Sustainable Planning And Land Valuation, New Forms Of Suburban Growth In Areas Of The Spanish Mediterranean Coast

The present study analyzes residential models in coastal areas with large influxes of tourism, the sustainability of their planning and its repercussion on urban values. The project seeks to establish a methodology for territorial valuation through the analysis of externalities that have influenced urban growth and its impact on the formation of residential real estate values. This will make it possible to create a map for qualitative land valuation, resulting from a combination of environmental, landscape, social and productive valuations. This in turn will establish a reference value for each of the areas in question, as well as their spatial interrelations. These values become guidelines for the study of different territorial scenarios, which help improve the sustainable territorial planning process. This is a rating scale for urban planning. The results allow us to establish how the specific characteristics of the coast are valued and how they can be incorporated into sustainable development policies.

Sewage sludge gasification. Dolomite performance under different operating conditions

Gasification is a technology that can replace traditional management alternatives used up to date to deal with this waste (landfilling, composting and incineration) and which fulfils the social, environmental and legislative requirements. The main products of sewage sludge gasification are permanent gases (useful to generate energy or to be used as raw material in chemical synthesis processes), liquids (tars) and char. One of the main problems to be solved in gasification is tar production. Tars are organic impurities which can condense at relatively high temperatures making impossible to use the produced gases for most applications. This work deals with the effect of some primary tar removal processes (performed inside the gasifier) on sewage sludge gasification products. For this purpose, analysis of the gas composition, tar production, cold gas efficiency and carbon conversion were carried out. The tests were performed with air in a laboratory scale plant consisting mainly of a bubbling bed gasifier. No catalyzed and catalyzed (10% wt of dolomite in the bed and in the feeding) tests were carried out at different temperatures (750ºC, 800ºC and 850ºC) in order to know the effect of these parameters in the gasification products. As far as tars were concerned, qualitative and quantitative tar composition was determined. In all tests the Equivalence Ratio (ER) was kept at 0.3. Temperature is one of the most influential variables in sewage sludge gasification. Higher temperatures favoured hydrogen and CO production while CO2 content decreased, which might be partially explained by the effect of the cracking, Boudouard and CO2 reforming reactions. At 850ºC, cold gas efficiency and carbon conversion reached 49% and 76%, respectively. The presence of dolomite as catalyst increased the production of H2 reaching contents of 15.5% by volume at 850 °C. Similar behaviour was found for CO whereas CO2 and CnHm (light hydrocarbons) production decreased. In the presence of dolomite, a tar reduction of up to 51% was reached in comparison with no catalyzed tests, as well as improvements on cold gas efficiency and carbon conversion. Several assays were developed in order to test catalyst performance under more rough gasification conditions. For this purpose, the throughput value (TR), defined as kg sludge “as received” fed to the gasifier per hour and per m2 of cross sectional area of the gasifier, was modified. Specifically, the TR values used were 110 (reference value), 215 and 322 kg/h·m2. When TR increased, the H2, CO and CH4 production decreased while the CO2 and the CnHm production increased. Tar production increased drastically with TR during no catalysed tests what is related to the lower residence time of the gas inside the reactor. Nevertheless, even at TR=322 kg/h·m2, tar production decreased by nearly 50% with in-bed use of dolomite in comparison with no catalyzed assays under the same operating conditions. Regarding relative tar composition, there was an increase in benzene and naphthalene content when temperature increased while the content of the rest of compounds decreased. The dolomite seemed to be effective all over the range of molecular weight studied showing tar removal efficiencies between 35-55% in most cases. High values of the TR caused a significant increase in tar production but a slight effect on tar composition.

A comparative analysis of configurations of linear Fresnel collectors for concentrating solar power

Linear Fresnel collector arrays present some relevant advantages in the domain of concentrating solar power because of their simplicity, robustness and low capital cost. However, they also present important drawbacks and limitations, notably their average concentration ratio, which seems to limit significantly the performance of these systems. First, the paper addresses the problem of characterizing the mirror field configuration assuming hourly data of a typical year, in reference to a configuration similar to that of Fresdemo. For a proper comparative study, it is necessary to define a comparison criterion. In that sense, a new variable is defined, the useful energy efficiency, which only accounts for the radiation that impinges on the receiver with intensities above a reference value. As a second step, a comparative study between central linear Fresnel reflectors and compact linear Fresnel reflectors is carried out. This analysis shows that compact linear Fresnel reflectors minimize blocking and shading losses compared to a central configuration. However this minimization is not enough to overcome other negative effects of the compact Fresnel collectors, as the greater dispersion of the rays reaching the receiver, caused by the fact that mirrors must be located farther from the receiver, which yields to lower efficiencies.

Influencia de la temperatura en la deflexión de firmes flexibles

En esta investigación se ha estudiado el efecto de la variación de la temperatura en la deflexión de firmes flexibles. En primer lugar se han recopilado los criterios existentes de ajuste de la deflexión por efecto de la temperatura. Posteriormente, se ha llevado a cabo un estudio empírico mediante la auscultación de las deflexiones en cinco tramos de carretera con firme flexible y con diferentes espesores de mezclas bituminosas (entre 10 y 30 cm). Las medidas se han efectuado en dos campañas (verano e invierno), tratando de abarcar un amplio rango de temperaturas. En cada campaña, se han llevado a cabo distintas auscultaciones a diferentes temperaturas. Las medidas de cada campaña se han realizado el mismo día. Se han obtenido los coeficientes empíricos de ajuste por temperatura para cada tramo analizado. Además, se ha realizado un estudio teórico mediante la elaboración de diferentes modelos (multicapa elástico lineal, multicapa visco-elástico lineal y elementos finitos) que reproducen la respuesta estructural de los firmes flexibles auscultados. La caracterización mecánica de las mezclas bituminosas se ha realizado mediante ensayos de módulo complejo en laboratorio, a diferentes temperaturas y frecuencias, sobre testigos extraídos en las carreteras estudiadas. Se han calculado los coeficientes teóricos de ajuste por temperatura para cada modelo elaborado y tramo analizado. Finalmente, se ha realizado un estudio comparativo entre los distintos coeficientes de ajuste (existentes, empíricos y teóricos), que ha puesto de manifiesto que, en todos los casos analizados, los coeficientes obtenidos en el modelo de elementos finitos son los que más se aproximan a los coeficientes empíricos (valor de referencia para los tramos analizados). El modelo desarrollado de elementos finitos permite reproducir el comportamiento visco-elástico de las mezclas bituminosas y el carácter dinámico de las cargas aplicadas. Se han utilizado elementos tipo tetraedro isoparamétrico lineal (C3D8R) para el firme y la parte superior del cimiento, mientras que para la parte inferior se han empleado elementos infinitos (CIN3D8). In this research the effect produced by the temperature change on flexible pavements deflection is analysed. First, the existing criteria of deflection adjustment by temperature were collected. Additionally, an empirical analysis was carried out, consisting on deflection tests in five flexible-pavement road sections with different asphalt mix thickness (from 10 to 30 cm). The measures were taken in two seasons (summer and winter) in an effort to register a wide range of temperatures. Different surveys were carried out at different temperatures in each season. The tests of each season were done at the same day. The empirical temperature adjustment factors for every analysed section were obtained. A theoretical study was carried out by developing different models (linear elastic multilayer, linear visco-elastic multilayer and finite elements) that reproduce the structural response of the tested flexible pavements. The mechanical characterization of the asphalt mixes was achieved through laboratory complex-modulus tests at different temperatures and frequencies, using pavement cores from the surveyed roads. The theoretical temperature adjustment factors for each model developed and each section analysed were calculated. Finally, a comparative study among the different adjustment factors (existing, empirical and theoretical) was carried out. It has shown that, in all analysed cases, the factors obtained with the finite elements model are the closest to the empirical factors (reference value for the analysed sections). The finite elements model developed makes it possible to reproduce the visco-elastic behavior of the asphalt mixes and the dynamic nature of the applied loads. Linear isoparametric tetrahedral elements (C3D8R) have been used for the pavement and the subgrade, while infinite elements (CIN3D8) have been used for the foundations.

The influence of sensor placement on in-situ ultrasound wave velocity measurement.

Ultrasound wave velocity was measured in 30 pieces of Spanish Scots pine (Pinus sylvestris L.), 90 x 140 mm in cross-section and 4 m long. Five different sensor placement arrangements were used: end to end (V0), face to opposite face, edge to opposite edge, face to same face and edge to same edge. The pieces were successively shortened to 3, 2 and 1 m, in order to obtain these velocities and their ratios to reference value V0 for different lengths and angles with respect to the piece axis for the crossed measurements. The velocity obtained in crossed measurements is lower than V0. A correction coefficient for crossed velocities is proposed, depending on the angle, to adjust them to the V0 benchmark. The velocities measured on a surface, are also lower than V0, and their ratio with respect to V0 is close to 0.97 for distances equal to or greater than 18 times the depth of the beam.

Análisis técnico y financiero de las máquinas de elevación

Los nombres que se usan actualmente para las grúas los ponen las empresas fabricantes y muy frecuentemente no tienen relación con su tipología ni con su capacidad. Por otra parte, es de uso común en la construcción, llamar a las grúas usando su tonelaje nominal que coincide normalmente con su capacidad máxima que se obtiene a radio mínimo. Existe una controversia por el uso de este valor ya que no suele definir bien la capacidad de las maquinas. En cuanto el radio de trabajo se aleja de sus valores mínimos, las grúas están limitadas por el momento de vuelco que no tiene porque comportarse de manera proporcional o ni siquiera relacionada con el valor de la capacidad nominal. Esto hace que comparar grúas mediante sus capacidades nominales (que son sus denominaciones) pueda inducir a errores importantes. Como alternativa, se pretende estudiar el uso de momento máximo de vuelco MLM por sus siglas en ingles (Maximum Load Moment) para intentar definir la capacidad real de las grúas. Se procede a realizar un análisis técnico y financiero de grúas con respecto a ambos valores mencionados con objeto de poder determinar cual de los dos parámetros es más fiable a la hora de definir la capacidad real de estas maquinas. Para ello, se seleccionan dentro de las tres tipologías más importantes por su presencia e importancia en la construcción (grúas de celosía sobre cadenas, grúas telescópicas sobre camión y grúas torre) nueve grúas de distintos tamaños y capacidades con objeto de analizar una serie de parámetros técnicos y sus costes. Se realizan de este modo diversas comparativas analizando los resultados en función de las tipologías y de los tamaños de las distintas maquinas. Para cada máquina se obtienen las capacidades y los momentos de vuelco correspondientes a distintos radios de trabajo. Asimismo, se obtiene el MLM y el coste hora de cada grúa, este último como suma de la amortización de la máquina, intereses del capital invertido, consumos, mantenimiento y coste del operador. Los resultados muestran las claras deficiencias del tonelaje nominal como valor de referencia para definir la capacidad de las grúas ya que grúas con el mismo tonelaje nominal pueden dar valores de capacidad de tres a uno (e incluso mayores) cuando los radios de trabajo son importantes. A raiz de este análisis se propone el uso del MLM en lugar del tonelaje nominal para la denominación de las grúas ya que es un parámetro mucho más fiable. Siendo conscientes de la dificultad que supone un cambio de esta entidad al tratarse de un uso común a nivel mundial, se indican posibles actuaciones concretas que puedan ir avanzando en esa dirección como seria por ejemplo la nomenclatura oficial de los fabricantes usando el MLM dentro del nombre de la grúa que también podría incluir la tipología o al menos alguna actuación legislativa sencilla como obligar al fabricante a indicar este valor en las tablas y características de cada máquina. El ratio analizado Coste horario de la grúa / MLM resulta ser de gran interés y permite llegar a la conclusión que en todas las tipologías de grúas, la eficiencia del coste por hora y por la capacidad (dada por el MLM) aumenta al aumentar la capacidad de la grúa. Cuando los tamaños de cada tipología se reducen, esta eficiencia disminuye y en algunos casos incluso drasticamente. La tendencia del mundo de la construcción de prefabricación y modularización que conlleva pesos y dimensiones de cargas cada vez más grandes, demandan cada vez grúas de mayor capacidad y se podría pensar en un primer momento que ante un crecimiento de capacidades tan significativo, el coste de las grúas se podría disparar y por ello disminuir la eficiencia de estas máquinas. A la vista de los resultados obtenidos con este análisis, no solo no ocurre este problema sino que se observa que dicho aumento de tamaños y capacidades de grúas redunda en un aumento de su eficiencia en cualquiera de las tipologías de estas