A transformação do modelo de gestão no futebol

Este trabalho corresponde ao resultado da primeira etapa do projeto de pesquisa encaminhado ao Núcleo de Pesquisas e Publicações da Fundação Getulio Vargas cujo objetivo principal é estudar a transformação no modelo de gestão no futebol brasileiro. Esta primeira etapa da pesquisa buscou tornar mais claros os contornos do problema da transformação do paradigma de gestão dos clubes de futebol brasileiros. Para este primeiro propósito, devido ao caráter contemporâneo e complexo do nosso problema de pesquisa, uma espécie de revisão bibliográfica exploratória foi usada tendo como guia uma estrutura de análise dividida em quatro partes distintas e complementares. Na primeira, a questão da necessidade de profissionalização do futebol brasileiro é explorada. No capítulo seguinte, um estudo da evolução do futebol como negócio é conduzido para que se entenda a concepção ou origem deste novo setor econômico. A seguir, a análise das leis econômicas e da estrutura do negócio futebol culmina com a análise dos atuais modelos de transformação de clubes em empresas e com uma proposta do modelo ideal de transformação a nível institucional/organizacional. Finalmente, no último capítulo, um estudo sobre a história do Manchester United é conduzido para que se entenda a natureza do paradigma de gestão que é hoje o "modelo de sucesso" em termos de gestão estratégica de clubes de futebol.

Equipamento de biotelemetria para monitoramento em tempo real do teste da caminhada de seis minutos

Este estudo visa desenvolver um sistema portátil de radiocomunicação de radiação restrita, indicado para biotelemetria digital de curta distância aplicada ao Teste da Caminhada de Seis Minutos (TC6M) em pacientes com doença pulmonar obstrutiva crônica ou hipertensão pulmonar. A saturação periférica da hemoglobina (SpO2) e a freqüência cardíaca (FC) são monitoradas em tempo real. É utilizada a banda destinada a aplicações médicas, industriais e científicas (ISM), com freqüência de portadora em 916MHz e potência de transmissão de 0,75mW. Este sistema foi projetado para operar através de um enlace half duplex e codificação Manchester NRZ incorporando um protocolo para correção de erros do tipo automatic repeat request error com utilização de um código CRC-16 para detecção de erros. A velocidade máxima de transmissão de dados é de 115.2 kbps. O sistema é constituído de três partes: unidade portátil (Master), unidade estacionária (Slave) e software de visualização em tempo real. A unidade portátil recebe do oxímetro os parâmetros de monitorização que são transmitidos via enlace de rádio-freqüência. A interface da unidade estacionária com o software é feita através da porta de comunicação serial padrão RS-232. Os testes de laboratório e de campo demonstraram que o sistema de biotelemetria é adequado a realizar o TC6M com precisão de SpO2 de ±3 dígitos (com ±1 desvio padrão) e FC de ±3% ambos com taxa de Frame Error Rate < 10-4 (0,01%), sem restrigir os movimentos do usuário durante o processo de monitorização.

Hydrological aspects of the tropical rainforest in the central Amazon.

Annual runoff, loss by interception, transpiration and evapotranspiration of two watersheds in the Amazon rainforest of the terra firme type in central Amazonia, were estimated. The results show the significant importance of the forest to the present ecological balance of the region, which may be seriously altered if uncontrolled and unplanned deforestation continues.-from Authors

A genealogia do patrimônio em São Luís: da Athenas a capital da diversidade

Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)

A produção técnico-científica de James Precott Joule: uma leitura a partir da epistemologia de Ludwig Fleck

This paper aims an epistemologically analysis of the attempt of James Prescott Joule to replace the steam engine by the electric one. In this historical analysis, we use the epistemological categories: style of thinking, collective thinking, intercollective circulation of ideas and practices,Joule and other technicians in Machester received in that time financial incentives from governments and industry to replace the steam engine by the electric one, since it was in Manchester a culture of the technique of the accuracy and precision in which Joule was immersed, which allowed us to initially identify the styles of techniques thinking and experimental efficiency. However, Joule could not replace the steam engine by the electric; and the awareness of the problems faced by him, in the attempt to make such a substitution, led him to seek, through an intercollective circulation of ideas and practices, such as the studies of Faraday and Jacobi, a change of direction in his researches. According to our analysis, what happened was a change of style from a technical to a scientific thinking. In this sense, Joule began to investigate issues of a scientific nature, as the Joule’s effect and the mechanical equivalent of heat, which contributed significantly to the establishment of the principle of conservation of energy. We present here the contributions of this epistemological analysis to the discussion of questions of the nature of science in the basic education and for the training of physics teachers.

