La Península Ibérica en el transporte masivo de mercancías entre Europa y África : futuras autopistas del mar

La competitividad del transporte de mercancías depende del estado y funcionamiento de las redes existentes y de sus infraestructuras, no del modo de transporte. En concreto, la rentabilidad o la reducción de los costes de producción del transporte marítimo se vería incrementado con el uso de buques de mayor capacidad y con el desarrollo de plataformas portuarias de distribución o puertos secos, ya que el 90% del comercio entre la Unión Europea y terceros países se realiza a través de sus puertos a un promedio de 3,2 billones de toneladas de mercancías manipuladas cada año y el 40% del tráfico intraeuropeo utiliza el transporte marítimo de corta distancia. A pesar de que los puertos europeos acogen anualmente a más de 400 millones de pasajeros, los grandes desarrollos se han producido en los puertos del norte de Europa (Róterdam, Amberes, Ámsterdam). Los países del Sur de Europa deben buscar nuevas fórmulas para ser más competitivos, ya sea mediante creación de nuevas infraestructuras o mediante refuerzo de las existentes, ofreciendo los costes de los puertos del Norte. El fomento del transporte marítimo y fluvial como alternativa al transporte por carretera, especialmente el transporte marítimo de corta distancia, ha sido impulsado por la Comisión Europea (CE) desde 2003 a través de programas de apoyo comunitario de aplicación directa a las Autopistas del Mar, a modo de ejemplo, cabría citar los programas Marco Polo I y II, los cuales contaron con una dotación presupuestaria total de 855 millones de euros para el período 2003 – 2013; en ese período de tiempo se establecieron objetivos de reducción de congestión vial y mejora del comportamiento medio ambiental del sistema de transporte de mercancías dentro de la comunidad y la potenciación de la intermodalidad. El concepto de Autopista del Mar surge en el Libro Blanco de Transportes de la Comisión Europea “La política europea de transportes de cara al 2010: La hora de la verdad” del 12 de diciembre de 2001, en el marco de una política europea para fomento y desarrollo de sistemas de transportes sostenibles. Las Autopistas del Mar consisten en rutas marítimas de corta distancia entre dos puntos, de menor distancia que por vía terrestre, en las que a través del transporte intermodal mejoran significativamente los tiempos y costes de la cadena logística, contribuyen a la reducción de accidentes, ruidos y emisiones de CO2 a la atmósfera, permite que los conductores pierdan horas de trabajo al volante y evita el deterioro de las infraestructuras terrestres, con el consiguiente ahorro en mantenimiento. La viabilidad de una Autopista del Mar depende tanto de factores de ubicación geográficos, como de características propias del puerto, pasando por los diferentes requerimientos del mercado en cada momento (energéticos, medio ambientales y tecnológicos). Existe un elemento nuevo creado por la Comisión Europea: la red transeuropea de transportes (RTE-T). En el caso de España, con sus dos accesos por los Pirineos (La Junquera e Irún) como únicos pasos terrestres de comunicación con el continente y con importantes limitaciones ferroviarias debido a los tres anchos de vía distintos, le resta competitividad frente al conjunto europeo; por el contrario, España es el país europeo con más kilómetros de costa (con más de 8.000 km) y con un emplazamiento geográfico estratégico, lo que le convierte en una plataforma logística para todo el sur de Europa, por lo que las Autopistas del Mar tendrán un papel importante y casi obligado para el desarrollo de los grandes corredores marítimos que promueve Europa. De hecho, Gijón y Vigo lo han hecho muy bien con sus respectivas líneas definidas como Autopistas del Mar y que conectan con el puerto francés de Nantes-Saint Nazaire, ya que desde ahí los camiones pueden coger rutas hacia el Norte. Paralelamente, la Unión Europea ha iniciado los pasos para el impulso de la primera Autopista del Mar que conectará España con el mercado de Reino Unido, concretamente los Puertos de Bilbao y Tilbury. Además, España e Italia sellaron un acuerdo internacional para desarrollar Autopistas del Mar entre ambos países, comprometiéndose a impulsar una docena de rutas entre puertos del litoral mediterráneo español y el italiano. Actualmente, están en funcionando los trayectos como Barcelona-Génova, Valencia-Civitavecchia y Alicante- Nápoles, notablemente más cortos por mar que por carretera. Bruselas identificó cuatro grandes corredores marítimos que podrían concentrar una alta densidad de tráfico de buques, y en dos de ellos España ya tenía desde un principio un papel crucial. La Comisión diseñó el 14 de abril de 2004, a través del proyecto West-Mos, una red de tráfico marítimo que tiene como vías fundamentales la denominada Autopista del Báltico (que enlaza Europa central y occidental con los países bálticos), la Autopista de Europa suroriental (que une el Adriático con el Jónico y el Mediterráneo más oriental) y también la Autopista de Europa occidental y la Autopista de Europa suroccidental (que enlazan España con Reino Unido y la Francia atlántica y con la Francia mediterránea e Italia, respectivamente). Para poder establecer Autopistas del Mar entre la Península Ibérica y el Norte de Europa primará especialmente la retirada de camiones en la frontera pirenaica, donde el tráfico pesado tiene actualmente una intensidad media diaria de 8.000 unidades, actuando sobre los puntos de mayor congestión, como por ejemplo los Alpes, los Pirineos, el Canal de la Mancha, las carreteras