maquinas que han sido estudiadas. The crane names that are actually used are given by crane manufacturers and, very frequently, they do not have any relationship with the crane type nor with its capacity. On the other hand, it is common in construction to use the nominal capacity (which corresponds in general to the capacity at minimum radius) as crane name. The use of this figure is controversial since it does not really reflect the real crane capacity. When the working radius increases a certain amount from its minimum values, the crane capacity starts to be limited by the crane tipping load and the moment is not really related to the value of the nominal capacity. Therefore, comparing cranes by their nominal capacity (their names) can lead to important mistakes. As an alternative, the use of the maximum load moment (MLM) can be studied for a better definition of real crane capacity. A technical and financial analysis of cranes is conducted using both parameters to determine which one is more reliable in order to define crane’s real capacity. For this purpose, nine cranes with different sizes and capacities will be selected within the most relevant crane types (crawler lattice boom cranes, telescopic truck mounted cranes and tower cranes) in order to analyze several parameters. The technical and economic results will be compared according to the crane types and sizes of the machines. For each machine, capacities and load moments are obtained for several working radius as well as MLM and hourly costs of cranes. Hourly cost is calculated adding up depreciation, interests of invested capital, consumables, maintenance and operator’s cost. The results show clear limitations for the use of nominal capacity as a reference value for crane definition since cranes with the same nominal capacity can have capacity differences of 3 to 1 (or even bigger) when working on important radius. From this analysis, the use of MLM as crane name instead of nominal capacity is proposed since it is a much more reliable figure. Being aware of the difficulty of such change since nominal capacity is commonly used worldwide; specific actions are suggested to progress in that direction. One good example would be that manufacturers would include MLM in their official crane names which could also include the type as well. Even legal action can be taken by simply requiring to state this figure in the crane charts and characteristics of every machine. The analyzed ratio: hourly cost / MLM is really interesting since it leads to the conclusion that for all crane types, the efficiency of the hourly cost divided by capacity (given by MLM) increases when the crane capacity is higher. When crane sizes are smaller, this efficiency is lower and can fall dramatically in certain cases. The developments in the construction world regarding prefabrication and modularization mean bigger weights and dimensions, which create a demand for bigger crane capacities. On a first approach, it could be thought that crane costs could rise significantly because of this capacity hugh increase reducing in this way crane efficiency. From the results obtained here, it is clear that it is definitely not the case but the capacity increase of cranes will end up in higher efficiency levels for all crane types that have been studied.

Valuation: Developer support for by-references to by-value type conversion.

Modern object oriented languages like C# and JAVA enable developers to build complex application in less time. These languages are based on selecting heap allocated pass-by-reference objects for user defined data structures. This simplifies programming by automatically managing memory allocation and deallocation in conjunction with automated garbage collection. This simplification of programming comes at the cost of performance. Using pass-by-reference objects instead of lighter weight pass-by value structs can have memory impact in some cases. These costs can be critical when these application runs on limited resource environments such as mobile devices and cloud computing systems. We explore the problem by using the simple and uniform memory model to improve the performance. In this work we address this problem by providing an automated and sounds static conversion analysis which identifies if a by reference type can be safely converted to a by value type where the conversion may result in performance improvements. This works focus on C# programs. Our approach is based on a combination of syntactic and semantic checks to identify classes that are safe to convert. We evaluate the effectiveness of our work in identifying convertible types and impact of this transformation. The result shows that the transformation of reference type to value type can have substantial performance impact in practice. In our case studies we optimize the performance in Barnes-Hut program which shows total memory allocation decreased by 93% and execution time also reduced by 15%.