Samuel Avon Smith Diary- Accession 284 - M121 (154)

The Samuel Avon Smith Diary is a journal written Samuel Avon Smith who was a Confederate soldier during the American Civil War (Company H, 5th Regiment, SC) and a doctor. The journal was written from ca. 1830-1876 or beyond (some pages have been destroyed). The first part is a reminiscence of his life from 1830 to ca. 1873 and from that point on he gives a monthly account of life in Bullock’s Creek, SC. Subjects covered in the journal are the battles of Manassas and Seven Pines, Confederate Troops at Leesburg, the reorganization of the Confederate Army, the march to Richmond, the conditions of the troops, wounds received at the battle of Seven Pines and his medical treatment at the Confederate hospital in Manchester, Virginia, his education at the Ebenezer Academy and the Medical College of SC in Charleston; his life, practice, and health conditions in Gaston County, NC, Lincoln County, NC, and in Bullock’s Creek, SC; and sentiments towards the reconstruction government and Ku Klux Klan. There is also mention of a conflict between Blacks and Whites in Chester County, SC in 1871.

Celesta Wine Shippey Papers - Accession 200

The Celesta Wine Shippey Papers consists of correspondence, photographs, speeches, newspaper clippings, publications, and other papers related to her research, club activities, and her travels as a Fulbright Fellow. Dr. Shippey served as a professor of English at Winthrop from 1945 to 1961. Much of her research as an English professor focused on the 16th century writer Nathaniel Woodes who wrote the morality play, Conflict of Conscience. Also of interest are the photographic albums kept by Dr. Shippey, including photographs of Denmark (She attended Brethren Church) in 1913 through 1916, Manchester College, Oak Park, Illinois (ca 1920), Europe (1955), and Pakistan (1957-1958).

Chromosome painting in three-toed sloths: a cytogenetic signature and ancestral karyotype for Xenarthra

Background: Xenarthra (sloths, armadillos and anteaters) represent one of four currently recognized Eutherian mammal supraorders. Some phylogenomic studies point to the possibility of Xenarthra being at the base of the Eutherian tree, together or not with the supraorder Afrotheria. We performed painting with human autosomes and X-chromosome specific probes on metaphases of two three-toed sloths: Bradypus torquatus and B. variegatus. These species represent the fourth of the five extant Xenarthra families to be studied with this approach. Results: Eleven human chromosomes were conserved as one block in both B. torquatus and B. variegatus: (HSA 5, 6, 9, 11, 13, 14, 15, 17, 18, 20, 21 and the X chromosome). B. torquatus, three additional human chromosomes were conserved intact (HSA 1, 3 and 4). The remaining human chromosomes were represented by two or three segments on each sloth. Seven associations between human chromosomes were detected in the karyotypes of both B. torquatus and B. variegatus: HSA 3/21, 4/8, 7/10, 7/16, 12/22, 14/15 and 17/19. The ancestral Eutherian association 16/19 was not detected in the Bradypus species. Conclusions: Our results together with previous reports enabled us to propose a hypothetical ancestral Xenarthran karyotype with 48 chromosomes that would differ from the proposed ancestral Eutherian karyotype by the presence of the association HSA 7/10 and by the split of HSA 8 into three blocks, instead of the two found in the Eutherian ancestor. These same chromosome features point to the monophyly of Xenarthra, making this the second supraorder of placental mammals to have a chromosome signature supporting its monophyly.

