Detailed study of the seismotectonic setting in the Lucanian Apennines and surrounding areas (Southern Italy)

In this research work I analyzed the instrumental seismicity of Southern Italy in the area including the Lucanian Apennines and Bradano foredeep, making use of the most recent seismological database available so far. I examined the seismicity occurred during the period between 2001 and 2006, considering 514 events with magnitudes M ≥ 2.0. In the first part of the work, P- and S-wave arrival times, recorded by the Italian National Seismic Network (RSNC) operated by the Istituto Nazionale di Geofisica e Vulcanologia (INGV), were re-picked along with those of the SAPTEX temporary array (2001–2004). For some events located in the Upper Val d'Agri, I also used data from the Eni-Agip oil company seismic network. I computed the VP/VS ratio obtaining a value of 1.83 and I carried out an analysis for the one-dimensional (1D) velocity model that approximates the seismic structure of the study area. After this preliminary analysis, making use of the records obtained in the SeSCAL experiment, I incremented the database by handpicking new arrival times. My final dataset consists of 15,666 P- and 9228 S-arrival times associated to 1047 earthquakes with magnitude ML ≥ 1.5. I computed 162 fault-plane solutions and composite focal mechanisms for closely located events. I investigated stress field orientation inverting focal mechanism belonging to the Lucanian Apennine and the Pollino Range, both areas characterized by more concentrated background seismicity. Moreover, I applied the double difference technique (DD) to improve the earthquake locations. Considering these results and different datasets available in the literature, I carried out a detailed analysis of single sub-areas and of a swarm (November 2008) recorded by SeSCAL array. The relocated seismicity appears more concentrated within the upper crust and it is mostly clustered along the Lucanian Apennine chain. In particular, two well-defined clusters were located in the Potentino and in the Abriola-Pietrapertosa sector (central Lucanian region). Their hypocentral depths are slightly deeper than those observed beneath the chain. I suggest that these two seismic features are representative of the transition from the inner portion of the chain with NE-SW extension to the external margin characterized by dextral strike-slip kinematics. In the easternmost part of the study area, below the Bradano foredeep and the Apulia foreland, the seismicity is generally deeper and more scattered and is associated to the Murge uplift and to the small structures present in the area. I also observed a small structure NE-SW oriented in the Abriola-Pietrapertosa area (activated with a swarm in November 2008) that could be considered to act as a barrier to the propagation of a potential rupture of an active NW-SE striking faults system. Focal mechanisms computed in this study are in large part normal and strike-slip solutions and their tensional axes (T-axes) have a generalized NE-SW orientation. Thanks to denser coverage of seismic stations and the detailed analysis, this study is a further contribution to the comprehension of the seismogenesis and state of stress of the Southern Apennines region, giving important contributions to seismotectonic zoning and seismic hazard assessment.

From Craton to Rift: Empirically Based Ground-Truth Criteria for Local Events Recorded on Regional Networks

Region-specific empirically based ground-truth (EBGT) criteria used to estimate the epicentral-location accuracy of seismic events have been developed for the Main Ethiopian Rift and the Tibetan plateau. Explosions recorded during the Ethiopia-Afar Geoscientific Lithospheric Experiment (EAGLE), the International Deep Profiling of Tibet, and the Himalaya (INDEPTH III) experiment provided the necessary GT0 reference events. In each case, the local crustal structure is well known and handpicked arrival times were available, facilitating the establishment of the location accuracy criteria through the stochastic forward modeling of arrival times for epicentral locations. In the vicinity of the Main Ethiopian Rift, a seismic event is required to be recorded on at least 8 stations within the local Pg/Pn crossover distance and to yield a network-quality metric of less than 0.43 in order to be classified as EBGT5(95%) (GT5 with 95% confidence). These criteria were subsequently used to identify 10 new GT5 events with magnitudes greater than 2.1 recorded on the Ethiopian Broadband Seismic Experiment (EBSE) network and 24 events with magnitudes greater than 2.4 recorded on the EAGLE broadband network. The criteria for the Tibetan plateau are similar to the Ethiopia criteria, yet slightly less restrictive as the network-quality metric needs to be less than 0.45. Twenty-seven seismic events with magnitudes greater than 2.5 recorded on the INDEPTH III network were identified as GT5 based on the derived criteria. When considered in conjunction with criteria developed previously for the Kaapvaal craton in southern Africa, it is apparent that increasing restrictions on the network-quality metric mirror increases in the complexity of geologic structure from craton to plateau to rift. Accession Number: WOS:000322569200012

