Static Analysis of Usefulness States in Transition P systems

Transition P Systems are a parallel and distributed computational model based on the notion of the cellular membrane structure. Each membrane determines a region that encloses a multiset of objects and evolution rules. Transition P Systems evolve through transitions between two consecutive configurations that are determined by the membrane structure and multisets present inside membranes. Moreover, transitions between two consecutive configurations are provided by an exhaustive non-deterministic and parallel application of evolution rules. But, to establish the rules to be applied, it is required the previous calculation of useful, applicable and active rules. Hence, computation of useful evolution rules is critical for the whole evolution process efficiency, because it is performed in parallel inside each membrane in every evolution step. This work defines usefulness states through an exhaustive analysis of the P system for every membrane and for every possible configuration of the membrane structure during the computation. Moreover, this analysis can be done in a static way; therefore membranes only have to check their usefulness states to obtain their set of useful rules during execution

Delimited Massively Parallel Algorithm based on Rules Elimination for Application of Active Rules in Transition P Systems

In the field of Transition P systems implementation, it has been determined that it is very important to determine in advance how long takes evolution rules application in membranes. Moreover, to have time estimations of rules application in membranes makes possible to take important decisions related to hardware/software architectures design. The work presented here introduces an algorithm for applying active evolution rules in Transition P systems, which is based on active rules elimination. The algorithm complies the requisites of being nondeterministic, massively parallel, and what is more important, it is time delimited because it is only dependant on the number of membrane evolution rules

Infrastructural and Human factors affecting safety outcomes of cyclists

The increasing number of registered road crashes involving cyclists during the last decade and the high proportion of road crashes resulting in severe injuries and fatalities among cyclists constitutes a global issue for community health, urban development and sustainability. Nowadays, the incidence of many risk factors for road crashes of cyclists remains largely unexplained. Given the importance of this issue, the present study has been conducted with the aim of determining relationships between infrastructural, human factors and safety outcomes of cyclists. Objectives: This study aimed, first, to examine the relationship between key infrastructural and human factors present in cycling, bicycle-user characteristics and their self-reported experience with road crashes. And second, to determine whether a set of key infrastructural and human factors may predict their self-reported road crashes. Methods: For this cross-sectional study, a total of 1064 cyclists (38.8% women, 61.2% men; M = 32.8 years of age) from 20 different countries across Europe, South America and North America, participated in an online survey composed of four sections: demographic data and cycling-related factors, human factors, perceptions on infrastructural factors and road crashes suffered. Results: The results of this study showed significant associations between human factors, infrastructural conditions and self-reported road crashes. Also, a logistic regression model found that self-reported road crashes of cyclists could be predicted through variables such as age, riding intensity, risky behaviours and problematic user/infrastructure interactions. Conclusions: The results of this study suggest that self-reported road crashes of cyclists are influenced by features related to the user and their interaction with infrastructural characteristics of the road

Directives for a Correct Diagnosis

A special Working Group, to study and develop standars related to Building Restoration, Rehabilitation and Maintenance, was formed in January 2001 in AENOR (Spanish Association for Codes and Standars) under the management of the Department of Building Construction of the School of Architecture of Madrid (DCTA-UPM). Three groups were organized to deal with different topics: Diagnosis, Techiques and Materials, and Maintenance. In this paper the differents topics in which the Diagnosis Subgroup is working are described: historical studies, constructive description of the building and building pathology. These will be basic to carry out a correct diagnosis of any type of building, whether it is historic or not. In the development of such topics, the recognizable architectural values are justified as they are prior to the diagnosis stage. As an example of the subgroup work, several pathology cards are shown which include: longitudinal cracks of mechanical origin in beams of concrete structures, façade closings and claddings, and general symptoms of installation services

Una historia de la psicologia del tráfico y el transporte en Europa.

Tortosa Gil, Francisco - [email protected] Civera, Cristina - [email protected] Montoro González, Luis - [email protected] se trata de un directorio de cien años de investigación en los paises europeos; es una perspectiva general, un intento de clasificación empírica de las tendencias cronológicas y una sugerencia para un futuro campo de investigación. Distinguimos, y analizamos en sus principales tendencias, cuatro estadios en el desarrollo de la psicologia del tráfico y el transporte desde el inicio del siglo xx (estadio >) hasta nuestros dias (de >). La psicologia del tráfico y el transporte recibió un impulso decisivo durante las dos guerras mundiales; también debido al avance del propio transporte, de las politicas de seguridad públicas y de las medidas técnicas y preventivas tomadas por las grandes compañias de transporte y la industria automovilistica. Esta psicologia se encuentra intimamente unida al desarrollo de medidas de seguridad respecto de los conductores profesionales, y sólo recientemente del de todos los conductores. Esta área aplicada de la psicologia está hoy en Europa perfectarnente organizada y abarca diversos aspectos académicos. También está muy vinculada a factores sociales y económicos. En muchos casos, permite discutir, validar y poner en práctica conceptos y métodos de la psicologia general. Este ámbito de la psicologia ha alcanzado un nivel en el que parecen necesarias síntesis teóricas o prácticas, pero también necesita demostrar que puede ofrecer resultados interesantes para la ciencia y útiles para la sociedad.This article is nota directory of 100 years of research work in European countries, but a general ovetview, an empirical classification of chronological tendencies and a preparation for a future field of research. We consider the main trends of the four stages of the development of transport psychology from the beginning of the century (the > stage) to the present day (>). The development of transport psychology received a decisive impetus during the two world wars and is strongly associated with the development of transport itself, public safety policies and the preventive and technical measures taken by transport operators and the car industry. Transport psychology is closely connected to the development of safety: first, and still foremost, the safety of professional drivers, and then that of all categories of transport users. Transport psychology in Europe today is un important and organized urea of psychology covering nearly all academic aspects of the discipline. It is closely linked to social and economic factors. In most cases, the application of psychology to transport allows us to discuss, validate and put into practice the concepts and methods of general psychology. Our branch of psychology has reached a level where theoretical or practica1 syntheses are imperative, as is the need to present and publish the results of greatest interest for science and for society