Conformation and Stereodynamic of Hindered Aromatic System

The preparation of conformationally hindered molecules and their study by DNMR and computational methods are my thesis’s core. In the first chapter, the conformations and the stereodynamics of symmetrically ortho-disubstituted aryl carbinols and aryl ethers are described. In the second chapter, the structures of axially chiral atropisomers of hindered biphenyl carbinols are studied. In the third chapter, the steric barriers and the -barrier of 1,8-di-aylbiphenylenes are determined. Interesting atropisomers are found in the cases of arylanthrones, arylanthraquinones and arylanthracenes and are reported in the fourth chapter. By the combined use of dynamic NMR, ECD spectroscopy and DFT computations, the conformations and the absolute configurations of 2-Naphthylalkylsulfoxides are studied in the fifth chapter. In the last chapter, a new synthetic route to ,’-arylated secondary or tertiary alcohols by lithiated O-benzyl-carbamates carrying an N-aryl substituent and DFT calculations to determinate the cyclic intermediate are reported. This work was done in the research group of Prof. Jonathan Clayden, at the University of Manchester.

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.

Grafene: Proprieta, sintesi e applicazioni

Nel 2004 due Fisici dell’Università di Manchester, nel Regno Unito, hanno isolato per la prima volta un materiale dallo spessore di un singolo atomo: il grafene. Questo materiale, composto da un reticolo di atomi di carbonio disposti a nido d’ape, possiede interessanti proprietà chimiche e fisiche, tra le quali una elevata resistenza chimica e meccanica, un’eccellente trasporto termico ed elettrico ed una elevata trasparenza. Il crescente fermento attorno al grafene ha suscitato un forte interesse a livello europeo, al punto che il 28 gennaio di quest’anno la Comunità Europea ha approvato i due più grandi progetti di ricerca mai finanziati in Europa. Tra questi il Graphene Flagship Project (www.graphene-flagship.eu) che coinvolge oltre 120 gruppi di ricerca da 17 Stati Europei e distribuirà nei prossimi anni 1,000 milioni di euro per lo sviluppo di tecnologie e dispositivi a base grafene. Nel mio elaborato di Tesi ho seguito le ricerche del gruppo grafene dell’Istituto per la Microelettronica e i Microsistemi del Consiglio Nazionale delle Ricerche di Bologna, approfondendo il funzionamento del sistema di sintesi di questo materiale chiamato Chemical Vapour Deposition e le tecniche sperimentali che permettono il trasferimento del grafene su substrati come il silicio, ma anche materiali polimerici flessibili come il PET, per la realizzazione di elettrodi conduttivi, trasparenti per applicazioni nell’elettronica flessibile. Questa esperienza e stata molto importante per la mia formazione e mi ha dato modo di lavorare ad un soggetto di ricerca cosi attuale, importante e promettente come il grafene. Nutro personalmente grande passione e aspettativa per questo materiale e sono convinto che nel prossimo futuro la tecnologia del grafene saprà entrare nella vita quotidiana di tutti noi.

Generazione di ontologie da rappresentazioni grafiche

La produzione ontologica è un processo fondamentale per la crescita del Web Semantico in quanto le ontologie rappresentano i vocabolari formali con cui strutturare il Web of Data. Le notazioni grafiche ontologiche costituiscono il mezzo ideale per progettare ontologie OWL sensate e ben strutturate. Tuttavia la successiva fase di generazione ontologica richiede all'utente un fastidioso cambio sia di prospettiva sia di strumentazione. Questa tesi propone dunque GraMOS, Graffoo to Manchester OWL Syntax, un motore di trasformazione da modelli Graffoo a ontologie formali in grado di fondere le due fasi di progettazione e generazione ontologica.

„Let ´em have it – right on the chin.“ – Die Haltung der britischen Öffentlichkeit zum RAF-Flächenbombardement 1939-1945

