Controle de cargas conteinerizadas utilizando elementos da cadeia logística segura e do programa brasileiro de Operador Econômico Autorizado (OEA).

O presente trabalho propõe um processo para auxiliar a tarefa de implantação de controles de Cadeia Logística Segura para a importação e exportação de cargas conteinerizadas, transportadas pelo modal rodoviário. Está em consonância com a legislação brasileira atual, no que se refere à Receita Federal do Brasil e demais Órgãos Anuentes. Além disso, inclui, também, as novas diretrizes do Programa Brasileiro de Operador Econômico Autorizado que teve seu início na primeira quinzena de Dezembro de 2014, bem como os aspectos principais do quadro SAFE, da Organização Mundial das Aduanas (OMA) e do programa americano Customs-Trade Partnership Against Terrorism (C-TPAT). O processo proposto no trabalho contempla a instrumentação dos controles e seus principais pontos de integração de dados, estágio em que grande parte dos operadores econômicos atuais se encontra. A proposta justifica-se pela complexidade dos processos de cadeias logísticas, sua importância para o comércio exterior e, portanto, para a economia do país, que exigem um aperfeiçoamento constante para atender à competitividade crescente dos mercados, controlar e gerenciar riscos e incertezas dos tempos da globalização. A metodologia do trabalho de pesquisa constou de estudos sobre o significado de cadeia logística segura, legislações e normatizações existentes, principais tecnologias utilizadas no Brasil e no mundo e suas estratégias de integração de sistemas, com enfoque em alguns projetos de gestão já existentes no país. O porto de Santos foi tomado como campo principal de pesquisa. O trabalho evidenciou a importância da presença de três características fundamentais em um processo de cadeia logística segura: ser instrumentado, integrado e inteligente. Considera-se que, a partir do processo proposto, será possível aumentar o grau de inteligência de uma cadeia logística, de forma a gerenciar e mitigar os potenciais riscos de forma mais racional.

Razionalizzazione del flusso delle merci e delle informazioni in un terminal container : il caso terminal container Ravenna

Studio dell'attività, dei flussi e delle procedure di un terminal container. Identificazione di problematiche e riprogettazione del gate-in del terminal. Integrazione di nuove tecnologie ed automazione. Valutazione tecnico economica del progetto.

Contribution margin model applied to the marketing planning of a container liner carrier

The implementation of confidential contracts between a container liner carrier and its customers, because of the Ocean Shipping Reform Act (OSRA) 1998, demands a revision in the methodology applied in the carrier's planning of marketing and sales. The marketing and sales planning process should be more scientific and with a better use of operational research tools considering the selection of the customers under contracts, the duration of the contracts, the freight, and the container imbalances of these contracts are basic factors for the carrier's yield. This work aims to develop a decision support system based on a linear programming model to generate the business plan for a container liner carrier, maximizing the contribution margin of its freight.

SKAN: Skin Scanner - System for Skin Cancer Detection Using Adaptive Techniques

SKAN: Skin Scanner - System for Skin Cancer Detection Using Adaptive Techniques - combines computer engineering concepts with areas like dermatology and oncology. Its objective is to discern images of skin cancer, specifically melanoma, from others that show only common spots or other types of skin diseases, using image recognition. This work makes use of the ABCDE visual rule, which is often used by dermatologists for melanoma identification, to define which characteristics are analyzed by the software. It then applies various algorithms and techniques, including an ellipse-fitting algorithm, to extract and measure these characteristics and decide whether the spot is a melanoma or not. The achieved results are presented with special focus on the adaptive decision-making and its effect on the diagnosis. Finally, other applications of the software and its algorithms are presented.

Roof gutters: A key container for Aedes aegypti and Ochlerotatus notoscriptus (Diptera : Culicidae) in Australia

The contribution of roof gutters to Aedes aegypti (L.) and Ochlerotatus notoscriptus (Skuse) pupal populations was quantified for the first time in Cairns, Australia. Concurrent yard and roof surveys yielded ill estimated 6,934 mosquito pupae, comprising four species. Roof gutters were all uncommon but productive source of Ae. aegypti in both wet season (n = 11) and dry season (n = 2) surveys, producing 52.6% and 39.5% of the respective populations. First story gutters accounted for 92.3% of the positive gutters. Therefore, treatment of roof gutters is a critical element in Ae. aegypti control campaigns during dengue outbreaks. In wet season yards, the largest standing, crops of Ae. aegypti occurred in garden accoutrements, discarded household items, and rubbish (36.4%, 28.0%, and 20.6%, respectively). In dry season yards, rubbish produced 79.6% of the Ae. aegypti pupae. The number of Ae. aegypti pupae/person was 2.36 and 0.59 for the wet and dry season surveys, respectively.

