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.

A Random Access Protocol incorporating Multi-Packet Reception, Retransmission Diversity and Successive Interference Cancellation

8th International Workshop on Multiple Access Communications (MACOM2015), Helsinki, Finland.

Multi-Objective and Financial Portfolio Optimization of Carrier-Sense Multiple Access Protocols with Cooperative Diversity

8th International Workshop on Multiple Access Communications (MACOM2015), Helsinki, Finland.

Characterization of the portuguese SSS into the Europe: a contribution

Nowadays, Short Sea Shipping (SSS) is an essential part in European multi-modal transport system, representing approximately thirty-seven per cent of intra-Community transactions in tonnes per kilometre (tkm). Since 2001, the European Shortsea Network (ESN) in partnership with the short-sea Promotion Centres (SPC) of each Member State of the European Union (EU) have managed to make significant progress in the promotion and development of this mode of transport. This paper aims to assess and analyse the SSS of containerised goods in Portugal and its articulation with other EU routes and also other transport modes. The current SSS infrastructure, how the sector is organized, as well as the future perspectives for the sector are also analysed for the case of Portugal. The analyses are based on a survey that was carried out on the logistics operators, navigation agents, freight forwarders, and the leading imports and exports manufacturers in Portugal.

Scalable and interference aware wi-fi mesh networks using cots devices

A crescente tendencia no acesso móvel tem sido potenciada pela tecnologia IEEE 802.11. Contudo, estas redes têm alcance rádio limitado. Para a extensão da sua cobertura é possível recorrer a redes emalhadas sem fios baseadas na tecnologia IEEE 802.11, com vantagem do ponto de vista do custo e da flexibilidade de instalação, face a soluções cabladas. Redes emalhadas sem fios constituídas por nós com apenas uma interface têm escalabilidade reduzida. A principal razão dessa limitação deve-se ao uso do mecanismo de acesso ao meio partilhado Carrier Sense Multiple Access with Collision Avoidance (CSMA/CA) em topologias multi-hop. Especificamente, o CSMA/CA não evita o problema do nó escondido levando ao aumento do número de colisões e correspondente degradação de desempenho com impacto direto no throughput e na latência. Com a redução da tecnologia rádio torna-se viável a utilização de múltiplos rádios por nó, sem com isso aumentar significativamente o custo da solução final de comunicações. A utilização de mais do que um rádio por nó de comuniações permite superar os problemas de desempenho inerentes ás redes formadas por nós com apenas um rádio. O objetivo desta tese, passa por desenvolver uma nova solução para redes emalhadas multi-cana, duar-radio, utilizando para isso novos mecanismos que complementam os mecanismos definidos no IEEE 802.11 para o estabelecimento de um Basic Service Set (BSS). A solução é baseada na solução WiFIX, um protocolo de routing para redes emalhadas de interface única e reutiliza os mecanismos já implementados nas redes IEEE 802.11 para difundir métricas que permitam à rede escalar de forma eficaz minimizando o impacto na performance. A rede multi-hop é formada por nós equipados com duas interfaces, organizados numa topologia hierárquica sobre múltiplas relações Access Point (AP) – Station (STA). Os resultados experimentais obtidos mostram a eficácia e o bom desempenho da solução proposta face à solução WiFIX original.

Planeamento de Trajetória para Operações de Busca e Salvamento com UAVs

Os sistemas autónomos trazem como mais valia aos cenários de busca e salvamento a possibilidade de minimizar a presença de Humanos em situações de perigo e a capacidade de aceder a locais de difícil acesso. Na dissertação propõe-se endereçar novos métodos para perceção e navegação de veículos aéreos não tripulados (UAV), tendo como foco principal o planeamento de trajetórias e deteção de obstáculos. No que respeita à perceção foi desenvolvido um método para gerar clusters tendo por base os voxels gerados pelo Octomap. Na área de navegação, foram desenvolvidos dois novos métodos de planeamento de trajetórias, GPRM (Grid Probabilistic Roadmap) e PPRM (Particle Probabilistic Roadmap), que tem como método base para o seu desenvolvimento o PRM. O primeiro método desenvolvido, GPRM, espalha as partículas numa grid pré-definida, construindo posteriormente o roadmap na área determinada pela grid e com isto estima o trajeto mais curto até ao ponto destino. O segundo método desenvolvido, PPRM, espalha as partículas pelo cenário de aplicação, gera o roadmap considerando o mapa total e atribui uma probabilidade que irá permitir definir a trajetória otimizada. Para analisar a performance de cada método em comparação com o PRM, efetua-se a sua avaliação em três cenários distintos com recurso ao simulador MORSE.

