Energy requirements in pressure irrigation systems

Modernization of irrigation schemes, generally understood as transformation of surface irrigation systems into pressure –sprinkler and trickle- irrigation systems, aims at, among others, improving irrigation efficiency and reduction of operation and maintenance efforts made by the irrigators. However, pressure irrigation systems, in contrast, carry a serious energy cost. Energy requirements depend on decisions taken on management strategies during the operation phase, which are conditioned by previous decisions taken on the design project of the different elements which compose the irrigation system. Most of the countries where irrigation activity is significant bear in mind that modernization irrigation must play a key role in the agricultural infrastructure policies. The objective of this study is to characterize and estimate the mean and variation of the energy consumed by common types of irrigation systems and their management possibilities. The work includes all processes involved from the diversion of water into irrigation specific infrastructure to water discharge by the emitters installed on the crop fields. Simulation taking into account all elements comprising the irrigation system has been used to estimate the energy requirements of typical irrigation systems of several crop production systems. It has been applied to extensive and intensive crop systems, such us extensive winter crops, summer crops and olive trees, fruit trees and vineyards and intensive horticulture in greenhouses. The simulation of various types of irrigation systems and management strategies, in the framework imposed by particular cropping systems, would help to develop criteria for improving the energy balance in relation to the irrigation water supply productivity.

Frequency and Intensity of drought events over Ebro River basin.

Lately, several researchers have pointed out that climate change is expected to increase temperatures and lower rainfall in Mediterranean regions, simultaneously increasing the intensity of extreme rainfall events. These changes could have consequences regarding rainfall regime, erosion, sediment transport and water quality, soil management, and new designs in diversion ditches. Climate change is expected to result in increasingly unpredictable and variable rainfall, in amount and timing, changing seasonal patterns and increasing the frequency of extreme weather events. Consequently, the evolution of frequency and intensity of drought periods is of most important as in agro-ecosystems many processes will be affected by them. Realising the complex and important consequences of an increasing frequency of extreme droughts at the Ebro River basin, our aim is to study the evolution of drought events at this site statistically, with emphasis on the occurrence and intensity of them. For this purpose, fourteen meteorological stations were selected based on the length of the rainfall series and the climatic classification to obtain a representative untreated dataset from the river basin. Daily rainfall series from 1957 to 2002 were obtained from each meteorological station and no-rain period frequency as the consecutive numbers of days were extracted. Based on this data, we study changes in the probability distribution in several sub-periods. Moreover we used the Standardized Precipitation Index (SPI) for identification of drought events in a year scale and then we use this index to fit log-linear models to the contingency tables between the SPI index and the sub-periods, this adjusted is carried out with the help of ANOVA inference.

Estudio de la viabilidad técnica y económica del establecimiento de una terminal de contenedores automatizada en el Mediterráneo español

