultrasonic spray pyrolysis (USP) is used to prepare porous carbon spheres using energetic alkali propiolates as the carbon precursors. In this synthesis, metal salts are generated in situ, introducing porous structures into the carbon spheres. When different alkali salts or their mixtures are used as the precursor, carbon spheres with different morphologies and structures are obtained. The different precursor decomposition pathways are responsible for the observed structural difference. Such prepared carbon materials have high surface area and are thermally stable, making them potentially useful for catalytic supports, adsorbents, or for other applications by integrating other functional materials into their pores.

Inércia organizacional

Ultimamente muitas investigações têm sido levadas a cabo em diferentes áreas das Ciências Sociais e Humanas, nas quais o fenómeno de inércia, suas causas e resultados têm sido estudados, a saber: na Filosofia (Ética e Praxeologia), na Psicologia ou na Teoria Organizacional. Todavia, parece que a literatura científica das Ciências Sociais, maioritariamente baseada em estudos empíricos, nos quais a inércia é uma das variáveis independentes, carece de reflexão teórica. O problema de inércia organizacional é analisado no presente artigo como um caso específico da inércia do comportamento humano. Este artigo aborda apenas algumas questões relacionadas com a inércia do comportamento humano: o problema da aplicação directa do princípio mecânico para a área psicossocial, algumas concepções deste fenómeno nas Ciências Sociais com especial enfoque na Teoria organizacional, bem como a avaliação deste fenómeno. Por estas razões, o texto concentra- se nos aspectos conceptuais do fenómeno, levantando mais questões do que dando respostas. Tem um carácter introdutório a futuras investigações.

Społeczny kontekst kształtowania się tożsamości osób z niepełnosprawnością intelektualną w okresie późnej adolescencji i wyłaniającej się dorosłości

Wydział Nauk Społecznych: Instytut Psychologii

Optimization models and methods for real-time transportation planning in forestry

Lors du transport du bois de la forêt vers les usines, de nombreux événements imprévus peuvent se produire, événements qui perturbent les trajets prévus (par exemple, en raison des conditions météo, des feux de forêt, de la présence de nouveaux chargements, etc.). Lorsque de tels événements ne sont connus que durant un trajet, le camion qui accomplit ce trajet doit être détourné vers un chemin alternatif. En l’absence d’informations sur un tel chemin, le chauffeur du camion est susceptible de choisir un chemin alternatif inutilement long ou pire, qui est lui-même "fermé" suite à un événement imprévu. Il est donc essentiel de fournir aux chauffeurs des informations en temps réel, en particulier des suggestions de chemins alternatifs lorsqu’une route prévue s’avère impraticable. Les possibilités de recours en cas d’imprévus dépendent des caractéristiques de la chaîne logistique étudiée comme la présence de camions auto-chargeurs et la politique de gestion du transport. Nous présentons trois articles traitant de contextes d’application différents ainsi que des modèles et des méthodes de résolution adaptés à chacun des contextes. Dans le premier article, les chauffeurs de camion disposent de l’ensemble du plan hebdomadaire de la semaine en cours. Dans ce contexte, tous les efforts doivent être faits pour minimiser les changements apportés au plan initial. Bien que la flotte de camions soit homogène, il y a un ordre de priorité des chauffeurs. Les plus prioritaires obtiennent les volumes de travail les plus importants. Minimiser les changements dans leurs plans est également une priorité. Étant donné que les conséquences des événements imprévus sur le plan de transport sont essentiellement des annulations et/ou des retards de certains voyages, l’approche proposée traite d’abord l’annulation et le retard d’un seul voyage, puis elle est généralisée pour traiter des événements plus complexes. Dans cette ap- proche, nous essayons de re-planifier les voyages impactés durant la même semaine de telle sorte qu’une chargeuse soit libre au moment de l’arrivée du camion à la fois au site forestier et à l’usine. De cette façon, les voyages des autres camions ne seront pas mo- difiés. Cette approche fournit aux répartiteurs des plans alternatifs en quelques secondes. De meilleures solutions pourraient être obtenues si le répartiteur était autorisé à apporter plus de modifications au plan initial. Dans le second article, nous considérons un contexte où un seul voyage à la fois est communiqué aux chauffeurs. Le répartiteur attend jusqu’à ce que le chauffeur termine son voyage avant de lui révéler le prochain voyage. Ce contexte est plus souple et offre plus de possibilités de recours en cas d’imprévus. En plus, le problème hebdomadaire peut être divisé en des problèmes quotidiens, puisque la demande est quotidienne et les usines sont ouvertes pendant des périodes limitées durant la journée. Nous utilisons un modèle de programmation mathématique basé sur un réseau espace-temps pour réagir aux perturbations. Bien que ces dernières puissent avoir des effets différents sur le plan de transport initial, une caractéristique clé du modèle proposé est qu’il reste valable pour traiter tous les imprévus, quelle que soit leur nature. En effet, l’impact de ces événements est capturé dans le réseau espace-temps et dans les paramètres d’entrée plutôt que dans le modèle lui-même. Le modèle est résolu pour la journée en cours chaque fois qu’un événement imprévu est révélé. Dans le dernier article, la flotte de camions est hétérogène, comprenant des camions avec des chargeuses à bord. La configuration des routes de ces camions est différente de celle des camions réguliers, car ils ne doivent pas être synchronisés avec les chargeuses. Nous utilisons un modèle mathématique où les colonnes peuvent être facilement et naturellement interprétées comme des itinéraires de camions. Nous résolvons ce modèle en utilisant la génération de colonnes. Dans un premier temps, nous relaxons l’intégralité des variables de décision et nous considérons seulement un sous-ensemble des itinéraires réalisables. Les itinéraires avec un potentiel d’amélioration de la solution courante sont ajoutés au modèle de manière itérative. Un réseau espace-temps est utilisé à la fois pour représenter les impacts des événements imprévus et pour générer ces itinéraires. La solution obtenue est généralement fractionnaire et un algorithme de branch-and-price est utilisé pour trouver des solutions entières. Plusieurs scénarios de perturbation ont été développés pour tester l’approche proposée sur des études de cas provenant de l’industrie forestière canadienne et les résultats numériques sont présentés pour les trois contextes.

