Influência do nível de actividade física e da institucionalização na qualidade de vida dos idosos do concelho de Évora

Objectivo: Caracterizar a qualidade de vida dos idosos do concelho de Évora, avaliando a influência da institucionalização e do nível de actividade física na mesma. Métodos: Foram analisados 196 idosos institucionalizados em lar da rede pública e 189 idosos não institucionalizados pertencentes a associações de reformados do concelho. A recolha dos dados foi efectuada utilizando o questionário de qualidade de vida da OMS- WHOQOL-BREF e o questionário de avaliação do nível de actividade física-IPAQ. Resultados: Os idosos do concelho de Évora têm uma avaliação positiva da qualidade de vida, apresentando os idosos não institucionalizados melhores resultados no domínio físico, psicológico e do ambiente. Verificou-se ainda que os idosos mais activos apresentam melhores resultados no domínio físico e psicológico da qualidade de vida, assim como uma melhor percepção da qualidade de vida global. Conclusão: A principal conclusão deste estudo revela que, embora a institucionalização contribua negativamente para a qualidade de vida dos idosos, esta poderia ser compensada pela prática regular de actividade física e pela implementação de actividades organizadas que promovam a actividade física dos idosos institucionalizados. ABSTRATC; Objective: Characterize the quality of life of elderly in the district of Évora, by assessing the influence of institutionalization and the level of physical activity in it. Methods: We analyzed 196 elderly institutionalized in a public home, and 189 non-institutionalized elderly that belong to associations of pensioners of the county. The collection of data was conducted using the questionnaire of quality of life of the WHO-WHOQOL-BREF, and the questionnaire for assessing the level of physical activity-IPAQ. Results: The elderly in the district of Évora have a positive assessment of the quality of life where the non-institutionalized elderly people have better results in physical, psychological and environmental domains. Additionally it was assessed that the elderly with more assets have better physical and psychological quality of life and a better perception of quality of life in overall. Conclusion: The main conclusion of this study shows that although the institutionalization contributes negatively on the quality of life of older people, these could be offset by regular practice of physical activity and implementation of activities that promote physical activity in institutionalized elderly.

Alueellinen sähkökuormien kehitysennuste Rovaniemen Verkko Oy:n jakelualueella

Tämän työn tavoitteena on skenaarioiden avulla luoda pitkän aikavälin alueellinen sähkökuormien kehitysennuste Rovaniemen Verkko Oy:lle. Pitkän aikavälin kuormitusennusteet ovat välttämättömiä verkon kehittämisen pohjalle, jotta verkko voidaan mitoittaa vastaamaan kuormitusta pitkälle tulevaisuuteen tekniset ja taloudelliset vaatimukset huomioiden. Kuormitusennusteen onkin jatkossa tarkoitus toimia apuvälineenä verkon strategisessa kehittämisessä. Pohjana kuormitusennusteissa on tilastokeskuksen ja Rovaniemen kaupungin väestö- ja työpaikkaennusteet. Väestöennusteiden ja erilaisten rakentamistilastoiden avulla arvioidaan uudisrakentamisen määrä tulevaisuudessa. Uudisrakentamisen kuormitusvaikutuksiin päästään työssä määritettyjen paikallisten ja rakennustyyppikohtaisten sähkön ominaiskulutuksien avulla. Kuormituksien alueellinen sijoittautuminen arvioidaan kaavoituksen ja kaupungin maankäytön toteuttamisohjelman avulla. Työssä tutkitaan myös tulevaisuudessa sähkönkäytössä tapahtuvien useiden muutosten vaikutusta alueelliseen kuormitukseen. Näitä muutoksia ovat muun muassa sähköautojen, hajautetun tuotannon, lämpöpumppujen ja kysynnän jouston lisääntyminen. Myös rakennusten jatkuvasti parantuva energiatehokkuus aiheuttaa muutoksia sähkön kulutukseen.

