Unconformity-bounded stratigraphic units (UBSUs) in an italian alluvial-plain area: recognizing and dating

We studied the coastal zone of the Tavoliere di Puglia plain, (Puglia region, southern Italy) with the aim to recognize the main unconformities, and therefore, the unconformity-bounded stratigraphic units (UBSUs; Salvador 1987, 1994) forming its Quaternary sedimentary fill. Recognizing unconformities is particularly problematic in an alluvial plain, due to the difficulties in distinguishing the unconformities that bound the UBSUs. So far, the recognition of UBSUs in buried successions has been made mostly by using seismic profiles. Instead, in our case, the unavailability of the latter has prompted us to address the problem by developing a methodological protocol consisting of the following steps: I) geological survey in the field; II) draft of a preliminary geological setting based on the field-survey results; III) dating of 102 samples coming from a large number of boreholes and some outcropping sections by means of the amino acid racemization (AAR) method applied to ostracod shells and 14C dating, filtering of the ages and the selection of valid ages; IV) correction of the preliminary geological setting in the light of the numerical ages; definition of the final geological setting with UBSUs; identification of a ������hypothetical������ or ������attributed time range������ (HTR or ATR) for each UBSU, the former very wide and subject to a subsequent modification, the latter definitive; V) cross-checking between the numerical ages and/or other characteristics of the sedimentary bodies and/or the sea-level curves (with their effects on the sedimentary processes) in order to restrict also the hypothetical time ranges in the attributed time ranges. The successful application of AAR geochronology to ostracod shells relies on the fact that the ability of ostracods to colonize almost all environments constitutes a tool for correlation, and also allow the inclusion in the same unit of coeval sediments that differ lithologically and paleoenvironmentally. The treatment of the numerical ages obtained using the AAR method required special attention. The first filtering step was made by the laboratory (rejection criteria a and b). Then, the second filtering step was made by testing in the field the remaining ages. Among these, in fact, we never compared an age with a single preceding and/or following age; instead, we identified homogeneous groups of numerical ages consistent with their reciprocal stratigraphic position. This operation led to the rejection of further numerical ages that deviate erratically from a larger, homogeneous age population which fits well with its stratigraphic position (rejection criterion c). After all of the filtering steps, the valid ages that remained were used for the subdivision of the sedimentary sequences into UBSUs together with the lithological and paleoenvironmental criteria. The numerical ages allowed us, in the first instance, to recognize all of the age gaps between two consecutive samples. Next, we identified the level, in the sedimentary thickness that is between these two samples, that may represent the most suitable UBSU boundary based on its lithology and/or the paleoenvironment. The recognized units are: I) Coppa Nevigata sands (NEA), HTR: MIS 20���14, ATR: MIS 17���16; II) Argille subappennine (ASP), HTR: MIS 15���11, ATR: MIS 15���13; III) Coppa Nevigata synthem (NVI), HTR: MIS 13���8, ATR: MIS 12���11; IV) Sabbie di Torre Quarto (STQ), HTR: MIS 13���9.1, ATR: MIS 11; V) Amendola subsynthem (MLM1), HTR: MIS 12���10, ATR: MIS 11; VI) Undifferentiated continental unit (UCI), HTR: MIS 11���6.2, ATR: MIS 9.3���7.1; VII) Foggia synthem (TGF), ATR: MIS 6; VIII) Masseria Finamondo synthem (TPF), ATR: Upper Pleistocene; IX) Carapelle and Cervaro streams synthem (RPL), subdivided into: IXa) Incoronata subsynthem (RPL1), HTR: MIS 6���3; ATR: MIS 5���3; IXb) Marane La Pidocchiosa���Castello subsynthem (RPL3), ATR: Holocene; X) Masseria Inacquata synthem (NAQ), ATR: Holocene. The possibility of recognizing and dating Quaternary units in an alluvial plain to the scale of a marine isotope stage constitutes a clear step forward compared with similar studies regarding other alluvial-plain areas, where Quaternary units were dated almost exclusively using their stratigraphic position. As a result, they were generically associated with a geological sub-epoch. Instead, our method allowed a higher detail in the timing of the sedimentary processes: for example, MIS 11 and MIS 5.5 deposits have been recognized and characterized for the first time in the study area, highlighting their importance as phases of sedimentation.

Claas Tucano 450, ning��n grano de calidad sin recoger

El pasado mes de julio tuvimos la oportunidad de ensayar una cosechadora Claas. La empresa puso a nuestra disposici��n una m��quina de pre-serie de la nueva generaci��n de cosechadoras Tucano. En la pr��xima campa��a estar��n disponibles en el mercado ocho nuevos modelos Tucano divididos en las series 300, 400 y 500. La filosof��a es acercar las Tucano a las prestaciones de sus hermanas, las Lexion. Nosotros trabajamos con una Tucano 450 equipada con un cabezal de corte C750.

