Modelo de competencias profesionales para directivos escolares: desarrollo y aplicación al ámbito de la educación particular subvencionada, Chile

La trascendencia de la educación sobre la construcción del capital humano y social, ha sido vastamente discutido, considerando entre otros elementos, la correlación entre las inversiones en educación, las políticas educativas, los actores involucrados, y los efectos que tienen sobre la calidad de la educación. Esto se refleja en los esfuerzos, de los diferentes estamentos, por mejorar los resultados del proceso educativo, intentando construir una sociedad más equitativa en la cual todo individuo pueda tener acceso a una educación de calidad, que permita tener las mismas oportunidades para el desarrollo personal, profesional y social. La educación entonces, pasa a ser un pilar fundamental en los modelos de desarrollo - y un tema de debate constante- en especial en aspectos tales como: resultados de aprendizaje, gestión y efectividad escolar, como ejes para mejorar la construcción del capital humano en la sociedad. En Chile, a partir de un proceso de descentralización de la educación iniciado en los 80, el modelo de planificación y gestión de la educación pública fue transformado, pasando de un modelo centralizado a un enfoque en el cual el establecimiento educacional – el proyecto educativo – adquiere autonomía de gestión que se vuelve determinante en la calidad de la educación. Es al interior de los establecimientos escolares donde los diferentes agentes educativos llevan a cabo los procesos pedagógicos y administrativos, y se generan las condiciones para poder desarrollar una educación de calidad. Durante los últimos 30 años, los esfuerzos se han centrado en las capacidades docentes y en alcanzar la cobertura universal. Sin embargo, en los últimos 10 años la investigación aplicada ha evidenciado que los directores y equipos directivos tienen efectos directos e indirectos sobre la gestión escolar, pedagógica y de convivencia dentro de la escuela a través de su desempeño y liderazgo escolar. Es en este contexto, que se propone esta investigación con el fin de contribuir en el fortalecimiento de las capacidades de estos actores y promover un desempeño que impacte positivamente en la calidad de los aprendizajes en las escuelas Esta tesis se estructura en cinco capítulos. En el primer capítulo, se define y analiza el marco conceptual de la investigación centrado en los dos ejes de este trabajo: por un lado, conceptos de competencia, competencias profesionales; y por otro lado, liderazgo y dirección escolar, definiendo el concepto de competencias profesionales para la dirección escolar. A continuación, en el segundo capítulo, se presenta un análisis del contexto enfocado en el proceso de descentralización de la educación pública en Chile y sus efectos sobre el rol de los directivos escolares en Chile, el cual a través de su proceso de evolución ha transformado las responsabilidades de este estamento, en cuanto la gestión y la administración de los proyectos educativos definiendo un perfil del directivo escolar. Complementariamente, y en función de la gestión directiva, se realiza una conceptualización de buenas prácticas directivas como los instrumentos a través de las cuales se movilizan los elementos de competencia. En el tercer capítulo, se presenta la propuesta de modelo de competencias profesionales para la dirección escolar, como la principal aportación de esta investigación, que se sustenta sobre cuatro componentes como base científica: el enfoque holístico de competencia, el enfoque de dirección de proyectos de la International Project Management Association (IPMA), el paradigma de gestión escolar y el modelo Working with People (WWP). La propuesta considera una metodología de implementación para el desarrollo de procesos de intervención para la mejora de la gestión escolar, articulando las competencias profesionales directivas y las prácticas de gestión, como los principales componentes del modelo. En el cuarto capítulo se presenta la aplicación del modelo propuesto en un estudio de caso desarrollado en el Colegio público Kings´ School de San Bernardo (Chile), un establecimiento particular subvencionado, del área urbana de Santiago con condiciones socioeconómicas media, con un alto porcentaje de vulnerabilidad y cuyos resultados en las pruebas de evaluación nacionales evidencian una caída. La aplicación del modelo se realiza a lo largo del curso 2012-13, trabajando de forma directa con el equipo de dirección, a través de un proyecto de innovación educativa, diseñando e implementando una propuesta de intervención de la cual se sistematizan los resultados y los aprendizajes obtenidos. A partir de la investigación y los resultados obtenidos permiten concluir que el modelo propuesto puede ser considerada una herramienta estratégica de planificación e intervención para la gestión de proyectos educativos, promoviendo que a los equipos directivos contrastar su realidad con los estándares propuestos, y de esta forma poder articular las capacidades – en términos de competencias - de los recursos humanos con las prácticas directivas que buscan lograr los objetivos y resultados esperados, incidiendo positivamente en los resultados de aprendizaje y la calidad educativa. ABSTRACT The importance of education on the construction of human and social capital, has been vastly discussed, considering among other things, the correlation between investments in education, educational policies, stakeholders, and the effects they have on education quality. This is reflected on the efforts of different stakeholders, to improve educational outcomes, trying to build a more equitable society in which every individual can have access to quality education, allowing the same opportunities for personal, professional and social development. Education then becomes a cornerstone at development models - and a topic of constant discussion, especially in areas such as learning outcomes, management and school effectiveness, as core concepts to improve the construction of human capital in the society. In Chile, after a process of decentralization of education that started in the 80s, planning and management model of public education was transformed from a centralized approach to a decentralized perspective in which schools - the educational project - acquires management autonomy and becomes determinant in the quality of education outcomes. It is within the school context where teachers, principals and administrative assistants held teaching and administrative processes, and generates the conditions to develop quality education. During the past 30 years, efforts have been focused on teaching skills and achieve universal coverage. However, in the last 10 years applied research has shown that the principals and management teams have direct and indirect effects on school management, teaching and school environment through their performance and school leadership. This research is proposed within this context in order to contribute to strengthen the capacities of these actors, and promote a professional performance that will positively impact schools´ quality of learning. This thesis is divided into five chapters. The first chapter defines and analyzes the conceptual framework focused on the two main ideas of this work: first, concepts of competence, professional competence; and secondly, leadership and school management, defining the concept of professional competences for school leadership. Then, in the second chapter is developed a context analysis focused on the process of decentralization of public education in Chile, and its effects on the role of school leaders which through this process has been transformed the responsibilities on management and administration of educational projects, allowing to define a school leader’s profile. In addition, and related to principals´ management, it is proposed a conceptualization of school leadership best practices, as the instruments through which competence elements are mobilized and placed in action. Within chapter three, is presented the proposed model of professional competences for school principals, as the main contribution of this research which is based on four components as scientific basis: holistic competence approach, project management approach from the International Project management Association (IPMA), effective school management paradigm; and Working with People model (WWP). The proposal considers an implementation methodology for the development of intervention processes to improve school management, articulating professional competences and school leadership practices, as main elements of the model. Chapter four presents the implementation of the proposed model, using a case study at the Kings´ School of San Bernardo (Chile), subsidized school located at the urban area of Santiago with average socioeconomic conditions, with a high percentage of vulnerability and whose national educational assessment results show a fall. Model implementation was developed through 2012- 2013, working directly with the management team, through an innovative educational management project, designing and implementing an intervention which processes, results and lessons learned are systematized. Research and obtained results through its implementation indicates that the proposed model can be considered a strategic tool for planning and operational management for educational projects, encouraging the principals to compare their reality with the proposed standards, and thus articulate capacity - in terms of competences – in human resources with principals´ practices to achieve the objectives and expected results, impacting positively on learning outcomes and educational quality.