Esta Tesis analiza, en primer lugar, las posibilidades y condiciones de los puertos españoles de Algeciras, Valencia y Barcelona para acoger en el futuro una terminal totalmente automatizada (robotizada) de contenedores con una capacidad aproximada de 1,3-1,4 millones de contenedores/año o 2 millones de TEU/año. Entre las posibles amenazas y oportunidades que pueden afectar al actual tráfico de esos puertos, la Tesis se centra en el desvío del tráfico de contenedores de transbordo, la sustitución de los tráficos marinos por tráficos ferroviarios, la posibilidad de convertir al Mediterráneo español en la puerta de entrada de productos asiáticos, el cambio de la ruta Asia-Europa a través del Canal de Suez por la ruta Asia-Europa a través del Ártico, la posibilidad de circunvalar África para evitar el Canal de Suez y la próxima apertura de nuevo Canal de Panamá ampliado. La Tesis describe el Estado del Arte de la tecnología para las terminales de contenedores automatizadas que pudiera ser aplicada en nuestro país y desarrolla una terminal automatizada con la capacidad ya mencionada de 2 millones de TEU/año. El tema del ferrocarril en las terminales de contenedores, como futura lanzadera para la proyección de la influencia de los puertos, está desarrollado como una parte esencial de una terminal de contenedores. Se investiga, también, la automatización total o parcial en la transferencia de mercancía buque-ferrocarril La Tesis también desarrolla una metodología para desglosar los costes e ingresos de una terminal automatizada. A través de esos costes e ingresos se va desarrollando, mediante la utilización de hojas Excel relacionadas, el método para mostrar la estructuración de los hitos económicos fundamentales hasta llegar al VAN, TIR y Periodo de Retorno de la Inversión como elementos clave para la calificación de la terminal como proyecto de inversión. La Tesis realiza la misma metodología para la terminal convencional de contenedores más habitual en el Mediterráneo español: la terminal que utiliza sistemas de grúas sobre ruedas (RTG) en el patio de contenedores. Por último, la Tesis establece la comparativa entre los dos tipos de terminales analizadas: la convencional y la automatizada, basándose en el coste de la mano de obra portuaria como elemento clave para dicha comparativa. Se establece la frontera que determina en qué niveles de coste del personal portuario la terminal automatizada es mejor proyecto de inversión que la terminal convencional con RTG. Mediante la creación de la metodología descrita, la Tesis permite: - La comparativa entre diferentes tipos de terminales - La posibilidad de analizar un modelo de terminal variando sus parámetros fundamentales: costes de los estibadores, nuevas tecnologías de manipulación, diferentes rendimientos, variación de los ingresos, etc. - Descubrir el modelo más rentable de una futura terminal mediante la comparación de las diferentes tecnologías que se puedan emplear para la construcción de dicha terminal ABSTRACT This Thesis examines, first, the possibilities and conditions of the Spanish ports of Algeciras, Valencia and Barcelona to host in the future a fully automated container terminal (robotized) with a capacity of approximately 1.3-1.4 million containers/year or 2 million TEU/year. Among the potential threats and opportunities that may affect the current traffic of these ports, the thesis focuses on the diversion of container transhipment traffic, the replacing of marine traffic by rail traffic, the possibility of converting the Spanish Mediterranean in the door input of Asian products, the changing of the Asia-Europe route through the Suez Canal by the Asia-Europe route through the Arctic, the possibility of circumnavigating Africa to avoid the Suez Canal and the upcoming opening of the new expanded Canal of Panama. The Thesis describes the state-of-the-art technology for automated container terminals that could be applied in our country and develops an automated terminal with the listed capacity of 2 million TEUs / year. The use of the railway system in container terminals to be used as future shuttle to the projection of the influence of the ports is developed as an essential part of a container terminal. We also investigate the total or partial automation in transferring goods from ship to rail. The Thesis also develops a methodology to break down the costs and revenues of an automated terminal. Through these costs and revenues is developed, using linked Excel sheets, the method to show the formation of structured key economic milestones until the NPV, IRR and Period of Return of Investment as key to determining the terminal as an investment project. The Thesis takes the same methodology for the conventional container terminal more common in the Spanish Mediterranean: the terminal using rubber tyred cranes (RTG) in the container yard. Finally, the Thesis provides a comparison between the two types of analyzed terminals: conventional and automated, based on the cost of stevedores labor as a key point for that comparison. It establishes the boundary that determines what levels of stevedore costs make automated terminal to be better investment project than a conventional terminal using RTG. By creating the above methodology, the Thesis allows: - The comparison between different types of terminals - The possibility of analyzing a model of terminal varying its key parameters: stevedores costs, new technologies of container handling, different loading/unloading rates, changes in incomes and so on - Unveil the most profitable model for a future terminal by comparing the different technologies that can be employed for the construction of that terminal

Diazepam binding inhibitor is a potent cholecystokinin-releasing peptide in the intestine.

