Why Invest in the Venezuelan Petroleum and Petrochemical Industries in 1996?

OBJECTIVES: This research examines the question Why Invest in the Venezuelan Petroleum and Petrochemical Industries in 1996? It has been prepared for the assistance of investors interested in participating with or assisting Petroleos de Venezuela in the creation of opportunities for expansion, both domestically and internationally, for the Venezuelan petroleum industry. METHODS: A literature review on Why Invest in the Venezuelan Petroleum and Petrochemical Industries in 1996? is done to cover Venezuela\u27s vast petroleum and mineral resources, recent actions by the government to eliminate restrictions on and promoting foreign investments, and the bidding process (1995 - 1996). There will also be an interview conducted with a Venezuelan Petroleum Official to discuss the most frequently asked questions about investing in Venezuela. RESULTS: Because the process of making any investment decision normally generates a number of questions, the interview will determine some useful answers to some of the questions that investors have raised concerning opportunities in Venezuela. RECOMMENDATIONS: Recommendations are considered on both the literature review and the interview. This research has been written to give an overview of the investment climate in Venezuela. Making decisions about foreign operations is complex and requires an intimate knowledge of a country\u27s commercial climate. If a firm or a company is planning to do business in Venezuela, they are advise to obtain the most current information

An Integrated Risk-Based Asset Management Framework for Subway Systems

Subway systems play a vital role connecting thousands of people to different destinations on a daily basis. The Canadian infrastructure report card recommended encouraging infrastructure owners to establish asset-management plans based on rates of deterioration and community service levels. Moreover, the 2013 report card for America’s infrastructure assigned a grade D to transit systems indicating they are in a poor condition with strong risk of failure. A possible solution proposed by the 2013 report card is adopting a comprehensive asset management system to maximize investments in light of the fund scarcity dilemma. The main objective of this research is to develop a risk-based asset management framework for subway networks. The framework works along three interrelated sub-models followed by two main models. A generic subway hierarchy is proposed and risk is assessed using three sub-models; probability of failure, consequences of failure and criticality index. Probability of failure is predicted for different structural elements using inspection reports and Weibull reliability function. Consequences of failure are assessed based on seven criteria along financial, social, and, operational perspectives. A criticality index is introduced to the classical risk equation to assess the functional importance of a station in its location using seven attributes along three main criteria. The Fuzzy Analytical Network Process is employed to analyze experts’ feedback used in the consequences of failure and criticality sub-models. This insures incorporating interdependency between criteria and fuzziness of the analysis. The three sub-models are used as inputs in a fuzzy inference engine to compute the predicted risk index. A set of thirty rules derived from experts through interviews and questionnaires is used to shape the relation between the fuzzy output and input variables. Finally, the second model is developed for a risk-based budget allocation model. The model utilizes the risk index components as objective functions. Decision variables are identified as five generic rehabilitation actions along their cost, time, and percentage improvement. The model provides the recommended rehabilitation action in light of the network total risk index and the available budget per time span. This is the first risk assessment framework proposed in the subway networks domain. Using a network analysis approach, the elements of a risk index are analyzed and aggregated from elements to lines and segments levels. The model revealed probability of failure to be the main driver of a risk index followed by criticality index and last, consequences of failure. Within the expected consequences of failure, social impacts had the highest impact (38%) based on experts’ feedback. The criticality index sub-model revealed station location to be the most important criteria (35%) followed by station nature of use (33%) and finally, station characteristics (32%). A segment of six stations from Montreal subway network is analyzed. The assessment indicates two stations with high risk indices showing the necessity of an intervention action. The budget allocation model prioritizes stations for rehabilitation according to the decision maker’s risk appetite, assumed at 0.6. The revised risk index for STA 4 dropped from 0.821 to 0.521 and the overall segment index dropped to zero. This research presents a basis for evaluating subway infrastructure on a structural and functional basis. It assists authorities to derive an informed rehabilitation decision using a generic and consistent framework. The heuristic decision making process followed by authorities is translated into a detailed framework that can be easily implemented and updated. The presented outline can be equally used for segments or the entire network

