MRD codes with maximum idealizers

Left and right idealizers are important invariants of linear rank-distance codes. In the case of maximum rank-distance (MRD for short) codes in $\mathbb{F}_q^{n\times n}$ the idealizers have been proved to be isomorphic to finite fields of size at most $q^n$. Up to now, the only known MRD codes with maximum left and right idealizers are generalized Gabidulin codes, which were first constructed in 1978 by Delsarte and later generalized by Kshevetskiy and Gabidulin in 2005. In this paper we classify MRD codes in $\mathbb{F}_q^{n\times n}$ for $n\leq 9$ with maximum left and right idealizers and connect them to Moore-type matrices. Apart from generalized Gabidulin codes, it turns out that there is a further family of rank-distance codes providing MRD ones with maximum idealizers for $n=7$, $q$ odd and for $n=8$, $q\equiv 1 \pmod 3$. These codes are not equivalent to any previously known MRD code. Moreover, we show that this family of rank-distance codes does not provide any further examples for $n\geq 9$.Comment: Reviewers' comments implemented, we changed the titl

User-made immobilities: a transitions perspective

In this paper we aim to conceptualize the role of users in creating, expanding and stabilizing the automobility system. Drawing on transition studies we offer a typology of user roles including user-producers, user-legitimators, user-intermediaries, user-citizens and user-consumers, and explore it on the historical transition to the automobile regime in the USA. We find that users play an important role during the entire transition process, but some roles are more salient than others in particular phases. Another finding is that the success of the transition depends on the stabilization of the emerging regime that will trigger upscaling in terms of the numbers of adopters. The findings are used to reflect on potential crossovers between transitions and mobilities research

Rhythmanalysing marathon running: ‘A drama of rhythms’

© 2017, © The Author(s) 2017. This paper draws on Lefebvre’s rhythmanalysis to investigate the multiple rhythms of the Berlin Marathon, exemplifying and expanding understandings about the rhythms of places and mobilities. First, we discuss how isorhythmic order is imposed on the city and event by race organizers. Secondly, we show that a marathon depends upon the preparatory training or ‘dressage’ performed by the thousands who have made themselves ‘race-ready’. Thirdly, we explore the changing individual and collective rhythms that continuously emerge according to contingencies and stages of the race to compose an unfolding drama of rhythms that includes both arrhythmic and eurhythmic experiences

Synthesizing Highway Transportation, Land Development, Municipal and School Finance in the Greater Twin Cities Area, 1970-1997

As the Twin Cities emerged as capital of the Upper Midwest region, the pre-World War II highway system serving the Twin Cities linked the area with its region, and provided direction to suburban expansion. Residential development in greenfield areas initially enjoys low local property taxes, but soon the newly arriving households expect and demand a full range of municipal services that must be supplied and paid for, either by the newcomers themselves, or by shifting some portion of incremental capital and operating costs to current residents, which can lead to political tension. The resources available to school districts from local tax sources depend upon the tax capacity supplied by local development, a process that is regulated by local units of government. Major highway infrastructure and improvements have both led and lagged the development process. The location of major routes influences developer decisions on where to place new housing. Major office developments cluster at major transportation nodes, but many important nodes support little or no office development. Industrial development appears to be tied closely to transportation routes in the earlier periods, but in later years the close connection appears to fade. The benefits of land development and transportation improvements accumulate disproportionately within one set of geographical areas, while many of the costs are imposed through time and space on others.Minnesota Department of Transportatio

Agroindústria familiar rural, qualidade da produção artesanal e o enfoque da teoria das convenções Rural familiar agroindustry, quality of colonial production and the view of theory of the convention

A agroindústria familiar rural surge como uma alternativa na busca de novos nichos de mercados, utilizando-se da maior diversidade de produtos e da diferenciação dos produtos através da transformação dentro da propriedade. Sua implantação é considerada uma alternativa eficaz como política de Desenvolvimento Rural, mas, com todos os esforços, existem muitas limitações neste setor, principalmente da legislação sanitária. A construção dos mercados e das regras que os regem, mesmo com o cumprimento das normas legais, vem de dentro do processo e com a colaboração de todos os atores: produtores, consumidores. A Teoria das Convenções baseia-se no reconhecimento mútuo e coletivo da qualidade ampla do produto e foi utilizada para explicar como funcionam as interações entre produtores da Região Metropolitana de Porto Alegre com relação às regras de produção ou "modos de fazer" no processo produtivo.<br>The rural familiar agroindustry is an alternative in the search for new niche markets, using the greater diversity of existing products and product differentiation by transforming them inside the property. Its implementation is considered an effective alternative as policy of Rural Development, but despite all efforts there are many limitations in this sector especially in sanitary legislation. Quality is built on the agroindustries by looking not only at a physical process, but also relying on social and cultural aspects, considering personal efforts in making the products, dedication, tradition and artisanal "ways to make", which bring the colonial touch. The Theory of the Convention is based on mutual recognition and collective of wide quality of the product, and was used to explain how interactions are worked among producers at Metropolitan Porto Alegre Area regarding production rules or "ways to make" the production process

Investigating relationships between road freight transport, facility location, logistics management and urban form

This paper examines road freight transport activity and its relationship with urban form through an analysis of 14 selected urban areas in the UK. Improved understanding of this relationship will assist planners when making transport and land use decisions. The findings suggest that several geographical, spatial and land use factors have important influences on freight activity in urban areas. Commercial and industrial land use patterns affect the types and quantities of goods produced, consumed, and hence the total quantity of freight transport handled. This also influences the distances over which goods are moved and by what specific mode. There has been relatively low growth in warehousing in many of the areas over the last decade compared to the national average as well as a shift to suburbanisation of warehousing in some locations. This affects the origin and destination of journeys visiting these facilities and typically increases the distance of such journeys. A greater proportion of road freight has been shown to be lifted on internal journeys in large urban areas than in smaller ones. Journeys within urban areas have been shown to be less efficient than journeys to and from the urban area in the 14 locations studied due to the much smaller average vehicle carrying capacities and lower lading factors for journeys within urban areas. The length of haul on journeys to and from urban areas studied was found to be greatest for those areas with a major seaport and/or which were geographically remote. This affects the road freight transport intensity of goods transport journeys