Motorisation et localisation : quels effets sur le choix du modal ?

Motorisation et localisation sont, dans leur acception commune, deux variables liées, de même que le sont leurs effets sur le choix modal. Rares sont les méthodes permettant toutefois de tenir compte adéquatement de ces corrélations. C'est dans cette optique que Bonnel (2000) a développé une méthodologie permettant d'isoler les effets de chacune de ces variables. À ce jour, la méthode de décomposition des effets, développée par cet auteur a été appliquée au cas de Lyon. La présente recherche propose une transposition de la méthode au contexte de la grande région de Montréal. Cette expérimentation permet d'une part d'identifier et de mesurer les effets de la localisation et de la motorisation sur le choix modal dans le contexte bien particulier montréalais et, d'autre part, de comparer les résultats obtenus avec ceux présentés en ce qui concerne l'agglomération lyonnaise. Il est alors possible de discuter de l'applicabilité de la méthode à différents contextes urbains et de valider sa pertinence. Les données provenant des quatre plus récentes enquêtes Origine-Destination tenues à Montréal sont exploitées à cette fin. Ces expérimentations confirment que la méthode permet de dissocier les effets des variables explicatives et démontrent, à l'instar de Lyon, que l'évolution des localisations a joué un rôle plus important que la motorisation dans la régression de la part de marché des transports en commun à Montréal. Les perspectives de développement de la méthode semblent nombreuses, au travers notamment de la prise en compte de l'offre de transports en commun et de voirie, de la segmentation de la clientèle ou d'une désagrégation plus importante de l'espace.Choix modal ; comportement de déplacement ; enquêtes Origine-Destination ; enquête ménages ; agglomération ; Lyon ; Montréal

Transgenic potato plants expressing oxalate oxidase have increased resistance to oomycete and bacterial pathogens

Summary: Potato (cv. Bintje) was transformed with a gene encoding an oxalate oxidase from wheat under the control of the CaMV35S promoter. Transgenic potato plants produced high constitutive levels of H2O2 as visualized by 4-chloro-l-naphtol staining. The resistance of these plants was tested againstPhytophthora infestans. An increased level of resistance to the disease was marked by a reduced number of lesions as well as by a decreased number of sporangia formed per lesion. In addition, oxalate oxidase overexpressing plants also exhibited improved resistance toStreptomyces reticuliscabiei, the causal agent of netted scab. Increased expression of oxalate oxidase had no effect on the interaction withErwinia carotovora. These experiments show that overexpression of oxalate oxidase represents a potentially interesting approach for protection of potato to pathogen

Survey mode integration and data fusion: Methods and challenges

A7. Best Practices in Data FusionDevelopment of new technologies (smart card, GPS, cell phones...) increases production of data sometimes in a continuous way. But for various reasons, including privacy concerns, these data generally not contain all needed information to match transportation needs especially for modelling purposes. It is also the case of most official data production such as travel surveys, time use surveys, housing surveys... which all contains precious information but none of them all the needed information. Data fusion methodologies allow to enrich the data in order to better meet data needs. In the same time data collection have to face increasing difficulties (cost, response rates...) in collecting data, representative of the whole population, through classical methods. Combining survey modes or methods are in some cases an opportunity to cope or at least to reduce this problem. Mixing these data impose to develop methods to identify modes or methods effects on collected data and to correct for them. This paper presents some of the methods available to treat data fusion and survey mode integration. Application are proposed on Lyon and Montreal areas

COMPLICATIONS, MORBIDITE ET RESULTATS DE LA PRISE EN CHARGE CHIRURGICALE DU CANCER DE L'ESTOMAC (A PROPOS D'UNE EXPERIENCE DE 10 ANS (DES CHIRURGIE GENERALE))

NANTES-BU Médecine pharmacie (441092101) / SudocPARIS-BIUM (751062103) / SudocSudocFranceF

Survey Mode Integration and Data Fusion: Methods and challenges

A7. Best Practices in Data FusionDevelopment of new technologies (smart card, GPS, cell phones...) increases production of data sometimes in a continuous way. But for various reasons, including privacy concerns, these data generally not contain all needed information to match transportation needs especially for modelling purposes. It is also the case of most official data production such as travel surveys, time use surveys, housing surveys... which all contains precious information but none of them all the needed information. Data fusion methodologies allow to enrich the data in order to better meet data needs. In the same time data collection have to face increasing difficulties (cost, response rates...) in collecting data, representative of the whole population, through classical methods. Combining survey modes or methods are in some cases an opportunity to cope or at least to reduce this problem. Mixing these data impose to develop methods to identify modes or methods effects on collected data and to correct for them. This paper presents some of the methods available to treat data fusion and survey mode integration. Application are proposed on Lyon and Montreal areas

Motorisation et localisation : quels effets sur le choix du modal ?