Viaducto para la mejora del trazado de la N-403 Toledo-��vila, entre el pk. 111+050 y el pk. 111+450, t��rmino municipal de San Juan de la Nava (��vila)

Las actuaciones que se definen en el presente Proyecto de Construcci��n consisten en una mejora de trazado de la actual N-403 Toledo-��vila, mediante la construcci��n de un viaducto que une los puntos kilom��tricos 111+050 y 111+450 de dicha carretera, en el t��rmino municipal de San Juan de la Nava (��vila). Esta mejora de trazado nace de la necesidad de aumentar la seguridad de un tramo con unas estad��sticas de accidentalidad y mortalidad superiores a las del resto de la N- 403. Esos altos ��ndices de accidentalidad no se pueden achacar al estado del pavimento ni a posibles desprendimientos de los taludes excavados, sino que se deben a la escasa visibilidad que se produce en ambos puntos kilom��tricos arriba se��alados, en los cuales hay curvas cerradas con visibilidad reducida debido a que los taludes de las m��rgenes son pr��cticamente verticales, al estar ��stos excavados en granito, que permite tales ��ngulos. A esto hay que sumar que la carretera existente es de tipo convencional, con una sola calzada y un carril por sentido, de manera que el riesgo de choque frontal en dichos puntos es elevado. Para resolver esta problem��tica, la Administraci��n impone mejorar el actual trazado con otro recto que salva aquellos puntos kilom��tricos mediante un viaducto.

Mia Magazzino of Italian Art, Garrison (New York), 2011

MIA MAGAZZINO OF ITALIAN ART, GARRISON (NEW YORK), 2011 [Proyecto]

La Pen��nsula Ib��rica en el transporte masivo de mercanc��as entre Europa y ��frica : futuras autopistas del mar

