Les fortifications du territoire d'Érétrie : étude sur la défense de la Chôra aux époques classique et hellénistique

La présente thèse se propose d'étudier les fortifications connues dans le territoire d'Erétrie (île d'Eubée, Grèce), essentiellement aux époques classique et hellénistique (Ve-IIe siècles av. J.-C.). La plupart de ces constructions (forteresses de grand appareil, habitats fortifiés, enceintes de pierres sèches et tours) sont connues depuis le 19e siècle, mais ce travail constitue la première étude archéologique et historique d'ensemble qui leur est consacrée exclusivement. Bien que décrites depuis longtemps, les fortifications des campagnes grecques ont surtout été étudiées d'un point de vue architectural et historique. Cette approche a privilégié une interprétation militaire et stratégique, reliant les fortifications au sein de réseaux défensifs conçus à grande échelle et destinés à bloquer les accès et les frontières du territoire. Notre perspective est différente, puisqu'elle s'efforce de replacer chaque fortification dans la géographie antique en étudiant son interaction avec les plaines et les reliefs, les frontières, l'habitat, les voies de communication, les terres cultivables et la répartition de la population. Pour ce faire, nous avons établi une carte archéologique de l'Erétriade, conduit des prospections extensives autour des fortifications, ainsi que dans de nombreuses régions du territoire. Cette méthode permet d'aborder l'étude des fortifications rurales en adoptant des angles d'analyse différents : le premier, macro-géographique, met ainsi en valeur des caractéristiques générales, telles que la relation entre les fortifications et la capitale d'une part, les fortifications et les terres cultivables de l'autre ; au plan régional, ou micro-géographique, elle analyse la répartition des fortifications au sein de chaque district de l'Erétriade, voire des vallées ou des cantons, mettant en évidence le rôle local des ouvrages fortifiés. Au terme de cette recherche, il est apparu qu'une approche purement stratégique ou militaire ne permettait pas d'expliquer la répartition géographique des fortifications, puisque ces dernières se trouvent pour la plupart à l'intérieur du territoire et non à ses frontières. Elles ne sont pas non plus disposées de manière à pouvoir exercer une surveillance étroite sur les routes pénétrant dans la chôra ; aussi leur fonctionnement au sein d'un «réseau défensif frontalier ne peut pas être démontré. Dans l'Erétriade, la colonne vertébrale de la sécurité publique est formée par les habitats fortifiés, dèmes et kômai, complétée par l'existence de deux forteresses militaires ayant accueilli des garnisons. Placés toujours à bonne distance de la ville, puis à intervalles plus ou moins réguliers au sein du territoire, les habitats fortifiés jouent sur le plan régional le rôle de la ville : en cas d'invasion ou de danger, la population du dème ou des dèmes environnants pouvait y trouver refuge, mettant ainsi à l'abri récoltes, biens et animaux. L'apparition des fortifications territoriales correspond à l'extension maximale de l'occupation humaine, agricole et économique du territoire. Les communautés rurales qui en avaient la possibilité se dotèrent alors de fortifications, souvent sommaires, pour faire face à des menaces variées, mais surtout pour assurer leur propre sécurité et protéger un équilibre autarcique fragile. Il ne faut donc pas nécessairement attribuer la construction de fortifications à un événement historique précis, interprétation abusive courante dans l'étude des fortifications, en Grèce comme ailleurs. La fortification des habitats ruraux s'est réalisée de manière progressive, en réponse aux sentiments d'insécurité d'une population rurale toujours plus nombreuse. Faute de références littéraires et d'inscriptions, en particulier de décrets honorifiques, les forteresses et les habitats fortifiés de l'Erétriade constituent les derniers témoins de l'insécurité publique et des violences auxquelles fut confronté le territoire d'Erétrie aux époques classique et hellénistique.

Climate oscillations and species interactions: large-scale congruence but regional differences in the phylogeographic structures of an alpine plant and its monophagous insect

