Mostrando entradas con la etiqueta Comunidad. Mostrar todas las entradas
Mostrando entradas con la etiqueta Comunidad. Mostrar todas las entradas

miércoles, 24 de septiembre de 2014

Made With Code



We started Made with Code because even though technology runs more and more of our lives, women aren't represented in the companies, labs, research, creative arts, design, organizations, and boardrooms that make technology happen

If girls are inspired to see that Computer Science can make the world more beautiful, more usable, more safe, more kind, more innovative, more healthy, and more funny then hopefully they will begin to contribute their essential voices. 

As parents, teachers, organizations, and companies we're making it our mission to creatively engage girls with code. Today, less than 1% of girls are interested in CS. Tomorrow, we can make that number go up.

jueves, 14 de febrero de 2013

Could the sea be conscious? Research reveals how tiny plankton behave like a marine 'megamind'

ORIGINAL: Daily Mail
13 February 2013


U.S. researchers find that different forms of picoplankton react as one to environmental changes
Although as different as humans and fungi, the creatures' behaviour was linked

Findings could help researchers understand why some species are impossible to grow in isolation

Vastly different species of sea microbes work together to respond as one to their surroundings as if they have one 'megamind', new research has revealed.

U.S. researchers have discovered communities of infinitesimal creatures in our oceans react in unison to changes in their environment.

The links between them are not well understood, but findings suggest the creatures rely on each other to almost the same extent as the different cells in a human body.

Megamind: Despite the amazing diversity of marine microbes, a new research paper shows that many different groups work together to react in unison to their surroundings
As an example, if one set of the microbes were, say, creating energy through photosynthesis, which would then produce carbon dioxide, another set of microbes would somehow know and react - perhaps preparing to absorb the carbon dioxide.

The open sea contains an amazing diversity of extremely tiny organisms called picoplankton, which include relatively simple life forms such as marine bacteria, as well as more complicated organisms.

Microbiologists who study wild marine microbes, as opposed to the lab-grown variety, face enormous challenges in getting a clear picture of the daily activities of their subjects.

To take a look at these creatures in their natural habitat, researchers from the Massachusetts Institute of Technology and the Monterey Bay Aquarium Research Institute used a new method for collecting marine microbes.

They created a robotic sampling device which dangled beneath the waves to collect samples of one billion microbes every four hours.

Similar to fast photography that stops action, the robotic device 'fixed' each sample so that whatever genes the microbes were expressing at the moment of capture were preserved for later study.

After returning the samples to the lab, researchers used cutting-edge analysis techniques to figure out which genes within the microbes were actively being used at different times of day.

This involved sorting through millions of billions of fragments of genetic material and then assigning each fragment to a specific gene and a specific type of microbe.

In so doing they created a time-lapse montage of the daily labours of a range of microbial species over a two-day period.


A research vessel drifts near the buoy supporting the Environmental Sample Processor used to collect microbes for the experiment. Inset shows the yellow float with the ESP pressure housing suspended in the water

'A naturalist like Sir David Attenborough can follow a herd of elk and see how the elk’s behavior changes hour to hour, day to day and week to week,' said Edward DeLong, professor of environmental systems at MIT.

HOW RESEARCHERS 'FROZE TIME' TO MAKE THEIR FINDINGS
Using their robot microbe collecting device, researchers were able to gather samples of one billion microbes every four hours and keep them 'fixed' at the moment of collection.

This meant that whatever genes the microbes were expressing at the moment of capture were preserved for later study in the lab.

Microbes are extraordinarily sensitive to slight environmental changes, altering their gene expression rapidly in response to fluctuations in temperature, light, nutrient availability and other environmental variables.

Because of this, the genes they express tell a story about their habitat and their interactions with it.

In essence, changes in their gene expression provide information on the good times and the bad times they experience.

In a sense, each naturally occurring microbe is a living sensor and the researchers can read the sensors’ outputs by studying their gene expression.

By studying these environmental responses the MIT/MBARI team were able to make completely new findings about the behaviour of the creatures.

'But we haven’t been able to observe naturally occurring microbes with that kind of resolution until now.'

Professor DeLong, who is lead author of a paper in the Proceedings of the National Academy of Sciences detailing the research, added: 'We've essentially captured a day in the life of these microbes.

'As little as three years ago, I wouldn’t have even have considered it possible to get such a high resolution picture of microbial population dynamics and activity in the "real world".'

The montage showed photosynthetic microbes, which create the oxygen, energy and organic carbon used by the rest of the food web, ramped up their light-utilising activities in the morning and powered those down at night, just as their domestic brethren do in response to light and dark in the lab.

But the underwater scenes also showed something scientists had never seen before.

Non-photosynthetic, carbon-eating microbes of very different species displayed synchronised, rapidly varying metabolic gene expression - despite the fact that they came from groups as different as humans and fungi.

