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.

Report of the Imperial Shipping Committee on rates of freight in the New Zealand trade ...

H.J. Mackinder, chairman.

Trade and navigation.

Description based on: July 1900.

Trade and navigation. Unrevised monthly statements of imports entered for consumption and exports of the Dominion of Canada.

Mode of access: Internet.

Commerce and navigation of the United States.

Mode of access: Internet.

Ships and shipmasters of old Providence;

Mode of access: Internet.

A geographical perspective on the decline and extermination of the Irish wolf Canis lupus - an initial assessment

Wolves were a component of the Irish landscape until 1786 when the last one was killed. It had taken a concerted effort by Cromwell and his Government in Ireland to bring this about particularly through deforestation and landscape change, legislation, bounties and the efforts of a few professional wolf hunters. This paper estimates the wolf population in Ireland at three lime periods in the 1600s and examines how each of the forces already mentioned led to their eventual extermination. The 87 dated and documented wolf incidents which include wolf attacks on both animals and humans, wolf observations and the hunting and killing of wolves over the period 1560-1789 show both spatial and temporal variations.

Numerical modeling of vertical earth pipe cooling system for hot and humid subtropical climate

Energy crisis is one of the major problems facing the progress of human society. There are several energy-efficient technologies that can be applied to save energy and make a sustainable environment. Passive air cooling of earth pipe cooling technology is one of them to reduce the energy consumption for hot and humid subtropical climates. The technology works with a long buried pipe with one end for intake air and the other end for providing air cooled by soil to the desired space such as residential, agricultural, or industrial buildings. It can be an attractive economical alternative to conventional cooling since there are no compressors or any customary mechanical unit. This chapter reports the performance of a vertical earth pipe cooling system for a hot and humid subtropical climatic zone in Queensland, Australia. A series of buried pipes were installed in vertical arrangement in order to increase earth pipe cooling performance. To measure the performance of the system, a numerical model was developed and simulated using the CFD software Fluent in ANSYS 15.0. Data were collected from two modeled rooms built from two shipping containers and installed at the Sustainable Precinct at Central Queensland University, Rockhampton, Australia. The impact of air temperature and velocity on room cooling performance has also been assessed. A temperature reduction of 1.82 °C was observed in the room connected to the vertical earth pipe cooling system, which will save the energy cost for thermal cooling in buildings.

United Arab Emirates

The United Arab Emirates (UAE) is part of the geographic region known as the Middle East. With a land mass of 82,000 square kilometres, predominantly desert and mountains it is bordered by Oman, Saudi Arabia and the Arabian Gulf. The UAE is strategically located due to its proximity to other oil rich Middle Eastern countries such as Kuwait, Iraq, Iran, and Saudi Arabia. The UAE was formed from a federation of seven emirates (Abu Dhabi, Dubai, Sharjah, Ras Al Khaimah, Ajman, Fujuriah, and Um Al Quain) in December 1971 (Ras Al Khaimah did not join the federation until 1972) (Heard-bey, 2004, 370). Abu Dhabi is the political capital, and the richest emirate; while Dubai is the commercial centre. The majority of the population of the various Emirates live along the coast line as sources of fresh water often heavily influenced the site of different settlements. Unlike some near neighbours (Iran and Iraq) the UAE has not undergone any significant political instability since it was formed in 1971. Due to this early British influences the UAE has had very strong political and economic ties with first Britain, and, more recently, the United States of America (Rugh, 2007). Until the economic production of oil in the early 1960’s the different Emirates had survived on a mixture of primary industry (dates), farming (goats and camels), pearling and subsidies from Britain (Davidson 2005, 3; Hvit, 2007, 565) Along with near neighbours Kuwait, Bahrain, Oman, Qatar and Saudi Arabia, the UAE is part of the Gulf Cooperation Council (GCC), a trading bloc. (Hellyer, 2001, 166-168).

Tukien tuotannosta irrottamisen vaikutukset viljan, naudanlihan ja sianlihan tarjontaan Suomessa