Aim. To predict the fate of alpine interactions involving specialized species, using a monophagous beetle and its host-plant as a case study. Location. The Alps. Methods. We investigated genetic structuring of the herbivorous beetle Oreina gloriosa and its specific host-plant Peucedanum ostruthium. We used genome fingerprinting (in the insect and the plant) and sequence data (in the insect) to compare the distribution of the main gene pools in the two associated species and to estimate divergence time in the insect, a proxy for the temporal origin of the interaction. We quantified the similarity in spatial genetic structures by performing a Procrustes analysis, a tool from the shape theory. Finally, we simulated recolonization of an empty space analogous to the deglaciated Alps just after ice retreat by two lineages from two species showing unbalanced dependence, to examine how timing of the recolonization process, as well as dispersal capacities of associated species, could explain the observed pattern. Results. Contrasting with expectations based on their asymmetrical dependence, patterns in the beetle and plant were congruent at a large scale. Exceptions occurred at a regional scale in areas of admixture, matching known suture zones in Alpine plants. Simulations using a lattice-based model suggested these empirical patterns arose during or soon after recolonization, long after the estimated origin of the interaction c. 0.5 million years ago. Main conclusions. Species-specific interactions are scarce in alpine habitats because glacial cycles have limited opportunities for coevolution. Their fate, however, remains uncertain under climate change. Here we show that whereas most dispersal routes are paralleled at large scale, regional incongruence implies that the destinies of the species might differ under changing climate. This may be a consequence of the host-dependence of the beetle that locally limits the establishment of dispersing insects.

Old world arenaviruses enter the host cell via the multivesicular body and depend on the endosomal sorting complex required for transport.

The highly pathogenic Old World arenavirus Lassa virus (LASV) and the prototypic arenavirus lymphocytic choriomeningitis virus (LCMV) use α-dystroglycan as a cellular receptor and enter the host cell by an unusual endocytotic pathway independent of clathrin, caveolin, dynamin, and actin. Upon internalization, the viruses are delivered to acidified endosomes in a Rab5-independent manner bypassing classical routes of incoming vesicular trafficking. Here we sought to identify cellular factors involved in the unusual and largely unknown entry pathway of LASV and LCMV. Cell entry of LASV and LCMV required microtubular transport to late endosomes, consistent with the low fusion pH of the viral envelope glycoproteins. Productive infection with recombinant LCMV expressing LASV envelope glycoprotein (rLCMV-LASVGP) and LCMV depended on phosphatidyl inositol 3-kinase (PI3K) as well as lysobisphosphatidic acid (LBPA), an unusual phospholipid that is involved in the formation of intraluminal vesicles (ILV) of the multivesicular body (MVB) of the late endosome. We provide evidence for a role of the endosomal sorting complex required for transport (ESCRT) in LASV and LCMV cell entry, in particular the ESCRT components Hrs, Tsg101, Vps22, and Vps24, as well as the ESCRT-associated ATPase Vps4 involved in fission of ILV. Productive infection with rLCMV-LASVGP and LCMV also critically depended on the ESCRT-associated protein Alix, which is implicated in membrane dynamics of the MVB/late endosomes. Our study identifies crucial cellular factors implicated in Old World arenavirus cell entry and indicates that LASV and LCMV invade the host cell passing via the MVB/late endosome. Our data further suggest that the virus-receptor complexes undergo sorting into ILV of the MVB mediated by the ESCRT, possibly using a pathway that may be linked to the cellular trafficking and degradation of the cellular receptor.

Measuring conduct and cost parameters in the Spanish air transport market

This paper estimates a model of airline competition for the Spanish air transport market. I test the explanatory power of alternative oligopoly models with capacity constraints. In addition, I analyse the degree of density economies. Results show that Spanish airlines conduct follows a price-leadership scheme so that it is less competitive than the Cournot solution. I also find evidence that thin routes can be considered as natural monopolies

Hay competencia en el mercado europeo de transporte aéreo?: el caso español

La liberalización del transporte aéreo que se llevó a término en la Unión Europea a principios de los años noventa ha tenido efectos positivos sobre el bienestar del viajero. No obstante, existe un consenso en la literatura académica que estos efectos dependen de la existencia de una competencia efectiva en el nivel de la ruta. En este sentido, se plantea el problema que puede llegar a suponer las ventajas de escalera de las compañías dominantes en cada mercado interior. Además, se pretende capturar la diferenciación de productos como característica esencial de la industria del transporte aéreo. El análisis de estas cuestiones se realiza de la forma siguiente. En primer lugar, se hace referencia a los principales aspectos económicos que condicionan la competencia en el transporte aéreo. Y en segundo lugar, se implementa un modelo empírico basado en un sistema de tres ecuaciones, que se estima mediante la técnica de las variables instrumentales. La muestra utilizada hace referencia al año 2001 para la mayoría de las rutas del mercado interior español de vuelos regulares en dónde hay competencia. Los resultados de la estimación muestran la existencia de unas condiciones de competencia diferentes según el segmento del mercado al cual se dirigen las compañías aéreas. Efectivamente, la competencia en precios (calidad) parece ser predominante en el segmento de viajeros por motivos personales (negocios). Adicionalmente, el dominio que la compañía dominante tiene sobre la mayoría de las rutas parece descansar en las ventajas competitivas, tanto en términos de costes como en términos de demanda, que le proporciona el control de la red aeroportuaria nacional. De todo esto se puede inferir que el mantenimiento y/o aumento de los beneficios de la liberalización de los servicios de transporte aéreo exige extender la liberalización al uso del aeropuertos así como descentralizar su gestión.

