Nuevo paradigma para decisiones colectivas en entornos no competitivos

La tesis estudia uno de los aspectos más importantes de la gestión de la sociedad de la información: conocer la manera en que una persona valora cualquier situación. Esto es importante para el individuo que realiza la valoración y para el entorno con el que se relaciona. La valoración es el resultado de la comparación: se asignan los mismos valores a alternativas similares y mayores valores a alternativas mejor consideradas en el proceso de comparación. Los patrones que guían al individuo a la hora de hacer la comparación se derivan de sus preferencias individuales (es decir, de sus opiniones). En la tesis se presentan varios procedimientos para establecer las relaciones de preferencia entre alternativas de una persona. La valoración progresa hasta obtener una representación numérica de sus preferencias. Cuando la representación de preferencias es homogénea permite, además, contrastar las preferencias personales con las del resto de evaluadores, lo que favorece la evaluación de políticas, la transferencia de información entre diferentes individuos y el diseño de la alternativa que mejor se adapte a las preferencias identificadas. Al mismo tiempo, con esta información se pueden construir comunidades de personas con los mismos sistemas de preferencias ante una cuestión concreta. La tesis muestra un caso de aplicación de esta metodología: optimización de las políticas laborales en un mercado real. Para apoyar a los demandantes de empleo (en su iniciación o reincorporación al mundo laboral o en el cambio de su actividad) es necesario conocer sus preferencias respecto a las ocupaciones que están dispuestos a desempeñar. Además, para que la intermediación laboral sea efectiva, las ocupaciones buscadas deben de ser ofrecidas por el mercado de trabajo y el demandante debe reunir las condiciones para acceder a esas ocupaciones. El siguiente desarrollo de estos modelos nos lleva a los procedimientos utilizados para transformar múltiples preferencias en una decisión agregada y que consideran tanto la opinión de cada uno de los individuos que participan en la decisión como las interacciones sociales, todo ello dirigido a generar una solución que se ajuste lo mejor posible al punto de vista de toda la población. Las decisiones con múltiples participantes inciden, principalmente, en: el aumento del alcance para incorporar a personas que tradicionalmente no han sido consideradas en las tomas de decisiones, la agregación de las preferencias de los múltiples participantes en las tomas de decisiones colectivas (mediante votación, utilizando aplicaciones desarrolladas para la Web2.0 y a través de comparaciones interpersonales de utilidad) y, finalmente, la auto-organización para permitir que interaccionen entre si los participantes en la valoración, de forma que hagan que el resultado final sea mejor que la mera agregación de opiniones individuales. La tesis analiza los sistemas de e-democracia o herramientas para su implantación que tienen más más utilización en la actualidad o son más avanzados. Están muy relacionados con la web 2.0 y su implantación está suponiendo una evolución de la democracia actual. También se estudian aplicaciones de software de Colaboración en la toma de decisiones (Collaborative decision-making (CDM)) que ayudan a dar sentido y significado a los datos. Pretenden coordinar las funciones y características necesarias para llegar a decisiones colectivas oportunas, lo que permite a todos los interesados participar en el proceso. La tesis finaliza con la presentación de un nuevo modelo o paradigma en la toma de decisiones con múltiples participantes. El desarrollo se apoya en el cálculo de las funciones de utilidad empática. Busca la colaboración entre los individuos para que la toma de decisiones sea más efectiva, además pretende aumentar el número de personas implicadas. Estudia las interacciones y la retroalimentación entre ciudadanos, ya que la influencia de unos ciudadanos en los otros es fundamental para los procesos de toma de decisiones colectivas y de e-democracia. También incluye métodos para detectar cuando se ha estancado el proceso y se debe interrumpir. Este modelo