Some of the genes simultaneously expressed by different species shared the same function — for instance, genes associated with growth or respiration.

Others encoded very different functions, mirroring the varied metabolic capabilities of the disparate species.

'We've essentially captured a day in the life of these microbes': Researchers readying the robotic device connected to a buoy for its two-day sampling journey off the coast of California
The researchers hypothesised that all these microbes were reacting to the same environmental changes, but that different groups of microbes were responding in different ways.

Although the researchers cannot tell exactly which environmental changes the microbes were responding to, they suspect that the different groups of microbes were working together to obtain different types of food.

For example, some picoplankton could have been consuming large organic compounds such as proteins and fats. In the process, they could have produced simpler organic compounds, such as amino acids, which were then released into the surrounding seawater and consumed by other picoplankton.

'These results show a surprising amount of coordination between marine microbes,' said a spokesman for the Monterey Bay Aquarium Research Institute.

'They also suggest that, as in the food webs of larger organisms, many different groups of marine microbes rely on each other to survive on a day-to-day basis.

'This could help explain why so many species of marine microbes are difficult or impossible to grow by themselves in the lab.'

lunes, 30 de julio de 2012

Voltswagon: Do-it-yourself: How to build your own electric car, hacker style

ORIGINAL: Venture Beat
Dean Takahashi

July 29, 2012


By day, David Brown is a security consultant at Booz Allen Hamilton. But in his spare time, he’s one of a growing number of do-it-yourself electric vehicle creators. In the past couple of years, Brown retrofitted a 1974 Volkswagen Beetle into an electric car, and he talked about his “Voltswagon” project at the Defcon hacker conference on Saturday in Las Vegas.

Electric cars can save you a lot of money when it comes to skipping gas purchases, and they’ve been getting more popular since Tesla launched its first electric car in 2008. But the sticker price of new electric vehicles is a big barrier to adoption still, so hobbyist mechanics like Brown of Friendswood, Texas, are retrofitting their own cars for a relatively small price tag. Brown (pictured below) did it for about $6,000, not counting the cost of his car, tools, and about 100 hours of labor.

The whole point of designing an electric vehicle is to save energy. So it pays to keep that in mind when you’re adding a bunch of new things to an older car. When you are retrofitting a car, you need to install electric vehicle components such as a motor, controller, batteries, a charger, and accessories.

If you are doing this to save the environment, you probably don’t want to convert a high-performance race car,” he said. “You want to maximize the utility, and figure out how far you need to go and how fast you need to go.

You have to figure out your budget for the project and your own skills for doing the work. The good thing about building an electric vehicle is that a lot of hobbyists have done it before. Open ReVolt is a community dedicated to openly sharing learnings about electric cars including chargers and motor controllers.

This is the part that I wished I had known about before I built my electric car,” Brown said.


A lot of the work is pulling out the old internal combustion engine and other parts that you no longer need in an existing car. You can pull the radiator out of the car since you don’t need it any more, making it lighter. If you convert a car from power brakes to manual, you can save on power consumption.

Brown said that the open-source EV Dashboard puts the makers of electric vehicles to shame with visual gauges that measure the state of your electric car in terms of speed and battery power. The dashboard electronics can be displayed on an iPad or Android tablet. (Android OS Option: http://www.thefreelibrary.com/EMW+Moves+to+Production.-a0289930916)

One of the tough problems is getting a vehicle charged in a timely manner. On a 110-volt electrical socket in a home, charging happens at a rate of 8 miles of charge per hour. On a 220-volt electric dryer plug, the rate is 44 miles per hour. A J1776-2009 charger can charge at 76 miles per hour. And a Japanese CHAdeMO charger can charge at 250 miles of charger per hour using 500 volts.

Brown’s car can get a top speed of 70 miles per hour and it goes from zero to 40 miles per hour in two to four seconds. It has 10 12-volt batteries and it gets 250 watt-hours per mile. It has a Curtiss 1221C controller and a D&D Motor Systems electric engine. The range is 16 to 26 miles. That short range is a drawback, for sure, but it is improving over time. And Brown noted that 80 percent of U.S. commutes are under 40 mile, and there is no energy wasted while sitting in traffic. The typical cost is about 2 cents per mile.

For electric vehicle resources, he used vendors including Wilderness EV, KTA Services,Cloud Electric, Sam’s Club, Calib Power, eBay, Lightobject, andChennic. Other helpful web sites included DIY Electric Car, EVTV Motor Verks, EVDL, V is for Voltage Forums and Ecomodder. You can check out the possibilities for projects with DIY electric cars on EV Album.

Brown said some technologies that just aren’t ready for prime time, especially for hobbyists, are: solar, hydrogen, supercapacitors,
hub motors, and DIY hybrids. Modders have to be aware that the laws for each state are different. It’s sometimes tough to get an electric vehicle certified in a smog test because the regulators don’t believe that the emissions for any car are “zero.”