ESPEN Guidelines on Parenteral Nutrition: intensive care.

Nutritional support in the intensive care setting represents a challenge but it is fortunate that its delivery and monitoring can be followed closely. Enteral feeding guidelines have shown the evidence in favor of early delivery and the efficacy of use of the gastrointestinal tract. Parenteral nutrition (PN) represents an alternative or additional approach when other routes are not succeeding (not necessarily having failed completely) or when it is not possible or would be unsafe to use other routes. The main goal of PN is to deliver a nutrient mixture closely related to requirements safely and to avoid complications. This nutritional approach has been a subject of debate over the past decades. PN carries the considerable risk of overfeeding which can be as deleterious as underfeeding. Therefore the authors will present not only the evidence available regarding the indications for PN, its implementation, the energy required, its possible complementary use with enteral nutrition, but also the relative importance of the macro- and micronutrients in the formula proposed for the critically ill patient. Data on long-term survival (expressed as 6 month survival) will also be considered a relevant outcome measure. Since there is a wide range of interpretations regarding the content of PN and great diversity in its practice, our guidance will necessarily reflect these different views. The papers available are very heterogeneous in quality and methodology (amount of calories, nutrients, proportion of nutrients, patients, etc.) and the different meta-analyses have not always taken this into account. Use of exclusive PN or complementary PN can lead to confusion, calorie targets are rarely achieved, and different nutrients continue to be used in different proportions. The present guidelines are the result of the analysis of the available literature, and acknowledging these limitations, our recommendations are intentionally largely expressed as expert opinions.

2009 Iowa’s Rail System Background Prepared by the Office of Systems Planning December 2010

Iowa’s Rail Environment Iowa’s rail transportation system provides both freight and passenger service. Rail serves a variety of trips, including those within Iowa and those to other states as well as to foreign markets. While rail competes with other modes, it also cooperates with those modes to provide intermodal services to Iowans. In 2009 Iowa’s rail transportation system could be described as follows: Freight Iowa’s 130,000-mile freight transportation system includes an extensive railroad network, a well-developed highway system, two bordering navigable waterways, and a pipeline network as well as air cargo facilities. While rail accounts for only 3 percent of the freight network, it carries 43 percent of Iowa’s freight tonnage. A great variety of commodities ranging from fresh fish to textiles to optical products are moved by rail. However, most of the Iowa rail shipments consist of bulk commodities, including grain, grain products, coal, ethanol, and fertilizers. The railroad network performs an important role in moving bulk commodities produced and consumed in the state to local processors, livestock feeders, river terminals and ports for foreign export. The railroad’s ability to haul large volumes, long distances at low costs will continue to be a major factor in moving freight and improving the economy of Iowa. Key 2008 Facts • 3,945 miles of track • 18 railroads • 49.5 million tons shipped • 39.7 million tons received • 2 Amtrak routes • 6 Amtrak stations • 66,286 rail passenger rides Key Rail Trends • slightly fewer miles being operated; • railroads serving Iowa has remained the same; • more rail freight traffic; • more tons hauled per car; • higher average rail rates per ton-mile since 2002; • more car and tons hauled per locomotive; and • more ton miles per gallon of fuel consumed. Iowa’s rail system and service has been evolving over time relative to its size, financial conditions, and competition from other modes.

Remplacement valvulaire percutané au moyen de stent-valves : une nouvelle approche thérapeutique [Stents valves for percutaneous valve replacement]

Stents have a long history in traditional valve surgery as both, porcine biological valves as well as pericardial valves are mounted on stents prior to implantation. Recently stent-mounted biological devices have been compressed up to the point, where they can be passed through a catheter. Various routes can be distinguished for implantation: open access, the trans-vascular route in antegrade or retrograde fashion, as well as direct trans-apical or trans-atrial access. Direct access has the potentialforvideo-endoscopic valve replacement. In theory, as well as in the experimental setting, valved stents have been implanted in tricuspid and caval position respectively, as well as in pulmonary, mitral and aortic locations. The largest clinical experience has been achieved in pulmonary position whereas current efforts target the aortic position.

