Los indígenas de Colombia y el riesgo global

En este artículo se analiza la relación existente entre la Sociedad del Riesgo Global, descrita por Beck, y la situación que viven los indígenas en Colombia en la actualidad. Este análisis se desarrolla a través de la exposición de la problemática indígena, aquella expresada en sus demandas y movimientos sociales, y de la posición que tienen estas demandas frente al estado. Finalmente se demuestra como la obligada inmersión de los territorios indígenas en la dinámica del libre mercado y de la industrialización, conlleva un riesgo extremo para la perdida de las costumbres y de la cultura de estos pueblos, así como de un alto riesgo físico.

Innovación y responsabilidad social: una reflexión sobre los puntos de encuentro

La innovación en las empresas y la responsabilidad social empresarial han sido relacionadas pocas veces. Este trabajo se propone encontrar los vínculos entre los dos campos, a partir de la identificación de cuatro categorías que los relacionan: innovación disruptiva, innovación organizacional, relación entre innovación y emprendimiento e innovación social. Una revisión de la literatura logra dar cuenta de esas relaciones y muestra especialmente los efectos de la innovación que van más allá de los resultados económicos para las empresas y los resultados en términos de sostenibilidad; se resalta el impacto social de la innovación, particularmente en la población de bajos ingresos.

La gestión de relaciones con clientes (CRM): sector de seguridad privada

Esta tesis pretende describir la situación actual del sector de seguridad privada, al implementar y adoptar estrategias de CRM. Con una revisión confiable y el estudio de casos relacionados con el tema, lo cual permitirá constatar la realidad en cuanto la aplicación del modelo, en el sector de seguridad privada, según lo planteado por diversos autores. Los resultados obtenidos permitirán, de este modo, al sector y a sus gerentes, desarrollar estrategias que ayuden a la satisfacción de sus clientes y a la prestación de un mejor servicio. En el campo académico, este estudio servirá como guía teórico-práctica para estudiantes y profesores, de modo que permitirá afianzar conocimientos en cuanto al CRM, al marketing relacional y su uso en el sector de seguridad privada. Según este modelo la información acerca de los clientes, es una información estratégica vital para las organizaciones que ayuda a la toma de decisiones, pronosticar cambios en cuanto a demanda, además de establecer control sobre procesos en los que se involucre el cliente; de modo que la adopción e implementación de CRM, ayude a la empresa, en este caso a las del sector de seguridad privada, a estar atentos a la manera como se interactúa con el cliente y por ende mejorar el servicio, lo que tendrá repercusión en la percepción que tenga de la organización el cliente. De este modo, se ve como en la actualidad las estrategias de CRM definen el rumbo de una empresa, ayudando atraer nuevos clientes y además de esto, ayuda de igual modo a mantener felices a los clientes actuales; lo cual repercute en la demanda o el requerimiento del servicio, y así en una mejor rentabilidad para las empresas del sector. Razones por las que el sector de vigilancia se verá beneficiado por medio de las estrategias del CRM, lo que lo llevara a ofrecer mejores servicios a sus clientes.

El poder colombiano, los piratas del siglo XXI

El galeón español San José, que se hundió en 1708 en la bahía de Cartagena, Colombia, es la nave más pretendida en la actualidad por los cinco mil millones de dólares que alberga. Cuando el expresidente de Colombia Belisario Betancur se enteró de su valor, en 1982, se inició una fiebre de corrupción entre figuras de poder colombiano y los cazatesoros por rescatar el gran botín. En 2013 el presidente de Colombia Juan Manuel Santos sancionó la Ley 1675 con el objetivo de proteger y regular la protección al patrimonio cultural sumergido. Sin embargo, como varias fuentes lo evidencian, esto es solo la luz verde que esperaron los ambiciosos durante décadas para poder obtener beneficios personales con el patrimonio de la Nación.

