Geochemistry of gas hydrates of DSDP Hole 84-570

During Deep Sea Drilling Project (DSDP) Leg 84 a core 1 m long and 6 cm in diameter of massive gas hydrate was unexpectedly recovered at Site 570 in upper slope sediment of the Middle America Trench offshore of Guatemala. This core contained only 5-7% sediment, the remainder being the solid hydrate composed of gas and water. Samples of the gas hydrate were decomposed under controlled conditions in a closed container maintained at 4°C. Gas pressure increased and asymptotically approached the equilibrium decomposition pressure for an ideal methane hydrate, CH4.5-3/4H2O, of 3930 kPa and approached to this pressure after each time gas was released, until the gas hydrate was completely decomposed. The gas evolved during hydrate decomposition was 99.4% methane, ~0.2% ethane, and ~0.4% CO2. Hydrocarbons from propane to heptane were also present, but in concentrations of less than 100 p.p.m. The carbon-isotopic composition of methane was -41 to -44 per mil, relative to PDB standard. The observed volumetric methane/water ratio was 64 or 67, which indicates that before it was stored and analyzed, the gas hydrate probably had lost methane. The sample material used in the experiments was likely a mixture of methane hydrate and water ice. Formation of this massive gas hydrate probably involved the following processes: (i) upward migration of gas and its accumulation in a zone where conditions favored the growth of gas hydrates, (ii) continued, unusually rapid biological generation of methane, and (iii) release of gas from water solution as pressure decreased due to sea level lowering and tectonic uplift.

Thermal reaction norms of growth in Atlantic and Pacific silverside fishes

How organisms may adapt to rising global temperatures is uncertain, but concepts can emerge from studying adaptive physiological trait variations across existing spatial climate gradients. Many ectotherms, particularly fish, have evolved increasing genetic growth capacities with latitude (i.e. countergradient variation (CnGV) in growth), which are thought to be an adaptation primarily to strong gradients in seasonality. In contrast, evolutionary responses to gradients in mean temperature are often assumed to involve an alternative mode, 'thermal adaptation'. We measured thermal growth reaction norms in Pacific silverside populations (Atherinops affinis) occurring across a weak latitudinal temperature gradient with invariant seasonality along the North American Pacific coast. Instead of thermal adaptation, we found novel evidence for CnGV in growth, suggesting that CnGV is a ubiquitous mode of reaction-norm evolution in ectotherms even in response to weak spatial and, by inference, temporal climate gradients. A novel, large-scale comparison between ecologically equivalent Pacific versus Atlantic silversides (Menidia menidia) revealed how closely growth CnGV patterns reflect their respective climate gradients. While steep growth reaction norms and increasing growth plasticity with latitude in M. menidia mimicked the strong, highly seasonal Atlantic coastal gradient, shallow reaction norms and much smaller, latitude-independent growth plasticity in A. affinis resembled the weak Pacific latitudinal temperature gradient.

Metallic Fluence Monitors and J-value standards

Utilizing the neutron-irradiation parameter J is one of the major uncertainties in 40Ar/39Ar dating. The associated error of the individual J-value for a sample of unknown age depends on the accuracy of the age of the geological standards, the fast-neutron fluence distribution in the reactor and the distances between standards and samples during irradiation. While it is generally assumed that rotating irradiation evens out radial neutron fluence gradients, we observed axial and radial variations of the J-values in sample irradiations in the rotating channels of two reactors. To quantify them, we included three-dimensionally distributed metallic fast- (Ni) and thermal- (Co) neutron fluence monitors in three irradiations and geological age standards in three more. Two irradiations were carried out under Cd-shielding in the FRG1 reactor in Geesthacht, Germany, and four without Cd-shielding in the LVR-15 reactor in Rez, Czech Republic. The 58Ni(nf,p)58Co activation reaction and ?-spectrometry of the 811 keV peak associated with the subsequent decay of 58Co to 58Fe allow to calculate the fast-neutron fluence. The fast-neutron fluences at known positions in the irradiation container correlate with the J-values determined by mass-spectrometric 40Ar/39Ar measurements of the geological age standards. Ra-dial neutron fluence gradients are up to 1.8 %/cm in FRG1 and up to 2.2 %/cm in LVR-15; the corre-sponding axial gradients are up to 5.9 and 2.1 %/cm. We conclude that sample rotation might not al-ways suffice to meet the needs of high-precision dating and gradient monitoring can be crucial.

