El Paisaje como Servicio Ambiental que otorgan las zonas agrícolas de la provincia de Mendoza, Argentina

Los ecosistemas proveen de servicios ambientales necesarios para la satisfacción de las necesidades tanto materiales, como no materiales de los seres humanos. Aportan al crecimiento económico y también a otros aspectos intangibles, que hacen al bienestar humano. Este flujo de bienes y servicios es vital para la economía. Los ecosistemas rurales, satisfacen las necesidades humanas y generan bienestar, incidiendo directamente sobre calidad de vida de las personas. En Argentina, existen conflictos sociales, económicos y ecológicos estrechamente relacionados. Por ello, no es correcto separar la sociedad de la naturaleza y tratar los problemas como si existieran escindidos. Por este motivo se recurre a la valoración de los ecosistemas y del medio ambiente, como instrumento preventivo ante posibles amenazas que vienen alterando el funcionamiento y la estructura de los ecosistemas rurales, por medio de estrategias y políticas sostenidas para el tratamiento y corrección de esta situación. Mendoza es considerada actualmente en un lugar destacado a nivel turístico. Teniendo en cuenta los caminos del vino y la Fiesta Nacional de la Vendimia. Actividades distintivas de la identidad provincial y de sus pobladores. En la última década, el departamento de Maipú ha sufrido una notoria pérdida de tierras agrícolas que se destinaron a la urbanización. Los problemas típicos de la ciudad ya han alcanzado a las zonas rurales. La inseguridad alcanzada, es un claro ejemplo de ésta situación. La elección del territorio de estudio, surgió al analizar el avance urbano en los censos 2001 y 2010, en zonas agrícolas representativas de Mendoza. Se observó que el departamento de Maipú obtuvo un incremento poblacional del 93%. Siendo el mismo, el departamento del Gran Mendoza, con mayor crecimiento de la última década. Además se tuvo en cuenta que Maipú es uno de los departamentos más importantes en el aspecto agrícola de la provincia, conocido como la cuna del vino y del olivo. Se toma como referencia la opinión de habitantes de un departamento que ha sufrido este cambio más recientemente para calificar el avance urbano y pérdida de servicios ambientales en zonas agrícolas de toda la provincia de Mendoza. La presente investigación se centra en el estudio de la provisión de servicios ambientales, por parte de los ecosistemas rurales de la provincia de Mendoza, Argentina. Se estudia la valoración social de los beneficios ambientales y sociales que la sociedad maipucina, le otorga a las zonas agrícolas de Mendoza. Se realiza a través de entrevistas enmarcadas en una técnica de Valoración Contingente en la que se obtienen resultados para el análisis de la Valoración Social de los servicios ambientales, sin llegar al análisis de una Valoración Económica. Los resultados obtenidos muestran que existe una preferencia de los habitantes de Maipú hacia paisajes naturales y agrícolas. Se sienten beneficiados y atraídos por la sensación de bienestar, otorgándoles valor social de existencia. Sin embrago, se percibe que están siendo afectados por problemas típicos de un paisaje urbanizado como lo son la contaminación visual, sonora y la pérdida de servicios ambientales como lo son la belleza escénica y la cultura mendocina. Los datos obtenidos de las encuestas quedan a disposición como herramienta para la toma de decisiones y para la correcta aplicación de la Ley 8051 de Ordenamiento Territorial y Uso del Suelo en Mendoza.

