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Railway level crossing collisions in Australia are a major cause of concern for both rail and road authorities. Despite the fact that the number of railway crash fatalities in Australia has fallen in recent years, level crossing collisions constitute a significant proportion of the national rail toll. Although rail transport is presently one of the safest forms of land transport, collisions at level crossings are three times more likely to involve fatalities as compared to all other types of road crashes (Afxentis, 1994). With many level crossing fatalities and injuries resulting in coronial inquests, litigation and negative media publicity, the actions of rail and road infrastructure providers and the behaviour of motorists, pedestrians and rail users, come under close scrutiny. Historically, research in this area has been plagued by the rail/road interface and the separation of responsibilities between rail and road authorities reflecting the social and political context in which they are contained. With the recent rail reform in Australia, safety at level crossings has become a key priority area. Accordingly, there is a need to better understand the scope and nature of motorist behaviour at level crossings, in order to develop and implement more effective countermeasures for unsafe driving behaviour. However, a number of obstacles have hindered research into the area of level crossing safety. As with many road crashes, the contributing causes and factors are often difficult to determine, however a recent investigation of fatal collisions at level crossings supports the notion that human fault is a major contributor (Australian Transport Safety Bureau, 2002a). Additionally, there is a lack of reliable data available relating to the behavioural characteristics and perceptions of drivers at level crossings. Studies that do exist have lacked a strong theoretical base to guide the interpretation of results. Due to the lack of financial viability of continuing to approach risk management from an engineering perspective, the merits of human factor research need to be examined for suitability. In Australia, there has been considerable recognition regarding the importance of human factor approaches to level crossing safety (Australian Transport Council, 2003). However, little attempt has been made by authorities to scientifically develop and measure the effectiveness of road safety educational interventions. Therefore, there exists a significant need for developing targeted road safety educational interventions to improve current risk management solutions at level crossings. This research program is the first of its kind in investigating motorist behaviour at level crossings and the measuring the effectiveness of educational interventions for improving driving safety. Although other ‘educational’ campaigns exist in this field, no campaign or intervention has been guided by empirical research or theory. This thesis adopted a multidisciplinary approach to theory, reviewing perspectives from psychology, sociology and public health to explain driver behaviour at level crossings. This array of perspectives is necessary due to the variety of behaviours involved in collisions and near-misses at level crossings. The motivation underlying motorist behaviour determines to a large extent how successful behaviour change strategies (e.g. educational interventions) may be. Fishbein’s Integrated Model of Behaviour Change (IM) based largely on the health belief model, theory of reasoned action and theory of planned behaviour (Fishbein, 2000), assisted in the planning and development of a ‘oneoff’ targeted educational intervention specific for three different road user groups and in questionnaire development to ascertain the present context of motorist behaviour at level crossings. As no known research has been conducted that utilizes any psychosocial model to explain or predict level crossing behavior within different road user groups, this research program used this model as an exploratory tool rather than a tool to asses the model’s capacity in explaining such behaviour. The difference between this model and others is the inclusion of two important constructs in driving: skills (or abilities) and environmental factors. Fishbein (2003) suggests that the model recognises the lack of skills (or abilities) and/or environmental constraints may prevent a person from acting on their intentions, in light of the fact that intention is viewed as the primary determinant of behaviour. While the majority of behaviour change theories are limited by a range of conceptual and contextual factors (Parker, 2004), the IM was used to assist this research program as it appeared to be the most applicable model to examining level crossing safety. A variety of data collection methods were used in this research program as much of what is currently known about level crossing collisions is derived from coroner’s findings and statistics. The first study (Study One) was designed to extend this knowledge by undertaking a more thorough examination of contributing factors to level crossing crashes and the road user groups at risk. This study used the method of ‘triangulation’ (i.e. combining research methods to give a range of perspectives) whereby both qualitative (focus groups) and quantitative (modified Delphi technique) research designs were utilised (Barbour, 1999, Bryman, 1992). With the discipline of road safety research