Oxygen isotopes and hydrocarbon composition of gas hydrate and hydrate water from ODP Leg 165 sites

Ocean Drilling Program (ODP) Leg 164 recovered a number of large solid gas hydrate from Sites 994, 996, and 997 on the Blake Ridge. Sites 994 and 997 samples, either nodular or thick massive pieces, were subjected to laboratory analysis and measurements to determine the structure, molecular and isotopic composition, thermal conductivity, and equilibrium dissociation conditions. X-ray computed tomography (CT) imagery, X-ray diffraction, nuclear magnetic resonance (NMR), and Raman spectroscopy have revealed that the gas hydrates recovered from the Blake Ridge are nearly 100% methane gas hydrate of Structure I, cubic with a lattice constant of a = 11.95 ± 0.05 angström, and a molar ratio of water to gas (hydration number) of 6.2. The d18O of water is 2.67 per mil to 3.51 per mil SMOW, which is 3.5-4.0 heavier than the ambient interstitial waters. The d13C and dD of methane are -66 per mil to -70 per mil and -201 per mil to -206 per mil, respectively, suggesting that the methane was generated through bacterial CO2 reduction. Thermal conductivity values of the Blake Ridge hydrates range from 0.3 to 0.5 W/(m K). Equilibrium dissociation experiments indicate that the three-phase equilibrium for the specimen is 3.27 MPa at 274.7 K. This is almost identical to that of synthetic pure methane hydrate in freshwater.

Development of bacterial and archaeal communities in erupted subsurface muds at the Håkon Mosby mud volcano

The microbial oxidation of methane controls the emission of the greenhouse gas methane from the ocean floor. However, some seabed structures such as mud volcanoes have leaky microbial methane filters and can be important sources of methane. We investigated the disturbance and recovery of a methanotrophic mud volcano microbiome (Håkon Mosby mud volcano, 1250 m water depth), to assess time scales of community succession and function in the natural deep-sea environment. We analyzed 10 surface and 5 subsurface sediment samples across HMMV mud flows from most recently discharged subsurface muds towards old consolidated muds as well as one reference site (REF) located approximately 0.5 km outside of the HMMV. Surface samples were obtained in 2003, 2009 and 2010. The surface of the new mud flows at the geographical center was sampled in 2009 and 2010. Around 100 m south of the center, we sampled more consolidated aged muds in 2003 and 2010. Old mud flows were sampled around 300 m southeast and 100 m north of the geographical center in 2003, 2009 and 2010. Surface sediment samples (0-20 cm) were recovered either by TV-guided Multicorer or by push cores using the remotely operated vehicle Quest (Marum, University Bremen). Subsurface sediments of all zones (>2 m below sea floor) were obtained in 2003 by gravity corer. After recovery, sediments were immediately subsampled in a refrigerated container (0°C) and further processed for biogeochemical analyses or preserved at -20°C for later DNA analyses. Our study show that freshly erupted muds hosted heterotrophic deep subsurface communities, which were replaced by surface communities within a few years of exposure. Aerobic methanotrophy was established at the top surface layer within less than a year, followed by anaerobic methanotrophy, sulfate reduction and finally thiotrophy. Our data indicate that it takes decades in cold environments before efficient methanotrophic communities establish to control methane emission. The observed succession provides insights to the response time of complex deep-sea communities to seafloor disturbances.

Registry of all samples from the Tara Oceans Expedition (2009-2013)

The Tara Oceans Expedition (2009-2013) sampled the world oceans on board a 36 m long schooner, collecting environmental data and organisms from viruses to planktonic metazoans for later analyses using modern sequencing and state-of-the-art imaging technologies. Tara Oceans Data are particularly suited to study the genetic, morphological and functional diversity of plankton. Data sets in this collection provide methodological and environmental context to all samples collected during the Tara Oceans Expedition (2009-2013).

Effect of import time on export patterns

This study examines how the importing process time affects export patterns at an establishment level. We first theoretically discuss the effects of import time on not only exports but also export shipment frequency and exports per shipment. Then, we derive some propositions regarding those effects. Next, by employing highly detailed customs data for Thailand from 2007 to 2011, we empirically investigate those propositions. In this study, the time to import is measured at an establishment level using the difference between the dates on which import shipments arrived in ports and then were released from the container yard. Our main finding is that a longer time reduces total exports, particularly through decreasing export frequency. Significantly negative effects on exports per shipment appear in some specific cases. A longer time to import also reduces total imports, particularly through decreasing import frequency.