This research discusses decoupling CAP (Common Agricultural Policy) support and impacts which may occur on grain cultivation area and supply of beef and pork in Finland. The study presents the definitions and studies on decoupled agricultural subsidies, the development of supply of grain, beef and pork in Finland and changes in leading factors affecting supply between 1970 and 2005. Decoupling agricultural subsidies means that the linkage between subsidies and production levels is disconnected; subsidies do not affect the amount produced. The hypothesis is that decoupling will decrease the amounts produced in agriculture substantially. In the supply research, the econometric models which represent supply of agricultural products are estimated based on the data of prices and amounts produced. With estimated supply models, the impacts of changes in prices and public policies, can be forecasted according to supply of agricultural products. In this study, three regression models describing combined cultivation areas of rye, wheat, oats and barley, and the supply of beef and pork are estimated. Grain cultivation area and supply of beef are estimated based on data from 1970 to 2005 and supply of pork on data from 1995 to 2005. The dependencies in the model are postulated to be linear. The explanatory variables in the grain model were average return per hectare, agricultural subsidies, grain cultivation area in the previous year and the cost of fertilization. The explanatory variables in the beef model were the total return from markets and subsidies and the amount of beef production in the previous year. In the pork model the explanatory variables were the total return, the price of piglet, investment subsidies, trend of increasing productivity and the dummy variable of the last quarter of the year. The R-squared of model of grain cultivation area was 0,81, the model of beef supply 0,77 and the model of pork supply 0,82. Development of grain cultivation area and supply of beef and pork was estimated for 2006 - 2013 with this regression model. In the basic scenario, development of explanatory variables in 2006 - 2013 was postulated to be the same as they used to be in average in 1995 - 2005. After the basic scenario the impacts of decoupling CAP subsidies and domestic subsidies on cultivation area and supply were simulated. According to the results of the decoupling CAP subsidies scenario, grain cultivation area decreases from 1,12 million hectares in 2005 to 1,0 million hectares in 2013 and supply of beef from 88,8 million kilos in 2005 to 67,7 million kilos in 2013. Decoupling domestic and investment subsidies will decrease the supply of pork from 194 million kilos in 2005 to 187 million kilos in 2006. By 2013 the supply of pork grows into 203 million kilos.

A Model For Residential Adoption of Photovoltaic Systems

The rapid rise in the residential photo voltaic (PV) adoptions in the past half decade has created a need in the electricity industry for a widely-accessible model that estimates PV adoption based on a combination of different business and policy decisions. This work analyzes historical adoption patterns and finds fiscal savings to be the single most important factor in PV adoption, with significantly greater predictive power compared to all other socioeconomic factors including income and education. We can create an application available on Google App Engine (GAE) based on our findings that allows all stakeholders including policymakers, power system researchers and regulators to study the complex and coupled relationship between PV adoption, utility economics and grid sustainability. The application allows users to experiment with different customer demographics, tier structures and subsidies, hence allowing them to tailor the application to the geographic region they are studying. This study then demonstrates the different type of analyses possible with the application by studying the relative impact of different policies regarding tier structures, fixed charges and PV prices on PV adoption.

Análise do gênero portuário NOR sob a ótica da linguística sistêmico-funcional

O ensino de inglês em uma escola técnica é voltado para atender às necessidades dos alunos e do curso. Atuando como professora de inglês para fins específicos no CEFET UnED Itaguaí, deparei-me com um curso novo no estado do Rio de Janeiro, o Curso Pós-Médio Técnico em Portos. Em vista disto, este estudo propõe-se a investigar como o documento portuário, NOR, Notice of Readiness, ou ainda, Aviso de Prontidão, fundamental em uma operação portuária e, consequentemente, material importante para o curso de Portos, se estrutura em estágios para transmitir significados. Objetivamente, este trabalho responde as seguintes questões: em que situação o gênero NOR se constitui? e que linguagem medeia a atividade social nessa situação?. Para tanto, no desenvolvimento da pesquisa, são utilizados os pressupostos da Linguística Sistêmico-funcional (HALLIDAY, 1985; HALLIDAY; HASAN, 1989), que tem a função e a semântica como base da linguagem e da atividade comunicativa, sendo a língua influenciada pelo contexto social. Dessa forma, adota-se uma concepção de gênero a partir de uma perspectiva funcionalista: o gênero é visto como uma atividade direcionada por objetivos e propósitos, realizada em estágios e na qual os falantes são engajados como membros da nossa cultura (MARTIN, 1992). Adota-se, ainda, a noção de configuração contextual (CC) de um gênero, que faz referência às variáveis de registro localizadas no contexto situacional: o campo, a relação e o modo, que possibilitam perceber os elementos obrigatórios e opcionais que compõem a estrutura potencial de um gênero (EPG), assim como verificar seus traços estruturais, lexicais, gramaticais e semânticos (HALLIDAY; HASAN, 1989). O corpus desta pesquisa é constituído de dez exemplares do documento NOR, coletados em duas empresas que possuem terminais portuários na região da Costa Verde, no Rio de Janeiro. A fim de analisar os exemplares do documento, fizemos uma pesquisa de base qualitativa para identificar os seus estágios obrigatórios e opcionais a partir das marcas léxico-gramaticais no texto, mapeando suas funções, conforme a proposta de Hasan (1989). Os resultados da análise dos dez documentos sugere que há quatro estágios obrigatórios nestes textos, ou seja, o documento NOR possui quatro estágios que cumprem certas funções importantes na atividade social em que se insere. Estes estágios ocorreram em todos os exemplares pesquisados e são portanto determinantes para caracterizar o gênero NOR. Nestes estágios, foram identificados padrões da léxico-gramática que sinalizam as respectivas funções dos segmentos textuais que compõem o NOR, mostrando a estreita relação entre texto (representado por suas características lexico-gramaticais) e contexto (representado pela configuração contextual postulada para o NOR). Assim, esta análise aponta vantagens para o contexto portuário uma vez que propõe um modelo para facilitar a leitura e escrita do documento NOR, levando o profissional da área a se tornar um participante mais competente. Além do aporte à área portuária, esta dissertação pode auxiliar na análise de outros gêneros, nos quais seus pesquisadores tenham como premissa um modelo que considera o meio social onde o texto é produzido