Pavement Markings and Safety Final Report, November 2010

Previous research on pavement markings from a safety perspective tackled various issues such as pavement marking retroreflectivity variability, relationship between pavement marking retroreflectivity and driver visibility, or pavement marking improvements and safety. A recent research interest in this area has been to find a correlation between retroreflectivity and crashes, but a significant statistical relationship has not yet been found. This study investigates such a possible statistical relationship by analyzing five years of pavement marking retroreflectivity data collected by the Iowa Department of Transportation (DOT) on all state primary roads and corresponding crash and traffic data. This study developed a spatial-temporal database using measured retroreflectivity data to account for the deterioration of pavement markings over time along with statewide crash data to attempt to quantify a relationship between crash occurrence probability and pavement marking retroreflectivity. First, logistic regression analyses were done for the whole data set to find a statistical relationship between crash occurrence probability and identified variables, which are road type, line type, retroreflectivity, and traffic (vehicle miles traveled). The analysis looked into subsets of the data set such as road type, retroreflectivity measurement source, high crash routes, retroreflectivity range, and line types. Retroreflectivity was found to have a significant effect in crash occurrence probability for four data subsets—interstate, white edge line, yellow edge line, and yellow center line data. For white edge line and yellow center line data, crash occurrence probability was found to increase by decreasing values of retroreflectivity.

Genetic and karyotypic structure in the shrews of the Sorex araneus group: are they independent?

The species of the common shrew (Sorex araneus) group are morphologically very similar but exhibit high levels of karyotypic variation. Here we used genetic variation at 10 microsatellite markers in a data set of 212 individuals mostly sampled in the western Alps and composed of five karyotypic taxa (Sorex coronatus, Sorex antinorii and the S. araneus chromosome races Cordon, Bretolet and Vaud) to investigate the concordance between genetic and karyotypic structure. Bayesian analysis confirmed the taxonomic status of the three sampled species since individuals consistently grouped according to their taxonomical status. However, introgression can still be detected between S. antinorii and the race Cordon of S. araneus. This observation is consistent with the expected low karyotypic complexity of hybrids between these two taxa. Geographically based cryptic substructure was discovered within S. antinorii, a pattern consistent with the different postglaciation recolonization routes of this species. Additionally, we detected two genetic groups within S. araneus notwithstanding the presence of three chromosome races. This pattern can be explained by the probable hybrid status of the Bretolet race but also suggests a relatively low impact of chromosomal differences on genetic structure compared to historical factors. Finally, we propose that the current data set (available at http://www.unil.ch/dee/page7010_en.html#1) could be used as a reference by those wanting to identify Sorex individuals sampled in the western Alps.

Immunotherapeutic strategies for bladder cancer.

Bladder cancer is a common urologic malignancy with rising incidence in the elderly population. In most cases, bladder cancer is non-muscle-invasive at diagnosis and shows dramatically high recurrence rates, although current treatments often reduce the risk of disease progression. Immunotherapy using intravesical instillation of Bacillus Calmette-Guérin (BCG) remains the most effective therapy for patients with high risk tumors. However, BCG-therapy has important limitations including substantial adverse events and frequent treatment failure. Thus, it appears crucial to either improve or replace current therapy using new immunotherapeutic strategies. Here, we discuss the clinical trials that assessed therapeutic vaccination of bladder cancer patients using tumor associated antigens and we also argue for novel approaches arising from murine models. Vaccination routes to induce appropriate T-cell homing in the tumor site as well as the use of local immunostimulation to enhance recruitment of vaccine-induced T cells are discussed to highlight what we believe is a promising therapeutic vaccination strategy for patients with non-muscle-invasive bladder cancer.