Authentication and Authorisation Mechanisms in support of Secure Access to WMN Resources

Over the past several years, a number of design approaches in wireless mesh networks have been introduced to support the deployment of wireless mesh networks (WMNs). We introduce a novel wireless mesh architecture that supports authentication and authorisation functionalities, giving the possibility of a seamless WMN integration into the home's organization authentication and authorisation infrastructure. First, we introduce a novel authentication and authorisation mechanism for wireless mesh nodes. The mechanism is designed upon an existing federated access control approach, i.e. the AAI infrastructure that is using just the credentials at the user's home organization in a federation. Second, we demonstrate how authentication and authorisation for end users is implemented by using an existing web-based captive portal approach. Finally, we observe the difference between the two and explain in detail the process flow of authorized access to network resources in wireless mesh networks. The goal of our wireless mesh architecture is to enable easy broadband network access to researchers at remote locations, giving them additional advantage of a secure access to their measurements, irrespective of their location. It also provides an important basis for the real-life deployment of wireless mesh networks for the support of environmental research.

The prevalence of penicillin-non-susceptible Streptococcus pneumoniae among children aged < 5 years correlates with the biannual epidemic activity of respiratory syncytial virus

This study investigated whether the epidemiology of penicillin-non-susceptible pneumococci (PNSP) colonising small children correlated with the biannual epidemic activity of respiratory syncytial virus (RSV). Colonisation rates and the prevalence of PNSP among paediatric outpatients aged < 5 years was analysed between January 1998 and September 2003 using an established national surveillance network. Resistance trends were investigated using time-series analysis to assess the correlation with the biannual pattern of RSV infections and national sales of oral paediatric formulations of antibiotics and antibiotic prescriptions to children aged < 5 years for acute respiratory tract infections. PNSP rates exhibited a biannual cycle in phase with the biannual seasonal RSV epidemics (p < 0.05). Resistance rates were higher during the winter seasons of 1998-1999 (20.1%), 2000-2001 (16.0%) and 2002-2003 (19.1%), compared with the winter seasons of 1997-1998 (8.2%), 1999-2000 (11.6%) and 2001-2002 (9.5%). Antibiotic sales and prescriptions showed regular peaks during each winter, with no significant correlation with the biannual pattern of RSV activity and seasonal trends of PNSP. RSV is an important determinant of the spread of PNSP and must be considered in strategies aimed at antimicrobial resistance control.

Simulating Data Journalism to Communicate Hydrological Information from Sensor Networks

Presenting relevant information via web-based user friendly interfac- es makes the information more accessible to the general public. This is especial- ly useful for sensor networks that monitor natural environments. Adequately communicating this type of information helps increase awareness about the limited availability of natural resources and promotes their better use with sus- tainable practices. In this paper, I suggest an approach to communicating this information to wide audiences based on simulating data journalism using artifi- cial intelligence techniques. I analyze this approach by describing a pioneer knowledge-based system called VSAIH, which looks for news in hydrological data from a national sensor network in Spain and creates news stories that gen- eral users can understand. VSAIH integrates artificial intelligence techniques, including a model-based data analyzer and a presentation planner. In the paper, I also describe characteristics of the hydrological national sensor network and the technical solutions applied by VSAIH to simulate data journalism.

