Swath sonar bathymetry during POLARSTERN cruise ANT-XXII/2 (PS67) with links to multibeam raw data files

Multibeam data were measured during R/V Polarstern cruise ANT-XXII/2 along track lines of approximately 6800 NM total length during transits and the Ice Station POLarstern (ISPOL) experiment. Data were achieved during the transit from Cape Town via Bouvet Island towards Antarctic Peninsula for three weeks, crossing Agulhas Ridge, Agulhas Basin and Mid-Atlantic Ridge, and during the transit to Cape Town via South Georgia for two weeks. During the ISPOL station, data were gained while the vessel was drifting for five weeks anchored to an ice floe in the south-western Weddell Sea, starting at 68°13'S/54°47'W. The multibeam sonar system Hydrosweep DS-2 was operated using 59 beams and 90° aperture angle. The refraction correction was achieved using CTD profiles or utilizing the system's own cross fan calibration. The quality of data might be reduced during bad weather periods or adverse sea ice conditions. The dataset contains raw data that are not processed and thus may contain errors and blunders in depth and position.

Swath sonar bathymetry during POLARSTERN cruise ARK-XXIII/3 (PS72) with links to multibeam raw data files

Multibeam data were measured during R/V Polarstern cruise ARK-XXIII/3 along track lines of 7248 NM total length in the Arctic Ocean during transits and stationary work. Data were achieved on the transit from Iceland through the Northwestern Passage and the Beaufort Sea to the East Siberian Sea, crossing Northwind Ridge and Chukchi Plateau. The continental margin of East Siberian was surveyed by several wide spaced transects for almost three weeks. The Mendeleev Ridge and the surrounding deep sea bassins were investigated by a transect of about 1000 NM length, located at 80°-81°N. Lomonosov Ridge and Gakkel Ridge were also crossed. The multibeam sonar system Hydrosweep DS-2 was operated using 59 beams and 90° aperture angle, 120° in shallow water areas. The refraction correction was achieved utilizing 14 CTD profiles measured during the cruise or by the system's own cross fan calibration. The quality of data might be reduced during bad weather periods or adverse sea ice conditions. The dataset contains raw data that are not processed and thus may contain errors and blunders in depth and position.

Age and growth parameters of skates of the genus Bathyraja obtained between 2003-2005 along the Argentine continental shelf

In the last 20 years directed shark and ray fishery has increased alarmingly everywhere in the world. For most species though, no data on growth rate, mortality, fecundity and other life history aspects exist as of now and management of the fishery is therefore insufficient. Also there still exist methodological difficulties in the age determination of elasmobranchs fishes, a fact which complicates the investigation of growth parameters. This study tried to identify the best ageing methods and estimate growth parameters for ten skate species of the genus Bathyraja, all occurring in the southwest Atlantic in depths of 50m and more. 720 samples were collected on board of argentine research vessels in between 2003 and 2005. Crystal violet and a new staining method using potassium permanganate, both applied on sagittal sections of vertebral centra, proved to be most effective in enhancing the banding pattern in most of the species. Thorns were also tested and readings were consistent with the ones made on vertebral sections. Growth parameters could be derived for six species and for the other four estimates could be made. Growth rate as well as infinite length varied between species, with those attaining bigger sizes having lower growth rates. No latitudinal differences in growth rate could be detected but a comparison with samples from other studies showed that total lengths were always reported to be higher around the Malvinas Islands.

Swath sonar bathymetry during POLARSTERN cruise ANT-XV/2 (PS47) with links to multibeam raw data files

Multibeam data were measured during R/V Polarstern cruise ANT-XV/2 along track lines of approximately 10200 NM total length during transits, surveys and partly during stationary work, mainly in the Scotia Sea and the Weddell Sea. Areal multibeam surveys were performed in the vicinity of the South Shetland trench, the Bransfield Basin, the South Sandwich trench, and off the Ekstrom Ice Shelf for time periods of three to eight days. The multibeam sonar system Hydrosweep DS-2 was operated using 59 beams and 90° aperture angle, in some shallow areas 120°. The refraction correction was achieved utilizing sound velocity profiles sampled during the cruise, and by the system's own cross fan calibration. The quality of data might be reduced during bad weather periods or adverse sea ice conditions. The dataset contains raw data that are not processed and thus may contain errors and blunders in depth and position.