As lavouras de grãos como atividades de desenvolvimento e integração da Região da Grande Dourados ao circuito produtivo nacional

Led to become a national productive Center, the Great Dourados Region, which consists of 40 cities located in the south of the state of Mato Grosso do Sul - Brazil, emerged as a grain productive region from the middle of the 1970s in the 20th century to the beginning of the 21st century. Using modern agricultural techniques, the land organization in this region was ruled by a development policy which was not concerned with the socio environmental aspects of the area. In this context, the present work aims to analyze the development process of the Great Dourados region, through soybean production and its relation to the confinement of the indigenous people present in the Area. This integration happened due to the money and for it, inserting this Region into a national productive pattern which guided the farmers to modern crops, mainly soybean. The land cultivation was not the only productive activity that granted the Region an economic integration, to both the national and international market. From the end of the Paraguay War (1870) to the middle of the 70s, there were at least two other ways to the regional economic integration. One of them happened with the traditional activities of cattle raising and the extraction of the Paraguay tea (maté/ Yerba Mate) from 1870 to 1937, which divided the regional territory into large farmlands focused on the external market. The other way happened with the need to create a market for the agricultural production and for the demand for manufactured goods, which reorganized the regional territory into small farmlands, as a result of colonization projects from 1943 to 1956. Since 1976, with the creation of the Special Program for the Development of the Great Dourados Region (Prodegran), the capitalist relations of production, which were consolidated in the area, were not ruled almost exclusively by the traditional activities of cattle raising and the extraction of the Paraguay tea, in order to create a new accumulation center connected to the modern crops. As this new accumulation center was created, the Region was led to a selective and dependent integration process, in which many farmers changed their accumulation centers to modern grain crops, causing environmental degradation, productive exclusion and ethnical-cultural conflicts with the indigenous community

Descentralización, autogestión, gestión local. Estudio de caso de un municipio en La Pampa, Argentina

Los municipios, en los últimos veinticinco años, han cambiado sus roles. En la actualidad, los gobernantes locales asumen formas de gestionar que atienden a las crecientes demandas sociales de sus vecinos, redefiniendo las políticas públicas municipales. Parte de la tarea de gestión es el ordenamiento territorial como estrategia para orientar la distribución espacial del desarrollo, de acuerdo con los recursos disponibles, con el mejor uso que a los mismos se da en términos sociales, económicos y ambientales. Concretarlo implica cambios cualitativos importantes, adecuaciones en la gestión político-administrativa. En Victorica, La Pampa, la autogestión se perfila como una de las características más sobresalientes. La dinámica gestión de su territorio es ejemplo para otros municipios que intentan imitar el estilo. Los actores sociales son la clave del cambio.

Descentralización, autogestión, gestión local. Estudio de caso de un municipio en La Pampa, Argentina

Los municipios, en los últimos veinticinco años, han cambiado sus roles. En la actualidad, los gobernantes locales asumen formas de gestionar que atienden a las crecientes demandas sociales de sus vecinos, redefiniendo las políticas públicas municipales. Parte de la tarea de gestión es el ordenamiento territorial como estrategia para orientar la distribución espacial del desarrollo, de acuerdo con los recursos disponibles, con el mejor uso que a los mismos se da en términos sociales, económicos y ambientales. Concretarlo implica cambios cualitativos importantes, adecuaciones en la gestión político-administrativa. En Victorica, La Pampa, la autogestión se perfila como una de las características más sobresalientes. La dinámica gestión de su territorio es ejemplo para otros municipios que intentan imitar el estilo. Los actores sociales son la clave del cambio.

As lavouras de grãos como atividades de desenvolvimento e integração da Região da Grande Dourados ao circuito produtivo nacional