se aplica a la consulta de los ciudadanos de un municipio sobre la oportunidad de implantar carriles-bici y las características que deben tomar. Se simula la votación e interacción entre los votantes. ABSTRACT The thesis examines one of the most important aspects of the management of the information society: get to know how a person values every situation. This is important for the individual performing the assessment and for the environment with which he interacts. The assessment is a result of the comparison: identical values are allocated to similar alternatives and higher values are assigned to those alternatives that are more favorably considered in the comparison process. Patterns that guide the individual in making the comparison are derived from his individual preferences (ie, his opinions). In the thesis several procedures to establish preference relations between alternatives a person are presented. The assessment progresses to obtain a numerical representation of his preferences. When the representation of preferences is homogeneous, it also allows the personal preferences of each individual to be compared with those of other evaluators, favoring policy evaluation, the transfer of information between different individuals and design the alternative that best suits the identified preferences. At the same time, with this information you can build communities of people with similar systems of preferences referred to a particular issue. The thesis shows a case of application of this methodology: optimization of labour policies in a real market. To be able support jobseekers (in their initiation or reinstatement to employment or when changing area of professional activity) is necessary to know their preferences for jobs that he is willing to perform. In addition, for labour mediation to be effective occupations that are sought must be offered by the labour market and the applicant must meet the conditions for access to these occupations. Further development of these models leads us to the procedures used to transform multiple preferences in an aggregate decision and consider both the views of each of the individuals involved in the decision and the social interactions, all aimed at generating a solution that best fits of the point of view of the entire population. Decisions with multiple participants mainly focus on: increasing the scope to include people who traditionally have not been considered in decision making, aggregation of the preferences of multiple participants in collective decision making (by vote, using applications developed for the Web 2.0 and through interpersonal comparisons of utility) and, finally, self-organization to allow participants to interact with each other in the assessment, so that the final result is better than the mere aggregation of individual opinions. The thesis analyzes the systems of e-democracy or tools for implementation which are more popular or more advanced. They are closely related to the Web 2.0 and its implementation is bringing an evolution of the current way of understanding democracy. We have also studied Collaborative Decision-Making (CDM)) software applications in decision-making which help to give sense and meaning to the data. They intend to coordinate the functions and features needed to reach adequate collective decisions, allowing all stakeholders to participate in the process. The thesis concludes with the presentation of a new model or paradigm in decision-making with multiple participants. The development is based on the calculation of the empathic utility functions. It seeks collaboration between individuals to make decision-making more effective; it also aims to increase the number of people involved. It studies the interactions and feedback among citizens, because the influence of some citizens in the other is fundamental to the process of collective decision-making and e-democracy. It also includes methods for detecting when the process has stalled and should be discontinued. This model is applied to the consultation of the citizens of a municipality on the opportunity to introduce bike lanes and characteristics they should have. Voting and interaction among voters is simulated.

