thegoodfellas/blogset-br huggingface dataset:
tendencias. A questao e: moda ou nao, o certo mesmo e se sentir a vontade! E isso mesmo, gente! Nao e porque esta na moda que voce e obrigada (o) a usar. Se esta na revista, nos desfiles e no mundo da moda, certamente que e para se ter como referencia..mas a obrigatoriedade de passa longe dai. Eu sou totalmente simplista. Amo esmaltes, mas esmalte por si so: sem nail art, nao escandalosos e por ai vai. Gosto de olhar minhas unhas e ver uma cor diferente, bonita e tambem tendencia. Mas nao me vejo usando toda e qualquer tendencia, ate mesmo no quesito COR. Eu amo esmalte amarelo, por exemplo, ...mas no vidro!! Nao consigo gostar da cor nas minhas maos, nao tem jeito. Me sinto feia, escondo as maos e nao vejo a hora de passar removedor nas unhas!Quis fazer fazer esse post pra dismistificar essa coisa de moda e tendencia nesse mundo dos esmaltes...esmalte e ESTILO. Cada um usa o que lhe cair melhor e, principalmente, se sinta bem com ele.Selecionei algumas tendencias das pontas dos dedos que passeiam por ai...voce se sente confortavel em usar alguma delas?
Durante a sua vida , voce vai conhecer muitas pessoas, umas vao ficar marcadas nela como: seus amigos, seu primeiro amor, sua familia, porem tudo tem dois lados, duas versoes. Ao mesmo tempo que voce conhecem pessoas que jamais sairao das suas lembrancas , do seu coracao e de qualquer jeito vai fazer parte da sua historia, voce tambem vai conhecer pessoas que por algum momento tenha te deixado mexida ou ate mesmo um colega que voce tinha alguma afinidade. A verdade e que : muitas pessoas entram na sua vida, mas poucas fazem a diferenca,que serao inesqueciveis Vale a pena ler:Tem uma menina na minha sala que ela ri de tudo, ela e alegre e tem uma risada muito contagiante. Todo mundo dizia que ela era boba demais e imatura. Sexta-feira ela me falou assim sabe porque eu sorrio tanto ? pra esconder a minha tristeza . Hoje a gente tinha um trabalho em grupo pra apresentar, e ela nao foi. A gente tentou ligar pra ela o final de semana todo mas o telefone dela tava desligado, logo ela que nunca desligava o telefone, e sempre mandava mensagem que me fazia rir e ter fe. Mais tarde a gente descobriu que ela ta dopada no hospital porque o pai dela a espancou ate ela perder os sentidos. Sabe aquela garota da sua sala que ri de tudo e de todos ? ela chora sozinha a noite. Nao julgue jamais, cada um sabe a alegria e a dor que tras no coracao.Postado por uma amiga em seu tumblr: http://naosouperfeitta.tumblr.com/ " A Adolescencia e uma fase bastante conturbada. Ocorrem transformacoes fisicas e emocionais importantes, preparando a crianca para assumir um novo papel perante a familia e a sociedade. A crianca desenvolve-se, amadurece e fica apta para usufruir sua sexualidade" E como se fosse algo novo a aprender e apartir disso surge uma grande curiosidade sobre sexo, principalmente que muitos pais nao conversam com seus filhos(as)."A perda da virgindade ainda e um marco importante para os jovens. Inicialmente, os jovens buscam apenas envolvimento sexual, testando suas novas capacidades e reacoes frente a sensacoes antes desconhecidas. E a redescoberta do corpo".!!!! Garotas, quando um homem diz que fez um gol pra voce, se sinta prestigiada.Garotos, quando uma menina comeca falando oi pra voce, se sinta importante.Garotas, quando um garoto te abraca do nada, saiba que ele nao quer te perder.Garotos, quando uma garota bota o cabelo atras da orelha quando te ve, e logo abaixa a cabeca, saiba que ela gostou de voce e quer que voce fale com ela.Garotas, quando um garoto diz sobre a vida dele pra voce, saiba que ele confia muito em voce.Garotos, se uma garota diz que se lembra de voce quando escuta uma musica, saiba que ela pensa em voce o dia inteiro.Garotas, se um garoto tem ciumes de voce com algum amigo seu, saiba que ele te ama muito. "(sensacaodeamar and morestrong)" As redes socias estao bombando, milhoes de adolescentes de todo mundo estao conectados, seja twittando, curtindo, postando, reblogando, cutucandoi , o fato e que ninguem