Led to become a national productive Center, the Great Dourados Region, which consists of 40 cities located in the south of the state of Mato Grosso do Sul - Brazil, emerged as a grain productive region from the middle of the 1970s in the 20th century to the beginning of the 21st century. Using modern agricultural techniques, the land organization in this region was ruled by a development policy which was not concerned with the socio environmental aspects of the area. In this context, the present work aims to analyze the development process of the Great Dourados region, through soybean production and its relation to the confinement of the indigenous people present in the Area. This integration happened due to the money and for it, inserting this Region into a national productive pattern which guided the farmers to modern crops, mainly soybean. The land cultivation was not the only productive activity that granted the Region an economic integration, to both the national and international market. From the end of the Paraguay War (1870) to the middle of the 70s, there were at least two other ways to the regional economic integration. One of them happened with the traditional activities of cattle raising and the extraction of the Paraguay tea (maté/ Yerba Mate) from 1870 to 1937, which divided the regional territory into large farmlands focused on the external market. The other way happened with the need to create a market for the agricultural production and for the demand for manufactured goods, which reorganized the regional territory into small farmlands, as a result of colonization projects from 1943 to 1956. Since 1976, with the creation of the Special Program for the Development of the Great Dourados Region (Prodegran), the capitalist relations of production, which were consolidated in the area, were not ruled almost exclusively by the traditional activities of cattle raising and the extraction of the Paraguay tea, in order to create a new accumulation center connected to the modern crops. As this new accumulation center was created, the Region was led to a selective and dependent integration process, in which many farmers changed their accumulation centers to modern grain crops, causing environmental degradation, productive exclusion and ethnical-cultural conflicts with the indigenous community

As lavouras de grãos como atividades de desenvolvimento e integração da Região da Grande Dourados ao circuito produtivo nacional

Led to become a national productive Center, the Great Dourados Region, which consists of 40 cities located in the south of the state of Mato Grosso do Sul - Brazil, emerged as a grain productive region from the middle of the 1970s in the 20th century to the beginning of the 21st century. Using modern agricultural techniques, the land organization in this region was ruled by a development policy which was not concerned with the socio environmental aspects of the area. In this context, the present work aims to analyze the development process of the Great Dourados region, through soybean production and its relation to the confinement of the indigenous people present in the Area. This integration happened due to the money and for it, inserting this Region into a national productive pattern which guided the farmers to modern crops, mainly soybean. The land cultivation was not the only productive activity that granted the Region an economic integration, to both the national and international market. From the end of the Paraguay War (1870) to the middle of the 70s, there were at least two other ways to the regional economic integration. One of them happened with the traditional activities of cattle raising and the extraction of the Paraguay tea (maté/ Yerba Mate) from 1870 to 1937, which divided the regional territory into large farmlands focused on the external market. The other way happened with the need to create a market for the agricultural production and for the demand for manufactured goods, which reorganized the regional territory into small farmlands, as a result of colonization projects from 1943 to 1956. Since 1976, with the creation of the Special Program for the Development of the Great Dourados Region (Prodegran), the capitalist relations of production, which were consolidated in the area, were not ruled almost exclusively by the traditional activities of cattle raising and the extraction of the Paraguay tea, in order to create a new accumulation center connected to the modern crops. As this new accumulation center was created, the Region was led to a selective and dependent integration process, in which many farmers changed their accumulation centers to modern grain crops, causing environmental degradation, productive exclusion and ethnical-cultural conflicts with the indigenous community

Descentralización, autogestión, gestión local. Estudio de caso de un municipio en La Pampa, Argentina

Los municipios, en los últimos veinticinco años, han cambiado sus roles. En la actualidad, los gobernantes locales asumen formas de gestionar que atienden a las crecientes demandas sociales de sus vecinos, redefiniendo las políticas públicas municipales. Parte de la tarea de gestión es el ordenamiento territorial como estrategia para orientar la distribución espacial del desarrollo, de acuerdo con los recursos disponibles, con el mejor uso que a los mismos se da en términos sociales, económicos y ambientales. Concretarlo implica cambios cualitativos importantes, adecuaciones en la gestión político-administrativa. En Victorica, La Pampa, la autogestión se perfila como una de las características más sobresalientes. La dinámica gestión de su territorio es ejemplo para otros municipios que intentan imitar el estilo. Los actores sociales son la clave del cambio.

Survey and brain storming studies about machines, constructions, human and environmental risk consideration in the careers of the Universidad Politécnica of Madrid

The Universidad Politécnica of Madrid (UPM) includes schools and faculties that were for engineering degrees, architecture and computer science, that are now in a quick EEES Bolonia Plan metamorphosis getting into degrees, masters and doctorate structures. They are focused towards action in machines, constructions, enterprises, that are subjected to machines, human and environment created risks. These are present in actions such as use loads, wind, snow, waves, flows, earthquakes, forces and effects in machines, vehicles behavior, chemical effects, and other environmental factors including effects of crops, cattle and beasts, forests, and varied essential economic and social disturbances. Emphasis is for authors in this session more about risks of natural origin, such as for hail, winds, snow or waves that are not exactly known a priori, but that are often considered with statistical expected distributions giving extreme values for convenient return periods. These distributions are known from measures in time, statistic of extremes and models about hazard scenarios and about responses of man made constructions or devices. In each engineering field theories were built about hazards scenarios and how to cover for important risks. Engineers must get that the systems they handle, such as vehicles, machines, firms or agro lands or forests, obtain production with enough safety for persons and with decent economic results in spite of risks. For that risks must be considered in planning, in realization and in operation, and safety margins must be taken but at a reasonable cost. That is a small level of risks will often remain, due to limitations in costs or because of due to strange hazards, and maybe they will be covered by insurance in cases such as in transport with cars, ships or aircrafts, in agro for hail, or for fire in houses or in forests. These and other decisions about quality, security for men or about business financial risks are sometimes considered with Decision Theories models, using often tools from Statistics or operational Research. The authors have done and are following field surveys about risk consideration in the careers in UPM, making deep analysis of curricula taking into account the new structures of degrees in the EEES Bolonia Plan, and they have considered the risk structures offered by diverse schools of Decision theories. That gives an aspect of the needs and uses, and recommendations about improving in the teaching about risk, that may include special subjects especially oriented for each career, school or faculty, so as to be recommended to be included into the curricula, including an elaboration and presentation format using a multi-criteria decision model.

Facing the climate change challenges in the mining and mineral industry as providers of a sustainable manufacturing process

A sustainable manufacturing process must rely on an also sustainable raw materials and energy supply. This paper is intended to show the results of the studies developed on sustainable business models for the minerals industry as a fundamental previous part of a sustainable manufacturing process. As it has happened in other economic activities, the mining and minerals industry has come under tremendous pressure to improve its social, developmental, and environmental performance. Mining, refining, and the use and disposal of minerals have in some instances led to significant local environmental and social damage. Nowadays, like in other parts of the corporate world, companies are more routinely expected to perform to ever higher standards of behavior, going well beyond achieving the best rate of return for shareholders. They are also increasingly being asked to be more transparent and subject to third-party audit or review, especially in environmental aspects. In terms of environment, there are three inter-related areas where innovation and new business models can make the biggest difference: carbon, water and biodiversity. The focus in these three areas is for two reasons. First, the industrial and energetic minerals industry has significant footprints in each of these areas. Second, these three areas are where the potential environmental impacts go beyond local stakeholders and communities, and can even have global impacts, like in the case of carbon. So prioritizing efforts in these areas will ultimately be a strategic differentiator as the industry businesses continues to grow. Over the next forty years, world?s population is predicted to rise from 6.300 million to 9.500 million people. This will mean a huge demand of natural resources. Indeed, consumption rates are such that current demand for raw materials will probably soon exceed the planet?s capacity. As awareness of the actual situation grows, the public is demanding goods and services that are even more environmentally sustainable. This means that massive efforts are required to reduce the amount of materials we use, including freshwater, minerals and oil, biodiversity, and marine resources. It?s clear that business as usual is no longer possible. Today, companies face not only the economic fallout of the financial crisis; they face the substantial challenge of transitioning to a low-carbon economy that is constrained by dwindling natural resources easily accessible. Innovative business models offer pioneering companies an early start toward the future. They can signal to consumers how to make sustainable choices and provide reward for both the consumer and the shareholder. Climate change and carbon remain major risk discontinuities that we need to better understand and deal with. In the absence of a global carbon solution, the principal objective of any individual country should be to reduce its global carbon emissions by encouraging conservation. The mineral industry internal response is to continue to focus on reducing the energy intensity of our existing operations through energy efficiency and the progressive introduction of new technology. Planning of the new projects must ensure that their energy footprint is minimal from the start. These actions will increase the long term resilience of the business to uncertain energy and carbon markets. This focus, combined with a strong demand for skills in this strategic area for the future requires an appropriate change in initial and continuing training of engineers and technicians and their awareness of the issue of eco-design. It will also need the development of measurement tools for consistent comparisons between companies and the assessments integration of the carbon footprint of mining equipments and services in a comprehensive impact study on the sustainable development of the Economy.

