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Despite widespread interest, empirical research on how end-users perceive and use Mobility-as-a-Service (MaaS) is scarce. To address this knowledge gap, this article analyzes the end-user process of adopting a MaaS service entitled EC2B, which was launched in Gothenburg, Sweden, in the spring of 2019. The contribution to the MaaS literature is three-fold. Firstly, the article provides insight into potential end-users by describing the characteristics and motives of the studied group of adopters. Secondly, it improves the understanding of the potential effects of MaaS by outlining how the EC2B service was used and how it influenced travel behavior. Thirdly, the article informs strategies for facilitating MaaS adoption by outlining what types of drivers and barriers the end-users faced during different stages of the adoption process. The reported findings underscore previous assertions that MaaS is much more than just an app and a subscription plan and highlight a mutually reinforcing relationship between the introduction of MaaS and the implementation of policies aimed at reducing car use. Region Västra Götaland and K2 – The Swedish Knowledge Centre for Public Transport funded the reported study. Additionally, the revision of the article was supported by the Swedish Energy Agency through the SEAMLESS project. The study was made possible by helpful representatives at Riksbyggen, EC2B AB, Västtrafik AB, Sunfleet AB and GoRide AB.

There is emerging evidence in literature of mindfulness-based intervention and exposure to nature shows positive psychological benefit; however there is limited literature on the use of technological nature and the state of mindfulness. These evidence shows that mindfulness is positively correlated with mental health and well-being including higher levels of life satisfaction, self-esteem, sense of autonomy, empathy and vitality (Keng, Smoski, & Robins, 2011). Exposure to nature provided similar results, Mayer et al. (2008) have shown that exposure to nature increased attentional capacity, positive emotions and ability to reflect on a life problem. To address this gap, this randomised control trial aims to determine the effectiveness of technological nature videos sourced from apps on mindfulness questionnaire scores in the population of young adults aged 18-28 in Munich. The intervention will be conducted over a period of 4 weeks, wherein participants will be randomised into intervention or control groups. Intervention participants will watch and listen to mindfully designed videos that simulate or evoke nature or a natural atmosphere 3 days a week. Baseline and follow-up measurements of both the Mindfulness Attention Awareness Scale (MAAS) and the State Mindfulness Scale (SMS) will be taken from both groups to assess possible effects of the intervention on trait and state mindfulness. The MAAS self-administered 15-item scale questionnaire is “designed to assess a core characteristic of mindfulness, namely, a receptive state of mind in which attention, informed by a sensitive awareness of what is occurring in the present, simply observes what is taking place” (Brown & Ryan, 2003). The State Mindfulness Scale is also a self-administered scale questionnaire with 21 items designed to reflect models of mindfulness of traditional Buddhist and contemporary psychological science (Tanay & Bernstein, 2013). The two questionnaires differ in that, ‘state’ mindfulness refers to the abstract but ever-present state that one is mindful of their own presence and feelings, as well as the presence of objects and others around them. ‘Trait’ mindfulness refers to one’s disposition to feel mindful and how they direct their attention during certain activities, like driving. This design aims to further validate remote intervention studies such as the use of smartphone applications to attain mindfulness as a form of non-pharmacological intervention or treatment.

Travel demand for the Metropolitan region Rotterdam - The Hague is predicted using a novel tool chain. Non-classical tools are required to cope with the situation where parking supply is reduced, hubs for trip chaining are made operational and people start to use MaaS including new mobility concepts. An activity based travel plan predictor is combined with a dedicated access-egress model and assignment models. Because the activity based model and access-egress model simulate individuals, they can deal with mode switches at hubs while considering constraints with respect to vehicle ownership, mode availability in the tour, locations where vehicles should be returned and mode availability. Parking capacities, hub and new mobility concepts are included in the assignment models to generated level-of-service matrices that are input to the other models. The tool chain setup, the methods applied, the datasets used and first results are discussed. The new integrated activity based approach proved to be better suited to model impacts of parking, hubs and new mobility concepts than the standard aggregated modelling approach. The results for the base year look promising because they closely resemble observed schedules and the elasticities are within the recommended ranges mentioned in literature.

Transport integration has evolved into Mobility as a service (MaaS), and as a recent topic, MaaS-literature is rapidly growing. This study analyses 57 MaaS-focused documents (the majority being peer-reviewed articles) from Scopus in January 2019. The aim is to comprehensively answer MaaS basic W-questions: 1) What is MaaS? 2), When and where did the term appear? 3), Who are the main actors in MaaS? 4), How can MaaS be implemented? and 5) Why should it be implemented? Future research lines are also offered. Our findings show that MaaS is an ongoing topical subject; there are still many contributions under development to reach a definition. In order to succeed in implementing it, key stakeholders, such as transport authorities and transport operators, must cooperate to achieve the predicted sustainable effects envisioned. New data on user travel behaviour and their preferences should be obtained through MaaS pilots, helping transport planners and policy makers when evaluating MaaS impacts and its feasibility to be the next transport paradigm.

Ice algae are key contributors to primary production and carbon fixation in the Arctic, and light availability is assumed to limit their growth and productivity. We investigated photo-physiological responses in sea ice algae to increased irradiance during a spring bloom in West Greenland. During a 14 d field experiment, light transmittance through sea ice was manipulated to provide 3 under-ice irradiance regimes: low (0.04), medium (0.08), and high (0.16) transmittances. Chlorophyll a decreased with elevated light availability relative to the control. Maximum dark-adapted photosynthetic efficiency (ΦPSII_max) showed an initially healthy and productive ice algae community (ΦPSII_max > 0.6), with ΦPSII_max decreasing markedly under high-light treatments. This was accompanied by a decrease in the light utilization coefficient (α) and photosynthetic capacity (maximum relative electron transfer rate), and a decrease in the ratio of mono- to polyunsaturated fatty acids. This was partly explained by a corresponding increase of photoprotective pigments (diadinoxanthin and diatoxanthin), and a development of mycosporine-like amino acids as identified from a distinctive spectral absorption peak at 360 nm. After 14 d, in situ fluorescence imaging revealed significant differences in ΦPSII_max between treatments of dark-adapted cells (i.e. those sampled before sunrise and after sunset), during diel cycles, with clear chronic photoinhibition in high and medium treatments. Data demonstrate the high sensitivity of spring-blooming Arctic sea ice algae to elevated irradiance caused by loss of snow cover. The predicted loss of snow cover on landfast ice will negatively impact ice algae, their potential primary production, and nutritional quality for higher trophic levels.

The current stage of development of the transport complex of the Russian Federation is characterized by digital transformation. The author’s study is devoted to the description and assessment of the digitalization factors of the Abstract: The current stage of development of the transport complex of the Russian Federation is characterized by digital transformation. The author’s study is devoted to the description and assessment of the digitalization factors of the transport systems of Russia, with the identification of the main transformation trends in various areas of the transport and logistics business. The authors determined the digital track algorithm in the management of modern passenger services, the trends in the digital freight transportation segment. The conclusion describes the cybersecurity factor as the main risk of digitalization.

