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Solar magnetic activity is expressed via variations of sunspots and active regions varying on different timescales. The most accepted is an 11-year period supposedly induced by the electromagnetic solar dynamo mechanism. There are also some shorter or longer timescales detected: the biennial cycle (2-2.7 years), Gleisberg cycle (80-100 years), and Hallstatt's cycle (2100-2300 years). Recently, using Principal Component Analysis (PCA) of the observed solar background magnetic field (SBMF), another period of 330-380 years, or Grand Solar Cycle (GSC), was derived from the summary curve of two eigenvectors of SBMF. In this paper, a spectral analysis of the averaged sunspot numbers, solar irradiance, and the summary curve of eigenvectors of SBMF was carried out using Morlet wavelet and Fourier transforms. We detect a 10.7-year cycle from the sunspots and modulus summary curve of eigenvectors as well a 22 years cycle and the grand solar cycle of 342-350-years from the summary curve of eigenvectors. The Gleissberg centennial cycle is only detected on the full set of averaged sunspot numbers for 400 years or by adding a quadruple component to the summary curve of eigenvectors. Another period of 2200-2300 years is detected in the Holocene data of solar irradiance measured from the abundance of $^{14}$C isotope. This period was also confirmed with the period of 2100 years derived from a baseline of the summary curve, supposedly, caused by the solar inertial motion (SIM) induced by the gravitation of large planets. The implication of these findings for different deposition of solar radiation into the northern and southern hemispheres of the Earth caused by the combined effects of the solar activity and solar inertial motion on the terrestrial atmosphere are also discussed., 30 pages, 15 figures

Introduction: Patient safety within dental education is paramount. Wrong-site surgery (WSS) tooth extraction is not uncommon and is a significant never event (NE) in dentistry. This study aimed to explore dental schools’ undergraduate experience of NEs, safety interventions implemented and the impact on student experience. Methods: All 16 UK dental schools were surveyed via email. Results: The response rate was 100%. A modified World Health Organization (WHO) checklist was used within institutions (94%) including pre-operative briefings and recording teeth on whiteboards (81%, respectively). Students were directly supervised performing extractions (63%) utilising a 1:4 staff: student ratio. WSS by students was reported in 69% of schools, with student experience being impacted by an increased patient safety focus. Discussion: This study demonstrated an increased utilisation of an adapted WHO checklist. Modification of practices to ensure patient safety was demonstrated at all schools, irrespective of student WSS occurrences. Institutions experiencing student NEs commonly implemented WHO checklists and recording teeth for extraction on whiteboards. Other strategies included direct staff supervision and pre-operative briefings. Conclusion: UK dental schools have increased the emphasis on patient safety by the implementation of national healthcare models, for example WHO checklists and pre-operative briefings. These strategies both aim to improve communication and teamwork. Increased levels of staff supervision foster greater quality of teaching; however, this has resulted in reduced student clinical experience. A proposed minimum standard for undergraduate surgery is suggested to ensure safe and competent dental practitioners of the future.

著者人数: 12名, Accepted: 2018-07-19, 資料番号: SA1180068000

International audience; The Super Dual Auroral Radar Network (SuperDARN) is a network of high-frequency (HF) radars located in the high-and mid-latitude regions of both hemispheres that is operated under international cooperation. The network was originally designed for monitoring the dynamics of the ionosphere and upper atmosphere in the high-latitude regions. However, over the last approximately 15 years, SuperDARN has expanded into the mid-latitude regions. With radar coverage that now extends continuously from auroral to sub-auroral and mid-latitudes, a wide variety of new scientific findings have been obtained. In this paper, the background of mid-latitude SuperDARN is presented at first. Then, the accomplishments made with mid-latitude SuperDARN radars are reviewed in five specified scientific and technical areas: convection, ionospheric irregularities, HF propagation analysis, ion-neutral interactions, and magnetohydrodynamic (MHD) waves. Finally, the present status of mid-latitude SuperDARN is updated and directions for future research are discussed.

