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

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

Convergència mediàtica digital: el consum de continguts i l'ús de nous mitjans per dones a Catalunya

Des de fa 20 anys, el sector audiovisual viu una important transformació, tant de l’oferta com del consum, en el marc de la convergència digital. La convergència anuncia la coexistència dels nous mitjans digitals amb l’apogeu d’una cultura participativa, protagonitzada per comunitats d’usuaris amb una activitat quasi frenètica (Jenkins,2008). Noves modalitats de treball cooperatiu que permeten la creació i recreació grupal de continguts, i la creació de comunitats d’usuaris que utilitzen i reutilitzen les noves modalitats de serveis. En aquest context, augmenta la segmentació, la fragmentació i l’abonament dels usuaris (Tous, 2009), perquè la tipologia de les plataformes de continguts ha variat de manera significativa, s’han incorporat els dispositius mòbils i s’han diversificat i sofisticat les ofertes a Internet.

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

Award-winning

La difusió del patrimoni fotogràfic a Catalunya : Anàlisi de l'Arxiu Fotogràfic de Barcelona, el Departament de Fotografia del MNAC i la Fundació Foto Colectania

Aquest estudi fa un balanç sobre la gestió actual del patrimoni fotogràfic a Catalunya, en concret de la seva difusió. Es pren com a punt de partida el recent episodi de l'Arxiu Centelles, que ha fet plantejar quin és l'estat actual dels arxius i entitats fotogràfiques de Catalunya, i quina gestió es fa dels seus fons, no només per a preservar el patrimoni fotogràfic català, sinó també per a difondre'l i fer-lo accessible als usuaris.

Estudi comparatiu de la qualitat de vida dels discapacitats intel·lectuals i del desenvolupament en els centres penitenciaris de Catalunya

El present estudi té com a objectiu principal conèixer la qualitat de vida que presenten les persones amb discapacitat intel·lectual i del desenvolupament (DID) que es troben complint condemna en els centres penitenciaris de Catalunya. També pretén explorar i descriure les característiques sociodemogràfiques i criminològiques dels interns amb DID que es troben ubicats als diferents centres penitenciaris, i a diferents unitats o mòduls residencials, així com comparar la qualitat de vida dels interns que estan en el Departament d’Atenció Especialitzada per la DID (DAE-DID) del Centre Penitenciari de Quatre Camins, en funcionament des de juny del 2013, amb la d’altres interns amb DID que es troben complint condemna a d’altres centres penitenciaris de Catalunya, i amb els quals s’intervé de forma menys intensiva. També s’analitzaran les diferències en la qualitat de vida dels DID que estan a presó i els DID amb trastorns de conducta que estan ingressats en centres residencials del medi comunitari. La mostra es va composar de 185 subjectes. Els professionals que tenen contacte amb ells van respondre l’Escala GENCAT (Verdugo, Arias, Gómez, Schalock, 2009). Les diferències trobades en aquest estudi indiquen que els interns amb DID que resideixen al DAE i aquells interns dels quals es té sospita de presència de discapacitat i que no es troben atesos pel programa Accepta presenten un nivells de qualitat de vida similars i significativament superiors als d’aquells interns amb DID atesos pel programa Accepta, apuntant en la línia que els interns ja diagnosticats amb DID estan millor si s’ubiquen en mòduls específics, al marge del funcionament ordinari del centre. Malgrat això, el nivell de qualitat de vida que presenten aquests dos grups no és superior a aquell que presenten els interns sense discapacitat. Tanmateix, el nivell de qualitat de vida dels discapacitats a presons és superior al d’aquelles persones discapacitades que es troben ingressades a centres de la xarxa comunitària. En l’estudi s’apunten alguns possibles factors que poden estar influenciant aquest resultat.