Urban areas constitute one of the main issues of sustainability as defined by the United Nations with the Sustainable Development Goals (SDGs). The recent smart city concept represents a way for achieving the urban sustainability goals. The European Commission (EC) bases the smart city concept on three pillars: energy, transport and Information and Communication Technologies (ICT). The main objective of the paper is to investigate the European smart city process, by focusing on urban mobility and their interconnections with the other two pillars. The methodological approach of territorial planning is used by identifying the plan dimensions and then analyzing the processes at master and sectorial level. The applied processes are verified with a review of the European documents that constitute the rules for defining and implementing the smart city concept. European guidelines indicate the SUMP as the integrated master plan that contributes to reach the convergence among energy, transport and ICT processes. By focusing on people mobility sector, European cities are implementing the Mobility as a Service (MaaS) plan at the sectorial level. This implies the necessity to enhance the knowledge of mobility phenomenon, in relation to emerging ICT and their impact on energy consumptions. The contribution of the work is given by the identification of a planning and implementation path focused on smart city, in urban areas, which connects the general goals of Agenda 2030 with the daily implications for citizens and therefore with the specific results. The paper results are useful: from one side, for researchers that work on advancements of theories, and from another side, for planners and decision makers to explore the European attempts towards urban sustainability and the real implementations on urban mobility systems.

The paper presents the findings from an assessment study focused on the feasibility of developing a Mobility as a Service (MaaS) ecosystem in the city of Rome. The research goals are the identification of the target users and their willingness to pay for the different MaaS bundles proposed, and eventually the evaluation of the city’s maturity to operate a MaaS ecosystem. A specific methodology is adopted, starting from a survey designed to assess MaaS knowledge and attractiveness among the Romans; data are processed, analyzed and results elaborated. The study is complemented by the outcomes from the application of a canvas business model, in order to specifically outline the service operational features. Although the implementation scenario appears to be conservative, there is still room for developing MaaS operations.

Growth trends in passenger transport demand and gross domestic product have so far been similar. The increase in mobility in one area is connected with the increase in GDP in the same area. This increase is representative of the economic and social development of the area. At the same time, the increase in mobility produces one of the most negative environmental impacts, mainly determined by the growth of mobility of private cars. International attention is given to the possibilities of increasing mobility and, therefore, social and economic development without increasing environmental impacts. One of the most promising fields is that of MaaS: Mobility as a Service. MaaS arises from the interaction of new user behavioral models (demand) and new decision-making models on services (supply). Advanced interaction arises from the potentialities allowed by emerging ICT technologies. There is a delay in the advancement of transport system models that consider the updating of utility and choice for the user by means of updated information. The paper introduces sustainability as defined by Agenda 2030 with respect to urban passenger transport, then examines the role of ICT in the development of MaaS formalizing a dynamic model of demand–supply interaction explicating ICT. Finally, the advanced Sustainable MaaS, defined SMaaS, is analyzed, evidencing the contribution to achieving the goals of Agenda 2030.

İslam dini, faizi yasaklamış ve haram kılmıştır. Aynı şekilde faizli işlemleri de yasaklamıştır. Çağdaş finansal sistemin önemli aracı kurumlarından biri bankadır. Konvansiyonel bankalar, yaptıkları iş ve işlemlerde kendilerini cari hukuk ile sınırlandırırlar ancak dini açıdan iş ve işlemleri değerlendirmezler. Günümüzde memur, işçi ve emekliler maaşlarını banka üzerinden almaktadırlar. Bankalar, yapılan yasal düzenlemeye istinaden son yıllarda maaş sahibi olan memur, işçi ve emeklilere maaşlarının kendilerine yatırılması karşılığında promosyon vermektedir. Bankaların memur, işçi ve emeklilere verdiği promosyon güncel ve tartışmalı bir mesele olduğu için günümüz fıkıhçıları konuyu ele almış ve farklı görüşler öne sürmüşlerdir. Ancak güncel bir mesele olduğu için bu konuda şu ana kadar görebildiğimiz kadarıyla detaylı bir çalışma yapılmamıştır. Bu makalemizde, bankaların verdiği promosyonun fıkhi durumunu ve fıkıhçıların bu konudaki görüşlerini ele alacağız.

Purpose: Mobility stations are locations in which various mobility options are offered enabling multimodality and intermodality. In Vienna, three public mobility stations were implemented as part of the project “Wien Mobil”. After observing the existing mobility stations and talking to different experts, the system was diagnosed as underutilized. Consequently, this paper aims to point out the reasons why the public mobility stations in Vienna have so far not attracted as many users as expected. Methodology/Approach: The research question is answered with the support of explorative expert interviews, observational research and literature review. Findings: The identified contributing factors for the underutilization of the mobility stations in Vienna are location, weather, lack of interoperability, low affordability, lack of reliability, and lack of publicity and educational campaigns. Research Limitation/implication: The research lacks the perspective and data from the car sharing provider. Moreover, it was conducted during winter, which certainly increased the perception of an underutilized system. Originality/Value of paper: This work is expected to contribute to urban mobility planning by identifying and reaffirming important factors to take into account when planning, implementing and operating mobility stations and by providing a thorough understanding of the reasons for the underutilization of mobility stations.

In Ghana, minibus taxis (trotros) are an important mode of transport that commute about 60% of the traveling public. In spite of their popularity, minibuses are generally inefficient, disorganized and have low service quality. In an attempt to assess service quality of the service, a modified SERVPERF tool was developed. Differences in perceptions of service quality between male and female respondents were also assessed, and the attractiveness of certain technological features as possible remedies to service quality issues were determined. Using an online Google forms version of the modified SERVPERF, responses from nearly one thousand commuters were collected. The link to the questionnaire was dispersed via social media (Whatsapp and Telegram) since the data was collected during the outbreak of COVID-19 in Ghana. Following a factor reduction, the most important service quality factors determined to affect trotro users were (i) Reliability of the service, (ii) Variability in cost and (iii) Responsiveness. Respondents also identified technologies that could help them (a) book, (b) report driver misbehavior, (c) make safe e-payments and (d) track the location of trotros, as most likely to improve their trotro service quality. The findings suggest that some mobility as a service features could have possible benefit for the trotro. The study is however limited in its ability to determine the exact impact of these technologies since it uses a stated preference approach. Future research could explore the willingness of other stakeholder groups such as operators in adopting these technologies since their participation would be key to the success of any such scheme., paratransit, MaaS, trotro, SERVQUAL, SERVPERF, Intelligent transportation systems.