MPGShipyard docks into the Middle East

A Work Project, presented as part of the requirements for the Award of a Masters Degree in Management from the NOVA – School of Business and Economics

The role of electron transfer in DNA building blocks: evaluation of strand breaks and their implications

Dissertação para obtenção do Grau de Doutor em Engenharia Física

Development of an integrative approach for the characterization of ecological risk on marine transition ecosystems: the Sado Estuary as a case study

Estuaries and other transitional waters are complex ecosystems critically important as nursery and shelter areas for organisms. Also, humans depend on estuaries for multiple socio-economical activities such as urbanism, tourism, heavy industry, (taking advantage of shipping), fisheries and aquaculture, the development of which led to strong historical pressures, with emphasis on pollution. The degradation of estuarine environmental quality implies ecologic, economic and social prejudice, hence the importance of evaluating environmental quality through the identification of stressors and impacts. The Sado Estuary (SW Portugal) holds the characteristics of industrialized estuaries, which results in multiple adverse impacts. Still, it has recently been considered moderately contaminated. In fact, many studies were conducted in the past few years, albeit scattered due to the absence of true biomonitoring programmes. As such, there is a need to integrate the information, in order to obtain a holistic perspective of the area able to assist management and decision-making. As such, a geographical information system (GIS) was created based on sediment contamination and biomarker data collected from a decade-long time-series of publications. Four impacted and a reference areas were identified, characterized by distinct sediment contamination patterns related to different hot spots and diffuse sources of toxicants. The potential risk of sediment-bound toxicants was determined by contrasting the levels of pollutants with available sediment quality guidelines, followed by their integration through the Sediment Quality guideline Quotient (SQG-Q). The SQG-Q estimates per toxicant or class was then subjected to georreferencing and statistical analyses between the five distinct areas and seasons. Biomarker responses were integrated through the Biomarkers Consistency Indice and georreferenced as well through GIS. Overall, in spite of the multiple biological traits surveyed, the biomarker data (from several organisms) are accordant with sediment contamination. The most impacted areas were the shipyard area and adjacent industrial belt, followed by urban and agricultural grounds. It is evident that the estuary, although globally moderately impacted, is very heterogeneous and affected by a cocktail of contaminants, especially metals and polycyclic aromatic hydrocarbon. Although elements (like copper, zinc and even arsenic) may originate from the geology of the hydrographic basin of the Sado River, the majority of the remaining contaminants results from human activities. The present work revealed that the estuary should be divided into distinct biogeographic units, in order to implement effective measures to safeguard environmental quality.

Digital interconnectivity as a driver for port and logistics competitiveness

Creating an innovative tool that takes advantage of digital interconnectivity between shipping agencies and husbandry services suppliers was the starting point. But the main purpose of this paper is to figure out if that represents a business opportunity. It describes the preliminary stages undertaken, as the connections with the main potential providers of the husbandry services. This was carried out as a qualitative research, based on interviews given by shipping agencies that contributed as a source of data about their activities but also to survey their acceptance of the concept that could change the way of doing business in this area.At the same time, inquiries have been made to build financial scenarios that show the costs and revenue streams allocated to this project. Considering the data collected from the main players in husbandry services and the different outcomes, the feasibility of this project is assessed. Even though the paradigm was well received by all the firms contacted, the development costs turn out to be the main threat to the project so further steps are advised.

Safety classification using GIS in decision-making process to define priority road interventions

Given the current economic situation of the Portuguese municipalities, it is necessary to identify the priority investments in order to achieve a more efficient financial management. The classification of the road network of the municipality according to the occurrence of traffic accidents is fundamental to set priorities for road interventions. This paper presents a model for road network classification based on traffic accidents integrated in a geographic information system. Its practical application was developed through a case study in the municipality of Barcelos. An equation was defined to obtain a road safety index through the combination of the following indicators: severity, property damage only and accident costs. In addition to the road network classification, the application of the model allows to analyze the spatial coverage of accidents in order to determine the centrality and dispersion of the locations with the highest incidence of road accidents. This analysis can be further refined according to the nature of the accidents namely in collision, runoff and pedestrian crashes.