Reduced carbon and energy footprint in highway operations: the Highway Energy Assessment (HERA) methodology

Global demand for mobility is increasing and the environmental impact of transport has become an important issue in transportation network planning and decision-making, as well as in the operational management phase. Suitable methods are required to assess emissions and fuel consumption reduction strategies that seek to improve energy efficiency and furthering decarbonization. This study describes the development and application of an improved modeling framework – the HERA (Highway EneRgy Assessment) methodology – that enables to assess the energy and carbon footprint of different highways and traffic flow scenarios and their comparison. HERA incorporates an average speed consumption model adjusted with a correction factor which takes into account the road gradient. It provides a more comprehensive method for estimating the footprint of particular highway segments under specific traffic conditions. It includes the application of the methodology to the Spanish highway network to validate it. Finally, a case study shows the benefits from using this methodology and how to integrate the objective of carbon footprint reductions into highway design, operation and scenario comparison.

Metodología de integración de actividades de adaptación al cambio climático en proyectos de desarrollo rural

Hoy en día, ya no se puede pasar por alto la necesidad de una agricultura climáticamente más inteligente para los 500 millones de pequeños agricultores del mundo (Wheeler, 2013). Estos representan aproximadamente el 60 % de la agricultura mundial y proporcionan hasta el 80 % de los alimentos en los países en vías de desarrollo, los pequeños agricultores gestionan vastas extensiones de tierra y lamentablemente incluyen los grupos con mayor proporción de personas en estado de inseguridad alimentaria. El cambio climático está transformando el contexto para la agricultura en pequeña escala. Durante siglos, los pequeños agricultores desarrollaron la capacidad de adaptarse a los cambios ambientales y la variabilidad del clima, pero la velocidad y la intensidad del cambio climático está superando su capacidad de respuesta. Si no se cambia la manera que tenemos de lidiar con el cambio climático, tanto en acciones locales como globales, es muy probable que las personas rurales de entornos vulnerables tengan que adaptarse a un calentamiento global promedio de 4 °C por encima de los niveles preindustriales para el año 2100. Esta alza de las temperaturas aumentará aún más la incertidumbre y provocará desastres naturales como las sequías, la erosión del suelo, la pérdida de biodiversidad y la escasez agua sean mucho más frecuentes. Uno de los factores más importantes para los pequeños agricultores es que ya no pueden depender de los promedios históricos, por lo que es más difícil para ellos para planificar y gestionar la producción debido a los cambios en los patrones climáticos. Algunos de los principales cultivos de cereales (trigo, arroz, maíz, etc.) han alcanzado su umbral de tolerancia al calor y un aumento de la temperatura en torno a 1,5-2 °C podría ser muy perjudicial. Estos efectos a corto plazo podrían ser agravados por otros a medio y largo plazo, los que se refieren al impacto socioeconómico en términos de oportunidades y estabilidad política. El cambio climático está haciendo que el desarrollo de la pequeña agricultura resulte mucho más caro. A nivel de proyectos, los programas resistentes al clima tienen, normalmente, unos costos iniciales más altos, tanto de diseño como de implementación. Por ejemplo, es necesario incluir gastos adicionales en infraestructura, operación y mantenimiento; desarrollo de nuevas capacidades y el intercambio de conocimientos en torno al cambio climático. También se necesita mayor inversión para fortalecer las instituciones frente a los nuevos retos que propone el cambio climático, o generar información que pueda ser de escala reducida y con enfoques que beneficien a la comunidad, el cambio climático es global pero los efectos son locales. Es, por tanto, el momento de redefinir la relación entre agricultura y medio ambiente, ya que se hace cada vez más necesario buscar mejores y más eficientes maneras para responder al cambio climático. Es importante señalar que la respuesta al cambio climático no significa reinventar todo lo que se ha aprendido sobre el desarrollo, significa aplicar un esfuerzo renovado para hacer frente a los cambios en el trabajo de cooperación al desarrollo de una manera más sistemática y más amplia. Una respuesta coherente al cambio climático requiere que la comunidad internacional reconozca la necesidad de aumentar el apoyo financiero para la adaptación así como un mayor énfasis en proporcionar soluciones diseñadas para aumentar la resiliencia1 de los pequeños agricultores a las crisis relacionadas con el clima. Con el fin de responder a algunos de los desafíos mencionados anteriormente, esta investigación pretende contribuir a fortalecer las capacidades de los pequeños productores, aquellos que actualmente están la primera línea frente a los desafíos del cambio climático, promoviendo un desarrollo que tenga un impacto positivo en sus medios de vida. La tesis se compone de cuatro capítulos. El primero define y analiza el marco teórico de las interacciones entre el cambio climático y el impacto en los proyectos de desarrollo rural, especialmente los que tienen por objetivo mejorar la seguridad alimentaria de los pequeños productores. En ese mismo capítulo, se presenta una revisión global de la financiación climática, incluyendo la necesidad de asignar suficientes recursos para la adaptación. Con el fin de lograr una mayor eficacia e impacto en los proyectos de desarrollo, la investigación desarrolla una metodología para integrar actividades de adaptación al cambio climático, presentada en el segundo capítulo. Esta metodología fue implementada y validada durante el periodo 2012-14, trabajando directamente con diferentes equipos gubernamentales en diez proyectos del Fondo Internacional de Desarrollo Agrícola ). El tercero presenta, de manera detallada, la aplicación de la metodología a los estudios de caso de Bolivia y Nicaragua, así como un resumen de las principales conclusiones en la aplicación de los ocho países restantes. Finalmente, en el último capítulo se presentan las conclusiones y un esbozo de futuras líneas de investigación. Actualmente, el tema de la sostenibilidad ambiental y el cambio climático está ganando terreno en la agenda de desarrollo. Es por ello que se alumbra esta investigación, para que a través de los resultados obtenidos y la implementación de la metodología propuesta, sirva como herramienta estratégica para la planificación y la gestión operativa a la hora de integrar iniciativas de adaptación en los proyectos de desarrollo rural. ABSTRACT The need for climate-smart agriculture for the world’s 500 million smallholder farms cannot be overlooked: they account for 60 per cent of global agriculture, provide up to 80 per cent of food in developing countries, manage vast areas of land and make up the largest share of the developing world’s undernourished. Climate change is transforming the context for smallholder agriculture. Over centuries smallholders have developed the capacity to adapt to environmental change and climate variability, but the speed and intensity of climate change is outpacing the speed of historically autonomous actions. In the absence of a profound step-change in local and global action on climate change, it is Increasingly likely that poor rural people would need to contend with an average global warming of 4 degrees above pre-industrial levels by 2100, if not sooner. Such substantial climatic change will further increase uncertainty and exacerbate weather –related disasters, droughts, biodiversity loss, and land and water scarcity. Perhaps most significantly for smallholder farmers, they can no longer rely on historical averages, making it harder for them to plan and manage production when planting seasons and weather patterns are shifting. The major cereal crops (wheat, rice, maize, etc.) are at their heat tolerance threshold and with a 1.5-2°C temperature increase could collapse. These “first-round” effects will be compounded by second-round socio-economic impacts in terms of economic opportunities and political stability. Climate change is making the development of smallholder agriculture more expensive. At project level, climate-resilient programmes typically have higher up-front design and implementation costs – e.g. infrastructure costs and initially increased asset management, operation and maintenance, more capacity-building and knowledge sharing, strengthening institutions, greater project development costs (downscaled data generation and community-based approaches), and greater costs from enhancing cross sectorial and stakeholders collaboration. Consequently it’s time to redefine the relationship between agriculture and environment as we need to look better and more efficient ways to respond to climate change. It is important to note that responding to climate change does not mean to throwing out or reinventing everything that has been learnt about development. It means a renewed effort to tackle wider and well-known development changes in a more systematic way. A coherent response to climate change requires acknowledge of the need to increase the financial support for adaptation and a continued emphasis on provided solutions designed to increase the resilience of smallholders and poor communities to shocks, which are weather related. In order to respond to some of the challenges mentioned before, this research aims to contribute to strengthen the capacities of the smallholders and to promote a development that will positively impact in the rural livelihoods of the most vulnerable smallholders farmers; those who currently are in the first line facing the challenges of climate change. The thesis has four chapters. Chapter one describes and analyses the theoretical framework of the interactions between climate change and the impact on rural development projects, especially those aimed at improving the food security of smallholders producers. In this chapter a comprehensive review of climate financing is presented, including the need to allocate sufficient resources for adaptation. In order to achieve greater effectiveness and impact on development projects, the research develops in the second chapter a methodology to integrate adaptation activities for climate change. This methodology was implemented and validated during the 2012-14 period, working directly with various government teams in ten projects of the International Fund for Agricultural Development (IFAD). The third chapter presents in detail the application of the methodology to the case studies of Bolivia and Nicaragua, as well as a summary of the main conclusions of its implementation in the remaining eight countries. The final chapter exposes the main conclusions and future research topics. At a time when environmental sustainability and climate change issues are gaining more attention, the research and obtained results through the implementation of the model methodology proposed, can be considered a strategic tool for planning and operational management to integrate adaptation initiatives in rural development projects. The use of the proposed methodology will boost incentives to scale up climate resilience programmes and integrate adaptation to climate change into wider smallholder development programmes.