Pancreatic proteases in the duodenum inhibit the release of cholecystokinin (CCK) and thus exert feedback control of pancreatic exocrine secretion. Exclusion of proteases from the duodenum either by the diversion of bile-pancreatic juice or by the addition of protease inhibitors stimulates exocrine pancreatic secretion. The mechanism by which pancreatic proteases in the duodenum regulate CCK secretion is unknown. In this study, we isolated a trypsin-sensitive peptide that is secreted intraduodenally, releases CCK, and stimulates pancreatic enzyme secretion in rats. This peptide was found to be identical to the porcine diazepam binding inhibitor by peptide sequencing and mass spectrometry analysis. Intraduodenal infusion of 200 ng of synthetic porcine diazepam binding inhibitor1-86 in rats significantly stimulated pancreatic amylase output. Infusion of the CCK antagonist MK-329 completely blocked the diazepam binding inhibitor-stimulated amylase secretion. Similarly, diazepam binding inhibitor33-52 [corrected] also stimulated CCK release and pancreatic secretion in a dose-dependent manner although it was 100 times less potent than the whole peptide. Using a perfusion system containing isolated mucosal cells from the proximal intestine of rats, porcine diazepam binding inhibitor 10(-12) M) dose dependently stimulated CCK secretion. In separate studies, it was demonstrated that luminal secretion of the diazepam binding inhibitor immunoreactivity (7.5 X 10(11) M) could be detected in rat's intestinal washing following the diversion of bile-pancreatic juice. The secretion of this peptide was inhibited by atropine. In conclusion, we have isolated and characterized a CCK-releasing peptide that has a sequence identical to the porcine diazepam binding inhibitor from pig intestinal mucosa and that stimulates CCK release when administered intraduodenally in rat. This peptide may mediate feedback regulation of pancreatic enzyme secretion.

Cobrança pelo uso da água e escassez de recursos hídricos: proposta de modelo de cobrança e aplicação na bacia do rio Atibaia

No Brasil, a Política Nacional de Recursos Hídricos apresenta a cobrança pelo uso da água como um instrumento de gestão de recursos hídricos de caráter econômico. Considerando esse caráter, a cobrança deve ter como objetivos: racionalizar o uso do recurso baseado na sua escassez; reconhecer a água como um bem de valor econômico, refletindo os custos ambientais advindos de sua utilização; e diminuir os conflitos entre os usos, induzindo uma alocação que considere o gerenciamento da demanda e as prioridades da sociedade. Além dessas metas, como instrumento de gestão de uma política que lista como primeiro objetivo \"assegurar à atual e às futuras gerações a necessária disponibilidade de água, em padrões de qualidade adequados aos respectivos usos\", a cobrança deve ser implementada de maneira que o agente usuário direcione seu comportamento no sentido da sustentabilidade ambiental. Mediante esses fundamentos, o que se pretende desenvolver neste trabalho é a aplicação de um modelo de cobrança sobre o uso da água que considera como princípio base a manutenção da qualidade ambiental medida pela adequada gestão da escassez de água e, compondo a busca dessa qualidade, a racionalização econômica e a viabilização financeira. Essa predominância do ambiente sobre aspectos econômicos vem no sentido de desqualificar argumentos segundo os quais, os impactos advindos dos usos da água serão corrigidos indefinidamente mediante investimentos financeiros em infra estrutura. Admitir que o desenvolvimento tem esse poder é supor equivocadamente que o meio econômico é limitante do meio ambiente e não o contrário. Esta constatação mostra qual é o problema da maioria das propostas de cobrança que valoram a água baseadas em custos de tratamento de resíduos e de obras hidráulicas. Por mais elaborados que sejam essas fórmulas de cobrança, chegando a ponto de se conseguir que fique mais caro, mediante um padrão ambiental corretamente definido, captar água ou lançar poluentes do que racionalizar usos, o preço da água não pode estar baseado em fatores cuja \"sustentabilidade\" pode acabar no curto prazo, dependendo do ritmo de crescimento econômico. A sustentabilidade dos recursos hídricos só será base da cobrança pelo uso da água se o valor cobrado for dificultando esse uso à medida que os recursos tornarem se escassos, e não quando os custos de medidas mitigadoras dessa escassez se tornarem muito elevados. Portanto, o modelo de cobrança proposto neste trabalho procura garantir que o agente econômico que está exaurindo o meio ambiente não possa ter capacidade de pagar por essa degradação, ajudando efetivamente a política de outorga do direito de uso da água na observância da capacidade de suporte do meio.