La Península Ibérica en el transporte masivo de mercancías entre Europa y África : futuras autopistas del mar

La competitividad del transporte de mercancías depende del estado y funcionamiento de las redes existentes y de sus infraestructuras, no del modo de transporte. En concreto, la rentabilidad o la reducción de los costes de producción del transporte marítimo se vería incrementado con el uso de buques de mayor capacidad y con el desarrollo de plataformas portuarias de distribución o puertos secos, ya que el 90% del comercio entre la Unión Europea y terceros países se realiza a través de sus puertos a un promedio de 3,2 billones de toneladas de mercancías manipuladas cada año y el 40% del tráfico intraeuropeo utiliza el transporte marítimo de corta distancia. A pesar de que los puertos europeos acogen anualmente a más de 400 millones de pasajeros, los grandes desarrollos se han producido en los puertos del norte de Europa (Róterdam, Amberes, Ámsterdam). Los países del Sur de Europa deben buscar nuevas fórmulas para ser más competitivos, ya sea mediante creación de nuevas infraestructuras o mediante refuerzo de las existentes, ofreciendo los costes de los puertos del Norte. El fomento del transporte marítimo y fluvial como alternativa al transporte por carretera, especialmente el transporte marítimo de corta distancia, ha sido impulsado por la Comisión Europea (CE) desde 2003 a través de programas de apoyo comunitario de aplicación directa a las Autopistas del Mar, a modo de ejemplo, cabría citar los programas Marco Polo I y II, los cuales contaron con una dotación presupuestaria total de 855 millones de euros para el período 2003 – 2013; en ese período de tiempo se establecieron objetivos de reducción de congestión vial y mejora del comportamiento medio ambiental del sistema de transporte de mercancías dentro de la comunidad y la potenciación de la intermodalidad. El concepto de Autopista del Mar surge en el Libro Blanco de Transportes de la Comisión Europea “La política europea de transportes de cara al 2010: La hora de la verdad” del 12 de diciembre de 2001, en el marco de una política europea para fomento y desarrollo de sistemas de transportes sostenibles. Las Autopistas del Mar consisten en rutas marítimas de corta distancia entre dos puntos, de menor distancia que por vía terrestre, en las que a través del transporte intermodal mejoran significativamente los tiempos y costes de la cadena logística, contribuyen a la reducción de accidentes, ruidos y emisiones de CO2 a la atmósfera, permite que los conductores pierdan horas de trabajo al volante y evita el deterioro de las infraestructuras terrestres, con el consiguiente ahorro en mantenimiento. La viabilidad de una Autopista del Mar depende tanto de factores de ubicación geográficos, como de características propias del puerto, pasando por los diferentes requerimientos del mercado en cada momento (energéticos, medio ambientales y tecnológicos). Existe un elemento nuevo creado por la Comisión Europea: la red transeuropea de transportes (RTE-T). En el caso de España, con sus dos accesos por los Pirineos (La Junquera e Irún) como únicos pasos terrestres de comunicación con el continente y con importantes limitaciones ferroviarias debido a los tres anchos de vía distintos, le resta competitividad frente al conjunto europeo; por el contrario, España es el país europeo con más kilómetros de costa (con más de 8.000 km) y con un emplazamiento geográfico estratégico, lo que le convierte en una plataforma logística para todo el sur de Europa, por lo que las Autopistas del Mar tendrán un papel importante y casi obligado para el desarrollo de los grandes corredores marítimos que promueve Europa. De hecho, Gijón y Vigo lo han hecho muy bien con sus respectivas líneas definidas como Autopistas del Mar y que conectan con el puerto francés de Nantes-Saint Nazaire, ya que desde ahí los camiones pueden coger rutas hacia el Norte. Paralelamente, la Unión Europea ha iniciado los pasos para el impulso de la primera Autopista del Mar que conectará España con el mercado de Reino Unido, concretamente los Puertos de Bilbao y Tilbury. Además, España e Italia sellaron un acuerdo internacional para desarrollar Autopistas del Mar entre ambos países, comprometiéndose a impulsar una docena de rutas entre puertos del litoral mediterráneo español y el italiano. Actualmente, están en funcionando los trayectos como Barcelona-Génova, Valencia-Civitavecchia y Alicante- Nápoles, notablemente más cortos por mar que por carretera. Bruselas identificó cuatro grandes corredores marítimos que podrían concentrar una alta densidad de tráfico de buques, y en dos de ellos España ya tenía desde un principio un papel crucial. La Comisión diseñó el 14 de abril de 2004, a través del proyecto West-Mos, una red de tráfico marítimo que tiene como vías fundamentales la denominada Autopista del Báltico (que enlaza Europa central y occidental con los países bálticos), la Autopista de Europa suroriental (que une el Adriático con el Jónico y el Mediterráneo más oriental) y también la Autopista de Europa occidental y la Autopista de Europa suroccidental (que enlazan España con Reino Unido y la Francia atlántica y con la Francia mediterránea e Italia, respectivamente). Para poder establecer Autopistas del Mar entre la Península Ibérica y el Norte de Europa primará especialmente la retirada de camiones en la frontera pirenaica, donde el tráfico pesado tiene actualmente una intensidad media diaria de 8.000 unidades, actuando sobre los puntos de mayor congestión, como por ejemplo los Alpes, los Pirineos, el Canal de la