In „’Let ‘em have it – right on the chin.’ – Die Haltung der britischen Öffentlich-keit zum RAF-Flächenbombardement 1939-1945“ wird durch die Untersuchung der vier Tageszeitungen Times, Manchester Guardian, Daily Express und Daily Mirror sowie der wöchentlichen Berichte des britischen Informationsministeriums nachgewiesen, dass 1942 ein Konsens in der britischen Öffentlichkeit für Flächenbombardements eintrat. Diese Einigkeit entstand aufgrund der Kriegssituation, sozialpsychologischer Mechanismen und realpolitischer Erwägungen und verfestigte sich 1943 und zum Teil auch 1944 deutlich. Die öffentliche Meinung kehrte sich in den drei Jahren zwischen 1940 und 1943 vollständig um und wandelte sich 1944 erneut: Während 1940 die Mehrheit gegen die Bombardierung der deutschen Zivilbevölkerung eingestellt war, fand in den folgenden drei Jahren eine Entwicklung statt, die 1943 in den Konsens, 1944 aber in die Tabuisierung des Themas mündete. Dabei verstärkten insbesondere zwei Argumente den Prozess der Konsensbildung: Nachdem bis Anfang 1941 die Bedeutung der Begrifflichkeiten so weit vereinheitlicht worden war, dass beispielsweise die Mehrheit der Briten etwas mit dem Ausdruck „Flächenbombardement“ anfangen konnte, setzte sich im Laufe des Jahres 1940 – in Presse und Bevölkerung parallel – ein Feindbild durch, das das gesamte deutsche Volk in Haftung nahm und es insofern auch für die deutschen Luftangriffe auf Großbritannien verantwortlich machte. Erst daraus erwuchs die Rechtfertigung für die Forderung nach Vergeltung, die durch diese Begründung von bloßen Rachegelüsten losgelöst werden konnte. Seit dem deutschen Angriff auf die Sowjetunion im Juni 1941 galten Flächenbombardements – hier folgten Bevölkerung und Presse der britischen Regierung – außerdem als Vorbereitung für die Westoffensive. Eine Mehrheit sprach sich schon 1941 für Flächenbombardements aus, mit den großen Angriffen 1942 und vor allem 1943 war der Konsens dann so vollständig erreicht, dass kritische Stimmen fast gänzlich verstummten. Als mit der alliierten Landung in der Normandie 1944 ein wichtiges Argument für die Notwendigkeit von Flächenbombardements wegfiel, setzte eine Tabuisierung des Themas ein, die sich 1945 verfestigte. Insgesamt beleuchtet die Arbeit, durch welche Faktoren in einer Kontroverse eine gesellschaftliche Einigkeit im Großbritannien der frühen vierziger Jahre erzeugt wurde. Dieser Zusammenhalt war notwendig, um die Handlungsfähigkeit der Gesellschaft zu gewährleisten, so dass sich der Konsens in der Kriegssituation als wichtige Überlebensstrategie erwies. Erreicht wurde er aber auf Kosten des für eine demokratische Gesellschaft auch charakteristischen Pluralismus von Meinungen und Einstellungen.

Grafene: Proprieta, sintesi e applicazioni

Nel 2004 due Fisici dell’Università di Manchester, nel Regno Unito, isolarono per la prima volta un materiale dallo spessore di un singolo atomo: il grafene. Questo materiale, composto da un reticolo di atomi di carbonio disposti a nido d’ape, possiede interessanti proprietà chimiche e fisiche, tra le quali una elevata resistenza chimica e meccanica, un eccellente trasporto termico ed elettrico ed un’ elevata trasparenza. Il crescente fermento attorno al grafene ha suscitato un forte interesse a livello europeo, al punto che la Comunità Europea ha approvato due dei più grandi progetti di ricerca mai finanziati in Europa, tra questi il Graphene Flagship Project (www.graphene-flagship.eu) che coinvolge oltre 120 gruppi di ricerca da 17 Stati Europei e distribuirà nei prossimi anni 1,000 milioni di euro per lo sviluppo di tecnologie e dispositivi a base grafene. Con Flagship Grafene l’Europa punta sul grafene, e lo fa in grande. L’obiettivo è dunque ambizioso. Il suddetto materiale è infatti non solo il più sottile che conosciamo, con uno spessore di un atomo di carbonio, ma è anche 100 volte più resistente dell’acciaio e al tempo stesso flessibile. E’ Inoltre trasparente e conduce l’energia elettrica e termica molto meglio del rame. Ergo, il grafene offre le stesse performance dei materiali usati attualmente nei nostri dispositivi, con l’aggiunta però di ulteriori funzionalità.