A Community Analysis of the Implementation for Household Curbside Recycling Programs: A Diversionary Method to Control Municipal Solid Waste

The Municipality of Anchorage (MOA) is required to better manage, operate and control municipal solid waste (MSW) after the Anchorage Assembly instituted a Zero Waste Policy. Two household curbside recycling programs (CRPs), pay-as-you-throw (PAYT) and single-stream, were compared and evaluated to determine an optimal municipal solid waste diversion method for households within the MOA. The analyses find: (1) a CRP must be designed from comprehensive analysis, models and data correlation that combine demographic and psychographic variables; and (2) CRPs can be easily adjusted towards community-specific goals using technology, such as Geographic Information System (GIS) and Radio Frequency Identification (RFID). Combining resources of policy-makers, businesses, and other viable actors are necessary components to produce a sustainable, economically viable curbside recycling program.

Azudes y acueductos del sistema de riego tradicional de la Vega Baja del Segura (Alicante, España)

En el presente trabajo se describen y analizan las principales obras hidráulicas del sistema de riego tradicional de la comarca de la Vega Baja del Segura, concretamente, los azudes y los acueductos. Los azudes de toma, construidos en el cauce del río Segura, representan el inicio del sistema, desde donde parte una extensa y compleja red de acueductos constituida por acequias y azarbes, como elementos fundamentales, que distribuyen el agua para el regadío. En este estudio se ha llevado a cabo una amplia y profunda investigación documental, tomado datos de campo y captado imágenes in situ que, junto con los diagramas aportados, resultan imprescindibles para comprender la magnitud del sistema. Los resultados obtenidos han servido no sólo para catalogar y caracterizar los elementos que integran el sistema hidráulico del regadío tradicional de la Vega Baja del Segura, sino también para poner de manifiesto un ejemplo real de optimización de recursos hídricos en una zona del sureste peninsular español de escasa e irregular pluviometría. Asimismo, el estudio efectuado revela un sistema de riego sumamente eficiente desde un punto de vista cuantitativo y no tanto desde el cualitativo, debido a la presencia, entre otros contaminantes, de altas concentraciones de sales.

Engineer Leandro Badarán’s project to safeguard the fortresses of Alicante in 1794

After the construction of the San Carlos bastion in Alicante in the final decade of the seventeenth century, and the great trench which the English built around the district of San Francisco during their years of dominance in the War of Succession, the waters of the San Blas gully caused serious damage to these fortifications of the city and to the trade buildings of the port. In 1772, the diversion canal was built. It was designed to divert the riverbed of the gully and send the waters directly to the sea. The project had been initially designed by the Engineer General, Jorge Próspero de Verboom in 1721. This unique work of engineering had some defects, principally in the breakwater which prevented the waters from flowing down the former river course. On several occasions, the water returned to its original riverbed due to the weakness of the breakwater, the narrowness of the channel’s bed and its lack of regularisation, causing serious damage to the bastion, the Babel-facing façade, the traders’ warehouses and other buildings. This study describes the project that the military engineer Leandro Badarán carried out in 1794 in order to technically improve this canal and examines his report on the state of the fortifications. Similar works built in Spain are also explained. It also analyses the repeated disputes between the war department and the port throughout these years over finding a technical solution to the problem.

