Uso da linguagem de especificação SDL como alternativa ao diagrama de estados proposto pela linguagem UML.

Linguagem UML. Fase do projeto na UML: o diagrama de estados. Linguagem SDL. Comparação entre as duas técnicas apresentadas.bitstream/CNPTIA/10194/1/comtec55.pdfAcesso em: 30 maio 2008

Evolução e desafios na twing query em XML.

Modelo de dados e consultas Twing. Evolução dos algoritmos para consultas Twing. Avaliação dos algoritmos apresentados. Novos desafios. Considerações finais. Conclusões.bitstream/CNPTIA/10947/1/doc52.pdfAcesso em: 29 maio 2008

Instalando e configurando o Siger Versão 1.3.

Arquiteturas do Siger. Procedimentos de instalação. Instalação cliente/sevidor. Diretórios requeridos durante a instalação. Migração de Arquiteturas. Configuração do Siger para trabalhar com várias bases/arquiteturas. Procedimento para atualização do Siger. Erros mais comuns na instalação e soluções recomendadas.bitstream/CNPTIA/9198/1/INSTRTECNICAS5int.pdfAcesso em: 30 maio 2008

Adaptação da ferramenta Digester para o tratamento de atributos em Tags de documentos XML.

O projeto Agência de Informação desenvolvido pela Embrapa Informação Agropecuária utiliza a tecnologia XML na troca de dados entre alguns de seus módulos e adota a ferramenta Digester (Apache Software Foundation, 2004d) para processamento destes dados. Esta ferramenta apresentou algumas limitações quando utilizada no tratamento de dados em formato XML, estruturados de acordo com as necessidades do Projeto Agência. Este documento descreve as adaptações implementadas na ferramenta Digester permitindo contornar estas limitações.bitstream/CNPTIA/10647/1/comtec63.pdfAcesso em: 28 maio 2008

Desenvolvimento de filtros espaciais para o projeto Natdata.

O objetivo deste trabalho é criar uma ferramenta web que permita a criação de filtros espaciais que possam ser utilizados nas consultas ao Natdata. Para a criação dos filtros, é possível, visualmente, combinar polígonos de diferentes temas como: divisões políticas, bacias hidrográficas, biomas e/ou polígonos desenhados pelo próprio usuário

Manual de instalação, configuração e desinstalação do Siger: versão 1.3.1.

Arquitetura do Siger. Procedimentos de instalação. Alteração das configurações para acesso à base de dados. Migração de arquiterturas. Configuração do Siger para trabalhar com várias bases/arquiteturas. procedimento de atualização do Siger. Procedimento de desinstalação do Siger. Erros mais comuns na instalação e soluções recomendadas. Suporte técnico/informações.bitstream/CNPTIA/9948/1/doc23.pdfAcesso em: 29 maio 2008

Apathy in multiple sclerosis: gender matters

Apathy has been recognized as a frequent symptom in multiple sclerosis (MS) but uncertainty remains about its prevalence and clinical correlates. Therefore, the objective of this work was to assess the prevalence of apathy in patients with MS and to identify clinical and demographic correlates. A case-control study with 30 patients and 30 healthy controls matched for age, gender and education was performed. Apathy diagnosis was established using Robert et al.'s criteria. Additionally, apathy was assessed using the 10-item short version of the clinical-rated Apathy Evaluation Scale (AES-C-10). The Beck Depression Inventory (BDI), Modified Fatigue Impact Scale (MFIS), and Montreal Cognitive Assessment (MoCA) were used to evaluate depression, fatigue and cognitive impairment, respectively. Apathy prevalence in MS patients was 43.3%. Patients with MS had higher AES-C-10 scores than controls (13.9 vs. 12.0, p=0.015). Patients with apathy presented a higher proportion of males (53.8% vs. 11.8%, p=0.02), lower educational level (53.8% vs. 11.8% of patients with up to 9years of education), higher scores on cognitive dimension of MFIS (18.0 vs. 8.0, p=0.048) and BDI (13.0 vs. 7.0, p=0.035) and worse performance on MoCA (24.0 vs. 26.0, p=0.028). Gender was the only independent predictor of apathy, with men presenting a higher risk compared to women (OR: 9.62; 95%CI: 1.02-90.61; p=0.048). In conclusion, apathy is a common neuropsychiatric disorder in MS and it is probably underdiagnosed. Male patients seem to have an increased risk of apathy, and this finding may be related to the generally more unfavorable course of MS in men.info:eu-repo/semantics/publishedVersio