Diseño y aplicación de una metodología prospectiva para la determinación de los condicionantes futuros del crecimiento de los grandes buques portacontenedores

Durante las últimas décadas se observa una tendencia sostenida al crecimiento en las dimensiones de los grandes buques portacontenedores, que produce, que las infraestructuras portuarias y otras destinadas al tráfico de contenedores deban adaptarse para poder brindar los servicios correspondientes y mantenerse competitivas con otras para no perder el mercado. Esta situación implica importantes inversiones y modificaciones en los sistemas de transporte de contenedores por el gran volumen de carga que se debe mover en un corto periodo de tiempo, lo que genera la necesidad de tomar previsiones relacionadas con la probable evolución a futuro de las dimensiones que alcanzarán los grandes buques portacontenedores. En relación a los aspectos citados surge la inquietud de determinar los condicionantes futuros del crecimiento de los grandes buques portacontenedores, con una visión totalizadora de todos los factores que incidirán en los próximos años, ya sea como un freno o un impulso a la tendencia que se verifica en el pasado y en el presente. En consideración a que el tema a tratar y resolver se encuentra en el futuro, con un horizonte de predicción de veinte años, se diseña y se aplica una metodología prospectiva, que permite alcanzar conclusiones con mayor grado de objetividad sobre probables escenarios futuros. La metodología prospectiva diseñada, conjuga distintas herramientas metodológicas, cualitativas, semi-cuantitativas y cuantitativas que se validan entre sí. Sobre la base del pasado y el presente, las herramientas cuantitativas permiten encontrar relaciones entre variables y hacer proyecciones, sin embargo, estas metodologías pierden validez más allá de los tres a cuatro años, por los vertiginosos y dinámicos cambios que se producen actualmente, en las áreas política, social y económica. Las metodologías semi-cuantitativas y cualitativas, empleadas en forma conjunta e integradas, permiten el análisis de circunstancias del pasado y del presente, obteniendo resultados cuantitativos que se pueden proyectar hacia un futuro cercano, los que integrados en estudios cualitativos proporcionan resultados a largo plazo, facilitando considerar variables cualitativas como la creciente preocupación por la preservación del medio ambiente y la piratería. La presente tesis, tiene como objetivo principal “identificar los condicionantes futuros del crecimiento de los grandes buques portacontenedores y determinar sus escenarios”. Para lo cual, la misma se estructura en fases consecutivas y que se retroalimentan continuamente. Las tres primeras fases son un enfoque sobre el pasado y el presente, que establece el problema a resolver. Se estudian los antecedentes y el estado del conocimiento en relación a los factores y circunstancias que motivaron y facilitaron la tendencia al crecimiento de los grandes buques. También se estudia el estado del conocimiento de las metodologías para predecir el futuro y se diseña de una metodología prospectiva. La cuarta fase, denominada Resultados, se desarrolla en distintas etapas, fundamentadas en las fases anteriores, con el fin de resolver el problema dando respuestas a las preguntas que se formularon para alcanzar el objetivo fijado. En el proceso de esta fase, con el objeto de predecir probables futuros, se aplica la metodología prospectiva diseñada, que contempla el análisis del pasado y el presente, que determina los factores cuya influencia provocó el crecimiento en dimensiones de los grandes buques hasta la actualidad, y que constituye la base para emplear los métodos prospectivos que permiten determinar qué factores condicionarán en el futuro la evolución de los grandes buques. El probable escenario futuro formado por los factores determinados por el criterio experto, es validado mediante un modelo cuantitativo dinámico, que además de obtener el probable escenario futuro basado en las tendencias de comportamiento hasta el presente de los factores determinantes considerados, permite estudiar distintos probables escenarios futuros en función de considerar un cambio en la tendencia futura de los factores determinantes. El análisis del pasado indica que la tendencia al crecimiento