Using Open Geographic Data to Generate Natural Language Descriptions for Hydrological Sensor Networks

Providing descriptions of isolated sensors and sensor networks in natural language, understandable by the general public, is useful to help users find relevant sensors and analyze sensor data. In this paper, we discuss the feasibility of using geographic knowledge from public databases available on the Web (such as OpenStreetMap, Geonames, or DBpedia) to automatically construct such descriptions. We present a general method that uses such information to generate sensor descriptions in natural language. The results of the evaluation of our method in a hydrologic national sensor network showed that this approach is feasible and capable of generating adequate sensor descriptions with a lower development effort compared to other approaches. In the paper we also analyze certain problems that we found in public databases (e.g., heterogeneity, non-standard use of labels, or rigid search methods) and their impact in the generation of sensor descriptions.

Estudio teórico-experimental sobre el deterioro en tableros de puentes de hormigón producido por la acción del hielo-deshielo con sales de fundentes

El deterioro del hormigón por ciclos de hielo-deshielo en presencia de sales fundentes es causa frecuente de problemas en los puentes e infraestructuras existentes en los países europeos. Los daños producidos por los ciclos de hielo-deshielo en el hormigón pueden ser internos, fundamentalmente la fisuración y/o externos como el descascarillamiento (desgaste superficial). La España peninsular presenta unas características geográficas y climáticas particulares. El 18% de la superficie tiene una altura superior a 1000mts y, además, la altura media geográfica con respecto al nivel del mar es de 660mts (siendo el segundo país más montañoso de toda Europa).Esto hace que la Red de Carreteras del Estado se vea afectada, durante determinados periodos, por fenómenos meteorológicos adversos, en particular por nevadas y heladas, que pueden comprometer las condiciones de vialidad para la circulación de vehículos. Por este motivo la Dirección General de Carreteras realiza trabajos anualmente (campañas de vialidad invernal, de 6 meses de duración) para el mantenimiento de la vialidad de las carreteras cuando éstas se ven afectadas por estos fenómenos. Existen protocolos y planes operativos que permiten sistematizar estos trabajos de mantenimiento que, además, se han intensificado en los últimos 10 años, y que se fundamentan en el empleo de sales fundentes, principalmente NaCl, con la misión de que no haya placas de hielo, ni nieve, en las carreteras. En zonas de fuerte oscilación térmica, que con frecuencia en España se localizan en la zona central del Pirineo, parte de la cornisa Cantábrica y Sistema Central, se producen importantes deterioros en las estructuras y paramentos de hormigón producidos por los ciclos de hielo- deshielo. Pero además el uso de fundentes de vialidad invernal acelera en gran medida la evolución de estos daños. Los tableros de hormigón de puentes de carretera de unos 40-50 años de antigüedad carecen, en general, de un sistema de impermeabilización, y están formados frecuentemente por un firme de mezcla asfáltica, una emulsión adherente y el hormigón de la losa. En la presente tesis se realiza una investigación que pretende reproducir en laboratorio los procesos que tienen lugar en el hormigón de tableros de puentes existentes de carreteras, de unos 40-50 años de antigüedad, que están expuestos durante largos periodos a sales fundentes, con objeto de facilitar la vialidad invernal, y a cambios drásticos de temperatura (hielo y deshielo). Por ello se realizaron cuatro campañas de investigación, teniendo en cuenta que, si bien nos basamos en la norma europea UNE-CEN/TS 12390-9 “Ensayos de hormigón endurecido. Resistencia al hielo-deshielo. Pérdida de masa”, se fabricaron probetas no estandarizadas para este ensayo, pensado en realidad para determinar la afección de los ciclos únicamente a la pérdida de masa. Las dimensiones de las probetas en nuestro caso fueron 150x300 mm, 75 x 150mm (cilíndricas normalizadas para roturas a compresión según la norma UNE-EN 12390-3) y 286x76x76 (prismáticas normalizadas para estudiar cambio de volumen según la norma ASTM C157), lo cual nos permitió realizar sobre las mismas probetas más ensayos, según se presentan en la tesis y, sobre todo, poder comparar los resultados