Abordajes teóricos en la comprensión de la influencia de los recursos económicos en la actividad física

Estudio cualitativo que analiza los abordajes teóricos utilizados por diferentes autores en la comprensión de la influencia de los recursos económicos en la actividad física desde los modelos de determinantes y determinación social.

Las implicaciones geopolíticas de la construcción del Canal de Nicaragua para el vecindario del Caribe Occidental (2006-2014)

El presente estudio de caso, busca explicar cuáles son las posibles implicaciones e influencia de la construcción del Proyecto del Canal de Nicaragua en la geografía, la economía y la política exterior del Caribe Occidental. Esta investigación defiende que la construcción de este canal influirá en el largo plazo en la geopolítica de esta región, debido a la posibilidad de una competencia hasta hoy inexistente en la región entre dos canales interoceánicos, que puede llegar a afectar la disponibilidad de recursos naturales de la subregión, y asimismo, fortalecer la presencia asiática en América Latina; sin embargo, las consecuencias de este canal no pueden determinarse de manera específica. Para sustentar lo anterior, se realizará una revisión del proceso de construcción del canal de Panamá y del proyecto del de Nicaragua, para establecer un estudio de prospectiva de los escenarios posibles para la región del Caribe Occidental.

Desenvolupament de mètodes de predicció de soroll i anàlisi de l'impacte acústic produït pel trànsit viari i el ferrocarril en la ciutat de Girona

La feina feta en aquest treball de tesis s'ha desenvolupat a partir de tres objectius vertebradors, que fonamentalment són: ·El primer dels objectius d'aquest treball de tesis és presentar un recull dels factors que intervenen en l'acústica urbanística: soroll produït pels diferents vehicles, fórmules de predicció de soroll, geometria dels edificis... , tot estudiant els seus efectes en la ciutat de Girona. ·Un altre objectiu ha estat desenvolupar uns mètodes numèrics propis, contrastats experimentalment i extrapolables a qualsevol entorn urbanístic, que permetin predir els valors de les pertorbacions acústiques produïdes pels diferents vehicles en diferents situacions, entre els que es destaquen: -Fórmula de predicció del soroll en un entorn urbà i la seva aplicació a Girona. -Càlcul de l'increment de soroll en un carrer provocat per les reflexions de les ones sonores en les façanes dels edificis. -Estudi del nivell de soroll en la boca de la cavitat d'un túnel produït pel pas del ferrocarril. -Determinació del soroll provocat pel pas d'un tren sobre un viaducte. -Mètode de distribució i planificació del trànsit urbà per disminuir l'impacte acústic sobre la zona. ·El darrer objectiu consisteix en fer una descripció analítica de les principals fonts de soroll que afecten a la ciutat: el trànsit viari i el ferrocarril. Per realitzar aquests objectius s'ha disposat d'un banc de dades amb més de 2.000 mesures sonores de Girona (nivells equivalents de 10 minuts de durada). La metodologia seguida i els principis en que es fonamenta es detallen a l'inici de cada apartat. La finalitat de tots aquests estudis, no és altre que millorar el confort acústic, i la qualitat de vida, de les ciutats. Gairebé tots els grans nuclis de població del planeta es veuen afectats per una gravíssima problemàtica mediambiental, doncs a l'anomenada contaminació acústica cal afegir uns alts índexs de pol·lució atmosfèrica (altes concentracions de biòxid de carboni, generació d'illes de calor...). Aquesta situació, generalitzada arreu del planeta, ha propiciat l'aparició de mesures dràstiques consistents fonamentalment en restringir l'accés dels vehicles motoritzats als nuclis i zones centrals de les àrees urbanes. Precisament aquesta opció s'ha proposat per les zones interiors de Girona on l'elevada densitat de les edificacions deixa un escàs marge per plantejar la construcció de noves rutes o vies alternatives. Cal esmentar que tots els càlculs i teories que es desenvolupen en aquest treball de tesis reflecteixen la realitat acústica actual provocada pels diferents mitjans de transport. Molt possiblement, en un futur no massa llunyà, els nivells de soroll (dB) enregistrats en situacions de tràfic similar seran força menors. Són molts els factors que poden contribuir a aquesta disminució de la intensitat de les emissions sonores: reducció del fregament mecànic, augment del coeficient aerodinàmic, nous materials pels pneumàtics i l'asfalt ... Sense cap mena de dubte, però, una millora transcendental, i no només pel que fa al confort acústic sinó per l'ecosistema en general, seria potenciar la construcció de motors elèctrics o d'hidrogen. Aquests últims per exemple, a diferència dels motors de combustió, funcionen mitjançant piles de combustible que converteixen, amb molta netedat, el gas hidrogen en electricitat i possibiliten l'existència de vehicles no contaminants propulsats per motors elèctrics menys sorollosos. Així, al haver-hi menys fregament entre les parts mòbils del motor (no hi ha pistons ni cilindres) el soroll generat es reduiria considerablement.