Governance Structure Choices in Supply Chain Management Evidence from Spanish and Chinese Pork Chain Cases

The author participated in the 6 th EU Framework Project ―Q-pork Chains (FP6-036245-2)‖ from 2007 to 2009. With understanding of work reports from China and other countries, it is found that compared with other countries, China has great problems in pork quality and safety. By comparing the pork chain management between China and Spain, It is found that the difference in governance structure is one of the main differences in pork chain management between Spain and China. In China, spot-market relationship still dominates governance structure of pork chain, especially between the numerous house-hold pig holders and the great number of small slaughters. While in Spain, chain agents commonly apply cooperatives or integrations to cooperate. It also has been proven by recent studies, that in quality management at the chain level that supply chain integration has a direct effect on quality management practices (Han, 2010). Therefore, the author started to investigate the governance structure choices in supply chain management. And it has been set as the first research objective, which is to explain the governance structure choices process and the influencing factors in supply chain management, analyzing the pork chains cases in Spain and in China. During the further investigation, the author noticed the international trade of pork between Spain and China is not smooth since the signature of bi-lateral agreement on pork trade in 2007. Thus, another objective of the research is to find and solve the problems exist in the international pork chain between Spain and China. For the first objective, to explain the governance structure choices in supply chain management, the thesis conducts research in three main sections. 10 First of all, the thesis gives a literature overview in chapter two on Supply Chain Management (SCM), agri-food chain management and pork chain management. It concludes that SCM is a systems approach to view the supply chains as a whole, and to manage the total flow of goods inventory from the supplier to the ultimate customer. It includes the bi-directional flow of products (materials and services) and information, and the associated managerial and operational activities. And it also is a customer focus to create unique and individual source of customer value with an appropriate use of resources, leading to customer satisfaction and building competitive chain advantages. Agri-food chain management and pork chain management are applications of SCM in agri-food sector and pork sector respectively. Then, the research gives a comparative study in chapter three in the pork chain and pork chain management between Spain and China. Many differences are found, while the main difference is governance structure in pork chain management. Furthermore, the author gives an empirical study on governance structure choice in chapter five. It is concluded that governance structure of supply chain consists of a collection of rules/institutions/constraints structuring the transactions between the various stakeholders. Based on the overview on literatures closely related with governance structure, such as transaction cost economics, transaction value analysis and resource-based view theories, seven hypotheses are proposed, which are: Hypothesis 1: Transaction cost has positive relationship with governance structure choice Hypothesis 2: Uncertainty has positive relationship with transaction cost; higher uncertainty exerts high transaction cost Hypothesis 3: The relationship between asset specificity and transaction cost is positive Hypothesis 4: Collaboration advantages and governance structure choice have positive relationship11 Hypothesis 5: Willingness to collaborate has positive relationship with collaboration advantages Hypothesis 6: Capability to collaborate has positive relationship with collaboration advantages Hypothesis 7: Uncertainty has negative effect on collaboration advantages It is noted that as transaction cost value is negative, the transaction cost mentioned in the hypotheses is its absolute value. To test the seven hypotheses, Structural Equation Model (SEM) is applied and data collected from 350 pork slaughtering and processing companies in Jiangsu, Shandong and Henan Provinces in China is used. Based on the empirical SEM model and its results, the seven hypotheses are proved. The author generates several conclusions accordingly. It is found that the governance structure choice of the chain not only depends on transaction cost, it also depends on collaboration advantages. Exchange partners establish more stable and more intense relationship to reduce transaction cost and to maximize collaboration advantages. ―Collaboration advantages‖ in this thesis is defined as the joint value achieved through transaction (mutual activities) of agents in supply chains. This value forms as improvements, mainly in mutual logistics systems, cash response, information exchange, technological improvements and innovative improvements and quality management improvements, etc. Governance structure choice is jointly decided by transaction cost and collaboration advantages. Chain agents take different governance structures to coordinate in order to decrease their transaction cost and to increase their collaboration advantages. In China´s pork chain case, spot market relationship dominates the governance structure among the numerous backyard pig farmer and small family slaughterhouse 12 as they are connected by acquaintance relationship and the transaction cost in turn is low. Their relationship is reliable as they know each other in the neighborhood; as a result, spot market relationship is suitable for their exchange. However, the transaction between large-scale slaughtering and processing industries and small-scale pig producers is becoming difficult. The information hold back behavior and hold-up behavior of small-scale pig producers increase transaction cost between them and large-scale slaughtering and processing industries. Thus, through the more intense and stable relationship between processing industries and pig producers, processing industries reduce the transaction cost and improve the collaboration advantages with their chain partners, in which quality and safety collaboration advantages be increased, meaning that processing industries are able to provide consumers products with better quality and higher safety. It is also drawn that transaction cost is influenced mainly by uncertainty and asset specificity, which is in line with new institutional economics theories developed by Williamson O. E. In China´s pork chain case, behavioral uncertainty is created by the hold-up behaviors of great numbers of small pig producers, while big slaughtering and processing industries having strong asset specificity. On the other hand, ―collaboration advantages‖ is influenced by chain agents´ willingness to collaborate and chain agents´ capabilities to cooperate. With the fast growth of big scale slaughtering and processing industries, they are more willing to know and make effort to cooperate with their chain members, and they are more capable to create joint value together with other chain agents. Therefore, they are now the main chain agents who drive more intense and stable governance structure in China‘s pork chain. For the other objective, to find and solve the problems in the international pork chain between Spain and China, the research gives an analysis in chapter four on the 13 international pork chain. This study gives explanations why the international trade of pork between Spain and China is not sufficient from the chain perspective. It is found that the first obstacle is the high quality and safety requirement set by Chinese government. It makes the Spanish companies difficult to get authorities to export. Other aspects, such as Spanish pork is not competitive in price compared with other countries such as Denmark, United States, Canada, etc., Chinese consumers do not have sufficient information on Spanish pork products, are also important reasons that Spain does not export great quantity of pork products to China. It is concluded that China´s government has too much concern on the quality and safety requirements to Spanish pork products, which makes trade difficult to complete. The two countries need to establish a more stable and intense trade relationship. They also should make the information exchange sufficient and efficient and try to break trade barriers. Spanish companies should consider proper price strategies to win the Chinese pork market

