Dissertations / Theses on the topic 'Cost zone'

This thesis encompasses a feasibility study of using low-cost materials to manufacture microfluidic chips that can perform the same functions as chips manufactured using traditional methods within an acceptable range of efficiency of chips created with more exotic methods and materials. The major parts of the project are the selection and characterization of the fabrication methods for creating the channels for fluid flow, the methods for sealing the channels to create a usable chip and the electrophoretic separations of carboxylated microspheres of different potentials. In this work we seek to answer the question if laser-etched PMMA microfluidic chips are comparable in functionality to microfluidic chips created with PDMS or glass. In the process of answering this question we will touch on FEA modeling, characterization of the manufacturing process and multiple prototype designs while keeping within the low-cost theme. The purpose of capillary electrophoresis is to separate proteins based on their inherent electric charge. Capillary electrophoresis is a standard chip design used in the microfluidics world to prove a new fabrication method or chip material before branching out to other experiments because it is a fairly simple and robust design. Common problems associated with the manufacturing methods and materials were taken into account such as electroosmotic flow and chip sealing. CZE designs from literature were referenced to create a chip that would separate carboxylated microbeads with reasonable resolution. Wire electrodes were affixed to the chip to induce electric fields for the electrophoresis experiments. The goal of this thesis is to prove the manufacturing methods and attain results within 70% of literature standards.

Submitted by Washington Paulo Gomes null (wpg_ubatuba@hotmail.com) on 2017-11-09T19:37:33Z No. of bitstreams: 1 Dissertação_vs_final_Washington Paulo Gomes.pdf: 31161181 bytes, checksum: 1bdff42bfc10a710583e66dc5c3401ad (MD5)<br>Approved for entry into archive by Luiz Galeffi (luizgaleffi@gmail.com) on 2017-11-21T14:25:33Z (GMT) No. of bitstreams: 1 gomes_wp_me_prud.pdf: 31161181 bytes, checksum: 1bdff42bfc10a710583e66dc5c3401ad (MD5)<br>Made available in DSpace on 2017-11-21T14:25:33Z (GMT). No. of bitstreams: 1 gomes_wp_me_prud.pdf: 31161181 bytes, checksum: 1bdff42bfc10a710583e66dc5c3401ad (MD5) Previous issue date: 2017-10-06<br>Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)<br>Os estudos sobre clima urbano realizados até o momento deram maior relevância às cidades de grande porte, supostamente pelo maior comprometimento da qualidade de vida de seus habitantes e pelo agravamento dos problemas ambientais. Atualmente, no Brasil, há avanços em relação aos trabalhos realizados em cidades de pequeno e médio porte, sendo fundamentais para planificação e o ordenamento territorial. Considerando-se a carência de estudos sobre a qualidade do ambiente urbano, sobretudo, em cidades de pequeno e médio porte em zonas costeiras no Brasil, e a necessidade de se realizar pesquisas que se referem à qualidade ambiental necessária para o desenvolvimento da vida humana, foi proposto o estudo do clima urbano em Ubatuba-SP. Este trabalho buscou compreender até que ponto a dimensão de uma cidade pode gerar um clima urbano específico e, também, quais seriam as formas de espacialização das ilhas de calor em uma cidade localizada na zona costeira. O objetivo principal deste estudo foi compreender e analisar o clima urbano de Ubatuba-SP, buscando identificar os níveis de interferência humana no ambiente, caracterizar as temperaturas de acordo com os sistemas atmosféricos atuantes e sua distribuição no espaço geográfico, levando em consideração os diferentes padrões construtivos e as características do relevo. A pesquisa teve como aporte teórico o Sistema Clima Urbano com ênfase no subsistema termodinâmico. Buscou-se trabalhar as relações entre os atributos geoecológicos do sítio, a morfologia e as funções urbanas. Os procedimentos metodológicos realizados se basearam na coleta de dados por medidas móveis, por pontos fixos e imagens de satélites. Os transectos móveis para a coleta de dados de temperatura foram realizados nos períodos da manhã (9h), tarde (15h) e noite (21h), em três episódios, durante os dias 11, 18 e 27 de novembro de 2015, totalizando nove medidas simultâneas em dois trajetos S-N e O-L. Foram instalados 15 miniabrigos meteorológicos (pontos fixos) distribuídos pela malha urbana para a coleta dos dados de temperatura e umidade relativa do ar no mês de novembro de 2015, neste caso, também foram utilizados os dados das estações meteorológicas automáticas do Instituto Agronômico de Campinas (IAC) e do Instituto Oceanográfico da Universidade de São Paulo (IOUSP), totalizando 17 pontos de registro. Os dados das estações meteorológicas também foram utilizados para realizar a caracterização da direção e velocidade predominante dos ventos e na identificação das brisas marítimas e terrestres. Também foram utilizadas técnicas de sensoriamento remoto com o objetivo de realizar a modelagem da ilha de calor urbana, considerando as características de uso e a ocupação da terra. Os resultados apontaram diferenças de até 5,4ºC nas medidas móveis e diferenças de até 6ºC nas medidas fixas. A modelagem foi capaz de explicar cerca de 50% da variabilidade das temperaturas com a formação de ilha de calor bem definida na área central da cidade, apresentando intensidade de 5°C em relação ao entorno rural. O sistema de brisas contribuíram, em alguns casos, para o deslocamento da temperatura, sendo mais eficiente durante o dia sob efeitos das brisas marítimas com o deslocamento do calor da área central para o interior do continente e menos frequente durante a noite sob atuação da brisa terrestre. De modo geral as áreas mais quentes da cidade com a geração de ilhas de calor se apresentaram como resultados dos processos de ocupação desigual do espaço, sendo as áreas densamente construídas, com baixo padrão construtivo e baixa vegetação arbórea, e sobretudo, localizadas fora das áreas de interesse turístico, de valorização cênica e forte especulação imobiliária dos espaços residenciais fechados nas orlas das praias.