onde atuam e se transformam baseados em regras, a fim de atingirem seus objetivos individuais. Apesar de ser uma nova abordagem a logistica, diversas pesquisas tem sido desenvolvidas pelo grupo de pesquisa Collaborative Research Centre 637 Autonomous Cooperating Logistic Processes, em Bremen, Alemanha, que tem por intuito detectar quando e como o controle autonomo pode ser mais vantajoso do que o controle classico, especialmente com relacao ao tempo, custos e robustez.4.1 Conceito de agente autonomoSegundo Holscher et al., 2007 cada agente autonomo possui uma meta, regras e condicoes de controle e, autonomamente gerenciam a aplicacao de regras de modo a completar o objetivo determinado. O fato dos agentes serem baseados em regras prove fundamento para a dinamica dos processos. Uma forma de explicar mais diretamente seu uso ao problema logistico se da ao tratar cada conteiner, caminhao, empresa e navio como sendo um agente autonomo, os quais tem regras a serem atendidas de modo a alcancarem suas metas individuais (por exemplo: a meta do coneiner e sair da empresa A e chegar no destino B dentro de Z dias). De posse destas informacoes, autonomamente, os agentes analisam as possibilidades de atuacao e fazem suas decisoes. Tal caracteristica permite a criacao de um sistema decentralizado porem com autonomia. Como ilustracao na Figura 2 consta exemplo simplificado do dominio da logistica de transporte, conforme propoem Holscher et al. (2007), FIGURA 2 Rede de transporte representada por um grafo. Fonte: Holscher et al. (2007).Uma rede de transportes e um grafo no qual os nos representam localizacoes; ou seja, depositos, onde os pacotes (mercadorias) podem ser coletados ou entregues. As arestas representam as conexoes entre os depositos. Cada aresta e rotulada com o tempo que e necessario viajar ao longo da conexao que e representada pela aresta. A Figura 2 mostra um pequeno excerto da rede de transporte contendo depositos nas cidades de Dortmund, Bremen, Hamburg e Hanover. Caminhoes e pacotes sao modelados como agentes autonomos. Instancias desses agentes autonomos sao representadas como nos especiais com identificadores unicos. No exemplo apresentado a rede de transporte contem dois caminhoes (1, 2) e um pacote (1). Os nos dos caminhoes sao rotulados com um numero, que representa a quantidade de tempo que o caminhao pode estar se movendo. Neste caso o caminhao 1 e permitido mover-se por oito horas, enquanto o caminhao 2 pode mover-se por dezesseis horas (pode estar equipado com dois motoristas). Ambos os nos dos caminhoes estao conectados a um no retangular que esta rotulado com um numero e um ponto de exclamacao. O numero define a capacidade de carga do caminhao, neste caso particular especificada em toneladas. O caminhao 1 tem capacidade de 6 toneladas, e o caminhao 2 pode carregar ate 12 toneladas.O ponto de exclamacao indica o no do tour em curso. O no do pacote e rotulado com um numero que especifica seu peso. Ele tambem e conectado a um no retangular do tour, o qual por sua vez, e conectado ao deposito que no momento detem o pacote. Analogamente o ponto de exclamacao do no do tour do caminhao indica
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only the manufactured goods industries and the maritime carriers were considered in such model. Although the developed model is a simplification of the real problem, the first results allowed the examination of the connection between the partners collaboration and the bargain gains. This leads to reinforce the necessity in expanding the model, including all the other agents of the exportation process as showed in Figure 1 in order to completely evaluate the process. 2. The General Exportation ProcessFigure 1 shows shortly the stages of the exportation process adopted by Brazilian companies. Figure 1 - Stages of exportation processSource: Silva et al., 2010The negotiation begins by the manufacturing industry (1) which can act alone being responsible for all the arrangement through the distribution chain. In this situation the manufacturing industry hires the land carrier (4) (in case the industry does not have its own truck fleet) to transfer the manufactured goods from the industry to the port. There is also a possibility or, in many cases, a necessity to firstly transfer the manufactured goods to a warehouse (3) to maintain a stock which can be useful to solve quick delivery problems or to retain the cargo up to the time that all the bureaucracies are solved. The industry is also responsible for choosing the origin port to be used and at the same time it should negotiate with shipowners (7) the freight prices, choosing one of them to carry the manufactured goods. In this stage it is quite common to hire a NVOCC (6). This agent is responsible for managing several industries maritime transportation demand in order to negotiate with shipowners the freight prices and the availability of ships to the destinations of the industries manufactured goods. In the destination