Energy- and environmentally efficient road management: The case of the Spanish motorway network

Transport is responsible for 41% of CO2 emissions in Spain, and around 65% of that figure is due to road traffic. Tolled motorways are currently managed according to economic criteria: minimizing operational costs and maximizing revenues from tolls. Within this framework, this paper develops a new methodology for managing motorways based on a target of maximum energy efficiency. It includes technological and demand-driven policies, which are applied to two case studies. Various conclusions emerge from this study. One is, that the use of intelligent payment systems is recommended; and another, is that the most sustainable policy would involve defining the most efficient strategy for each motorway section, including the maximum use of its capacity, the toll level which attracts the most vehicles, and the optimum speed limit for each type of vehicle.

Operational characterisation of a Micro-SME producing farmhouse cheese in the south of Venezuela

A piece of research is presented that was conducted on the Guayanes Farmhouse Telita Cheese Producers Network located in the Piar and Padre Chien rural municipalities of Bolivar state in Venezuela. Guayanes telita cheese is a regional dairy product. The producers are to be found in a rural area with a high potential for marketing the label in the Southern Common Market (MERCOSUR). This market is the focal point of the strategic importance of this study for the Region and the Country. The research is of a descriptive scope conducted in the field. A questionnaire based on good food production practice was used as a data gathering technique. The final sample comprised 30 production units. Statistical processing was performed with version 15.2 of the STATGRAPHICS Centurion computational tool. The results would appear to confirm previous studies that point to the existence of factors that prevent these Micro-SMEs from guaranteeing the food safety of the product. The results indicate that new lines of research need to be opened up. These are oriented towards formulating strategies for the continuous improvement of these micro-SMEs, including quality control indicators.

An Integrated Approach to Strategic Asset Management

This paper focuses on identifying and analysing the elements of Strategic Management for infrastructure and engineering assets. These elements are contended to involve an understanding of governance, corporate policy, corporate objectives, corporate strategy and interagency collaboration and will in turn, allow the ability determine a broader and more comprehensive framework for engineering asset management, ie a ‘staged approach’ to understanding how assets are managed within organisations. While the assets themselves have often been the sole concern for good management practices, other social and contextual elements have come into the mix in order to promote strategic asset management. The development of an integrated approach to asset management is at the base of the research question. What are the considerations and implications for adopting and implementing an integrated strategic asset management (ISAM) framework? While operational matters have been given prominence, a subset of corporate governance, Asset Governance, details the policies and processes needed to acquire, utilise, maintain and account for an organisation’s assets. Asset governance stems from the organisation’s overarching corporate governance principles; as a result it defines the management context in which engineering asset management is implemented. This aspect will be examined to determine the appropriate relationship between organisational strategic management and strategic asset management to further the theoretical engagement with the maturity of strategy,policy and governance for infrastructure and engineered assets. Asset governance stems from the organisation’s overarching corporate governance principles; as a result it defines the management context in which engineering asset management is implemented. The research proceeds by a document analysis of corporate reports and policy recommendations in terms of infrastructure and engineered assets. The paper concludes that incorporating an integrated asset management framework can promote a more robust conceptualisation of public assets and how they combine to provide a comprehensive system of service outcomes.

Decarbonization of toll plazas: impact assessment of toll collection system management

Transport climate change impacts have become a worldwide concern. The use of Intelligent Transport Systems (ITS) could contribute to a more effective use of resources in toll road networks. Management of toll plazas is central to the reduction of greenhouse gas (GHG) emissions, as it is there that bottlenecks and congestion occur. This study focuses on management strategies aimed at reducing climate change impacts of toll plazas by managing toll collection systems. These strategies are based on the use of different collection system technologies – Electronic Toll Collection (ETC) and Open Road Tolling (ORT) – and on queue management. The carbon footprint of various toll plazas is determined by a proposed integrated methodology which estimates the carbon dioxide (CO2) emissions of the different operational stages at toll plazas (deceleration, service time, acceleration, and queuing) for the different toll collection systems. To validate the methodology, two main-line toll plazas of a Spanish toll highway were evaluated. The findings reveal that the application of new technologies to toll collection systems is an effective management strategy from an environmental point of view. The case studies revealed that ORT systems lead to savings of up to 70% of CO2 emissions at toll plazas, while ETC systems save 20% comparing to the manual ones. Furthermore, queue management can offer a 16% emissions savings when queue time is reduced by 116 seconds. The integrated methodology provides an efficient environmental management tool for toll plazas. The use of new technologies is the future of the decarbonization of toll plazas.

