L'arqueologia del vi a l'àrea costanera de la Tarraconense. Una reflexió

Com a valoració del simposi, es fa una discussió de les aportacions, dins dels coneixements actuals sobre la producció de vi, centrat a la costa de la Tarraconense. La cultura del vi a l’antiguitat és un tema en què les connexions amb l’actualitat sovint són més àmplies del que pensem. Es repassen totes les fonts romanes referents al vi dels Països Catalans. L’arqueologia de la vinya ha d’aprendre encara molt de la francesa. Els estudis dels trulls de vi van ampliant el coneixement dels llocs de producció, dels períodes –fins al tardoromà– i dels detalls tècnics. Les àmfores permeten conèixer la comercialització del producte, així com les cronologies i l’abast del negoci del vi, que devien endegar immigrants romans o itàlics que invertien en terres fora d’Itàlia. L’estudi dels ports acaba de completar el panorama comercial.

Regulation of Port Charges in Spain: Global versus Local Competition

This article examines the determinants of traffic volumes and the revenues per tonne generated by Spain’s port authorities. The interest of the study lies on the strong differences between port authorities in a context of strict regulation but that provides some scope for price competition. We find that port charges influence the amount of traffic that a port is able to generate. Furthermore, we find clear evidence of local price competition and report mixed results for global competition. Revenues per tonne are higher in ports operating more international regular lines and with multinational terminal operators, while they are lower in ports with nearby competing facilities and where the market share of the dominant shipping firm is high.

El port romà de Barcino (Barcelona) i el praefectus orae maritimae laeetanae. Un possible portus comercial

En aquest estudi es planteja l’existència d’un port romà a Barcino (Barcelona), tot intentant esbrinar la seva ubicació i la relació amb el nucli urbà de la ciutat. S’estudia també el paper del praefectus orae maritimae laeetanae, magistrat documentat en una inscripció de Tarragona, en relació amb aquest port.

La cultura marittima nei progetti di rigenarazione urbana del porto vecchio, Barcellona

Port cities have represented one of the first forms of urbanization in which maritime culture has had an important role in the construction of the city. This culture has often been the foundation of an evolving tendency confronted with other lines of development, against which it has alternately integrated itself creatively, or has had to compete. The study of the multiplicity of these evolving processes, with their corresponding conflicts, can be useful to develop a critical vision of the grand transformations of industrial ports in urban areas and to initiate a critical reflection which would help to interpret current tendencies. The Barcelona case seems to be exemplary because the new projects for the transformation of the old port, focused on providing a service for luxury boats, have reopened a discussion on urban transformation works carried out in the past and have mostly revealed that the relationship between the port and the city is in constant evolution.For this reason there is a discussion about the extent to which large scale port transformations can have repercussions on maritime culture in a locality and what the role of maritime culture is with respect to fundamental economic strategies linked mostly to the construction of the post-Fordist city

The Spatial effects of transportation on industrial employment

This paper examines the direct and indirect impacts of transport infrastructure on industrial employment. We estimate regressions with spatial econometric methods using data from the Spanish regions for the period 1995-2008. We find that the density of motorways and the amount of port traffic (particularly general non-containerized and container traffic) are significant determinants of industrial employment in the region, while the effects of railway density and the amount of airport traffic are unclear. Our empirical analysis shows the existence of significant negative spatial spillovers for the density of motorways and levels of container port traffic while the impact of general non-containerized port traffic seems to be mainly local.