Algunes qüestions referides a l’aprenentatge lingüístic de la infància estrangera a Catalunya

L’article està organitzat en dues parts. A la primera, s’aborden algunes qüestions generals relacionades amb la integració i l’aprenentatge de llengües. A la segona, es discuteix la manera de fer possible l’aprenentatge de les llengües de l’escola a aquesta part de la infància, amb un èmfasi especial en el tractament de la seva pròpia llengua

Un estudio transversal sobre la percepción de la vitalidad etnolingüística en jóvenes y adultos de Catalunya = A cross-sectional study on ethnolinguistic vitality perception in young and adulthood people from Catalonia

El estudio utiliza un diseño transversal en el campo de la percepción de la vitalidad etnolingüística. Es el primero que compara la percepción de la vitalidad etnolingüística, así como los factores asociados, entre adultos jóvenes y adultos, en relación con los grupos castellanohablantes y catalanohablantes de la Comunidad Autónoma de Cataluña. Para ello, se aplicó el 'Cuestionario de vitalidad etnolingüística subjetiva' (CVS) a una muestra de 527 participantes, 268 jóvenes y 259 adultos, de los cuales se seleccionó una submuestra de individuos que tenían el catalán como lengua materna y se identificaban como catalanes (n=301). En ambas muestras se aduce una tendencia a descriminar favorablemente la vitalidad percibida por el grupo catalán, aspecto que se acentúa significativa en el grupo de jóvenes estudiados en relación al grupo de edad de los adultos. Se discuten los resultados según las repercusiones teóricas y pragmáticas de los estudios realizados en el ámbito de la comunicación intergrupal

Inserció i formació a la UdG: estudi sobre la 2a enquesta d'inserció laboral dels graduats universitaris (AQU Catalunya, 2005)

L'Agència per a la Qualitat del Sistema Universitari Català i les set universitats públiques catalanes analitzen regularment la inserció dels graduats universitaris en el món laboral. La darrera avaluació s'ha fet en forma d'enquesta, realitzada durant el 2005 als graduats el curs 2000-2001

Situación actual del área Ingeniería Gráfica en la Universitat Politècnica de Catalunya

Se lleva a cabo un análisis de todos los factores que influyen en el desarrollo del área de ingeniería gráfica en la UPC. Se identifican tres etapas historicas: una primera correspondiente a la docencia basada en el uso de herramientas tradicionales, ajustada básicamente a los planes de 1964 y 1972; una segunda correspondiente a la introducción de las primeras herramientas CAD, identificada en los planes de 1992 y 1995; y una última etapa donde los nuevos planes de estudio implementan los conceptos teóricos del EEES, y extiende el uso de CAD paramétrico en la docencia, correspondiente principalmente a los nuevos planes de estudios 2009-10.