fronterizas de Francia y Euskadi, y proponiendo el traslado de las mercancías en barcos o en trenes. Por su parte, para contar con los subsidios y apoyos europeos las rutas seleccionadas como Autopistas del Mar deben mantener una serie de criterios de calidad relacionados con la frecuencia, coste “plataforma logística a plataforma logística”, simplicidad en procedimientos administrativos y participación de varios países, entre otros. Los estudios consideran inicialmente viables los tramos marítimos superiores a 450 millas, con un volumen de unas 15.000 plataformas al año y que dispongan de eficientes comunicaciones desde el puerto a las redes transeuropeas de autopistas y ferrocarril. Otro objetivo de las Autopistas del Mar es desarrollar las capacidades portuarias de forma que se puedan conectar mejor las regiones periféricas a escala del continente europeo. En lo que a Puertos se refiere, las terminales en los muelles deben contar con una línea de atraque de 250 m., un calado superior a 8 m., una rampa “ro-ro” de doble calzada, grúas portainer, y garantizar operatividad para un mínimo de dos frecuencias de carga semanales. El 28 de marzo de 2011 se publicó el segundo Libro Blanco sobre el futuro del transporte en Europa “Hoja de ruta hacia un espacio único europeo de transporte: por una política de transportes competitiva y sostenible”, donde se definió el marco general de las acciones a emprender en los próximos diez años en el ámbito de las infraestructuras de transporte, la legislación del mercado interior, la reducción de la dependencia del carbono, la tecnología para la gestión del tráfico y los vehículos limpios, así como la estandarización de los distintos mercados. Entre los principales desafíos se encuentran la eliminación de los cuellos de botella y obstáculos diversos de nuestra red europea de transporte, minimizar la dependencia del petróleo, reducir las emisiones de GEI en un 60% para 2050 con respecto a los niveles de 1990 y la inversión en nuevas tecnologías e infraestructuras que reduzcan estas emisiones de transporte en la UE. La conexión entre la UE y el norte de África provoca elevados niveles de congestión en los puntos más críticos del trayecto: frontera hispano-francesa, corredor del Mediterráneo y el paso del estrecho. A esto se le añade el hecho de que el sector del transporte por carretera está sujeto a una creciente competencia de mercado motivada por la eliminación de las barreras europeas, mayores exigencias de los cargadores, mayores restricciones a los conductores y aumento del precio del gasóleo. Por otro lado, el mercado potencial de pasajeros tiene una clara diferenciación en tipos de flujos: los flujos en el período extraordinario de la Operación Paso del Estrecho (OPE), enfocado principalmente a marroquíes que vuelven a su país de vacaciones; y los flujos en el período ordinario, enfocado a la movilidad global de la población. Por tanto, lo que se pretende conseguir con este estudio es analizar la situación actual del tráfico de mercancías y pasajeros con origen o destino la península ibérica y sus causas, así como la investigación de las ventajas de la creación de una conexión marítima (Autopista del Mar) con el Norte de África, basándose en los condicionantes técnicos, administrativos, económicos, políticos, sociales y medio ambientales. The competitiveness of freight transport depends on the condition and operation of existing networks and infrastructure, not the mode of transport. In particular, profitability could be increased or production costs of maritime transport could be reduced by using vessels with greater capacity and developing port distribution platforms or dry ports, seeing as 90% of trade between the European Union and third countries happens through its ports. On average 3,2 billion tonnes of freight are handled annualy and 40% of intra-European traffic uses Short Sea Shipping. In spite of European ports annually hosting more than 400 million passengers, there have been major developments in the northern European ports (Rotterdam, Antwerp, Amsterdam). Southern European countries need to find new ways to be more competitive, either by building new infrastructure or by strengthening existing infrastructure, offering costs northern ports. The use of maritime and river transport as an alternative to road transport, especially Short Sea Shipping, has been driven by the European Commission (EC) from 2003 through community support programs for the Motorways of the Sea. These programs include, for example, the Marco Polo I and II programs, which had a total budget of 855 million euros for the period 2003-2013. During this time objectives were set for reducing road congestion, improving the environmental performance of the freight transport system within the community and enhancing intermodal transport. The “Motorway of the Sea” concept arises in the European Commission’s Transport White Paper "European transport policy for 2010: time to decide" on 12 December 2001, as part of a European policy for the development and promotion of sustainable transport systems. A Motorway of the Sea is defined as a short sea route between two points, covering less distance than by road, which provides a significant improvement in intermodal transport times and to the cost supply chain. It contributes to reducing accidents, noise and CO2 emissions, allows drivers to shorten their driving time and prevents the deterioration of land infrastructure thereby saving on maintenance costs. The viability of a Motorway of the Sea depends as much on geographical location factors as on characteristics of the