Maritime transportation in the Gulf of Finland in 2007 and in 2015

The Gulf of Finland is said to be one of the densest operated sea areas in the world. It is a shallow and economically vulnerable sea area with dense passenger and cargo traffic of which petroleum transports have a share of over 50 %. The winter conditions add to the risks of maritime traffic in the Gulf of Finland. It is widely believed that the growth of maritime transportation will continue also in the future. The Gulf of Finland is surrounded by three very different national economies with, different maritime transportation structures. Finland is a country of high GDP/per capita with a diversified economic structure. The number of ports is large and the maritime transportation consists of many types of cargoes: raw materials, industrial products, consumer goods, coal and petroleum products, and the Russian transit traffic of e.g. new cars and consumer goods. Russia is a large country with huge growth potential; in recent years, the expansion of petroleum exports has lead to a strong economic growth, which is also apparent in the growth of maritime transports. Russia has been expanding its port activities in the Gulf of Finland and it is officially aiming to transport its own imports and exports through the Russian ports in the future; now they are being transported to great extend through the Finnish, Estonian and other Baltic ports. Russia has five ports in the Gulf of Finland. Estonia has also experienced fast economic growth, but the growth has been slowing down already during the past couples of years. The size of its economy is small compared to Russia, which means the transported tonnes cannot be very massive. However, relatively large amounts of the Russian petroleum exports have been transported through the Estonian ports. The future of the Russian transit traffic in Estonia looks nevertheless uncertain and it remains to be seen how it will develop and if Estonia is able to find replacing cargoes if the Russian transit traffic will come to an end in the Estonian ports. Estonia’s own import and export consists of forestry products, metals or other raw materials and consumer goods. Estonia has many ports on the shores of the Gulf of Finland, but the port of Tallinn dominates the cargo volumes. In 2007, 263 M tonnes of cargoes were transported in the maritime traffic in the Gulf of Finland, of which the share of petroleum products was 56 %. 23 % of the cargoes were loaded or unloaded in the Finnish ports, 60 % in the Russian ports and 17 % in the Estonian ports. The largest ports were Primorsk (74.2 M tonnes) St. Petersburg (59.5 M tonnes), Tallinn (35.9 M tonnes), Sköldvik (19.8 M tonnes), Vysotsk (16.5 M tonnes) and Helsinki (13.4 M) tonnes. Approximately 53 600 ship calls were made in the ports of the Gulf of Finland. The densest traffic was found in the ports of St. Petersburg (14 651 ship calls), Helsinki (11 727 ship calls) and Tallinn (10 614 ship calls) in 2007. The transportation scenarios are usually based on the assumption that the amount of transports follows the development of the economy, although also other factors influence the development of transportation, e.g. government policy, environmental aspects, and social and behavioural trends. The relationship between the development of transportation and the economy is usually analyzed in terms of the development of GDP and trade. When the GDP grows to a certain level, especially the international transports increase because countries of high GDP produce, consume and thus transport more. An effective transportation system is also a precondition for the economic development. In this study, the following factors were taken into consideration when formulating the future scenarios: maritime transportation in the Gulf of Finland 2007, economic development, development of key industries, development of infrastructure and environmental aspects in relation to maritime transportation. The basic starting points for the three alternative scenarios were: • the slow growth scenario: economic recession • the average growth scenario: economy will recover quickly from current instability • the strong growth scenario: the most optimistic views on development will realize According to the slow growth scenario, the total tonnes for the maritime transportation in the Gulf of Finland would be 322.4 M tonnes in 2015, which would mean a growth of 23 % compared to 2007. In the average growth scenario, the total tonnes were estimated to be 431.6 M tonnes – a growth of 64 %, and in the strong growth scenario 507.2 M tonnes – a growth of 93%. These tonnes were further divided into petroleum products and other cargoes by country, into export, import and domestic traffic by country, and between the ports. For petroleum products, the share of crude oil and oil products was estimated and the number of tanker calls in 2015 was calculated for each scenario. However, the future development of maritime transportation in the GoF is dependent on so many societal and economic variables that it is not realistic to predict one exact point estimate value for the cargo tonnes for a certain scenario. Plenty of uncertainty is related both to the degree in which the scenario will come true as well as to the cause-effect relations between the different variables. For these reasons, probability distributions for each scenario were formulated by an expert group. As a result, a range for the total tonnes of each scenario was formulated and they are as follows: the slow growth scenario: 280.8 – 363 M tonnes (expectation value 322.4 M tonnes)