Simulation of Freight Trains Equipped with Partially Filled Tank Containers and Related Resonance Phenomenon

To study the fluid motion-vehicle dynamics interaction, a model of four, liquid filled two-axle container freight wagons was set up. The railway vehicle has been modelled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. SIMPACK has been used for MBS analysis, and ANSYS for liquid sloshing modelling and equivalent mechanical systems validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of the unused coupling screw from its hanger. The coupling screw's release was especially obtained when a period of acceleration was followed by an abrupt braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Possible solutions to avoid the phenomenon are given.Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. This paper reports on a study of the fluid motion-train vehicle dynamics interaction. In the study, a model of four, liquid-filled two-axle container freight wagons was developed. The railway vehicle has been modeled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. A simulation program was used for MBS analysis, and a finite element analysis program was used for liquid sloshing modeling and equivalent mechanical systems validation. Acceleration and braking maneuvers of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of an unused coupling screw from its hanger. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Solutions are suggested to avoid the resonance problem, and directions for future research are given.

De la ciudad en vibración al ser resonante: Una investigación a propósito de los conciertos de campanas de Llorenç Barber

Este trabajo tiene la vocación de dibujar el mapa de los dominios de oportunidad que hay a disposición de un arquitecto, al imaginar el aspecto sonoro de la ciudad en relación con la campana. Muchas de las dimensiones señaladas, tanto conocidas como desconocidas, son sencillamente despertadas al estudio de lo que un diseñador del espacio sonoro, como Llorenç Barber, viene a decirnos, desde una disciplina aparentemente contactada, pero muchas veces paralela a la arquitectónica. Tomando los conciertos de campanas celebrados hasta la fecha como puestas en práctica real de la condición instrumental de más de doscientas ciudades de todo el mundo, el estudio analiza los hallazgos, éxitos y fracasos, obtenidos a lo largo de estos últimos veinticinco años de experiencia, como resultados explícitos de un trabajo sonoro en la ciudad, probado, contrastado y afinado, del que extraer indicaciones concretas susceptibles de ser aplicadas en el diseño del espacio urbano. Mediante un análisis triangular de vértices definidos: emisor-campana, medio-ciudad, receptor-ciudadano; la investigación aborda los aspectos relativos a la producción y recepción del fenómeno sonoro generado por la campana en la ciudad. En relación con la producción, una parte del trabajo se dedica al estudio de los efectos acústicos observados, ordenado por escalas graduales en las que se produce una distribución del sonido susceptible de diseño: el vaso de la campana, la sala de campanas, el campanario, el cuerpo del edificio, la ciudad y el territorio. A modo de cajas de resonancia y leídas como muñecas rusas, unas dentro de otras, los espacios identificados muestran cualidades sonoras específicas, definidas tanto por sus condiciones geométricas, formales, constructivas o de uso; como por las correspondientes a las subsiguientes cajas que alojan. A fin de esclarecer la influencia de tales cuestiones en el aspecto sonoro de la ciudad, se propone un modelo ordenado de conexión y desconexión de escalas, utilizando una paramétrica puramente técnica creada ex profeso, junto con variables metodológicas más tradicionales. Al mismo tiempo, y tratando de esclarecer cómo, al ser puesta en vibración, la ciudad es aprehendida, disfrutada y rememorada por el ciudadano-oyente, otra parte del trabajo se dedica al estudio de los aspectos relativos a su recepción aural en deambulación compartida. En este caso la investigación se propone reclamar otras dimensiones más subversivas que, si bien escapan a los modos habituales de trabajar del arquitecto, se revelan intensamente en la experiencia plurifocal, multiplicando los efectos a considerar: efectos funcionales y significativos, de reconocimiento, integración y pertenencia a un cuerpo territorial y social de coordenadas históricas y geográficas de nuevo significadas; efectos perceptuales de