port, taking into account the different market requirements at all times (energy, environmental and technological). There is a new element created by the European Commission: the trans-European transport network (TEN-T). In the case of Spain, with its two access points in the Pyrenees (La Junquera and Irun) as the only land crossings connected to the mainland and major railway limitations due to the three different gauges, it appears less competitive compared to Europe as a whole. However, Spain is the European country with the most kilometers of coastline (over 8,000 km) and a strategic geographical location, which makes it a logistics platform for the all of Southern Europe. This is why the Motorways of the Sea will have an important role, and an almost necessary one to develop major maritime corridors that Europe supports. In fact, Gijon and Vigo have done very well with their respective sea lanes defined as Motorways of the Sea and which connect with the French port of Nantes-Saint Nazaire, as from there trucks can use nort-heading routes. In parallel, the European Union has taken the first steps to boost the first Motorway of the Sea linking Spain to the UK market, specifically the ports of Bilbao and Tilbury. Furthermore, Spain and Italy sealed an international agreement to develop Motorways of the Sea between both countries, pledging to develop a dozen routes between ports on the Spanish and Italian Mediterranean coasts. Currently, there are sea lanes already in use such as Barcelona-Genova, Valencia-Civitavecchia and Alicante-Naples, these are significantly shorter routes by sea than by road. Brussels identified four major maritime corridors that could hold heavy concentrate shipping traffic, and Spain had a crucial role in two of these from the beginning. On 14 April 2004 the Commission planned through the West-Mos project, a network of maritime traffic which includes the essential sea passages the so-called Baltic Motorway (linking Central and Western Europe with the Baltic countries), the southeast Europe Motorway (linking the Adriatic to the Ionian and eastern Mediterranean Sea), the Western Europe Motorway and southwestern Europe Motorway (that links Spain with Britain and the Atlantic coast of France and with the French Mediterranean coast and Italy, respectively). In order to establish Motorways of the Sea between the Iberian Peninsula and Northern Europe especially, it is necessary to remove trucks from the Pyrenean border, where sees heavy traffic (on average 8000 trucks per day) and addressing the points of greatest congestion, such as the Alps, the Pyrenees, the English Channel, the border roads of France and Euskadi, and proposing the transfer of freight on ships or trains. For its part, in order to receive subsidies and support from the European Commission, the routes selected as Motorways of the Sea should maintain a series of quality criteria related to frequency, costs "from logistics platform to logistics platform," simplicity in administrative procedures and participation of several countries, among others. To begin with, studies consider viable a maritime stretch of at least 450 miles with a volume of about 15,000 platforms per year and that have efficient connections from port to trans-European motorways and rail networks. Another objective of the Motorways of the Sea is to develop port capacity so that they can better connect peripheral regions across the European continent. Referring ports, the terminals at the docks must have a berthing line of 250 m., a draft greater than 8 m, a dual carriageway "ro-ro" ramp, portainer cranes, and ensure operability for a minimum of two loads per week. On 28 March 2011 the second White Paper about the future of transport in Europe "Roadmap to a Single European Transport Area – Towards a competitive and resource efficient transport system" was published. In this Paper the general framework of actions to be undertaken in the next ten years in the field of transport infrastructure was defined, including internal market legislation, reduction of carbon dependency, traffic management technology and clean vehicles, as well as the standardization of different markets. The main challenges are how to eliminate bottlenecks and various obstacles in our European transport network, minimize dependence on oil, reduce GHG emissions by 60% by 2050 compared to 1990 levels and encourage investment in new technologies and infrastructure that reduce EU transport emissions. The connection between the EU and North Africa causes high levels of congestion on the most critical points of the journey: the Spanish-French border, the Mediterranean corridor and Gibraltar Strait. In addition to this, the road transport sector is subject to increased market competition motivated by the elimination of European barriers, greater demands of shippers, greater restrictions on drivers and an increase in the price of diesel. On the other hand, the potential passenger market has a clear differentiation in type of flows: flows in the special period of the Crossing the Straits Operation (CSO), mainly focused on Moroccans who return home on vacation; and flows in the regular session, focused on the global mobile population. Therefore, what I want to achieve with this study is present an analysis of the current situation of freight and passengers to or from the Iberian Peninsula and their causes, as well as present research on the advantages of creating a maritime connection (Motorways of the Sea) with North Africa, based on the technical, administrative, economic, political, social and environmental conditions.

