O centenário da ferrovia brasileira (1954): ensaio sobre a elabo-ração da memória ferroviária no Brasil

In 1954, it was celebrated the centenary of railways in Brazil. The date refers to the first section of 14.5 km of railway in Brazil (30/04/1854), in Rio de Janeiro, between Mauá and Fragoso, of the Petropolis Railway Company (Estrada de Ferro Petrópolis). Some of the texts and commemorative events indicated the symbolic values that the railroad took in the Brazilian history. Firstly, on 30.04.1954, the railway section Mauá-Fragoso and steam locomotive “Baroness” (the first used on the track) were declared national monuments(Decree No. 35,447-A, April 30, 1954). Secondly, some entities (Clube de Engenharia, Conselho Nacional de Geografia, Ministério da Viação e Obras Públicas) highlighted the importance of celebrating the Brazilian railway history and its historical significance, economic and geographical. For this, some events was occurred (the commemoration of one hundred years in Rio de Janeiro and Recife on 30.04.1954). Among the texts wrought produced, we highlight the text I Centenary of Brazilian Railroad (1954), released by the Brazilian Institute of Geography and Statistics (Instituto Brasileiro de Geografia e Estatística), and the National Council of Geography (Conselho Nacional de Geografia). The emphasis given to the railway refersto the geographical perspective (territorial expansion), but also makes mention of the Barãode Mauá, the founder of Petropolis Railway Company. We aim to understand the celebration from evocations about the Brazilian railroad history and some ideas that is assigned to the railway (and the Barãode Mauá), and railway heritage (the track and the locomotive “Baroneza”). On basis of this review will seek to understand how it was reconceived the railroad memory in view of these values and material elements.

Aspectos técnicos, econômicos e de sustentabilidade da produção de hidrogênio renovável

Pós-graduação em Engenharia Mecânica - FEG

O transporte ferroviário no nordeste brasileiro e o potencial de desenvolvimento do sudoeste do Estado do Piauí

Pós-graduação em Geografia - IGCE

Estudo de dormentes de aço sob solicitações verticais, longitudinais e transversais em via permanente ferroviária

This article presents the results of research conducted on full-scale models, studying the behavior of steel sleepers under the action of static loads, in vertical, longitudinal and transverse directions. For the research models were run with rails TR-68, fixed with elastic system on seven sleepers each type, separately, embedded in standard ballast with 35 cm height and on the basis of compacted soil with 30 cm thick. For the load tests were constructed using reaction systems of vertical and horizontal forces with the objective of applying the requests. The system of readings and data acquisition was fully computerized, obtaining in real time the values of forces and displacements. The results were compared with those installed in the same way with sleepers of wood, mono-block and bi-block prestressed concrete. The analyzed results provided unprecedented parameters in Brazil and of great importance for the design of modern railway permanent way, using steel sleepers.

Novos trilhos: a reinserção da área da estação ferroviária de Dracena no contexto urbano atual

Dracena, located in Presidente Prudente's region and founded in 1945, is a coffe and cotton's expansion and had your development by the advance of the Paulista Company of Railroads' tracks. For a long time the train was part of the city's and people's daily life. However, with the decline of rail trasport, the train station and a whole have become spaces without meaning and use. Thus, this final graduation work os Architecural and Urbanism course, aims to reintegrate in the urban área of Dracena Station and upgrade their space. To this end, based on the critical restoration theories and the projective references chosen were proposed the restoration of the railway station building and the creation of na annex for the Department of Culture. To enable the reintegration of the area into the urban fabric was proposed to create a linear park that provides a leisure space above the city and the lack of green areas. Preserving these spaces in a time when changes occur so quickly means keeping alive the memory and history of cities and allow new generations to take notice

A aplicação da abordagem do Tecnógeno na identificação e classificação dos terrenos e depósitos tecnogênicos no ambiente urbano de Guarapuava-PR