La competitividad del transporte de mercanc��as depende del estado y funcionamiento de las redes existentes y de sus infraestructuras, no del modo de transporte. En concreto, la rentabilidad o la reducci��n de los costes de producci��n del transporte mar��timo se ver��a incrementado con el uso de buques de mayor capacidad y con el desarrollo de plataformas portuarias de distribuci��n o puertos secos, ya que el 90% del comercio entre la Uni��n Europea y terceros pa��ses se realiza a trav��s de sus puertos a un promedio de 3,2 billones de toneladas de mercanc��as manipuladas cada a��o y el 40% del tr��fico intraeuropeo utiliza el transporte mar��timo de corta distancia. A pesar de que los puertos europeos acogen anualmente a m��s de 400 millones de pasajeros, los grandes desarrollos se han producido en los puertos del norte de Europa (R��terdam, Amberes, ��msterdam). Los pa��ses del Sur de Europa deben buscar nuevas f��rmulas para ser m��s competitivos, ya sea mediante creaci��n de nuevas infraestructuras o mediante refuerzo de las existentes, ofreciendo los costes de los puertos del Norte. El fomento del transporte mar��timo y fluvial como alternativa al transporte por carretera, especialmente el transporte mar��timo de corta distancia, ha sido impulsado por la Comisi��n Europea (CE) desde 2003 a trav��s de programas de apoyo comunitario de aplicaci��n directa a las Autopistas del Mar, a modo de ejemplo, cabr��a citar los programas Marco Polo I y II, los cuales contaron con una dotaci��n presupuestaria total de 855 millones de euros para el per��odo 2003 ��� 2013; en ese per��odo de tiempo se establecieron objetivos de reducci��n de congesti��n vial y mejora del comportamiento medio ambiental del sistema de transporte de mercanc��as dentro de la comunidad y la potenciaci��n de la intermodalidad. El concepto de Autopista del Mar surge en el Libro Blanco de Transportes de la Comisi��n Europea ���La pol��tica europea de transportes de cara al 2010: La hora de la verdad��� del 12 de diciembre de 2001, en el marco de una pol��tica europea para fomento y desarrollo de sistemas de transportes sostenibles. Las Autopistas del Mar consisten en rutas mar��timas de corta distancia entre dos puntos, de menor distancia que por v��a terrestre, en las que a trav��s del transporte intermodal mejoran significativamente los tiempos y costes de la cadena log��stica, contribuyen a la reducci��n de accidentes, ruidos y emisiones de CO2 a la atm��sfera, permite que los conductores pierdan horas de trabajo al volante y evita el deterioro de las infraestructuras terrestres, con el consiguiente ahorro en mantenimiento. La viabilidad de una Autopista del Mar depende tanto de factores de ubicaci��n geogr��ficos, como de caracter��sticas propias del puerto, pasando por los diferentes requerimientos del mercado en cada momento (energ��ticos, medio ambientales y tecnol��gicos). Existe un elemento nuevo creado por la Comisi��n Europea: la red transeuropea de transportes (RTE-T). En el caso de Espa��a, con sus dos accesos por los Pirineos (La Junquera e Ir��n) como ��nicos pasos terrestres de comunicaci��n con el continente y con importantes limitaciones ferroviarias debido a los tres anchos de v��a distintos, le resta competitividad frente al conjunto europeo; por el contrario, Espa��a es el pa��s europeo con m��s kil��metros de costa (con m��s de 8.000 km) y con un emplazamiento geogr��fico estrat��gico, lo que le convierte en una plataforma log��stica para todo el sur de Europa, por lo que las Autopistas del Mar tendr��n un papel importante y casi obligado para el desarrollo de los grandes corredores mar��timos que promueve Europa. De hecho, Gij��n y Vigo lo han hecho muy bien con sus respectivas l��neas definidas como Autopistas del Mar y que conectan con el puerto franc��s de Nantes-Saint Nazaire, ya que desde ah�� los camiones pueden coger rutas hacia el Norte. Paralelamente, la Uni��n Europea ha iniciado los pasos para el impulso de la primera Autopista del Mar que conectar�� Espa��a con el mercado de Reino Unido, concretamente los Puertos de Bilbao y Tilbury. Adem��s, Espa��a e Italia sellaron un acuerdo internacional para desarrollar Autopistas del Mar entre ambos pa��ses, comprometi��ndose a impulsar una docena de rutas entre puertos del litoral mediterr��neo espa��ol y el italiano. Actualmente, est��n en funcionando los trayectos como Barcelona-G��nova, Valencia-Civitavecchia y Alicante- N��poles, notablemente m��s cortos por mar que por carretera. Bruselas identific�� cuatro grandes corredores mar��timos que podr��an concentrar una alta densidad de tr��fico de buques, y en dos de ellos Espa��a ya ten��a desde un principio un papel crucial. La Comisi��n dise���� el 14 de abril de 2004, a trav��s del proyecto West-Mos, una red de tr��fico mar��timo que tiene como v��as fundamentales la denominada Autopista del B��ltico (que enlaza Europa central y occidental con los pa��ses b��lticos), la Autopista de Europa suroriental (que une el Adri��tico con el J��nico y el Mediterr��neo m��s oriental) y tambi��n la Autopista de Europa occidental y la Autopista de Europa suroccidental (que enlazan Espa��a con Reino Unido y la Francia atl��ntica y con la Francia mediterr��nea e Italia, respectivamente). Para poder establecer Autopistas del Mar entre la Pen��nsula Ib��rica y el Norte de Europa primar�� especialmente la retirada de camiones en la frontera pirenaica, donde el tr��fico pesado tiene actualmente una intensidad media diaria de 8.000 unidades, actuando sobre los puntos de mayor congesti��n, como por ejemplo los Alpes, los Pirineos, el Canal de la Mancha, las carreteras fronterizas de Francia y Euskadi, y proponiendo el traslado de las mercanc��as en barcos o en trenes. Por su parte, para contar con los subsidios y apoyos europeos las rutas seleccionadas como Autopistas del Mar deben mantener una serie de criterios de calidad relacionados con la frecuencia, coste ���plataforma log��stica a plataforma log��stica���, simplicidad en procedimientos administrativos y participaci��n de varios pa��ses, entre otros. Los estudios consideran inicialmente