Data and Documentation

The primary aims of this survey were to assess household waste management practices; participation in waste diversion practices; knowledge of local waste management politics; willingness to participate in local decision making regarding the development of a local waste processing facility; attitudes and perceptions of waste, waste management policies, and waste management technologies.

Portal cavernoma cholangiopathy : case report and systematic review

Trabalho Final do Curso de Mestrado Integrado em Medicina, Faculdade de Medicina, Universidade de Lisboa, 2014

Morbilidade global das colostomias derivativas temporárias na abordagem cirúrgica do cancro do recto

Trabalho Final do Curso de Mestrado Integrado em Medicina, Faculdade de Medicina, Universidade de Lisboa, 2014

Economic Incentives for Indirect TTIP Spillovers. CEPS Special Report No. 94/October 2014 [TTIP Series No. 2]

A deep, comprehensive and ambitious TTIP should not undermine or otherwise negatively affect the WTO and its signatories. Among other things, this means that trade diversion ought to be minimised and positive spillovers stimulated. The present CEPS Special Report provides some elementary quantification, which helps to understand the economic incentives for third countries to seek regulatory alignment with TTIP results, where relevant, and for which TTIP should be ‘open’. It focuses on ‘indirect’ spillovers and employs a rather aggregate economic approach. We find that, of three groups of countries that are important for trade with the EU and the US, the ‘closest’ neighbours (NAFTA, EEA, Switzerland and Turkey) exhibit powerful incentives to align so as to benefit from positive spillovers. This is less clear for two other groups. Of the (seven) ‘biggest traders’ (in manufactured goods, for which spillovers matter most), China turns out to have the greatest interest in alignment in selected sectors, followed by Israel, Japan and South Korea. Whereas the latter three either have or are negotiating FTAs with the US and the EU, precisely China has none and remains outside TPP as well. In terms of sectors, the chemical sector followed by electronic equipment are by far the most important, with agro-products and fish as a good third (SPS issues). However, in chemicals and electrical equipment, the TTIP negotiations so far, and recent US/EU regulatory cooperation, do not indicate an ambitious approach, which could reduce regulatory barriers to market access drastically.

EU Enlargement: external economic implications. Bruges European Economic Policy (BEEP) Briefing 4/2003

Unlike some previous EU enlargements (e.g. with the UK and with Spain/Portugal) the present EU enlargement to Central Europe has not prompted much, let alone a fierce, debate about the external dimension. This BEEP briefing discusses the main economic aspects of the external dimension, in particular whether there is a threat of (how much) trade diversion. Attention is paid to the three main topics of interest for third countries: industrial trade effects, impact on FDI and agricultural trade effects. Agriculture is arguably the most sensitive of the three, given the very high CAP border protection, and although large-scale trade diversion may eventually occur under certain scenarios (such as an unreformed CAP), these fears are greatly exaggerated in the short to medium term (5-7 years): the time frame considered is therefore all-important. This conclusion becomes less surprising if one takes a closer look at the current sorry state of agriculture in the CEECs. Separate sections treat the somewhat sensitive subject of U.S.-CEEC Bilateral Investment Treaties, as well as the longterm development perspective, which addresses the prospects for catch-up growth by the accession countries. In the end, non-European stakeholders in the accession process will greatly benefit from sustained catch-up growth by the CEECs, which are locking-in deep reforms due to EU accession.

The Economics of EU Railway Reform. Bruges European Economic Policy (BEEP) Briefing 8/2004