An Integrated Risk-Based Asset Management Framework for Subway Systems

Subway systems play a vital role connecting thousands of people to different destinations on a daily basis. The Canadian infrastructure report card recommended encouraging infrastructure owners to establish asset-management plans based on rates of deterioration and community service levels. Moreover, the 2013 report card for America’s infrastructure assigned a grade D to transit systems indicating they are in a poor condition with strong risk of failure. A possible solution proposed by the 2013 report card is adopting a comprehensive asset management system to maximize investments in light of the fund scarcity dilemma. The main objective of this research is to develop a risk-based asset management framework for subway networks. The framework works along three interrelated sub-models followed by two main models. A generic subway hierarchy is proposed and risk is assessed using three sub-models; probability of failure, consequences of failure and criticality index. Probability of failure is predicted for different structural elements using inspection reports and Weibull reliability function. Consequences of failure are assessed based on seven criteria along financial, social, and, operational perspectives. A criticality index is introduced to the classical risk equation to assess the functional importance of a station in its location using seven attributes along three main criteria. The Fuzzy Analytical Network Process is employed to analyze experts’ feedback used in the consequences of failure and criticality sub-models. This insures incorporating interdependency between criteria and fuzziness of the analysis. The three sub-models are used as inputs in a fuzzy inference engine to compute the predicted risk index. A set of thirty rules derived from experts through interviews and questionnaires is used to shape the relation between the fuzzy output and input variables. Finally, the second model is developed for a risk-based budget allocation model. The model utilizes the risk index components as objective functions. Decision variables are identified as five generic rehabilitation actions along their cost, time, and percentage improvement. The model provides the recommended rehabilitation action in light of the network total risk index and the available budget per time span. This is the first risk assessment framework proposed in the subway networks domain. Using a network analysis approach, the elements of a risk index are analyzed and aggregated from elements to lines and segments levels. The model revealed probability of failure to be the main driver of a risk index followed by criticality index and last, consequences of failure. Within the expected consequences of failure, social impacts had the highest impact (38%) based on experts’ feedback. The criticality index sub-model revealed station location to be the most important criteria (35%) followed by station nature of use (33%) and finally, station characteristics (32%). A segment of six stations from Montreal subway network is analyzed. The assessment indicates two stations with high risk indices showing the necessity of an intervention action. The budget allocation model prioritizes stations for rehabilitation according to the decision maker’s risk appetite, assumed at 0.6. The revised risk index for STA 4 dropped from 0.821 to 0.521 and the overall segment index dropped to zero. This research presents a basis for evaluating subway infrastructure on a structural and functional basis. It assists authorities to derive an informed rehabilitation decision using a generic and consistent framework. The heuristic decision making process followed by authorities is translated into a detailed framework that can be easily implemented and updated. The presented outline can be equally used for segments or the entire network

An Integrated Risk-Based Asset Management Framework for Subway Systems

Subway systems play a vital role connecting thousands of people to different destinations on a daily basis. The Canadian infrastructure report card recommended encouraging infrastructure owners to establish asset-management plans based on rates of deterioration and community service levels. Moreover, the 2013 report card for America’s infrastructure assigned a grade D to transit systems indicating they are in a poor condition with strong risk of failure. A possible solution proposed by the 2013 report card is adopting a comprehensive asset management system to maximize investments in light of the fund scarcity dilemma. The main objective of this research is to develop a risk-based asset management framework for subway networks. The framework works along three interrelated sub-models followed by two main models. A generic subway hierarchy is proposed and risk is assessed using three sub-models; probability of failure, consequences of failure and criticality index. Probability of failure is predicted for different structural elements using inspection reports and Weibull reliability function. Consequences of failure are assessed based on seven criteria along financial, social, and, operational perspectives. A criticality index is introduced to the classical risk equation to assess the functional importance of a station in its location using seven attributes along three main criteria. The Fuzzy Analytical Network Process is employed to analyze experts’ feedback used in the consequences of failure and criticality sub-models. This insures incorporating interdependency between criteria and fuzziness of the analysis. The three sub-models are used as inputs in a fuzzy inference engine to compute the predicted risk index. A set of thirty rules derived from experts through interviews and questionnaires is used to shape the relation between the fuzzy output and input variables. Finally, the second model is developed for a risk-based budget allocation model. The model utilizes the risk index components as objective functions. Decision variables are identified as five generic rehabilitation actions along their cost, time, and percentage improvement. The model provides the recommended rehabilitation action in light of the network total risk index and the available budget per time span. This is the first risk assessment framework proposed in the subway networks domain. Using a network analysis approach, the elements of a risk index are analyzed and aggregated from elements to lines and segments levels. The model revealed probability of failure to be the main driver of a risk index followed by criticality index and last, consequences of failure. Within the expected consequences of failure, social impacts had the highest impact (38%) based on experts’ feedback. The criticality index sub-model revealed station location to be the most important criteria (35%) followed by station nature of use (33%) and finally, station characteristics (32%). A segment of six stations from Montreal subway network is analyzed. The assessment indicates two stations with high risk indices showing the necessity of an intervention action. The budget allocation model prioritizes stations for rehabilitation according to the decision maker’s risk appetite, assumed at 0.6. The revised risk index for STA 4 dropped from 0.821 to 0.521 and the overall segment index dropped to zero. This research presents a basis for evaluating subway infrastructure on a structural and functional basis. It assists authorities to derive an informed rehabilitation decision using a generic and consistent framework. The heuristic decision making process followed by authorities is translated into a detailed framework that can be easily implemented and updated. The presented outline can be equally used for segments or the entire network