Efficient management of available technologies. Aplication to mining operations for industry supplies

Nowadays, processing Industry Sector is going through a series of changes, including right management and reduction of environmental affections. Any productive process which looks for sustainable management is incomplete if Cycle of Life of mineral resources sustainability is not taken into account. Raw materials for manufacturing are provided by mineral resources extraction processes, such as copper, aluminum, iron, gold, silver, silicon, titanium? Those elements are necessary for Mankind development and are obtained from the Earth through mineral extractive processes. Mineral extraction processes are operations which must take care about the environmental consequences. Extraction of huge volumes of rock for their transformation into raw materials for industry must be optimized to reduce ecological cost of the final product as l was possible. Reducing the ecological balance on a global scale has no sense to design an efficient manufacturing in secondary industry (transformation), if in first steps of the supply chain (extraction) impact exceeds the savings of resources in successive phases. Mining operations size suggests that it is an environmental aggressive activity, but precisely because of its great impact must be the first element to be considered. That idea implies that a new concept born: Reduce economical and environmental cost This work aims to make a reflection on the parameters that can be modified to reduce the energy cost of the process without an increasing in operational costs and always ensuring the same production capacity. That means minimize economic and environmental cost at same time. An efficient design of mining operation which has taken into account that idea does not implies an increasing of the operating cost. To get this objective is necessary to think in global operation view to make that all departments involved have common guidelines which make you think in the optimization of global energy costs. Sometimes a single operational cost must be increased to reduce global cost. This work makes a review through different design parameters of surface mining setting some key performance indicators (KPIs) which are estimated from an efficient point of view. Those KPIs can be included by HQE Policies as global indicators. The new concept developed is that a new criteria has to be applied in company policies: improve management, improving OPERATIONAL efficiency. That means, that is better to use current resources properly (machinery, equipment,?) than to replace them with new things but not used correctly. As a conclusion, through an efficient management of current technologies in each extractive operation an important reduction of the energy can be achieved looking at downstream in the process. That implies a lower energetic cost in the whole cycle of life in manufactured product.

Operational costs of A 13,000 solar home systems rural electrification programme

This paper presents an assessment and evaluation of the costs of operation and maintenance (O&M) in a real PV rural electrification (PVRE) programme, with the aim of characterizing its costs structure. Based on the extracted data of the 5-years operational costs of a private operator, the programme has been analyzed to take out the most relevant costs involved in the O&M phase as well as the comparative appraisal between the 3 main activities: installation, O&M and management. Through this study we try to answer to the new challenge of decentralized rural electrification based on larger programmes (with tens of thousands of SHSs) and longer maintenance and operation periods (at least 10 years).

Contributions to trajectory prediction theory and its application to arrival management for air traffic control