The urban mobility landscape is currently undergoing a period of major uncertainties, largely driven by a multitude of emerging technologies. This chapter aims to explore plausible future changes in urban space allocation from the combined emergence of mobility services and vehicle automation. To this end the intuitive logics scenario analysis is applied to a case in the Helsinki region. PESTLE workshops were used to provide a baseline for assessing driving forces, and for drafting the scenario matrix. Scenario plots highlight the importance of mobility service models, governance approach, and changes in the mobility culture. Furthermore, potential emerging governance approaches are discussed in a focus group with local transport planners to identify new policy levers, such as data and algorithm governance. The chapter concludes with a discussion of the wider implications for steering governance and innovation processes, whereas highlighting the complexity of political conflicts between urban space allocation and technological development.

The MaaS (Mobility as a Service), which collects, analyzes, and utilizes various data obtained various types of vehicles, is expected to solve various problems about traffic jams, autonomous driving, social community, etc. In this paper, we propose the vehicle management system at a low cost and effecivery using LoRa and Wi-Fi communication. Furthermore, we propose the application to estimate the arrival time assuming the use by a rental car company. The effectiveness of the proposed method is evaluated through demonstration experiments., 2020 International Conference on Computational Science and Computational Intelligence (CSCI 2020), 16-18 December, 2020, Las Vegas, Nevada, USA

Nowadays, being able to move aroundEurope has become an essential need for the European citizens, and several services have arisen to satisfy this need. In this environment, the Mobility as a Service model has emerged aiming to provide several heterogenous mobility services through a single access point. One of the most important components of a real-world MaaS application is the one that matches the travellers' trip requests with the available mobility services. In this paper, we describe such a module for real-world MaaS applications. In particular, we describe the functionalities and sub-components of the Matchmaking Module used by the real-world MaaS application implemented in the context of the H2020 European research project MyCorridor. Preliminary experimental results indicate that the main functionality of the Matchmaking Module is highly accepted by end-users.&nbsp

Photosynthetic dinoflagellates of the Family Symbiodiniaceae live symbiotically with many organisms that inhabit coral reefs and are currently classified into fifteen groups, including seven genera. Draft genomes from four genera, Symbiodinium, Breviolum, Fugacium, and Cladocopium, which have been isolated from corals, have been reported. However, no genome is available from the genus Durusdinium, which occupies an intermediate phylogenetic position in the Family Symbiodiniaceae and is well known for thermal tolerance (resistance to bleaching). We sequenced, assembled, and annotated the genome of Durusdinium trenchii, isolated from the coral, Favia speciosa, in Okinawa, Japan. Assembled short reads amounted to 670 Mb with ∼47% GC content. This GC content was intermediate among taxa belonging to the Symbiodiniaceae. Approximately 30,000 protein-coding genes were predicted in the D. trenchii genome, fewer than in other genomes from the Symbiodiniaceae. However, annotations revealed that the D. trenchii genome encodes a cluster of genes for synthesis of mycosporine-like amino acids, which absorb UV radiation. Interestingly, a neighboring gene in the cluster encodes a glucose–methanol–choline oxidoreductase with a flavin adenine dinucleotide domain that is also found in Symbiodinium tridacnidorum. This conservation seems to partially clarify an ancestral genomic structure in the Symbiodiniaceae and its loss in late-branching lineages, including Breviolum and Cladocopium, after splitting from the Durusdinium lineage. Our analysis suggests that approximately half of the taxa in the Symbiodiniaceae may maintain the ability to synthesize mycosporine-like amino acids. Thus, this work provides a significant genomic resource for understanding the genomic diversity of Symbiodiniaceae in corals.

This report evaluates the Valley Metro Mobility Platform project, part of the Federal Transit Administration (FTA) Mobility on Demand (MOD) Sandbox program. Valley Metro currently provides a Valley Metro Ridekick mobile application for its users that features trip planning for light rail and buses. The Mobility Platform project aimed to develop new trip planning features and an integrated payment system for public and private transportation in an updated pilot app called Pass2Go, but integration with private transportation was not achieved and the app was discontinued, eventually to be replaced by another app. The evaluation of the project explored its effect on user travel and planning times, accessibility, and connectivity to different modes of transportation. Overall, the results showed that the Pass2Go app was an enhancement over the existing Ridekick app. The evaluation supported hypotheses that wait and planning times were reduced, planning methods were improved, and that the platform enhanced accessibility and connectivity to different transportation options. Also, the project provided a platform for other public transportation agencies to exchange travel information and produced lessons learned. Most hypotheses within this evaluation were supported and, overall, the project was found to perform very well.

Mycosporine-like amino acids (MAAs) are widespread in various microbes and protect them against harsh environments. Here, four different Aphanizomenon species were isolated from severely eutrophic waterbodies, Lake Dianchi and the Guanqiao fishpond. Morphological characters and molecular phylogenetic analysis verified that the CHAB5919, 5921, and 5926 strains belonged to the Aphanizomenon flos-aquae clade while Guanqiao01 belonged to the Aphanizomenon gracile clade. Full wavelength scanning proved that there was obvious maximal absorption at 334 nm through purified methanol extraction, and these substances were further analyzed by HPLC and UPLC-MS-MS. The results showed that two kinds of MAAs were discovered in the cultured Aphanizomenon strains. One molecular weight was 333.28 and the other was 347.25, and the daughter fragment patterns were in accordance with the previously articles reported shinorine and porphyra-334 ion characters. The concentration of the MAAs was calibrated from semi-prepared MAAs standards from dry cells of Microcystis aeruginosa PCC7806 algal powder, and the purity of shinorine and porphyra-334 were 90.2% and 85.4%, respectively. The average concentrations of shinorine and porphyra-334 were 0.307–0.385 µg/mg and 0.111–0.136 µg/mg in Aphanizomenon flos-aquae species, respectively. And there was only one kind of MAAs (shinorine) in Aphanizomenon gracile species.,with a content of 0.003–0.049 µg/mg dry weight among all Aphanizomenon gracile strains. The shinorine concentration in Aphanizomenon flos-aquae was higher than that in Aphanizomenon gracile strains. The total MAAs production can be ranked as Aphanizomenon flos-aquae > Aphanizomenon gracile.