requiring methodological strategies that will enhance efforts to conceptualise the multi-faceted nature of motorist behaviour at level crossings, this application provided the robustness required. Results from the Delphi technique indicated that older, younger and heavy vehicle drivers are considered to be three of the highest risk road user groups by experts in the field. For the older driver group, experts agreed that errors in judgment were the most important issue for this group when driving at level crossings. Risk taking by younger drivers, such as trying to beat the train across the crossing, was viewed as the central issue for the younger driver group. Like the younger driver group, a concern by experts with the heavy vehicle group was intentional risk taking at level crossings. However, experts also rated the length of heavy vehicles a major concern due to the possibility of a truck over-hanging a crossing. Results from focus groups with train drivers in Study One indicated that there are unique problems associated with crossings in rural/regional areas compared to urban areas. The metropolitan train drivers generally experienced motorist behaviour at active crossings with flashing lights and boom gates while the regional train drivers experienced behaviours at active crossings with boom gates, crossings with lights only and passive crossings with stationary signs. In the metropolitan train driver group, experiences of motorist behaviour at level crossings included: motorists driving around boom gates, getting stuck under boom gates, queuing over congested crossings and driving through the crossing after the red lights commence flashing. The behaviour of motorists driving around boom gates was noted to occur quite regularly. The majority of metropolitan train drivers reported that it was a common occurrence for motorists to drive through a crossing when the lights are flashing both before and after the booms were activated and some crossings were named as ‘black spots’ (locations where motorists repeatedly violate the road rules). Vehicles protruding into the path of the train and motorists entering congested crossings and then panicking and driving backwards into the boom gates were also mentioned. Regional train drivers indicated that motorists not stopping or giving way to trains is a continual problem at passively controlled crossings (i.e. no boom gates or flashing lights). Regional train drivers generally agreed that the majority of motorists obey protection systems; however some motorists drive through flashing lights or drive around boom gates. Other high risk behaviours included motorists attempting to beat the train across the crossing, speeding up to go through flashing lights, and general risk taking by younger drivers in particular. Motorists not allowing enough time to cross in front of the train or hesitating (stopstarting) at crossings were also noted to be at high risk. There was a general perception by regional train drivers that motorists are unable to judge the speed and distance of an approaching train to determine a safe gap during which to cross. Local motorists were also reported to be a problem at level crossings for regional train drivers. A theme common to regional and metropolitan train drivers was the risk of catastrophic consequence associated with level crossing collisions. The reasons given for this were the threat of derailment, serious property damage, the high risk of a fatality, personal injury and, most earnestly, the potential for enduring psychological consequences. Drivers uniformly spoke about the continual fear they had of being involved in a collision with a heavy vehicle, and many spoke of the effects that such collisions had on train drivers involved. For this reason, train drivers were said to consider any near-miss incident involving trucks particularly serious. The second study undertaken as part of this research program (Study Two), involved formative research as part of the planning, development and delivery of behavioural interventions for each of the three road user groups identified in Study One. This study also used both qualitative and quantitative data collection methods to provide methodological triangulation and ensure reliability of the data. The overall objective of the qualitative data collection was to obtain rich data using a qualitative mode of inquiry, based on the key variables of attitudes, norms, self-efficacy (perceived behavioural control), perceived risk, environmental constraints and the skills/abilities of drivers. The overall objective of the quantitative data collection was to prioritise the issues identified in order to direct and allocate project resources for intervention planning, development and delivery. This combined recruitment strategy was adopted as it was an appropriate and practical data collection strategy within the qualitative and exploration methodology. Information obtained from each of the groups was critical in assisting, guiding, and identifying priority areas for message and material development. The use of focus groups and one-on-one interviews provided insights into why drivers think or do what they do at level crossings. The qualitative component of this study found that for the older driver group, regional drivers hold a greater perception of risk at level crossings than urban older drivers, with many recalling near-misses. Participants from the urban older driver group indicated that level crossings are not as