Perceptions of laypersons and orthodontists regarding the buccal corridor in long- and short-face individuals

Objective: To determine the perception of orthodontists and laypersons regarding the size of the dark spaces in the buccal corridors and how that affects smile esthetics in individuals with long and short faces.Materials and Methods: Images of eight smiling individuals were modified to create five sizes of dark spaces in the buccal corridors (2%, 10%, 15%, 22%, and 28%) and were submitted to a group of laypersons and a group of orthodontists.Results: Laypersons were more critical in their evaluation than orthodontists. Laypersons could not distinguish the gradation of dark spaces in the buccal corridor unless it was very plain. Orthodontists perceived this gradation beginning at 15%. Female evaluators were more critical than male evaluators in both groups.Conclusions: The presence or absence of dark spaces in the buccal corridors has little influence over smile esthetics. While this aspect must be considered in the orthodontic diagnosis, there is no justification for expanding the buccal corridor to eliminate dark spaces unless they are very evident. (Angle Orthod. 2011;81:86-90.)

Esthetic influence of negative space in the buccal corridor during smiling

The purpose of this study was to measure and verify the esthetic influence of the bilateral spaces between maxillary teeth and lip corners, called negative space (NS), during smile. The sample was comprised of 60 smile photographs obtained from 60 individuals (30 men and 30 women) aged 18 to 25 years old. Two orthodontists and two lay people evaluated these pictures regarding esthetics by a visual analogue scale. In each picture, the right and left NS were measured in millimeters and in proportion to the smile width (SW). Data were analyzed for statistical significance (P = .05). The mean NS of the sample was 6.68 ± 1.99 mm, and the NS proportion in relation to the SW was 9.6 ± 2.56%, for both sides of the arch. No significant asymmetries were observed between the right and left sides. The NS was significantly larger in men than in women when measured in millimeters (P = .028) (7.08 ± 2.24 mm in men vs 6.28 ± 1.62 mm in women), but the NS proportion to the SW was similar (9.94 ± 2.24% in men vs 9.26 ± 1.61% in women). When the 12 individuals with the smallest NS in proportion to SW were compared with the 12 individuals with the largest NS in proportion to SW, there was no statistical difference regarding the esthetic evaluation (P = .11). It was concluded that the NS did not influence the esthetic evaluation of smile photographs in the sample in this study, for both orthodontists and lay people. © 2006 by The EH Angle Education and Research Foundation, Inc.

Informe del Taller de Trabajo sobre Inventarios y Cuentas del Patrimonio Natural del Corredor Biológico de Chichinautzin, Estado de Morelos, México = Report of the Workshop on Natural Heritage Inventories and Accounts for the Chichinautzin Biological Corridor in the State of Morelos, Mexico

Contiene los antecedentes y resumen de los debates de la reunión que tuvo por objetivo presentar los resultados obtenidos en la elaboración de un inventario y una cuenta del patrimonio natural para el corredor biológico de Chichinautzin, y contribuir por medio de estudios presentados, a la preservación de un cinturón ecológico en torno al Distrito de Morelos.

Transporte del comercio exterior de Paraguay a través del corredor Argentina-Chile = Transport of Paraguay's exports through the Argentine-Chilean corridor

Incluye Bibliografía

IMPLEMENTATION OF PROTECTED AREAS FORCENTRAL CORRIDOR OF ATLANTIC FORESTIN BAHIA: CHALLENGES AND LIMITS

In Brazil, Protected Areas (PAs) are considered the cornerstone for development of national strategies for biodiversity conservation. Considering this point of view we analyzed thirty protected areas belonging to Atlantic Central Corridor of Atlantic Forest in Bahia, aiming to identify and analyze its current level of implementation. Lemos de Sa and Ferreira (2000) methodology which consist of applying a standard scale, where the variation of the level of implementation conforms to a range of 0 to 5 points was used, with appropriate adaptations. After obtaining the data from the implementation level we use the aggregation method of Ward to help visualize the dissimilarity between the protected areas studied. We used an international classification proposed by IUCN (International Union for Conservation of Nature) for that the UCs to be compared with works done in another countries, the UCs considered are in the groups Ia, II, V and VI da IUCN. As results, 50% of protected areas analyzed are reasonably implemented, 40% inadequately implemented, 6.7% are presented only on paper and only 3.3% can be classified as satisfactorily implemented. These areas presents problems in their regularization; deficiency in infrastructure, human and financial resources. Given the results its clear the recurrent fact that conservation areas under study must be effectively implemented and for this to occur environmental policies should be focused on actions to consolidate the goals of conservation strategy.