Externalities of Shipping in the Gulf of Finland until 2015

During the last few years, the discussion on the marginal social costs of transportation has been active. Applying the externalities as a tool to control transport would fulfil the polluter pays principle and simultaneously create a fair control method between the transport modes. This report presents the results of two calculation algorithms developed to estimate the marginal social costs based on the externalities of air pollution. The first algorithm calculates the future scenarios of sea transport traffic externalities until 2015 in the Gulf of Finland. The second algorithm calculates the externalities of Russian passenger car transit traffic via Finland by taking into account both sea and road transport. The algorithm estimates the ship-originated emissions of carbon dioxide (CO₂), nitrogen oxides (NO_x), sulphur oxides (SO_x), particulates (PM) and the externalities for each year from 2007 to 2015. The total NOx emissions in the Gulf of Finland from the six ship types were almost 75.7 kilotons (Table 5.2) in 2007. The ship types are: passenger (including cruisers and ROPAX vessels), tanker, general cargo, Ro-Ro, container and bulk vessels. Due to the increase of traffic, the estimation for NO_x emissions for 2015 is 112 kilotons. The NO_x emission estimation for the whole Baltic Sea shipping is 370 kilotons in 2006 (Stipa & al, 2007). The total marginal social costs due to ship-originated CO₂, NO_x, SO_x and PM emissions in the GOF were calculated to almost 175 million Euros in 2007. The costs will increase to nearly 214 million Euros in 2015 due to the traffic growth. The major part of the externalities is due to CO₂ emissions. If we neglect the CO2 emissions by extracting the CO₂ externalities from the results, we get the total externalities of 57 million Euros in 2007. After eight years (2015), the externalities would be 28 % lower, 41 million Euros (Table 8.1). This is the result of the sulphur emissions reducing regulation of marine fuels. The majority of the new car transit goes through Finland to Russia due to the lack of port capacity in Russia. The amount of cars was 339 620 vehicles (Statistics of Finnish Customs 2008) in 2005. The externalities are calculated for the transportation of passenger vehicles as follows: by ship to a Finnish port and, after that, by trucks to the Russian border checkpoint. The externalities are between 2 – 3 million Euros (year 2000 cost level) for each route. The ports included in the calculations are Hamina, Hanko, Kotka and Turku. With the Euro-3 standard trucks, the port of Hanko would be the best choice to transport the vehicles. This is because of lower emissions by new trucks and the saved transport distance of a ship. If the trucks are more polluting Euro 1 level trucks, the port of Kotka would be the best choice. This indicates that the truck emissions have a considerable effect on the externalities and that the transportation of light cargo, such as passenger cars by ship, produces considerably high emission externalities. The emission externalities approach offers a new insight for valuing the multiple traffic modes. However, the calculation of the marginal social costs based on the air emission externalities should not be regarded as a ready-made calculation system. The system is clearly in the need of some improvement but it can already be considered as a potential tool for political decision making.

Analitzador gràfic de xarxa en entorn GNU

L'analitzador desenvolupat en aquest treball de final de grau, a diferència dels analitzadors de xarxa habituals, no pretén mostrar les dades contingudes en les trames dels paquets capturats, sinó mostrar la informació del tràfic de xarxa des d'un nivell d'abstracció per sobre, centrant-se en l'anàlisi dels protocols i els ports de servei que formen les comunicacions en les xarxes d'ordinadors.