Mancha, las carreteras fronterizas de Francia y Euskadi, y proponiendo el traslado de las mercancías en barcos o en trenes. Por su parte, para contar con los subsidios y apoyos europeos las rutas seleccionadas como Autopistas del Mar deben mantener una serie de criterios de calidad relacionados con la frecuencia, coste “plataforma logística a plataforma logística”, simplicidad en procedimientos administrativos y participación de varios países, entre otros. Los estudios consideran inicialmente viables los tramos marítimos superiores a 450 millas, con un volumen de unas 15.000 plataformas al año y que dispongan de eficientes comunicaciones desde el puerto a las redes transeuropeas de autopistas y ferrocarril. Otro objetivo de las Autopistas del Mar es desarrollar las capacidades portuarias de forma que se puedan conectar mejor las regiones periféricas a escala del continente europeo. En lo que a Puertos se refiere, las terminales en los muelles deben contar con una línea de atraque de 250 m., un calado superior a 8 m., una rampa “ro-ro” de doble calzada, grúas portainer, y garantizar operatividad para un mínimo de dos frecuencias de carga semanales. El 28 de marzo de 2011 se publicó el segundo Libro Blanco sobre el futuro del transporte en Europa “Hoja de ruta hacia un espacio único europeo de transporte: por una política de transportes competitiva y sostenible”, donde se definió el marco general de las acciones a emprender en los próximos diez años en el ámbito de las infraestructuras de transporte, la legislación del mercado interior, la reducción de la dependencia del carbono, la tecnología para la gestión del tráfico y los vehículos limpios, así como la estandarización de los distintos mercados. Entre los principales desafíos se encuentran la eliminación de los cuellos de botella y obstáculos diversos de nuestra red europea de transporte, minimizar la dependencia del petróleo, reducir las emisiones de GEI en un 60% para 2050 con respecto a los niveles de 1990 y la inversión en nuevas tecnologías e infraestructuras que reduzcan estas emisiones de transporte en la UE. La conexión entre la UE y el norte de África provoca elevados niveles de congestión en los puntos más críticos del trayecto: frontera hispano-francesa, corredor del Mediterráneo y el paso del estrecho. A esto se le añade el hecho de que el sector del transporte por carretera está sujeto a una creciente competencia de mercado motivada por la eliminación de las barreras europeas, mayores exigencias de los cargadores, mayores restricciones a los conductores y aumento del precio del gasóleo. Por otro lado, el mercado potencial de pasajeros tiene una clara diferenciación en tipos de flujos: los flujos en el período extraordinario de la Operación Paso del Estrecho (OPE), enfocado principalmente a marroquíes que vuelven a su país de vacaciones; y los flujos en el período ordinario, enfocado a la movilidad global de la población. Por tanto, lo que se pretende conseguir con este estudio es analizar la situación actual del tráfico de mercancías y pasajeros con origen o destino la península ibérica y sus causas, así como la investigación de las ventajas de la creación de una conexión marítima (Autopista del Mar) con el Norte de África, basándose en los condicionantes técnicos, administrativos, económicos, políticos, sociales y medio ambientales. The competitiveness of freight transport depends on the condition and operation of existing networks and infrastructure, not the mode of transport. In particular, profitability could be increased or production costs of maritime transport could be reduced by using vessels with greater capacity and developing port distribution platforms or dry ports, seeing as 90% of trade between the European Union and third countries happens through its ports. On average 3,2 billion tonnes of freight are handled annualy and 40% of intra-European traffic uses Short Sea Shipping. In spite of European ports annually hosting more than 400 million passengers, there have been major developments in the northern European ports (Rotterdam, Antwerp, Amsterdam). Southern European countries need to find new ways to be more competitive, either by building new infrastructure or by strengthening existing infrastructure, offering costs northern ports. The use of maritime and river transport as an alternative to road transport, especially Short Sea Shipping, has been driven by the European Commission (EC) from 2003 through community support programs for the Motorways of the Sea. These programs include, for example, the Marco Polo I and II programs, which had a total budget of 855 million euros for the period 2003-2013. During this time objectives were set for reducing road congestion, improving the environmental performance of the freight transport system within the community and enhancing intermodal transport. The “Motorway of the Sea” concept arises in the European Commission’s Transport White Paper "European transport policy for 2010: time to decide" on 12 December 2001, as part of a European policy for the development and promotion of sustainable transport systems. A Motorway of the Sea is defined as a short sea route between two points, covering less distance than by road, which provides a significant improvement in intermodal transport times and to the cost supply chain. It contributes to reducing accidents, noise and CO2 emissions, allows drivers to shorten their driving time and prevents the deterioration of land infrastructure thereby saving on maintenance costs. The viability of a Motorway of the Sea depends as much on geographical location factors