effects of weight and injected dose in the liver’s Signal-to-Noise Ratio in patients submitted to PET/CT scans

The quality of the image of 18F-FDG PET/CT scans in overweight patients is commonly degraded. This study evaluates, retrospectively, the relation between SNR, weight and dose injected in 65 patients, with a range of weights from 35 to 120 kg, with scans performed using the Biograph mCT using a standardized protocol in the Nuclear Medicine Department at Radboud University Medical Centre in Nijmegen, The Netherlands. Five ROI’s were made in the liver, assumed to be an organ of homogenous metabolism, at the same location, in five consecutive slices of the PET/CT scans to obtain the mean uptake (signal) values and its standard deviation (noise). The ratio of both gave us the Signal-to- Noise Ratio in the liver. With the help of a spreadsheet, weight, height, SNR and Body Mass Index were calculated and graphs were designed in order to obtain the relation between these factors. The graphs showed that SNR decreases as the body weight and/or BMI increased and also showed that, even though the dose injected increased, the SNR also decreased. This is due to the fact that heavier patients receive higher dose and, as reported, heavier patients have less SNR. These findings suggest that the quality of the images, measured by SNR, that were acquired in heavier patients are worst than thinner patients, even though higher FDG doses are given. With all this taken in consideration, it was necessary to make a new formula to calculate a new dose to give to patients and having a good and constant SNR in every patient. Through mathematic calculations, it was possible to reach to two new equations (power and exponential), which would lead to a SNR from a scan made with a specific reference weight (86 kg was the considered one) which was independent of body mass. The study implies that with these new formulas, patients heavier than the reference weight will receive higher doses and lighter patients will receive less doses. With the median being 86 kg, the new dose and new SNR was calculated and concluded that the quality of the image remains almost constant as the weight increases and the quantity of the necessary FDG remains almost the same, without increasing the costs for the total amount of FDG used in all these patients.

Aplicação do EMAR 66 a Sistemas de Aeronaves Não Tripuladas

Este trabalho de investigação tem como objetivo aferir quais as tarefas e valências específicas necessárias para a manutenção permanente de UAS, em contraste com os requisitos preconizados nos regulamentos de aeronavegabilidade permanente de aeronaves militares. A aeronavegabilidade consiste na avaliação e certificação de uma aeronave voar de acordo com os padrões de segurança estabelecidos. Esta é dividida em aeronavegabilidade continuada, que avalia a condição de uma aeronave após a sua construção, e a aeronavegabilidade permanente, que estabelece as ações de manutenção necessárias para manter os níveis de aeronavegabilidade pretendidos durante a sua operação. Para assegurar que os UAS atingem os padrões aeronáutica atuais, é importante perceber como os regulamentos podem ser adaptados para responder à sua especificidade. Para aferir quais as tarefas e valências de manutenção específicas para UAS, é desenvolvido um modelo qualitativo e indutivo fazendo uso da análise de literatura e dados recolhidos através de entrevistas estruturadas a pessoal de manutenção de UAS. As dimensões consideradas seguem o modelo SHELL preconizado pela ICAO para a análise de fatores humanos em sistemas aeronáuticos. A partir do modelo gerado, é sintetizado um conjunto de conteúdos curriculares como proposta para adequação a UAS dos conteúdos requeridos no EMAR 66. Abstract: This research work has the objective of assessing which specific tasks and skills are necessary for the continuous maintenance of UAS, in contrast with the requirements recommended in the rules and regulations for continuous airworthiness of militar aircrafts. Airworthiness consists on the evaluation and certification of the capability of an aircraft to fly in compliance with the established safety standards. It is divided in initial airworthiness, which evaluates the condition of na aircraft after its construction, and the continuous airworthiness, which establishes what are the necessary maintenance actions in order to keep the desired airworthiness levels during operation. In order to assure that UAS meet the current aeronautics standards, it is paramount to understand how the rules and regulations can be adapted to cope with its specific features. In order to understand which are the specific maintenance tasks and skills specific for UAS, it is developed a qualitative and inductive model taking into consideration a literature analysis and structured interviews to UAS maintenance personnel. The dimensions considered follow the SHELL model recommended by ICAO for the analysis of human factors in aviation. From the developed model, it is synthesized a set of learning topics that serves as a proposal for extending the basic skills required by the EMAR 66.