Swath sonar bathymetry during POLARSTERN cruise ANT-XV/3 (PS48) with links to multibeam raw data files

Multibeam data were collected without operator supervision on R/V Polarstern cruise ANT-XV/3 during 19 days along track lines of about 1100 NM total length. Data were achieved during transits and stationary work in the eastern Weddell Sea off the Riiser-Larsen Ice Shelf between Halley Bay and Atka Bay. The multibeam sonar system Hydrosweep DS-2 was operated using 59 beams and 90° aperture angle. The quality of data might be reduced during bad weather periods or adverse sea ice conditions. The dataset contains raw data that are not processed and thus may contain errors and blunders in depth and position.

Swath sonar bathymetry during POLARSTERN cruise ANT-XXII/3 (PS67) with links to multibeam raw data files

Multibeam data were measured during R/V Polarstern cruise ANT-XXII/3 along track lines of approximately 8000 NM total length during transits and partly during stationary work. Data were achieved on a transect along the Greenwich meridian, across the Weddell Sea from Kapp Norvegia to Joinville Island, across the Powell Basin, furthermore in the Drake Passage and west of Antarctic Peninsula. Short bathymetric surveys were carried out on the continental slope off Kapp Norvegia and Fimbulisen, and in the area of the Weddell Abyssal Plain. The multibeam sonar system Hydrosweep DS-2 was operated mainly in the HDBE softbeam mode with 240 depth values per swath and a receiving coverage of 100°. The refraction correction was achieved utilizing CTD profiles or the system's own cross fan calibration. The quality of data might be reduced during bad weather periods or adverse sea ice conditions. The dataset contains raw data that are not processed and thus may contain errors and blunders in depth and position.

Morphometry of Cyphocharax gouldingi in the Praquiquara river watershed, Apeu east, Eastern Amazon

Curimatídeos do gênero Cyphocharax Fowler, 1906 distribuem-se amplamente nas bacias hidrográficas da América do Sul, contudo essa ampla distribuição inequivale a quantidade de trabalhos relacionados ao gênero. Visto isso, objetivou-se contribuir ao conhecimento de Cyphocarax gouldingi (Vari, 1992) através da caracterização morfométrica de indivíduos coletados na microbacia do rio Praquiquara, localizado no médio Apeú, Amazônia Oriental. Para a determinação morfométrica da espécie, utilizou-se o software Adobe Photoshop CS6 Extended, mensurando os respectivos caracteres merísticos: comprimentos total, padrão, zoológico, cabeça e focinho, a medida da altura e o diâmetro do olho de 178 exemplares capturados entre os meses setembro (2014) e maio (2015). Verificou-se uma correlação forte positiva e alometria negativa, entre o comprimento total e as demais medidas externas, e observou a importância do rio Praquiquara durante o ciclo de vida da espécie. Conclui-se que as medidas morfométricas de C. gouldingi (1) satisfazem a estimação de comprimento total e (2) possibilitam o estudo sobre a dinâmica de crescimento da espécie estudada.

Swath sonar bathymetry during POLARSTERN cruise ANT-XIX/1 (PS61) with links to multibeam raw data files

Multibeam data were measured during R/V Polarstern cruise ANT-XIX/1 on track lines of about 5,200 NM total length in the Atlantic Ocean during the transit from Bremerhaven to Cape Town. The multibeam sonar system Hydrosweep DS-2 was operated using 59 beams and 90° aperture angle. The refraction correction was achieved utilizing the system's own cross fan calibration. The quality of data might be reduced during bad weather periods. The dataset contains raw data that are not processed and thus may contain errors and blunders in depth and position.

