12 resultados para Private-public life

em Universidad Politécnica de Madrid


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The polysilicon market is experiencing tremendous changes due to the strong demand from Photovoltaics (PV), which has by far surpassed the demand from Microelectronics. The need of solar silicon has induced a large increase in capacity, which has now given a scenario of oversupply, reducing the polysilicon price to levels that put a strong pressure on the cost structure of the producers. The paper reports on the R&D efforts carried out in the field of solar silicon purification via the chlorosilane route by a private-public consortium that is building a pilot plant of 50-100 tonnes/year, that will synthesize trichlorosilane, purify it and deposit ultrapure silicon in an industrial-size Siemens type reactor. It has also capabilities for ingot growth and material characterization. A couple of examples of the progress so far are given, the first one related to the recycling scheme of chlorinated compounds, and the second to the minimization of radiation losses in the CVD deposition process, which account for a relevant part of the total energy consumption. In summary, the paper gives details on the technology being developed in our pilot plant, which offers a unique platform for field-testing of innovative approaches that can lead to a cost reduction of solar silicon produced via the chlorosilane route.

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Esta tesis se suma a los intentos teóricos de clarificar la impronta del dominio digital en lo arquitectónico. Propone una cartografía crítica para reconstruir el proceso de tal convergencia considerando aquellos acontecimientos reveladores que lo han pautado. La integración de la extensión digital propia las tecnologías de la información y la comunicación en el contexto tradicional arquitectónico ha supuesto el advenimiento de un ecosistema artificial complejo. A esta realidad o proceso concurrente se la denomina el Entorno Aumentado. La línea principal de investigación explora el desarrollo de la interacción hombre-máquina, en sendas trayectorias sincrónicas convergentes. El análisis se aborda por tanto desde la consideración de esa naturaleza dual, atendiendo simultáneamente a la humanización del dominio digital o cómo la computación se adapta a la condición natural de ser humano, y a la digitalización del ser humano o cómo éste asume el imperativo digital. El análisis resulta vertebrado desde la condición panóptica del punto de observación del acontecimiento: la cuarta pared, entendida como pantalla y punto de inflexión que estructura la convergencia de los entornos físico y digital. La reflexión acometida sobre la construcción del Entorno Aumentado procura la verificación de la tesis, que es central en esta investigación: la multiplicación dimensional del lugar físico mediante su extensión con un campo informacional procedente del dominio digital, y sus efectos en la construcción de la nueva ecología digital propia del Entorno Aumentado. Esta circunstancia se produce tras la eclosión de la Revolución Digital en la segunda mitad del siglo XX, el consecuente incremento de la interacción entre los entornos digital y físico, y el alcance de un nivel superior de comunicación en los procesos arquitectónicos. Los síntomas del Entorno Aumentado se hacen notar en nuestra contemporaneidad; en ese sentido, la tesis alcanza un diagnóstico del cambio. La fractura y obsolescencia del límite espacio-temporal establecido por las dicotomías históricas privado-público, casa-ciudad, trabajo-ocio,…etc., o la vigencia del proyecto procedimental son algunas de sus consecuencias en el modo de abordar la disciplina arquitectónica. Abstract This dissertation aims to complete the theoretical attempts to clarify the digital domain imprint on the architectural realm. It constructs a critical cartography to reconstruct the process of such convergence, considering those principal events who have scheduled it. The integration of TIC’s digital extension through the traditional architectural context has meant the advent of an artificial complex ecosystem. This reality or concurrent process is called The Augmented Environment. The key research attempt explores man-machine interaction process in both synchronous converging trajectories. The analysis therefore addresses from the consideration of this dual nature, focusing simultaneously in humanizing digital domain process or how the computer fits the natural condition of human beings, and in digitalizing human beings or how it affords the digital imperative. The analysis is structured from the panoptic condition of the event scope: the fourth wall as screen that structures the convergence of physical and digital environments. The examination of The Augmented Environment’s assembly pretends the verification of the central point of this research: the dimensional multiplication of physical space by extending informational fields from the digital domain, and its effects on the construction of the Augmented Environment new digital ecology. This circumstance occurs after the arrival of the Digital Revolution in the second half of the twentieth century, with the consequent increase in the interaction between digital and physical environments, and the reach of a higher level of communication in architectural processes. The Augmented Environment signs are alive nowadays; in that sense, the thesis reaches a diagnostic of the changes. The fracture and obsolescence of the time-space limit established by historic dichotomies as private-public, home-city, working-leisure...etc., or the validity of the procedural design are some of its consequences on the architectural discipline.

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The aim of this paper is to call into question those typologies conventionally used in developing the post-industrial urban fabric (streets, cityblocks, slabs, etc.), often catering to urban designs based on speculative interests and completely overlooking community interests. By defining the concepts of ?postpublic space? and ?reversible urban entities? and illustrating them with an exemplary case of Spanish residential architecture from the 1960s, we establish one possible way of tackling contemporary urban-residential projects. This alternative approach considers the relationship between residential systems and open space systems and promotes the continuity and/or alternation of scales between house and city in an effort to improve the urban quality of life for residents and external users.

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Public Private Partnerships (PPPs) are mostly implemented to circumvent budgetary constraints, and to encourage efficiency and quality in the provision of public infrastructure in order to reach social welfare. One of the ways of reaching the latter objective is by the introduction of performance based standards tied to bonuses and penalties to reward or punish the performance of the contractor. This paper focuses on the implementation of safety based incentives in PPPs in such a way that the better the safety outcome the greater larger will be the economic reward to the contractor. The main aim of this paper is to identify whether the incentives to improve road safety in PPPs are ultimately effective in improving safety ratios in Spain. To that end, Poisson and negative binomial regression models have been applied using information of motorways of the Spanish network of 2006. The findings indicate that even though road safety is highly influenced by variables that are not much controllable by the contractor such as the Average Annual Daily Traffic and the percentage of heavy vehicles, the implementation of safety incentives in PPPs has a positive influence in the reduction of fatalities, injuries and accidents.

