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.

Additive manufacturing in the cycling industry: mainstream or gimmick?

INTRODUCTION. Additive manufacturing (AM) for various industries has been trailed, prototyped and used in limited production runs (Gibson, 2015). But considering additive manufacturing with metallic materials has been around for over 15 years the penetration into an industry such as cycling that values customisation and progressive design techniques has been quite limited. This case study looks at the potential of and why additive manufacturing has not progressed from concept development and prototyping into production and mainstream. Selective Laser Melting (SLM) additive manufacturing systems mainly use Stainless Steel 316 (SS316) and Titanium 6Al.4V (Ti64) as a baseline material; both these materials are extremely common in the custom and high volume bike industries. For the purposes of this article we will focus on smaller custom bike manufacturers who are typically more agile and open to high levels of customisation in their products. The study finds that whilst a high number of companies will experiment and prototype with additive manufacturing there is little evidence that the design and development process translates to ongoing production for sale to the consumer, this could be due to knowledge of design and fabrication techniques.

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.

Nuevas prácticas corporales, escuela secundaria y contenidos de la Educación Física : Entre las preguntas, las hipótesis y las propuestas

Este breve ensayo tiene como finalidad plantear algunas reflexiones sobre prácticas corporales alternativas (tales como el roller, el skate, el bike, el parkour, etc) que suelen ser dejadas de lado o ignoradas en el campo de los contenidos seleccionados para ser trabajados en la materia Educación Física en las escuelas secundarias. Partiremos de algunos elementos de reflexión que formaron parte del curso de postgrado "Del aprendizaje a la calidad en la enseñanza y en la educación" (Universidad Complutense de Madrid-UNLP) y que fueran plasmadas en el trabajo final presentado para la aprobación de dicho curso, y de algunos avances de nuestro propio proyecto de investigación para la Tesis de Maestría en Educación Corporal (UNLP) sobre jóvenes y skate en la ciudad de La Plata. Entre otras preguntas y propuestas que abordaremos en este trabajo, estará que lugar se otorgan en las escuelas secundarias a las necesidades e intereses de nuestros jóvenes y particularmente en referencia a la elección e implementación de determinadas prácticas corporales y deportivas que aún parecerían no gozar de un amplio reconocimiento social a diferencia de los deportes ya consagrados e institucionalizados

Planeamento e controlo de treino no segmento de ciclismo do triatlo do Benfica com vista às provas ITU

Relatório de Estágio apresentado para a obtenção do grau de Mestre em Desporto com especialização em Treino Desportivo

Planeamento e controlo de treino no segmento de ciclismo do triatlo do Benfica com vista às provas ITU

Relatório de Estágio apresentado para a obtenção do grau de Mestre em Desporto com especialização em Treino Desportivo

Modern trafik – En studie kring cykelfrämjandet i Umeå kommun

Purpose: To determine the progress in Umeå concerning the furtherance of bicycle traffic in the city and to investigate the possibility of a similar progress in Jönköping. Method: Semi structured interviews with officials, politicians and enthusiasts in Umeå and Jönköping, document analysis of documents provided by the municipalities and observations of Umeå city center. Findings: Umeå’s mindset around a sustainable society have been identified and the vast difference between the two cities is the time that they’ve actively worked with the bike issue and how public officials prioritize while planning. Umeå’s large advantage in their decision making is that officials and politicians are working towards the same goal and are united in the bike issue. This makes decisions regarding bicycle promotion easier to make. Due to the difference in conditions between the cities, the writers states that Umeå’s way of planning their traffic not necessarily is the right way for Jönköping to plan theirs. Implications: In order to develop it’s bicycle network, Jönköping must dare to let go of their old way of thinking. Instead of thinking that car traffic is necessary in a city, they should have the courage to take difficult decisions that benefit bicycle promotion and thus develop a sustainable transport system. Limitations: The study does not address the economic aspects that are involved in the development of an attractive bicycle network. Also the environmental issues are only dealt with in a thorough level, as it’s necessary to fulfill the study’s objectives. The study’s purpose is considered to be achieved but the result could have been even more developed if more parties were interviewed. Keywords: Bicycle path, bicycle, sustainable transport planning, sustainable society, sustainability, Umeå, Jönköping 

Associations between access to recreational physical activity facilities and body mass index in Scottish adults

BACKGROUND: The aim of this country-wide study was to link individual health and behavioural data with area-level spatial data to examine whether the body mass index (BMI) of adults was associated with access to recreational physical activity (PA) facilities by different modes of transport (bus, car, walking, cycling) and the extent to which any associations were mediated by PA participation. METHODS: Data on individual objectively-measured BMI, PA (number of days of (a) ≥20 min of moderate-to-vigorous PA, and (b) ≥15 min of sport or exercise, in previous 4 weeks), and socio-demographic characteristics were obtained from a nationally representative sample of 6365 adults. The number of accessible PA facilities per 1,000 individuals in each small area (data zones) was obtained by mapping a representative list of all fixed PA facilities throughout mainland Scotland. A novel transport network was developed for the whole country, and routes on foot, by bike, by car and by bus from the weighted population centroid of each data zone to each facility were calculated. Separate multilevel models were fitted to examine associations between BMI and each of the 24 measures of accessibility of PA facilities and BMI, adjusting for age, gender, longstanding illness, car availability, social class, dietary quality and urban/rural classification. RESULTS: We found associations (p < 0.05) between BMI and 7 of the 24 accessibility measures, with mean BMI decreasing with increasing accessibility of facilities-for example, an estimated decrease of 0.015 BMI units per additional facility within a 20-min walk (p = 0.02). None of these accessibility measures were found to be associated with PA participation. CONCLUSIONS: Our national study has shown that some measures of the accessibility of PA facilities by different modes of transport (particularly by walking and cycling) were associated with BMI; but PA participation, as measured here, did not appear to play a part in this relationship. Understanding the multi-factorial environmental influences upon obesity is key to developing effective interventions to reduce it.