inmersión, ubicuidad, temporalidad o inestabilidad; efectos estéticos, de rememoración, interpretación simbólica y recreación poética; e incluso efectos políticos, descubriendo un espacio urbano en continua regeneración, lugar para la exposición en su doble acepción, para la exhibición y el peligro, o como contenedor situacional del más profundo sentido ciudadano. Para afinar la relevancia de lo obtenido en cada una de las dimensiones señaladas, el trabajo se articula en tres aproximaciones graduales: el corpus general de los conciertos celebrados hasta la fecha; los conciertos celebrados en España; los tres conciertos para Madrid: Magna Mater (1991), Festi Clamores (2000) y Aurea Catena (2007). Si bien el modelo propuesto nace a la luz de los conciertos de campanas de Llorenç Barber, a escala de una ciudad entera y con una intención compositiva individual, se entiende que sería útil para el uso ordenado de cualquier profesional interesado en el aspecto sonoro de la ciudad, faceta escasamente atendida, dicho sea de paso, desde la disciplina arquitectónica. ABSTRACT This work has the vocation of drawing out the numerous opportunities an architect has at his disposal, upon imagining the sonorous aspect of the city in relation to the bell. Many of the dimensions indicated, both known and unknown, are just awakened to the study of what a sound space designer, as Llorenç Barber, comes to tell us, from a discipline apparently contacted, but often parallel to the architecture. Taking the bell concerts held so far as actual implementation of the instrumental condition of over two hundred cities around the world, the study analyzes the findings, successes and failures, obtained over the last twenty years of experience, as explicit results of a sound work in the city, tested, verified and refined, from which to extract specific indications that can be applied in the design of urban space. By triangular analyzing of defined vertices: sender-bell, half-city, receptor-citizen; the research addresses issues relating to the production and reception of sound phenomenon generated by the bell in the city. In relation to production, part of the work is devoted to the study of observed acoustic effects, ordered gradual scale which produces a distribution of sound capable of design: the glass of the bell, the bell room, the bell tower and the body of the building, the city and territory. By way of sounding boards and read as if they were Russian dolls, one inside the other, the show spaces identified specific sound qualities, defined both for their geometric, formal, constructive use, such as those for hosting the subsequent boxes. In order to clarify the influence of such issues in the sound aspect of the city, we propose an ordered pattern of connection and disconnection of scales, using a purely parametric technique created on purpose, along with more traditional methodological variables. At the same time, and trying to clarify how, when set in vibration, the city is apprehended, enjoyed and remembered for the citizen-listener, another part of the work is devoted to the study of aspects of aural reception in shared ambulation. In this case the research aims to claim more subversive than other dimensions, but beyond the usual ways in which an architect works, the experience reveals intensely plurifocal multiplying effects to consider: functional effects and significant recognition and integration belonging to a body of territorial and social historical and geographical coordinates of new meaning and perceptual effects of immersion, ubiquity, timeliness or instability; aesthetic effects of recall, interpretation and recreation of symbolic poetic; and even political effects, revealing a continuous urban space regeneration site for the exhibition in its double meaning, for display and danger, or as a citizen sense container. To sharpen the relevance of what was obtained in each of the dimensions mentioned, the work is divided into three incremental approaches: the general corpus of the concerts held so far, the concerts in Spain, the three concerts for Madrid: Magna Mater (1991), Festi Clamores (2000) and Aurea Catena (2007). While the proposed model comes in the light of the bells concert Llorenç Barber, the scale of a whole city and individual compositional intent, it is understood that it would be useful for the orderly use of any professional interested in the sound aspect of the city, an aspect sparsely attended, incidentally, from the architectural discipline.