Barreras para la práctica de actividad física y deportiva en las personas adultas de la Comunidad de Madrid. Desarrollo y validación de un instrumento

El propósito de este estudio fue la construcción y validación de un instrumento de medición de barreras a la práctica de la actividad física y deportiva por parte de las personas adultas desde la teoría ecológico social y analizar la presencia de las diferentes barreras así como las innovaciones y alternativas de conciliación a las barreras relacionadas con el empleo, el cuidado de hijos e hijas y las tareas del hogar, identificando las posibles diferencias existentes en función del género y del tipo de demanda en la población adulta de la Comunidad de Madrid. Se ha realizado un estudio cuantitativo, descriptivo y transversal en una muestra representativa de la población residente en la Comunidad de Madrid entre 30 y 64 años. El tipo de muestreo fue probabilístico, de tipo polietápico según tamaño demográfico de municipio y género, con un margen de error del ± 5,27% y un intervalo de confianza del 95,5%. El tamaño de la muestra final fue de 360 personas (50,3% mujeres, 49,7% hombres), quienes completaron un cuestionario estructurado mediante entrevista personal cara a cara en su domicilio entre octubre y diciembre de 2011, que incluía una escala de barreras específica, así como sub-cuestionarios de innovaciones y alternativas de conciliación vinculados a los tres ítems relacionados con el empleo, cuidado de hijos e hijas y hogar de la escala de barreras. La escala de barreras fue completada por las personas practicantes de actividad física y deportiva que deseaban realizar otra actividad, es decir, por la Demanda Establecida, así como por las personas no practicantes pero deseosas de hacerlo o Demanda Latente, y las personas no practicantes no interesadas en practicar o Demanda Ausente (n=246). Las personas que alcanzaron elevadas puntuaciones en los tres ítems de la escala de barreras vinculados al empleo, cuidado de hijos e hijas y hogar, completaron sub-cuestionarios específicos de innovaciones y alternativas de conciliación vinculados a estas barreras. Para el estudio métrico de los ítems y la dimesionalidad de la escala de barreras se llevaron a cabo análisis descriptivos de los ítems, análisis correlacionales y análisis factoriales exploratorios (AFE). Como resultado se obtuvo una escala de barreras constituida por 13 ítems que explicaron el 59,1% de la variabilidad total de los datos, agrupados en cuatro dimensiones denominadas: Barreras Interpersonales (2 ítems), Barreras Individuales (4 ítems), Barreras Comunidad-Institucionales (4 ítems) y Barreras Obligaciones-Tiempo (3 ítems). Los datos de la escala de barreras y los sub-cuestionarios de innovaciones y alternativas de conciliación fueron analizados con el SPSS v. 18. Para la comparación de variables cuantitativas y ordinales se utilizaron ANOVAS de dos factores (género por tipo de demanda), el tamaño del efecto para esta prueba se cuantificó mediante eta cuadrado. Los resultados se expresaron como porcentajes para las variables nominales y como medias y desviaciones típicas para las variables ordinales y cuantitativas. El nivel de riesgo se fijó en 0,05. El instrumento presentó una fiabilidad aceptable (α=0,58) en consonancia con el modelo ecológico social presentando dimensiones que explicaron los niveles de influencia de las diferentes esferas. Los resultados obtenidos permitieron avalar tanto la adecuación de las propiedades psicométricas de los ítems, así como la validez y fiabilidad de la escala de barreras para la práctica de actividad física y deportiva. Los distintos análisis realizados han aportado evidencia de la validez de una estructura de cuatro dimensiones acorde a los planteamientos teóricos previos de los modelos ecológicos sociales. En la dimensión barreras Individuales se identificaron diferencias según el tipo de demanda (F2,237=40,28; p<0,001; η2=0,25) y el género (F1,237=8,72; p<0,01; η2=0,84). En la dimensión barreras Interpersonales se identificaron diferencias de género (F1,239 =14,9; p<0,01; η2=0,06) pero no entre demandas (F2,239=2,35; p>0,05; 1-β=0,47). En la dimensión Barreras Obligaciones-Tiempo se identificaron diferencias en función del tipo de demanda (F2,239=3,88; p<0,05; η2=0,03) sin presentar diferencias entre hombres y mujeres (F1,239=1,06; p>0,05; 1-β=0,18). Por último, en la dimensión Comunidad Institucionales, se identificaron diferencias en función del tipo de demanda (F2,240=5,69; p<0,01; η2=0,045) y no hubo diferencias en función del género (F1,240=0,65; p>0,05; 1-β=0,13). Las innovaciones y alternativas de conciliación relacionadas con el empleo más valoradas fueron la de flexibilidad en los horarios de trabajo y adecuación de horarios; las más valoradas relacionadas con la barrera cuidado de hijos fueron que en la instalación deportiva se ofertaran actividades físicas conjuntas, en las en las que pudiesen participar madres e hijos y que la instalación deportiva ofreciera, en el mismo horario, actividades para