Transitoliikenteen lisäarvopalvelut

Tutkimuksen tarkoituksena on selvittää Suomen transito- eli kauttakulkuliikenteessä käytössä olevia lisäarvopalveluja ja niiden kehitysnäkymiä. Tutkimuksessa selvitetään myös Suomen transitoliikenteen nykytilaa ja tulevaisuutta. Suomen kauttakulkureitin ohella tarkastellaan muita tärkeimpiä Venäjän ulkomaankaupan kuljetusreittejä. Tutkimus jakautuu 1) kauttakulkuliikennettä koskevaan kirjallisuusselvitykseen ja 2) lisäarvopalveluja selvittävään haastattelututkimukseen, jonka yhteydessä haastateltiin Suomessa toimivia kansallisia ja kansainvälisiä transitoliikenteen toimijoita. Tutkimustulosten perusteella Suomi toimii erityisesti itään suuntautuvien arvotavaroiden kauttakulkureittinä. Transitokuljetusten yhteydessä tarvitaan erilaisia lisäarvopalveluja. Haastatteluissa saatiin selville, että tavaratoimituksille on tarjolla Suomessa yli 30 erilaista lisäarvopalvelua, jotka syntyvät yleensä asiakkaan erityistarpeista. Lisäarvopalvelut keskittyvät aineettomiin toimintoihin, kuljetuksiin, laadunhallintaan ja tavarankäsittelyyn. Eniten tarjottuja lisäarvopalveluja ovat räätälöity asiakaspalvelu, IT-palvelut, dokumentointi ja konsultointi. Lisäarvopalvelut eivät yleensä yksistään vaikuta kuljetusreitin valintaan, mutta yhdessä tehokkaiden, laadukkaiden ja turvallisten logistiikkapalvelujen kanssa lisäarvopalvelut muodostavat merkittävän kilpailutekijän Suomen transitoreitille.

Principals intercanvis de mercaderies entre València Port i la Xina en el període 1996-2014

La present memòria es planteja com una aportació a la comprensió de les últimes dos dècades de relacions comercials amb la Xina des del port de València, en fase d'integració amb el de Sagunt i Gandia, i el seu hinterland constituït a més de pel País Valencià per una àrea que abasta tota la zona est i central de la Península Ibèrica. La Xina és el país protagonista d'entre les economies emergents en l'actualitat, així l'estudi analitza, des d'una perspectiva eminentment valenciana, quins són els principals intercanvis de mercaderies entre València Port i els principals ports de la Xina.

Disseny i creació d'un MMORPG

MMORPG són les sigles de Massive Multiplayer Online Role Playing Game: Joc de Rol Multijugador Online Massiu. Els jugadors connecten a un servidor i poden interactuar entre ells en el món virtual que el joc ofereix. Hi pot haver milers d'usuaris connectats simultàniament al mateix món, generant una població i molt d'ambient si el servidor està ben programat, i latència i/o bloquejos si se supera el límit de jugadors simultanis que el servidor suporta. El més atractiu d'aquest tipus de jocs és que dónen la capacitat de jugar amb i/o contra altra gent real. Resulta molt més emocionant veure intel•ligència real dins el joc, sense que tot sigui intel•ligència artificial. A més d'això hi ha el fet de que pràcticament tots aquests jocs són de l'estil Sandbox o sorral, cosa que significa que el jugador és totalment lliure de fer el que vulgui en un món obert, sense haver de seguir una trama lineal. Durant el principi del segon curs vaig començar a investigar una manera de poder jugar a Lineage 2 des de la residència en la que estava aquí a Vic, ja que la seva connexió a Internet tenia un proxy que bloquejava tots els ports excepte HTTP i algunes poques excepcions més, així que no podia connectar al seu servidor per jugar. I aquí vaig topar amb L2JServer, un projecte open source que emula un servidor de Lineage 2. Només instal•lant una base de dades MySQL, el java JDK i extraient uns arxius a una carpeta, ja podies executar el teu propi servidor d'aquest joc. Per entrar-hi només calia enganyar el programa client redirigint la DNS oficial cap a la teva IP utilitzant el fitxer hosts de windows i ja hi podies entrar.