Pós-graduação em Geografia - FCT

Knox-Wise Family Papers - Accession 591

The Knox-Wise Family Papers includes a land grant issued to John Knox in 1768; diaries written by Dr. John Knox [1792-1859] covering the 1840s and 1850s; James N. Knox [1806-1880] covering 1859-1880; and William D. Knox [1847-1928] covering 1869-1928; indentures, deeds, receipts, court summonses and other papers of Hugh Knox [1757-1821], sheriff and justice of the peace in Chester County, South Carolina (ca. 1780s and 1790s); correspondence of James N. Knox, correspondence, and other professional papers of Dr. John Knox; correspondence, and other papers of William D. Knox, Superintendent of Education in Chester County from 1896-1928. Papers of various other members of the Knox and Wise families including Hugh Boyd Knox [1814-1886], Robert Knox [1796-1879], Sally Knox Wallace [1803-1901], Alexander Walker Wise, and Emmie R. Knox [1885-1969]; family histories of the Knox, Wise, Dunlap, Gaston, and Wilks families; church histories, photographs, and newspaper clippings. Also included are three published volumes of the United Confederate Veterans Minutes of the 21st (1911) and 25th (1915) Annual Meeting and Reunion; and the minutes of the annual reunion of the South Carolina Division of the United Confederate Veterans (1921-1927).

The Probe, Issue 189 – June 1998

When Deer Are Too Dear and Elk Are Too Elegant -- Gary W. Witmer, NADCA Regional Director, Southern Rockies Region, Region 2 Understanding Home Range -- Jeff Jackson, Extension Wildlife Specialist, School of Forest Resources, University of Georgia Notes from Nigeria: Wildlife Crop Interactions in Threatened Sahelian Wetland -- Augustine U. Ezealor, Dept. of Biological Sciences, Ahmadu Bello University, Zaria, Nigeria, and Robert H. Giles, Jr., Dept. of Fisheries and Wildlife Sciences, Virginia Polytechnic Institute and State University, Blacksburg, VA 24061-0321. Two Women Animal Rights Activists Protest Prairie Dog Control Rats on the Rise-Urban Wildlife Control Proves to Be Bonanza for Florida Man Wildlife Up Close and Personal for Suburbanites An ADC Story from the Internet Stray Cats Pose Expensive Problem

The Probe, Issue 206 – November 1999

Wildlife Damage Conferences: When, Where, and Why? -- Robert M. Timm, Editor, THE PROBE Booklet Review:"The Problem with Skunks!!" by Edward Kellems (34 pages, illustrated. $14.95) New NWCO Web Page url is http://www.wildlifedamagecontrol.com/nwcoa.htm Abstracts from the 2nd International Wildlife Management Congress, Hungary Human Disturbance as a Design Factor to Aid Displacement of Canada Geese from Urban Parks -- P. C. Whitford, Biology Department, Capital University, Columbus, OH Leopard Problems in Nepal -- T. M. Maskey, National Parks and Wildlife Conservation Department, Kathmandu, Nepal Elk-human Conflict Management in Banff National Park, Alberta, Canada -- J. A. McKenzie, Banff National Park Wildlife Laboratory The Avoidance of Virtual Barriers by Wolves in Captivity -- M. Musiani*, E. Visalberghi*, andL. Boitani, *CNR Psychology Institute, Rome, Italy Successful Field Trials of a New Slow-Release Capsaicin-Based Animal Repellent for Reducing a Variety of Human-Wildlife Conflicts in Israel -- S. C. Nemtzov, Dept. of Terrestrial Ecology, The Nature and National Parks Protection Authority, Jerusalem, Israel Educational Workshops: A Proactive Approach to Conflict Resolution in Wildlife Management -- K. B. Reis, H. R. Campa III, R. B. Peyton, and S. Winterstein, Dept. of Fisheries & Wildlife, Michigan State University, East Lansing, MI Traps and Trapping in Sweden -- T. Svensson, Swedish Environmental Protection Agency, Stockholm, Sweden Actual Problems of Predator Management in Hungary -- L. Szemethy, M. Heltai, and Z. Biro, Dept. of Wildlife Biology & Management, Godollo University of Agricultural Sciences, Godollo, Hungary Crop and Livestock Depredation by Wildlife -- N. Udaya Sekhar, Centre for Int'I. Environment & Development Studies, Aas, Norway Conservation of the Iberian Wolf in Portugal—The Everlasting Conflict with Man -- J. V. Vingada*, C. Eira, S. Scheich, C. Fonseca, M. Soares, F. L. Correia, M. Fana* P. Carmo, A. Ferreira, A. Soares, and B. Bobek. *Dept. deBiologia da Universidade do Minho, Campus de Gualtar, Portugal Barkpeeling Damage in Relation to Red Deer Density and Forest Structure in Austria -- F. H. Voelk, Institute of Wildlife Biology & Game Management, Universitaetfuer Bodenkultur Wien, Vienna, Austria Human-Wildlife Conflict Resolution: National Imperatives and Strategies -- P. 0. Wander a Kenya Wildlife Service, Nairobi, Kenya An Overview and Evaluation of Deer Herd Management Programs in Urban and Suburban Communities of the USA -- R. J. Warren, Warnell School of Forest Resources, Univ. of Georgia, Athens, GA