con probetas extraídas de dimensiones similares en puentes existentes. En la primera campaña, por aplicación de la citada norma, se realizaron ciclos de H/D, con y sin contacto con sales de deshielo (NaCl en disolución del 3% según establece dicha norma). El hormigón fabricado en laboratorio, tratando de simular el de losas de tableros de puentes antiguos, presentó una fc de 22,6 MPa y relación agua/cemento de 0,65. Las probetas de hormigón fabricadas se sometieron a ciclos agresivos de hielo/deshielo (H/D), empleando una temperatura máxima de +20ºC y una temperatura mínima de -20ºC al objeto de poder determinar la sensibilidad de este ensayo tanto al tipo de hormigón elaborado como al tipo de probeta fabricado (cilíndrica y prismática). Esta campaña tuvo una segunda fase para profundizar más en el comportamiento de las probetas sometidas a ciclos H/D en presencia de sales. En la segunda campaña, realizada sobre probetas de hormigón fabricadas en laboratorio iguales a las anteriores, la temperaturas mínima del ensayo se subió a -14ºC, lo que nos permitió analizar el proceso de deterioro con más detalle. (Realizando una serie de ensayos de caracterización no destructivos y otros destructivos, y validando su aplicación a la detección de los deterioros causados tras los ensayos acelerados de hielodeshielo. También mediante aplicación de técnicas de microscopía electrónica.) La tercera campaña, se realizó sobre probetas de hormigón de laboratorio similares a las anteriores, fc de 29,3Mpa y relación a/c de 0,65, en las que se aplicó en una cara un revestimiento asfáltico de 2-4cms, según fueran prismáticas y cilíndricas respectivamente, compuesto por una mezcla asfáltica real (AC16), sobre una imprimación bituminosa. (Para simular el nivel de impermeabilización que produce un firme sobre el tablero de un puente) La cuarta campaña, se desarrolló tras una cuidadosa selección de dos puentes de hormigón de 40-50 años de antigüedad, expuestos y sensibles a deterioros de hielodeshielo, y en carreteras con aportación de fundentes. Una vez esto se extrajeron testigos de hormigón de zonas sanas (nervios del tablero), para realizar en laboratorio los mismos ensayos acelerados de hielo-deshielo y de caracterización, de la segunda campaña, basados en la misma norma. De los resultados obtenidos se concluye que cuando se emplean sales fundentes se acelera de forma significativa el deterioro, aumentando tanto el contenido de agua en los poros como el gradiente generado (mecanismo de deterioro físico). Las sales de deshielo aceleran claramente la aparición del daño, que se incrementa incluso en un factor de 5 según se constata en esta investigación para los hormigones ensayados. Pero además se produce un gradiente de cloruros que se ha detectado tanto en los hormigones diseñados en laboratorio como en los extraídos de puentes existentes. En casi todos los casos han aparecido cambios en la microestructura de la pasta de cemento (mecanismo de deterioro químico), confirmándose la formación de un compuesto en el gel CSH de la pasta de cemento, del tipo Ca2SiO3Cl2, que posiblemente está contribuyendo a la alteración de la pasta y a la aceleración de los daños en presencia de sales fundentes. Existe un periodo entre la aparición de fisuración y la pérdida de masa. Las fisuras progresan rápidamente desde la interfase de los áridos más pequeños y angulosos, facilitando así el deterioro del hormigón. Se puede deducir así que el tipo de árido afecta al deterioro. En el caso de los testigos con recubrimiento asfáltico, parece haberse demostrado que la precipitación de sales genera tensiones en las zonas de hormigón cercanas al recubrimiento, que terminan por fisurar el material. Y se constata que el mecanimo de deterioro químico, probablemente tenga más repercusión que el físico, por cuanto el recubrimiento asfáltico es capaz de retener suficiente agua, como para que el gradiente de contenido de agua en el hormigón sea mucho menor que sin el recubrimiento. Se constató, sin embargo, la importancia del gradiente de cloruros en el hormigon. Por lo que se deduce que si bien el recubrimiento asfáltico es ciertamente protector frente a los ciclos H/D, su protección disminuye en presencia de sales; es decir, los cloruros acabarán afectando al hormigón del tablero del puente. Finalmente, entre los hormigones recientes y los antiguos extraídos de puentes reales, se observa que existen diferencias significativas en cuanto a la resistencia a los