Jet energy measurement and its systematic uncertainty in proton-proton collisions at s√=7 TeV with the ATLAS detector

The jet energy scale (JES) and its systematic uncertainty are determined for jets measured with the ATLAS detector using proton–proton collision data with a centre-of-mass energy of s√=7 TeV corresponding to an integrated luminosity of 4.7 fb −1 . Jets are reconstructed from energy deposits forming topological clusters of calorimeter cells using the anti- kt algorithm with distance parameters R=0.4 or R=0.6 , and are calibrated using MC simulations. A residual JES correction is applied to account for differences between data and MC simulations. This correction and its systematic uncertainty are estimated using a combination of in situ techniques exploiting the transverse momentum balance between a jet and a reference object such as a photon or a Z boson, for 20≤pjetT<1000 GeV and pseudorapidities |η|<4.5 . The effect of multiple proton–proton interactions is corrected for, and an uncertainty is evaluated using in situ techniques. The smallest JES uncertainty of less than 1 % is found in the central calorimeter region ( |η|<1.2 ) for jets with 55≤pjetT<500 GeV . For central jets at lower pT , the uncertainty is about 3 %. A consistent JES estimate is found using measurements of the calorimeter response of single hadrons in proton–proton collisions and test-beam data, which also provide the estimate for pjetT>1 TeV. The calibration of forward jets is derived from dijet pT balance measurements. The resulting uncertainty reaches its largest value of 6 % for low- pT jets at |η|=4.5 . Additional JES uncertainties due to specific event topologies, such as close-by jets or selections of event samples with an enhanced content of jets originating from light quarks or gluons, are also discussed. The magnitude of these uncertainties depends on the event sample used in a given physics analysis, but typically amounts to 0.5–3 %.

Centrality and rapidity dependence of inclusive jet production in sNN=5.02 TeV proton-lead collisions with the ATLAS detector

Measurements of the centrality and rapidity dependence of inclusive jet production in sNN−−−√=5.02 TeV proton--lead (p+Pb) collisions and the jet cross-section in s√=2.76 TeV proton--proton collisions are presented. These quantities are measured in datasets corresponding to an integrated luminosity of 27.8 nb−1 and 4.0 pb−1, respectively, recorded with the ATLAS detector at the Large Hadron Collider in 2013. The p+Pb collision centrality was characterised using the total transverse energy measured in the pseudorapidity interval −4.9<η<−3.2 in the direction of the lead beam. Results are presented for the double-differential per-collision yields as a function of jet rapidity and transverse momentum (pT) for minimum-bias and centrality-selected p+Pb collisions, and are compared to the jet rate from the geometric expectation. The total jet yield in minimum-bias events is slightly enhanced above the expectation in a pT-dependent manner but is consistent with the expectation within uncertainties. The ratios of jet spectra from different centrality selections show a strong modification of jet production at all pT at forward rapidities and for large pT at mid-rapidity, which manifests as a suppression of the jet yield in central events and an enhancement in peripheral events. These effects imply that the factorisation between hard and soft processes is violated at an unexpected level in proton--nucleus collisions. Furthermore, the modifications at forward rapidities are found to be a function of the total jet energy only, implying that the violations may have a simple dependence on the hard parton--parton kinematics.

Measurements of Higgs boson production and couplings in the four-lepton channel in pp collisions at center-of-mass energies of 7 and 8 TeV with the ATLAS detector

The final ATLAS Run 1 measurements of Higgs boson production and couplings in the decay channel H→ZZ∗→ℓ+ℓ−ℓ′+ℓ′−, where ℓ,ℓ′=e or μ, are presented. These measurements were performed using pp collision data corresponding to integrated luminosities of 4.5 fb−1 and 20.3 fb−1 at center-of-mass energies of 7 TeV and 8 TeV, respectively, recorded with the ATLAS detector at the LHC. The H→ZZ∗→4ℓ signal is observed with a significance of 8.1 standard deviations at 125.36 GeV, the combined ATLAS measurement of the Higgs boson mass from the H→γγ and H→ZZ∗→4ℓ channels. The production rate relative to the Standard Model expectation, the signal strength, is measured in four different production categories in the H→ZZ∗→4ℓ channel. The measured signal strength, at this mass, and with all categories combined, is 1.44 +0.40−0.33. The signal strength for Higgs boson production in gluon fusion or in association with tt¯ or bb¯ pairs is found to be 1.7 +0.5−0.4, while the signal strength for vector-boson fusion combined with WH/ZH associated production is found to be 0.3 +1.6−0.9.

Measurements of the nuclear modification factor for jets in Pb+Pb collisions at sNN =2.76TeV with the ATLAS detector

Measurements of inclusive jet production are performed in pp and Pb+Pb collisions at sNN−−−√=2.76 TeV with the ATLAS detector at the LHC, corresponding to integrated luminosities of 4.0 pb−1 and 0.14 nb−1 , respectively. The jets are identified with the anti-kt algorithm with R=0.4, and the spectra are measured over the kinematic range of jet transverse momentum 32collision centrality. The nuclear modification factor, RAA, is evaluated and jets are found to be suppressed by approximately a factor of two in central collisions compared to pp collisions. The RAA shows a slight increase with pT and no significant variation with rapidity.