La gestión del tráfico aéreo (Air Traffic Management, ATM) está experimentando un cambio de paradigma hacia las denominadas operaciones basadas trayectoria. Bajo dicho paradigma se modifica el papel de los controladores de tráfico aéreo desde una operativa basada su intervención táctica continuada hacia una labor de supervisión a más largo plazo. Esto se apoya en la creciente confianza en las soluciones aportadas por las herramientas automatizadas de soporte a la decisión más modernas. Para dar soporte a este concepto, se precisa una importante inversión para el desarrollo, junto con la adquisición de nuevos equipos en tierra y embarcados, que permitan la sincronización precisa de la visión de la trayectoria, basada en el intercambio de información entre ambos actores. Durante los últimos 30 a 40 años las aerolíneas han generado uno de los menores retornos de la inversión de entre todas las industrias. Sin beneficios tangibles, la industria aérea tiene dificultades para atraer el capital requerido para su modernización, lo que retrasa la implantación de dichas mejoras. Esta tesis tiene como objetivo responder a la pregunta de si las capacidades actualmente instaladas en las aeronaves comerciales se pueden aplicar para lograr la sincronización de la trayectoria con el nivel de calidad requerido. Además, se analiza en ella si, conjuntamente con mejoras en las herramientas de predicción trayectorias instaladas en tierra en para facilitar la gestión de las arribadas, dichas capacidades permiten obtener los beneficios esperados en el marco de las operaciones basadas en trayectoria. Esto podría proporcionar un incentivo para futuras actualizaciones de la aviónica que podrían llevar a mejoras adicionales. El concepto operacional propuesto en esta tesis tiene como objetivo permitir que los aviones sean pilotados de una manera consistente con las técnicas actuales de vuelo optimizado. Se permite a las aeronaves que desciendan en el denominado “modo de ángulo de descenso gestionado” (path-managed mode), que es el preferido por la mayoría de las compañías aéreas, debido a que conlleva un reducido consumo de combustible. El problema de este modo es que en él no se controla de forma activa el tiempo de llegada al punto de interés. En nuestro concepto operacional, la incertidumbre temporal se gestiona en mediante de la medición del tiempo en puntos estratégicamente escogidos a lo largo de la trayectoria de la aeronave, y permitiendo la modificación por el control de tierra de la velocidad de la aeronave. Aunque la base del concepto es la gestión de las ordenes de velocidad que se proporcionan al piloto, para ser capaces de operar con los niveles de equipamiento típicos actualmente, dicho concepto también constituye un marco en el que la aviónica más avanzada (por ejemplo, que permita el control por el FMS del tiempo de llegada) puede integrarse de forma natural, una vez que esta tecnología este instalada. Además de gestionar la incertidumbre temporal a través de la medición en múltiples puntos, se intenta reducir dicha incertidumbre al mínimo mediante la mejora de las herramienta de predicción de la trayectoria en tierra. En esta tesis se presenta una novedosa descomposición del proceso de predicción de trayectorias en dos etapas. Dicha descomposición permite integrar adecuadamente los datos de la trayectoria de referencia calculada por el Flight Management System (FMS), disponibles usando Futuro Sistema de Navegación Aérea (FANS), en el sistema de predicción de trayectorias en tierra. FANS es un equipo presente en los aviones comerciales de fuselaje ancho actualmente en la producción, e incluso algunos aviones de fuselaje estrecho pueden tener instalada avionica FANS. Además de informar automáticamente de la posición de la aeronave, FANS permite proporcionar (parte de) la trayectoria de referencia en poder de los FMS, pero la explotación de esta capacidad para la mejora de la predicción de trayectorias no se ha estudiado en profundidad en el pasado. La predicción en dos etapas proporciona una solución adecuada al problema de sincronización de trayectorias aire-tierra dado que permite la sincronización de las dimensiones controladas por el sistema de guiado utilizando la información de la trayectoria de referencia proporcionada mediante FANS, y también facilita la mejora en la predicción de las dimensiones abiertas restantes usado un modelo del guiado que explota los modelos meteorológicos mejorados disponibles en tierra. Este proceso de predicción de la trayectoria de dos etapas se aplicó a una muestra de 438 vuelos reales que realizaron un descenso continuo (sin intervención del controlador) con destino Melbourne. Dichos vuelos son de aeronaves del modelo Boeing 737-800, si bien la metodología descrita es extrapolable a otros tipos de aeronave. El método propuesto de predicción de trayectorias permite una mejora en la desviación estándar del error de la estimación del tiempo de llegada al punto de interés, que es un 30% menor que la que obtiene el FMS. Dicha trayectoria prevista mejorada se puede utilizar para establecer la secuencia de arribadas y para la asignación de las franjas horarias para cada aterrizaje (slots). Sobre la base del slot asignado, se determina un perfil de velocidades que permita cumplir con dicho slot con un impacto mínimo en la eficiencia del vuelo. En la tesis se propone un nuevo algoritmo que determina las velocidades requeridas sin necesidad de un proceso iterativo de búsqueda sobre el sistema de predicción de trayectorias. El algoritmo se basa en una parametrización inteligente del proceso de predicción de la