Una historia de la psicología del tráfico y el transporte en Europa

This article is not a directory of 100 years of research work in European countries, but a general ovetview, an empirical classification of chronological tendencies and a preparation for a future field of research. We consider the main trends of the four stages of the development of transport psychology fromthe beginning of the century (the "psychophysics" stage) to the present day ("technical assistance"). The development of transport psychology received a decisive impetus during the two world wars and is strongly associated with thedevelopment of transport itself, public safety policies and the preventive and technical measures taken by transport operators and the car industry. Transport psychology is closely connected to the development of safety: first, andstill foremost, the safety of professional drivers, and then that of all categories of transport users. Transport psychology in Europe today is un important and organized urea of psychology covering nearly all academic aspects of the discipline. It is closely linked to social and economic factors. In most cases, the application of psychology to transport allows us to discuss, validate and put into practice the concepts and methods of general psychology. Our branch ofpsychology has reached a level where theoretical or practical syntheses are imperative, as is the need to present and publish the results of greatest interest for science and for society.No se trata de un directori0 de cien años de investigación en los paises europeos; es una perspectiva general, un intento de clasificación empírica de las tendencias cronológicas y una sugerencia para un futuro campo de investigación. Distinguimos, y analizamos en sus principales tendencias, cuatro estadios en el desarrollo de la psicologia del tráfico y el transporte desde el inicio del siglo xx (estadio  "psicofisico") hasta nuestros dias (de "asistencia técnica"). La psicologia del tráfico y el transporte recibió un impulso decisivo durante las dos guerras mundiales; también debido al avance del propio transporte, de las politicas de seguridad públicas y de las medidas técnicas y preventivas tomadas por las grandes compañias de transporte y la industria automovilistica. Esta psicologia se encuentra intimamente unida al desarrollo demedidas de seguridad respecto de los conductores  profesionales, y sólo recientemente del de todos los conductores. Esta área aplicada de la psicologia está hoy en Europa perfectarnente organizada y abarca diversos aspectos académicos. También está muy vinculada a factores sociales y económicos. En muchos casos, permite discutir, validar y poner en práctica conceptos y métodos de la psicologia general. Este ámbito de la psicologia ha alcanzado un nivel en el que parecen necesarias síntesis teóricas o prácticas, pero también necesita demostrar que puede ofrecer resultados interesantes para la ciencia y útiles para la sociedad

Socioeconomic Status, Health and Life-Style Settings as Psychosocial Risk Factors for Road Crashes in Young People: Assessing the Colombian Case

The social determinants of health influence both psychosocial risks and protective factors, especially in high-demanding contexts, such as the mobility of drivers and non-drivers. Recent evidence suggests that exploring socioeconomic status (SES), health and lifestyle-related factors might contribute to a better understanding of road traffic crashes (RTCs). Thus, the aim of this study was to construct indices for the assessment of crash rates and mobility patterns among young Colombians who live in the central region of the country. The specific objectives were developing SES, health and lifestyle indices, and assessing the self-reported RTCs and mobility features depending on these indices. A sample of 561 subjects participated in this cross-sectional study. Through a reduction approach of Principal Component Analysis (PCA), three indices were constructed. Mean and frequency differences were contrasted for the self-reported mobility, crash rates, age, and gender. As a result, SES, health and lifestyle indices explained between 56.3-67.9% of the total variance. Drivers and pedestrians who suffered crashes had higher SES. A healthier lifestyle is associated with cycling, but also with suffering more bike crashes; drivers and those reporting traffic crashes have shown greater psychosocial and lifestyle-related risk factors. Regarding gender differences, men are more likely to engage in road activities, as well as to suffer more RTCs. On the other hand, women present lower healthy lifestyle-related indices and a less active implication in mobility. Protective factors such as a high SES and a healthier lifestyle are associated with RTCs suffered by young Colombian road users. Given the differences found in this regard, a gender perspective for understanding RTCs and mobility is highly suggestible, considering that socio-economic gaps seem to differentially affect mobility and crash-related patterns