dangerous as other aspects of driving, with many participants being doubtful that motorists are killed while driving at level crossings. Both urban and regional younger drivers tended to hold a low perception of risk for driving at level crossings, however many participants reported having great difficulty in judging the distance a train is from a crossing. Impatience for waiting at level crossings was reported to be the major reason for any risk taking at level crossings in the younger driver group. Complacency and distraction were viewed by heavy vehicle participants as two of the major driver factors that put them at risk at level crossings, while short-stacking (when the trailer of the truck extends onto the crossing), angle of approach (acute or obtuse angle) and lack of advance warning systems were seen as the major engineering problems for driving a truck at level crossings. The quantitative component of this study involving research with train drivers found that at the aggregate train driver level, it is apparent that train drivers consider motorists’ deliberate violations of the road rules and negligently lax approach to hazard detection as the predominant causes of dangerous driving at level crossings. Experts were observed to rank risk taking behaviours slightly lower than train drivers, although they agreed with train drivers that ‘trying to beat the train’ is the single most critical risk taking behaviour observed by motorists. The third study (Study Three) involved three parts. The aim of Part One of this study was to develop targeted interventions specific to each of the three road user groups by using Fishbein’s theoretical model (Integrated Model of Behaviour Change) as a guide. The development of interventions was originally seen as being outside of the scope of this project, however it became intertwined in questionnaire development and thus deemed to be within the realms of the current mode of inquiry. The interventions were designed in the format of a pilot radio road safety advertisement, as this medium was found to be one of the most acceptable to each of the road user groups as identified in the formative research undertaken in Study Two. The interventions were used as a ‘one-off’ awareness raising intervention for each road user group. Part Two involved the investigation of the present context of unsafe driving behaviour at level crossings. This second part involved the examination of the present context of motorist behaviour at level crossings using key constructs from Fishbein’s Integrated Model of Behaviour Change (IM). Part Three involved trialing a pilot road safety radio advertisement using an intervention and control methodology. This part investigated the changes in pre and post-test constructs including intentions, self-reported behaviour, attitudes, norms, selfefficacy/ perceived behaviour control, perceived risks, environment constraints and skills/ability. Results from this third study indicated that younger drivers recognise that level crossings are potentially a highly dangerous intersection yet are still likely to engage in risk taking behaviours. Additionally, their low levels of self-efficacy in driving at level crossings pose challenges for developing interventions with this age group. For the older driver sample, this research confirms the high prevalence of functional impairments such as increasing trouble adjusting to glare and night-time driving, restricted range of motion to their neck and substantial declines in their hearing. While factors contributing to the over-representation of older drivers in collisions at level crossings are likely to be complex and multi-faceted, such functional impairments are expected to play a critical role. The majority of heavy vehicle drivers reported driving safely and intending to drive safely in the future, however, there is a sub-set of drivers that indicate they have in the past and will in the future take risks when traversing crossings. Although this sub-set is relatively small, if generalised to the larger trucking industry it could be problematic for the rail sector and greater public alike. Familiarity was a common factor that was found to play a role in driving intention at level crossings for all three road user groups. This finding supports previous research conducted by Wigglesworth during the 1970’s in Australia (Wigglesworth, 1979). Taken together, the results of the three studies in this research program have a number of implications for level crossing safety in Australia. Although the ultimate goal to improve level crossing safety for all motorists would be to have a combination of engineering, education and enforcement countermeasures, the small number of fatalities in comparison to the national road toll limits this. It must be noted though that the likelihood of creating behavioural change would be increased if risk taking at level crossings by all motorists was detected and penalised, or alternatively, if perceptions of such detection were increased. The instilling of fear in drivers with the threat of punishment via some form of sanction can only be achieved through a combination of a mass media campaign and increasing police presence. Ideally, the aim would be to combine fear of punishment with the guilt associated with the social non-acceptability of disobeying road rules at level crossings. Such findings have direct implications for improving the present context of motorist behaviour at level crossings throughout Australia.