trayectoria, que permite relacionar el tiempo estimado de llegada con una función polinómica. Resolviendo dicho polinomio para el tiempo de llegada deseado, se obtiene de forma natural el perfil de velocidades optimo para cumplir con dicho tiempo de llegada sin comprometer la eficiencia. El diseño de los sistemas de gestión de arribadas propuesto en esta tesis aprovecha la aviónica y los sistemas de comunicación instalados de un modo mucho más eficiente, proporcionando valor añadido para la industria. Por tanto, la solución es compatible con la transición hacia los sistemas de aviónica avanzados que están desarrollándose actualmente. Los beneficios que se obtengan a lo largo de dicha transición son un incentivo para inversiones subsiguientes en la aviónica y en los sistemas de control de tráfico en tierra. ABSTRACT Air traffic management (ATM) is undergoing a paradigm shift towards trajectory based operations where the role of an air traffic controller evolves from that of continuous intervention towards supervision, as decision making is improved based on increased confidence in the solutions provided by advanced automation. To support this concept, significant investment for the development and acquisition of new equipment is required on the ground as well as in the air, to facilitate the high degree of trajectory synchronisation and information exchange required. Over the past 30-40 years the airline industry has generated one of the lowest returns on invested capital among all industries. Without tangible benefits realised, the airline industry may find it difficult to attract the required investment capital and delay acquiring equipment needed to realise the concept of trajectory based operations. In response to these challenges facing the modernisation of ATM, this thesis aims to answer the question whether existing aircraft capabilities can be applied to achieve sufficient trajectory synchronisation and improvements to ground-based trajectory prediction in support of the arrival management process, to realise some of the benefits envisioned under trajectory based operations, and to provide an incentive for further avionics upgrades. The proposed operational concept aims to permit aircraft to operate in a manner consistent with current optimal aircraft operating techniques. It allows aircraft to descend in the fuel efficient path managed mode as preferred by a majority of airlines, with arrival time not actively controlled by the airborne automation. The temporal uncertainty is managed through metering at strategically chosen points along the aircraft’s trajectory with primary use of speed advisories. While the focus is on speed advisories to support all aircraft and different levels of equipage, the concept also constitutes a framework in which advanced avionics as airborne time-of-arrival control can be integrated once this technology is widely available. In addition to managing temporal uncertainty through metering at multiple points, this temporal uncertainty is minimised by improving the supporting trajectory prediction capability. A novel two-stage trajectory prediction process is presented to adequately integrate aircraft trajectory data available through Future Air Navigation Systems (FANS) into the ground-based trajectory predictor. FANS is standard equipment on any wide-body aircraft in production today, and some single-aisle aircraft are easily capable of being fitted with FANS. In addition to automatic position reporting, FANS provides the ability to provide (part of) the reference trajectory held by the aircraft’s Flight Management System (FMS), but this capability has yet been widely overlooked. The two-stage process provides a ‘best of both world’s’ solution to the air-ground synchronisation problem by synchronising with the FMS reference trajectory those dimensions controlled by the guidance mode, and improving on the prediction of the remaining open dimensions by exploiting the high resolution meteorological forecast available to a ground-based system. The two-stage trajectory prediction process was applied to a sample of 438 FANS-equipped Boeing 737-800 flights into Melbourne conducting a continuous descent free from ATC intervention, and can be extrapolated to other types of aircraft. Trajectories predicted through the two-stage approach provided estimated time of arrivals with a 30% reduction in standard deviation of the error compared to estimated time of arrival calculated by the FMS. This improved predicted trajectory can subsequently be used to set the sequence and allocate landing slots. Based on the allocated landing slot, the proposed system calculates a speed schedule for the aircraft to meet this landing slot at minimal flight efficiency impact. A novel algorithm is presented that determines this speed schedule without requiring an iterative process in which multiple calls to a trajectory predictor need to be made. The algorithm is based on parameterisation of the trajectory prediction process, allowing the estimate time of arrival to be represented by a polynomial function of the speed schedule, providing an analytical solution to the speed schedule required to meet a set arrival time. The arrival management solution proposed in this thesis leverages the use of existing avionics and communications systems resulting in new value for industry for current investment. The solution therefore supports a transition concept from mixed equipage towards advanced avionics currently under development. Benefits realised under this transition may provide an incentive for ongoing investment in avionics.