Rail Infrastructure Pricing For Intercity Passenger Services In Europe: Possible Impacts On The Railways Competitive Framework

At the beginning of the 90’s, the European Union initiated a railways reform with the aim to face the decline of railway transport, as well as to increase railway competitiveness and interoperability at European scale. The First Railway Package of this reform focused on the split between infrastructure management and operation and, therefore, on the establishment of pricing systems. Due to lack of straight definition, the application of the Directives on infrastructure charges in the different European countries has given rise to a large spectrum of charging systems. It is a direct consequence of the differences in the charging philosophies (MC –marginal cost, MC+ - marginal cost with mark-ups, FC –Full Cost recovery, etc.), the charging types (single tariff, two-parts tariff) and the parameters (or variables) chosen for defining the amount of the charge in each particular case. This paper analyses the rail infrastructure charges in 23 European countries from the point of view of the parameters used for defining them. The analysis deepens the knowledge of qualitative differences between these countries’ pricing structure. Furthermore, it analyses its consequences in the total amount of the charge to be paid by passenger services running through links considered to be the best national railways relations in each one of the countries studied. Concerning the qualitative analysis, forty-six different types of variables were identified for the whole of the systems analysed. With regard to the quantitative field,calculations reveal that infrastructure charges range from 14,6 €/train-km to 0,6 €/train-km for “comparable” national links. The last part of this paper discusses the weight of those fares for the use of infrastructure for intercity rail passenger services with regard to its competitor mode. Results from an analysis of 100 national and international links allow drawing some conclusions on the possible impacts of railway infrastructure pricing on the railways competitive framework in Europe.Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydne

Rail Infrastructure Pricing For Intercity Passenger Services In Europe: Possible Impacts On The Railways Competitive Framework

At the beginning of the 90’s, the European Union initiated a railways reform with the aim to face the decline of railway transport, as well as to increase railway competitiveness and interoperability at European scale. The First Railway Package of this reform focused on the split between infrastructure management and operation and, therefore, on the establishment of pricing systems. Due to lack of straight definition, the application of the Directives on infrastructure charges in the different European countries has given rise to a large spectrum of charging systems. It is a direct consequence of the differences in the charging philosophies (MC –marginal cost, MC+ - marginal cost with mark-ups, FC –Full Cost recovery, etc.), the charging types (single tariff, two-parts tariff) and the parameters (or variables) chosen for defining the amount of the charge in each particular case. This paper analyses the rail infrastructure charges in 23 European countries from the point of view of the parameters used for defining them. The analysis deepens the knowledge of qualitative differences between these countries’ pricing structure. Furthermore, it analyses its consequences in the total amount of the charge to be paid by passenger services running through links considered to be the best national railways relations in each one of the countries studied. Concerning the qualitative analysis, forty-six different types of variables were identified for the whole of the systems analysed. With regard to the quantitative field,calculations reveal that infrastructure charges range from 14,6 €/train-km to 0,6 €/train-km for “comparable” national links. The last part of this paper discusses the weight of those fares for the use of infrastructure for intercity rail passenger services with regard to its competitor mode. Results from an analysis of 100 national and international links allow drawing some conclusions on the possible impacts of railway infrastructure pricing on the railways competitive framework in Europe.Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydne