A model of economic management of cultural heritage: the rehabilitation of fort christmas as an interpretation center of defensive architecture of the Mediterranean in Cartagena (Spain)

The Cultural Heritage constitutes a way to generate social identities and play an important role in the development of the Spanish Mediterranean cities that opt to sustainable quality tourism. The reflection on the necessity of intervention on this heritage, in addition to establishing what should be done, brings up the need to define the reasons for taking action, why and what-for. These decisions are essential to establish if its maintenance and recovery are economically sustainable. The Project "Cartagena Port of Cultures", with support from the European Union, is an example of effective instrument for ensuring the sustainability of our built heritage conservation. Its main objective was to enable sustainable development of tourism in Cartagena based on sustainability and seasonality. This was achieved through a process of recovery of heritage resources and their optimum promotion and marketing.

Tracing environmental and cultural changes throughout the Gran Dolina TD10 Middle Pleistocene sequence (Atapuerca, Burgos, Spain)

The well-known eponym El Sidrón has a very special history. It started with the development of a karstic system between two types of rock (sandstone and Neogene conglomerates) as a result of the flow of a small stream. It continued with the use of the cave as a refuge and a hiding place during the Spanish Civil War and the aftermath and with the presence of some endemic species of bats and cave insects

Reverse logistics practices for recovering mobile phones in Spain

The main objective of this article is to characterize the reverse logistics system for mobile phones in Spain. The study includes the characterization of the different actors involved in the reverse logistics system and the description of the most common logistics practices in the sector. We will also opose alternative practices for managing this complex reverse logistics system and finally, we analyse the challenges of the current reverse logistics model. Some alternatives for the current model are location of reception points for end-of-use mobiles, the need to legislate the secondhand mobile phone market, and the location of the necessary recycling centres according to current legislation.

GIS analysis of the accuracy of Tomas Lopez's historical cartography in the Canary Islands (1742 - 1746)

The accuracy of Tomás López´s historical cartography of the Canary Islands included in the “Atlas Particular” of the Kingdoms of Spain, Portugal and Adjacent Islands” is analyzed. For this purpose, we propose a methodology based on Geographic Information Systems (GIS), a comparison of digitized historical cartography population centres with current ones. This study shows that the lineal error value is small for the smaller islands: Lanzarote, El Hierro, La Palma and La Gomera. In the large islands of Tenerife, Fuerteventura and Gran Canaria, the error is smaller in central zones but increases towards the coast. This indicates that Tomás López began his cartography starting from central island zones, accumulating errors due to lack of geodetic references as he moved toward the coast.

Teaching in Landscape

“We, the landscape architects, concerned with the future development of our landscapes in a fast changing world, believe that everything, influencing the way in which the outdoor environment is created, used, and maintained is fundamental to sustainable development and human well-being. We, being responsible for the improvement of the education of future landscape architects to enable them to work for a sustainable environment within the context of our natural and cultural heritage”. (IFLA/UNESCO 2005) CHARTER FOR LANDSCAPE ARCHITECTURAL EDUCATION) Nowadays, respect and appreciation of the landscape sustainably grow. Landscape Architecture professionals are makers encourage and guide this growth. However, there is still no legal recognition of the landscape profession in Spain. For this reason we present this paper that shows the current framework in which appear a professional educated with masters and specialized courses, but it lacks a defined work area and unique in its business learned. We present the demands of both IFLA and the EFLA and teaching lines proposed by these organizations at European level are distinguished. Furthermore, we analyze the national scene and major training centres are distinguished.

Reuse of vacant agro-industrial buildings. The case of the public slaughterhouses in Spain

Nearly 3000 slaughterhouses (74% of them public facilities) were built in Spain during the last decades of the nineteenth century and the first half of the twentieth century. The need to comply with new technical requirements and regulations on the hygiene of the meat passed in the 70s and the gradual replacement of public facilities by larger and more modern private slaughterhouses have subsequently led to the closure and abandonment of many of these buildings. Public slaughterhouses generally consisted of several single-storey and open-plan buildings located around a courtyard. Although originally they were preferably located on the outskirts of the towns, many slaughterhouses are now placed inside the built up areas, due to the urban development. The present work aims to contribute to a better understanding of these agro-industrial buildings and to provide ideas for their conservation and reuse. A review on the historical evolution and the architectural features of the public slaughterhouses in Spain is presented and different examples of old vacant slaughterhouses reused to accommodate libraries, offices, community centres, exhibition halls or sports centres, among others, are shown in the paper.

Foreigner? Want to study in Spain? The integration process at universities

The student exchange programs being carried out at universities for over 50 years, have led to changes in the institutions, which had to adapt to accommodate these students. Despite those changes, the integration of foreign students not coming from the aforementioned exchange programs that come to our country to study at the University has been neglected. These students face many barriers (language, cultural and origin customs mainly), so a clear and detailed information would be highly desirable in order to facilitate the necessary arrangements This study aims to show the deficiencies in the integration process and hosting programs faced by a foreign student at University. The study is performed by means of an analysis of statistical data from the Polytechnic University of Madrid and the Civil Engineering School over the last 12 school years (1999 - 2000 to 2010 - 2011), as well as surveys and interviews with some of these students. The study is enhanced with the analysis of the measures and integration methods of the various minorities, which had been implemented by the foremost public universities in Spain, as well as other public and private universities abroad. It illustrates the existing backlog at the Spanish universities with regards to supporting the integration of diversity among foreign students, providing data concerning the growth of such population and its impact at the university, and on the institutions in particular. In an increasingly globalized world, we must understand and facilitate the integration of minorities at University, supplying them, from the first day, and before the enrollment process, the essential elements that will allow their adequate adaptation to the educational process at University. It concludes by identifying the main subjects that need to be tackled to endorse such integration.

Tomas Lopez's Geographic Atlas of Spain (1787) and its Hydrographic Network: GIS analysis of the Reyno de Jaen

Knowledge of the development of hydrographic networks can be useful for a number of research works in hydraulic engineering. We thus, intend to analyse the cartography regarding the first work that systematically encompasses the entire hydrographic network: Tomas Lopez’s Geographic Atlas of Spain (1787). In order to achieve this goal, we will first analyze –by way of the Geographic Information System (GIS) – both the present and referred historical cartographies. In comparing them, we will use the then-existing population centres that correspond to modern ones. The aim is to compare the following research variables in the hydrographic network: former toponyms, length of riverbeds and distance to population centres. The results of this study will show the variation in the riverbeds and the probable change in their denomination.

Morphology and distribution of volcanic bombs in Caldera Quemada de Arriba (Lanzarote, Canary Islands): implications for volcanic hazard analysis

Análisis del riesgo volcánico. We show the preliminary results of the study of 561 volcanic bombs ejected from a pyroclastic cone during the 1730-1736 Timanfaya eruption (Lanzarote, Canary Islands). This cone displays the highest concentration of big bombs (major axis higher than 1 m) of Timanfaya. More than 560 bombs have been studied to calculate their reach. The results suggest that bombs of 1t have a reach of 409 m, while bombs up to 28 t have a reach of 248 m. These data may be used to define a security area once a vent has been opened, but also to calculate other data such the initial velocity of ejection. The geomorphological analysis and the study of the deposits also contribute to better understand an undocumented episode of the Timanfaya eruption and also provide important data for volcanic bombs modeling for volcanic hazard analysis.

Stabilization works at Olvés Church (Zaragoza-Spain)

The Olvés Church is a Lhree naves basilica. From its construction in 1767, it sufTercd important damages and successivc reparations. The church is built on a claycy hillock on top of the village with vcry fort slopcs. The retaining walls Lhat surround the church havc sufTered movements. A soil sludy was done to know its propcrtics and the reason of the movement. Also, the structural roof is broken and it is not fixed to thc walls that can movc. Thc first phase is done, with a pavcd squa rc ovcr an ancient cemetery. The next phase is a new roof structure to support the lean walls. Al'ter that done, the repair inside can start.

Towards mitigation of greenhouse gases by small changes in farming practices: understanding local barriers in Spain.

Small changes in agricultural practices have a large potential for reducing greenhouse gas emissions. However, the implementation of such practices at the local level is often limited by a range of barriers. Understanding the barriers is essential for defining effective measures, the actual mitigation potential of the measures, and the policy needs to ensure implementation. Here we evaluate behavioural, cultural, and policy barriers for implementation of mitigation practices at the local level that imply small changes to farmers. The choice of potential mitigation practices relevant to the case study is based on a literature review of previous empirical studies. Two methods that include the stakeholders? involvement (experts and farmers) are undertaken for the prioritization of these potential practices: (a) Multi-criteria analysis (MCA) of the choices of an expert panel and (b) Analysis of barriers to implementation based on a survey of farmers. The MCA considers two future climate scenarios ? current climate and a drier and warmer climate scenario. Results suggest that all potential selected practices are suitable for mitigation considering multiple criteria in both scenarios. Nevertheless, if all the barriers for implementation had the same influence, the preferred mitigation practices in the case study would be changes in fertilization management and use of cover crops. The identification of barriers for the implementation of the practices is based on the econometric analysis of surveys given to farmers. Results show that farmers? environmental concerns, financial incentives and access to technical advice are the main factors that define their barriers to implementation. These results may contribute to develop effective mitigation policy to be included in the 2020 review of the European Union Common Agricultural Policy.

Mio-Pliocene crustaceans from the Canary Islands, Spain

There are few previous references to fossil crustaceans for the Neogene marine layers of the Canary Islands (Spain). The Mio-Pliocene marine sedimentary layers in the eastern islands (Gran Canaria, Fuerteventura and Lanzarote) were previously characterised by the presence of numerous fossil fauna, mainly anthozoans and molluscs, which correspond to an equatorial-typepalaeoclimate, warmer than the present climate. This Mio-Pliocene transition dated between 9.3 and 4.1 Ma. In this paper, 12 fossil crustacean taxa are identified and classified, including decapods and barnacles: Balanus concavus Bronn, 1831, Balanus spongicola Brown, 1827, Balanus perforatus Bruguière, 1789, Chenolobia testudinaria Linnè, 1767, Tetraclita cf. rubescens Darwin, 1854, Callianassa matsoni Rathbun, 1935, Callianassa sp., Upogebia sp, Eriphia aff. verrucosa (Forskal, 1775) , Maja sp., Scylla michelini Milne-Edwards, 1861 and Ocypode sp. Some of these taxa mean new references for the Atlantic islands and the North African Atlantic and definitely enlarge the palaeographic distribution of Neogene crustaceans beyond the Mediterranean region, extending it to the North Atlantic. Particularly significant are the presence of Tetraclita cf. rubescens ,this being the first reported fossil occurrence of this barnacle outside the North America Pacific coasts, and Chenolobia testudinaria , indicating for the first time the existence of marine turtles in these islands during the Neogene. These results are coherent with previous research hypothesising the existence of a flow of surface water between the Pacific and Atlantic in the Mio-Pliocene transition (Central American Seaway, CAS) which explains the arrival of organisms, in larval stage, from Central America to the Canary Islands

Considering cycling for commuting : the role of mode familiarity : an exploration on the (circular) relation between cycling behaviours and attitudes toward cycling in Vitoria-Gasteiz, Spain

¿La gente utiliza la bicicleta porque les gusta? ¿O es el propio hecho de usarla la razón por la que les gusta hacerlo? ¿O es una combinación de las dos? Este tipo de preguntas reflejan un problema que se puede llamar ‘el círculo de la consideración de la bicicleta’: para poder considerar el uso de la bicicleta en el conjunto de posibles opciones a escoger, un individuo tiene que tener creencias positivas sobre ella, sobre todo en el caso de ‘contextos de bajo uso’. Pero parece poco probable que se formen creencias positivas cuando hay bajos niveles de familiaridad al modo, es decir, con un bajo conocimiento de sus características, su funcionamiento y del imaginario asociado; al mismo tiempo, la familiaridad irá alcanzando niveles más altos conforme aumente el tiempo y la intensidad con la que se utilice la bicicleta a lo largo de la vida de los individuos. El problema parece un circulo recursivo huevo-gallina, ya que es difícil que alguien considere el usar la bicicleta en lugares donde su uso es una práctica poco extendida. En estos lugares, y dentro del conglomerado actual de tecnologías, infraestructuras, reglas, prácticas de los usuarios y preferencias culturales que se han desarrollado alrededor del automóvil (el actual "sistema socio-técnico de la movilidad urbana", Urry 2004; Geels 2005, 2012) usar la bicicleta es considerado por la mayoría como algo difícil, inseguro, y anormal. Como consecuencia, los procesos de aumento de familiaridad con la bicicleta permanecen inactivos. La tesis asume la familiaridad como una fuente de información e influencia sobre las creencias positivas sobre la bicicleta. En ‘contextos de bajo uso’, sin familiaridad al uso de la bicicleta, estas creencias sólo pueden surgir de ciertos rasgos personales (afecto, valores, identidades, voluntad, etc.). Tal como han evidenciado investigaciones recientes, en estos contextos la posibilidad de considerar el uso de la bicicleta (y su eventual adopción), se circunscribe principalmente a los ‘entusiastas’, a los que están dispuestos a “ir contra corriente” (Horton & Parkin 2012), limitando el alcance de las políticas de promoción. La investigación llevada a cabo en esta tesis ofrece un nuevo enfoque al problema del ‘círculo de la consideración de la bicicleta’. Para ello, plantea un modelo en el que se introduce a la familiaridad como un constructo que media entre el comportamiento final –qué modo de transporte elige el individuo– y el conjunto de constructos psicosociales que preceden la elección modal (creencias y actitudes). La familiaridad al uso de la bicicleta se concibe como una medida de la intensidad relativa del uso de una bicicleta, real y percibida (basándose en Diana & Mokhtarian 2009) que puede formarse de manera distinta según sus fines (utilitarios o no utilitarios). El constructo familiaridad con el modo bicicleta está relacionado con la cantidad de tiempo, la intensidad y la regularidad con la que un individuo ha hecho uso de la bicicleta a lo largo de su vida. La familiaridad se concibe así como una condición que permite definir adecuadamente el contexto en el que se toman las decisiones modales de los individuos, en línea con investigaciones que postulan patrones de causalidad alternativos entre los procesos cognitivos de elección y los comportamientos modales (Tardif 1977; Dobson et al. 1978; Golob et al. 1979; Golob 2001; Schwanen et al. 2012; Diana et al. 2009; Vij & Walker 2014). De este modo se plantea que el esquema unidireccional actitudesconductas podría no ser completamente valido en el caso de la consideración de la bicicleta, explorando la hipótesis que sean las propias conductas a influenciar la formación de las actitudes. En esta tesis, el constructo de familiaridad se articula teórica y metodológicamente, y se emplea un instrumento de diseño transversal para contrastarlo. Los resultados de una encuesta telefónica a una muestra representativa de 736 personas en la ciudad española de Vitoria-Gasteiz proveen evidencias que sugieren –aunque de forma preliminar– que la familiaridad juega un papel de mediadora en la relación entre la utilización de la bicicleta y la formación de las creencias y actitudes hacia el su uso. La tesis emplea mediciones para cada individuo con respecto tanto a su consideración como a su familiaridad al uso de la bicicleta. Éstas mediciones se definen haciendo uso del análisis factorial exploratorio (AFE). Por un lado, el AFE arroja una estructura del constructo ‘consideración’ formada por cuatro factores, tres de ellos asociados con elementos positivos y uno con elementos negativos: (1) de cómo el uso de la bicicleta se considera verde e inteligente (G&S); (2) sobre su carácter agradable y adecuado (P&S); (3) sobre su eficacia como modo de transporte para ir al trabajo (E); y (4) sobre los principales inconvenientes de su uso, es decir, las dificultades implícitas (sudoración y estar expuestos a las inclemencias del tiempo) y la sensación de inseguridad que genera (sentirse en riesgo de accidentes y estresarse por el tráfico) (D&T). Por otro lado, la familiaridad al uso de la bicicleta se mide en dos distintas variables ordinales (según se base en el uso utilitario o no utilitario). Como resultado, se puede hablar de que cada individuo se encuentra en una de las siguientes cuatro etapas en orden creciente hacia una familiaridad completa al modo: no familiarizados; apenas familiarizados; moderadamente familiarizados; totalmente familiarizados. El análisis de los datos de los cuatro grupos de sujetos de la muestra, –definidos de acuerdo con cada una de las cuatro etapas de familiaridad definidas– ha evidenciado la existencia de diferencias intergrupo estadísticamente significativas, especialmente para la medida relacionada con el uso utilitario. Asimismo, las personas en los niveles inferiores de familiaridad tienen una consideración menor de los aspectos positivos de la bicicleta y por el contrario presentan preocupaciones mayores hacia las características negativas respecto a aquellas personas que están más familiarizados en el uso utilitario. El uso, aunque esporádico, de una bicicleta para fines utilitarios (ir de compras, hacer recados, etc.), a diferencia de no usarla en absoluto, aparece asociado a unas puntuaciones significativamente más altas en los tres factores positivos (G&S, E, P&S), mientras que parece estar asociado a puntuaciones significativamente más bajas en el factor relacionado con las características negativas (D&U). Aparecen resultados similares cuando se compara un uso moderado, con uno esporádico, sobre todo con respecto a la consideración de las características negativas. Los resultados de esta tesis están en línea con la literatura anterior que se ha basado en variables similares (por ejemplo, de Geus et al. 2008; Stinson & Bhat 2003, 2004; Hunt & Abraham 2006; y van Bekkum et al. 2011a, entre otros), pero en este estudio