Identifying Resiliency Performance Measures for Megaregional Planning Case Study of the Transportation Corridor Between Boston, Massachusetts, and Washington, DC

Transportation corridors in megaregions present a unique challenge for planners because of the high concentration of development, complex interjurisdictional issues, and history of independent development of core urban centers. The concept of resilience, as applied to megaregions, can be used to understand better the performance of these corridors. Resiliency is the ability to recover from or adjust easily to change. Resiliency performance measures can be expanded on for application to megaregions throughout the United States. When applied to transportation corridors in megaregions and represented by performance measures such as redundancy, continuity, connectivity, and travel time reliability, the concept of resiliency captures the spatial and temporal relationships between the attributes of a corridor, a network, and neighboring facilities over time at the regional and local levels. This paper focuses on the development of performance measurements for evaluating corridor resiliency as well as a plan for implementing analysis methods at the jurisdictional level. The transportation corridor between Boston, Massachusetts, and Washington, D.C., is used as a case study to represent the applicability of these measures to megaregions throughout the country.

CT scan based determination of optimal bone corridor for atlantoaxial ventral screw fixation in miniature breed dogs

OBJECTIVE: To describe the most reliable insertion angle, corridor length and width to place a ventral transarticular atlantoaxial screw in miniature breed dogs. STUDY DESIGN: Retrospective CT imaging study. SAMPLE POPULATION: Cervical CT scans of toy breed dogs (n = 21). METHODS: Dogs were divided into 2 groups--group 1: no atlantoaxial abnormalities; group 2: atlantoaxial instability. Insertion angle in medial to lateral and ventral to dorsal direction was measured in group 1. Corridor length and width were measured in groups 1 and 2. Corridor width was measured at 3 points of the corridor. Each variable was measured 3 times and the mean used for statistical analysis. RESULTS: Mean +/- SD optimal transarticular atlantoaxial insertion angle was determined to be 40 +/- 1 degrees in medial to lateral direction from the midline and 20 +/- 1 degrees in ventral to dorsal direction from the floor of the neural canal of C2. Mean corridor length was 7 mm (range, 4.5-8.0 mm). Significant correlation was found between corridor length, body weight, and age. Mean bone corridor width ranged from 3 to 5 mm. Statistically significant differences were found between individuals, gender and measured side. CONCLUSIONS: Optimal placement of a transarticular screw for atlantoaxial joint stabilization is very demanding because the screw path corridor is very narrow.

Identification et analyse des éléments caractérisant la participation de la population locale et les paramètres à considérer pour l'élaboration d'un plan d'aménagement et de gestion de terroir: Cas du Fokontany Ambohibary Sokafana - Corridor Anjozorobe Angavo

La gestion durable des ressources naturelles est actuellement perçue comme une condition essentielle pour le développement durable, et surtout pour les pays en développement comme Madagascar. Face à la dégradation continue des ressources naturelles et surtout forestières, diverses stratégies sont adoptées par l’état malgache, dont l’extension des aires protégées qui veut allier la protection intégrale de certaines parties des ressources, et la satisfaction des besoins des populations riveraines. Le Code des Aires Protégées constitue un outil destiné à la gestion de ces aires de conservation. Toutefois, l’élaboration du plan d’aménagement ne prend pas souvent en compte des paramètres tels que l’augmentation de la population et les besoins qui s’en suivent, ou bien la participation de ces populations au processus d’élaboration et de mise en oeuvre du plan. Le défi est d’arriver à intégrer ces deux logiques de protection et de satisfaction des besoins de la population locale en réalisant des plans d’aménagement et de gestion concertés. Le cas du fokontany Ambohibary Sokafana dans le Corridor Anjozorobe Angavo est étudié pour identifier les paramètres à considérer si on veut atteindre cet objectif : paramètres écologiques et socio-économiques influençant la gestion des ressources forestières, critères permettant de définir la participation des acteurs dans cette gestion. Une revue des ouvrages spécifiques traitant du sujet ainsi que des observations et rencontres avec les divers acteurs sur terrain ont été menées afin de pouvoir identifier ces divers paramètres. Les analyses ont permis d’avancer deux scénarii qui traduisent l’intégration de la protection des forêts et la satisfaction des besoins en bois et en produits vivriers des populations riveraines, en tenant compte des motivations de ces dernières à participer au processus d’appropriation du plan d’aménagement et de gestion.

Evaluating the Effectiveness of GMS Economic Corridors: Why is There More Focus on the Bangkok-Hanoi Road than the East-West Corridor?

Since the inauguration of the Greater Mekong Sub-region (GMS) Economic Cooperation Program in 1992, road infrastructure projects have played a very important role. Their economic significance, especially, has become a focal point after the introduction of the concept of the three economic corridors in 1998: the East-West Economic Corridor; the North-South Economic Corridor; and the Southern Economic Corridor (Figure 1). The completion of the Second International Mekong Bridge between Mukdahan, Thailand and Savannakhet, Laos was an epoch-making event in the development of the East-West Economic Corridor. The business community, however, has paid more attention to the Bangkok-Hanoi Road than the East-West Economic Corridor. This study examines the reasons why the former has received more focus than the latter, by using criteria such as population density and the economic scale at a provincial or state level. Thereafter, the effectiveness of other economic corridors is examined, by applying the same criteria.