OBJECTIVE: Mindfulness disposition is associated with various psychological factors and prevents emotional distress in chronic diseases In the present study, we analyzed the key role of mindfulness dispositions in protecting the individual against psychological distress consequent to COVID-19 social distancing and quarantining METHODS: An online survey was launched on March 13, 2020, with 6,412 responses by April 6, 2020 Socio-demographic information, exposure to the pandemic, and quarantining were assessed together with psychological distress and mindfulness disposition Multivariate linear regression analysis was performed to study the influence of predictive factors on psychological distress and quality of life in Italian responders during the early days of lockdown Pearson correlations were calculated to study the relationship between mindfulness and psychiatric symptoms RESULTS: Multivariate linear regression run on socio-demographics, COVID-19-related variables, and mindfulness disposition as moderators of overall psychological distress showed that mindfulness was the best predictor of psychological distress (β = -0 504;p < 0 0001) High negative correlations were found between mindfulness disposition and the overall Global Severity Index (r = -0 637;p < 0 0001), while moderate to high associations were found between mindfulness and all SCL-90 sub-scales DISCUSSION: Findings showed that high dispositional mindfulness enhances well-being and helps in dealing with stressful situations such as the COVID-19 pandemic Mindfulness-based mental training could represent an effective intervention to stem post-traumatic psychopathological beginnings and prevent the onset of chronic mental disorders

With the emergence of the Mobility as a Service (MaaS) concept, it is important to understand whether it has the potential to support behaviour change and the shift away from private vehicle ownership and use. This paper aims to identify potential ways that MaaS (specifically MaaS plans) could help encourage behavioural change; and understand the barriers to using alternative transport modes. In-depth interviews and qualitative analysis are applied to the case study of London. The results indicate that individuals segment the transport modes offered via MaaS into three categories: essential, considered and excluded. Soft measures should target each individuals’ consideration set as this is where the most impact can be made regarding behaviour change. Respondents also highlighted factors that make them apprehensive towards certain modes, such as safety, service characteristics and administration. Interventions that focus on the socio-demographic groups that are most affected could help make these modes more appealing.

Public authorities are increasingly pursuing activities to pave the way for Mobility-as-a-Service (MaaS). The range of activities includes regulation reforms, technology developments and investments in trials. Despite progress, concrete MaaS developments are still limited. Thus, it remains uncertain how effective the current MaaS policies will be in terms of facilitating the development and diffusion of MaaS that generate public value. Drawing on collaborative innovation and sustainability transition literature, this paper aims to provide a basis for analyzing MaaS policies by introducing a framework that identifies aspects that such policies should address. An empirical analysis of Transport for New South Wales’s MaaS policy program is utilized to illustrate how the framework can be applied. The contribution to the transport literature is twofold. First, the paper refines the conceptual understanding of what MaaS is, and why it differs from the present state of affairs. Second, it advances the knowledge of how the public sector can facilitate its development and diffusion.

World population forecasted growth, ageing population, rising urbanization and congestion levels carry several challenges inside urban mobility systems. The digitalization megatrend is reshaping lives worldwide while at the same time “Usership” is thriving along collaborative consumption. “Mobility-as-a-Service” (“MaaS”) emerges as a potential mobility disruption, in this new mobility ecosystem. Inspired in Finland's “MaaS” ecosystem, this paper aims to propose a “Mobility as a Service Public Policy Framework” with a two-stage approach. First structuring the “MaaS” concept, looking for the core features, its relations, that leads to its reconceptualization and a topology proposal. Secondly, a public policy framework is proposed, considering the policy instruments, indicative group of stakeholders responsible and the different urban mobility management decision levels. The authors argue that is fundamental to understand the nature of decisions which are intimately connected with the Urban Mobility system, to design and implement a coherent and effective policy framework, where the policy tools chosen to materialize policy decisions regarding “MaaS” should first consider the identification of the founding pillars of the “MaaS” concept, guiding the process of policy design accordingly. If “MaaS” is considered a Mobility Management tool, it can constitute an opportunity to redefine public transport and its financing.

MEISTER is a research and demonstration project with three large scale pilots in Berlin, Gothenburg and Malaga promoting and supporting ‘smart electric mobility’ in cities, through the design, development, implementation and evaluation of ITS solutions that address and solve current existing gaps in the state of the art of electromobility. These technological solutions, such as the e-mobility interoperability platform or the smart charging and storage platform, are packaged in the form of 5 products that are being delivered and analysed in order to guarantee not only their technical performance within the project, but their sustainability and market transferability after the project completion. MEISTER is a 36 months project funded by the European Commission under Horizon 2020, starting on September 2018. It is coordinated by ETRA and counts on a strong consortium of ten partners from Spain, Germany, Sweden and Greece.

This paper summarises our findings from discussing emerging business models in transportation. Going well beyond big data and regulatory issues, we also examine how new and emerging business models, leveraging on advances in digital technology, can enable more efficient, consumer centric and viable transport provision. One popular emerging solution is mobility as a service (MaaS), and we discuss both tension and partnership potential among government, operators and service providers. New disruptive models and market entrants as well as definitions of success, changing customer expectations, scalability of business models and the role of asset ownership are also shown in various case studies to shape the nature of future transportation ecosystems.

While experimentation is at the heart of sustainability transitions, little attention has been paid to policy experimentation and its effects in advancing transitions. Drawing on the literatures on policy experimentation and institutional change in the context of sustainability transitions, we analyse an in-depth case study of the development of Mobility as a Service (MaaS) in Finland – one of the first countries globally to advance MaaS by government support. Our findings show how a potentially disruptive innovation, MaaS, can be traced back to a longer process of administrative reorientation and restructuring, i.e. gradual transformation in institutions, and has benefitted from cycles of policy experimentation, combined with the sequencing of policy strategies and further changes in the policy mix. Administrative restructuring has enabled policy experimentation that has led - via new vision building, networking and learning - to major regulatory change allowing market creation for MaaS. We conclude that the dynamics of policy mixes in transitions are influenced by short-term policy experimentation and long-term institutional change. More generally, institutional change is vital for enabling a favourable context for policy experimentation in sustainability transitions that in turn provides cognitive and normative learning to inform further institutional change., Highlights - Focus on policy experimentation and institutional change in transitions. - Two types of policy experiments identified in relation to innovation policy. - An in-depth case study of mobility as a service (MaaS) in Finland is presented. - Institutional change enables conducive context for policy experimentation. - Learning from policy experimentation can push transformative institutional change.

This paper examines the success of a Mindfulness Intervention on 206 freshmen at the School of Social Sciences and Humanities of ESPOL, in Guayaquil-Ecuador by using logit analysis. The results show that age, gender, type of college, college´s location, number of mindfulness sessions, admission score, approved subjects, academic scores, people you live with, birth order, higher education career, play musical instrument, practice sport, and the use of glasses of the respondents have significant effects on mindfulness practice. The contribution of the study remains as the observed effects might respond to a particular behavior of students of social sciences. A future approach may then include students from different areas and analyze if there are any differences among such groups.

Over the recent years, the vast variety of widely accessible cloud computing services along with the need to combine transportation services either from public or private providers, have led to the rise of the Mobility as a Service (MaaS) concept. The main feature of MaaS is that it gives users access to a set of heterogeneous transportation services from a single access point (i.e., an app). The ever-increasing adoption of MaaS by service providers introduces a variety of new business models and technologies that can successfully support the design and deployment of MaaS services.

The current project hypothesized that mindfulness practice should improve the academic performance of undergraduate students. However, no significant relationships were found between mindfulness practices neither with FFMQ nor MAAS scores. Two distinct groups of university students were evaluated by the Five Facet Mindfulness Questionnaire (FFMQ) and the Mindful Attention Awareness Scale (MAAS). The descriptive analysis of our groups showed positive changes in academic outcomes thanks to the mindfulness practice. In the first trial, adverse changes in FFMQ, MAAS and academic averages findings were observed. Meanwhile, positive differences in FFMQ, MAAS and academic averages outcomes were found in the second trial. Results from the current study suggest that either mindfulness stage is not affected by mindfulness practices on the first scenario and, the second sample represent an ideal experience of mindfulness group. The FFMQ and MAAS may need adaptation for specific groups like engineering or science students.