as on characteristics of the port, taking into account the different market requirements at all times (energy, environmental and technological). There is a new element created by the European Commission: the trans-European transport network (TEN-T). In the case of Spain, with its two access points in the Pyrenees (La Junquera and Irun) as the only land crossings connected to the mainland and major railway limitations due to the three different gauges, it appears less competitive compared to Europe as a whole. However, Spain is the European country with the most kilometers of coastline (over 8,000 km) and a strategic geographical location, which makes it a logistics platform for the all of Southern Europe. This is why the Motorways of the Sea will have an important role, and an almost necessary one to develop major maritime corridors that Europe supports. In fact, Gijon and Vigo have done very well with their respective sea lanes defined as Motorways of the Sea and which connect with the French port of Nantes-Saint Nazaire, as from there trucks can use nort-heading routes. In parallel, the European Union has taken the first steps to boost the first Motorway of the Sea linking Spain to the UK market, specifically the ports of Bilbao and Tilbury. Furthermore, Spain and Italy sealed an international agreement to develop Motorways of the Sea between both countries, pledging to develop a dozen routes between ports on the Spanish and Italian Mediterranean coasts. Currently, there are sea lanes already in use such as Barcelona-Genova, Valencia-Civitavecchia and Alicante-Naples, these are significantly shorter routes by sea than by road. Brussels identified four major maritime corridors that could hold heavy concentrate shipping traffic, and Spain had a crucial role in two of these from the beginning. On 14 April 2004 the Commission planned through the West-Mos project, a network of maritime traffic which includes the essential sea passages the so-called Baltic Motorway (linking Central and Western Europe with the Baltic countries), the southeast Europe Motorway (linking the Adriatic to the Ionian and eastern Mediterranean Sea), the Western Europe Motorway and southwestern Europe Motorway (that links Spain with Britain and the Atlantic coast of France and with the French Mediterranean coast and Italy, respectively). In order to establish Motorways of the Sea between the Iberian Peninsula and Northern Europe especially, it is necessary to remove trucks from the Pyrenean border, where sees heavy traffic (on average 8000 trucks per day) and addressing the points of greatest congestion, such as the Alps, the Pyrenees, the English Channel, the border roads of France and Euskadi, and proposing the transfer of freight on ships or trains. For its part, in order to receive subsidies and support from the European Commission, the routes selected as Motorways of the Sea should maintain a series of quality criteria related to frequency, costs "from logistics platform to logistics platform," simplicity in administrative procedures and participation of several countries, among others. To begin with, studies consider viable a maritime stretch of at least 450 miles with a volume of about 15,000 platforms per year and that have efficient connections from port to trans-European motorways and rail networks. Another objective of the Motorways of the Sea is to develop port capacity so that they can better connect peripheral regions across the European continent. Referring ports, the terminals at the docks must have a berthing line of 250 m., a draft greater than 8 m, a dual carriageway "ro-ro" ramp, portainer cranes, and ensure operability for a minimum of two loads per week. On 28 March 2011 the second White Paper about the future of transport in Europe "Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system" was published. In this Paper the general framework of actions to be undertaken in the next ten years in the field of transport infrastructure was defined, including internal market legislation, reduction of carbon dependency, traffic management technology and clean vehicles, as well as the standardization of different markets. The main challenges are how to eliminate bottlenecks and various obstacles in our European transport network, minimize dependence on oil, reduce GHG emissions by 60% by 2050 compared to 1990 levels and encourage investment in new technologies and infrastructure that reduce EU transport emissions. The connection between the EU and North Africa causes high levels of congestion on the most critical points of the journey: the Spanish-French border, the Mediterranean corridor and Gibraltar Strait. In addition to this, the road transport sector is subject to increased market competition motivated by the elimination of European barriers, greater demands of shippers, greater restrictions on drivers and an increase in the price of diesel. On the other hand, the potential passenger market has a clear differentiation in type of flows: flows in the special period of the Crossing the Straits Operation (CSO), mainly focused on Moroccans who return home on vacation; and flows in the regular session, focused on the global mobile population. Therefore, what I want to achieve with this study is present an analysis of the current situation of freight and passengers to or from the Iberian Peninsula and their causes, as well as present research on the advantages of creating a maritime connection (Motorways of the Sea) with North Africa, based on the technical, administrative, economic, political, social and environmental conditions.