The Super Dual Auroral Radar Network (SuperDARN) is a network of high-frequency (HF) radars located in the high- and mid-latitude regions of both hemispheres that is operated under international cooperation. The network was originally designed for monitoring the dynamics of the ionosphere and upper atmosphere in the high-latitude regions. However, over the last approximately 15 years, SuperDARN has expanded into the mid-latitude regions. With radar coverage that now extends continuously from auroral to sub-auroral and mid-latitudes, a wide variety of new scientific findings have been obtained. In this paper, the background of mid-latitude SuperDARN is presented at first. Then, the accomplishments made with mid-latitude SuperDARN radars are reviewed in five specified scientific and technical areas: convection, ionospheric irregularities, HF propagation analysis, ion-neutral interactions, and magnetohydrodynamic (MHD) waves. Finally, the present status of mid-latitude SuperDARN is updated and directions for future research are discussed. Published version

Historical overview of mid-latitude SuperDARN. (PDF 212â kb)

Based on a joint analysis of the data from 10 midlatitude decameter radars the effects are investigated during 80 x-ray flares in the period 2013-2017. For the investigation nine mid-latitude SuperDARN radars of the northern hemisphere and Ekaterinburg coherent decameter radar of ISTP SB RAS are used. All the radars work in the same 8-20MHz frequency band and have similar hardware and software. During the analysis the temporal dynamics of noise from each of the radar direction and for each flare is investigated separately. As a result, on the basis of about 13000 daily measurements we found a strong anticorrelation between noise power and x-ray flare intensity, that allows to use short-wave sky noise to diagnose the ionospheric effects of x-ray solar flares. It is shown that in 88.3\% of cases an attenuation of daytime decameter radio noise is observed during solar flare, correlating with the temporal dynamics of the solar flare. The intensity of decameter noise anticorrelates well (the Pearson correlation coefficient better than -0.5) with the shape of the X-ray flare in the daytime (for solar elevation angle $>0$) in 33\% of cases, the average Pearson correlation over the daytime is about -0.34. Median regression coefficient between GOES 0.1-0.8nm x-ray intensity and daytime sky-noise attenuation is about $-4.4\cdot10^{4}\ [dB\cdot m^{2}/Wt]$. Thus, it has been shown that measurements of the decameter sky noise level at midlatitude decameter radars can be used to study the ionospheric absorption of high-frequency waves in the lower ionosphere during x-ray solar flares. This can be explained by the assumption that the most part of decameter sky noise detected by the radars can be interpreted as produced by ground sources at distances of the first propagation hop (\textasciitilde{} 3000 km)., 22 pages, 8 figures, 2 tables, To be submitted to JASTP

This paper looks at the first and second-best jointly optimal toll and road capacity investment problems from both policy and technical oriented perspectives. On the technical side, the paper investigates the applicability of the constraint cutting algorithm for solving the second-best problem under elastic demand which is formulated as a bilevel programming problem. The approach is shown to perform well despite several problems encountered by our previous work in Shepherd and Sumalee (2004). The paper then applies the algorithm to a small sized network to investigate the policy implications of the first and second-best cases. This policy analysis demonstrates that the joint first best structure is to invest in the most direct routes while reducing capacities elsewhere. Whilst unrealistic this acts as a useful benchmark. The results also show that certain second best policies can achieve a high proportion of the first best benefits while in general generating a revenue surplus. We also show that unless costs of capacity are known to be low then second best tolls will be affected and so should be analysed in conjunction with investments in the network.