side, there is another necessity by the manufactured industries concerning the definition of the destination port (8), which should be the most appropriated in order to deliver its goods to the clients (11). To fulfill the deliveries the manufactured industries must also hire land carriers (10) to transport its goods to intermediaries warehouses (9) or to final destinations in the destinations country.The red flow in Figure 1 is almost the same as the blue flow excepting by the fact that there is the presence of the freight forwarder (2). In this case the manufacturing industry hires this agent to be responsible for contracting and controlling all the stages in the distribution chain. It is normally a practice adopted by small and medium industries which do not have expertise in such process and then, the freight forwarder, who manages several industries transportation demand, can be agile in the negotiation. As a consequence of a good planning in the distributions logistic it is possible to: reduce storage time and costs, reduce time in the course, and reduce problems in the delivery to better attend the sales contract, as well as influence the freight prices definition.Normally, the shipowners define in a Freight Conference the prices to be practiced in the regular liner maritime transportation (as a monopoly) and in such situation if the manufacturing industries negotiate
maritime carrier or the choice of the route.e. Implementation: Implement the agent model in computational software - in such example the authors used Anylogic software.5. Modelling with System Dynamics methodAfter analyzing Silva et al. (2011) approach, SD method was chosen to model the collaborative behavior between the manufactured goods industries and maritime carriers regarding the reduction on freight costs. As was previously described, SD method is appropriated to abstract from single events and entities and to take an aggregate view concentrating on policies. To approach the problem in SD style one has to describe the system behavior as a number of interacting feedback loops, Balancing or Reinforcing.Figure 4 presents the stock-flow diagram used to express the ships offer-demand system. The stock of Ships is unique and each unit cannot be distinguished from the others and the analyses occur globally. The maritime transportation has an offer-demand system which is represented by the flows supply and operation, respectively. Both flows influence directly the stock of Ships and are affected by the Freight price practiced on the market.The conversors supply price scheduled and demand price scheduled are modeled as a LOOK UP function (Vensim software), containing a relation price x amount of ships; in other words, for each value adopted by Freight price, there is an admissible amount of ships which is affordable to the manufactured goods industries transportation demand and, simultaneously there is an admissible amount of ships which is interesting to the maritime carriers offer in the market. Therefore, the main objective of the negotiation is to achieve the market equilibrium with a reasonable price acceptable to both (the industries and the carriers). In such stock-flow diagram it is considered the existence of a price change delay; it means the Freight price do not change immediately but it takes some units of time (days, months) to react to changes in offer-demand. The change in price rate is modified by the converter desired price. The desire price is defined by the actual value of the Freight price and the coversor effect on price. A LOOK UP function is used to define the conversor effect on price, expressing the variations on prices based on the inventory ratio. The inventory ratio is given by the desired inventory (demand* desired inventory coverage) and the actual amount of Ships in stock. So, the effect on price regulates price change. When the inventory (Ships) > desired inventory then the inventory ratio is > 1 and Freight price must be reduced. When the inventory ratio is < 1, Freight price must be increased.Figure 4 - Stock-flow diagram for Ships offer-demandTo exemplify a possible permitted analysis generated by the stock-flow diagram, Figure 5 shows the correlation between the Ships and Freight price. It is noted that as the Freight price increases, the stock of Ships in the market is decreased until the moment the market need more Ships and starts paying more for the freight, increasing the amount of Ships again (considering the time range is only 10 months in this application, it is not possible to see the increase in