Criterios de calidad del servicio prestado en el ámbito de la línea de atraque de las terminales portuarias de contenedores

Esta Tesis Doctoral evalúa empíricamente la calidad del servicio en la línea de atraque de las terminales portuarias de contenedores. La metodología propuesta utiliza indicadores de calidad y se basa en el concepto de la segmentación de servicio. Para ello se desarrolla la teoría del Control Estadístico de Procesos (CEP) y se utilizan los gráficos de control para clasificar el servicio en las terminales de contenedores. El propósito de la Tesis es proporcionar una metodología basada en el Control Estadístico de Procesos (CEP) para evaluar la calidad del servicio y detectar las escalas de un servicio regular de línea que se encuentran fuera de control. Por tanto, la metodología se puede utilizar para detectar eventos que son indicativos de cambio real del proceso en la línea de atraque. Esta detección puede ser compleja pues las características de los procesos en terminales de contenedores son variables. La metodología proporciona mediante los gráficos de control criterios estadísticamente objetivos de cambio. Cuando el cambio es detectado y considerado bueno sus causas deben ser identificadas y posiblemente convertirse en la nueva forma de trabajar, cuando el cambio es negativo, entonces sus causas deberían ser identificadas y eliminadas. La Tesis Doctoral está organizado de la siguiente manera: La primera parte es la introducción, e incluye los capítulos 1 al 4, la segunda parte presenta el Estado del Arte (capítulo 5) y algunos de los estudios que han inspirado esta investigación, la tercera parte se centra en la metodología utilizada (capítulo 6) y su aplicación sobre un caso de estudio (capítulo 7). Finalmente, en la cuarta parte se presentan las conclusiones y se proponen algunas de las nuevas líneas de investigación que quedan abiertas (capítulo 8). This Thesis empirically evaluates the quality of service in the berthing face of container terminals. The methodology proposed is focused on quality of service indicators and is based on the concept of service segmentation. The Statistical Process Control (SPC) theory and the control charts are used to classify container terminal service. The aim of this Thesis is to provide a methodology based on Statistical Process Control that can evaluate the quality of service and also can detect scales of shipping liner service that are out of control. Therefore, the methodology can be used to detect events that are indicative of real change in the berthing process of container vessels. The methodology proposed allows simple detection of events that are indicative of actual process change in container terminals. This detection is complex because the characteristics of the processes are variable in the container terminals; the control chart provides statistically objective criteria of change. When change is detected and considered good its cause should be identified and possibly become the new way of working, where the change is bad then its cause should be identified and eliminated. This Thesis is organized as follows: The first part is the introduction (includes Chapters 1 to 4), the second part presents the State of the Art (Chapter 5) and some of the studies that have inspired this research. The third part focuses on the methodology used (Chapter 6) and its application to a case study (Chapter 7). Finally, Part 4 presents the conclusions and suggests future research (Chapter 8).

