Muon spin rotation study of the intercalated graphite superconductor CaC6 at low temperatures

Muon spin rotation (muSR) experiments were performed on the intercalated graphite CaC6 in the normal and superconducting state down to 20 mK. In addition, AC magnetization measurements were carried out resulting in an anisotropic upper critical field Hc2, from which the coherence lengths xi_ab(0)=36.3(1.5) nm and xi_c(0)=4.3(7) nm were estimated. The anisotropy parameter gamma_H= H_c2_ab/H_c2_c increases monotonically with decreasing temperature. A single isotropic s-wave description of superconductivity cannot account for this behaviour. From magnetic field dependent muSR experiments the absolute value of the in-plane magnetic penetretion depth lambda_ab=78(3) nm was determined. The temperature dependence of the superfluid density rho_s(T) is slightly better described by a two-gap than a single-gap model

The new ALEPH Silicon Vertex Detector

The ALEPH collaboration, in view of the importance of effective vertex detection for the Higgs boson search at LEP 2, decided to upgrade the previous vertex detector. Main changes were an increased length (±20 cm), a higher granularity for rφ view (50 µm), a new preamplifier (MX7 rad hard chip), a polymide (upilex) fan-out on z side to carry the signals from the strips to the front-end electronics outside the fiducial region reducing consequently the passive material in the central region by a factor of two. The detector, the running experience and its performance will be described

The new ALEPH Silicon Vertex Detector

The ALEPH collaboration, in view of the importance of effective vertex detection for the Higgs boson search at LEP 2, decided to upgrade the previous vertex detector. Main changes were an increased length (±20 cm), a higher granularity for rφ view (50 µm), a new preamplifier (MX7 rad hard chip), a polymide (upilex) fan-out on z side to carry the signals from the strips to the front-end electronics outside the fiducial region reducing consequently the passive material in the central region by a factor of two. The detector, the running experience and its performance will be described

Macular thickness measurements in healthy Norwegian volunteers: an optical coherence tomography study

<p>Abstract</p> <p>Background</p> <p>Ethnic, intersubject, interoperator and intermachine differences in measured macular thickness seem to exist. Our purpose was to collect normative macular thickness data in Norwegians and to evaluate the association between macular thickness and age, gender, parity, and contraception status.</p> <p>Methods</p> <p>Retinal thickness was measured by Stratus Optical Coherence Tomography in healthy subjects. Mean macular thickness (MMT) was analyzed by repeated measures ANOVA with three dependent regional MMT-variables for interaction with age, gender, parity and oral contraception use. Exploratory correlation with age by the Pearson correlation test, both before and after stratification by gender was performed. Differences in MMT between older and younger subjects, between oral contraception users and non-users, as well as parous and nulliparous women were studied by post-hoc Student's t-tests.</p> <p>Results</p> <p>Central MMT in Norwegians was similar to values earlier reported in whites. MMT in central areas of 1 and 2.25 mm in diameter were higher in males than in females. In younger subjects (≤43 years) differences in MMT between genders were larger than in the mixed age group, whereas in older subjects (>43 years) the small differences did not reach the set significance level. No differences were found in minimal foveolar thickness (MMFT) between the genders in any age group.</p> <p>Mean foveal thickness (1 mm in diameter) was positively associated with age in females (r = 0.28, p = 0.03). MMFT was positively associated with age in all groups and reached significance both in females and in mixed gender group (r = 0.20, p = 0.041 and r = 0.26, p = 0.044 respectively).</p> <p>Mean foveal thickness and MMFT were significantly higher in parous than in nulliparous women, and age-adjusted ANOVA for MMFT revealed a borderline effect of parity.</p> <p>Conclusions</p> <p>Age and gender should be taken into consideration when establishing normal ranges for MMT in younger subjects. The gender difference in retinal thickness in young, but not older adults suggests a gonadal hormonal influence. The possible association between parity and retinal structure and its clinical relevance, should be studied further.</p

Transport technologies. Researches, the development and the maintenance - analysis of the subject matter of the safety

W dniach 5–8 kwietnia 2016 r. odbyła się we Włoszech (Cagliari- Sardynia) III Międzynarodowa konferencja „Railway Technology. Reserch, Development and Maintenance”. Jest to jedna z największych konferencji kolejowych na świecie, na którą przyjeżdżają przedstawiciele ze wszystkich kontynentów reprezentujący najlepsze ośrodki badawcze, uczelnie, komisje badania wypadków kolejowych, urzędy transportu kolejowego, metro, tramwaje, przemysł oraz organizacje kolejowe

The integrated safety managing system in rail transport. Part 12. Monitoring processes in the System of Managing the Maintenance

Monitorowanie jest jednym z podstawowych kryteriów budowanych obecnie i wdrażanych Systemów Zarządzania Bezpieczeństwem zgodnie z rozporządzenia Komisji (UE) nr 445/2011 z 10 maja 2011 r. w sprawie systemu certyfikacji podmiotów odpowiedzialnych za utrzymanie [1] (Entities in Charge of Maintenance - ECM)

Safety In railway transport in EU. Annual report 2012

W artykule przedstawiono ocenę bezpieczeństwa systemu kolejowego Unii Europejskiej opracowaną na podstawie Raportu Bezpieczeństwa za lata 2007-2011 przygotowanym przez Europejską Agencję Kolejową w 2012 r

Integrated system of managing the safety in the rail transport. Part 6. Requirements in the safety put for the entities responsible for the rolling stock maintenance - ECM opublikowanie w 2011 r.

Rozporządzenia Komisji Europejskiej w sprawie systemu certyfikacji podmiotów odpowiedzialnych za utrzymanie (ECM) w zakresie obejmującym wagony towarowe [1], poszerza wymagania bezpieczeństwa krajów UE w aspekcie zarządzania utrzymaniem pojazdów kolejowych. Każdy pojazd kolejowy powinien według tego rozporządzenia mieć przypisany podmiot odpowiedzialny za jego utrzymanie. Obecnie obowiązkowa certyfikacja ECM obejmie podmioty odpowiedzialne za utrzymanie wagonów przystosowanych do przewozu ładunku lub innych materiałów, wykorzystywanych w ramach działań, takich jak budowa lub utrzymanie infrastruktury. Wymogi zawarte w rozporządzeniu KE wejdą w życie rok po opublikowaniu dokumentu