In many regions of the world, aeroterrestrial green algae of the Trebouxiophyceae (Chlorophyta) represent very abundant soil microorganisms, and hence their taxonomy is crucial to investigate their physiological performance and ecological importance. Due to a lack in morphological features, taxonomic and phylogenetic studies of Trebouxiophycean algae can be a challenging task. Since chemotaxonomic markers could be a great assistance in this regard, 22 strains of aeroterrestrial Trebouxiophyceae were chemically screened for their polyol-patterns as well as for mycosporine-like amino acids (MAAs) in their aqueous extracts using RP-HPLC and LC-MS. d-sorbitol was exclusively detected in members of the Prasiolaceae family. The novel MAA prasiolin and a related compound ("prasiolin-like") were present in all investigated members of the Prasiola-clade, but missing in all other tested Trebouxiophyceae. While prasiolin could only be detected in field material directly after extraction, the "prasiolin-like" compound present in the other algae was fully converted into prasiolin after 24 h. These findings suggest d-sorbitol and prasiolin-like compounds are suitable chemotaxonomic markers for the Prasiolaceae and Prasiola-clade, respectively. Additional UV-exposure experiments with selected strains show that MAA formation and accumulation can be induced, supporting their role as UV-sunscreen.

Mobility as a service (MaaS) integrates various transportation modalities and connects these modalities to enable users to travel from departure points to destination points. The objectives of this study were to analyze the factors influencing the intention to use MaaS and determine a direction for the implementation of this service. Hence, this study utilized an ordered probit model and marginal effect analysis. Specifically, a survey was conducted based on citizens living in Gyeonggi-do, South Korea, to prepare logical MaaS operation measures customized in this province. Subsequently, variables related to MaaS were classified, and statistical analysis was performed based on these variables. The need for integrated transportation service, intention to use shared mobility, gender, household income, and region are found to have significant effects. Moreover, demographic groups with high levels of intention to use MaaS were identified. Finally, the intention to use MaaS was found to be mainly affected by whether public transportation was the primary means of transportation or whether the subjects spent a comparatively long time commuting. It is expected that these findings will serve as the basis for MaaS implementation in the future and will also be used as fundamental data for transportation service planning.

Mobility as a Service (MaaS) is considered a strategy that can provide potential solutions for a sustainable transport system. The current literature claims that MaaS can deliver net positive impacts for the transport system. However, whether these impacts are marginal or significant is unclear, as estimations typically are based on a few pilot tests. The lack of understanding of these impacts could create barriers for decision-making on policy and regulation in adopting MaaS strategy. The paper proposes a feasible evaluation to explore how and to what extent MaaS leads to, for example, reduced emissions, reduced fossil energy consumption, reduced car ownership and vehicle kilometres travelled on a large scale. The aim of this paper is to provide potential values of MaaS impacts based on analysis of future scenarios. The potential values of MaaS impacts can be used to support decision-making within both public organisations and among service developers for MaaS implementation and development.

International audience; This article proposes several new research directions regarding the future and sustainability of carpooling practices. The reflection is based on a systematic review of the literature (2010–2021) and a consideration of some of the main recent changes in carpooling, such as carpooling platforms and apps, and changes in lifestyles that may affect carpooling practices, such as telework. Carpooling is defined here as the sharing of short- or long-distance car rides between people who are not members of the same household, for a trip (or part of a trip) already scheduled by the driver, free of charge or expense sharing. After a description of the corpus selection method used, followed by a brief review of existing literature, we propose three new avenues for research. The first avenue is a call for greater consideration of forms of transport, other than carpooling, to work (or to the place of study), which remain poorly studied. The second avenue proposes the investigation of the role that the current digitalisation of carpooling, namely online carpooling platforms and their integration into mobility platforms, and also the use of social media by carpoolers, could play in the coming years. The third avenue argues that the consequences of the rise of collaborative consumption and the current pandemic, namely teleworking practices and the perception of shared mobility, could have an effect on carpooling, which merits specific investigation.

Many megacities in the world, especially Bangkok, are facing severe congestion in road traffic and public transport, particularly during peak hours. This situation (a) worsens the quality of life, (b) releases emissions causing air pollution and climate change, and (c) subsequently creates requests for massive investment in transport infrastructure, which easily exceed the budget’s limit. Instead of solving the problem by supply-side strategies, applying ICT-based solutions to reform people’s daily activities, particularly commuting and working behaviors, on the demand-side is an alternative solution. As a promising solution, Mobility as a Service (MaaS) introduces ICT to persuade people to use public modes of transport. However, modal shift is a partial solution to mitigate traffic congestion. With technological advancements in communication, people become more flexible in their activities in terms of place and time aspects. MaaS should not only induce a transport mode shift but also a workplace shift and working time shift by extending the planning service in daily activity-travel level, exploiting people’s flexibilities for an activity’s place and time to manage travel demand. This paper proposes the QOL-MaaS as the extended MaaS to support space–time shift of activity-travel and reveals its potential impacts on traffic congestion, quality of life, and CO2 emission.

Mobility as a Service (MaaS) is an emerging concept that is being advanced as an effective approach to improve the sustainability of mobility, especially in densely populated urban areas. MaaS can be defined as the integration of various transport modes into a single service, accessible on demand, via a seamless digital planning and payment application. Recent studies have shown the potential reduction in the size of automobile fleets, with corresponding predicted improvements in congestion and environmental impact, that might be realized by the advent of automated vehicles as part of future MaaS systems. However, the limiting assumptions made by these studies point to the difficult challenge of predicting how the complex interactions of user demographics and mode choice, vehicle automation, and governance models will impact sustainable mobility. The work documented in this paper focused on identifying available methodologies for assessing the sustainability impact of potential MaaS implementations from a whole system (STEEP—social, technical, economic, environmental, and political) perspective. In this research, a review was conducted of current simulation tools and models, relative to their ability to support transportation planners, to assess the MaaS concept, holistically, at a city level. The results presented include: a summary of the literature review, a weighted ranking of relevant transportation simulation tools per the assessment criteria, and identification of key gaps in the current state of the art. The gaps include capturing the interaction of demographic changes, mode choice, induced demand, and land use in a single framework that can rapidly explore the impact of alternative MaaS scenarios, on sustainable mobility, for a given city region. These gaps will guide future assessment methodologies for urban mobility systems, and ultimately assist informed decision-making.