Valorización de subproductos agrícolas y forestales como sustratos de cultivo en el estado de Oaxaca (México)

El presente trabajo aborda el aprovechamiento de algunos subproductos agrícolas (bagazo de maguey y fibra de coco) y forestales (corteza de pino) en el Estado de Oaxaca (Sur de México). El objetivo principal se centra en localizar, cuantificar y caracterizar estos con vistas a su aplicación como sustratos o componentes de sustratos en cultivos ornamentales, forestales y hortícolas, y a su uso como enmiendas en cultivos tipo. Así mismo se persigue reducir el uso de la turba y la tierra de monte como sustratos mayoritarios en la actualidad. Para la localización de los subproductos se utilizaron los datos de los registros parcelarios de los productores de coco para la obtención de copra (generadores de fibra de coco) de la región costa y de los productores de mezcal (generadores del residuo de bagazo de maguey) de la región valles centrales, así como las ubicaciones de los aserraderos forestales en el Estado de Oaxaca. Se emplea un Sistema de Información Geográfica (SIG) con una cartografía digitalizada de los elementos del medio (clima, geología y suelo), de los cultivos generadores (bagazo de maguey, fibra de coco y corteza de pino), de la agricultura protegida como receptora (tomate) y de la agricultura extensiva con cultivos receptores de enmienda (café, hule, limón, mango, palma de coco y maguey). La producción anual de los residuos se cartografía y cuantifica con los siguientes resultados: bagazo de maguey 624.000 t, fibra de coco 86.000 m3 y 72.000 t de corteza de pino. Mediante el estudio de las características de los suelos de los cultivos receptores y de los requerimientos de materia orgánica de cada cultivo se calcularon las necesidades totales de materia orgánica para cada suelo. Los resultados de las cantidades globales para cada cultivo en todo el Estado muestran una necesidad total de 3.112.000 t de materia orgánica como enmienda. Con los datos obtenidos y a través de un algoritmo matemático se realiza una propuesta de localización de dos plantas de compostaje (de bagazo de maguey y fibra de coco) y cuatro plantas de compostaje de corteza de pino. Con el fin de conocer los subproductos a valorizar como sustrato o componente de sustrato se caracteriza su composición física‐química, siguiendo Normas UNE‐EN, y se analizan mediante Resonancia Magnética Nuclear (RMN). Para el acondicionamiento de bagazo de maguey y la corteza de pino se realizaron ensayos de compostaje. Al final de 241 días la temperatura y la humedad de ambos procesos se encontraban en los rangos recomendados, indicando que los materiales estaban estabilizados y con calidad para ser utilizados como sustrato o componente de sustrato. Para la fibra de coco se realizó el proceso de molienda en seco de conchas de coco provenientes de la comunidad de Río Grande Oaxaca (Principal zona productora de copra en Oaxaca). Posteriormente se emplean los materiales obtenidos como componentes para sustratos de cultivo. Se estudia el compost de bagazo de maguey y siete mezclas; el compost de corteza de pino y ocho mezclas y la fibra de coco con tres mezclas. Estos sustratos alternativos permiten obtener mezclas y reducir el uso de la tierra de monte, turba, arcilla expandida y vermiculita, siendo por tanto una alternativa sostenible para la producción en invernadero. Se elaboraron mezclas especificas para el cultivo de Lilium hibrido asiático y oriental (siete mezclas), sustratos eco‐compatibles para cultivo de tomate (nueve mezclas), para la producción de planta forestal (siete mezclas) y para la producción de plántula hortícola (ocho mezclas). Como resultados más destacados del bagazo de maguey, corteza de pino y las mezclas obtenidas se resume lo siguiente: el bagazo de maguey, con volúmenes crecientes de turba (20, 30, 50 y 60 %) y la corteza de pino, con volúmenes de turba 40 y 60%, presentan valores muy recomendados de porosidad, capacidad de aireación, capacidad de retención de humedad y equilibrio agua‐aire. Para la fibra de coco, la procedente de Río Grande presenta mejor valoración que la muestra comercial de fibra de coco de Morelos. Por último se llevó a cabo la evaluación agronómica de los sustratos‐mezclas, realizando cinco experimentos por separado, estudiando el desarrollo vegetal de cultivos tipo, que se concretan en los siguientes ensayos: 1. Producción de Lilium asiático y oriental en cama para flor de corte; 2. Producción de Lilium oriental en contenedor para flor de corte; 3. Producción de plántula forestal (Pinus greggii E y Pinus oaxacana M); 4. Producción de tomate (Solanum lycopersicum L) y 5. Producción de plántula de tomate en semillero (Solanum lycopersicum L). En relación a la producción de Lilium hibrido asiático en cama los sustratos corteza de pino (CPTU 80:20 v/v), corteza de pino + sustrato comercial (CPSC 80:20 v/v) y corteza de pino+turba+arcilla expandida+vermiculita (CPTAEV2 30:40:15:15 v/v) presentan los mejores resultados. Dichos sustratos también presentan adecuados resultados para Lilium hibrido oriental con excepción de la corteza de pino + turba (CPTU 80:20 v/v). En la producción de Lilium hibrido oriental en contenedor para flor de corte, además de los sustratos de CPSC y CPTAEV2, la mezcla de corteza de pino+turba+arcilla expandida+vermiculita (CPTAEV 70:20:5:5 v/v) manifestó una respuesta favorable. En el ensayo de producción de plántulas de Pinus greggii E y Pinus oaxacana Mirov, las mezclas con corteza de pino+turba+arcilla expandida+vermiculita (CPTAEV2 30:40:15:15 v/v) y bagazo de maguey turba+arcilla expandida+vermiculita (BMTAEV2 30:60:5:5 v/v) son una alternativa que permite disminuir el empleo de turba, arcilla expandida y vermiculita, en comparación con el sustrato testigo de turba+arcilla expandida+vermiculita (TAEV 60:30:10 v/v). En la producción de tomate (Solanum lycopersicum L) frente a la utilización actual del serrín sin compostar (SSC), las mezclas alternativas de bagazo de maguey+turba (BMT 70:30 v/v), fibra de