An extracellular signaling component in propagation of astrocytic calcium waves

Focally evoked calcium waves in astrocyte cultures have been thought to propagate by gap-junction-mediated intercellular passage of chemical signal(s). In contrast to this mechanism we observed isolated astrocytes, which had no physical contact with other astrocytes in the culture, participating in a calcium wave. This observation requires an extracellular route of astrocyte signaling. To directly test for extracellular signaling we made cell-free lanes 10–300 μm wide in confluent cultures by deleting astrocytes with a glass pipette. After 4–8 hr of recovery, regions of confluent astrocytes separated by lanes devoid of cells were easily located. Electrical stimulation was used to initiate calcium waves. Waves crossed narrow (<120 μm) cell-free lanes in 15 of 36 cases, but failed to cross lanes wider than 120 μm in eight of eight cases. The probability of crossing narrow lanes was not correlated with the distance from the stimulation site, suggesting that cells along the path of the calcium wave release the extracellular messenger(s). Calculated velocity across the acellular lanes was not significantly different from velocity through regions of confluent astrocytes. Focal superfusion altered both the extent and the direction of calcium waves in confluent regions. These data indicate that extracellular signals may play a role in astrocyte–astrocyte communication in situ.

Boston, Massachusetts, 1797 (Image 4 of 4) (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: An accurate plan of the town of Boston and its vicinity : exhibiting a ground plan of all the streets, lanes, alleys, wharves, and public buildings in Boston, with the names and description thereof, likewise all the flats and channels between Boston and Charlestown, Cambridge, Roxbury & Dorchester with the two bridges and causeway, and the boundary lines beween Boston and the above mentioned towns from ... by Osgood Carleton ; I. Norman, sc. It was published and sold by Osgood Carleton in 1797. Scale [ca. 1:4,170]. This layer is image 4 of 4 total images, representing the southeast portion of the four sheet source map. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Massachusetts State Plane Coordinate System, Mainland Zone (in Feet) (Fipszone 2001). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, drainage, selected public buildings, city ward boundaries, wharves, and more. Relief shown by hachures.This layer is part of a selection of digitally scanned and georeferenced historic maps of Massachusetts from the Harvard Map Collection. These maps typically portray both natural and manmade features. The selection represents a range of regions, originators, ground condition dates (1755-1922), scales, and purposes. The digitized selection includes maps of: the state, Massachusetts counties, town surveys, coastal features, real property, parks, cemeteries, railroads, roads, public works projects, etc.

Boston, Massachusetts, 1797 (Image 3 of 4) (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: An accurate plan of the town of Boston and its vicinity : exhibiting a ground plan of all the streets, lanes, alleys, wharves, and public buildings in Boston, with the names and description thereof, likewise all the flats and channels between Boston and Charlestown, Cambridge, Roxbury & Dorchester with the two bridges and causeway, and the boundary lines beween Boston and the above mentioned towns from ... by Osgood Carleton ; I. Norman, sc. It was published and sold by Osgood Carleton in 1797. Scale [ca. 1:4,170]. This layer is image 3 of 4 total images, representing the southwest portion of the four sheet source map. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Massachusetts State Plane Coordinate System, Mainland Zone (in Feet) (Fipszone 2001). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, drainage, selected public buildings, city ward boundaries, wharves, and more. Relief shown by hachures.This layer is part of a selection of digitally scanned and georeferenced historic maps of Massachusetts from the Harvard Map Collection. These maps typically portray both natural and manmade features. The selection represents a range of regions, originators, ground condition dates (1755-1922), scales, and purposes. The digitized selection includes maps of: the state, Massachusetts counties, town surveys, coastal features, real property, parks, cemeteries, railroads, roads, public works projects, etc.

Boston, Massachusetts, 1797 (Image 1 of 4) (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: An accurate plan of the town of Boston and its vicinity : exhibiting a ground plan of all the streets, lanes, alleys, wharves, and public buildings in Boston, with the names and description thereof, likewise all the flats and channels between Boston and Charlestown, Cambridge, Roxbury & Dorchester with the two bridges and causeway, and the boundary lines beween Boston and the above mentioned towns from ... by Osgood Carleton ; I. Norman, sc. It was published and sold by Osgood Carleton in 1797. Scale [ca. 1:4,170]. This layer is image 1 of 4 total images, representing the northwest portion of the four sheet source map. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Massachusetts State Plane Coordinate System, Mainland Zone (in Feet) (Fipszone 2001). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, drainage, selected public buildings, city ward boundaries, wharves, and more. Relief shown by hachures.This layer is part of a selection of digitally scanned and georeferenced historic maps of Massachusetts from the Harvard Map Collection. These maps typically portray both natural and manmade features. The selection represents a range of regions, originators, ground condition dates (1755-1922), scales, and purposes. The digitized selection includes maps of: the state, Massachusetts counties, town surveys, coastal features, real property, parks, cemeteries, railroads, roads, public works projects, etc.