de los grandes buques portacontenedores hasta el presente, se ha motivado por un crecimiento económico mundial que se tradujo en un aumento del comercio internacional, particularmente entre los países de Asia, con Europa y Estados Unidos. Esta tendencia se ha visto favorecida por el factor globalización y la acelerada evolución tecnológica que ha permitido superar los obstáculos que se presentaron. Es de destacar que aún en periodos de crisis económicas, con pronósticos de contracciones en el comercio, en los últimos años continuó la tendencia al crecimiento en dimensiones, en busca de una economía de escala para el transporte marítimo de contenedores, en las rutas transoceánicas. La investigación de la evolución de los grandes buques portacontenedores en el futuro, se efectúa mediante el empleo de una metodología prospectiva en la que el criterio experto se valida con un método cuantitativo dinámico, y además se fundamenta en una solida base pre-prospectiva. La metodología diseñada permite evaluar con un alto grado de objetividad cuales serán los condicionantes que incidirán en el crecimiento en tamaño de los grandes buques portacontenedores en el escenario con mayor probabilidad de acontecer en los próximos veinte años (2032), y también en otros escenarios que podrían presentarse en el caso de que los factores modifiquen su tendencia o bien se produzcan hechos aleatorios. El resultado se sintetiza en que la tendencia al crecimiento de los grandes buques portacontenedores en los próximos 20 años se verá condicionada por factores en relación a los conceptos de oferta (los que facilitan u obstaculizan la tendencia), demanda (los que motivan o impulsan la tendencia) y factores externos (los que desestabilizan el equilibrio entre oferta y demanda). La tendencia al crecimiento de los grandes buques portacontenedores se verá obstaculizada / limitada principalmente por factores relacionados a las infraestructuras, resultando los pasos y/o canales vinculados a las rutas marítimas, los limitantes futuros al crecimiento en dimensiones de los grandes buques portacontenedores; y la interacción buque / infraestructura (grúas) un factor que tenderá a obstaculizar esta tendencia de los grandes portacontenedores. El desarrollo económico mundial que estimula el comercio internacional y los factores precio del petróleo y condicionantes medioambientales impulsarán la tendencia al crecimiento de los grandes buques portacontenedores. Recent years have seen a sustained tendency towards the growth in the dimensions of large container ships. This has meant that port and other infrastructure used for container traffic has had to be adapted in order to provide the required services and to maintain a competitive position, so as not to lose market share. This situation implies the need for major investments in modifications to the container transport system, on account of the large volume of traffic to be handled in a short period of time. This in turn has generated a need to make provision for the probable future evolution of the ultimate dimensions that will be reached by large container ships. Such considerations give rise to the question of what are the future determinants for the growth of large container ships, requiring an overall vision of all the factors that will apply in future years, whether as a brake on or an incentive to the growth tendency which has been seen in the past and present In view of the fact that the theme to be dealt with and resolved relates to the future, with a forecasting horizon of some 20 years, a foresight methodology has been designed and applied so as to enable conclusions about probable future scenarios to be reached with a greater degree of objectivity. The designed methodology contains different methodological tools, both qualitative, semi-quantitative and quantitative, which are internally consistent. On the basis of past and present observations, the quantitative elements enable relationships to be established and forecasts to be made. Nevertheless such an approach loses validity more than three or four years into the future, on account of the very rapid and dynamic changes which may be seen at present in political, social and economic spheres. The semi-quantitative and qualitative methodologies are used coherently together and allow the