A Gestão Documental na Autoridade Portuária de Barcelona

Este relatório de estágio representa o trabalho desenvolvido na Autoritat Portuària de Barcelona (APB), mais precisamente no Centro de Documentação da Autoridade Portuária de Barcelona, num período de 150 horas, onde tive a oportunidade de passar pelos diferentes serviços de documentação e realizar as tarefas inerentes a uma Instituição com idêntica tipologia àquela onde presto idêntica atividade em Portugal. Descreve-se a empresa e o trabalho desenvolvido no Centro de Documentação (CENDOC), considerando todas as funções desenvolvidas ao nível da gestão documental, na biblioteca, no arquivo intermédio, histórico e no arquivo fotográfico. O serviço de Arquivo agiliza a gestão de um fundo documental com mais de 3.900 metros lineares de documentos textuais, 500 metros lineares de documentação gráfica e cartográfica e 75.000 fotografias. Também gere o Património Cultural Móvel da APB, tanto o fundo documental do Arquivo Histórico (textual e imagens), como as coleções de objetos artísticos de interesse histórico e cultural (pinturas, esculturas, artes decorativas, cartas náuticas, modelos de navios). Toda a documentação do Arquivo Intermédio foi devidamente tratada, higienizada e organizada num novo espaço de arquivo, com melhores condições de acondicionamento. Aproveitando este trabalho, foi desenvolvido um novo Plano de Classificação em maio de 2012, no mesmo período que desenvolvi o estágio, a fim de melhorar o serviço de Arquivo. O serviço da Biblioteca tem ao alcance dos seus utilizadores um fundo de 1276 publicações periódicas e mais de 2.300 monografias, catalogadas no programa informático CDS/ISIS. A sua classificação é feita com base na Classificação Decimal Universal (CDU), e a partir de um tesauro especifico elaborado pelos técnicos do CENDOC. Enquanto Técnica Superior no Centro de Documentação e Informação na Administração do Porto de Lisboa (APL), o desenvolvimento deste estágio trouxe um importante contributo para o serviço que desempenho no Centro de Documentação e Informação na Administração do Porto de Lisboa. Este Estágio possibilitou, sem dúvida, um melhor conhecimento teórico e prático no âmbito das tarefas inerentes ao mesmo, e a capacitação para o desenvolvimento de projetos relacionados com as funções que desempenho, no Centro de Documentação e Informação da Administração do Porto de Lisboa.

Riobamba y el ferrocarril. Nuevas dinámicas de intercambio regional en el primer cuarto del siglo XX (Estudios)

Este artículo analiza los conflictos que produjo el paso del ferrocarril por Riobamba. Describe la lucha por la rectificación de la vía férrea, que enlazaba las ciudades de Guayaquil y Quito, y subraya las pugnas y aspiraciones locales relacionadas con el nuevo medio de transporte. Señala las reacciones de la opinión pública riobambeña, expuestas en su prensa local, y las posturas tanto de los gobiernos como de la empresa que construyó la obra. Además, estudia las consecuencias que se derivaron del paso del ferrocarril: la ampliación del mercado interno como consecuencia del incremento del comercio interregional, el desarrollo de los poblados situados a lo largo del trazado ferroviario y la aceleración del intercambio de personas y bienes.