ellos y sus hijos, y, por último, las más valoradas en relación con las tareas del hogar, una mayor implicación de la pareja seguida por una mayor implicación de los hijos. ABSTRACT The objectives of this study were to build and validate an instrument to measure the barriers of adult people to the practice of sport and physical activities from the perspective of the social-ecological theory, analyse the presence of the different barriers, as well as the innovations and alternatives regarding conciliation with work and the care of children and home as barriers, identifying the possible differences that exist based on gender and the type of demand of the adult population within the Community of Madrid. For this, a quantitative, descriptive and transversal study was carried out on a representative sample of the resident population of the Community of Madrid, ages ranging from 30 to 64 years old. Given that is an infinite or very large population, and working with an interval of confidence of the 95,5%, and assuming in the population variance, the worst case of p equal to q, the margin of sampling error was ± 5,27. The sample consisted of 360 people (50,3% women, 49,7% men), who completed a questionnaire during face-to-face personal interviews between October and December 2011. The questionnaire included a scale of specific barriers, as well as sub-questionnaires on the innovations and alternatives linked to the three items regarding work, the care of children and home of the barriers scale. The barriers scale was completed by people who practice physical and sport activities and wanted to do other activities, i.e. by the Established Demand; by people who do not practice these activities but would like to do so, i.e. Latent Demand; and by people who do not practice these activities and have no desire to do so, i.e. Absent Demand (n=246). The people who peaked on the three items of the barriers scale regarding work, the care of children and home, then completed specific sub-questionnaires on the innovations and alternatives for conciliation related to these barriers. The metric study of the items and the dimensionality of the barriers scale was carried out through descriptive analyses of the items, as well as correlation analyses and exploratory factor analyses (EFA). This resulted in a barriers scale composed of 13 items that explained 59,1% of the total variability of the data, grouped in four dimensions as follows: Interpersonal Barriers (2 items), Individual Barriers (4 items), Community-Institutional Barriers (4 items) and Obligations-Time Barriers (3 items). The data obtained from the barriers scale and sub-questionnaires on the innovations and alternatives for conciliation were analyzed using software SPSS v. 18. Two-way ANOVA (gender by type of demand) was used for the comparison of quantitative and ordinal variables, and the effect size for this test was quantified with eta squared. The results were expressed as percentages for nominal variables, and as means and standard deviations for quantitative and ordinal variables. The level of risk was set at 0,05. The instrument showed an acceptable reliability (α=0,58) in line with the social-ecological model, providing dimensions that explained the influence levels of the different spheres. The results obtained establish both the adaptation of the psychometric properties of the items, and the validity and reliability of the barriers scale for the practice of physical and sport activities. The different analyses have supported the validity of a four-dimensional structure consistent with the previous theoretical approaches on the social-ecological models, while showing adequate statistical indices. The differences identified in the Individual Barriers dimension were based on the type of demand (F2,237=40,28; p<0,001; η2=0,25) and gender (F1,237=8,72; p<0,01; η2=0,84). The differences identified in the Interpersonal Barriers dimension were based on gender (F1,239 =14,9; p<0,01; η2=0,06) but not on demand (F2,239=2,35; p>0,05; 1-β=0,47). The differences identified for the Obligations-Time Barriers dimension were based on the type of demand (F2,239=3,88; p<0,05; η2=0,03) and did not show differences between men and women (F1,239=1,06; p>0,05; 1-β=0,18). Finally, the differences identified for the Community-Institutional Barriers dimension were based on the type of demand (F2,240=5,69; p<0,01; η2=0,045) and provided no differences based on gender (F1,240=0,65; p>,05; 1-β=0,13). The most valued innovations and alternatives for conciliation regarding work were the adaptation and flexibility of working hours and timetables; the most valued related to the care of children were the offer of joint activities for adults and children in sport centres, as well as separate activities within the same timetable; and, finally, the most valued regarding the home was a higher degree of participation and involvement on the part of the spouse or partner, followed by a higher degree of participation and involvement on the part of the children.