las diferencias se observan en un contexto de bajo uso y se derivan de un análisis de toda la población de personas que se desplazan a su lugar de trabajo o estudio, lo cual eleva la fiabilidad de los resultados. La posibilidad de que unos niveles más altos de uso de la bicicleta para fines utilitarios puedan llevar a niveles más positivos de su consideración abre el camino a implicaciones teóricas y de políticas que se discuten en la tesis. Con estos resultados se argumenta que el enfoque convencional basado en el cambio de actitudes puede no ser el único y prioritario para lograr cambios a la hora de fomentar el uso de la bicicleta. Los resultados apuntan al potencial de otros esquemas de causalidad, basados en patrones de influencia más descentrados y distribuidos, y que adopten una mirada más positiva hacia los hábitos de transporte, conceptualizándolos como “inteligencia encarnada y pre-reflexiva” (Schwanen et al. 2012). Tales esquemas conducen a un enfoque más práctico para la promoción del uso de la bicicleta, con estrategias que podrían basarse en acciones de ‘degustación’ de su uso o de mayor ‘exposición’ a su uso. Is the fact that people like cycling the reason for them to cycle? Or is the fact that they do cycle the reason for them to like cycling? Or is a combination of the two? This kind of questions reflect a problem that can be called ‘the cycle of cycling consideration’: in order to consider cycling in the set of possible options to be chosen, an individual needs to have positive beliefs about it, especially in the case of ‘low-cycling contexts’. However, positive beliefs seem unlikely to be formed with low levels of mode familiarity, say, with a low acquaintance with mode features, functioning and images; at the same time, higher levels of familiarity are likely to be reached if cycling is practised over relative threshold levels of intensities and extensively across individual life courses. The problem looks like a chicken-egg recursive cycle, since the latter condition is hardly met in places where cycling is little practised. In fact, inside the current conglomerate of technologies, infrastructures, regulations, user practices, cultural preferences that have grown around the automobile (the current “socio-technical system of urban mobility”, Urry 2004; Geels 2005, 2012) cycling is commonly considered as difficult, unsafe, and abnormal. Consequently, the processes of familiarity forming remain disabled, and, as a result, beliefs cannot rely on mode familiarity as a source of information and influence. Without cycling familiarity, origins of positive beliefs are supposed to rely only on personal traits (affect, values, identities, willingness, etc.), which, in low-cycling contexts, confine the possibility of cycling consideration (and eventual adoption) mainly to ‘cycling enthusiasts’ who are willing to “go against the grain” (Horton & Parkin 2012), as it results from previous research. New research conducted by author provides theoretical insights for a different approach of the cycling consideration problem in which the presence of the new construct of cycling familiarity is hypothesised in the relationship between mode choice behaviour and the set of psychosocial constructs that are supposed to precede it (beliefs and attitudes). Cycling familiarity is conceived as a measure of the real and the perceived relative intensity of use of a bicycle (building upon Diana & Mokhtarian 2009) which may be differently formed for utilitarian or non-utilitarian purposes. The construct is assumed to be related to the amount of time, the intensity and the regularity an individual spends in using a bicycle for the two distinct categories of purposes, gaining in this way a certain level of acquaintance with the mode. Familiarity with a mode of transport is conceived as an enabling condition to properly define the decision-making context in which individual travel mode choices are taken, in line with rather disperse research efforts postulating inverse relationships between mode behaviours and mode choices (Tardiff 1977; Dobson et al. 1978; Golob et al. 1979; Golob 2001; Schwanen et al. 2012; Diana et al. 2009; Vij & Walker 2014). The new construct is built theoretically and methodologically, and a cross-sectional design instrument is employed. Results from a telephone survey in a representative sample of 736 commuters in the Spanish city of Vitoria-Gasteiz, provide suggestive –although preliminary– evidence on the role of mode familiarity as a mediator in the relationship between cycling use and the formation of beliefs and attitudes toward cycling. Measures of both cycling consideration and cycling familiarity are defined making use of exploratory factor analysis. On the one hand, four distinct cycling consideration measures are created, based on attitude expressions on four underlying factors relating to the cycling commuting behaviour: on how cycling commuting is considered green and smart (G&S); on its pleasant and suited character (P&S); on its efficiency as a mode of transport for commuting (E); and on the main drawbacks of its use, namely the difficulties implied (sweating and being exposed to adverse weather conditions) and the sense of unsafety it generates (feeling at risk of accidents and getting stressed by traffic) (D&U). On the other hand, dimensions of cycling familiarity are measured on two distinct ordinal variables (whether based on the utilitarian or non-utilitarian use) comprising four stages to a complete mode familiarity: not familiar; barely familiar; moderately familiar; fully familiar. For each of the four stages of cycling familiarity defined, statistical significant differences are found, especially for the measure related to the utilitarian use. Consistently, people at the lower levels of cycling familiarity have a lower consideration of the positive aspects of cycling and conversely they exhibit higher concerns towards the negative characteristics than those individuals that are more familiar in utilitarian cycling. Using a bicycle occasionally for practical purposes, as opposed to not using it at all, seems associated to significant higher scores in the three positive factors (G&S, E, P&S) while it appears to be associated to significant lower scores in the factor relating with the negative characteristics of cycling commuting (D&U). A same pattern also occurs with a moderate use, as opposed to an occasional one, especially for the consideration of the negative characteristics. The results are in line with previous literature based on similar variables (e.g. de Geus et al. 2008; Stinson & Bhat 2003, 2004; Hunt & Abraham 2006; and van Bekkum et al. 2011a, among others), but in this study the differences are observed in a low-cycling context and derive from an analysis of the entire population of commuters, which rises the reliability of results.