ciclos H/D entre ellos. Los hormigones más recientes resultan, a igualdad de propiedades, más resistentes tanto a ciclos de H/D en agua como en sales. Posiblemente el hecho de que los hormigones de los puentes hayan estado expuestos a condiciones de temperaturas extremas durante largos periodos de tiempo les ha sensibilizado. La tesis realizada, junto con nuevos contrastes que se realicen en el futuro, nos permitirá implementar una metodología basada en la extracción de testigos de tableros de puente reales para someterlos a ensayos de hielo-deshielo, basados en la norma europea UNECEN/ TS 12390-9 aunque con probetas no normalizadas para el mismo, y, a su vez, realizar sobre estas probetas otros ensayos de caracterización destructivos, que posibilitarán evaluar los daños ocasionados por este fenómeno y su evolución temporal, para actuar consecuentemente priorizando intervenciones de impermeabilización y reparación en el parque de puentes de la RCE. Incluso será posible la elaboración de mapas de riesgo, en función de las zonas de climatología más desfavorable y de los tratamientos de vialidad invernal que se lleven a cabo. Concrete damage by freeze-thaw cycles in the presence of melting salts frequently causes problems on bridges and infrastructures in European countries. Damage caused by freeze-thaw cycles in the concrete can be internal, essentially cracking and / or external as flaking (surface weathering due to environmental action). The peninsular Spain presents specific climatic and geographical characteristics. 18% of the surface has a height greater than 1,000 m and the geographical average height from the sea level is 660 m (being the second most mountainous country in Europe). This makes the National Road Network affected during certain periods due to adverse weather, particularly snow and ice, which can compromise road conditions for vehicular traffic. For this reason the National Road Authority performs works annually (Winter Road Campaign, along 6 months) to maintain the viability of the roads when they are affected by these phenomena. There are protocols and operational plans that allow systematize these maintenance jobs, that also have intensified in the last 10 years, and which are based on the use of deicing salts, mainly NaCl, with the mission that no ice sheets, or snow appear on the roads. In areas of strong thermal cycling, which in Spain are located in the central area of the Pyrenees, part of the Cantabrian coast and Central System, significant deterioration take place in the structures and wall surfaces of concrete due to freeze-thaw. But also the use of deicing salts for winter maintenance greatly accelerated the development of such damages. The concrete decks for road bridges about 40-50 years old, lack generally a waterproofing system, and are often formed by a pavement of asphalt, an adhesive emulsion and concrete slab. In this thesis the research going on aims to reproduce in the laboratory the processes taking place in the concrete of an existing deck at road bridges, about 40-50 years old, they are exposed for long periods to icing salt, to be performed in order to facilitate winter maintenance, and drastic temperature changes (freezing and thawing). Therefore four campaigns of research were conducted, considering that while we rely on the European standard UNE-CEN/TS 12390-9 "Testing hardened concrete. Freezethaw resistance. Mass loss", nonstandard specimens were fabricated for this test, actually conceived to determine the affection of the cycles only to the mass loss. Dimensions of the samples were in our case 150x300 mm, 75 x 150mm (standard cylindrical specimens for compression fractures UNE-EN 12390-3) and 286x76x76 (standard prismatic specimens to study volume change ASTM C157), which allowed us to carry on same samples more trials, as presented in the thesis, and especially to compare the results with similar sized samples taken from real bridges. In the first campaign, by application of that European standard, freeze-thaw cycles, with and without contact with deicing salt (NaCl 3% solution in compliance with such standard) were performed. Concrete made in the laboratory, trying to simulate the old bridges, provided a compressive strength of 22.6 MPa and water/cement ratio of 0.65. In this activity, the concrete specimens produced were subjected to aggressive freeze/thaw using a maximum temperature of +20ºC and a minimum temperature of - 20°C in order to be able