It is widespread acknowledged that car access and urban sprawl are related to each other and that they both influence modal choice. Nevertheless, few methods have the ability to correctly account for these correlations. In this perspective, the method proposed by BONNEL (2000) is quite unique and relevant since it allows separating the effects of each variable. Up until now, the method has been applied and validated using Lyon and related household survey data as a case study. The purpose of this study is to transpose the approach to a North-American city. This experimentation, on the one hand, allows identifying and measuring the respective influences of locations and car access on the evolution of transit in Montreal. On the other hand, it allows comparing the results from the two cities and discussing the ability of the method to clarify this issue in various urban contexts. The microdata from the large-scale origin-destination household surveys held in the Greater Montreal Area are used for this purpose. This experience confirms that the mathematical approach proposed by BONNEL is capable of distinguishing between the respective impacts of the examined variables. Hence, it also confirms that urban sprawl (with respect to trip ends) has a more important impact than the increase of car ownership on the share of transit. Now that its consistency has been demonstrated with two independent sets of data, the method can be used and developed in various ways, namely by introducing new variables (transportation supply), splitting the population into significant segments or using a more precise zoning system.Motorisation et localisation sont, dans leur acception commune, deux variables liées, de même que le sont leurs effets sur le choix modal. Rares sont les méthodes permettant toutefois de tenir compte adéquatement de ces corrélations. C'est dans cette optique que Bonnel (2000) a développé une méthodologie permettant d'isoler les effets de chacune de ces variables. À ce jour, la méthode de décomposition des effets, développée par cet auteur a été appliquée au cas de Lyon. La présente recherche propose une transposition de la méthode au contexte de la grande région de Montréal. Cette expérimentation permet d'une part d'identifier et de mesurer les effets de la localisation et de la motorisation sur le choix modal dans le contexte bien particulier montréalais et, d'autre part, de comparer les résultats obtenus avec ceux présentés en ce qui concerne l'agglomération lyonnaise. Il est alors possible de discuter de l'applicabilité de la méthode à différents contextes urbains et de valider sa pertinence. Les données provenant des quatre plus récentes enquêtes Origine-Destination tenues à Montréal sont exploitées à cette fin. Ces expérimentations confirment que la méthode permet de dissocier les effets des variables explicatives et démontrent, à l'instar de Lyon, que l'évolution des localisations a joué un rôle plus important que la motorisation dans la régression de la part de marché des transports en commun à Montréal. Les perspectives de développement de la méthode semblent nombreuses, au travers notamment de la prise en compte de l'offre de transports en commun et de voirie, de la segmentation de la clientèle ou d'une désagrégation plus importante de l'espace

Northeasternmost record of a North Pacific fin whale (Balaenoptera physalus) in the Alaskan Chukchi Sea

International audienceFin whales (Balaenoptera physalus) in the North Pacific consistently range as far north as the Bering Sea. While occasional sightings of fin whales occur north of the Bering Strait, they are rarely documented north of 67°N. However, a recent increase in passive acoustic monitoring has shown that fin whales are more prevalent in the Chukchi Sea than previously thought. During a 2012 field survey in the Alaskan Chukchi Sea, fin whale calls were detected on a DiFAR sonobuoy deployed at 71.575°N, 157.823°W, 50 km off Barrow near the mouth of Barrow Canyon. On August 27, 2012, approximately 30 fin whale downsweep calls were detected over an hour and a half, at bearings of approximately 270–290° from the sonobuoy. Since only one sonobuoy was deployed, in situ localization of the calls was not possible. Post hoc range estimates using a combination of modal dispersion techniques, nonlinear time-domain warping, and geoacoustic inversion resulted in a source range estimate of less than 5 km. This location is approximately 280 and 365 km northeast of the previous closest acoustic detection and confirmed visual sighting of a fin whale, respectively. These results represent the farthest northeast record of fin whale calls in the Alaskan Arctic and illustrate the importance of continued passive acoustic monitoring in a rapidly changing environment

Using nonlinear time warping to estimate North Pacific right whale calling depths in the Bering Sea

International audienceCalling depth distributions are estimated for two types of calls produced by critically endangered eastern North Pacific right whales (NPRWs) in the Bering Sea, using passive acoustic data collected with bottom-mounted hydrophone recorders. Nonlinear time resampling of 12 NPRW "upcalls" and 20 "gunshots" recorded in a critical NPRW habitat isolated individual normal mode arrivals from each call. The relative modal arrival times permitted range estimates between 1 and 40 km, while the relative modal amplitudes permitted call depth estimates, provided that environmental inversions were obtained from high signal-to-noise ratio calls. Gunshot sounds were generally only produced at a few meters depth, while upcall depths clustered between 10 and 25 m, consistent with previously published bioacoustic tagging results from North Atlantic right whales. A Wilcoxon rank sum test rejected the null hypothesis that the mean calling depths of the two call types were the same (p = 2.9 × 10-5); the null hypothesis was still rejected if the sample set was restricted to one call per acoustic encounter (p = 0.02). Propagation modeling demonstrates that deeper depths enhance acoustic propagation and that source depth estimates impact both NPRW upcall source level and detection range estimates