En la reciente comunicación del “Libro Verde, Hacia una nueva cultura de la movilidad urbana” claramente se especifica que las ciudades europeas son todas diferentes, pero sin embargo se enfrentan a retos afines tratando de encontrar soluciones similares para hacer nuestras ciudades más sostenibles (COM (2007) 551). . Esto no es una tarea menor cuando en Europa más del 60% de la población vive en áreas urbanas y son responsables del 85% del PIB (COM (2007) 551, Eurostat). A lo largo de toda Europa el incremento del tráfico rodado es un fenómeno común. Estas circunstancias crean una situación adversa en la que las externalidades creadas (congestiones, polución, estrés, inequidades sociales, etc.) conducen a las ciudades en una espiral de degradación. Al mismo tiempo, el cambio climático es reconocido como un problema. En el Protocolo de Kioto, los estados miembros acordaron compromisos importantes de reducción de su capacidad emisora de los gases de efecto invernadero. Bajo este objetivo, diversas políticas se han llevado a cabo de muy diversa índole, ya sea como respuesta a Directivas Europeas o a iniciativas individuales. La sensibilidad hacia entornos urbanos más “verdes” está creciendo, y el transporte está en la agenda de todos, tanto a nivel nacional como local. El interés por la formulación de políticas de movilidad sostenible está creciendo de manera considerable. Algunas de las políticas quedan englobados bajo el título de políticas de gestión de la demanda (TDM), Políticas como las impositivas sobre el combustible caerían también bajo dentro de este concepto. Si bien las implicaciones de este tipo de políticas parece claro que pueden influir sobre la elección modal, principalmente a corto plazo, la efectividad de la medida crece principalmente a largo plazo en el momento en que existan escenarios de mayor eficiencia tecnológica o se tenga en cuanto su implicación sobre las dinámicas urbanas de localización e interacción entre actividades. La política de implementar impuestos a los combustibles inicialmente no se concibió con fines ambientales, aunque sus consecuencias claramente si lo son. Históricamente, las externalidades han jugado un papel pequeño como motivación para los impuestos a los combustibles Parry and Small (2005)). Sin embargo, en la actualidad esta política puede jugar un papel mucho más relevante en la configuración de las políticas de movilidad sostenible, pese a posibles barreras políticas o electoralistas que pueden existir (Hammar et al. (2004)). El objetivo de esta comunicación es analizar como una política de impuestos sobre la energía en el ámbito del transporte bajo esta perspectiva. Si está asumido que mayores velocidades permiten a las personas recorrer mayores distancias para satisfacer sus necesidades dentro de sus condicionantes de tiempo y coste, y por tanto una dispersión, indirectamente también se asume que el incremento del coste del desplazamiento puede producir un efecto gravitatorio que compacte las ciudades en subcentros de actividades. Para ello se plantearán diferentes escenarios tecnológicos e impositivos a evaluar simulando sus efectos en un modelo de usos del suelo y transporte bajo un entorno de Sistemas Dinámicos,. Se aplicará este modelo a las ciudades de Madrid, Viena y Leeds comparándose los resultados obtenidos y la importancia del efecto regional sobre una misma política de transporte.

An Equilibrium problem with an equilibrium constraint is a mathematical construct that can be applied to private competition in highway networks. In this paper we consider the problem of finding a Nash Equilibrium regarding competition in toll pricing on a network utilising 2 alternative algorithms. In the first algorithm, we utilise a Gauss Siedel fixed point approach based on the cutting constraint algorithm for toll pricing. In the second algorithm, we extend an existing sequential linear complementarity approach for finding Nash equilibrium subject to Wardrop Equilibrium constraints. Finally we consider how the equilibrium may change between the Nash competitive equilibrium and a collusive equilibrium where the two players co-operate to form the equivalent of a monopoly operation.