Un des objectifs principaux de l'expérience PHENIX est l'étude de la matière nucléaire soumise à des conditions extrêmes de température et de densité d'énergie. Dans les collisions ultra-relativistes Au+Au à 200~GeV par paires de nucléon, il serait possible de former un état de la matière pour lequel les quarks et les gluons ne seraient plus liés au sein des nucléons mais pourraient évoluer de façon quasi-libre sur des distances plus grandes que la taille caractéristique de ces derniers. Cet état est dénommé le Plasma de Quarks et de Gluons (QGP).<br /><br />L'étude de la production du $\jpsi$, particule lourde formée d'une paire de quarks charme ($c \bar c$), est une des sondes initialement proposée pour étudier le QGP. Une suppression de la production du $\jpsi$ était en effet attendue en présence d'un QGP, en raison de l'écrantage du potentiel de liaison entre les quarks charme le constituant par la présence du milieu dense coloré environnant. De nombreuses mesures du $\jpsi$ ont eu lieu depuis au SPS (CERN) et à RHIC (BNL). Elles ont permis de mettre en évidence non seulement l'existence d'une telle suppression, mais également la présence de mécanismes supplémentaires, rendant plus difficile l'interprétation des résultats correspondants.<br /><br />L'expérience PHENIX est la seule des quatre expériences de RHIC capable de mesurer le $\jpsi$ à rapidité positive via sa désintégration en deux muons. En 2007 des collisions Au+Au à une énergie par paire de nucléons dans le centre de masse $\sqrt{s_{NN}}=200$~GeV ont été réalisées à BNL, ce qui a permis d'augmenter d'un facteur quatre la statistique disponible pour l'étude du $\jpsi$ par rapport aux résultats publiés précédemment. Cette augmentation, ajoutée à la mise en oeuvre de nouveaux détecteurs dans PHENIX, a permis de préciser les mesures précédentes, et de mesurer des observables jusqu'alors inaccessibles telles que l'asymétrie azimutale de la production du $\jpsi$.<br /><br />Ce manuscrit présente la compréhension actuelle de la production de quarkonia et l'utilisation de cette sonde dans l'étude du QGP. L'analyse conduisant à la première mesure de l'anisotropie azimutale du $\jpsi$ à rapidité positive dans les collisions Au+Au à 200~GeV par paire de nucléons est détaillée. Cette mesure devrait permettre de préciser le mécanisme de production du méson, en particulier en ce qui concerne la part de recombinaison des quarks $c$ en $\jpsi$.

Made available in DSpace on 2016-12-12T20:15:54Z (GMT). No. of bitstreams: 1 introducao.pdf: 91836 bytes, checksum: cb92c1e5e08cf2686a55fb3fdfcba785 (MD5) Previous issue date: 2011-07-20 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / In this work we present the building and characterization of a Magneto-Optical Trap (from now on named MOT) for Rubidium atoms. We perform experiments for studying the e¤ect of a broadband light over trapped atoms. In order to carry out this study we used a incandescent lamp which is broad in the wavelength spectrum. We observed in a MOT, with a number of 109 trapped atoms, that the broadband light increases the emitted .uorescence by the cloud of atoms. This could indicate an e¤ective enlargement in the trap e¢ciency. However, we cannot distinguish, based on our experiments, if this di¤erence is due to an increasing in the number of the trapped atoms or if it is just scattered light caused by the increasing in the intensity of the incident light over the cloud. Thus, we did an analysis in the answer of the laser beam versus the variation in the intensity of lasers used for trapping. In a second step, we perform this study but with a lower number of trapped atoms, 108 atoms, and we verify that the heating of the lamps implies in the increasing of the loss of atoms in the trap, diminishing the number of trapped atoms. Hence, this lead us to make a study on the collisions dynamics that are in the trap, in order to understand the in.uence of the temperature on the trap e¢ciency. We observe that a small uniform increasing in the chamber temperature would lead to a great loss in the trap , but the increasing in the temperature caused by the lamps is a local increasing and generates a degassing of the chamber, increasing the quantity of the background vapour. / Neste trabalho apresentamos a construção e caracterização de uma armadilha magneto-óptica, a qual utilizamos para aprisionamento de átomos de Rb. Após a construção da armadilha e sua caracterização, fizemos experimentos para estudar os efeitos da luz de banda larga sobre os átomos aprisionados. Para esse estudo, utilizamos lâmpadas incandescentes que possuem um espectro largo de comprimentos de onda. Verificamos que em uma armadilha com 109 átomos aprisionados, a luz de banda larga aumenta a fluorescência emitida pela nuvem de átomos, tendo fortes indícios que isto representa efetivamente um aumento na eficiência da armadilha. No entanto, com os experimentos que fizemos, não podemos distinguir se essa diferença é referente a um aumento de átomos aprisionados ou apenas espalhamento de luz causado pelo aumento da intensidade de luz incidida sobre a nuvem. Fizemos então uma comparação da resposta dos átomos, frente a variações na intensidade dos feixes de laser utilizados para o aprisionamento. Por motivos que serão discutidos neste trabalho, refizemos esse estudo com um número menor de átomos aprisionados, 108 átomos, e verificamos que o aquecimento das lâmpadas reflete no aumento das perdas na armadilha, diminuindo então o número de átomos aprisionados. Isto nos levou a fazer um estudo sobre a dinâmica das colisões presentes na armadilha, para entendermos a influência da temperatura na eficiência da armadilha. Verificamos que um pequeno aumento uniforme na temperatura da câmara levaria a grandes perdas na armadilha, mas o aumento da temperatura causado pelas lâmpadas é um aumento local, e gera um processo de desgaseificação da câmara, aumentando a quantidade de átomos, "diferentes de Rb", presentes no vapor de fundo.