Architettura delle centrali idroelettriche italiane 1910-1940. L'esperienza di Giovanni Muzio e Piero Portaluppi

Oggetto della ricerca è il tema dello spazio delle centrali idroelettriche costruite nella prima metà del Novecento dagli architetti Giovanni Muzio e Piero Portaluppi. L’individuazione del tema sorge dalla volontà di indagare quali siano stati gli sviluppi dal punto di vista architettonico all’interno di un genere così specifico durante un periodo di tempo in cui gli stili architettonici e le tendenze hanno subito stravolgimenti ed evoluzioni che ancora oggi trovano una difficile connotazione e definizione precisa. L’analisi dell’architettura delle centrali idroelettriche, effettuata ripercorrendo le principali vicende del settore idroelettrico dalla fine del secolo scorso al secondo dopoguerra, oltre a considerare il rapporto con il contesto territoriale e culturale del nostro Paese vuole prendere in considerazione anche il particolare rapporto che in più casi si è venuto a creare tra committenti e progettisti. Compito della tesi è rileggere un settore poco indagato finora e capire se vi sia stata effettivamente una evoluzione architettonica dal punto di vista tipologico o se la centrale sia stata sempre affrontata come semplice esercizio di “vestizione” di un involucro precostituito da precise esigenze tecniche. La ricerca infatti si pone come obiettivo lo studio delle centrali non solo dal punto di vista tipologico e spaziale dei suoi principali elementi, ma si pone come obiettivo anche lo studio della loro distribuzione nel sito in cui sono sorte, distribuzione che spesso ha portato alla formazione di una sorta di vera e propria “città elettrica”, in cui la composizione dei vari elementi segue una logica compositiva ben precisa. Dal punto di vista del contributo originale la ricerca vuole proporre una serie di riflessioni ed elaborati inerenti alcune centrali non ancora indagate. Nel caso specifico di Portaluppi l’apporto originale consiste nell’aver portato alla luce notizie inerenti centrali che sono sempre state poste in secondo piano rispetto le ben più note e studiate centrali della Val d’Ossola. Nel caso invece di Muzio il contributo consiste in una analisi approfondita e in una comparazione di documenti che di solito sono sempre stati pubblicati come semplice apparato iconografico, ma che messi a confronto danno una lettura di quelle che sono state le fasi e le elaborazioni progettuali apportate dall’autore. Il tema della ricerca è stato affrontato poi attraverso una lettura delle fonti dirette relative agli scritti degli autori, con una contemporanea lettura di testi, articoli e interventi tratti dalle riviste appartenenti al periodo in esame per comprendere al meglio il panorama culturale e architettonico che hanno fatto da scenario alle esperienze di entrambe le figure oggetto di studio. Infine la ricerca si è concentrata sull’analisi di alcune opere in particolare - due centrali idroelettriche per ciascun autore oggetto della tesi - scelte perché considerate rappresentative sia per impianto spaziale e tipologico, sia per le scelte compositive e stilistiche adottate. La lettura dei manufatti architettonici scelti è stata condotta con l’analisi di copie di elaborati grafici originali, foto d’epoca e altri documenti reperiti grazie ad una ricerca condotta in vari archivi. Le centrali scelte nell’ambito delle esperienze maturate da Muzio e Portaluppi sono state individuate per rappresentare il quadro relativo allo sviluppo e alla ricerca di un nuovo linguaggio formale da adottare nell’ambito dell’architettura di questi manufatti. Per entrambi i protagonisti oggetto della ricerca sono state individuate due centrali in grado di dare una visione il più possibile completa dell’evoluzione della tematica delle centrali idroelettriche all’interno della loro esperienza, prendendo in considerazione soprattutto gli aspetti legati all’evoluzione del loro linguaggio compositivo e stilistico. L’individuazione delle centrali da analizzare è stata dettata prendendo in considerazione alcuni fattori come il tipo di impianto, le relazioni e confronto con il contesto geografico e naturale e le soluzioni adottate.