Planning and Management of Mobility in Natural Protected Areas

The paper describes some relevant results of an on-going research aiming to elaborate a methodology to help the mobility management in natural parks, compatible with their protection missions: it has been developed a procedure to reproduce the mobility-environment relationships in various operational conditions. The final purpose is the identification of: a) the effects of various choices in transport planning, both at long term and strategic level; b) the most effective policies of mobility management. The work is articulated in the following steps: 1) definition of protected area on the basis of ecological and socio-economic criteria and legislative constraints; 2) analysis of mobility needs in the protected areas; 3) reconstruction of the state of the art of mobility management in natural parks at European level; 4) analysis of used traffic flows measurement methods; 5) analysis of environmental impacts due to transport systems modelling (air pollution and noise only); 6) identification of mitigation measures to be potentially applied. The whole methodology has been tested and validated on Italian case studies: i) the concerned area has been zoned according to the land-use peculiarities; ii) the local situations of transport infrastructure (roads and parking), services (public transport systems) and rules (traffic regulations) have been mapped with references to physical and functional attributes; iii) the mobility, both systematic and touristic, has been represented in an origin-destination matrix. By means of an assignment model the flows have been distributed and the corresponding average speeds to quantify gaseous and noise emissions was calculated, the criticalities in the reference scenario have been highlighted, as well as some alternative scenarios, including both operational and infrastructural measures have been identified. The comparison between projects and reference scenario allowed the quantification of effects (variation of emissions) for each scenario and a selection of the most effective management actions to be taken.

Planning and management of mobility in natural protected areas

The final purpose is the identification of: a) the effects of various choices in transport planning, both at long term and strategic level; b) the most effective policies of mobility management. The preliminary work was articulated in the following steps: 1) definition of protected area on the basis of ecological and socio-economic criteria and legislative constraints; 2) analysis of mobility needs in the protected areas; 3) reconstruction of the state of the art of mobility management in natural parks at European level; 4) analysis of used traffic flows measurement methods; 5) analysis of environmental impacts due to transport systems modelling (limited to air pollution and noise); 6) identification of mitigation measures to the potentially applied. The whole methodology has been firstly tested on the case study of the National Park of ?Gran Sasso and Monti della Laga? and further validated on the National Park of ?Gargano?, both located Italy: i) the concerned area has been zoned according to the land-use peculiarities; ii) the local situations of transport infrastructure (roads and parking), services (public transport systems) and rules (traffic regulations) have been mapped with references to physical and functional attributes; iii) the mobility, both systematic and touristic, has been synthetically represented in an origin-destination matrix. By means of an assignment model it has been determined the distribution of flows and the corresponding average speeds to quantify gaseous and noise emissions. On this basis the environmental criticalities in the reference scenario have been highlighted, as well as some alternative scenarios including both operational and infrastructural measures have been identified. The comparison between the projects and the reference scenario allowed the quantification of the effects (variation of emissions) for each scenario and a selection of the most effective management actions to be taken.

Qualitative operational value at risk for an electric utility based on the guidelines of the basel committee

This paper presents a model for determining value at operational risk ?OpVaR? in electric utilities, with the aim to confirm the versatility of the Bank for International Settlements (BIS) proposals. The model intends to open a new methodological approach in risk management, paying special attention to underlying operational sources of risk.

Optimization methods for the operating room management under uncertainty: stochastic programming vs. decomposition approach

The operating theatres are the engine of the hospitals; proper management of the operating rooms and its staff represents a great challenge for managers and its results impact directly in the budget of the hospital. This work presents a MILP model for the efficient schedule of multiple surgeries in Operating Rooms (ORs) during a working day. This model considers multiple surgeons and ORs and different types of surgeries. Stochastic strategies are also implemented for taking into account the uncertain in surgery durations (pre-incision, incision, post-incision times). In addition, a heuristic-based methods and a MILP decomposition approach is proposed for solving large-scale ORs scheduling problems in computational efficient way. All these computer-aided strategies has been implemented in AIMMS, as an advanced modeling and optimization software, developing a user friendly solution tool for the operating room management under uncertainty.