Vehicle induced loads on pedestrian barriers

This paper is a continuation of a previous one, Sanz-Andrés, Santiago-Prowald, Baker and Quinn (J. Wind Eng. Ind. Aerodyn. 91 (2003) 925) concerning the loads generated on a structural panel (traffic sign) by vehicle running along the road, although obviously, the results are also applicable to the effects of other moving vehicles such as trains. The structural panel was modelized as a large plate whose largest dimension is perpendicular to the vehicle motion direction. In this paper a similar approach is used to develop a mathematical model for the vehicle-induced load on pedestrian barriers, modelized as a large plate whose largest dimension is parallel to the vehicle motion direction. The purpose of the work is to develop a model simple enough to give analytical results, although with the physical phenomena correctly accounted for, such as to be able to explain, at least qualitatively, the main characteristics of the phenomenon, as observed in the experiments performed by Quinn et al. (J. Wind Eng. Ind. Aerodyn. 89 (2001) 831). Actually, in spite of the model simplicity, results of the theoretical model show a reasonable good quantitative agreement with the experimental results. The aim of this and previous publications is to provide to the transport infrastructure community with some simple tools that can help to explain, and in some cases also to compute, the unsteady loading produced by moving vehicles on persons and installations placed close to the roads or tracks.

Exploring mindfulness as a culturally sensitive intervention for the Deaf community

Mental health issues are as prevalent in the deaf community as the hearing community, if not more. Yet, Deaf individuals are often treated by mental health professionals less frequently and less effectively. Many systemic barriers exist that influence the lack of services provided to the Deaf community, primarily related to a lack of cultural understanding rooted in perceptions of Deaf individuals. However, the Deaf community may be best understood as a cultural minority, a unique community sharing a distinct culture, history, and language. This paper investigates the effects of systematic barriers and cultural misunderstanding among mental health professions regarding the Deaf community, explores the historical and current mental health problems Deaf individuals most commonly struggle with, and proposes a potential culturally sensitive intervention for the Deaf community based on these factors. To examine these issues, the author conducted a thorough review of Deaf cultural history and values, as well as a review of peer-reviewed articles regarding both Deaf mental health and mindfulness outcome studies. Based on this review, mindfulness may be an effective, culturally sensitive intervention that addresses both cultural and psychological components while working with the Deaf population.

