A cena contemporânea aos pedaços : observação de um experimento pedagógico

We try to relate this research with other logic, to discover a path of practical approach to approach a creation composed of fragments and a search of parameters for the aesthetics of appropriation. Accordingly, we find relationship with the theater composed of fragments, where different styles are appropriate theatrical and representational styles are merged with each other. Discusses in the first chapter on the theater composed of fragments, and stroll through lanes of the strategies of some directors in the ways of the contemporary scene. In the second chapter we seek procedures and concepts of atmosphere Mikhail Tchekhov (TCHEKHOV, 1996), and the transition from point-to-point by Scott McCloud (2005). In the third part we describe the observation of the experiment conducted by the students of the Bachelor's Degree in Regional Theatre at the University of Cariri in Juazeiro, Ceará, in 2010. Using the methodology of "pesquisa-ação", observing that the scenic writing end of the experiment, called "Toque Me", and the presentation in the cities of Crato and Barbalha, in August 2010, contained elements of the strategies from theater fragmentary scenes and conceptual contents of contemporary theater

A MORE COMPLETE STREET A STREET FOR EVERYONE TO ENJOY, NORTH EAST STREET, FREDERICK, MARYLAND – A DESIGN INVESTIGATION OF DIFFERENT STREET DESIGN THEORIES

This design-research thesis suggests that the improvement of North East Street performances by using Complete Streets, Green Street, Place Making and Context Sensitive Solution principles and practices. Heavily used by a variety of users, often conflicting with one another, University of Maryland Campus Drive would benefit from a major planning and design amelioration to meet the increasing demands of serving as a city main street. The goal of this thesis project is to prioritize the benefits for pedestrians in the right-of-way and improve the pedestrian experience. This goal also responds to the recent North East Street Extension Phrase I of economic renaissances. The goal of this design-research thesis will be achieved focusing on four aspects. First, the plans and designs will suggest to building mixed use blocks, increase the diversity of street economic types and convenience of people’s living. Second, design and plans will propose bike lanes, separate driving lanes from sidewalks and bike lanes by street tree planters, and narrow driving lanes to reduce vehicular traffic volume and speed in order to reduce pedestrian and vehicle conflicts. Third, plans and designs will introduce bioswales, living walls and raingardens to treat and reuse rain water. Finally, the plans and designs will seek to preserve local culture and history by adding murals and farmers market. The outcome of the design-research thesis project is expected to serve as an example of implementing Complete Streets, Green Street, Place Making and Context Sensitive Solution principles and practices in urban landscape, where transportation, environment and social needs interact with each other.

Relationship between waist circumference and sagittal abdominal diameter measured at different anatomical sites and inflammatory biomarkers in apparently health men

Introduction: Visceral fat accumulation is associated with several changes, such as, increased production of inflammatory biomarkers, especially, C-reactive protein (CRP) and fibrinogen. Anthropometric measurements for central adiposity evaluation, such as, waist circumference (WC) and sagittal abdominal diameter (SAD) have been highlighted. However, there is no consensus on the best anatomical site for measurement. Objective: To evaluate the reliability of different measurements of WC and SAD and verify their capacity to discriminate changes in inflammatory biomarkers. Method: 130 men (20-59 years) were assessed, having measurements of weight, height, WC and SAD. It was considered as the cutoff point for high-sensitivity CRP (hs-CRP) values ≥ 0.12 mg/dL and for fibrinogen the 50th percentile of the evaluated sample. Results: All measurements presented an intraclass correlation coefficient between 0.998 and 0.999. WC measured at the umbilical level (AUC=0.693±0.049) and the smallest circumference between the thorax and the hips (AUC=0.607±0.050) had greater ability to discriminate changes in concentrations of hs-CRP and fibrinogen, respectively. SAD (umbilical level) showed the better ability to detect changes in concentrations of hs-CRP (AUC=0.698± 0.049) and fibrinogen (AUC=0.625±0.049), according to the ROC analysis (p<0.05). Conclusion: WC (smallest circumference between the thorax and the hips) and SAD (umbilical level) are the anatomic sites of measurement for use in predicting the inflammatory risk in apparently health men.