Reactive Halogens in the Marine Boundary Layer (RHaMBLe): the tropical North Atlantic experiments

The NERC UK SOLAS-funded Reactive Halogens in the Marine Boundary Layer (RHaMBLe) programme comprised three field experiments. This manuscript presents an overview of the measurements made within the two simultaneous remote experiments conducted in the tropical North Atlantic in May and June 2007. Measurements were made from two mobile and one ground-based platforms. The heavily instrumented cruise D319 on the RRS Discovery from Lisbon, Portugal to São Vicente, Cape Verde and back to Falmouth, UK was used to characterise the spatial distribution of boundary layer components likely to play a role in reactive halogen chemistry. Measurements onboard the ARSF Dornier aircraft were used to allow the observations to be interpreted in the context of their vertical distribution and to confirm the interpretation of atmospheric structure in the vicinity of the Cape Verde islands. Long-term ground-based measurements at the Cape Verde Atmospheric Observatory (CVAO) on São Vicente were supplemented by long-term measurements of reactive halogen species and characterisation of additional trace gas and aerosol species during the intensive experimental period. This paper presents a summary of the measurements made within the RHaMBLe remote experiments and discusses them in their meteorological and chemical context as determined from these three platforms and from additional meteorological analyses. Air always arrived at the CVAO from the North East with a range of air mass origins (European, Atlantic and North American continental). Trace gases were present at stable and fairly low concentrations with the exception of a slight increase in some anthropogenic components in air of North American origin, though NOx mixing ratios during this period remained below 20 pptv. Consistency with these air mass classifications is observed in the time series of soluble gas and aerosol composition measurements, with additional identification of periods of slightly elevated dust concentrations consistent with the trajectories passing over the African continent. The CVAO is shown to be broadly representative of the wider North Atlantic marine boundary layer; measurements of NO, O3 and black carbon from the ship are consistent with a clean Northern Hemisphere marine background. Aerosol composition measurements do not indicate elevated organic material associated with clean marine air. Closer to the African coast, black carbon and NO levels start to increase, indicating greater anthropogenic influence. Lower ozone in this region is possibly associated with the increased levels of measured halocarbons, associated with the nutrient rich waters of the Mauritanian upwelling. Bromide and chloride deficits in coarse mode aerosol at both the CVAO and on D319 and the continuous abundance of inorganic gaseous halogen species at CVAO indicate significant reactive cycling of halogens. Aircraft measurements of O3 and CO show that surface measurements are representative of the entire boundary layer in the vicinity both in diurnal variability and absolute levels. Above the inversion layer similar diurnal behaviour in O3 and CO is observed at lower mixing ratios in the air that had originated from south of Cape Verde, possibly from within the ITCZ. ECMWF calculations on two days indicate very different boundary layer depths and aircraft flights over the ship replicate this, giving confidence in the calculated boundary layer depth.

Danish razors and Swedish rocks: Cosmology and the Bronze Age landscape

A recent study has suggested that the decorated Bronze Age metalwork of South Scandinavia depicted the path of the sun through the sky during the day and through the sea at night. At different stages in its journey it was accompanied by a horse or a ship. Similar images are found in prehistoric rock art, and this paper argues that, whilst there are important differences between the images in these two media, they also signal some of the same ideas.