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Many countries around the world are implementing Public?Private?Partnership (PPP) contacts to manage road infrastructure. In some of these contracts the public sector introduces economic incentives to the private operator to foster the accomplishment of social goals. One of the incentives that have been introduced in some PPP contracts is related to safety in such a way that the better the safety outcome the greater will be the economic reward to the contractor. The aim of this paper is at identify whether the incentives to improve road safety in highway PPPs are ultimately effective in improving safety ratios. To this end Poisson and negative binomial regression models have been applied using information from highway sections in Spain. The findings indicate that even though road safety is highly influenced by variables that are not much controllable by the contractor such as the Average Annual Daily Traffic and the percentage of heavy vehicles, the implementation of safety incentives in PPPs has a positive influence in the reduction of fatalities, injuries and accidents.

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This master thesis is intended to perform an exploratory approach for the potential to Public-Private Partnerships as a tool for advanced collaboration between businesses and the cooperation system in the specific context of humanitarian action. It intends to conduct a case study analysis of representative interactions between the public and private actors in the humanitarian aid, and in conjunction with a profound revision of the existing literature, creates a set of conclusions and recommendations that can serve as a prototype for possible inclusion guide the private sector in humanitarian action through new paradigms that go beyond the classical donor-recipient model.

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Since the mid 80ies the Trans ‐European Transport Network (TEN‐T) policy has been setting the framework for the development of infrastructure for the smooth functioning of the internal market within the European Union (EU). Public Private Partnerships (PPPs) have always been regarded by the EU as a key instrument to promote the TEN‐T.

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OUTLINE: • Introduction • Experimental Setup • Experimental Procedure • Experimental Results - Surface Roughness - Residual Stresses - Friction - Wear - EDX • Conclusions

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This paper describes a theoretical model based primarily on transaction costs, for comparing the various tendering mechanisms used for transportation Public-Private Partnership (PPP) projects. In particular, the model contrasts negotiated procedures with the open procedure, as defined by the current European Union legislation on public tendering. The model includes both ex ante transaction costs (borne during the tendering stage) and ex post transaction costs (such as enforcement costs, re-negotiation costs, and costs arising from litigation between partners), explaining the trade-off between them. Generally speaking, it is assumed that the open procedure implies lower transaction costs ex ante, while the negotiated procedure reduces the probability of the appearance of new contingencies not foreseen in the contract, hence diminishing the expected value of transaction costs ex post. Therefore, the balance between ex ante and ex post transaction costs is the main criterion for deciding whether the open or negotiated procedure would be optimal. Notwithstanding, empirical evidence currently exists only on ex ante transaction costs in transportation infrastructure projects. This evidence has shown a relevant difference between the two procedures as far as ex ante costs are concerned, favouring the open procedure. The model developed in this paper also demonstrates that a larger degree of complexity in a contract does not unequivocally favour the use of a negotiated procedure. Only in those cases dealing with very innovative projects, where important dimensions of the quality of the asset or service are not verifiable, may we observe an advantage in favour of the negotiated procedure. The bottom line is that we find it difficult to justify the employment of negotiated procedures in most transportation PPP contracts, especially in the field of roads. Nevertheless, the field remains open for future empirical work and research on the levels of transaction costs borne ex post in PPP contracts, as well as on the probabilities of such costs appearing under any of the procurement procedures.

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The current deficit situation of the Spanish airport system suggests the need to manage this in a more efficient and profitable way. One of the possible options is through private management and being able to do this through Public Private Partnerships (PPP). This study analyzes the situation of the sector and its economic importance and the different possibilities for introducing private management in a public company, specifying the situation in the case of airports, presenting the advantages and disadvantages of these possibilities, and aiming at results obtained in other places where it has been applied. It is proposed that the ideal model for the introduction of private management would be through PPP models tailored to each airport, but having common characteristics according to the group they belong to. Finally, we observe that not all airports are commercially attractive, so that the PPP concept does not apply to all of them. In some cases even the operability itself is not viable at all, and that should be considered separately in order to avoid creating a private monopoly while trying to enhance competition among them.

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El Transportation Research Board es un congreso de reconocido prestigio internacional en el ámbito de la investigación del transporte. Aunque las actas publicadas están en formato digital y sin ISSN ni ISBN, lo consideramos lo suficientemente importante como para que se considere en los indicadores. This paper focuses on the implementation of safety based incentives in Public Private Partnerships (PPPs). The aim of this paper is twofold. First, to evaluate whether PPPs lead to an improvement in road safety, when compared with other infrastructure management systems. Second, is to analyze whether the incentives to improve road safety in PPP contracts in Spain have been effective at improving safety performance. To this end, negative binomial regression models have been applied using information from the Spanish high-capacity network covering years 2007-2009. The results showed that even though road safety is highly influenced by variables that are not manageable by the private concessionaire such as the average annual daily traffic, the implementation of safety incentives in PPPs has a positive influence in the reduction of accidents.

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Increasing foreign private investment in developing countries explains why the Public-Private Investment (PPI) is becoming a key tool to reach the development goal. This article analyzes the relation between PPI in infrastructure and agricultural exports in developing countries. We use the panel data approach (52 countries and 17 years). Results show that PPI in infrastructure has a positive impact on agricultural exports of developing countries. The impact is greater in developing countries with higher income rates. This suggests that the lower income countries require the intervention of public sector without which private investment cannot help to economic development.