Comparison and Assessment of Two Emission inventories for the Madrid Region

Emission inventories are databases that aim to describe the polluting activities that occur across a certain geographic domain. According to the spatial scale, the availability of information will vary as well as the applied assumptions, which will strongly influence its quality, accuracy and representativeness. This study compared and contrasted two emission inventories describing the Greater Madrid Region (GMR) under an air quality simulation approach. The chosen inventories were the National Emissions Inventory (NEI) and the Regional Emissions Inventory of the Greater Madrid Region (REI). Both of them were used to feed air quality simulations with the CMAQ modelling system, and the results were compared with observations from the air quality monitoring network in the modelled domain. Through the application of statistical tools, the analysis of emissions at cell level and cell – expansion procedures, it was observed that the National Inventory showed better results for describing on – road traffic activities and agriculture, SNAP07 and SNAP10. The accurate description of activities, the good characterization of the vehicle fleet and the correct use of traffic emission factors were the main causes of such a good correlation. On the other hand, the Regional Inventory showed better descriptions for non – industrial combustion (SNAP02) and industrial activities (SNAP03). It incorporated realistic emission factors, a reasonable fuel mix and it drew upon local information sources to describe these activities, while NEI relied on surrogation and national datasets which leaded to a poorer representation. Off – road transportation (SNAP08) was similarly described by both inventories, while the rest of the SNAP activities showed a marginal contribution to the overall emissions.

Surveillance and diagnostics of the beam mode vibrations of the ringhals pwrs

Surveillance of core barrel vibrations has been performed in the Swedish Ringhals PWRs for several years. This surveillance is focused mainly on the pendular motion of the core barrel, which is known as the beam mode. The monitoring of the beam mode has suggested that its amplitude increases along the cycle and decreases after refuelling. In the last 5 years several measurements have been taken in order to understand this behaviour. Besides, a non-linear fitting procedure has been implemented in order to better distinguish the different components of vibration. By using this fitting procedure, two modes of vibration have been identified in the frequency range of the beam mode. Several results coming from the trend analysis performed during these years indicate that one of the modes is due to the core barrel motion itself and the other is due to the individual flow induced vibrations of the fuel elements. In this work, the latest results of this monitoring are presented.

Surveillance and diagnostics of the beam mode vibrations of the ringhlas PWRs

Surveillance of core barrel vibrations has been performed in the Swedish Ringhals PWRs for several years. This surveillance is focused mainly on the pendular motion of the core barrel, which is known as the beam mode. The monitoring of the beam mode has suggested that its amplitude increases along the cycle and decreases after refuelling. In the last 5 years several measurements have been taken in order to understand this behaviour. Besides, a non-linear fitting procedure has been implemented in order to better distinguish the different components of vibration. By using this fitting procedure, two modes of vibration have been identified in the frequency range of the beam mode. Several results coming from the trend analysis performed during these years indicate that one of the modes is due to the core barrel motion itself and the other is due to the individual flow induced vibrations of the fuel elements. In this work, the latest results of this monitoring are presented.