coco de Río Grande (FCRG 100v/v) y corteza de pino+turba (CPT 70:30 v/v), presentaron los mejores resultados en rendimientos. Así mismo, en la producción de plántulas de tomate las dos mezclas alternativas de bagazo de maguey+turba+ arcilla expandida+vermiculita (BMTAEV5 50:30:10:10 v/v) y (BMTAEV6 40:40:10:10 v/v) presentaron mejores resultados que los obtenidos en la mezcla comercial (Sunshine 3), mayoritariamente utilizada en México en la producción de plántula de tomate y hortícola. ABSTRACT This paper addresses the use of some agricultural products (maguey bagasse and coconut fiber) and forestry (pine bark) in the State of Oaxaca (southern Mexico). The principal purpose is to locate, quantify and characterize these with the idea of applying them as substrates or substrate components in ornamental crops, forestry, horticultural, and their use as crop amendments. On the other hand, the reduction of peat and forest soil as main substrates is pursued. For the location of the products, registry parcel data from copra producers (coconut fiber generators) of the coastal region and mescal producers (maguey bagasse residue generators) of the central valleys region, as well as the locations of forest mills in the State of Oaxaca. A Geographic Information System (GIS) with digital mapping of environmental factors (climate, geology and soil), crop generators of residues (maguey bagasse, coconut and pine bark) receptors of amendments such as protected agriculture (tomato) and extensive agriculture crops (coffee, rubber, lemon, mango, coconut and agave). The annual production of waste is mapped and quantified with the following results: 624,000t maguey bagasse, coconut fiber 72,000 m3 and 86,000 t of pine bark. Through the study of receiving crops soils properties of and organic matter requirements of each crop, total needs of organic matter for each soil were estimated. The results of the total quantities for each crop across the state show a total of 3,112,000 t of organic matter needed as amendment. Using that data and a mathematical algorithm, the location of two composting plants (agave bagasse and coconut fiber) and four composting plants pine bark was proposed. In order to know the by‐products that were going to be used as substrates or substrate components, their physical‐chemical composition was analyzed following UNE‐EN technics. Furthermore they were analyzed by Nuclear Magnetic Resonance (NMR). For conditioning of maguey bagasse and pine bark, composting essays were conducted. At the end of 241 days the temperature and humidity of both processes were at the recommended ranges, indicating that the materials were stabilized and had reached the quality to be used as a substrate or substrate component. Coconut shells from the community of Rio Grande Oaxaca (Main copra producing area in Oaxaca) were put through a process of dry milling. Subsequently, the obtained materials were used as components for growing media. We studied the maguey bagasse compost and seven mixtures; the pine bark compost and eight blends and coconut fiber with three mixtures. These alternative substrates allow obtaining mixtures and reduce the use of forest soil, peat, vermiculite and expanded clay, making it a sustainable alternative for greenhouse production. Specific mixtures were prepared for growing Lillium, Asian and eastern hybrids (seven blends), eco‐compatible substrates for tomato (nine mixtures), for producing forest plant (seven mixtures) and for the production of horticultural seedlings (eight mixtures). Results from maguey bagasse, pine bark and mixtures obtained are summarized as follows: the maguey bagasse, with increasing volumes of peat (20, 30, 50 and 60%) and pine bark mixed with 40 and 60% peat by volume, have very recommended values of porosity, aeration capacity, water retention capacity and water‐air balance. Coconut fiber from Rio Grande had better quality than commercial coconut fiber from Morelos. Finally the agronomic evaluation of substrates‐mixtures was carried out conducting five experiments separately: 1. Production of Asiatic and Eastern Lilium in bed for cut flower, 2. Production of oriental Lillium in container for cut flower, 3.Production of forest seedlings (Pinus greggii E and Pinus oaxacana M), 4. Production of tomato (Solanum lycopersicum L) and 5. Tomato seedling production in seedbed (Solanum lycopersicum L). In relation to the production of hybrid Asian Lilium in bed, pine bark substrates (CPTU 80:20 v/v), pine bark + commercial substrate (CPSC 80:20 v/v) and pine bark + peat + expanded clay + vermiculite (CPTAEV2 30:40:15:15 v/v) showed the best results. Such substrates also have adequate results for Lilium Oriental hybrid except pine bark + peat (CPTU 80:20 v / v). In the production of Lilium oriental hybrid container for cut flower, besides the CPSC and CPTAEV2 substrates, the mixture of pine bark + peat + vermiculite expanded clay (CPTAEV 70:20:5:5 v / v) showed a favorable response. In the production of Pinus greggii E and Pinus oaxacana Mirov seedlings trial, mixtures with pine bark + peat + expanded clay + vermiculite (CPTAEV2 30:40:15:15 v/v) and maguey bagasse+ peat+ expanded clay + vermiculite (BMTAEV2 30:60:5:5 v / v) are an alternative which allows reducing the use of peat, vermiculite and expanded clay in comparison with the control substrate made of peat + expanded clay+ vermiculite (60:30 TAEV: 10 v/v). In the production of tomato (Solanum lycopersicum L), alternative mixes of maguey bagasse + peat (BMT 70:30 v/v), coconut fiber from Rio Grande (FCRG 100 v / v) and pine bark + peat (CPT 70:30 v / v) showed the best results in yields versus the current use of sawdust without compost (SSC). Likewise, in the production of tomato seedlings of the two alternative mixtures maguey bagasse + peat expanded clay + vermiculite (BMTAEV5 50:30:10:10 v/v) and (BMTAEV6 40:40:10:10 v/v) had better results than those obtained in the commercial mixture (Sunshine 3), mainly used in Mexico in tomato seedling production and horticulture.