ESSAYS IN ENERGY, ENVIRONMENT AND TECHNOLOGICAL CHANGE

This dissertation studies technological change in the context of energy and environmental economics. Technology plays a key role in reducing greenhouse gas emissions from the transportation sector. Chapter 1 estimates a structural model of the car industry that allows for endogenous product characteristics to investigate how gasoline taxes, R&D subsidies and competition affect fuel efficiency and vehicle prices in the medium-run, both through car-makers' decisions to adopt technologies and through their investments in knowledge capital. I use technology adoption and automotive patents data for 1986-2006 to estimate this model. I show that 92% of fuel efficiency improvements between 1986 and 2006 were driven by technology adoption, while the role of knowledge capital is largely to reduce the marginal production costs of fuel-efficient cars. A counterfactual predicts that an additional $1/gallon gasoline tax in 2006 would have increased the technology adoption rate, and raised average fuel efficiency by 0.47 miles/gallon, twice the annual fuel efficiency improvement in 2003-2006. An R&D subsidy that would reduce the marginal cost of knowledge capital by 25% in 2006 would have raised investment in knowledge capital. This subsidy would have raised fuel efficiency only by 0.06 miles/gallon in 2006, but would have increased variable profits by $2.3 billion over all firms that year. Passenger vehicle fuel economy standards in the United States will require substantial improvements in new vehicle fuel economy over the next decade. Economic theory suggests that vehicle manufacturers adopt greater fuel-saving technologies for vehicles with larger market size. Chapter 2 documents a strong connection between market size, measured by sales, and technology adoption. Using variation consumer demographics and purchasing pattern to account for the endogeneity of market size, we find that a 10 percent increase in market size raises vehicle fuel efficiency by 0.3 percent, as compared to a mean improvement of 1.4 percent per year over 1997-2013. Historically, fuel price and demographic-driven market size changes have had large effects on technology adoption. Furthermore, fuel taxes would induce firms to adopt fuel-saving technologies on their most efficient cars, thereby polarizing the fuel efficiency distribution of the new vehicle fleet.

Lineup identification accuracy: the effects of alcohol, target presence, confidence ratings, and response time

Despite the intoxication of many eyewitnesses at crime scenes, only four published studies to date have investigated the effects of alcohol intoxication on eyewitness identification performance. While one found intoxication significantly increased false identification rates from target absent showups, three found no such effect using the more traditional lineup procedure. The present study sought to further explore the effects of alcohol intoxication on identification performance and examine whether accurate decisions from intoxicated witnesses could be postdicted by confidence and response times. One hundred and twenty participants engaged in a study examining the effects of intoxication (control, placebo, and mild intoxication) and target presence on identification performance. Participants viewed a simultaneous lineup one week after watching a mock crime video of a man attempting to steal cars. Ethanol intoxication (0.6 ml/kg) was found to make no significant difference to identification accuracy and such identifications from intoxicated individuals were made no less confidently or slowly than those from sober witnesses. These results are discussed with respect to the previous research examining intoxicated witness identification accuracy and the misconceptions the criminal justice system holds about the accuracy of such witnesses.

Behavioral Response to Environmental Taxation: Evidence from the Transportation Sector

This dissertation analyzes how individuals respond to the introduction of taxation aimed to reduce vehicle pollution, greenhouse gases and traffic. The first chapter analyzes a vehicle registration tax based on emissions of carbon dioxide (CO2), a major greenhouse gas, adopted in the UK in 2001 and subject to major changes in the following years. I identify the impact of the policy on new vehicle registrations and carbon emissions, compared to alternative measures. Results show that consumers respond to the tax by purchasing cleaner cars, but a carbon tax generating the same revenue would further reduce carbon emissions. The second chapter looks at a pollution charge (polluting vehicles pay to enter the city) and a congestion charge (all vehicles pay) adopted in 2008 and 2011 in Milan, Italy, and how they affected the concentration of nitrogen dioxides (NOx). I use data from pollution monitoring stations to measure the change between areas adopting the tax and other areas. Results show that in the first quarter of their introduction, both policies decreased NOx concentration in a range of -8% and -5%, but the effect declines over time, especially in the case of the pollution charge. The third chapter examines a trial conducted in 2005 in the Seattle, WA, area, in which vehicle trips by 276 volunteer households were recorded with a GPS device installed in their vehicles. Households received a monetary endowment which they used to pay a toll for each mile traveled: the toll varied with the time of the day, the day of the week and the type of road used. Using information on driving behavior, I show that in the first week a $0.10 toll per mile reduces the number of miles driven by around 7%, but the effect lasts only few weeks at most. The effect is mainly driven by a reduction in highway miles during trips from work to home, and it is strongly influenced by past driving behavior, income, the size of the initial endowment and the number of children in the household.

Pedonalidade, solução estratégica para as condições de acessibilidade na cidade : 2ª Circular, como suporte urbano

Dissertação para obtenção do grau de Mestre em Arquitectura com Especialização em Urbanismo, apresentada na Universidade de Lisboa - Faculdade de Arquitectura.