The impact of institutional environment and cultural context in the four different approaches to social enterprise

This article analyzes the characteristics of four different social enterprise schools of though (social economy, earned-income school in developed countries, earned-income in emerging countries, and social innovation) and the influence of the contextual elements (cultural, political, economic and social) on their configuration. This article draws on the qualitative discussions of social enterprise in different regions of the world. This paper is intended to contribute to the field of social enterprise by broadening the understanding of the influence of environment and institutions on the emergence of social enterprise.

Changes in Petrophysical Properties of the Stone Surface due to Past Conservation Treatments in Archaeological Sites of Merida (Spain)

Petrophysical properties, such as porosity, permeability, density or anisotropy de-termine the alterability of stone surfaces from archaeological sites, and therefore, the future preservation of the material. Others, like superficial roughness or color, may point out changes due to alteration processes, natural or man-induced, for ex-ample, by conservation treatments. The application of conservation treatments may vary some of these properties forcing the stone surface to a re-adaptation to the new conditions, which could generate new processes of deterioration. In this study changes resulting from the application of consolidating and hydrophobic treatments on stone materials from the Roman Theatre (marble and granite) and the Mitreo’s House (mural painting and mosaics), both archaeological sites from Merida (Spain), are analyzed. The use of portable field devices allows us to perform analyses both on site and in la-boratory, comparing treated and untreated samples. Treatments consisted of syn-thetic resins, consolidating (such as tetraethoxysilane TEOS) and hydrophobic products. Results confirm that undesirable changes may occur, with consequences ranging from purely aesthetic variations to physical, chemical and mechanical damages. This also permits us to check limitations in the use of these techniques for the evaluation of conservation treatments.