In this paper two contemporary technological novelties are combined to introduce the concept of a blockchain-based MaaS, with the aim of pinpointing where and how business value can be created through data-based services of such a system. Towards this purpose, an integrated version of the Business Model Canvas is deployed, combining the advantages of the Lean Canvas and the Ethics Canvas. The overview of data flows among the versatile system stakeholders are outlined to highlight the potential benefits for diverse industries through sharing and collaboration.

Presentation of MyCorridor overview and Italy's pilot site at AIIT National Congress on MaaS developments in Italy.

Various red algae have repeatedly been reported to produce a variety of UV-absorbing mycosporine-like amino acids (MAAs), compounds that are well-known as natural sun-screens, as well as a plethora of betaines, metabolites which contribute to the osmotic balance under salt stress. Among other Rhodophyta, Bostrychia scorpioides, which is thriving as epiphyte on salt marsh plants in Europe and hence experiences extreme environmental conditions such as desiccation, UV-stress and osmotic stress, has barely been investigated for its secondary metabolites. In the present study, seven mycosporine like-amino acids and two betaines were isolated from Bostrychia scorpioides using various chromatographic techniques. Their structures were confirmed by Nuclear Magnetic Resonance (NMR) spectroscopy and High Resolution Mass Spectrometry (HRMS). Six MAAs and one betaine were chemically characterized as new natural products.

Recirculation Systems in Aquaculture (RAS) are undoubtedly one of the models of aquaculture production that best fit the production philosophy in terms of "Circular Economy". The RAS designs, even with a good configuration that includes different levels of complexity, can generate several water streams whose subsequent treatment must be managed by the concentration of organic matter and nutrients that they contain. These streams have a great potential for reuse and valorization, due to their concentrations of nitrogen and phosphorous. Therefore, the innovative treatment solutions of these flows should incorporate technologies to recovery these nutrients. Microalgae are the ecological basis of the trophic chains of marine ecosystems. In addition, from a productive and economic point of view, microalgae are considered the most promising raw materials for the sustainable supply of commodities, products of high value, as well as for their direct use (Pulz and Gross 2004). The valorization of industrial effluents is increasing in order to recover nutrients by using microalgae biotechnology. In this way, the biomass obtained can be used for the production of biofertilizers, biogas, bioplastics or natural products of interest (Demirbas 2009; Chew et al. 2017). Among the different products with high added value that can be obtained from microalgae, we can highlight the mycosporine-like amino acids (MAAs). They can prevent the adverse consequences caused by oxidative stress due to its strong antioxidant function or free radical elimination (Dunlap and Yamamoto 1995). From a more applied industrial biotechnology perspective, MAAs are becoming important compounds of interest to supplement and/or replace commercially available sunscreens. The MAAs synthesis is very influenced by certain abiotic factors such as UV radiation, high salinity and nutrient concentration (Rastogi et al. 2010). The purpose of this study is to asses a marine aquaculture stream of a RAS system as a culture media for Phaeodactylum tricornutum, subjecting it to different stress conditions, and to evaluate the possible production of MAAs. Poster (Tamaño A0)

Mobility as a service (MaaS), a new concept of transportation, is regarded as an effective solution to prevalent urban traffic problems because of its sustainable development properties such as sharing, integration, humanism and low-carbon. However, progress from pilots to large-scale implementation has hitherto been slow especially in China. In this paper, we propose a new alliance-based framework of development scenarios for the Chinese MaaS system. At the same time, by distinguishing the experience and lessons between the UbiGo project in Sweden and Whim project in Finland, we summarize that the key to the success of prior pilot projects is the cooperation of industry alliance, government policy support, and data sharing mechanism. Moreover, this paper also proposes some MaaS solutions for the obstacles of alliance-based cooperation, data resource sharing, business model selection, operation conditions, development path, policy support and other aspects in China.

Technology and changing consumer behaviour mean governments need to rethink and redefine their role in land passenger transport. New transportation service offerings are emerging from the private sector ― such as ride-sharing, car-sharing and Mobility-as-a-Service (MaaS). These services, and the technological platforms underpinning them, have the potential to transform public transportation. The prospect of competition arising in segments of the land passenger transport market and supply chain is becoming reality. Some ride-sharing providers' business models are evolving to include small on-demand buses that could, and in some cases do, compete against timetabled, fixed route bus services. In addition, MaaS providers could be considered ‘retailers’ who complement and compete with public transport authorities in offering pricing and service bundles to customers. Competition drives efficiency and innovation; however, history shows that government decisions can easily hinder competition in markets where they have a significant role in planning, delivery and regulation. This paper explores the policy challenges governments will need to address to enable new transport services and service providers to flourish. The paper draws from the author's experiences in other liberalised network industries to explore how government public transport policies and governance will need to evolve to ensure competition flourishes where efficient.

Devlet hazinesi anlamına gelen beytülmalin temelleri Allah Resulü dönemindeatılmıştır. Hz. Peygamber, gelen malları bekletmeden dağıtır, kalan olursa mescidinbir köşesinde muhafaza ederdi. Bunun için müstakil bir bina yoktu. Hz. Ebu Bekirdönemi, Hz. Peygamber döneminin devamı olarak kabul edilmiştir ancak AllahResulü'nden farklı olarak evinin bir bölümünü devlet hazinesi olarak ayırmıştır. Hz.Ömer dönemi, beytülmalin bir müessese olarak kurulduğu dönem olarak kabuledilmektedir. Devlet hazinesine ait hem merkezde hem de taşrada müstakil binalaryapılmış, onları korumak ve idare etmek amacıyla memurlar tayin edilmiştir.Beytülmal, kendi içerisinde bölümlere ayrılmıştır. Müslümanlardan alınan gelirlerile gayrimüslimlerden tahsil edilen vergiler bir yere konulmamıştır. ÇünküMüslümanlardan alınan zekâtın sarf yerleri belli olduğundan, gayrimüslimlerdenalınan cizye, harac, humus ve uşur gibi vergilerden oluşan ve fey adı verilenvergilere dâhil edilmeyip ayrı yerde muhafaza edilmiştir. Devlet memurlarınınmaaşları, fey gelirlerinden karşılanmıştır. Hz. Ömer, gelirlerin artması sonucundaherkese atiyye ve erzak dağıtmaya başlamıştır. Hz. Osman ve Hz. Ali dönemleri,bazı sapmalar olmakla birlikte, Hz. Ömer döneminin devamı olarak kabul edilmiştir. The basis of Beytulmal has been founded at the period of Messenger of Allah. Beytulmal means the state treasury. The Prophet immediately distributed the goods that incoming to him and preserved the remaining of them at the corner of mascid. There was no special building for this. The period Caliph Abu Bekir has been accepted as the continuation of The Prophet but he separated a part of his home as state treasury differently from The Messenger of Allah. The period of Khalife Omer has been accepted that the Beytulmal has been established as a special institution. Private buildings have been established both at the centre and at the province for State treasury and civil servants have been appointed both for protect and manage it. Beytulmal has been separated to some parts in itself. The taxes which have been received from the Muslim and from non-muslim have not been put at the same place. The taxes received from Muslim have been protected in a special place because of the fact that these taxes called as a zakat have a special spending condition different from the taxes that have been received from the non-muslim such as capitation, haraç, humus ve uşur that called as fey income. The salaries of civil servants have been funded from this fey income. As a consequence of increasing income, caliph Omer has started to distribute provision and donation. The period of Khalife Osman and Khalife Ali, with some deviation, have been accepted as a continuous period of Khalife Omer.