Trauma Treatment in Forensic Settings: Clinicians' Perspectives, Barriers to Effective Treatment, and Suggestions for Clinical Practice

Between 30% and 90% of the prison population is estimated to have survived traumatic experiences such as sexual, emotional, and physical abuse prior to incarceration (Anonymous, 1999; Fondacaro, Holt, & Powell, 1999; Messina & Grella, 2006; Pollard & Baker, 2000; Veysey, De Cou, & Prescott, 1998). Similarly, information from the Bureau of Justice Statistics (as reported in Warren, 2001) estimated that more than half of the women in state prisons have experienced past physical and sexual abuse. Thus, given the astonishing number of inmates who appear to be victims of some kind of trauma, it seems likely that those who work with these inmates (e.g., prison staff, guards, and treatment providers) will in some way encounter challenges related to the inmates' trauma history. These difficulties may appear in any number of forms including inmates' behavioral outbursts, increased emotionality, sensitivity to triggering situations, and chronic physical or mental health needs (Veysey, et al., 1998). It is also likely that these individuals with trauma histories would benefit greatly from treatment while incarcerated. This treatment could be utilized to minimize symptoms of posttraumatic stress, decrease behavioral problems, and help the inmate function more effectively in society when released from incarceration (Kokorowski & Freng, 2001; Tucker, Cosio, Meshreki, 2003). Few studies have explored the types of trauma treatment that are effective with inmate populations or made specific suggestions for clinicians working in forensic settings (Kokorowski & Freng, 2001). Essentially, there appears to be a large gap in terms of the need for trauma treatment for inmates and the lack of literature addressing what to do about it. However, clinicians across the country seem to be quietly attempting to fulfill this need for trauma treatment with incarcerated populations. They are providing this greatly needed treatment every day. in the face of enormous challenges and often without recognition or the opportunity to share their valuable work with the larger community.

The Role of Citizen Participation in Wildlife-Sensitive Transportation Projects

An extensive and growing road system in the United States bisects vital wildlife habitat and is causing deleterious ecological effects on many wildlife species. The primary impacts include collisions between wildlife and vehicles, altered movement patterns within habitat, and/or the complete blockage of movements between vital habitats. The increasing size of the road network and number of vehicles will only intensify the problem unless proactive wildlife mitigation measures are developed to minimize these adverse effects. Therefore, this capstone project examines the role of citizen advocacy for promoting wildlife protection in the planning and development of wildlife-sensitive transportation projects in the United States. Based upon a data analysis of 21 questionnaires from qualified participants, it was determined that citizen participation is an important component associated with the development of wildlife-sensitive transportation projects. However, four major barriers to facilitating effective citizen participation processes were identified. 1) A lack of awareness. Citizens are only minimally aware of wildlife and transportation issues, including: a) the ecological impacts of roads, b) the solutions available to mitigate these impacts, and c) the opportunities to advocate for the protection of wildlife during transportation planning processes; 2) Public apathy or a lack of citizen interest in wildlife and transportation issues; 3) Ineffective citizen participation techniques and processes; and 4) Poor communication with citizens. Four recommendations were provided to assist in overcoming these barriers and to help define a better role for citizen advocacy in protecting wildlife from the growing road network.

Local community perception towards bats (Mammalia: Chiroptera) in Caves in South central Mindanao, Philippines: Threats and Implication for conservation

In the tropics, bats are an essential component of many native ecosystems, through providing various ecological services including pollination and insect pest control, in addition to seed dispersal. Many Philippine bat species roost in caves and underground habitats. However, many caves are disturbed by people, to exploit resources for food, recreation, and mineral and guano extraction. The misunderstanding of the importance of bats to the ecosystem is also considered a threat to many cave roosting species. Understanding the conflicts between humans and ecosystems which provide essential services is important to maintain ecosystem service provision. A total of 100 local respondents from the village of Pisan, Kabacan North Cotabato in south central Mindanao were interviewed through semi-structured interviews and focus group discussions. Respondents were asked about their views, levels of knowledge, use, interaction, and awareness towards both the caves and bats in their locality. Our survey found that most of the respondents are aware of the presence of bats from the caves in their locality. Unfortunately, a large proportion of the respondents noted that bats are hunted in caves for bush meat and trade, and most people perceived bats as pest to fruit crops such as durian. These factors are among the main factors of the execution of many bat colonies in caves of south central Mindanao. In general, cave bats are under appreciated species in caves. The unregulated tourism, hunting for bush meat and trade, and guano extraction are among the alarming threats occurring for both caves and bats in the locality and possibly to other localities in the country. Furthermore, the establishment of strong and effective model conservation education programs and the strengthening the participation of local government, academic, and community are essential steps to preserve the current state of cave bats in the area.