Action publique concertée et gestion des sports de nature : une ethnographie participative au Conseil général du Bas-Rhin

En France, la décentralisation et la territorialisation de l'action publique ont fait des sports de nature un objet d'action publique légitime en donnant naissance à de nouveaux outils de management public dédiés à la concertation et à la planification des usages de la nature. Nés de l'article 52 de la Loi sur le sport modifiée en 2000, la Commission Départementale des Espaces, Sites et Itinéraires relatifs aux sports de nature (CDESI) et le Plan Départemental des Espaces Sites et Itinéraires relatifs aux sports de nature (PDESI) sont des outils de concertation territoriale dédiés à la gestion publique des sports de nature au niveau départemental. Un enjeu de ce travail tient à l'appréhension des transformations de l'action publique en s'attachant à l'étude des dispositifs de concertation sur les sports de nature. Un deuxième enjeu de ce travail s'attache à mettre en évidence les effets de la concertation en analysant les interactions et les différents modes d'engagements des acteurs au cours de la « chose publique en train de se faire » (Cefaï, 2002). Les acteurs s'engagent non seulement dans la concertation comprise comme une activité sociale faite d'interactions, mais ils s'engagent également dans la concertation en tant que processus d'action publique. Aussi, un autre enjeu de ce travail est d'appréhender les effets de la concertation par une analyse processuelle des engagements (Fillieule, 2004) des acteurs et des organisations. En mobilisant les outils conceptuels de la sociologie interactionniste, de la sociologie pragmatique, ainsi que de la sociologie structuraliste, l'analyse des situations interactionnelles a notamment permis d'identifier les procédures de cadrage et les techniques dramaturgiques mises en oeuvre par les interactants, ainsi que les répertoires argumentatifs mobilisés par ces acteurs pendant l « 'épreuve » de la concertation. Les confrontations des points de vue et les justifications des prises de positions des acteurs peuvent faire évoluer la configuration initiale des jeux d'acteurs même si, pour certains, ces changements ne restent parfois qu'éphémères. Les organisations s'engagent dans la concertation en fonction de la revendication d'une légitimité qui est à comprendre comme une forme militantisme institutionnel s'articulant autour de la valorisation d'une expertise militante, environnementale, institutionnelle, ou encore de leur statut de partenaire institutionnel. In France, decentralization and territorialization of public action have made outdoor sports become an object of public policies justifiable by giving birth to new tools of public management dedicated to the public consultation, the dialogue, and the planning of the uses of the landscapes. Indeed, born of article 52 of the Law on sport modified in 2000, the Departmental committee for Spaces, Sites and Routes relative to natural sports ( CDESI) and the Departmental Plan of Spaces Sites and Routes relative to natural sports ( PDESI) are governance tools dedicated to the public management of outdoor sports for counties. A challenge of this work is to understand the changes of public policy by focusing on the study of mechanisms for consultation on outdoor sports. A second item of this work is to highlight the effects of cooperation by focusing on the analysis of interactions and actor's commitments during the "public thing in the making" (Cefaï, 2002). Actors commit themselves not only in the dialogue included as a social activity made by interactions, but they also take part to the dialogue included as a process of public action. Also, another issue of this work is to understand the effects of consultation by a processual approach of individual commitments (Fillieule, 2004) of actors and organizations. Using the conceptual tools of symbolic interactionism, pragmatic sociology, and structuralist sociology, the analysis of interactional situations has highlighted the framing work and procedures implemented by the interactants, as well as the dramaturgical techniques and argumentative directories which, they mobilize during the "test" of the consultation. Confrontation of viewpoints and justifications of interactants' positions can evolve from their initial configuration sets, even if for some of them these changes are sometimes ephemeral. Organizations involve themselves according to demands of legitimacy which, are to understand as a shape institutional militancy articulating around the valuation of a militant, environmental, institutional expertise, or still around their status of institutional partner.

On the way to Iowa: An address delivered at Iowa City, Iowa, before the State Historical Society of Iowa on May the twenty-fifth, nineteen hundred ten, 1910

This book is the address delivered at Iowa City, Iowa, before the State Historical Society of Iowa on May 25, 1910 by Laenas Gifford Weld. His speech covers the history and the discovery of the territory of the Mississippi Valley and Iowa. He talks about early pioneers and explorers, the routes they took and how they navigated into this newly discovered territory.

La reducción de los costes de transporte en España (1800-1936)

This paper describes the improvement that took place in the Spanish transport system between 1800 and 1936. The text points out that, despite the investment efforts that were carried out between 1840 and 1855, the process of transport cost reduction only experienced substantial progress after 1855. The largest transport cost decrease of the period under consideration took place during the three decades between 1855 and the great depression of the late nineteenth century, through the substitution of the railroad for the traditional transport means in the main routes of the country, as well as through the gradual reduction of the price of railway transport. The process went on more slowly later on, thanks to the construction of additional raillway lines (until 1895) and the enlargement of the secondary road network. The process of transport cost reduction accelerated again from the 1920s onwards, thanks to the diffusion of the automobile technology.