analysis of past and present conditions, thus obtaining quantitative results which for short-term projections, which when integrated with the qualitative studies provide results for the long-term, facilitating the consideration of qualitative variables such as the increasing importance of environmental protection and the impact of piracy. The principal objective of the present thesis is "to identify the future conditions affecting the growth of large container ships and to determine possible scenarios". The thesis is structured in consecutive and related phases. The first three phases focus on the past and present in order to determine the problem to be resolved. The background is studied in order to establish the state of knowledge about the factors and circumstances which have motivated and facilitated the growth tendency for large container ships and the methodologies that have been used. In this way a specific foresight methodology is designed. The fourth phase, Results, is developed in distinct stages based on the previous phases, so as to resolve the problem posed and responding to the questions that arise. In this way the determined objective is reached. The fourth phase sees the application of the methodology that has been designed in order to predict posible futures. This includes analysis of the past and present factors which have caused the growth in the dimensions of large container ships up to the present. These provide the basis on which to apply the foresight methods which enable the future factors which will condition the development of such large container ships. The probable future scenarios are made up of the factors identified by expert judgement (using the Delphi technique) and validated by means of a dynamic quantitative model. This model both identifies the probable future scenarios based on past and present factors and enables the different future scenarios to be analysed as a function of future changes in the conditioning factors. Analysis of the past shows that the growth tendency up to the present for large container ships has been motivated by the growth of the world economy and the consequent increased international trade, especially between the countries of Asia with Europe and the United States. This tendency has been favoured by the trend towards globalization and by the rapid technical evolution in ship design, which has allowed the obstacles encountered to be overcome. It should be noted that even in periods of economic crisis, with an expectation for reduced trade, as experienced in recent years, the tendency towards increased ship dimensions has continued in search of economies of scale for the maritime transport of containers on transoceanic routes. The present investigation of the future evolution of large container ships has been done using a foresight methodology in which the expert judgement is validated by a dynamic quantitative methodology, founded on a firm pre-foresight analysis. The methodology that has been designed permits the evaluation, with a high degree of objectivity, of the future factors that will affect the growth of large container ships for the most probable scenario expected in the next 20 years (up to 2032). The evaluation applies also to other scenarios which may arise, in the event that their component factors are modified or indeed in the light of random events. In summary, the conclusión is that the tendency for growth in large container ships in the future 20 years will be determined by: factors related to supply, which slow or halt the tendency; factors related to demand, which encourage the tendency and finally, external factors which interrupt the equilibrium between supply and demand. The tendency for increasing growth in large container ships will be limited or even halted by factors related to infrastructure, including the natural and man-made straits and canals used by maritime transport. In addition the infrastructure required to serve such vessels both in port (including cranes and other equipment) and related transport, will tend to slow the growth tendency. The factors which will continue to encourage the tendency towards the growth of large container ships include world economic development, which stimulates international trade, and an increasing emphasis on environmental aspects.