Agreement on Cooperation between Uppsala University and the University of Cuenca to sustain and extend a ReAct process in Latin America (RLA)

English

Retail centers for community : addressing both pedestrian and car traffic

The purpose of this thesis was to redesign a commercial center in Miami, Florida in a manner that incorporates the needs of pedestrians as well as the automobile. In my research, I studied projects that had been successful at integrating cars in retail design. I applied the strategies learned from this research to the design of a center that creates a positive interaction of pedestrian and car traffic, addressing the needs of the surrounding community. I designed a master plan that includes a mix of residential, retail, commercial and parking space. The parking is designed so that the retail center is not dominated by surface parking. Rather, the automobile is introduced into the different layers of the proposed buildings. The design focused on connecting pedestrian plazas and parking areas beneath them through the introduction of light and greenery. The findings show how a shopping center might transform the area around it by including spaces for residential, civic, cultural and social functions, as well as for the automotive infrastructure that make those functions possible.

UTFORMNING AV GÅNG-, CYKEL- OCH MOPED-NÄT ANPASSAT FÖR ELCYKEL

Purpose: An increase in the number of pedelecs on Swedish roads is according to studies soon reality. This creates a need to adapt the bmp-grid (bike-, moped- and pedestrian-grid) to pedelecs for them to experience good security, accessibility and comfort while using it. The guidelines Swedish municipalities follow are VGU(Design of Roads and Streets) and the GCM-manual(Bike-, moped-, and pedestrian-manual) which currently do not take society’s future increase of pedelecs into account. VGU and the GCM-manual are tools that are commonly used during planning and design of roads and streets. The aim of the thesis is to use current advice and recommendations on how to adapt the bmp-grid to the pedelec and with this complete current guidelines for bmp-infrastructure. Method: The document-analysis is made on current federal documents that have an impact on bmp-design. Scetch-suggestions were then developed from the author’s personal improvement suggestions and from advice and recommendations gathered during the document-analysis and the theoretical framework. Findings: It was discovered that if the bmp-grid’s design allow bikes traveling up to 30km/h and has a good standard for bicycles according to VGU, then the infrastructure generally fulfil the needs of the pedelec. Altough there are still areas in VGU that needs complements. This need to be done on the design-guidelines so they can aid the adaption of the infrastructure to the pedelec during the planning- and design process. Necessary steps according to the result is to give clearer notifications on bmp-design, issue guidelines for choosing DTS, motivate minimal widths on roads, categories bikers and pedestrians into separate groups, give out more detailed descriptions of when separation of bikers and pedestrians should be done and also to specify different types of bike-users. When taking needs and claim of the pedelec into consideration the result shows that: adaption of the whole bmp-grid to the pedelec is not possible, to simplify priorities the bmp-grid needs to be divided into different sections, space should be taken from the car-traffic, solutions with mixed-traffic and bike-fields for pedelecs can be used in low-speed areas, larger opportunities to connect towns to increase commuting with bicycles appeared with the pedelec. Implications: After examining current guidelines regarding the design of the bmp-grid and gathering opinions on this from interviews the conclusion is that several areas in VGU needs completion. The following are recommendations on how to take the pedelec into consideration during the design-process:• Connect towns and urban-areas with bmp-grids to make use of pedelecs capacity.• Where there is not enough space for both cars and separated pedelec- and bike lanes the speed for car-traffic can be lowered to 30km/h. This creates opportunities with mixed-traffic or bike-lanes.• The width of existing roads and streets are often greater than what’s described in VGU. They can be made smaller to free space on roads for bicycle-infrastructure.• To prioritize which parts of the bmp-grid that needs design to allow pedelecs the bmp-grid can be divided into main- and local grid. The main grid should be design with consideration to the needs and claim of the pedelecs. Limitations: The limitation of the study lies in that none of the interviews where done with employees in any of the bigger municipalities in Sweden. This gives the study a general application in small- to middle-sized cities but not in bigger cities.Keywords: elcykel, ebike, pedelec, utformning, cykel, infrastruktur, infrastructure, society, planering, utformning, säkerhet, fordonstyp

A qualitative impairment in face perception in Alzheimer’s disease : evidence from a reduced face inversion effect