Razones por las cuales las personas de la Universidad Metropolitana (Caracas-Venezuela) estudian educación inicial (mayo, 2018)

The present article focuses as a central problem the questioning on the reasons why the students of the University study Initial Education, since it is known the absence of demand of said career. From the above it is derived that the general objective is to describe the reasons that motivate a group of students of the Metropolitan University to study the initial education career, through the investigation of the personal profile, academic profile and country context of each one. Of them and the incidence of the latter in their vocational choice. This research is descriptive, quantitative and in turn non-experimental. It was concluded, through the results obtained, that 52.9% of the selected sample affirms that they study the career of Initial Education since they have the competences of a teacher profile, that is, skills to work with children and vocation. On the other hand, 47.1% of the subjects surveyed, declare that their selection of the initial education career as a vocational choice, is because they consider that Education is important for society and its development. In conclusion there are two motivations for study: vocation and competences in the educational roll.El presente artículo focaliza como problema central el cuestionamiento sobre las razones por las que el estudiantado de la Universidad Metropolitana (Caracas-Venezuela) cursa la carrera de Educación Inicial, ya que se conoce la ausencia de demanda de dicha carrera. De lo anterior se deriva que el objetivo general radica en describir las razones que motivan a un grupo de estudiantes de dicha institución, a estudiar la carrera Educación inicial, a través de la indagación del perfil personal, perfil académico y contexto país de cada uno de ellos y la incidencia de estos últimos en su elección vocacional. Esta investigación tuvo un enfoque cuantitativo, es de tipo descriptiva y a su vez, no experimental. La muestra fue de 34 estudiantes que actualmente cursan la carrera de Educación Inicial. Se concluyó, a través de los resultados obtenidos, que el 52,9% de la muestra seleccionada afirma que estudia la carrera de Educación Inicial ya que tienen las competencias del perfil de un docente, es decir, habilidades para trabajar con niños y vocación. Por otro lado, el 47,1% de los sujetos encuestados, declaran que su selección de la carrera de Educación Inicial como elección vocacional, se debe a que consideran que la Educación es importante para la sociedad y su desarrollo. En conclusión son dos las motivaciones de estudio: vocación y competencias en el roll educativo

Servicios ecosistémicos de regulación que benefician a la sociedad y su relación con la restauración ecológica

Se analizó los servicios ecosistémicos de regulación no consuntivos en contextos sociales que según la iniciativa global Economía de Ecosistemas y Biodiversidad proveen beneficios que dependen correlativamente de capacidades funcionales de los ecosistemas tales como: regulación de la calidad del aire y clima local, secuestro de carbono, moderación de eventos extremos, reciclado y tratamiento de aguas servidas, prevención de la erosión, polinización y control biológico.  Se estableció la relación entre éstos y la restauración ecológica como estrategia para el mantenimiento del flujo de procesos y servicios ecosistémicos.  Se presentan casos reales de restauración ecológica e iniciativas relacionadas con cada servicio ecosistémico de regulación expuesto.  La metodología colaborativa consistió en un foro virtual de discusión en la primera fase y en la segunda, investigación grupal con énfasis en bibliografía especializada.  Se concluye que los servicios ecológicos de regulación son factibles de mantenerse, mejorarse e incrementarse mediante la restauración ecológica como estrategia científica, política y social en beneficio de la seguridad hídrica, agroalimentaria, del control y mitigación de eventos climáticos adversos, la calidad del aire local y la salubridad en agrosistemas

Musicians as Researchers - Insight or Insanity?