Current transport behaviour leads to increasing congestion of the infrastructure, growing dependence on fossil fuels, increasing energy demand, and growing CO2 emissions. Policies based principally on increasing system speed and in particular car speeds will lead to greater urban sprawl with increases in average trip lengths. Time saved by speed increases are traded for more distance. This trend is not sustainable in the longer term. Transport policies based just on time savings for citizens may not be the basis for our city planning strategy. The same happens with transport cost. With underpriced transport, the market undervalues land use location, which again may lead city to sprawl and could induce greater trip lengths. In this study, the efficiency of a fuel consumption or CO2 tax policy is analysed as a policy to internalise externalities of transport in a fair travel cost. Based on system dynamics theory, an integrated land use and transport model is proposed in order to assess the effects and impacts of such policy in the short, medium and long term. Different scenarios related to clean vehicles are incorporated. This model is applied to three cities Madrid, Vienna and Leeds and compares their results.

This thesis describes the research leading from the conception, through development, to the practical implementation of a comprehensive security architecture for use within, and as a value-added enhancement to, the ISO Open Systems Interconnection (OSI) model. The Comprehensive Security System (CSS) is arranged basically as an Application Layer service but can allow any of the ISO recommended security facilities to be provided at any layer of the model. It is suitable as an 'add-on' service to existing arrangements or can be fully integrated into new applications. For large scale, distributed processing operations, a network of security management centres (SMCs) is suggested, that can help to ensure that system misuse is minimised, and that flexible operation is provided in an efficient manner. The background to the OSI standards are covered in detail, followed by an introduction to security in open systems. A survey of existing techniques in formal analysis and verification is then presented. The architecture of the CSS is described in terms of a conceptual model using agents and protocols, followed by an extension of the CSS concept to a large scale network controlled by SMCs. A new approach to formal security analysis is described which is based on two main methodologies. Firstly, every function within the system is built from layers of provably secure sequences of finite state machines, using a recursive function to monitor and constrain the system to the desired state at all times. Secondly, the correctness of the protocols generated by the sequences to exchange security information and control data between agents in a distributed environment, is analysed in terms of a modified temporal Hoare logic. This is based on ideas concerning the validity of beliefs about the global state of a system as a result of actions performed by entities within the system, including the notion of timeliness. The two fundamental problems in number theory upon which the assumptions about the security of the finite state machine model rest are described, together with a comprehensive survey of the very latest progress in this area. Having assumed that the two problems will remain computationally intractable in the foreseeable future, the method is then applied to the formal analysis of some of the components of the Comprehensive Security System. A practical implementation of the CSS has been achieved as a demonstration system for a network of IBM Personal Computers connected via an Ethernet LAN, which fully meets the aims and objectives set out in Chapter 1. This implementation is described, and finally some comments are made on the possible future of research into security aspects of distributed systems. IBM (United Kingdom) Laboratories Hursley Park, Winchester, UK

This essay examines the controversial legacy of the Italian theatre-maker Giorgio Strehler as a director, artistic director, ideologue and politician from the 1940s – when he founded the Piccolo Teatro in Milan – to his untimely death in 1997. The study will focus not so much on Strehler’s aesthetics but on his ideas and political engagement, his conception of theatre as a primary agent of social change, and his efforts to put into practice his dream of a unified Europe based not only on free markets and consumerism, but on what he called, not without a touch of essentialism, a ‘common humanity’ and shared cultural heritage. In this essay I reassess Strehler’s ‘humanist-socialist’ project for the future of the Old Continent, from the first phase (1940–1979) in which he enacted the ‘Europeanisation’ of Italian theatre, to the second phase (1980–1997) in which he aimed to ‘transnationalise’ the European theatre system through the direction of the Odéon – Théâtre de l’Europe in Paris, the establishment of the Union des Théâtres de l’Europe, and his election as MEP in 1982. \ud \ud It is ironic and somewhat uncomfortable to be researching Strehler’s dream of a United Europe today, but it is also particularly timely and important in the context of post-Brexit Britain. How can we read the EU referendum vote in the light of Strehler’s vision of the future of Europe as the first European Parliament was inaugurated in 1979? And what does Strehler’s legacy mean for Europeans today, as the EU project appears to have been taken over by ‘anti-humanist’ and ‘anti-socialist’ forces?