Do charges to freight trucks and trains in the European Union reflect their social marginal costs? Application to the case of Spain

In the last few years, the European Union (EU) has become greatly concerned about the environmental costs of road transport in Europe as a result of the constant growth in the market share of trucks and the steady decline in the market share of railroads. In order to reverse this trend, the EU is promoting the implementation of additional charges for heavy goods vehicles (HGV) on the trunk roads of the EU countries. However, the EU policy is being criticised because it does not address the implementation of charges to internalise the external costs produced by automobiles and other transport modes such as railroad. In this paper, we first describe the evolution of the HGV charging policy in the EU, and then assess its practical implementation across different European countries. Second, and of greater significance, by using the case study of Spain, we evaluate to what extent the current fees on trucks and trains reflect their social marginal costs, and consequently lead to an allocative-efficient outcome. We found that for the average case in Spain the truck industry meets more of the marginal social cost produced by it than does the freight railroad industry. The reason for this lies in the large sums of money paid by truck companies in fuel taxes, and the subsidies that continue to be granted by the government to the railroads.

Metodología para maximizar la rentabilidad de una terminal marítima de contenedores a través de la optimización de su grado de automatización

Son generalmente aceptadas las tendencias actuales de maximización de la automatización para la adaptación de las terminales marítimas de contenedores a las cada vez mayores exigencias competitivas del negocio de transporte de contenedores. En esta investigación, se somete a consideración dichas tendencias a través de un análisis que tenga en cuenta la realidad global de la terminal pero también su propia realidad local que le permita aprovechar sus fortalezas y minimizar sus debilidades en un mercado continuamente en crecimiento y cambio. Para lo cual se ha desarrollado un modelo de análisis en el que se tengan en cuenta los parámetros técnicos, operativos, económicos y financieros que influyen en el diseño de una terminal marítima de contenedores, desde su concepción como ente dependiente para generar negocio, todos ellos dentro de un perímetro definido por el mercado del tráfico de contenedores así como las limitaciones físicas introducidas por la propia terminal. Para la obtención de dicho modelo ha sido necesario llevar a cabo un proceso de estudio del contexto actual del tráfico de contenedores y su relación con el diseño de las terminales marítimas, así como de las metodologías propuestas hasta ahora por los diferentes autores para abordar el proceso de dimensionamiento y diseño de la terminal. Una vez definido el modelo que ha de servir de base para el diseño de una terminal marítima de contenedores desde un planteamiento multicriterio, se analiza la influencia de las diversas variables explicativas de dicho modelo y se cuantifica su impacto en los resultados económicos, financieros y operativos de la terminal. Un paso siguiente consiste en definir un modelo simplificado que vincule la rentabilidad de una concesión de terminal con el tráfico esperado en función del grado de automatización y del tipo de terminal. Esta investigación es el fruto del objetivo ambicioso de aportar una metodología que defina la opción óptima de diseño de una terminal marítima de contenedores apoyada en los pilares de la optimización del grado de automatización y de la maximización de la rentabilidad del negocio que en ella se desarrolla. It is generally accepted current trends in automation to maximize the adaptation of maritime container terminals to the growing competitive demands of the business of container shipping. In this research, is submitted to these trends through an analysis taking into account the global reality of the terminal but also their own local reality it could exploit its strengths and minimize their weaknesses in a market continuously growing and changing. For which we have developed a model analysis that takes into account the technical, operational, financial and economic influence in the design of a container shipping terminal, from its conception as being dependent to generate business, all within a perimeter defined by the market of container traffic and the physical constraints introduced by the terminal. To obtain this model has been necessary to conduct a study process in the current context of container traffic and its relation to the design of marine terminals, as well as the methodologies proposed so far by different authors to address the process sizing and design of the terminal. Having defined the model that will serve as the basis for the design for a container shipping terminal from a multi-criteria approach, we analyze the influence of various explanatory variables of the model and quantify their impact on economic performance, financial and operational of the terminal. A next step is to define a simplified model that links the profitability of a terminal concession with traffic expected on the basis of the degree of automation and the kind of terminal. This research is the result of the ambitious target of providing a methodology to define the optimal choice of designing a container shipping terminal on the pillars of automation optimizing and maximizing the profitability of the business that it develops.

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

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

An automatic critical care urine meter

Nowadays patients admitted to critical care units have most of their physiological parameters measured automatically by sophisticated commercial monitoring devices. More often than not, these devices supervise whether the values of the parameters they measure lie within a pre-established range, and issue warning of deviations from this range by triggering alarms. The automation of measuring and supervising tasks not only discharges the healthcare staff of a considerable workload but also avoids human errors in these repetitive and monotonous tasks. Arguably, the most relevant physiological parameter that is still measured and supervised manually by critical care unit staff is urine output (UO). In this paper we present a patent-pending device that provides continuous and accurate measurements of patient’s UO. The device uses capacitive sensors to take continuous measurements of the height of the column of liquid accumulated in two chambers that make up a plastic container. The first chamber, where the urine inputs, has a small volume. Once it has been filled it overflows into a second bigger chamber. The first chamber provides accurate UO measures of patients whose UO has to be closely supervised, while the second one avoids the need for frequent interventions by the nursing staff to empty the container