A comparative benchmarking analysis of main Iberian container terminals: a DEA approach

Benchmarking is an important tool to organisations to improve their productivity, product quality, process efficiency or services. From Benchmarking the organisations could compare their performance with competitors and identify their strengths and weaknesses. This study intends to do a benchmarking analysis on the main Iberian Sea ports with a special focus on their container terminals efficiency. To attain this, the DEA (data envelopment analysis) is used since it is considered by several researchers as the most effective method to quantify a set of key performance indicators. In order to reach a more reliable diagnosis tool the DEA is used together with the data mining in comparing the sea ports operational data of container terminals during 2007.Taking into account that sea ports are global logistics networks the performance evaluation is essential to an effective decision making in order to improve their efficiency and, therefore, their competitiveness.

A physical packing sequence algorithm for the container loading problem with static mechanical equilibrium conditions

The container loading problem (CLP) is a combinatorial optimization problem for the spatial arrangement of cargo inside containers so as to maximize the usage of space. The algorithms for this problem are of limited practical applicability if real-world constraints are not considered, one of the most important of which is deemed to be stability. This paper addresses static stability, as opposed to dynamic stability, looking at the stability of the cargo during container loading. This paper proposes two algorithms. The first is a static stability algorithm based on static mechanical equilibrium conditions that can be used as a stability evaluation function embedded in CLP algorithms (e.g. constructive heuristics, metaheuristics). The second proposed algorithm is a physical packing sequence algorithm that, given a container loading arrangement, generates the actual sequence by which each box is placed inside the container, considering static stability and loading operation efficiency constraints.

Simulation of wave action on a moored container carrier inside Sines’ Harbour

The integrated numerical tool SWAMS (Simulation of Wave Action on Moored Ships) is used to simulate the behavior of a moored container carrier inside Sines’ Harbour. Wave, wind, currents, floating ship and moorings interaction is discussed. Several case scenarios are compared differing in the layout of the harbour and wind and wave conditions. The several harbour layouts correspond to proposed alternatives for the future expansion of Sines’ terminal XXI that include the extension of the East breakwater and of the quay. Additionally, the influence of wind on the behavior of the ship moored and the introduction of pre tensioning the mooring lines was analyzed. Hydrodynamic forces acting on the ship are determined using a modified version of the WAMIT model. This modified model utilizes the Haskind relations and the non-linear wave field inside the harbour obtained with finite element numerical model, BOUSS-WMH (Boussinesq Wave Model for Harbors) to get the wave forces on the ship. The time series of the moored ship motions and forces on moorings are obtained using BAS solver. © 2015 Taylor & Francis Group, London.

Reconstrução de Superfícies usando um Scanner 3D de Luz Estruturada

Ao longo dos últimos anos, os scanners 3D têm tido uma utilização crescente nas mais variadas áreas. Desde a Medicina à Arqueologia, passando pelos vários tipos de indústria, ´e possível identificar aplicações destes sistemas. Essa crescente utilização deve-se, entre vários factores, ao aumento dos recursos computacionais, à simplicidade e `a diversidade das técnicas existentes, e `as vantagens dos scanners 3D comparativamente com outros sistemas. Estas vantagens são evidentes em áreas como a Medicina Forense, onde a fotografia, tradicionalmente utilizada para documentar objectos e provas, reduz a informação adquirida a duas dimensões. Apesar das vantagens associadas aos scanners 3D, um factor negativo é o preço elevado. No âmbito deste trabalho pretendeu-se desenvolver um scanner 3D de luz estruturada económico e eficaz, e um conjunto de algoritmos para o controlo do scanner, para a reconstrução de superfícies de estruturas analisadas, e para a validação dos resultados obtidos. O scanner 3D implementado ´e constituído por uma câmara e por um projector de vídeo ”off-the-shelf”, e por uma plataforma rotativa desenvolvida neste trabalho. A função da plataforma rotativa consiste em automatizar o scanner de modo a diminuir a interação dos utilizadores. Os algoritmos foram desenvolvidos recorrendo a pacotes de software open-source e a ferramentas gratuitas. O scanner 3D foi utilizado para adquirir informação 3D de um crânio, e o algoritmo para reconstrução de superfícies permitiu obter superfícies virtuais do crânio. Através do algoritmo de validação, as superfícies obtidas foram comparadas com uma superfície do mesmo crânio, obtida por tomografia computorizada (TC). O algoritmo de validação forneceu um mapa de distâncias entre regiões correspondentes nas duas superfícies, que permitiu quantificar a qualidade das superfícies obtidas. Com base no trabalho desenvolvido e nos resultados obtidos, é possível afirmar que foi criada uma base funcional para o varrimento de superfícies 3D de estruturas, apta para desenvolvimento futuro, mostrando que é possível obter alternativas aos métodos comerciais usando poucos recursos financeiros.