to determine the sensitivity of this test to the concrete and specimens fabricated. This campaign had a second phase to go deeper into the behavior of the specimens subjected to cycled freeze/thaw in the presence of salts. In the second campaign, conducted on similar concrete specimens manufactured in laboratory, temperatures of +20ºC and -14ºC were used in the tests, which allowed us to analyze the deterioration process in more detail (performing a series of non-destructive testing and other destructive characterization, validating its application to the detection of the damage caused after the accelerated freeze-thaw tests, and also by applying electron microscopy techniques). The third campaign was conducted on concrete specimens similar to the above manufactured in laboratory, both cylindrical and prismatic, which was applied on one side a 4 cm asphalt coating, consisting of a real asphalt mixture, on a bituminous primer (for simulate the level of waterproofing that produces a pavement on the bridge deck). The fourth campaign was developed after careful selection of two concrete bridges 40- 50 years old, exposed and sensitive to freeze-thaw damage, in roads with input of melting salts. Concrete cores were extracted from healthy areas, for the same accelerated laboratory freeze-thaw testing and characterization made for the second campaign, based on the same standard. From the results obtained it is concluded that when melting salts are employed deterioration accelerates significantly, thus increasing the water content in the pores, as the gradient. Besides, chloride gradient was detected both in the concrete designed in the laboratory and in the extracted in existing bridges. In all cases there have been changes in the microstructure of the cement paste, confirming the formation of a compound gel CSH of the cement paste, Ca2SiO3Cl2 type, which is possibly contributing to impair the cement paste and accelerating the damage in the presence of melting salts. The detailed study has demonstrated that the formation of new compounds can cause porosity at certain times of the cycles may decrease, paradoxically, as the new compound fills the pores, although this phenomenon does not stop the deterioration mechanism and impairments increase with the number of cycles. There is a period between the occurrence of cracking and mass loss. Cracks progress rapidly from the interface of the smallest and angular aggregate, thus facilitating the deterioration of concrete. It can be deduced so the aggregate type affects the deterioration. The presence of melting salts in the system clearly accelerates the onset of damage, which increases even by a factor of 5 as can be seen in this investigation for concrete tested. In the case of specimens with asphalt coating, it seems to have demonstrated that the precipitation of salts generate tensions in the areas close to the concrete coating that end up cracking the material. It follows that while the asphalt coating is certainly a protection against the freeze/thaw cycles, this protection decreases in the presence of salts; so the chlorides will finally affect the concrete bridge deck. Finally, among the recent concrete specimens and the old ones extracted from real bridges, it is observed that the mechanical strengths are very similar to each other, as well as the porosity values and the accumulation capacity after pore water saturation. However, there are significant differences in resistance to freeze/thaw cycles between them. More recent concrete are at equal properties more resistant both cycles freeze/thaw in water with or without salts. Possibly the fact that concrete bridges have been exposed to extreme temperatures for long periods of time has sensitized them. The study, along with new contrasts that occur in the future, allow us to implement a methodology based on the extraction of cores from the deck of real bridges for submission to freeze-thaw tests based on the European standard UNE-CEN/TS 12390-9 even with non-standard specimens for it, and in turn, performed on these samples other destructive characterization tests, which will enable to assess the damage caused by this phenomenon and its evolution, to act rightly prioritizing interventions improving the waterproofing and other repairs in the bridge stock of the National Road Network. It will even be possible to develop risk maps, depending on the worst weather areas and winter road treatments to be carried out.