London, England, ca. 1676 (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: Englands glory, or, the glory of England being a new mapp of the city of London : shewing the remarkable streets, lanes, alleyes, churches, halls courts, and other places as they are now rebuilt, the which will therefore be a guide to strangers, and such as are not well acquainted herein to direct them from place to place : diverse faults y[t] are in y[e] former are in this amended, allsoe the severall figures y[t] stand up and downe in the mapp are explained in y[e] 2 tables at y[e] upper corners hereof. It was published by Robert Walton ca. 1676. Scale [ca. 1:60,000]. The image inside the map neatline is georeferenced to the surface of the earth and fit to British National Grid coordinate system (British National Grid, Airy Spheroid OSGB (1936) Datum). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, drainage, built-up areas, selected buildings pictorially, fortification, docks, parks, ground cover, and more. Includes also indexes. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

Boston, Massachusetts, 1797 (Image 2 of 4) (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: An accurate plan of the town of Boston and its vicinity : exhibiting a ground plan of all the streets, lanes, alleys, wharves, and public buildings in Boston, with the names and description thereof, likewise all the flats and channels between Boston and Charlestown, Cambridge, Roxbury & Dorchester with the two bridges and causeway, and the boundary lines beween Boston and the above mentioned towns from ... by Osgood Carleton ; I. Norman, sc. It was published and sold by Osgood Carleton in 1797. Scale [ca. 1:4,170]. This layer is image 2 of 4 total images, representing the northeast portion of the four sheet source map. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Massachusetts State Plane Coordinate System, Mainland Zone (in Feet) (Fipszone 2001). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, drainage, selected public buildings, city ward boundaries, wharves, and more. Relief shown by hachures.This layer is part of a selection of digitally scanned and georeferenced historic maps of Massachusetts from the Harvard Map Collection. These maps typically portray both natural and manmade features. The selection represents a range of regions, originators, ground condition dates (1755-1922), scales, and purposes. The digitized selection includes maps of: the state, Massachusetts counties, town surveys, coastal features, real property, parks, cemeteries, railroads, roads, public works projects, etc.

London, England, 1742 (Raster Image)

This layer is a georeferenced raster image of the historic paper map entitled: London surveyed, or, a new map of the cities of London and Westminster and the borough of Southwark : shewing the several streets and lanes with the most of the alleys & thorough fairs with the additional new buildings to this present year 1742. It was printed for John Bowles at the Black Horse in Cornhill in 1742. Scale [ca. 1:5,280]. The image inside the map neatline is georeferenced to the surface of the earth and fit to the British National Grid coordinate system (British National Grid, Airy Spheroid OSGB (1936) Datum). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, drainage, selected buildings (some shown pictorially), built-up areas, docks, city district boundaries, and more. Relief is shown pictorially. Includes illustrations, tables of fares, and views: South prospect of London -- North prospect of St. Paul's Cathedral -- Bank of England -- Front of the Royal Exchange -- Banqueting House -- Treasury. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

Further investigation of traffic operations on two-lane, two-way rural highways. Research summary. Final report.

Federal Highway Administration, Washington, D.C.

Runaway truck arresting schemes. Final report.

North Carolina Department of Transportation, Raleigh

Synthesis of information on roadway geometric causal factors Final report.

Federal Highway Administration, Office of Program and Policy Planning, Washington, D.C.

A procedure to determine the relative extent of reactor fission product releases under various meteorological conditions.

Mode of access: Internet.

A comparative analysis of results from three recent non-separated concurrent-flow high occupancy freeway lane projects : Boston, Santa Monica, and Miami.

"Service and methods demonstration program."

Performance of a gravel-bed truck-arrestor system.

Federal Highway Administration, Washington, D.C.