suprimentos. Revista Tecnologia (UNIFOR) 30:265-272, 2009.SILVA, Vanina Macowski Durski; zago, Camila Avozani; Abreu, Leonor Faria; Coelho, Antonio Sergio & Goncalves, Mirian Buss. La influencia de la gestion del transporte colaborativo para la eficiencia de la cadena de suministros. Paper presented at the XV International Conference on Industrial Engineering and Operations Management (ICIEOM), Salvador, Brazil, 2009 (b).Silva, Vanina Macowski Durski; Novaes, Antonio. G. N.; Scholz-Reiter, B.; Frazzon, Enzo M. & Coelho, Antonio. S. Proposal of a system of collaborative transportation between manufactured export industries and maritime carriers using the concept of Autonomous Agents. Paper presented at the XVI International Conference on Industrial Engineering and Operations Management (ICIEOM), Sao Carlos, Brazil, 2010.Silva, Vanina Macowski Durski; Loureiro, Sergio A.; Novaes, Antonio. G. N. & Scholz-Reiter, Bernd.Kollaborativer Seetransport: Beziehungspolitik der brasilianischen Exportkette fur Fertigungsprodukte. Industrie Management 27:23-26, 2011.Sterman, J. Business dynamics: systems thinking and modeling for a complex world. Boston: Irwin/McGraw-Hill, 2000.Sutherland, Joel. Collaborative transportation management creating value trough increased transportation efficiencies. Business Briefing Pharmagenerics, September, 2003.
the transportation network contains two trucks (1, 2) and one packet (1). The truck nodes are labeled with a number representing the time the truck can be moving. In this case, truck 1 is allowed to move for eight hours, and truck 2 is able to move for sixteen hours (it can be equipped with two drivers). Both nodes of the trucks are connected to rectangular node which is labeled with the number and exclamation mark. The number defines the load capacity of the truck, in this case specified in tons. Truck 1 has a capacity of 6 tons, and truck 2 is able to load up to 12 tons.The exclamation mark indicates the node of tour in course. The packet node is labeled with a number that specifies its weight. It is also connected to rectangular node of the tour, which is connected to the warehouse currently retaining the packet. The exclamation mark of the tour node of the truck indicated the node of the packet tour, and the edge labeled as dest connects the packet node with its destination warehouse, which means, the warehouse to which the packet shall be delivered.It is presented in the following item a model prototype for the resolution of the transportation problem of this work, considering the agents as autonomous actuating in a dynamic environment.5. Prototype model of resolution of the maritime transportation logistic problemDue to the fact that the matter of the study is very comprehensive, with different variables and agents involved, it shall not be handled as an enhancement problem. Therefore, the proposed model has the objective of establishing scenarios constituting formation of load (composition of container) by the exporter companies and the composition of containers x ships, as well as navigation routes, considering dates, deadlines, costs of transportation, port fees on load moving, etc., in order to reduce the cost of the collaborative chain, or the time, if it is under its interest.Such information is achieve in function of the load volumes moved, cost of location of a container, value of land freight until the base port to perform such moving, values of port fees and maritime freight, as well as in function of individual margin costs of the companies when allowing delays or advancements in the delivery of its goods to the receivers.In the development of the model the behavior of the environment shall be judged as dynamic, with random transportation demands and requiring the allocation of the manufactured products in containers. Those shall be transported until the origin port to be arranged in ships dislocating in space during time, completing the maritime transportation. Both load (container) and the transportation mean (ship) shall be judged as autonomous agents, taking decisions on the performance of the best route between the origin of the load and its final destination, observing the restrictions imposed in order to achieve a feasible solution for the logistic network.It shall be observed the possibility of existence of non-critical factors in the process, which shall observe the distribution of probability of occurrence, interfering in the decisions.Another matter to be