Retombées du cirque social (Cirque du Soleil) en contexte de réadaptation sur la participation sociale de jeunes adultes avec déficiences physiques en transition vers la vie active : étude qualitative

Introduction : Les adolescents avec déficiences physiques en transition vers la vie adulte éprouvent des difficultés à établir une participation sociale optimale. Cette étude explore les retombées d'un programme de cirque social sur la participation sociale de ces jeunes selon leur point de vue et celui de leurs parents. Méthode : Étude qualitative exploratoire d’orientation phénoménologique. Neuf personnes avec déficiences physiques, âgées de 18 et 25 ans, ont participé au programme pendant neuf mois. Données recueillies : perceptions de leur qualité de participation sociale à partir d’entrevues semi-structurées en pré, mi-temps et post-intervention avec les participants et un de leurs parents. Le guide d’entrevue validé est ancré sur le Modèle du développement humain- Processus de production du handicap - 2 (HDM-PPH2). L’enregistrement audio des entretiens a été transcrit en verbatim. Le contenu a été analysé avec le logiciel Nvivo 9 à travers une grille de codage préalablement validée (co-codage, codage-inverse). Résultats : Corpus de 54 entrevues. L’âge moyen des jeunes était de 20,0 ± 1,4 années et de 51 ± 3,6 années pour les parents. Selon tous, la participation sociale des jeunes adultes a été optimisée, surtout sur le plan de la communication, des déplacements, des relations interpersonnelles, des responsabilités et de la vie communautaire. La perception de soi et les habiletés sociales, également améliorées, ont favorisé une plus grande auto-efficacité. Conclusion : Cette étude soutient donc le potentiel du cirque social comme approche novatrice et probante en réadaptation physique pour cette population, et appuie la pertinence d’autres études rigoureuses mesurant les diverses retombées possibles et identifiées.

Female Labour Force Participation and Economic Development in Southern Mediterranean Countries: What scenarios for 2030? MEDPRO Technical Report No. 19/December 2012

This paper investigates the relationship between female labour force participation rates and economic growth in southern Mediterranean countries. A two-step methodology involving econometric estimations and the use of a general equilibrium model was used for this purpose. The econometric estimations suggest that there is a U-shaped relationship between economic growth and female labour force participation rates and they indicate the presence of region-specific barriers impeding women's entry into the labour force in southern Mediterranean countries. The econometric results were fed into a general equilibrium model, the GEM-E3-MEDPRO, which was used to simulate two alternative assumptions on developments in female labour participation rates in the region up to 2030. The first of these simulated changes in female labour force participation rates arising from income level trends projected for the period 2015–2030 in southern Mediterranean countries. The second assumed the lowering of region-specific barriers which deter female labour force participation. The results of these simulations suggest that lower female labour force participation rates may lead to marginally lower economic growth in the region, while the removal of region-specific barriers to female labour force participation may encourage economic growth. This has important policy implications, suggesting that policies intended to remove such barriers could help to promote the growth of the region's economies.

e-Consultation as a tool for participation in teachers’ unions: the greater the focus, the greater the number of visits

In the 2000’s, the Internet became the preferred mean for the citizens to communicate. The YouTube, Twitter, Facebook, LinkedIn, i.e., the social networks in general appeared together with the Web 2.0, which allows an extraordinary interaction between citizens and the democratic institutions. The trade unions constantly fight governments’ decisions, especially in periods of crisis like the one that the world, Europe and, in particular, Portugal are facing. In this regard, the use of e-participation platforms is expected to strengthen the relationship between trade unions and the education community. This paper reports the research about the planning and driving of a series of experiments of online public consultation, launched by teachers’ trade unions. These experiments are compared with those of other countries, such as Australia, United Kingdom and United States of America. A quantitative analysis of the results regarding hits, subscriptions, and response rates is presented, and it is compared with the 90-9-1 rule, the ASCU model and data from government agencies. The experiments performed used the Liberopinion, an online platform that supports bidirectional asynchronous communication. A better understanding of the benefits of these collaborative environments is expected by promoting quality of interaction between actors.

Community traffic safety programs: review and analysis.

Mode of access: Internet.

A model community service program for DWT offenders.

Mode of access: Internet.

How to plan a comprehensive community occupant protection program.

Mode of access: Internet.

Modeling and participation: elements in education to reduce alcohol impaired driving. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Remarks by Dr. William Haddon, Jr., director, National Highway Safety Bureau, Federal Highway Administration, Department of Transportation, before the National Conference of Women Community Leaders for Highway Safety, Mayflower Hotel, Washington, D.C., November 27, 1967.

Mode of access: Internet.