Plan de negocios Bicigo app

La gran cantidad de personas interesadas actualmente en cuidar de su salud por medio de la Bicicleta, es una tendencia que cada vez toma más fuerza y por esto, se tomara como ventaja que la ciudad de Bogotá con sus últimos alcaldes han decidió apoyar el uso de esta. Aplicación para realizar grupos de ciclistas y poder salir cualquier día de la semana acompañado de más personas por un tema de transporte pero también de ocio. El objetivo es que las personas que no utilizan la bicicleta por miedo a salir solos, puedan unirse a diferentes grupos y hacer bici paseos por la ciudad, también contemplamos el hecho de que existen personas que quieren montar bicicleta como aficionados, es decir que salen por la carreteras aledañas a la capital pero muchas veces no tienen grupo con quien rodar. Queremos para el año 2020, lograr ser una de las aplicaciones de Bicicletas más exitosa de la ciudadanía de Bogotá, siendo una de las aplicaciones que mas apoya el uso diario y deportivo de la bicicleta. Nuestra aplicación ofrece el servicio principalmente de reunir gente y hacer paseos con diferentes personas haciendo uso de las bicicletas, dentro de la ciudad como ocio y transporte se realizarían en la mañana y noches, pero así mismo realizar grupos para hacer uso de la bicicleta por carreteras, es decir más como modo profesional o aficionado. Nuestra aplicación cuenta con una interface para seleccionar el tipo de bici usuario y segundo por donde o a donde quiere dirigirse para así mismo mostrarle las rutas cercanas a él. Nuestra característica principal es la unión de diferentes grupos, personas y entidades para hacer uso de la Bicicleta, tenemos una plataforma interactiva y fácil de usar, tan fácil que cualquier persona que no esté inmersa en el mundo de los Smartphone o aplicaciones pueda aprender a usarla. Unas de las ventajas con las que cuento es que desde muy joven me ha gustado montar en bicicletas y es así como decido crear una aplicación ya que compañeros, familiares y conocidos no salían a montar bicicleta solo conmigo, preferían que fuese un grupo más grande. Así mismo cuento con 3 compañeros de la universidad Javeriana que son programadores y ellos me van a brindar apoyo con la programación de la aplicación, y una compañera cercana a mí que estudio diseño industrial y me brindara apoyo con el diseño e imagen corporativa de la aplicación. Cuento con planta física para ubicar la oficina de nuestra empresa. Esta aplicación va dirigida principalmente a los habitantes de la ciudad de Bogotá, interesados en el cuidado de su salud combinado con medio de transporte, y personas correspondientes al estrato 2 en adelante, ya que son las personas que normalmente hacen uso de la bicicleta o que son personas potenciales para empezar hacer uso de la bicicleta. . La ciudad de Bogotá cuenta con 8’037.732 habitantes y este proyecto va ser desarrollado en toda la ciudad, toca tener en cuenta que la ciudad esta mesclada entre la diferente estratificación, no dirigimos a los estratos 2 y 3 que tenga la posibilidad de tener su Bicicleta y un celular tipo Smartphone, para los estratos 4, 5 y 6 sabemos que tiene la facilidad de obtener una bicicleta y ellos son nuestro usuario potencial el cual generaríamos un cambio y tomarían su bicicleta para hacer ejercicio como ocio y como medio de transporte. En cuanto a la proyección financiera para la aplicación, como se mencionó anteriormente, contamos con una gran ventaja, ya que la inversión requerida será menor debido a la propiedad con la que cuento para llevar a cabo el proyecto. Una propiedad de 60 metros cuadrados para empezar, la cual cuenta con salas de reunión y auditorio, un parqueaderos exteriores. Al hacer la calculación se va tener en cuenta el pago de un arriendo sin importan que sea de nuestra propiedad y así poder evidenciar realmente como es el estado financiero y no subsidiarla. Por otro lado, la inversión en efectivo que se necesitara será aproximadamente de $100.000.000 que serán $50.000.000 de mis padres y el restante saldrán de mis ahorros, Javier Amortegui Babativa, los cuales serán distribuidos para adecuación de planta, equipos y sistemas $17.616.880, para publicidad y mercadeo: $30.000.000, creación de la aplicación $34.000.000, sistemas IOS + Android $421.600, Gastos de composición empresarial y bancarios $11.000.000 y por último se va tener un provisión para imprevistos por el restante $6.961.520. Nuestras proyecciones de ventas han sido basadas en aplicaciones similares con un mismo formato de lucro con el tema de bicicletas pero no con la misma idea de negocio, nuestras proyecciones de ventas estimadas serán de $20.000.000 a $25.000.000 los primeros 3 meses, mientras tomamos fuerza en el mercado.

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