In the current university context, many highly-proficient music performers enrol in higher education degrees by research. While at first glance those enrolled may seem to be moving from an area of expertise to an area of inexperience, in many cases the individual may in fact have already developed a range of research skills in the course of becoming highly proficient in their chosen field. Many expert musicians seek to further develop their craft through embarking on research degrees and/or seek inspiration through what they aim to discover. Research is a highly valued skill among many musicians pursuing fine music making. In this paper, we will investigate the motivations of musicians for enrolling in a higher degree by research, including the reasons why they choose research as a way of expanding their skills as performers, and the expected outcomes of their research studies

Production of a recombinant polyester-cleaving hydrolase from Thermobifida fusca in Escherichia coli

The hydrolase (Thermobifida fusca hydrolase; TfH) from T. fusca was produced in Escherichia coli as fusion protein using the OmpA leader sequence and a His(6) tag. Productivity could be raised more than 100-fold. Both batch and fed-batch cultivations yield comparable cell specific productivities whereas volumetric productivities differ largely. In the fed-batch cultivations final rTfH concentrations of 0.5 g L(−1) could be achieved. In batch cultivations the generated rTfH is translocated to the periplasm wherefrom it is completely released into the extracellular medium. In fed-batch runs most of the produced rTfH remains as soluble protein in the cytoplasm and only a fraction of about 35% is translocated to the periplasm. Migration of periplasmic proteins in the medium is obviously coupled with growth rate and this final transport step possibly plays an important role in product localization and efficacy of the Sec translocation process

A novel role for RecA under non-stress: promotion of swarming motility in Escherichia coli K-12

BACKGROUND: Bacterial motility is a crucial factor in the colonization of natural environments. Escherichia coli has two flagella-driven motility types: swimming and swarming. Swimming motility consists of individual cell movement in liquid medium or soft semisolid agar, whereas swarming is a coordinated cellular behaviour leading to a collective movement on semisolid surfaces. It is known that swimming motility can be influenced by several types of environmental stress. In nature, environmentally induced DNA damage (e.g. UV irradiation) is one of the most common types of stress. One of the key proteins involved in the response to DNA damage is RecA, a multifunctional protein required for maintaining genome integrity and the generation of genetic variation. RESULTS: The ability of E. coli cells to develop swarming migration on semisolid surfaces was suppressed in the absence of RecA. However, swimming motility was not affected. The swarming defect of a ΔrecA strain was fully complemented by a plasmid-borne recA gene. Although the ΔrecA cells grown on semisolidsurfaces exhibited flagellar production, they also presented impaired individual movement as well as a fully inactive collective swarming migration. Both the comparative analysis of gene expression profiles in wild-type and ΔrecA cells grown on a semisolid surface and the motility of lexA1 [Ind-] mutant cells demonstrated that the RecA effect on swarming does not require induction of the SOS response. By using a RecA-GFP fusion protein we were able to segregate the effect of RecA on swarming from its other functions. This protein fusion failed to regulate the induction of the SOS response, the recombinational DNA repair of UV-treated cells and the genetic recombination, however, it was efficient in rescuing the swarming motility defect of the ΔrecA mutant. The RecA-GFP protein retains a residual ssDNA-dependent ATPase activity but does not perform DNA strand exchange. CONCLUSION: The experimental evidence presented in this work supports a novel role for RecA: the promotion of swarming motility. The defective swarming migration of ΔrecA cells does not appear to be associated with defective flagellar production; rather, it seems to be associated with an abnormal flagellar propulsion function. Our results strongly suggest that the RecA effect on swarming motility does not require an extensive canonical RecA nucleofilament formation. RecA is the first reported cellular factor specifically affecting swarming but not swimming motility in E. coli. The integration of two apparently disconnected biologically important processes, such as the maintenance of genome integrity and motility in a unique protein, may have important evolutive consequences