Development of Russian Ports in The Gulf of Finland

Russia has been one of the fastest developing economic areas in the world. Based on the GDP, the Russian economy grew evenly since the crisis in 1998 up till 2008. The growth in the gross domestic product has annually been some 5–10%. In 2007, the growth reached 8.1%, which is the highest figure after the 10% growth in 2000. Due to the growth of the economy and wage levels, purchasing power and consumption have been strongly increasing. The growing consumption has especially increased the imports of durables, such as passenger cars, domestic appliances and electronics. The Russian ports and infrastructure have not been able to satisfy the growing needs of exports and imports, which is why quite a large share of Russian foreign trade is going through third countries as transit transports. Finnish ports play a major role in transit transports to and from Russia. About 15% of the total value of Russian imports was transported through Finland in 2008. The economic recession that started in autumn 2008 and continues to date has had an impact on the economic development of Russia. The export income has decreased, mainly due to the reduced world market prices of energy products (oil and gas) and raw minerals. Investments have been postponed, getting credit is more difficult than before, and the ruble has weakened in relation to the euro and the dollar. The imports are decreasing remarkably, and are not forecast to reach the 2008 volumes even in 2012. The economic crisis is reflected in Finland's transit traffic. The volume of goods transported through Finland to and from Russia has decreased almost in the same proportion as the imports of goods to Russia. The biggest risk threatening the development of the Russian economy over long term is its dependence on export income from oil, gas, metals, minerals and forest products, as well as the trends of the world market prices of these products. Nevertheless, it is expected that the GDP of Russia will start to grow again in the forthcoming years due to the increased demand for energy products and raw minerals in the world. At the same time, it is obvious that the world market prices of these products will go up with the increasing demand. The increased income from exports will lead to a growth of imports, especially those of consumer goods, as the living standard of Russian citizens rises. The forecasts produced by the Russian Government concerning the economic development of Russia up till 2030 also indicate a shift in exported goods from raw materials to processed products, which together with energy products will become the main export goods of Russia. As a consequence, Russia may need export routes through third countries, which can be seen as an opportunity for increased transit transports through the ports of Finland. The ports competing with the ports of Finland for Russian foreign trade traffic are the Russian Baltic Sea ports and the ports of the Baltic countries. The strongest competitors are the Baltic Sea ports handling containers. On the Russian Baltic Sea, these ports include Saint Petersburg, Kaliningrad and, in the near future, the ports of Ust-Luga and possibly Vyborg. There are plans to develop Ust-Luga and Vyborg as modern container ports, which would become serious competitors to the Finnish ports. Russia is aiming to redirect as large a share as possible of foreign trade traffic to its own ports. The ports of Russia and the infrastructure associated with them are under constant development. On the other hand, the logistic capacity of Russia is not able to satisfy the continually growing needs of the Russian foreign trade. The capacity problem is emphasized by a structural incompatibility between the exports and imports in the Russian foreign trade. Russian exports can only use a small part of the containers brought in with imports. Problems are also caused by the difficult ice conditions and narrow waterways leading to the ports. It is predicted that Finland will maintain its position as a transit route for the Russian foreign trade, at least in the near future. The Russian foreign trade is increasing, and Russia will not be able to develop its ports in proportion with the increasing foreign trade. With the development of port capacity, cargo flows through the ports of Russia will grow. Structural changes in transit traffic are already visible. Firms are more and more relocating their production to Russia, for example as regards the assembly of cars and warehousing services. Simultaneously, an increasing part of transit cargoes are sent directly to Russia without unloading and reloading in Finland. New product groups have nevertheless been transported through Finland (textile products and tools), replacing the lost cargos. The global recession that started in autumn 2008 has influenced the volume of Russian imports and, consequently, the transit volumes of Finland, but the recession is not expected to be of long duration, and will thus only have a short-term impact on transit volumes. The Finnish infrastructure and services offered by the logistic chain should also be ready to react to the changes in imported product groups as well as to the change in Russian export products in the future. If the development plans of the Russian economy are realized, export products will be more refined, and the share of energy and raw material products will decrease. The other notable factor to be taken into consideration is the extremely fast-changing business environment in Russia. Operators in the logistic chain should be flexible enough to adapt to all kinds of changes to capitalise on business opportunities offered by the Russian foreign trade for the companies and for the transit volumes of Finnish ports, also in the future.

Driver of Demand in Cargo and Passenger Traffic Between Penta Ports

Maritime transport moves around 6 billion tonnes of freight every year. The freight consists of liquid bulks (45%), dry bulks (23%) and general cargo (32%). Freight traffic and transports chains vary according to region, commodity and the origin and the destination of freight. In the European Union the ports sector handles over 90% of the trade with third countries. The share of intra-EU trade is approximately 30% of the total transportation and the number of passengers is over 200 million every year. The Baltic Sea has more than 50,000 vessels a year pass the Skaw at the northernmost tip of Denmark on their way into or out of the Baltic. Roughly 60% to 70% of these vessels are cargo vessels and 17% to 25% tankers. Ports and maritime transport play a crucial role in global commerce today. Today’s business environment is changing rapidly, and the constant changes create challenges for the transport industry and maritime traffic. Ports have to adapt to continuous changes in economic structures, logistics demands, and people’s travel and leisure patterns. In order to ensure the competitiveness of sea connections, the ports need to fully enhance multilateral cross-border understanding and cooperation. In this report the focus is on liner traffic between five ports in the Central Baltic Region: Stockholm, Tallinn, Helsinki Turku and Naantali. The report defines the drivers of the demand for cargo and passenger traffic and highlights the most important factors. The economic situation and foreign trade of each county are elaborated on with detailed information about the flows of traffic between the five ports. Based on expert interviews, the main characteristics of each port, including strengths and weaknesses, are presented. The report is based on primary and secondary data. Primary data was received through interviews and mail surveys. Secondary data was attained through a literature research, statistics, data given by the PENTA ports and webpages. The report is divided into two main parts: the drivers creating the demand for transport and the results of current cargo and passenger flows between PENTA ports.