This paper is based on a Mobility as a Service (MaaS) project, Mobility as a Service for Linking Europe (MAASiFiE), conducted for the Conference of European Directors of Roads (CEDR). MaaS is an emerging concept aiming to offer user-oriented, multimodal transport services on a one-stop-shop principle utilizing digitalization and mobile applications. This paper presents the main result of the project: the European MaaS Roadmap 2025 defining short- (1-3 years) and medium-term (4-9 years) actions and transitions needed to reach the vision formed in the project. The Roadmap is divided into four functional perspectives: drivers, markets, MaaS services and enablers. Furthermore, each perspective presents the results using the following classification: Academy and R&D, Business, Infrastructure & built environment, Policy & regulation, Technology & data, and Social & culture. This paper concentrates on Policy & regulation aspects, as well as on the role of National Road Administrations (NRAs) in MaaS development.

Mobility as a Service (MaaS) is the use of a “digital interface to source and manage the provision of transport related services” which meet peoples mobility requirements. The implementation of a MaaS based transport system is dependent on a city possessing a number of characteristics. Before planning for MaaS it is important for decision makers to understand how close a city is to fulfilling these characteristics. Therefore, the aim of this study is to develop the ‘MaaS Maturity Index’. This measures a cit’s readiness for MaaS implementation based on characteristics across five dimensions: 1. Transport operators data sharing and openness, 2. Citizen familiarity and willingness, 3. Policy, regulation and legislation, 4. ICT infrastructure, and 5. Transport services and infrastructure. The index has been applied to two metropolitan areas in the UK; London and the West Midlands. The results indicate that, as expected, London is slightly more ready for MaaS than the West Midlands, but that both cities have lots of room for improvement.

Mindfulness is a skill that allows the practitioner to expand an existing space between stimulus and response, so he/she may make more conscious choices which in turn prevents the perpetuation of dysfunctional patterns of behaviors, contributing to the improvement of his/her well-being. The goal of this study was to evaluate the psychometric properties of the Brazilian version of the Mindful Attention Awareness Scale (MAAS) in a sample with 395 participants divided into smokers, people from the general population, college students and meditators. They answered the MAAS and the Psychological Well-Being Scale (PWBS). An exploratory factor analysis was conducted to test the factor structure of the MAAS. Internal consistency, test-retest reliability and split half were respectively assessed with Cronbach's α and correlation coefficients. Construct validity was examined by correlating the MAAS with psychological well-being. Criterion validity was assessed by comparing the meditators' scores on the MAAS with the scores of other participants. After the exploratory factor analysis, the Brazilian MAAS remained a unidimensional scale. Reliability [α = .83; split half = .67 and test-retest = .80 (p < .001)] and validity measures were adequate, except the criterion validity which was not confirmed in the mentioned sample. Mindfulness é uma habilidade que permite ao praticante a ampliação de um espaço existente entre um estímulo e a resposta, podendo o mesmo fazer escolhas mais conscientes e impedindo a perpetuação de padrões de comportamentos disfuncionais, contribuindo para a melhora de seu bem estar. Este estudo objetivou avaliar as propriedades psicométricas da versão brasileira da Mindful Attention Awareness Scale (MAAS). Participaram deste estudo 395 pessoas, divididos entre fumantes, comunidade geral, universitários e meditadores. Foi realizada análise fatorial exploratória para testar a estrutura fatorial da MAAS. A consistência interna foi testada através do alfa de Cronbach, além do teste-reteste e do método das metades, avaliados através de correlação. A validade de construto foi avaliada através da correlação entre a Escala de Bem Estar Subjetivo (EBES) e a MAAS. A validade de critério foi avaliada através da comparação dos escores dos meditadores e dos demais participantes na MAAS. Após a análise fatorial exploratória, a MAAS manteve-se uma escala unidimensional. As medidas de confiabilidade [α = 0,83; split half = 0,67 e teste reteste = 0,80 (p < 0,001)] e validade foram satisfatórias, exceto a validade de critério, não confirmada nesta amostra.

Ciliates in shallow alpine lakes are exposed to high levels of incident solar ultraviolet radiation (UVR). We observed the presence of specific sunscreen compounds, the mycosporine-like amino acids (MAAs), in several populations of Bursaridium, a relatively large ciliate species found in such lakes. The populations from 3 highly UV transparent lakes revealed the presence of 7 MAAs (MG, SH, PR, PI, AS, US, and PE) in total concentrations of 3.6–52.4 10−5 μg μg−1 dry weight (DW) per individual, whereas in one glacially turbid and less UV transparent lake, no MAAs were detected in the Bursaridium population. The MAAs in the ciliates generally reflected the composition and relative amounts of the lakes’ seston MAAs, assuming that the ciliates fed on MAA-rich plankton. We experimentally found that naturally acquired MAAs prevented ciliate mortality under simulated UVR and photosynthetically active radiation (PAR) conditions. We further tested the dietary regulation of the MAAs-content in the ciliates under artificial UVR and PAR exposure and found an increase in MAAs concentrations in all treatments. Our assumption was that several stress factors other than irradiation were involved in the synthesis or up-regulation of MAAs.

This document presents the high level reference architecture for a federated cloud over multiple regions, possibly managed by different organizations. The architecture is based on the open‐source OpenStack cloud technology, which is currently the de facto standard. As it is typical with open‐source solutions, the solution offers reduced investment and operational costs and scalability without licensing limitations. However, building a cloud remains a complex task, which requires the integration of several disparate components. To simplify the process, reduce the required man‐power, reduce risk and keep services always up to date, an effort must be placed on using tools for automating the steps needed to create, implement and support a production‐ready OpenStack cloud. Below we outline an automation solution based on Juju.