Estudi tècnic-econòmic per a la instal·lació d'una granja d'ànecs per a producció de foie-gras situada en el terme municipal de Fontanals de Cerdanya

Inversors però, principalment professionals de l'àmbit agrari, per tal de buscar una diversificació de l'activitat agrícola i ramadera que desenvolupen a les seves finques, sobretot joves emprenedors, poden estar interessats en produccions alternatives com la producció d'ànecs per a foie-gras, per tal de complementar la seva renda agrària. Actualment cal augmentar la competitivitat de les finques agrícoles per tal que aquestes siguin econòmicament viables. L’objectiu de l'estudi és determinar la viabilitat econòmica d’una explotació ramadera d’ànecs per a la producció de foie-gras, en el terme municipal de Fontanals de Cerdanya, analitzant les diverses alternatives en quant a dimensionament i disseny de les instal·lacions, segons el cicle productiu de l’animal. L'alternativa escollida per realitzar l'estudi es la de semi-integració (cria, engreix i embocat), de règim semi-intensiu (durant l'etapa de l'engreix), amb animals mascles de la raça híbrida Mulard. Les instal·lacions tindran una capacitat de 6.500 animals, amb lots de 250 caps. Aquest dimensionament permet, durant la fase d'embocat, en la qual es requereix més dedicació, que la demanda de mà d'obra pugui ser satisfeta per un únic treballador. La principal conclusió que es pot extreure de l'estudi és que la inversió projectada és massa elevada i que aquesta econòmicament no és viable o rendible, ja que la despesa és massa elevada. Es mouen uns fluxos de caixa molt elevats i el marge comercial és molt reduït. Únicament si l'objectiu del promotor és obtenir una remuneració per la seva feina, sempre i quan és produeixi un augment del preu actual de la carn i una disminució del preu del pinso, es podria recomanar que es portés a terme la implantació de l'explotació, intentant, però, reduir la despesa d'execució de construccions i instal·lacions.

Quartett: concurs d'urbanització de l'àmbit de Sa Punta, a Maó

Award-winning

Perspectives for the Spanish Intervention in Macao in the 19th Century

The purpose of this paper is to analyse some essential events concerning the relationship between Spain and Macao in the middle of the 19th century. Macao remained as a privileged spot for the commercial activities of Spain in China after the opening of the international ports agreed upon in the Treaty of Nanjing in 1842. This encouraged Spanish diplomatic representatives to render special attention to the Portuguese enclave. This became the origin of a shocking proposal for the military conquest of Macao and its surrounding territories by one of these representatives, Sinibaldo de Mas. Although this proposal was never taken under consideration, it helps us to better understand the role Macao played in Spanish strategies in China. Years later, Mas participated as a mediator when the Chinese government attempted to regain sovereignty over Macao by paying an economic compensation to Portugal. The involvement of Sinibaldo de Mas in this project has a strong symbolic meaning, making him a key agent in the relations between Spain and Macao in the 19th century.

Unitizing in Supply Chain – Case SECU Container

The aim of this thesis is to analyze how increasing the level of unitizing affects to the costs in the transport system of a Finnish paper and board company. The parts of the supply chain where costs are analyzed are limited to domestic inland transport and port operations. Supply Chain management is important aspect of modern day companies’ strategies. Intermodal transport and different transport systems are the key items which are studied in the theory part of this thesis. In the case study the payload simulations for SECU container (Stora Enso Cargo Unit) stuffed in mills sites are base of the cost analyze of this thesis. Thesis also makes a glance for the restrictions and development trends in Finnish railroads. In analyze SECU containers are moved up to the mill site for stuffing. This increases the level of unitizing in supply chain. Analyze is made for three variation of current traffic lines. Analyze shows that when idea of intermodalism is well used there is considerable cost savings to gather in pre-transportation and port operations. But also effects to mill sites and destination ports needs to be take under considering. In analyze the effects of increased axle weight for SECU container transportation in Finnish railroads is studied. When transport unit is stuffed in earliest possible point supply chain and unloaded the last possible point the savings made in chain can be considerable. In case study of this thesis almost 40% savings in total costs could be reached in pre transportation and port operations when unitizing level is increased in supply chain.