abstract: Rotorcraft operation in austere environments can result in difficult operating conditions, particularly in the vicinity of sandy areas. The uplift of sediment by rotorcraft downwash, a phenomenon known as brownout, hinders pilot visual cues and may result in a potentially dangerous situation. Brownout is a complex multiphase flow problem that is not unique and depends on both the characteristics of the rotorcraft and the sediment. The lack of fundamental understanding constrains models and limits development of technologies that could mitigate the adverse effects of brownout. This provides the over-arching motivation of the current work focusing on models of particle-laden sediment beds. The particular focus of the current investigations is numerical modeling of near-surface fluid-particle interactions in turbulent boundary layers with and without coherent vortices superimposed on the background flow, that model rotorcraft downwash. The simulations are performed with two groups of particles having different densities both of which display strong vortex-particle interaction close to the source location. The simulations include cases with inter-particle collisions and gravitational settling. Particle effects on the fluid are ignored. The numerical simulations are performed using an Euler- Lagrange method in which a fractional-step approach is used for the fluid and with the particulate phase advanced using Discrete Particle Simulation. The objectives are to gain insight into the fluid-particle dynamics that influence transport near the bed by analyzing the competing effects of the vortices, inter-particle collisions, and gravity. Following the introduction of coherent vortices into the domain, the structures convect downstream, dissipate, and then recover to an equilibrium state with the boundary layer. The particle phase displays an analogous return to an equilibrium state as the vortices dissipate and the boundary layer recovers, though this recovery is slower than for the fluid and is sensitive to the particle response time. The effects of inter-particle collisions are relatively strong and apparent throughout the flow, being most effective in the boundary layer. Gravitational settling increases the particle concentration near the wall and consequently increase inter-particle collisions. / Dissertation/Thesis / M.S. Aerospace Engineering 2011

Submitted by MÁRCIA CAMILO FIGUEIREDO null (marciacamilof@gmail.com) on 2016-04-28T13:27:25Z No. of bitstreams: 1 TESE_UNESP_SP_BAURU_MARCIA_CAMILO_FIGUEIREDO_DEFESA_04_03_2016.pdf: 8905822 bytes, checksum: 7ea8b928aabd49b34c0aefc4bdbe536f (MD5) / Approved for entry into archive by Felipe Augusto Arakaki (arakaki@reitoria.unesp.br) on 2016-05-02T12:40:38Z (GMT) No. of bitstreams: 1 figueiredo_mc_dr_bauru.pdf: 8905822 bytes, checksum: 7ea8b928aabd49b34c0aefc4bdbe536f (MD5) / Made available in DSpace on 2016-05-02T12:40:38Z (GMT). No. of bitstreams: 1 figueiredo_mc_dr_bauru.pdf: 8905822 bytes, checksum: 7ea8b928aabd49b34c0aefc4bdbe536f (MD5) Previous issue date: 2016-03-04 / Fundação Araucária de Apoio ao Desenvolvimento Científico e Tecnológico do Paraná (FAADCT/PR) / Esta pesquisa objetivou investigar se licenciandos em química enunciam e compreendem os conceitos de aleatoriedade e irreversibilidade, presentes na Teoria Cinética dos Gases, por meio de etapas construídas para um jogo digital e da sua aplicação após finalizado. Participaram da pesquisa vinte e um acadêmicos do curso de licenciatura em química de uma universidade tecnológica federal no Paraná, separados em: grupo 01, 02 e 03. Para a coleta de dados, cada grupo, em determinados momentos, respondeu questionários, elaborou desenhos e participou de entrevistas semiestruturadas. O desenvolvimento da pesquisa foi orientado pela abordagem qualitativa e por alguns estudos realizados por Piaget. Para tratar e analisar os dados, optamos pelos princípios da análise de conteúdo. A partir do conteúdo dos desenhos construídos nas etapas do jogo digital, foi