Key quality factors and travellers profiles at interurban interchanges

La planificación y las políticas de transporte no pueden descuidar la calidad del servicio, considerando que influye notablemente en el cambio modal del coche hacia otros medios de transporte más sostenibles. El concepto se aplica también a los intercambiadores de transporte público, los nodos del sistema donde se cruzan las distintas redes del transporte público y privado. Aunque se han logrado numerosos avances para medir y evaluar la calidad en el sector del transporte público, se han dedicado relativamente pocos esfuerzos a investigar estos aspectos relacionados con la calidad de los intercambiadores del transporte público. Este trabajo de investigación se concentra en la calidad del servicio de la transferencia modal en los intercambiadores interurbanos, según la perspectiva de los viajeros. Su objetivo es identificar los factores clave de la calidad del servicio y los perfiles de los viajeros en los intercambiadores. La investigación es exploratoria y ofrece información acerca de la percepción de los viajeros intermodales relacionada con los aspectos de la calidad, aportando nuevos elementos y datos para adentrarse en estudios más detallados. La metodología del trabajo combina técnicas de análisis estadístico multivariante para analizar los datos de las encuestas sobre la satisfacción de los clientes y se subdivide en tres etapas. En primer lugar, se ha implementado el análisis de correspondencias múltiples para explorar los constructos latentes relacionados con la satisfacción de las características cualitativas de los intercambiadores interurbanos, identificando así los factores clave de la calidad. En segundo lugar, se ha aplicado un análisis de conglomerados de k-medias sobre los factores clave de calidad para clasificar a los viajeros en grupos de usuarios de transportes homogéneos, de acuerdo con su percepción de satisfacción, identificando de este modo los perfiles de los viajeros. Por último, se han formulado sugerencias y recomendaciones sobre la calidad para respaldar la formulación de políticas, estableciendo las prioridades para los intercambiadores interurbanos. La metodología se aplicó en cuatro intercambiadores interurbanos (estaciones de ferrocarriles o de autobuses ) en Madrid, Zaragoza, Gothenburg y Lion, analizando los datos recogidos mediante una encuesta de satisfacción del cliente llevada a cabo en 2011 en los cuatro casos de estudio, donde se interconectan distintos medios de transporte público y privado, de corta y larga distancia. Se recogieron datos sobre la satisfacción de los viajeros con 26 criterios de calidad, así como información sobre aspectos socio-económicos y pautas de comportamiento de viajes. Mediante el análisis de correspondencias múltiples se identificaron 4-5 factores clave de calidad en cada intercambiador, que se asocian principalmente con el sistema de emisión de billetes, el confort y la interconexión, mientras que los viajeros no perciben los temas clásicos como la información. Mediante el análisis de conglomerados se identificaron 2-5 perfiles de viajeros en cada intercambiador. Se reconocieron dos grupos de viajeros en casi todos los casos de estudio: viajeros de cercanía/trabajadores y turistas. Por lo que concierne a las prioridades para apoyar a las partes interesadas en la formulación de políticas, la expedición de billetes es el factor clave para los intercambiadores interurbanos españoles, mientras que la interconexión y los aspectos temporales se destacan en los intercambiadores de Francia y Suecia. Quality of Service can not be neglected in public transport planning and policy making, since it strongly influences modal shifts from car to more sustainable modes. This concept is also related to Public Transport interchanges, the nodes of the transport system where the different sub-systems of public passenger transport and personal vehicles meet. Although a lot of progress has been generally done to measure and assess quality in public transport sector, relatively little investigation has been conducted on quality at PT interchanges. This research work focusses on Quality of Service in the use of transfer facilities at interurban interchanges, according to current travellers’ perspective. It aims at identifying key quality factors and travellers profiles at interurban interchanges. The research is exploratory and offers insight into intermodal travellers’ perception on quality aspects, providing new elements and inputs for more definitive investigation. The methodology of the work combines multivariate statistical techniques to analyse data from customer satisfaction surveys and is subdivided in three steps. Firstly, multiple correspondence analysis was performed to explore latent constructs as concern satisfaction of quality attributes at interurban interchanges, thus identifying the so-called Key Quality Factor. Secondly, k-means cluster analysis was implemented on the key quality factors to classify travellers in homogeneous groups of transport users, according to their perception of satisfaction, thus identifying the so-called Travellers Profiles. Finally, hints and recommendations on quality were identified to support policy making, setting priorities for interurban interchanges. The methodology was applied at four interurban interchanges in Madrid, Zaragoza, Gothenburg and Lyon, analysing the data collected through a customer satisfaction survey carried out in 2011 at the four railway or bus stations where different modes of public and private transport are interconnected covering both short and long trips. Data on travellers’ satisfaction with 26 quality attributes were collected, as well as information on socio-economical and travel patterns. Through multiple correspondence analysis were identified 4-5 key quality factors per interchange. They are mainly related to ticketing, comfort and connectivity, while classical issues, as information, are not perceived as important by travellers’. Through cluster analysis were identified 2-5 travellers profiles per interchange. Two groups of travellers can be found in almost all case studies: commuter / business travellers and holiday travellers. As regards the priorities to support stakeholders in policy making, ticketing is the key-issue for the Spanish interurban interchanges, while connectivity and temporal issues emerge in the French and Swedish case studies.

An experimental and theoretical study of unsteady flow (gust) effects on structures

The gust wind tunnel at IDR, Universidad Politécnica de Madrid (UPM), has been enhanced and the impact of the modification has been characterized. Several flow quality configurations have been tested. The problems in measuring gusty winds with Pitot tubes have been considered. Experimental results have been obtained and compared with theoretically calculated results (based on potential flow theory). A theoretical correction term has been proposed for unsteady flow measurements obtained with Pitot tubes. The effect of unsteady flow on structures and laying bodies on the ground has been also considered. A theoretical model has been proposed for a semi-circular cylinder and experimental tests have been performed to study the unsteady flow effects, which can help in clarifying the phenomenon.