Modellazione multibody di veicoli ferroviari: sviluppo ed implementazione di modelli innovativi per l'analisi del contatto ruota - rotaia

The wheel - rail contact analysis plays a fundamental role in the multibody modeling of railway vehicles. A good contact model must provide an accurate description of the global contact phenomena (contact forces and torques, number and position of the contact points) and of the local contact phenomena (position and shape of the contact patch, stresses and displacements). The model has also to assure high numerical efficiency (in order to be implemented directly online within multibody models) and a good compatibility with commercial multibody software (Simpack Rail, Adams Rail). The wheel - rail contact problem has been discussed by several authors and many models can be found in the literature. The contact models can be subdivided into two different categories: the global models and the local (or differential) models. Currently, as regards the global models, the main approaches to the problem are the so - called rigid contact formulation and the semi – elastic contact description. The rigid approach considers the wheel and the rail as rigid bodies. The contact is imposed by means of constraint equations and the contact points are detected during the dynamic simulation by solving the nonlinear algebraic differential equations associated to the constrained multibody system. Indentation between the bodies is not permitted and the normal contact forces are calculated through the Lagrange multipliers. Finally the Hertz’s and the Kalker’s theories allow to evaluate the shape of the contact patch and the tangential forces respectively. Also the semi - elastic approach considers the wheel and the rail as rigid bodies. However in this case no kinematic constraints are imposed and the indentation between the bodies is permitted. The contact points are detected by means of approximated procedures (based on look - up tables and simplifying hypotheses on the problem geometry). The normal contact forces are calculated as a function of the indentation while, as in the rigid approach, the Hertz’s and the Kalker’s theories allow to evaluate the shape of the contact patch and the tangential forces. Both the described multibody approaches are computationally very efficient but their generality and accuracy turn out to be often insufficient because the physical hypotheses behind these theories are too restrictive and, in many circumstances, unverified. In order to obtain a complete description of the contact phenomena, local (or differential) contact models are needed. In other words wheel and rail have to be considered elastic bodies governed by the Navier’s equations and the contact has to be described by suitable analytical contact conditions. The contact between elastic bodies has been widely studied in literature both in the general case and in the rolling case. Many procedures based on variational inequalities, FEM techniques and convex optimization have been developed. This kind of approach assures high generality and accuracy but still needs very large computational costs and memory consumption. Due to the high computational load and memory consumption, referring to the current state of the art, the integration between multibody and differential modeling is almost absent in literature especially in the railway field. However this integration is very important because only the differential modeling allows an accurate analysis of the contact problem (in terms of contact forces and torques, position and shape of the contact patch, stresses and displacements) while the multibody modeling is the standard in the study of the railway dynamics. In this thesis some innovative wheel – rail contact models developed during the Ph. D. activity will be described. Concerning the global models, two new models belonging to the semi – elastic approach will be presented; the models satisfy the following specifics: 1) the models have to be 3D and to consider all the six relative degrees of freedom between wheel and rail 2) the models have to consider generic railway tracks and generic wheel and rail profiles 3) the models have to assure a general and accurate handling of the multiple contact without simplifying hypotheses on the problem geometry; in particular the models have to evaluate the number and the position of the contact points and, for each point, the contact forces and torques 4) the models have to be implementable directly online within the multibody models without look - up tables 5) the models have to assure computation times comparable with those of commercial multibody software (Simpack Rail, Adams Rail) and compatible with RT and HIL applications 6) the models have to be compatible with commercial multibody software (Simpack Rail, Adams Rail). The most innovative aspect of the new global contact models regards the detection of the contact points. In particular both the models aim to reduce the algebraic problem dimension by means of suitable analytical techniques. This kind of reduction allows to obtain an high numerical efficiency that makes possible the online implementation of the new procedure