The EU began railway reform in earnest around the turn of the century. Two ‘railway packages’ have meanwhile been adopted amounting to a series of directives and a third package has been proposed. A range of complementary initiatives has been undertaken or is underway. This BEEP Briefing inspects the main economic aspects of EU rail reform. After highlighting the dramatic loss of market share of rail since the 1960s, the case for reform is argued to rest on three arguments: the need for greater competitiveness of rail, promoting the (market driven) diversion of road haulage to rail as a step towards sustainable mobility in Europe, and an end to the disproportional claims on public budgets of Member States. The core of the paper deals respectively with market failures in rail and in the internal market for rail services; the complex economic issues underlying vertical separation (unbundling) and pricing options; and the methods, potential and problems of introducing competition in rail freight and in passenger services. Market failures in the rail sector are several (natural monopoly, economies of density, safety and asymmetries of information), exacerbated by no less than 7 technical and legal barriers precluding the practical operation of an internal rail market. The EU choice to opt for vertical unbundling (with benefits similar in nature as in other network industries e.g. preventing opaque cross-subsidisation and greater cost revelation) risks the emergence of considerable coordination costs. The adoption of marginal cost pricing is problematic on economic grounds (drawbacks include arbitrary cost allocation rules in the presence of large economies of scope and relatively large common costs; a non-optimal incentive system, holding back the growth of freight services; possibly anti-competitive effects of two-part tariffs). Without further detailed harmonisation, it may also lead to many different systems in Member States, causing even greater distortions. Insofar as freight could develop into a competitive market, a combination of Ramsey pricing (given the incentive for service providers to keep market share) and price ceilings based on stand-alone costs might be superior in terms of competition, market growth and regulatory oversight. The incipient cooperative approach for path coordination and allocation is welcome but likely to be seriously insufficient. The arguments to introduce competition, notably in freight, are valuable and many e.g. optimal cross-border services, quality differentiation as well as general quality improvement, larger scale for cost recovery and a decrease of rent seeking. Nevertheless, it is not correct to argue for the introduction of competition in rail tout court. It depends on the size of the market and on removing a host of barriers; it requires careful PSO definition and costing; also, coordination failures ought to be pre-empted. On the other hand, reform and competition cannot and should not be assessed in a static perspective. Conduct and cost structures will change with reform. Infrastructure and investment in technology are known to generate enormous potential for cost savings, especially when coupled with the EU interoperability programme. All this dynamism may well help to induce entry and further enlarge the (net) welfare gains from EU railway reform. The paper ends with a few pointers for the way forward in EU rail reform.

Impact of a Potassium-enriched, Chloride-depleted 5% Glucose Solution on Gastrointestinal Function after Major Abdominopelvic Surgery: Results of a Randomized Controlled Trial.

BACKGROUND Gastrointestinal (GI) complications often delay recovery after radical cystectomy with urinary diversion. The authors investigated if perioperative administration of a potassium-enriched, chloride-depleted 5% glucose solution (G5K) accelerates recovery of GI function. METHODS This randomized, parallel-group, single-center double-blind trial included 44 consecutive patients undergoing radical cystectomy and pelvic lymph node dissection with urinary diversion. Patients were randomized to receive either a G5K (G5K group) solution or a Ringer's maleate solution (control group). Fluid management aimed for a zero fluid balance. Primary endpoint was time to first defecation. Secondary endpoints were time to normal GI function, need for electrolyte substitution, and renal dysfunction. RESULTS Time to first defecation was not significantly different between groups (G5K group, 93 h [19 to 168 h] and control group, 120 h [43 to 241 h]); estimator of the group difference, -16 (95% CI, -38 to 6); P = 0.173. Return of normal GI function occurred faster in the G5K group than in the control group (median, 138 h [range, 54 to 262 h] vs. 169 h [108 to 318 h]); estimator of the group difference, -38 (95% CI, -74 to -12); P = 0.004. Potassium and magnesium were less frequently substituted in the G5K group (13.6 vs. 54.5% [P = 0.010] and 18.2 vs. 77.3% [P < 0.001]), respectively. The incidence of renal dysfunction (Risk, Injury, Failure, Loss and End-stage kidney disease stage "risk") at discharge was 9.1% in the G5K group and 4.5% in the control group; P = 1.000. CONCLUSIONS Perioperative administration of a G5K did not enhance first defecation, but may accelerate recovery of normal GI function, and reduces potassium and magnesium substitution after radical cystectomy and urinary diversion.