Asociación entre caracteres biométricos y calidad fisiológica en semillas de tomate (Solanum lycopersicum L.)

La clasificación de las semillas de especies olerícolas se realiza principalmente por peso y tamaño, con criterios similares a los aplicados en cereales y leguminosas, en que se asocia positivamente estos atributos físicos con la calidad fisiológica. No obstante lo anterior, en diversas especies de hortalizas la información es escasa y contradictoria al respecto, lo que motiva la realización de la presente investigación. En semillas de tomate (Solanum lycopersicum L.) se determinó el efecto del peso y tamaño sobre la calidad fisiológica expresada como germinación y vigor. Además, se correlacionaron los resultados de las pruebas de evaluación de calidad fisiológica y se describieron variables del crecimiento y desarrollo. Se utilizaron lotes de diferentes variedades de semillas híbridas de cuatro temporadas, producidas en un clima templado cálido con lluvias invernales y estación seca prolongada (32º 54’ y 34° 21´ latitud Sur). Se midió peso y tamaño de semillas, además en dos temporadas se evaluaron las características internas de área y peso de embrión y área de endospermo. Se determinó la calidad de las semillas con la prueba de germinación y según fuera el año de estudio se midió vigor con las pruebas de envejecimiento acelerado, de plantas útiles al trasplante y de plántulas emergidas. Con análisis de imágenes y rayos X se extrajeron datos del tamaño externo e interno de las semillas y plántulas. Los lotes se compararon mediante análisis de varianza y las medias con la prueba de Tukey, la asociación entre dos variables se determinó con correlaciones de Pearson, las variables de peso y tamaño de la semilla y su relación con las pruebas de calidad, se analizaron mediante regresiones múltiples. Se utilizó un nivel de significación de 0,05 de probabilidad. Los resultados indicaron que el tamaño y no el peso de las semillas de tomate, diferenciaron calidad entre lotes en las diversas variedades. La prueba de germinación tuvo una baja sensibilidad para discriminar lotes, además de una escasa correlación con las características físicas de las semillas, cuando hubo asociación, la relación fue débil y negativa. La prueba de vigor de envejecimiento acelerado diferenció lotes y presentó escasa asociación con las características físicas de las semillas. El número de semillas germinadas en la prueba de envejecimiento acelerado se explicó por el efecto del tamaño de las semillas, mientras que las fracciones de descarte se asociaron con el peso de las mismas. La prueba de vigor de plantas útiles al trasplante no discriminó entre lotes. Tuvo una asociación débil con el peso y tamaño de las semillas. El modelo asociado a esta relación explicó con un alto coeficiente de determinación que el peso de la semilla influyó sobre la emergencia temprana, mientras que la relación fue menor y negativa con plantas de mayor desarrollo. La prueba de vigor de plántulas emergidas discriminó lotes de semillas con plántulas de 3 a 5 días después de siembra. Hubo escasa y débil asociación entre esta prueba y las características de peso y tamaño las semillas. El modelo de predicción de plántulas emergidas fue particular en cada temporada, cuando hubo un coeficiente de determinación alto influyó negativamente el peso o tamaño de la semilla. Entre las pruebas de calidad fisiológica evaluadas en semillas de tomate hubo escasas correlaciones significativas. Entre germinación y vigor las correlaciones significativas fueron débiles y sólo se encontraron en algunas temporadas de evaluación. Entre las pruebas de vigor no hubo asociación. En las pruebas de vigor de plantas útiles al trasplante y de plántulas emergidas, los cotiledones alcanzaron el mayor porcentaje de materia seca y se correlacionaron fuertemente con la materia seca total. En la prueba