Prevalent face recognition difficulties in Alzheimer’s disease (AD) have typically been attributed to the underlying episodic and semantic memory impairment. The aim of the current study was to determine if AD patients are also impaired at the perceptual level for faces, more specifically at extracting a visual representation of an individual face. To address this question, we investigated the matching of simultaneously presented individual faces and of other nonface familiar shapes (cars), at both upright and inverted orientation, in a group of mild AD patients and in a group of healthy older controls matched for age and education. AD patients showed a reduced inversion effect (i.e., larger performance for upright than inverted stimuli) for faces, but not for cars, both in terms of error rates and response times. While healthy participants showed a much larger decrease in performance for faces than for cars with inversion, the inversion effect did not differ significantly for faces and cars in AD. This abnormal inversion effect for faces was observed in a large subset of individual patients with AD. These results suggest that AD patients have deficits in higher-level visual processes, more specifically at perceiving individual faces, a function that relies on holistic representations specific to upright face stimuli. These deficits, combined with their memory impairment, may contribute to the difficulties in recognizing familiar people that are often reported in patients suffering from the disease and by their caregivers.

The Take Home Car Advantage

This paper explores the idea of police officers from Conway being able to take their police cars home instead of leaving them at the station and having an assigned vehicle instead of a shared one.

The wealth effects of commercial bank securities issuances announcement

Banks are often excluded in corporate finance research mainly because of the regulatory concerns. Compares to non-bank firms, banks are heavily regulated due to its special economic role of money and the uncertainty. Heavy regulation on banks could reduce the information asymmetry between the managers and investor by limiting the behaviour of banks at the time of the Seasoned Equity Offering (SEO), and by increasing the incentive for banks to avoid excessive risk-taking. Therefore, the market may be less likely to assume that bank issued securities signal information that the bank is overvalued compared to their non-bank counterparts. The objective of this thesis is therefore to examine commercial banks issued securities announcement effect. Three interrelated research questions are addressed in this thesis: 1) What is the difference in convertible bond announcement effect between banks and non-banks firm? 2) What is the difference in SEO announcement effect between banks and non-banks? 3) How do the stringency levels of bank regulation impact on the announcement effects of bank issued SEO? By using the U.S. convertible bond and SEO data from 1982 to 2012, I find that the bank issued a convertible bond and SEO announcement experience higher cumulative abnormal return than non-bank. This is consistent with the view that bank regulation reveals positive information about banks. Since banks are heavily regulated, the market is less likely to assume that the issuance of the convertible bond and SEO by banks signals information that is overvalued. These results are robust after controlling for a number of firm-, issue-, and market-specific characteristics. These results are robust by considering the different categories of non-bank industries by undertaking tests in relation to the differences in the CARS upon convertible bond/ SEO across industries, as well as the unbalanced sample between banks and non-banks by using the matched sample analysis. However, the relation between the stringency level of bank regulation and bank issued securities announcement effect may be nonlinear. As hypothesised, I find that bank regulation has an inverted U-shaped relation with the announcement effect of bank SEO by using the SEO data across 21 countries from 2001 to 2012. Under a less bank regulation environment, the market reacts more positively to the bank SEO announcement for an increase in the level of bank regulation. However, the bank SEO announcement effects become more negative if the bank regulation becomes too stringent. This inverted U-shaped relationship is robust after I use the exogenous cross-country, cross-year variation in the timing of the Basel II adoption as the instrument to assess the causal impact of bank regulation on SEO announcement effects. However, the stringency of regulation does not have a significant impact on the announcement effects of involuntary bank equity issuance.

Proyecto de mejoramiento para la estacion de servicio "La Americana S.A.S"

