Treatment of mature urban landfill leachates by anammox process

This thesis results from the collaborative projects between the LEQUIA-UdG group and Cespa (a company in charge of several landfill sites in Spain). The aim of the work was the development of a suitable alternative treatment for nitrogen removal from mature landfill leachates. The thesis presents the application of the anammox (anaerobic ammonium oxidation process) process to treat ammonium rich leachates as the second step of the PANAMMOX® process. The work deals with preliminary studies about the characteristics of the anammox process in a SBR, with special focus on the response of the biomass to nitrite exposure. The application of the anammox process with leachate was first studied in a lab-scale reactor, to test the effect of the leachate matrix on anammox biomass and its progressive adaptation. Finally, a start-up strategy is developed and applied for the successful start-up of a 400L anammox SBR in less than 6 months.

Les grans infrastructures de transport i el desenvolupament de la ciutat mitjana. El Tren d'Alta Velocitat a les ciutats de Lleida, Avinyó i Novara

L'objectiu central de la tesi és estudiar els processos que permeten aconseguir un desenvolupament local a llarg termini de les ciutats mitjanes a partir de la implantació d'una gran infrastructura com el Tren d'Alta Velocitat (TAV). Es parteix de la hipòtesi que el desenvolupament local urbà a partir del TAV depèn de factors objectius i de factors subjectius (dels subjectes), uns factors que prenen una forma particular en el desenvolupament de les ciutats mitjanes. La tesi es divideix en una primera part teòrica i segona de més aplicada. Diversos autors han arribat a la conclusió que la relació tradicional que s'ha donat entre les infrastructures de transport i territori parteix d'uns paradigmes deterministes, que s'exemplifiquen amb una relació de "causa-efecte". Per aquest motiu, s'han criticat els estudis sobre els efectes socioeconòmics de les infrastructures de transport, així com el mateix concepte d'"efecte". Aquesta crítica es repeteix els estudis sobre el TAV i les ciutats mitjanes, que arriben a la conclusió que el desenvolupament econòmic no és un fet automàtic i que no es poden predir les conseqüències a mig i llarg termini del TAV. El desenvolupament local a partir del TAV, doncs, estaria relacionat amb tres elements principals. En primer lloc, entendre que la ciutat -i el territori- és un fenomen complex i, com a tal, cal abordar-lo des de la teoria dels sistemes complexos. En segon lloc, la gran infrastructura ha de convertir-se en un recurs endogen (interconnexió amb la xarxa local d'actors i territorialització en el milieu de la ciutat) per a que pugui contribuir al desenvolupament. En tercer lloc, la dinàmica de governance dels actors és primordial, i es divideix en la gestió interna de la xarxa local (projecte local) i la gestió multinivell de les administracions. En base als referents teòrics, es construeix una metodologia per avaluar el grau de desenvolupament local que ha comportat el TAV en tres ciutats mitjanes de l'arc mediterrani europeu, Lleida, Avinyó i Novara, situades respectivament a Espanya, França i Itàlia. La metodologia preveu l'estudi d'aspectes tècnics de la ciutat com els de transport (Posició territorial de la ciutat a partir del TAV, Característiques de l'estació TAV), urbanístics (Model urbanístic a escala municipal/urbana, Model urbanístic a escala de l'estació) i econòmics (Diferents projectes econòmics de la ciutat relacionats amb el TAV). També preveu l'estudi d'aspectes organitzatius externs (Els agents supralocals i els seus projectes, Grau de conflictivitat i cooperació en les relacions dels agents locals i supralocals) i interns (Capacitat de creació d'un projecte de ciutat a partir del TAV, Agents que participen en el projecte local i la seva dinàmica, Àmbit territorial dels projectes). Finalment s'efectua una avaluació del procés i dels resultats del desenvolupament local. Com a conclusió es demostra que el procés de desenvolupament local a partir de les grans infrastructures de transport depèn, en bon part, de la capacitat de governance. Depèn, per un cantó, de la capacitat dels agents locals d'elaborar un projecte de desenvolupament i liderar unes estratègies d'aprofitament i, de l'altre, de la capacitat dels agents del territori (estatals, regionals, locals) de crear aliances i cooperació per planificar la infrastructura de transport. Finalment es presenten un seguit de recomanacions a les ciutats que volen planificar l'arribada del TAV per a que contribueixi a un desenvolupament amb les característiques d'eficàcia, sostenibilitat, productivitat i equitat.