<br>Les études sur le climat urbain effectuées jusqu'à présent ont donné une plus grande importance aux grandes villes, supposément en raison d’une plus grande attention accordée à la qualité de vie de ses habitants et par l'aggravation des problèmes environnementaux. Actuellement, au Brésil, des avancées ont permis d’améliorer les connaissances au cours d’études menées sur les petites et moyennes villes, fondamentales pour la planification de l’aménagement du territoire. Compte tenu de l'absence d'études sur la qualité de l'environnement urbain, en particulier dans les petites et moyennes villes des zones côtières du Brésil, le cas du climat urbain de la ville d'Ubatuba-SP a été étudié en profondeur afin de répondre à cette nécessité. Le but de ce travail est de chercher à comprendre dans quelle mesure la dimension d'une ville peut générer un climat urbain spécifique, et aussi, quelles seraient les formes de spatialisation de l’îlot de chaleur dans une ville située en zone côtière. L'objectif principal de cette étude était de comprendre et d'analyser le climat urbain de la ville d'Ubatuba-SP, pour tenter d’identifier les niveaux d'interférences humaines avec l'environnement, de caractériser les températures selon les systèmes atmosphériques et leur distribution dans l'espace géographique, tout cela tenant compte desdifférents standards établis en matière de construction et des carctéristiques du relief. Cette recherche est nourrie par l’apport théorique le Système Climat Urbain dont notamment le sous-système thermodynamique. On a cherché à travailler les relations entre les attributs géoécologiques du site, la morphologie et les fonctions urbaines. Les procédures méthodologiques réalisées se basent sur la collecte de données par mesures mobiles, par mesures fixes et par images de satellites. Les transects mobiles pour la collecte des données de température ont été effectués le matin (9h), l'après-midi (15h) et la nuit (21h), en trois épisodes, lors des 11, 18 et 27 novembre 2015, totalisant neuf mesures simultanées sur deux axes S-N et O-E. Quinze points de mesures fixes ont été répartis en divers secteurs de la ville pour procéder à la collecte des donneés, à savoir sur la température et l'humidité relative au mois de novembre 2015. Les données des stations météorologiques automatiques de l'Institut Agronomique de Campinas (IAC) et de l'Institut Océanographique de l'Université de São Paulo (IOUSP), totalisant 17 points d'enregistrement, ont aussi été exploitées. Les données des stations météorologiques ont également été utilisées pour caractériser la direction et la vitesse prédominante des vents ainsi que pour l’identification des brises maritimes et terrestres. La modélisation de l’îlot de chaleur urbain, qui considère les caractéristiques d'occupation et d'usage du sol, a nécessité l’emploi de techniques de télédétection. Les résultats ont montré des différences de 5,4°C dans les mesures mobiles et des différences de 6ºC dans les mesures fixes. Le modéle a permis d'expliquer environ 50% de la variabilité des températures avec la formation d'un îlot de chaleur bien défini dans la zone centrale de la ville, présentant une température supérieure de 5°C par rapport au milieu rural. Le système de brise a contribué, dans certains cas, au brassage de la température, à effacer pendant la journée sous les effets des brises de mer avec le déplacement de chaleur de la zone centrale vers l'intérieur du continent mais moins fréquent pendant la nuit sous l’effet de la brise terrestre. En général, les zones plus chaudes de la ville, où est généré l’îlot de chaleur ont seraient le résultats de processus d'occupation inégale de l'espace. Ces zones correspondent aux secteurs densément construits, avec des standards établis en matière de construction, un faible taux de végétation arborée et particulièrement en dehors des zones d'intérêt touristique, de l'évaluation scénique et de la forte spéculation immobilière des espaces résidentiels fermés dans les rives des plages.<br>The studies on urban climate carried out so far have given greater importance to large cities, presumably because the greater quality of life of its inhabitants and the aggravation of environmental problems. Currently, in Brazil, there are advances related to works carried out in small and medium-sized cities, being fundamental territorial planning. Considering the lack of studies on the quality of the urban environment, especially in small and medium-sized cities in coastal areas in Brazil, and the need to carry out research that refers to the environmental quality necessary for the development of human life it was proposed the study of the urban climate of the city of Ubatuba-SP. This study aimed to understand how the extent size of a city can generate a specific urban climate and, even, which would be the forms of spatialization of the heat islands in a city located in the coastal zone. The main objective of this study was to understand and analyze the urban climate of the city of Ubatuba, looking for to identify the levels of human interference in the environment, to characterize the temperatures according to the atmospheric systems and their distribution in the