Border Trade and Economic Zones on the North-South Economic Corridor: Focusing on the Connecting Points between the Four Countries

The North-South Economic Corridor (NSEC), the road between Bangkok and Kunming, China, including the Laos route (R3B) and the Myanmar route (R3B), has been developed since 1998 following the GMS program. The region covering Yunnan Province in China, Shan State in Myanmar, Northern Laos and Northern Thailand has historical and ethnic closeness, and is a comparatively poor mountainous, boundary area. In the wake of the development of the NSEC, however, the region has started to show signs of change. Consequently, a review is to be carried out concerning the movement of people and cars, border trade and the situation concerning the progress of border economic zones at the five nodal border points in the four countries, and over three routes: R3A, R3B, and the Mekong River route.

Evolution of the Riparian forest corridor in a large Mediterranean river system

The well-documented re-colonisation of the French large river basins of Loire and Rhone by European otter and beaver allowed the analysis of explanatory factors and threats to species movement in the river corridor. To what extent anthropogenic disturbance of the riparian zone influences the corridor functioning is a central question in the understanding of ecological networks and the definition of restoration goals for river networks. The generalist or specialist nature of target species might be determining for the responses to habitat quality and barriers in the riparian corridor. Detailed datasets of land use, human stressors and hydro-morphological characteristics of river segments for the entire river basins allowed identifying the habitat requirements of the two species for the riparian zone. The identified critical factors were entered in a network analysis based on the ecological niche factor approach. Significant responses to riparian corridor quality for forest cover, alterations of channel straightening and urbanisation and infrastructure in the riparian zone are observed for both species, so they may well serve as indicators for corridor functioning. The hypothesis for generalists being less sensitive to human disturbance was withdrawn, since the otter as generalist species responded strongest to hydro-morphological alterations and human presence in general. The beaver responded the strongest to the physical environment as expected for this specialist species. The difference in responses for generalist and specialist species is clearly present and the two species have a strong complementary indicator value. The interpretation of the network analysis outcomes stresses the need for an estimation of ecological requirements of more species in the evaluation of riparian corridor functioning and in conservation planning.

Employment rate impacts of charging the Heavy Good Vehicle corridor (Madrid-Sevilla) across Spanish regions: a Random Utility Based Multiregional Input-Output approach

The implementation of a charging policy for heavy goods vehicles in European Union (EU) member countries has been imposed to reflect costs of construction and maintenance of infrastructure as well as externalities such as congestion, accidents and environmental impact. In this context, EU countries approved the Eurovignette directive (1999/62/EC) and its amending directive (2006 /38/EC) which established a legal framework to regulate the system of tolls. Even if that regulation seek s to increase the efficien cy of freight, it will trigger direct and indirect effects on Spain’s regional economies by increasing transport costs. This paper presents the development of a multiregional Input-Output methodology (MRIO) with elastic trade coefficients to predict in terregional trade, using transport attributes integrated in multinomial logit models. This method is highly useful to carry out an ex-ante evaluation of transport policies because it involves road freight transport cost sensitivity, and determine regional distributive and substitution economic effect s of countries like Spain, characterized by socio-demographic and economic attributes, differentiated region by region. It will thus be possible to determine cost-effective strategies, given different policy scenarios. MRIO mode l would then be used to determine the impact on the employment rate of imposing a charge in the Madrid-Sevilla corridor in Spain. This methodology is important for measuring the impact on the employment rate since it is one of the main macroeconomic indicators of Spain’s regional and national economic situation. A previous research developed (DESTINO) using a MRIO method estimated employment impacts of road pricing policy across Spanish regions considering a fuel tax charge (€/liter) in the entire shortest cost path network for freight transport. Actually, it found that the variation in employment is expected to be substantial for some regions, and negligible for others. For example, in this Spanish case study of regional employment has showed reductions between 16.1% (Rioja) and 1.4% (Madrid region). This variation range seems to be related to either the intensity of freight transport in each region or dependency of regions to transport intensive economic sect ors. In fact, regions with freight transport intensive sectors will lose more jobs while regions with a predominantly service economy undergo a fairly insignificant loss of employment. This paper is focused on evaluating a freight transport vehicle-kilometer charge (€/km) in a non-tolled motorway corridor (A-4) between Madrid-Sevilla (517 Km.). The consequences of the road pricing policy implementation show s that the employment reductions are not as high as the diminution stated in the previous research because this corridor does not affect the whole freight transport system of Spain.