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.

TELEVISÃO REGIONAL E REDE NACIONAL:UM ESTUDO DE CASO DE EMISSORAS AFILIADAS DA REDE BANDEIRANTES DE TV

A aceleração do processo de globalização da mídia em todo o mundo trouxe como contrapartida um crescente interesse pela mídia regional. Para se examinar esse processo no Brasil, buscou-se analisar como a programação regional de cinco emissoras regionais afiliadas a uma rede nacional de televisão e localizadas no Norte, Nordeste, Centro-Oeste, Sudeste e Sul se articula com a programação nacional. A Rede Bandeirantes de Televisão foi escolhida por estar presente em todo o país e atingir um grande número de domicílios. O método utilizado é o qualitativo, de caráter descritivo e optou-se pelo estudo de caso múltiplo, com o objetivo de se obter uma perspectiva comparada da programação das emissoras regionais estudadas. A principal conclusão é que, apesar da pequena produção regional, com ênfase na informação (telejornal e entrevista) pode-se constatar, em algumas regiões, o interesse da audiência por programas voltados para a cultura regional.(AU)

TELEVISÃO REGIONAL E REDE NACIONAL:UM ESTUDO DE CASO DE EMISSORAS AFILIADAS DA REDE BANDEIRANTES DE TV

A aceleração do processo de globalização da mídia em todo o mundo trouxe como contrapartida um crescente interesse pela mídia regional. Para se examinar esse processo no Brasil, buscou-se analisar como a programação regional de cinco emissoras regionais afiliadas a uma rede nacional de televisão e localizadas no Norte, Nordeste, Centro-Oeste, Sudeste e Sul se articula com a programação nacional. A Rede Bandeirantes de Televisão foi escolhida por estar presente em todo o país e atingir um grande número de domicílios. O método utilizado é o qualitativo, de caráter descritivo e optou-se pelo estudo de caso múltiplo, com o objetivo de se obter uma perspectiva comparada da programação das emissoras regionais estudadas. A principal conclusão é que, apesar da pequena produção regional, com ênfase na informação (telejornal e entrevista) pode-se constatar, em algumas regiões, o interesse da audiência por programas voltados para a cultura regional.(AU)

Mapping species distributions : A comparison of skilled naturalist and lay citizen science recording

Acknowledgements We are grateful to Elaine O’Mahony, Imogen Pearce, Richard Comont, Anthony McCluskey and other BBCT staff for the many hours of BeeWatch species identification and for all people who submitted sightings to BeeWatch, OPAL, BWARS and the various local recording schemes and societies. We thank the NBN for allowing us to download the bumblebee records without strings attached, and the Essex, Greater London, Cumbria and Sussex based recording centres for providing records upon request. Finally, we are indebted to Tom August and two anonymous reviewers for their valuable critique on an earlier version of this work.

Republican Scientific-Medical Library, The Republic of Armenia: progress and programs*

In 1990, the Republican Scientific-Medical Library (RSML) of the Ministry of Health of Armenia in collaboration with the Fund for Armenian Relief created a vision of a national library network supported by information technology. This vision incorporated four goals: (1) to develop a national resource collection of biomedical literature accessible to all health professionals, (2) to develop a national network for access to bibliographic information, (3) to develop a systematic mechanism for sharing resources, and (4) to develop a national network of health sciences libraries. During the last decade, the RSML has achieved significant progress toward all four goals and has realized its vision of becoming a fully functional national library. The RSML now provides access to the literature of the health sciences including access to the Armenian medical literature, provides education and training to health professionals and health sciences librarians, and manages a national network of libraries of the major health care institutions in Armenia. The RSML is now able to provide rapid access to the biomedical literature and train health professionals and health sciences librarians in Armenia in information system use. This paper describes the evolution of the RSML and how it was accomplished.

Strengthening support & recruitment of women & minorities to positions in education administration : a resource manual.

"December 1992"--T.p. verso.

Community cleanup /

"July 1999."