Estudio y optimización de las infraestructuras de los carriles para bicicletas

La necesidad cotidiana de los ciudadanos de desplazarse para realizar diferentes actividades, sea cual fuere su naturaleza, se ha visto afectada en gran medida por los cambios producidos. Las ventajas generadas por la inclusión de la bicicleta como modo de transporte y la proliferación de su uso entre la ciudadanía son innumerables y se extienden tanto en el ámbito de la movilidad urbana como del desarrollo sostenible. En la actualidad, hay multitud de programas para la implantación, fomento o aumento de la participación ciudadana relacionado con la bicicleta en las ciudades. Pero en definitiva, todos y cada uno de estas iniciativas tienen la misma finalidad, crear una malla de vías cicladles eficaz y útil. Capaces de permitir el uso de la bicicleta en vías preferentes con unas garantías de seguridad altas, incorporando la bicicleta en el modelo de intermodalidad del transporte urbano. Con la progresiva implantación del carril bici, muchas personas han empezado a utilizarlas para moverse por la ciudad. Pero todo lo nuevo necesita un periodo de adaptación. Y, la realidad es que la red de viales destinados para estos vehículos está repleta de obstáculos para el ciclista. La actual situación ha llevado a cuestionar qué cantidad de kilómetros de carriles bici son necesarios para abastecer la demanda existente de este modo de transporte y, si las obras ejecutadas y proyectadas son las correctas y suficientes. En este trabajo se presenta una herramienta, basada en un modelo de programación matemática, para el diseño óptimo de una red destinada a los ciclistas. En concreto, el sistema determina una infraestructura para la bicicleta adaptada a las características de la red de carreteras existentes, con base en criterios de teoría de grafos ponderados. Como una aplicación del modelo propuesto, se ofrece el resultado de estos experimentos, obteniéndose un número de conclusiones útiles para la planificación y el diseño de redes de carriles bici desde una perspectiva social. Se realiza una aplicación de la metodología desarrollada para el caso real del municipio de Málaga (España). Por último se produce la validación del modelo de optimización presentado y la repercusión que tiene éste sobre el resultado final y la importancia o el peso del total de variables capaces de condicionar el resultado final de la red ciclista. Se obtiene, por tanto, una herramienta destinada a la mejora de la planificación, diseño y gestión de las diferentes infraestructuras para la bicicleta, con capacidad de interactuar con el modelo de red vial actual y con el resto de los modos de transportes existentes en el entramado urbano de las ciudades.

TRAFFIC IMPACT ANALYSIS OF SEVERAL DYNAMIC LANE MANAGEMENT STRATEGIES FOR CONGESTION MITIGATION BASED ON DTA MODEL

Persistent daily congestion has been increasing in recent years, particularly along major corridors during selected periods in the mornings and evenings. On certain segments, these roadways are often at or near capacity. However, a conventional Predefined control strategy did not fit the demands that changed over time, making it necessary to implement the various dynamical lane management strategies discussed in this thesis. Those strategies include hard shoulder running, reversible HOV lanes, dynamic tolls and variable speed limit. A mesoscopic agent-based DTA model is used to simulate different strategies and scenarios. From the analyses, all strategies aim to mitigate congestion in terms of the average speed and average density. The largest improvement can be found in hard shoulder running and reversible HOV lanes while the other two provide more stable traffic. In terms of average speed and travel time, hard shoulder running is the most congested strategy for I-270 to help relieve the traffic pressure.

A cena contemporânea aos pedaços : observação de um experimento pedagógico

We try to relate this research with other logic, to discover a path of practical approach to approach a creation composed of fragments and a search of parameters for the aesthetics of appropriation. Accordingly, we find relationship with the theater composed of fragments, where different styles are appropriate theatrical and representational styles are merged with each other. Discusses in the first chapter on the theater composed of fragments, and stroll through lanes of the strategies of some directors in the ways of the contemporary scene. In the second chapter we seek procedures and concepts of atmosphere Mikhail Tchekhov (TCHEKHOV, 1996), and the transition from point-to-point by Scott McCloud (2005). In the third part we describe the observation of the experiment conducted by the students of the Bachelor's Degree in Regional Theatre at the University of Cariri in Juazeiro, Ceará, in 2010. Using the methodology of "pesquisa-ação", observing that the scenic writing end of the experiment, called "Toque Me", and the presentation in the cities of Crato and Barbalha, in August 2010, contained elements of the strategies from theater fragmentary scenes and conceptual contents of contemporary theater