de plántulas emergidas la materia seca de las radículas diferenció parcialmente lotes de semillas al igual que la longitud total y de las radículas. La longitud de la radícula se correlacionó fuertemente con la longitud total de plántulas. ABSTRACT Seed selection for olericultural species is mainly carried out considering weight and size with similar criteria to those applied in cereals and legumes where size and physiological quality are favorably associated. However, information about several species is limited and contradictory regarding the above, leading to the present research. In tomato (Solanum lycopersicum L.) seeds, the effect of weight and size on the physiological quality expressed as germination and vigor was determined. In addition, results of quality evaluation tests were correlated and variables of growth and development were described. Batches of hybrid seeds from four seasons were used. These seeds were produced in a mild warm climate with winter rainfalls and long dry season (32º 54’ and 34° 21´South Latitude). Seed weight and size were determined, additionally internal characteristics such as embryo area and weight as well as endosperm area were evaluated in two seasons. The quality of seeds was established using the germination test and, depending on the year of the study, vigor was measured through accelerated aging tests for plants useful for transplanting and emerged seedlings. Using imaging analysis and X rays, data regarding external and internal size of seeds and seedlings were obtained. Batches were compared through ANOVA and means using Tukey’s test; the association between both variables was determined with Pearson correlations, whereas variables of seed weight and size and their relation to quality tests were analyzed through multiple regressions. A significance level of 0.05 probability was used. Results showed that the size (but not the weight) of tomatoes differentiates quality between batches from several seasons. The germination test was not sensitive enough to discriminate batches in addition to having a limited correlation with the characteristics of seeds, when they were associated, the relation was weak and unfavorable. Vigor test for accelerated aging made the difference between batches and presented low association with physical characteristics of the seeds. The number of germinated seeds in the accelerated aging test was explained by the effect of the seed size, whereas cull fractions were associated with their weight. The vigor test of plants useful for transplanting did not discriminate between batches. The association with seed weight and size was weak. The model associated to this relation explained, with a high coefficient determination, that the seed weight had influence on early emergence, whereas the relation was minor and unfavorable with more developed plants. Vigor test of emerged seedlings discriminated batches of seeds with seedlings of 3 to 5 days after sowing. There was a limited and weak association between this test and the characteristics of seed weight and size. The prediction model for seedlings emerged was particular in each season, when the determination coefficient was high, seed weight and size influenced negatively. Among the physiological quality tests evaluated in tomato seeds, significant correlations were negligible. Between germination and vigor, significant correlations were poor, being only found in some evaluation seasons. There was no association in the vigor tests. In vigor tests for plants useful for transplanting and emerged seedlings, cotyledons reached the highest percentage of dry matter and were strongly correlated with total dry matter. In the test of emerged seedlings, dry matter of radicles partially differentiated batches of seeds as well as total length and radicles. Radicle length was strongly correlated with total seedlings length.