El riesgo de orientación en la inversión en spin-offs universitarias. ¿Existe? ¿Es posible identificarlo en los primeros años de vida?

[ES] Diversos estudios han mostrado evidencias de que las empresas creadas desde las universidades (spin-offs) presentan unas tasas de crecimiento menores que otros tipos de start-ups. Esto puede deberse en parte a que un porcentaje de ellas pueden estar orientadas a dar continuidad a proyectos de investigación en base a ayudas públicas, en lugar de a valorizar resultados de investigación en el mercado. El principal objetivo de este trabajo es contrastar si es posible diferenciar dos tipos de spin-offs en función de si están orientadas al mercado o no. Además, en segundo lugar, hemos tratado de comprobar si es posible identificar esta orientación desde las primeras fases de vida de las spin-offs, lo que afectaría al perfil de riesgo desde el punto de vista de los inversores. Para ello hemos utilizado una muestra de 20 spin-offs y se ha procedido a analizar tanto sus estados contables como las ayudas y subvenciones públicas obtenidas durante sus primeros cinco años de actividad. La metodología empleada ha sido el análisis de conglomerados. Los resultados obtenidos sugieren que, si bien efectivamente un número significativo de spin-offs no parecen orientadas al mercado, esta diferenciación no puede inferirse de la información inicial económico financiera de la empresa. Este hecho puede dar lugar a un riesgo de orientación , definido como la imposibilidad por parte del inversor inicial de saber si existe una orientación o no al mercado de la spin-off.

Determinants of port centrality in maritime container transportation.

This paper adapts Freeman’s measures of degree, closeness and betweenness centrality and applies them to assessing: port centrality in relation to direct connectivity; accessibility to all ports in the network (direct and indirect routes) and; as an intermediary between other ports. An additional parameter added to the formulae ensures that the relative importance of available shipping capacity and foreland market coverage are also accounted for. Validation of this adapted measure is provided by the results obtained from an empirical application. These reveal that foreland market coverage exerts a particularly strong influence on a port’s demand and closeness centrality

North Sea Ecosystem: Status Report

The North Sea is a dynamic large marine ecosystem which is bordered by a dense coastal population, contains a productive oil and gas province, has a dense shipping network and has one of the most productive fisheries in the world. An assessment of the state of health of the North Sea was initiated in 1987 as part of a developing series of international initiatives at Ministerial level to address concerns over the impact of these activities on the marine ecosystem. Four North Sea Ministerial Conferences (1984, 1987, 1990, 1995) and an Intermediate Ministerial Meeting (1993) have been held to date to develop a harmonized approach to the sustainable management of the North Sea. In 1988 at the request of Ministers a North Sea Task Force was established to co-ordinate work leading to the production of a Quality Status Report (QSR) on the North Sea in December 1993. In recognition of the large geographical and ecological diversity exhibited, a sub-regional approach was adopted and a total of 13 sub-regional assessment reports were produced to a common protocol. The Task Force established a five-year plan to co-ordinate research, monitoring and modelling and other special topics in the preparations for the QSR. As part of this exercise a ‘Monitoring Master Plan’ was drawn up to provide for the first time reliable spatial information on the distribution of chemical contaminants and biological effects throughout the North Sea. The Task Force was a unique structure in international collaboration with a fixed remit that ended in December 1993. It was successful in bringing together many diverse organisations with interests in the North Sea and co-ordinated to a tight timetable the production of the QSR. The experiences gained are now being applied to the whole north east Atlantic under a new OSPAR Convention and have wide application to other Large Marine Ecosystems.