Of Empires and Borders. The Nature of Borders from the ninth to the thirteenth century This paper deals with the perception of borders and related practices in the Frankish and Holy Roman Empire between the ninth and the thirteenth century. Adopting a diachronic approach, it analyses how spatial organisation evolved, from the ninthcentury division treaties up to the border inquiries of the thirteenth century. The frontier was transformed from a rather imprecise and oft-moving border, presented in the texts as a list of place names, to a delimitation attested by local witnesses on behalf of administrative authorities (count, duke, king, pope). And so, rivers such as the Rhine and the Meuse were reference points rather than real frontier lines. From the thirteenth century onward, frontier inquiries were launched to resolve conflicts between local agents disputing each other’s authority on border territories., Cet article traite de la perception et des pratiques de la frontière à l’échelle de l’Empire du IXe au XIIIe siècle. Adoptant une approche diachronique, il envisage l’évolution de l’organisation spatiale sur la base de traités de partages territoriaux du IXe siècle et d’enquêtes sur les frontières menées dans le courant du XIIIe siècle. On entrevoit ainsi un processus de transformation de la frontière : imprécise voire floue, réduite à des noms de lieux énumérés dans les sources, durant le Haut Moyen Âge, elle finit par s’imposer comme une véritable délimitation ; l’attestent quelques témoins émanant des autorités comtales, ducales, royales ou encore papales. Il en ressort que le Rhin et la Meuse servent de repères mais pas nécessairement de tracé frontalier. Les enquêtes sur les frontières menées à partir du XIIIe siècle ont été rendues nécessaires par des conflits locaux d’autorité en terres frontalières., Van rijken en grenzen : de aard van grenzen van de negende tot de dertiende eeuw Dit artikel bestudeert de manier waarop grenzen en de hieraan verbonden praktijken werden gepercipieerd in het Frankische en het Heilige Roomse Rijk van de negende tot de dertiende eeuw. Met behulp van een diachronische aanpak onderzoekt het hoe grenzen als instrument van ruimtelijke ordening evolueerden van de negendeeeuwse verdeelverdragen tot de grensonderzoeken van de dertiende eeuw. Het begrip ‘ grens’ veranderde van een vrij onnauwkeurige en vaak veranderlijke afbakening, die in teksten werd voorgesteld als een lijst van plaatsnamen, naar een scheidingslijn die door lokale getuigen werd bevestigd in naam van de administratieve autoriteiten (graaf, hertog, koning, paus). Bijgevolg waren rivieren zoals de Rijn en de Maas referentiepunten eerder dan echte grensmarkeringen. Vanaf de dertiende eeuw werden er grensonderzoeken gevoerd om conflicten op te lossen tussen lokale actoren die elkaar de zeggenschap over grensgebieden betwistten., Schneider Jens. D’Empires et de frontières, La pratique de la frontière du IXe au XIIIe siècle. In: Revue belge de philologie et d'histoire, tome 91, fasc. 4, 2013. Histoire médiévale, moderne et contemporaine Middeleeuwse, moderne en hedendaagse geschiedenis. pp. 1187-1209.

Modern society is dependent on mobility of people and goods in everyday life of people, integrating land use system and mobility needs in one community structure. The land use and building new transport infrastructure is relatively long process, which is based on legislation. On the other hand novel mobility concepts like “Mobility as a Service - MaaS”, in which a comprehensive range of mobility services (including public transport, private cars, cycles etc.) are provided to customers by the mobility operator, rely on rapidly evolving technology. This paper, based on authors master's thesis (Rantasila, 2015), studies links between one MaaS and land use in Finland by examining the potential impacts of MaaS on land use. The work is based on expert interviews and review of identified existing literature.

Durante enero 1999, cultivos unialgales de una diatomea Thalassiosira sp., aislada de poblaciones fitoplanctónicas naturales de Caleta Carlos Potter, Antártida, fueron expuestos a radiación solar ultravioleta (UVR, 280-400 nm) con el objetivo de estudiar su aclimatación a largo plazo. La radiación ultravioleta B (UVBR, 280-315 nm) inhibió la tasa de crecimiento durante el primer y segundo día de exposición. No se observó inhibición por UVBR durante el tercer día. El contenido inicial de α-tocopherol (13 pmol (104 cel)-1) mostró una marcada disminución durante la fase de crecimiento exponencial (4 pmol (104 cel)-1 al día 3). El contenido inicial de β-caroteno (3 pmol (104 cel)-1) no mostró diferencias significativas entre días en células expuestas a UVBR. Se identificaron dos aminoácidos parecidos a micosporina (MAAs), porfira-334 y shinorina. Las concentraciones celulares de MAAs mostraron aumentos significativos en los días 2 y 3, que resultaron mayores cuando las algas fueron expuestas a UVBR. La importancia relativa de la concentración de MAAs fue significativa (P < 0.05) en relación al contenido de α-tocopherol . Se encontró una relación positiva entre la concentración celular de MAAs y la tasa de crecimiento. Estos resultados sugieren que la fotoprotección contra el daño inducido por UV está caracterizado por un consumo a corto plazo de α-tocopherol y una síntesis de MAAs a largo plazo. El balance UVBR daño/reparación a largo plazo, compromete la acción combinada de varios factores celulares endógenos, siendo la síntesis de MAAs el factor más efectivo relacionado con la fotoprotección. In January 1999, unialgal cultures of the diatom Thalassiosira sp., solate from natural phytoplankton assemblages from Potter Cove, Antarctica, were exposed to solar ultraviolet radiation (UVR, 280-400 nm) in order to study the long-term acclimation of this species. Ultraviolet radiation B (UVBR, 280-315 nm) inhibited the growth rate during the first and second days of exposure. No UVBR inhibition was observed on the third day. The initial content of α-tocopherol (13 pmol (10 4 cell) -1) showed a marked decrease during the exponential growth phase (4 pmol (10 4 cell -1) by day 3). The initial content of β-carotene (3 pmol (10 4 cell) -1) did not show significant differences over time in cells exposed to UVBR. Two mycosporine-like amino acids (MAAs) were identified: porphyra-334 and shinorine. Cellular concentrations of MAAs increased significantly on days 2 and 3, and exposure of the algae to UVBR significantly enhanced this value. The relative importance of MAAs concentration was significant (P < 0.05) in relation to the α-tocopherol content. A positive correlation was shown between cellular MAAs concentration and growth rate. Our results suggest that photoprotection against UV-induced damage is characterized by short-term consumption of α-tocopherol and longer-term synthesis of MAAs. The UVBR damage/repair ratio during long-term exposure involves the combined action of several endogenous factors within the cell, with MAAs synthesis being the most effective factor related to photoprotection. Fil: Hernando, Marcelo Pablo. Universidad de Morón. Facultad de Medicina; Argentina Fil: Malanga, Gabriela Fabiana. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Houssay. Instituto de Bioquímica y Medicina Molecular. Universidad de Buenos Aires. Facultad Medicina. Instituto de Bioquímica y Medicina Molecular; Argentina. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Houssay. Programa de Radicales Libres; Argentina Fil: Puntarulo, Susana Ángela. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Houssay. Instituto de Bioquímica y Medicina Molecular. Universidad de Buenos Aires. Facultad Medicina. Instituto de Bioquímica y Medicina Molecular; Argentina. Consejo Nacional de Investigaciones Científicas y Técnicas. Oficina de Coordinación Administrativa Houssay. Programa de Radicales Libres; Argentina Fil: Ferreyra, Gustavo. Ministerio de Relaciones Exteriores, Comercio Interno y Culto. Dirección Nacional del Antártico. Instituto Antártico Argentino; Argentina. Institut des Sciences de la Mer de Rimouski; Canadá