and the achievement of performance comparable with those of commercial multibody software. At the same time the analytical approach assures high accuracy and generality. Concerning the local (or differential) contact models, one new model satisfying the following specifics will be presented: 1) the model has to be 3D and to consider all the six relative degrees of freedom between wheel and rail 2) the model has to consider generic railway tracks and generic wheel and rail profiles 3) the model has to assure a general and accurate handling of the multiple contact without simplifying hypotheses on the problem geometry; in particular the model has to able to calculate both the global contact variables (contact forces and torques) and the local contact variables (position and shape of the contact patch, stresses and displacements) 4) the model has to be implementable directly online within the multibody models 5) the model has to assure high numerical efficiency and a reduced memory consumption in order to achieve a good integration between multibody and differential modeling (the base for the local contact models) 6) the model has to be compatible with commercial multibody software (Simpack Rail, Adams Rail). In this case the most innovative aspects of the new local contact model regard the contact modeling (by means of suitable analytical conditions) and the implementation of the numerical algorithms needed to solve the discrete problem arising from the discretization of the original continuum problem. Moreover, during the development of the local model, the achievement of a good compromise between accuracy and efficiency turned out to be very important to obtain a good integration between multibody and differential modeling. At this point the contact models has been inserted within a 3D multibody model of a railway vehicle to obtain a complete model of the wagon. The railway vehicle chosen as benchmark is the Manchester Wagon the physical and geometrical characteristics of which are easily available in the literature. The model of the whole railway vehicle (multibody model and contact model) has been implemented in the Matlab/Simulink environment. The multibody model has been implemented in SimMechanics, a Matlab toolbox specifically designed for multibody dynamics, while, as regards the contact models, the CS – functions have been used; this particular Matlab architecture allows to efficiently connect the Matlab/Simulink and the C/C++ environment. The 3D multibody model of the same vehicle (this time equipped with a standard contact model based on the semi - elastic approach) has been then implemented also in Simpack Rail, a commercial multibody software for railway vehicles widely tested and validated. Finally numerical simulations of the vehicle dynamics have been carried out on many different railway tracks with the aim of evaluating the performances of the whole model. The comparison between the results obtained by the Matlab/ Simulink model and those obtained by the Simpack Rail model has allowed an accurate and reliable validation of the new contact models. In conclusion to this brief introduction to my Ph. D. thesis, we would like to thank Trenitalia and the Regione Toscana for the support provided during all the Ph. D. activity. Moreover we would also like to thank the INTEC GmbH, the society the develops the software Simpack Rail, with which we are currently working together to develop innovative toolboxes specifically designed for the wheel rail contact analysis.

Orthodontic therapy and gingival recession: a systematic review

To perform a systematic review on the effect of changes in incisor inclination owing to orthodontic treatment and the occurrence of gingival recession. PubMed, EMBASE Excerpta Medica and CENTRAL of the Cochrane Library were searched and a hand search was performed. From 1925 articles identified, 17 articles were finally included: six experimental animal studies and 11 retrospective clinical studies in humans. More proclined teeth compared with less proclined teeth or untreated teeth had in most studies a higher occurrence or severity of gingival recession. Contradictory results were found regarding a possible statistically significant correlation between the extent of gingival recession and the amount of incisor proclination during treatment, width of attached gingiva, hygiene, periodontal condition or thickness of the symphysis. There are no high quality animal or clinical studies on this topic. Movement of the incisors out of the osseous envelope of the alveolar process may be associated with a higher tendency for developing gingival recessions. The amount of recession found in studies with statistically significant differences between proclined and non-proclined incisors is small and the clinical consequence questionable. Because of the low level of evidence of the included studies, the results should be considered with caution. Further randomized clinical studies including clinical examination of hygiene and gingival condition before, during and after treatment are needed to clarify the effect of orthodontic changes in incisor inclination and the occurrence of gingival recession.