Dynamic stability metrics for the container loading problem

The Container Loading Problem (CLP) literature has traditionally evaluated the dynamic stability of cargo by applying two metrics to box arrangements: the mean number of boxes supporting the items excluding those placed directly on the floor (M1) and the percentage of boxes with insufficient lateral support (M2). However, these metrics, that aim to be proxies for cargo stability during transportation, fail to translate real-world cargo conditions of dynamic stability. In this paper two new performance indicators are proposed to evaluate the dynamic stability of cargo arrangements: the number of fallen boxes (NFB) and the number of boxes within the Damage Boundary Curve fragility test (NB_DBC). Using 1500 solutions for well-known problem instances found in the literature, these new performance indicators are evaluated using a physics simulation tool (StableCargo), replacing the real-world transportation by a truck with a simulation of the dynamic behaviour of container loading arrangements. Two new dynamic stability metrics that can be integrated within any container loading algorithm are also proposed. The metrics are analytical models of the proposed stability performance indicators, computed by multiple linear regression. Pearson’s r correlation coefficient was used as an evaluation parameter for the performance of the models. The extensive computational results show that the proposed metrics are better proxies for dynamic stability in the CLP than the previous widely used metrics.

Scheduling of straddle carriers in a container terminal

Report for the scientific sojourn at the University of California at Berkeley between September 2007 to February 2008. The globalization combined with the success of containerization has brought about tremendous increases in the transportation of containers across the world. This leads to an increasing size of container ships which causes higher demands on seaport container terminals and their equipment. In this situation, the success of container terminals resides in a fast transhipment process with reduced costs. For these reasons it is necessary to optimize the terminal’s processes. There are three main logistic processes in a seaport container terminal: loading and unloading of containerships, storage, and reception/deliver of containers from/to the hinterland. Moreover there is an additional process that ensures the interconnection between previous logistic activities: the internal transport subsystem. The aim of this paper is to optimize the internal transport cycle in a marine container terminal managed by straddle carriers, one of the most used container transfer technologies. Three sub-systems are analyzed in detail: the landside transportation, the storage of containers in the yard, and the quayside transportation. The conflicts and decisions that arise from these three subsystems are analytically investigated, and optimization algorithms are proposed. Moreover, simulation has been applied to TCB (Barcelona Container Terminal) to test these algorithms and compare different straddle carrier’s operation strategies, such as single cycle versus double cycle, and different sizes of the handling equipment fleet. The simulation model is explained in detail and the main decision-making algorithms from the model are presented and formulated.

Embolie pulmonaire aiguë en 2012 (développements technologiques en scanner, angio-IRM).

Objectifs: Connaître les derniers développements techniques dans l'exploration de l'embolie pulmonaire aigue en imagerie (scanner et IRM). Connaître l'intérêt de la probabilité clinique pré-test dans l'indication de l'imagerie. Savoir faire une interprétation intégrée du scanner dans de l'embolie pulmonaire aiguë. Connaître chez les particularités de réalisation d'un examen chez la femme enceinte. Messages à retenir: Le scanner reste indiqué si les D-dimers sont négatifs et la probabilité clinique pré-test d'une embolie pulmonaire aiguë est élevée. Le scanner a une valeur diagnostique mais aussi une valeur pronostique dans la stratification du risque d'événement fatal chez les patients porteurs d'une embolie pulmonaire aiguë. Résumé: Durant la dernière décennie, l'imagerie en coupe s'est imposée comme moyen diagnostique incontournable dans l'embolie pulmonaire aiguë (EPA). Les nouveaux développements techniques ainsi que les récentes études ont contribué à mieux définir la valeur diagnostique du scanner et de l'IRM. En particulier, trois questions méritent d'être discutées : La probabilité clinique pré-test a-t-elle une importance dans l'indication de l'imagerie? ; (2) Faut-il synchroniser le scanner au rythme cardiaque devant une suspicion d'EPA ? ; (3) Quelles précautions faut-il prendre chez la femme enceinte ? Par ailleurs, La valeur pronostique du scanner mérite d'être connue et utilisée à bon escient.