Rematerialising heritage

The Rocks is one of Sydney’s premier tourist locations; its identity largely founded on the perception of it as a historically significant site. This perception is steeped in complex notions of the ‘authentic tourist experience offered at The Rocks, which arguably originates from the retention of some of the early streets and architectures of the area. However, implicit in the act of retention is also the act of deletion. Throughout the area of The Rocks, gaps exist. These are the spaces where buildings, houses, outhouses, lanes and indeed whole streets have been eradicated to make way for urban progress or to redefine areas of the city according to political or economic aims. Heritage here is constructed, not only from that which is retained and preserved but also from that which is deleted and destroyed. This paper seeks to examine the fate of one particular street in the Rocks – Princes Street – that was eradicated in 1927 to make way for the Sydney Harbour Bridge. The physical demolition of the street and subsequent erasure of any material sign of it has effectively allowed the street to disappear. The predominant historical narrative that results reveals the extent to which current notions of the past are fundamentally understood through the existence of the material artefact. Yet this paper argues that definitions of the past can be drawn, not only from the material or architectural object that operates as historical proof but also from the social, performative and touristic acts that might be undertaken around the object, the architecture or even its representation.

A State of War: Florida from 1939 to 1945

World War II profoundly impacted Florida. The military geography of the State is essential to an understanding the war. The geostrategic concerns of place and space determined that Florida would become a statewide military base. Florida’s attributes of place such as climate and topography determined its use as a military academy hosting over two million soldiers, nearly 15 percent of the GI Army, the largest force theUS ever raised. One-in-eight Floridians went into uniform. Equally,Florida’s space on the planet made it central for both defensive and offensive strategies. The Second World War was a war of movement, and Florida was a major jump off point forUSforce projection world-wide, especially of air power. Florida’s demography facilitated its use as a base camp for the assembly and engagement of this military power. In 1940, less than two percent of the US population lived in Florida, a quiet, barely populated backwater of the United States.[1] But owing to its critical place and space, over the next few years it became a 65,000 square mile training ground, supply dump, and embarkation site vital to the US war effort. Because of its place astride some of the most important sea lanes in the Atlantic World,Florida was the scene of one of the few Western Hemisphere battles of the war. The militarization ofFloridabegan long before Pearl Harbor. The pre-war buildup conformed to theUSstrategy of the war. The strategy of theUS was then (and remains today) one of forward defense: harden the frontier, then take the battle to the enemy, rather than fight them inNorth America. The policy of “Europe First,” focused the main US war effort on the defeat of Hitler’sGermany, evaluated to be the most dangerous enemy. In Florida were established the military forces requiring the longest time to develop, and most needed to defeat the Axis. Those were a naval aviation force for sea-borne hostilities, a heavy bombing force for reducing enemy industrial states, and an aerial logistics train for overseas supply of expeditionary campaigns. The unique Florida coastline made possible the seaborne invasion training demanded for USvictory. The civilian population was employed assembling mass-produced first-generation container ships, while Floridahosted casualties, Prisoners-of-War, and transient personnel moving between the Atlantic and Pacific. By the end of hostilities and the lifting of Unlimited Emergency, officially on December 31, 1946, Floridahad become a transportation nexus. Florida accommodated a return of demobilized soldiers, a migration of displaced persons, and evolved into a modern veterans’ colonia. It was instrumental in fashioning the modern US military, while remaining a center of the active National Defense establishment. Those are the themes of this work. [1] US Census of Florida 1940. Table 4 – Race, By Nativity and Sex, For the State. 14.