viables los tramos mar��timos superiores a 450 millas, con un volumen de unas 15.000 plataformas al a��o y que dispongan de eficientes comunicaciones desde el puerto a las redes transeuropeas de autopistas y ferrocarril. Otro objetivo de las Autopistas del Mar es desarrollar las capacidades portuarias de forma que se puedan conectar mejor las regiones perif��ricas a escala del continente europeo. En lo que a Puertos se refiere, las terminales en los muelles deben contar con una l��nea de atraque de 250 m., un calado superior a 8 m., una rampa ���ro-ro��� de doble calzada, gr��as portainer, y garantizar operatividad para un m��nimo de dos frecuencias de carga semanales. El 28 de marzo de 2011 se public�� el segundo Libro Blanco sobre el futuro del transporte en Europa ���Hoja de ruta hacia un espacio ��nico europeo de transporte: por una pol��tica de transportes competitiva y sostenible���, donde se defini�� el marco general de las acciones a emprender en los pr��ximos diez a��os en el ��mbito de las infraestructuras de transporte, la legislaci��n del mercado interior, la reducci��n de la dependencia del carbono, la tecnolog��a para la gesti��n del tr��fico y los veh��culos limpios, as�� como la estandarizaci��n de los distintos mercados. Entre los principales desaf��os se encuentran la eliminaci��n de los cuellos de botella y obst��culos diversos de nuestra red europea de transporte, minimizar la dependencia del petr��leo, reducir las emisiones de GEI en un 60% para 2050 con respecto a los niveles de 1990 y la inversi��n en nuevas tecnolog��as e infraestructuras que reduzcan estas emisiones de transporte en la UE. La conexi��n entre la UE y el norte de ��frica provoca elevados niveles de congesti��n en los puntos m��s cr��ticos del trayecto: frontera hispano-francesa, corredor del Mediterr��neo y el paso del estrecho. A esto se le a��ade el hecho de que el sector del transporte por carretera est�� sujeto a una creciente competencia de mercado motivada por la eliminaci��n de las barreras europeas, mayores exigencias de los cargadores, mayores restricciones a los conductores y aumento del precio del gas��leo. Por otro lado, el mercado potencial de pasajeros tiene una clara diferenciaci��n en tipos de flujos: los flujos en el per��odo extraordinario de la Operaci��n Paso del Estrecho (OPE), enfocado principalmente a marroqu��es que vuelven a su pa��s de vacaciones; y los flujos en el per��odo ordinario, enfocado a la movilidad global de la poblaci��n. Por tanto, lo que se pretende conseguir con este estudio es analizar la situaci��n actual del tr��fico de mercanc��as y pasajeros con origen o destino la pen��nsula ib��rica y sus causas, as�� como la investigaci��n de las ventajas de la creaci��n de una conexi��n mar��tima (Autopista del Mar) con el Norte de ��frica, bas��ndose en los condicionantes t��cnicos, administrativos, econ��micos, pol��ticos, sociales y medio ambientales. The competitiveness of freight transport depends on the condition and operation of existing networks and infrastructure, not the mode of transport. In particular, profitability could be increased or production costs of maritime transport could be reduced by using vessels with greater capacity and developing port distribution platforms or dry ports, seeing as 90% of trade between the European Union and third countries happens through its ports. On average 3,2 billion tonnes of freight are handled annualy and 40% of intra-European traffic uses Short Sea Shipping. In spite of European ports annually hosting more than 400 million passengers, there have been major developments in the northern European ports (Rotterdam, Antwerp, Amsterdam). Southern European countries need to find new ways to be more competitive, either by building new infrastructure or by strengthening existing infrastructure, offering costs northern ports. The use of maritime and river transport as an alternative to road transport, especially Short Sea Shipping, has been driven by the European Commission (EC) from 2003 through community support programs for the Motorways of the Sea. These programs include, for example, the Marco Polo I and II programs, which had a total budget of 855 million euros for the period 2003-2013. During this time objectives were set for reducing road congestion, improving the environmental performance of the freight transport system within the community and enhancing intermodal transport. The ���Motorway of the Sea��� concept arises in the European Commission���s Transport White Paper "European transport policy for 2010: time to decide" on 12 December 2001, as part of a European policy for the development and promotion of sustainable transport systems. A Motorway of the Sea is defined as a short sea route between two points, covering less distance than by road, which provides a significant improvement in intermodal transport times and to the cost supply chain. It contributes to reducing accidents, noise and CO2 emissions, allows drivers to shorten their driving time and prevents the deterioration of land infrastructure thereby saving on maintenance costs. The viability of a Motorway of the Sea depends as much on geographical location factors as on characteristics of the port, taking into account the different market requirements at all times (energy, environmental and technological). There is a new element created by the European Commission: the trans-European transport network (TEN-T). In the case of Spain, with its two access points in the Pyrenees (La Junquera and Irun) as the only land crossings connected to the mainland and major railway limitations due to the three different gauges, it appears less competitive compared to Europe as a whole. However, Spain is the European country with the most kilometers of coastline (over 8,000 km) and a strategic geographical location, which makes it a logistics platform for the all of Southern Europe. This is why the Motorways of the Sea will have an important role, and an almost necessary one to develop major maritime corridors that Europe supports. In fact, Gijon and Vigo have done very well with their