possível constatar que, os participantes do grupo 01 e 02 buscaram ilustrar em alguma etapa do jogo, uma aproximação de distribuição homogênea do sistema. Nos desenhos dos níveis, verificamos que a maioria (quatorze) dos participantes levou em consideração as experiências obtidas durante o jogo, porque mudaram a maneira de prever em algum nível, as trajetórias de partículas no sistema; dentre os vinte e um sujeitos, apenas oito ilustraram nos quatro níveis do jogo, as primeiras previsões de colisões do lado esquerdo, alcançando o padrão de análise estabelecido. No conteúdo obtido nos discursos dos participantes, referente ao conceito de irreversibilidade, foi possível verificar que este conhecimento não está bem construído nas estruturas cognitivas dos participantes do grupo 01 e 02, porque cinco apresentaram discurso não elucidativo nas quatro etapas do jogo e dois não souberam elucidar o conceito investigado em três etapas. Com relação ao conceito de aleatoriedade, verificamos que os participantes utilizaram palavras diferentes em cada contexto de aplicação das etapas e dos níveis do jogo digital, apresentando distintos discursos, como de gênero científico, próximo do gênero científico, de senso comum, não elucidativo e elucidativo ao jogo. Depreende-se que os recursos didáticos digitais utilizados podem proporcionar aos estudantes compreenderem e apreenderem conteúdos de caráter microscópico e submicroscópico. Portanto, as etapas e os níveis do jogo digital poderão contribuir para que os sujeitos apreendam cientificamente os conceitos da teoria cinética dos gases, como também em outras áreas do conhecimento. / This research aimed to investigate whether licentiate in chemistry enunciate and understand the concepts of randomness and irreversibility present in Kinetic Theory of Gases, through the construction of steps of a digital game and its application after finalized. The participants were twenty-one academics in chemistry degree course of a federal technological university in Paraná, separated into: Group 01, 02 and 03. For the collection of data, each group, at certain times, answered questionnaires, prepared drawings and participated in semi-structured interviews. The development of the research was guided by a qualitative approach and some studies conducted by trough the ideas of Piaget. To process and analyze the data, we chose the principles of content analysis. From the content of the drawings built on the steps of digital game, it was found that the participants of group 01 and 02 sought to illustrate in some stage of the game, a homogeneous distribution approach of the system. In the drawings levels, we found that the majority (fourteen) of the participants took into account the experiences gained during the game because it changed the way to predict to some degree, the particle trajectories in the system; among the twenty-one subjects, only eight illustrated in the four levels of the game, the first predictions of collisions on the left side, reaching the established pattern analysis. The content obtained in the speeches of the participants, referring to the concept of irreversibility, it was found that this knowledge is not well built in cognitive structures of group members 01 and 02, because five had not been elucidated speech in the four stages of the game and two did not know how to elucidate the concept investigated in the three steps. Regarding the concept of randomness, we found that participants used different words in each application context of the stages and the digital game levels, with different speeches, as scientific genre, close to the scientific genus, common sense, not enlightening and instructive the game. It appears that digital teaching resources used can provide students understand and grasp microscopic and submicroscopic character content. Therefore, the steps and levels of the digital game can contribute to the subject scientifically seize the concepts of kinetic theory of gases, as well as in other areas of knowledge.