Sémiologie de l'atteinte bronchique en scanner [Bronchial diseases: CT imaging features].

Multidetector row computed tomography (MDCT) is the imaging modality of reference for the diagnosis of bronchiectasis. MDCT may also detect a focal stenosis, a tumor or multiple morphologic abnormalities of the bronchial tree. It may orient the endoscopist towards the abnormal bronchi, and in all cases assess the extent of the bronchial lesions. The CT findings of bronchial abnormalities include anomalies of bronchial division and origin, bronchial stenosis, bronchial wall thickening, lumen dilatation, and mucoid impaction. The main CT features of bronchiectasis are increased bronchoarterial ratio, lack of bronchial tapering, and visibility of peripheral airways. Other bronchial abnormalities include excessive bronchial collapse at expiration, outpouchings and diverticula, dehiscence, fistulas, and calcifications.

De l'avantage du scanner par rapport à l'autopsie pour la détection des fractures de la face

La radiologie post-­‐mortem a suivi les développements de la radiologie conventionnelle depuis ses débuts. De nos jours, ce sont les dernières techniques de radiologie qui prennent de plus en plus de place en médecine légale, avec les nouveaux outils que sont le scanner et l'imagerie par résonance magnétique. Le centre universitaire romand de médecine légal (CURML) à Lausanne réalise ainsi de façon systématique un examen tomodensitométrique (TDM) complet de chaque corps avant l'autopsie depuis 2008. Cette étude cherche à éprouver l'utilité de la nouvelle méthode de l'imagerie tomodensitométrique dans la détection des fractures de la face par rapport à l'autopsie, méthode traditionnelle. Pour ce faire, les constatations des rapports d'autopsie ont été comparées à celles des rapports de radiologie tomodensitométrique si ces derniers existaient. Ces rapports d'autopsie ont d'abord été sélectionnés s'ils présentaient une forte suspicion de traumatisme facial. Les causes de décès non traumatiques pour la face ont d'abord été exclues (noyade, strangulation volontaire, intoxication, etc.). Les causes les plus traumatiques (accidents de la voie publique, arme à feu, hétéro-­‐agression, etc.) ont été retenues dans un premier temps. Par la suite, les dossiers n'ont pas été retenus si l'autopsie faisait état de lésions traumatiques ne concernant pas la face ou de lésions bénignes de la face. Les constatations des rapports d'autopsie ont finalement été comparées avec ces rapports de radiologie tomodensitométriques s'ils existaient, soit 69 dossiers. Dans un deuxième temps, une seconde lecture des images radiologiques a été effectuée par un radiologue formé. Sur les 146 fractures répertoriées parmi les 69 dossiers restant, 62 (42,4%) ont été décrites à l'autopsie et à la radiologie. 42 (28,8%) ont été décrites dans le rapport d'autopsie uniquement et 42 (28,8%) par la radiologie uniquement. Parmi toutes les fractures de la face détectées uniquement à l'autopsie, toutes sauf une seule ont été retrouvées sur les images d'archive par un radiologue formé. La contribution dans le processus diagnostique de chacune de ces fractures, notée sur une échelle de 1 à 6 par deux médecins-­‐légistes expérimentés, est légère (notes de 1 à 2 dans 98% des cas) concernant la cause du décès. En revanche, concernant les circonstances du décès, on observe une différence entre les deux examinateurs avec des notes de 5 à 6 dans 77% des cas chez l'un, et 19% chez l'autre examinateur. Les deux examinateurs ne sont pas d'accord au sujet de l'importance des fractures dans les cas de traumatismes à haute énergie, l'un jugeant qu'elles sont alors évidentes et l'autre qu'elles permettent d'en savoir plus sur la force exacte de l'impact considéré. Cependant, bien que les fractures de la face ne contribuent que modestement au processus judiciaire suivant un décès, notre étude permet de démontrer la performance de la méthode de l'imagerie tomodensitométrique dans la détection desdites fractures par rapport à l'autopsie avec un taux de détection supérieur.