Diseño de un modelo para la identificación y análisis de tramos de carreteras sin accidentes : una nueva visión de la seguridad vial

El planteamiento tradicional de análisis de la accidentalidad en carretera pasa por la consideración de herramientas paliativas, como son la identificación y gestión de los puntos negros o tramos de concentración de accidentes, o preventivas, como las auditorías e inspecciones de seguridad vial. En esta tesis doctoral se presenta un planteamiento complementario a estas herramientas, desde una perspectiva novedosa: la consideración de los tramos donde no se producen accidentes; son los denominados Tramos Blancos. La tesis persigue demostrar que existen determinados parámetros del diseño de las carreteras y del tráfico que, bajo características generales similares de las vías, tienen influencia en el hecho de que se produzcan o no accidentes, adicionalmente a la exposición al riesgo, como factor principal, y a otros factores. La propia definición de los Tramos Blancos, entendidos como tramos de carreteras de longitud representativa donde no se han producido accidentes con víctimas mortales o heridos graves durante un periodo largo de tiempo, garantiza que esta situación no se produzca como consecuencia de la aleatoriedad de los accidentes, sino que pudiera deberse a una confluencia específica de determinados parámetros de la geometría de la vía y del tráfico total y de vehículos pesados. Para el desarrollo de esta investigación se han considerado la red de autopistas de peaje y las carreteras convencionales de la Red del Estado de España, que supone un total de 17.000 kilómetros, y los datos de accidentes con víctimas mortales y heridos graves en el periodo 2006-2010, ambos incluidos, en estas redes (un total de 10.000 accidentes). La red viaria objeto de análisis supone el 65% de la longitud de la Red de Carreteras del Estado, por la que circula el 33% de su tráfico; en ella se produjeron en el año 2013 el 47% de los accidentes con víctimas y el 60% de las víctimas mortales de la Red de Carreteras del Estado. Durante la investigación se ha desarrollado una base de datos de 250.130 registros y más de 3.5 millones de datos en el caso de las autopistas de peaje de la Red de Carreteras del Estado y de 935.402 registros y más de 14 millones de datos en el caso de la red convencional del Estado analizada. Tanto las autopistas de peaje como las carreteras convencionales han sido clasificadas según sus características de tráfico, de manera que se valoren vías con nivel de exposición al riesgo similar. Para cada tipología de vía, se ha definido como longitud de referencia para que un tramo se considere Tramo Blanco la longitud igual al percentil 95 de las longitudes de tramos sin accidentes con heridos graves o víctimas mortales durante el periodo 2006-2010. En el caso de las autopistas de peaje, en la tipología que ha sido considerada para la definición del modelo, esta longitud de referencia se estableció en 14.5 kilómetros, mientras que en el caso de las carreteras convencionales, se estableció en 7.75 kilómetros. Para cada uno de los tipos de vía considerados se han construido una base de datos en la que se han incluido las variables de existencia o no de Tramo Blanco, así como las variables de tráfico (intensidad media diaria total, intensidad de vehículos pesados y porcentaje de vehículos pesados ), la velocidad media y las variables de geometría (número de carriles, ancho de carril, ancho de arcén derecho e izquierdo, ancho de calzada y plataforma, radio, peralte, pendiente y visibilidad directa e inversa en los casos disponibles); como variables adicionales, se han incluido el número de accidentes con víctimas, los fallecidos y heridos graves, índices de peligrosidad, índices de mortalidad y exposición al riesgo. Los trabajos desarrollados para explicar la presencia de Tramos Blancos en la red de autopistas de peaje han permitido establecer las diferencias entre los valores medios de las variables de tráfico y diseño geométrico en Tramos Blancos respecto a tramos no blancos y comprobar que estas diferencias son significativas. Así mismo, se ha podido calibrar un modelo de regresión logística que explica parcialmente la existencia de Tramos Blancos, para rangos de tráfico inferiores a 10.000 vehículos diarios y para tráficos entre 10.000 y 15.000 vehículos diarios. Para el primer grupo (menos de 10.000 vehículos al día), las variables que han demostrado tener una mayor influencia en la existencia de Tramo Blanco son la velocidad media de circulación, el ancho de carril, el ancho de arcén izquierdo y el porcentaje de vehículos pesados. Para el segundo grupo (entre 10.000 y 15.000 vehículos al día), las variables independientes más influyentes en la existencia de Tramo Blanco han sido la velocidad de circulación, el ancho de calzada y el porcentaje de vehículos pesados. En el caso de las carreteras convencionales, los diferentes análisis realizados no han permitido identificar un modelo que consiga una buena clasificación de los Tramos Blancos. Aun así, se puede afirmar que los valores medios de las variables de intensidad de tráfico, radio, visibilidad, peralte y pendiente presentan diferencias significativas en los Tramos Blancos respecto a los no blancos, que varían en función de la intensidad de tráfico. Los resultados obtenidos deben considerarse como la conclusión de un análisis preliminar, dado que existen otros parámetros, tanto de diseño de la vía como de la circulación, el entorno, el factor humano o el vehículo que podrían tener una influencia en el hecho que se analiza, y no se han