geographic space, taking into account the different constructive patterns and the characteristics of the relief. The research had as theoretical contribution the Urban Climate System with emphasis in the thermodynamic subsystem. It was aimed to work the relations between the geoecological attributes of the site, the morphology and the urban functions. The methodological procedures were based on the collection of data by mobile measurements, by fixed points and satellite images. The mobile transects for the collection of temperature data were performed in the morning (9 A.M.), afternoon (3 P.M.) and night (9 P.M.), in three episodes, during November 11th, 18th and 27th of the year of 2015, totaling nine simultaneous measurements on two routs S-N and W-E. Fifteen fixed measurement points were installed in the urban network of the city to collect data on temperature and relative humidity in the month of November 2015, in this case, were also used data from automatic weather stations of the Agronomic Institute of Campinas (IAC) and the Oceanographic Institute of the University of São Paulo (IOUSP), totaling 17 registration points. The data of the meteorological stations were also used to characterize the direction and the predominant velocity of the winds and in the identification of the maritime and terrestrial breezes. Were also used remote sensing techniques in order to carry out the modeling of the urban heat island, considering the use and occupation of land characteristics. The results showed differences of up to 5,4ºC in mobile measurements and differences of up to 6°C in fixed measures. The modeling was able to explain about 50% of the temperature variability with the formation of a well defined heat island in the central area of the city, presenting intensity of 5°C in relation to the rural environment. The system of breezes contributed, in some cases, to the displacement of the temperature, being more efficient during the day under effects of the sea breezes with the displacement of the heat of the central area to the interior of the continent and less frequent during the night under the action of the terrestrial breeze. In general, the hottest areas of the city with the generation of heat islands were presented as results of the processes of uneven occupation of space, being the areas densely constructed, with low constructive pattern and low tree vegetation, and mainly, localized outside the areas of tourist interest, of scenic valuation and strong real estate speculation of the residential spaces closed in the borders of the beaches.<br>FAPESP: 2015/04784-1<br>FAPESP: 2016/06880-0

While regular maintenance of roads and bridges are essential to ensure a high level of service for road users, road users typically do not prefer having to drive through a construction zone because of the lower speed and increased possibilities of crashes. These road user inconveniences are typically ignored or not given much weight while planning, developing, and awarding construction and maintenance projects. Typically, a contractor with the lowest bid is awarded a construction project irrespective of whether the project will be completed in a shorter or longer duration if the duration is within a provided limit. Such a decision-making process, known as "the apparent lowest bidder," is the most common method for selecting the best contractor for construction projects, even though quicker completion of a construction project results in reduced inconvenience to the road users. To overcome this limitation, state Departments of Transportation (DOTs) have started to use the monetary quantification of the road user inconveniences, known as the road user cost, while selecting the best contractor for a project. However, monetary quantification of the road user cost is a significant challenge to state DOTs. Many state DOTs lack a systematic methodology to compute the road user cost or have inconsistent methodologies within the same state DOT. Currently, the Tennessee Department of Transportation (TDOT) does not have a systematic methodology to compute the road user cost. This study aims to review existing methodologies from other state DOTs across the U.S. to identify the best practices for calculating the road user cost. To achieve this, the study reviewed existing literature on the subject and conducted a nationwide survey questionnaire covering all 50 state DOTs. The survey result shows that 34 out of 37 responding state DOTs are currently calculating the road user cost. More than half of the state DOTs have developed their state-specific methodologies for various purposes, including A+B contract evaluation, incentives/disincentives determination, and benefit-cost analysis for alternative project evaluation. The delay cost and the vehicle operating costs are the two most common components to compute the road user costs. As the road user cost calculation requires additional time and effort, it is calculated only for a limited number of construction projects based on the project's duration, location, and complexity. Most state DOTs prefer and use a spreadsheet-based tool to ease the calculation process. The survey results provide the most extensive and detailed information about the current practices of calculating the road user costs in the U.S. The survey results will be used to develop a new methodology to compute road user costs for TDOT. Other state DOTs can also use the study's findings to improve their road user cost calculation methodologies. Such improved methodology will help state DOTs make more informed contract-management decisions and reduce inconveniences to road users. Keywords: Road User's Cost, Department of Transportation, Work Zone, A+B Bidding