La estación de servicio “La Americana S.A.S” ha sido una de las primeras estaciones de servicio ubicada en Bucaramanga, dedicada a la comercialización y distribución tanto de gasolina como de los diferentes repuestos y accesorios para los vehículos, razón por la cual desde su fundación y hasta nuestros días, ha venido prestando un servicio destacado, efectivo y cumpliendo siempre con la demanda del mercado proporcionalmente a su consumo. Del mismo modo dicha experiencia dentro de este sector ha producido que con el transcurrir de los años, algunos entes privados y gubernamentales en su mayoría hayan querido hacer acuerdos y negociaciones organizacionales con dicha estación de servicio; claramente este tipo de alianzas estratégicas y negociaciones son de gran importancia ya que le dan el reconocimiento respectivo a La Americana y es así como esta organización recibe periódicamente ganancias y dineros fijos. Resultado de los acuerdos anteriormente mencionados, cabe resaltar que la mayoría de las ventas que realiza esta estación de servicio son producto de las compras hechas por los vehículos pertenecientes a las entidades gubernamentales y privadas en convenio; es importante mencionar que todas estas ventas se realizan vía crédito y por ende la cancelación del servicio correspondiente se hace uno o dos meses luego de prestado el servicio. Así mismo también se ha logrado evidenciar que el consumo por parte de los automóviles particulares con el transcurrir del tiempo se ha disminuido drásticamente debido a diversos factores (geográficos, competitivos y de procesos) tanto internos como externos y siendo una razón para que el total de las ventas y posteriores utilidades no sea el esperado. De continuar esto así en un futuro la empresa podría incurrir en serios problemas que afecten su participación dentro de este mercado. La alta dependencia de las ventas a crédito (entidades públicas y privadas) y la disminución continúa de las ventas de contado (particulares) está ocasionando que la Americana desde ya hace un tiempo tenga baja liquidez financiera y baja rotación de inventarios, así como la disminución considerada de sus utilidades, razón por la cual creemos que la implementación de un modelo de mercadeo así como la creación de un sistema para el conteo y supervisión de los inventarios ayudara a La Americana a poder superar esta pequeña crisis y poder ser una empresa perdurable durante los próximos años .

Riesgo biomecánico y dolor lumbar en operarios y personal administrativo en una fábrica de jabón en Bogotá 2016

Introducción: El dolor lumbar y los desórdenes músculo esqueléticos comprometen la salud y la calidad de vida de los trabajadores, pueden poner en riesgo el futuro laboral de las personas. bjetivo: Estimar la prevalencia de dolor lumbar y los posibles factores biomecánicos asociados en el personal operativo y administrativo en una empresa manufacturera de jabón en Bogotá, en el año 2016 Metodología: Estudio de corte transversal donde se evaluó el riesgo biomecánico y la prevalencia del dolor lumbar en personal administrativo (138) y operativo (165); se utilizó como instrumento el ERGOPAR validado en España. Se revisó la asociación utilizando la prueba Chi Cuadrado de Pearson, con un nivel de significación α 0.05 Resultados: 303 trabajadores de una empresa manufacturera de jabón en Bogotá, donde predominó el género masculino (51,82%) y la población adulta media entre 30-39 años (57,42%). La prevalencia del dolor lumbar en la población fue de 61,39% (186). La edad no se asoció estadísticamente al dolor lumbar. Se encontró asociación estadística entre el síntoma dolor lumbar y extensión de cuello (p=0,05 OR1.95 IC 1.33-2.88), así como con agarrar o sujetar objetos (p= 0,036. OR 2.3 IC 1.59-3.51) y con las exigencias físicas laborales (p= 0.001 OR 1.99 IC 1.31-3.02). Conclusiones: La población estudiada presentó una alta prevalencia de dolor lumbar, con predominio en personal que realiza labores operativas, y del género femenino. La adopción de posturas de extensión del cuello y la sujeción o agarre de objetos son factores asociados directamente con la aparición de lumbalgia.

Estrategia del Grupo Volkswagen de México para la reducción del impacto ambiental generado por sus procesos productivos

El siguiente escrito pretende mostrar las estrategias que el Grupo Volkswagen de México implementó para reducir el impacto que generan sus dos fábricas en México al medio ambiente. La primera de ellas, y la más grande en cuanto a infraestructura, recurso humano, complejidad y productividad entre ambas, se ubica en el Estado de Puebla, en su capital Puebla. Se dedica a la fabricación de varios modelos de vehículos para el mercado interno y mundial. La segunda fábrica se ubica en la ciudad de Silao en el Estado de Guanajuato, esta fábrica se dedica principalmente a la fabricación de motores, los cuales posteriormente son distribuidos a distintos complejos productivos alrededor del mundo para allí ensamblarse en carrocerías. En primera instancia se describe la estrategia general con los debidos alcances establecidos desde la dirección de la empresa. Posteriormente se prosigue a desglosar cada una de las sub-estrategias, explicándolas y relacionándolas en contexto, tomando de esta manera, paso a paso, como se ha construido una campaña que ha logrado adquirir una identidad propia ampliamente reconocida tanto por la fuerza laboral de la compañía e inclusive por los agentes del mercado en el que se encuentran. Finalmente se reúnen datos numéricos relevantes en cuanto a la reducción del impacto ambiental que por último se ven reflejado en un ahorro económico para la empresa.