Made available in DSpace on 2014-06-11T19:30:18Z (GMT). No. of bitstreams: 0 Previous issue date: 2012-03-15Bitstream added on 2014-06-13T21:00:47Z : No. of bitstreams: 1 nova_cv_me_bauru.pdf: 1980542 bytes, checksum: 9aad1da39bf5c30c6e4d38ca0be07fef (MD5) / Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq) / A teoria cinética dos gases tem como primeira aproximação o comportamento observado considerando o gás como tendo um comportamento ideal, isto é, pode ser modelado através da lei do gás ideal. As equações de estado conhecidas, como a equação do gás ideal e de van der Waals descrevem, dentro das aproximações do modelo, situações bastante diversas. Neste trabalho iremos utilizar a lei dos gases ideais, ou mais especificamente a implementação da Equação de van der Waals para o entendimento do fenômeno de colisões que entre átomos e moléculas / The kinetic theory of gases has a a first approximation the observed behavior considering the gas to have an ideal behavior, ie it can be modeled by the ideal bas law. The equations of state known as the ideal gas equation and Van der Waals describe, within the approximations of the model, very different situations. In this paper we use the ideal gas law, or more specifically the implementation of the Vann der Waals equation for understandign the phenomenon of collisions between atoms and molecules

O estudo de teorias de calibre não-Abelianas fortemente acopladas, em especial de aspectos térmicos e fora do equilíbrio, é um problema central para a compreensão da Cromodinâmica Quântica (Quantum Chromodynamics - QCD) - em particular, para entender a evolução do Plasma de Quarks e Glúons (Quark-Gluon Plasma- QGP). A técnica mais promissora, QCD na rede, obteve sucesso ao tratar de fenômenos no vácuo e em equilíbrio térmico, como espectros e termodinâmica, mas enfrenta desafios consideráveis ao lidar com fenômenos fora do equilíbrio. Uma ferramenta adaptada para lidar com problemas envolvendo plasmas fortemente acoplados em tempo real é a dualidade gauge/gravity, que mapeia uma Teoria Quântica de Campos (Quantum Field Theory - QFT) fortemente acoplada em d dimensões em uma teoria de gravitação em d + 1 dimensões, a qual, de modo geral, é mais fácil de ser resolvida. Nesta tese, estudamos diversas aplicações da dualidade gauge/gravity em teorias não-Abelianas fortemente acopladas que modelam qualitativamente o QGP. Nós estudamos o cálculo holográfico do potencial entre um par quark-antiquark pesado (QQ) para dipolos QQ estáticos e se movendo com relação ao plasma, apresentando um formalismo geral para o cálculo da parte real e imaginária para uma grande classe de teorias gravitacionais duais. Um estudo da massa de Debye holográfica, baseado no maior comprimento de correlação de operadores ímpares por transformações de CT, foi empreendido, com aplicações em modelos bottom-up que reproduzem a termodinâmica da teoria de Yang-Mills SU(Nc) pura e da QCD. Para estes modelos, também calculamos vários coeficientes de transporte associados com o transporte de cargas no plasma, como a condutitividade elétrica, a constante de difusão de carga e coeficientes de transporte associados a uma teoria de hidrodinâmica relativística de segunda ordem. / The study of strongly coupled non-Abelian gauge theories, especially concerning their thermal and non-equilibrium aspects, is a central problem for understanding Quantum Chromodynamics (QCD) - in particular, to understand the evolution of the Quark-Gluon Plasma (QGP). The most successful approach, lattice QCD, succeeds in dealing with vacuum and equilibrium phenomena, such as spectra and thermodynamics, but faces a considerable challenge when it comes to with non-equilibrium phenomena. A tool adapted to deal with real time problems in strongly coupled plasmas is the gauge/gravity, which maps a strongly coupled d dimensional Quantum Field Theory (QFT) to a d + 1 dimensional theory of gravity, which, in general, is easier to solve. In this thesis, we study several applications of the gauge/gravity duality to strongly coupled non-Abelian theories which model qualitatively the QGP. We deal with the holographic evaluation of the heavy quark-antiquark (Q Q) potential for static and moving QQ dipoles, presenting a general formalism for the computation of the real and imaginary parts for a large class of dual theories of gravity. A study of the holographic Debye mass, based on the largest screening length of CT-odd operators, is pursued, with applications on bottom-up holographic models that reproduce the thermodynamics of pure SU(Nc) Yang-Mills theory and QCD. For these models, we also compute several transport coefficients associated with charge transport in the plasma, such as the electric conductivity, the charge diffusion constant, and transport coefficients associated with a theory of second order relativistic hydrodynamics.