Scenario-based traffic forecasts for the routes between the PENTA ports in 2020

Maritime transport is the foundation for trade in the Baltic Sea area. It represents over 15% of the world’s cargo traffic and it is predicted to increase by over 100% in the future. There are currently over 2,000 ships sailing on the Baltic Sea and both the number and the size of ships have been growing in recent years. Due to the importance of maritime traffic in the Baltic Sea Region, ports have to be ready to face future challenges and adapt to the changing operational environment. The companies within the transportation industry – in this context ports, shipowners and logistics companies – compete continuously and although the number of companies in the business is not particularly substantial because the products offered are very similar, other motives for managing the supply chain arise. The factors creating competitive advantage are often financial and related to cost efficiency, but geographical location, road infrastructure in the hinterland and vessel connections are among the most important factors. The PENTA project focuses on adding openness, transparency and sharing knowledge and information, so that the challenges of the future can be better addressed with regard to cooperation. This report presents three scenario-based traffic forecasts for routes between the PENTA ports in 2020. The chosen methodology is PESTE, in which the focus in on economic factors affecting future traffic flows. The report further analyses the findings and results of the first PENTA WP2 report “Drivers of demand in cargo and passenger traffic between PENTA ports” and utilises the same material, which was obtained through interviews and mail surveys.

Five Baltic Ports Togehter: Forecasts, Trends and Recommendations

The ports of Stockholm, Tallinn, Helsinki, Naantali and Turku play key roles in making the Central Baltic region accessible. Effective, competitive, eco-friendly and safe port procedures and solutions for the transportation of goods are of major importance for trade in the Baltic Sea region. This report presents the most essential results and recommendations of the PENTA project, which focused on how ports could better comprehend and face current and future challenges facing carriage of goods by sea. Each of the four work packages (WPs) of the PENTA project analysed the changes from a different perspective. WP2 focused on traffic flows between the PENTA ports. Its main emphasis was on the ports, shipowners, and logistics companies that are the key parties in freight transport and on the changes affecting the economy of those ports. In WP3 noise as an environmental challenge for ports was investigated and the analysis also shed light on the relationship between the port and the city. In WP4 procedures related to safety, security and administrative procedures were researched. The main emphasis was on identifying the requirements for the harmonisation of those procedures. Collaboration is highlighted throughout this report. In order to prepare for the future, it was found that ports need to respond to growing competition, increasing costs and shifts in customer demand by strengthening their existing partnerships with other actors in the maritime cluster. Cargo and passenger transport are the main sources of income for most ports. Cargo traffic between the PENTA ports is expected to grow steadily in the future and the outlook for passenger traffic is positive. However, to prepare for the future, ports should not only secure the core activities which generate revenue but also seek alternative ways to make profit. In order to gain more transit traffic, it is suggested that ports conduct a more thorough study of the future requirements for doing business with Russia. The investigation of noise at ports revealed two specific dilemmas that ports cannot solve alone. Firstly, the noise made by vessels and, secondly, the relationship between the port and the surrounding city. Vessels are the most important single noise source in the PENTA ports and also one of the hardest noise sources to handle. Nevertheless, port authorities in Finland and Sweden are held responsible for all noise in the port area, including noise produced by vessels, which is noise the port authority can only influence indirectly. Building housing by waterfront areas close to ports may also initiate disagreements because inhabitants may want quiet areas, whereas port activities always produce some noise from their traffic. The qualitative aspects of the noise question, cooperating with the stakeholders and the communicating of issues related to noise are just as important. We propose that ports should follow the logic of continuous improvement in their noise management. The administrative barriers discussed in this report are mainly caused by differences in international and national legislation, variations in the customs procedures of each country, the incompatibility of the IT systems used in maritime transport, noncompliance with regulations regarding dangerous goods, and difficulties in applying Schengen regulations to vessels from non-EU countries. Improving the situation is out of the hands of the ports to do alone and requires joint action on a variety of levels, including the EU, national authorities and across administrative borders.

Carte très curieuse de la Mer du Sud, contenant des remarques nouvelles et très utiles non seulement sur les ports et îles de cette mer, mais aussy sur les principaux pays de l'Amérique tant septentrionale que méridionale, avec les noms et la route des voyageurs par qui la découverte en a été faite

Kartta kuuluu A. E. Nordenskiöldin kokoelmaan