UTFORMNING AV GÅNG-, CYKEL- OCH MOPED-NÄT ANPASSAT FÖR ELCYKEL

Purpose: An increase in the number of pedelecs on Swedish roads is according to studies soon reality. This creates a need to adapt the bmp-grid (bike-, moped- and pedestrian-grid) to pedelecs for them to experience good security, accessibility and comfort while using it. The guidelines Swedish municipalities follow are VGU(Design of Roads and Streets) and the GCM-manual(Bike-, moped-, and pedestrian-manual) which currently do not take society’s future increase of pedelecs into account. VGU and the GCM-manual are tools that are commonly used during planning and design of roads and streets. The aim of the thesis is to use current advice and recommendations on how to adapt the bmp-grid to the pedelec and with this complete current guidelines for bmp-infrastructure. Method: The document-analysis is made on current federal documents that have an impact on bmp-design. Scetch-suggestions were then developed from the author’s personal improvement suggestions and from advice and recommendations gathered during the document-analysis and the theoretical framework. Findings: It was discovered that if the bmp-grid’s design allow bikes traveling up to 30km/h and has a good standard for bicycles according to VGU, then the infrastructure generally fulfil the needs of the pedelec. Altough there are still areas in VGU that needs complements. This need to be done on the design-guidelines so they can aid the adaption of the infrastructure to the pedelec during the planning- and design process. Necessary steps according to the result is to give clearer notifications on bmp-design, issue guidelines for choosing DTS, motivate minimal widths on roads, categories bikers and pedestrians into separate groups, give out more detailed descriptions of when separation of bikers and pedestrians should be done and also to specify different types of bike-users. When taking needs and claim of the pedelec into consideration the result shows that: adaption of the whole bmp-grid to the pedelec is not possible, to simplify priorities the bmp-grid needs to be divided into different sections, space should be taken from the car-traffic, solutions with mixed-traffic and bike-fields for pedelecs can be used in low-speed areas, larger opportunities to connect towns to increase commuting with bicycles appeared with the pedelec. Implications: After examining current guidelines regarding the design of the bmp-grid and gathering opinions on this from interviews the conclusion is that several areas in VGU needs completion. The following are recommendations on how to take the pedelec into consideration during the design-process:• Connect towns and urban-areas with bmp-grids to make use of pedelecs capacity.• Where there is not enough space for both cars and separated pedelec- and bike lanes the speed for car-traffic can be lowered to 30km/h. This creates opportunities with mixed-traffic or bike-lanes.• The width of existing roads and streets are often greater than what’s described in VGU. They can be made smaller to free space on roads for bicycle-infrastructure.• To prioritize which parts of the bmp-grid that needs design to allow pedelecs the bmp-grid can be divided into main- and local grid. The main grid should be design with consideration to the needs and claim of the pedelecs. Limitations: The limitation of the study lies in that none of the interviews where done with employees in any of the bigger municipalities in Sweden. This gives the study a general application in small- to middle-sized cities but not in bigger cities.Keywords: elcykel, ebike, pedelec, utformning, cykel, infrastruktur, infrastructure, society, planering, utformning, säkerhet, fordonstyp

Determinação de antocianinas e compostos fenólicos totais em diferentes genótipos de açaí.

O açaizeiro é uma palmeira nativa da região Amazônica que alcançou um enorme potencial de mercado em função de suas características funcionais. A Embrapa Amazônia Oriental possui um Banco Ativo de Germoplasma (BAG) de açaí e o estudo da composição de seus frutos é indispensável para a tomada de decisão sobre genótipos a fim de identificar aqueles que possuem características superiores. Assim, o objetivo desta pesquisa foi determinar compostos bioativos em genótipos deste BAG e no presente trabalho apresentam-se os resultados referentes a dez genótipos. Observou-se uma variação de 309,17 a 1341,04 mg/100g e 254,43 a 1147,64 mg/100g para os teores de antocianinas totais e monoméricas, respectivamente. Nestes pigmentos o destaque foi para o genótipo L7PL11. Já para compostos fenólicos totais, o destaque foi para o genótipo L12PL20, com um teor médio de 2107,68 mg/100g. De maneira geral, observou-se diferença significativa na maioria dos genótipos estudados, de acordo com o teste estatístico aplicado