Key quality factors at urban interchanges.

Quality of service should not be overlooked in public transport planning and policy making, as it influences modal shift from car use to more sustainable means. Little research has been conducted on the quality of public transport interchanges from the perspective of current travellers (i.e. perceived quality). This work is thus aimed at identifying key quality factors in urban interchanges, through an exploratory approach (multiple correspondence analysis) that provides novel elements for further research. The methodology was applied at interchanges in Madrid and Gothenburg and the data used in the analysis were collected through customer satisfaction surveys conducted in 2011. The analysis identified five key quality factors per interchange. Ticketing plays a key role at both interchanges while physical and environmental issues emerged at Avenida de America in Madrid, and services, temporal issues and interconnectivity characterise Gothenburg central station. Compared with other quality aspects, classical issues such as safety/security and information are not perceived as important by intermodal travellers.

TITIM GIS-tool: A GIS-based decision support system for measuring the territorial impact of transport infrastructures

To achieve sustainability in the area of transport we need to view the decision-making process as a whole and consider all the most important socio-economic and environmental aspects involved. Improvements in transport infrastructures have a positive impact on regional development and significant repercussions on the economy, as well as affecting a large number of ecological processes. This article presents a DSS to assess the territorial effects of new linear transport infrastructures based on the use of GIS. The TITIM ? Transport Infrastructure Territorial Impact Measurement ? GIS tool allows these effects to be calculated by evaluating the improvement in accessibility, loss of landscape connectivity, and the impact on other local territorial variables such as landscape quality, biodiversity and land-use quality. The TITIM GIS tool assesses these variables automatically, simply by entering the required inputs, and thus avoiding the manual reiteration and execution of these multiple processes. TITIM allows researchers to use their own GIS databases as inputs, in contrast with other tools that use official or predefined maps. The TITIM GIS-tool is tested by application to six HSR projects in the Spanish Strategic Transport and Infrastructure Plan 2005?2020 (PEIT). The tool creates all 65 possible combinations of these projects, which will be the real test scenarios. For each one, the tool calculates the accessibility improvement, the landscape connectivity loss, and the impact on the landscape, biodiversity and land-use quality. The results reveal which of the HSR projects causes the greatest benefit to the transport system, any potential synergies that exist, and help define a priority for implementing the infrastructures in the plan

Hybridizing concentrated solar power (CSP) with biogas and biomethane as an alternative to natural gas: Analysis of environmental performance using LCA

Concentrating Solar Power (CSP) plants typically incorporate one or various auxiliary boilers operating in parallel to the solar field to facilitate start up operations, provide system stability, avoid freezing of heat transfer fluid (HTF) and increase generation capacity. The environmental performance of these plants is highly influenced by the energy input and the type of auxiliary fuel, which in most cases is natural gas (NG). Replacing the NG with biogas or biomethane (BM) in commercial CSP installations is being considered as a means to produce electricity that is fully renewable and free from fossil inputs. Despite their renewable nature, the use of these biofuels also generates environmental impacts that need to be adequately identified and quantified. This paper investigates the environmental performance of a commercial wet-cooled parabolic trough 50 MWe CSP plant in Spain operating according to two strategies: solar-only, with minimum technically viable energy non-solar contribution; and hybrid operation, where 12 % of the electricity derives from auxiliary fuels (as permitted by Spanish legislation). The analysis was based on standard Life Cycle Assessment (LCA) methodology (ISO 14040-14040). The technical viability and the environmental profile of operating the CSP plant with different auxiliary fuels was evaluated, including: NG; biogas from an adjacent plant; and BM withdrawn from the gas network. The effect of using different substrates (biowaste, sewage sludge, grass and a mix of biowaste with animal manure) for the production of the biofuels was also investigated. The results showed that NG is responsible for most of the environmental damage associated with the operation of the plant in hybrid mode. Replacing NG with biogas resulted in a significant improvement of the environmental performance of the installation, primarily due to reduced impact in the following categories: natural land transformation, depletion of fossil resources, and climate change. However, despite the renewable nature of the biofuels, other environmental categories like human toxicity, eutrophication, acidification and marine ecotoxicity scored higher when using biogas and BM.

Coastal Erosion--Causes, Erosion Control Methods, Economic and Environmental Impacts, and Best Management Practices

Coastal erosion is an important and constant issue facing coastal areas all over the world today. The rate of coastal development over the years has increased, in turn requiring that action be taken to protect structures from the threat of erosion. A review of the causes of coastal erosion and the methods implemented to control it was conducted in order to determine the best course of action in response to coastal erosion issues. The potential positive and negative economic and environmental impacts are key concerns in determining whether or not to restore an eroding beach and which erosion control method(s) to implement. Results focus on providing a comparison of these concerns as well as recommendations for addressing coastal erosion issues.