considerado por no disponer de esta información. En esta misma línea, el análisis de las circunstancias que rodean al viaje que el usuario de la vía realiza, su tipología y motivación es una fuente de información de interés de la que no se tienen datos y que permitiría mejorar el análisis de accidentalidad en general, y en particular el de esta investigación. Adicionalmente, se reconocen limitaciones en el desarrollo de esta investigación, en las que sería preciso profundizar en el futuro, reconociendo así nuevas líneas de investigación de interés. The traditional approach to road accidents analysis has been based in the use of palliative tools, such as black spot (or road sections) identification and management, or preventive tools, such as road safety audits and inspections. This thesis shows a complementary approach to the existing tools, from a new perspective: the consideration of road sections where no accidents have occurred; these are the so-called White Road Sections. The aim of this thesis is to show that there are certain design parameters and traffic characteristics which, under similar circumstances for roads, have influence in the fact that accidents occur, in addition to the main factor, which is the risk exposure, and others. White Road Sections, defined as road sections of a representative length, where no fatal accidents or accidents involving serious injured have happened during a long period of time, should not be a product of randomness of accidents; on the contrary, they might be the consequence of a confluence of specific parameters of road geometry, traffic volumes and heavy vehicles traffic volumes. For this research, the toll motorway network and single-carriageway network of the Spanish National Road Network have been considered, which is a total of 17.000 kilometers; fatal accidents and those involving serious injured from the period 2006-2010 have been considered (a total number of 10.000 accidents). The road network covered means 65% of the total length of the National Road Network, which allocates 33% of traffic volume; 47% of accidents with victims and 60% of fatalities happened in these road networks during 2013. During the research, a database of 250.130 registers and more than 3.5 million data for toll motorways and 935.042 registers and more than 14 million data for single carriageways of the National Road Network was developed. Both toll motorways and single-carriageways have been classified according to their traffic characteristics, so that the analysis is performed over roads with similar risk exposure. For each road type, a reference length for White Road Section has been defined, as the 95 percentile of all road sections lengths without accidents (with fatalities or serious injured) for 2006-2010. For toll motorways, this reference length concluded to be 14.5 kilometers, while for single-carriageways, it was defined as 7.75 kilometers. A detailed database was developed for each type of road, including the variable “existence of White Road Section”, as well as variables of traffic (average daily traffic volume, heavy vehicles average daily traffic and percentage of heavy vehicles from the total traffic volume), average speed and geometry variables (number of lanes, width of lane, width of shoulders, carriageway width, platform width, radius, superelevation, slope and visibility); additional variables, such as number of accidents with victims, number of fatalities or serious injured, risk and fatality rates and risk exposure, have also been included. Research conducted for the explanation of the presence of White Road Sections in the toll motorway network have shown statistically significant differences in the average values of variables of traffic and geometric design in White Road Sections compared with other road sections. In addition, a binary logistic model for the partial explanation of the presence of White Road Sections was developed, for traffic volumes lower than 10.000 daily vehicles and for those running from 10.000 to 15.000 daily vehicles. For the first group, the most influent variables for the presence of White Road Sections were the average speed, width of lane, width of left shoulder and percentage of heavy vehicles. For the second group, the most influent variables were found to be average speed, carriageway width and percentage of heavy vehicles. For single-carriageways, the different analysis developed did not reach a proper model for the explanation of White Road Sections. However, it can be assumed that the average values of the variables of traffic volume, radius, visibility, superelevation and slope show significant differences in White Road Sections if compared with others, which also vary with traffic volumes. Results obtained should be considered as a conclusion of a preliminary analysis, as there are other parameters, not only design-related, but also regarding traffic, environment, human factor and vehicle which could have an influence in the fact under research, but this information has not been considered in the analysis, as it was not available. In parallel, the analysis of the circumstances around the trip, including its typology and motivation is an interesting source of information, from which data are not available; the availability of this information would be useful for the improvement of accident analysis, in general, and for this research work, in particular. In addition, there are some limitations in the development of the research work; it would be necessary to develop an in-depth analysis in the future, thus assuming new research lines of interest.