Researching and designing GREAT; the extremely condensed hybrid urban block

The fact that the hybrid building is an extremely condensed urban block which increases the city’s density and contributes to the public realm of the city – horizontally as well vertically - forms one of the key interests of this documentation, research and master studio work. The “ground scraper” is not only public because of the character of its plinth facing surrounding streets, but also in regard to its interior space that is partly accessible to public. As such the European hybrid building potentially extends the city’s public domain horizontally and vertically into the building’s interior and links the public domain inside and outside. Notwithstanding, the hybrid building due to its specific and unconventional character represents a truly urban architecture that was unfortunately often rejected in the name of ‘purity’ of form and function during the twentieth century. Or with other words, its rejection demonstrates the domination of the building’s plan opposed to the section. Today, new frameworks for the city, like the “compact city,” ask for innovative interpretations and designs of building types, worthy to be investigated and proposed. The architectural type of the hybrid building, (re)defines and expresses the relation between architecture and the city in a specific manner. To begin with, the city of Rotterdam forms the first test-case of the Hybrid’s project to document and discuss statements, such as “the hybrid building has a long- standing tradition within this ‘modern city”, “it is a machine for urbanity,” “it enlarges the city,” “it innovates because of its ambitiousness but also because of necessity,” “it combines to activate,” “it asks for extraordinary design intelligence and craftsmanship.” A special way of drawing is developed to document, analyse and compare historical and contemporary representatives of the species. The method includes panoply of scales ranging from the morphological arrangement on the scale of the city, the typologies of stacking diverse programs to the architectural features that establish the mutual relationship between the public space of the city and the interior of the building. Basically the features analysed within the series of drawings are also constitutional for (the success of) every future hybrid building.

Harmonization of policies and training systems in Europe for urban development – The Experience of LUDA Project

The work developed in LUDA’s project has clearly showed that, in a European economic and cultural diversified frame, crossed by recent and not so recent historical challenging processes, the issues of the urban affairs certainly have different layouts, but, as a matter of fact, we can assume that in their essence they are common to all regions. Identifying a set of common problems is not difficult: the Luda’s; the disadjustment between people and goods mobility, the difficult articulation between space and development sustainability the fragile features of the urban space in its complexity, the responsible social management of current migrations etc.

The undergraduate level (1st study cycle) as a fundamental platform/ standard for the development of Urban and Regional Planning in higher education programs

The ongoing reforms, which were introduced under the Bologna Process and have already been extended outside of Europe , are a unique opportunity for reinforcing and structuring a common platform of understanding among members, based on the full time undergraduate courses in ( Urbanismo) Urban and Regional Planning. The training programs at this 1st cycle level, will obviously continue with the 2nd and 3rd cycles (Bachelor's Degree, Master's Degree and PhD Degree or 3+2+3 years). The training programs at this full time 1st cycle level, can also becomes the framework of understanding for the development of research in the urban fields at national and international levels.

Appeal to the Universities for the development of Teaching and Research in the areas of Urban Planning in the CPLP countries

Work document prepared at the Universidade Lusófona de Humanidades e Tecnologias in its role as Consulting Observer attributed by the Council of Ministers of the CPLP gathered in Bissau for the 11th General Meeting on 16. and 17. July, 2006.

Building the Directorate General for Urban Affairs in European Union. A proposal for the European Commission

The present documents get together reflection elements that allow sustaining the irreversibility of the process that leads to the creation of a Directorate General for Urban AffairsThe irreversibility of this process results of the assumed necessity to implement the cooperation between Member-States in respect to the urban and territorial development policy. It is time, with vision, to assume the urgency to create, as well, in this area an European joint policy and which are the necessary structures for its definition and implementation within the EU framework. O Directorate General for Urban Affairs deverá articular-se em particular com o Comité Económico e Social e com o Comité das RegiõesThe present text is based essentially on political documents on urban and territorial affairs elaborated in the extent of the EU and in the general guideline documents produced by the EU, which favor social, economic and territorial integration.

Europe’s New Post-Trade Infrastructure Rules. ECMI Policy Brief No. 20, 8 November 2012

After more than a decade of indecision, the EU is finally now set to implement a consistent regulatory architecture for clearing and settlement. Following the agreement on a European market infrastructure Regulation (EMIR), the European Commission has proposed harmonised rules for centralised settlement depositaries (CSDs), while the European Central Bank is moving forward with its plans for a central eurozone settlement engine. This paper analyses three components of the new post-trade infrastructure measures: 1) the regulatory framework for and supervision of central counterparties under the new EMIR legislation, 2) the authorisation requirements of trade repositories and 3) the draft CSD Regulation and the progress with the ECB’s Target 2 Securities project. It then discusses the impact of the new rules, and argues that, analogous to the unexpected impact of MiFID on trading infrastructures, a similar EMIR revolution may be on its way.