The nature of gypsum mortars for external rendering in Spain. Traditional manufacture and mineralogy

The present work focuses on gypsum mortar manufactu red in traditional kilns and used historically as exterior rendering. A documentation survey has been carried out followed by an experimental analysis using geological techniques. Conclusion shows that traditional gypsum is formed by anhydrite and inert active impurities (crystalline amorphous silica; cl ays and hydraulic phases) produced by the craft manufacture process of the system, in a kiln with a 200ºC to 1000ºC temperature interval, and continuo us fuel supply during 36 hours. Anhydrite together wit h the hydraulic phases set at consecutive time peri ods and with the presence of moisture improve the physi cal and mechanical properties of the final product. The hydration system is of great complexity and sho ws a very slow kinetics when in presence of impurities

Improving Crop Models: Incorporating New Processes, New Approaches, and Better Calibrations

Early ancestors of crop simulation models (De Wit, 1965; Monteith, 1965; Duncan et al., 1967) were born before primitive personal computers were available (e.g. Apple II released in 1977, IBM PC released in 1981). Paleo-computer programs were run in mainframes with the support of punch cards. As computers became more available and powerful, crop models evolved into sophisticated tools summarizing our understanding of how crops operate. This evolution was triggered by the need to answer new scientific questions and improve the accuracy of model simulations, especially under limiting conditions.

Impact of Spatial Soil and Climate Input Data Aggregation on Regional Yield Simulations

This work was financially supported by the German Federal Ministry of Food and Agriculture (BMEL) through the Federal Office for Agriculture and Food (BLE), (2851ERA01J). FT and RPR were supported by FACCE MACSUR (3200009600) through the Finnish Ministry of Agriculture and Forestry (MMM). EC, HE and EL were supported by The Swedish Research Council for Environment, Agricultural Sciences and Spatial Planning (220-2007-1218) and by the strategic funding ‘Soil-Water-Landscape’ from the faculty of Natural Resources and Agricultural Sciences (Swedish University of Agricultural Sciences) and thank professor P-E Jansson (Royal Institute of Technology, Stockholm) for support. JC, HR and DW thank the INRA ACCAF metaprogramm for funding and Eric Casellas from UR MIAT INRA for support. CB was funded by the Helmholtz project “REKLIM—Regional Climate Change”. CK was funded by the HGF Alliance “Remote Sensing and Earth System Dynamics” (EDA). FH was funded by the German Research Foundation (Deutsche Forschungsgemeinschaft, DFG) under the Grant FOR1695. FE and SS acknowledge support by the German Science Foundation (project EW 119/5-1). HH, GZ, SS, TG and FE thank Andreas Enders and Gunther Krauss (INRES, University of Bonn) for support. The funders had no role in study design, data collection and analysis, decision to publish, or preparation of the manuscript.

Copy Number Variations in DISC1 and DISC1-Interacting Partners in Major Mental Illness

Acknowledgements We would like to thank all of the patients, relatives and control individuals who participated in the study. We are indebted to the late Prof. Walter Muir, Chair of Developmental Psychiatry and Honorary Consultant in Learning Disability Psychiatry, University of Edinburgh, who initiated these studies and whose work was dedicated to the welfare of the patients who generously participated. We are also grateful to Mrs. Pat Malloy for her assistance with DNA collection and MAQ assays screening of the Scottish samples. The Scottish sample collection was supported by a grant from the Chief Scientist Office (CSO), part of the Scottish Government Health and Social Care Directorates. This research was funded by grants from the CSO to B.S.P. (grant CZB/4/610), The Academy of Medical Sciences/Wellcome Trust to M.J. (grant R41455) and The RS Macdonald Charitable Trust (grant D21419 together with J.H.), the Swedish Research Council (grants 2003-5158 and 2006-4472), the Medical Faculty, Umeå University, and the County Councils of Västerbotten and Norrbotten, Sweden, as well as by grants from the Fund for Scientific Research Flanders (FWO-F), the Industrial Research Fund (IWT) and the Special Research Fund of the University of Antwerp, Belgium. M.J. is funded by a Wellcome Trust Clinical Research Fellowship for MB PhD graduates (R42811). We acknowledge the contribution of the personnel of the VIB Genetic Service Facility (http://www.vibgeneticservicefacility.be/) for the genetic analysis of the Swedish samples. Research nurses Gunnel Johansson, Lotta Kronberg, Tage Johansson and Lisbeth Bertilsson are thankfully acknowledged for their help and expertise. The Betula Study was funded by the Swedish Research Council (grants 345-2003-3883 and 315-2004-6977). We also acknowledge the contribution by the staff in the Betula project