Brown said that the project cost him a fair amount of money. He paid $1,200 for a motor, $1,000 for a controller $800 for batteries, $600 for a charger, $500 for an adapter/charger, and $800 for miscellaneous.On top of that, you need a lot of tools. (Make sure you put electrical tape around the tools, as you don’t want to accidentally hit the battery and short it out).

If you’re doing it yourself, you want to buy your batteries last. That’s because the technology is changing fast and it may change several times in a six-month to two-year project.

But he added the cost for no longer being the “bitch” of OPEC and Exxon: priceless.


lunes, 9 de julio de 2012

Formulación de los planes de manejo de los manglares del Golfo de Tribugá

ORIGINAL: Instituto Humboldt

Expositor: Jorge Enrique Murillo 
Comunidad: Consejo Comunitario Mayor Los Riscales
Lugar: Golfo de Tribugá - Nuquí, Chocó
Organización de apoyo: Marviva 

Resumen:

La comunidad del Consejo Comunitario Mayor los Riscales está elaborando de manera colectiva los planes de manejo de los manglares del Golfo de Tribugá en Nuquí. Este proceso se basa en el Plan de Etnodesarrollo: visión de vida de las comunidades negras del Golfo de Tribugá 2007 -- 2020. Para la elaboración de estos planes de manejo se han realizado diferentes ejercicios de caracterización y planificación entre los que encontramos el intercambio de experciencias con otras comunidades, la zonificación comunitaria de los maglares, la caracterización socioeconómica de los usurios del manglar, la caracterización de la piangua (Anadara similis y Anadara tuberculosa), la caracterización forestal del manglar, el desarrollo de lineamientos de manejo de los manglare; estos planes de manejo y su proceso de elaboracion se han divulgado en la comunidad a través de publicaciones y materiales informativos.

miércoles, 27 de octubre de 2010

Daimler's innovation unit - Thinking outside the car

ORIGINAL: The Economist


After its disastrous American foray, Daimler is thinking more radically

Oct 21st 2010 | Stuttgart

IT WAS July 4th 2007 and Jérôme Guillen had spent America’s independence day climbing Mount Hood in Oregon. Back at his car, he found a voice-mail message: Dieter Zetsche, the head of Daimler, wanted to meet him urgently. When the Frenchman, then in charge of the design of a new American truck for the German carmaker, saw his boss, he was asked his thoughts on setting up an innovation unit to generate additional growth. A few days later he was given the job.

The meeting came at an important time for Daimler, which had just extracted itself from a disastrous merger with Chrysler that had sapped its creativity and damaged its Mercedes-Benz brand. Before long, recession would add to its troubles. But adversity made the company more willing to embrace some of the odder ideas that Mr Guillen and his team came up with—especially those that ran against the longstanding conventional wisdom that the way for carmakers to grow is to encourage people to buy more cars.

Two of the ideas are designed to make it easier for people to live without owning cars. Although the concept of hiring a car by the quarter-hour is not new, in most car-sharing schemes the vehicle must be reserved for a set amount of time and returned to its starting point. Daimler’s Car2Go scheme, however, allows people to pick up cars on a whim, use them for as long as they need to and drop them off wherever it is convenient. It relies on sophisticated software to match cars and drivers, even when hiring details are not known in advance. Car2Go is being tested in Ulm, a southern German town, and in Austin, Texas. Daimler is also using the idea as the basis for a bid to supply 3,000 electric cars for a sharing scheme in Paris.

The second idea looks something like a cross between Facebook, an internet dating site and a discount-flight broker. Car2gether matches people wanting to hitch a ride with drivers going the same way. In time it will allow cashless payments for the journeys, from which Daimler will take a small cut. Mr Guillen describes this as “broking empty seats”.

These ideas seem more San Francisco than Stuttgart. But others seem to come straight from a business consultant’s playbook, a nod perhaps to the years Mr Guillen spent working as a turnaround specialist at McKinsey. One such idea is to allow existing Mercedes-Benz customers to hire demonstration models from showrooms. This may appeal to those who need a roomier car for a weekend trip or a sporty one to impress the opposite sex.

To get approval, each project has to demonstrate that it will tap at least €100m ($140m) a year in revenue from a market worth at least €1 billion, and promise higher profit margins than usual. Some 25 projects are in the works, says Mr Guillen.

Such promises may seem extravagant, yet five years ago Daimler set the wildly optimistic target of earning a 10% gross margin for Mercedes-Benz cars. That target was suspended during the financial crisis, but in the second quarter of this year the company came within a whisker of achieving it. Next year, it may beat it comfortably. More important, perhaps, than the success of any individual project is that Mr Guillen and his team are prepared to “think outside the car” no matter how threatening their ideas may seem.