respective sea lanes defined as Motorways of the Sea and which connect with the French port of Nantes-Saint Nazaire, as from there trucks can use nort-heading routes. In parallel, the European Union has taken the first steps to boost the first Motorway of the Sea linking Spain to the UK market, specifically the ports of Bilbao and Tilbury. Furthermore, Spain and Italy sealed an international agreement to develop Motorways of the Sea between both countries, pledging to develop a dozen routes between ports on the Spanish and Italian Mediterranean coasts. Currently, there are sea lanes already in use such as Barcelona-Genova, Valencia-Civitavecchia and Alicante-Naples, these are significantly shorter routes by sea than by road. Brussels identified four major maritime corridors that could hold heavy concentrate shipping traffic, and Spain had a crucial role in two of these from the beginning. On 14 April 2004 the Commission planned through the West-Mos project, a network of maritime traffic which includes the essential sea passages the so-called Baltic Motorway (linking Central and Western Europe with the Baltic countries), the southeast Europe Motorway (linking the Adriatic to the Ionian and eastern Mediterranean Sea), the Western Europe Motorway and southwestern Europe Motorway (that links Spain with Britain and the Atlantic coast of France and with the French Mediterranean coast and Italy, respectively). In order to establish Motorways of the Sea between the Iberian Peninsula and Northern Europe especially, it is necessary to remove trucks from the Pyrenean border, where sees heavy traffic (on average 8000 trucks per day) and addressing the points of greatest congestion, such as the Alps, the Pyrenees, the English Channel, the border roads of France and Euskadi, and proposing the transfer of freight on ships or trains. For its part, in order to receive subsidies and support from the European Commission, the routes selected as Motorways of the Sea should maintain a series of quality criteria related to frequency, costs "from logistics platform to logistics platform," simplicity in administrative procedures and participation of several countries, among others. To begin with, studies consider viable a maritime stretch of at least 450 miles with a volume of about 15,000 platforms per year and that have efficient connections from port to trans-European motorways and rail networks. Another objective of the Motorways of the Sea is to develop port capacity so that they can better connect peripheral regions across the European continent. Referring ports, the terminals at the docks must have a berthing line of 250 m., a draft greater than 8 m, a dual carriageway "ro-ro" ramp, portainer cranes, and ensure operability for a minimum of two loads per week. On 28 March 2011 the second White Paper about the future of transport in Europe "Roadmap to a Single European Transport Area ��� Towards a competitive and resource efficient transport system" was published. In this Paper the general framework of actions to be undertaken in the next ten years in the field of transport infrastructure was defined, including internal market legislation, reduction of carbon dependency, traffic management technology and clean vehicles, as well as the standardization of different markets. The main challenges are how to eliminate bottlenecks and various obstacles in our European transport network, minimize dependence on oil, reduce GHG emissions by 60% by 2050 compared to 1990 levels and encourage investment in new technologies and infrastructure that reduce EU transport emissions. The connection between the EU and North Africa causes high levels of congestion on the most critical points of the journey: the Spanish-French border, the Mediterranean corridor and Gibraltar Strait. In addition to this, the road transport sector is subject to increased market competition motivated by the elimination of European barriers, greater demands of shippers, greater restrictions on drivers and an increase in the price of diesel. On the other hand, the potential passenger market has a clear differentiation in type of flows: flows in the special period of the Crossing the Straits Operation (CSO), mainly focused on Moroccans who return home on vacation; and flows in the regular session, focused on the global mobile population. Therefore, what I want to achieve with this study is present an analysis of the current situation of freight and passengers to or from the Iberian Peninsula and their causes, as well as present research on the advantages of creating a maritime connection (Motorways of the Sea) with North Africa, based on the technical, administrative, economic, political, social and environmental conditions.

Approaches Regarding the Competition in Romanian Sugar Market

This paper proposes an economic instrument designed to assess the competitive nature of the sugar industry in Romania. In the first part of the paper is presented the theoretical background underlying index (HHI) and its calculation methodology. Then comes the results of a first application of this index for a total of 10 plants in the sugar industry, the robustness of these results is discussed. We believe HHI is a proactive tool that may prove useful competition authority, in its pursuit of continuous monitoring of various industries in the economy and in the internal decision-making on resource allocation institution (Peacock, and Prisecaru, 2013).The starting point of our research is to free competition in the European market with competitors much stronger than Romanian plants, plants that produce at a price lower than the domestic ones. In our study we will see if it is a concentration of production in factories around the strongest in Romania, concentration accompanied by the collapse of those who could not resist the market.The market concentration, competition policy, we will follow using the HHI index, for evaluation of impact analysis on existing trade, the number and size of competitors, protecting existing sales structures, avoiding disruptions in the competitive environment, etc.