Radiative forcing due to changes in ozone and methane caused by the transport sector

The year 2000 radiative forcing (RF) due to changes in O3 and CH4 (and the CH4-induced stratospheric water vapour) as a result of emissions of short-lived gases (oxides of nitrogen (NOx), carbon monoxide and non-methane hydrocarbons) from three transport sectors (ROAD, maritime SHIPping and AIRcraft) are calculated using results from five global atmospheric chemistry models. Using results from these models plus other published data, we quantify the uncertainties. The RF due to short-term O3 changes (i.e. as an immediate response to the emissions without allowing for the long-term CH4 changes) is positive and highest for ROAD transport (31mWm-2) compared to SHIP (24 mWm-2) and AIR (17 mWm-2) sectors in four of the models. All five models calculate negative RF from the CH4 perturbations, with a larger impact from the SHIP sector than for ROAD and AIR. The net RF of O3 and CH4 combined (i.e. including the impact of CH4 on ozone and stratospheric water vapour) is positive for ROAD (+16(±13)(one standard deviation) mWm-2) and AIR (+6(±5) mWm-2) traffic sectors and is negative for SHIP (-18(±10) mWm-2) sector in all five models. Global Warming Potentials (GWP) and Global Temperature change Potentials (GTP) are presented for AIR NOx emissions; there is a wide spread in the results from the 5 chemistry models, and it is shown that differences in the methane response relative to the O3 response drive much of the spread.

Numerical modeling of the propagation environment in the atmospheric boundary layer over the Persian Gulf

Strong vertical gradients at the top of the atmospheric boundary layer affect the propagation of electromagnetic waves and can produce radar ducts. A three-dimensional, time-dependent, nonhydrostatic numerical model was used to simulate the propagation environment in the atmosphere over the Persian Gulf when aircraft observations of ducting had been made. A division of the observations into high- and low-wind cases was used as a framework for the simulations. Three sets of simulations were conducted with initial conditions of varying degrees of idealization and were compared with the observations taken in the Ship Antisubmarine Warfare Readiness/Effectiveness Measuring (SHAREM-115) program. The best results occurred with the initialization based on a sounding taken over the coast modified by the inclusion of data on low-level atmospheric conditions over the Gulf waters. The development of moist, cool, stable marine internal boundary layers (MIBL) in air flowing from land over the waters of the Gulf was simulated. The MIBLs were capped by temperature inversions and associated lapses of humidity and refractivity. The low-wind MIBL was shallower and the gradients at its top were sharper than in the high-wind case, in agreement with the observations. Because it is also forced by land–sea contrasts, a sea-breeze circulation frequently occurs in association with the MIBL. The size, location, and internal structure of the sea-breeze circulation were realistically simulated. The gradients of temperature and humidity that bound the MIBL cause perturbations in the refractivity distribution that, in turn, lead to trapping layers and ducts. The existence, location, and surface character of the ducts were well captured. Horizontal variations in duct characteristics due to the sea-breeze circulation were also evident. The simulations successfully distinguished between high- and low-wind occasions, a notable feature of the SHAREM-115 observations. The modeled magnitudes of duct depth and strength, although leaving scope for improvement, were most encouraging.

The impact of traffic emissions on atmospheric ozone and OH: results from QUANTIFY

To estimate the impact of emissions by road, aircraft and ship traffic on ozone and OH in the present-day atmosphere six different atmospheric chemistry models have been used. Based on newly developed global emission inventories for road, ship and aircraft emission data sets each model performed sensitivity simulations reducing the emissions of each transport sector by 5%. The model results indicate that on global annual average lower tropospheric ozone responds most sensitive to ship emissions (50.6%±10.9% of the total traffic induced perturbation), followed by road (36.7%±9.3%) and aircraft exhausts (12.7%±2.9%), respectively. In the northern upper troposphere between 200–300 hPa at 30–60° N the maximum impact from road and ship are 93% and 73% of the maximum effect of aircraft, respectively. The latter is 0.185 ppbv for ozone (for the 5% case) or 3.69 ppbv when scaling to 100%. On the global average the impact of road even dominates in the UTLS-region. The sensitivity of ozone formation per NOx molecule emitted is highest for aircraft exhausts. The local maximum effect of the summed traffic emissions on the ozone column predicted by the models is 0.2 DU and occurs over the northern subtropical Atlantic extending to central Europe. Below 800 hPa both ozone and OH respond most sensitively to ship emissions in the marine lower troposphere over the Atlantic. Based on the 5% perturbation the effect on ozone can exceed 0.6% close to the marine surface (global zonal mean) which is 80% of the total traffic induced ozone perturbation. In the southern hemisphere ship emissions contribute relatively strongly to the total ozone perturbation by 60%–80% throughout the year. Methane lifetime changes against OH are affected strongest by ship emissions up to 0.21 (± 0.05)%, followed by road (0.08 (±0.01)%) and air traffic (0.05 (± 0.02)%). Based on the full scale ozone and methane perturbations positive radiative forcings were calculated for road emissions (7.3±6.2 mWm−2) and for aviation (2.9±2.3 mWm−2). Ship induced methane lifetime changes dominate over the ozone forcing and therefore lead to a net negative forcing (−25.5±13.2 mWm−2).

Reactive Halogens in the Marine Boundary Layer (RHaMBLe): the tropical North Atlantic experiments

The NERC UK SOLAS-funded Reactive Halogens in the Marine Boundary Layer (RHaMBLe) programme comprised three field experiments. This manuscript presents an overview of the measurements made within the two simultaneous remote experiments conducted in the tropical North Atlantic in May and June 2007. Measurements were made from two mobile and one ground-based platforms. The heavily instrumented cruise D319 on the RRS Discovery from Lisbon, Portugal to São Vicente, Cape Verde and back to Falmouth, UK was used to characterise the spatial distribution of boundary layer components likely to play a role in reactive halogen chemistry. Measurements onboard the ARSF Dornier aircraft were used to allow the observations to be interpreted in the context of their vertical distribution and to confirm the interpretation of atmospheric structure in the vicinity of the Cape Verde islands. Long-term ground-based measurements at the Cape Verde Atmospheric Observatory (CVAO) on São Vicente were supplemented by long-term measurements of reactive halogen species and characterisation of additional trace gas and aerosol species during the intensive experimental period. This paper presents a summary of the measurements made within the RHaMBLe remote experiments and discusses them in their meteorological and chemical context as determined from these three platforms and from additional meteorological analyses. Air always arrived at the CVAO from the North East with a range of air mass origins (European, Atlantic and North American continental). Trace gases were present at stable and fairly low concentrations with the exception of a slight increase in some anthropogenic components in air of North American origin, though NOx mixing ratios during this period remained below 20 pptv (note the non-IUPAC adoption in this manuscript of pptv and ppbv, equivalent to pmol mol−1 and nmol mol−1 to reflect common practice). Consistency with these air mass classifications is observed in the time series of soluble gas and aerosol composition measurements, with additional identification of periods of slightly elevated dust concentrations consistent with the trajectories passing over the African continent. The CVAO is shown to be broadly representative of the wider North Atlantic marine boundary layer; measurements of NO, O3 and black carbon from the ship are consistent with a clean Northern Hemisphere marine background. Aerosol composition measurements do not indicate elevated organic material associated with clean marine air. Closer to the African coast, black carbon and NO levels start to increase, indicating greater anthropogenic influence. Lower ozone in this region is possibly associated with the increased levels of measured halocarbons, associated with the nutrient rich waters of the Mauritanian upwelling. Bromide and chloride deficits in coarse mode aerosol at both the CVAO and on D319 and the continuous abundance of inorganic gaseous halogen species at CVAO indicate significant reactive cycling of halogens. Aircraft measurements of O3 and CO show that surface measurements are representative of the entire boundary layer in the vicinity both in diurnal variability and absolute levels. Above the inversion layer similar diurnal behaviour in O3 and CO is observed at lower mixing ratios in the air that had originated from south of Cape Verde, possibly from within the ITCZ. ECMWF calculations on two days indicate very different boundary layer depths and aircraft flights over the ship replicate this, giving confidence in the calculated boundary layer depth.