Gobernar la complejidad urbana desde la sostenibilidad. Evaluación del gobierno de la gestión visible utilizando indicadores de gobernanza (Venezuela)

Se evalúa con indicadores de gobernanza urbana la sostenibilidad de las formas de hacer ciudad hibrida compleja del gobierno de la gestión visible (GGV). Argumenta que el GGV hace ciudad para legitimarse por desempeño y fortalecer la gobernanza local, en un contexto de mutaciones múltiples y radicales que tienden a diluir y centralizar el poder local y fractalizar la ciudad, profundizando la segregación sociopolítica-territorial y la ingobernabilidad genética de la ciudad hibrida, poniendo en riesgo el Estado federal descentralizado, el derecho a la ciudad, al gobierno local y la gobernanza urbana y multinivel (hipótesis). La estrategia de evaluación de gobernanza innovadora (EEG+i) diseñada para evaluar la relación entre las formas de hacer ciudad hibrida (variables espaciales) y gobernanza (variable a-espacial) es transversal, multidimensional y se construye desde la complejidad, el análisis de escenarios, formulación de constructos, modelos e indicadores de gobernanza, entretejiendo tres campos de conocimiento, gobierno, ciudad y sostenibilidad, en cuatro fases. La Fase 1, contextualiza la gobernanza en la dramática del siglo XXI. La Fase 2, desarrolla la fundamentación teórico-práctica, nuevos conceptos y un abordaje analítico propio ‘genética territorial’, para analizar y comprehender la complejidad de la ciudad hibrida de países en desarrollo, tejiendo ontogenética territorial y el carácter autopoiético del gen informal. En la Fase 3, se caracterizan las formas de hacer ciudad desde la genética del territorio, se formulan modelos e indicadores de gobernanza con los que se evalúan, aplicando un delphi y cuestionarios, los genes tipológicos-formas de hacer ciudad y validan las conclusiones. En la Fase 4, se correlacionan los resultados de los instrumentos aplicados con la praxis urbana del GGV, durante cuatro periodos de gobierno (1996-2010). Concluyendo que, la estrategia de evaluación comprobó las hipótesis y demostró la correlación transversal y multinivel existente entre, las mutaciones en curso que contradicen el modelo de gobernanza constitucional, el paisaje de gobernanza latinoamericano y venezolano, la praxis de los regímenes híbridos ricos en recursos naturales, las perspectivas de desarrollo globales y se expresa sociopolíticamente en déficit de gobernanza, Estado de derecho y cohesión-capital social y, espaciolocalmente, en la ciudad hibrida dispersa y diluida (compleja) y en el gobierno del poder diluido centralizado. La confrontación de flujos de poder centrípetos y centrífugos en la ciudad profundiza la fragmentación socioespacial y política y el deterioro de la calidad de vida, incrementando las protestas ciudadanas e ingobernabilidad que obstaculiza la superación de la pobreza y gobernanza urbana y multinivel. La evaluación de la praxis urbana del GGV evidenció que la correlación entre gobernanza, la producción de genes formales y la ciudad por iniciativa privada tiende a ser positiva y entre gobernanza, genes y producción de ciudad informal negativa, por el carácter autopoiético-autogobernable del gen informal y de los nuevos gobiernos sublocales que dificulta gobernar en gobernanza. La praxis del GGV es contraria al modelo de gobernanza formulado y la disolución centralizada del gobierno local y de la ciudad hibrida-dispersa es socio-espacial y políticamente insostenible. Se proponen estrategias y tácticas de gobernanza multinivel para recuperar la cohesión social y de planificación de la gestión innovadora (EG [PG] +i) para orquestar, desde el Consejo Local de Gobernanza (CLG) y con la participación de los espacios y gobiernos sublocales, un proyecto de ciudad compartido y sostenible. ABSTRACT The sustainability of the forms of making the hybrid-complex city by the visible management government (VMG) is evaluated using urban governance indicators. Argues that the VMG builds city to legitimate itself by performance and to strengthen local governance in a context of multiple and radical mutations that tend to dilute and centralize local power and fractalize the city, deepening the socio-spatial and political segregation, the genetic ingovernability of the hybrid city and placing the decentralized federal State, the right to city, local government and urban governance at risk (hypothesis). The innovative governance evaluation strategy (GES+i) designed to assess the relationship between the forms of making the hybrid city (spatial variables) and governance (a-spatial variable) is transversal, multidimensional; is constructed from complexity, scenario analysis, the formulation of concepts, models and governance indicators, weaving three fields of knowledge, government, city and sustainability in four phases. Phase 1, contextualizes governance in the dramatic of the twenty-first century. Phase 2, develops the theoretical and practical foundations, new concepts and a proper analytical approach to comprehend the complexity of the hybrid city from developing countries, weaving territorial ontogenetic with the autopiethic character of the informal city gen. In Phase 3, the ways of making city are characterized from the genetics of territory; governance indicators and models are formulated to evaluate, using delphi and questionnaires, the ways of making city and validate the conclusions. In Phase 4, the results of the instruments applied are correlated with the urban praxis of the VMG during the four periods of government analyzed (1996-2010). Concluding that, the evaluation strategy proved the hypothesis and showed the transversal and multilevel correlation between, mutations that contradict the constitutional governance model, the governance landscape of Latinamerica and the country, the praxis of the hybrid regimes rich in natural resources, the perspectives of the glocal economy and expresses socio-politically the governance and rule of law and social capital-cohesion deficit and spatial-temporarily the hybrid disperse and diluted city (complex) and the diluted-centralized local government. The confrontation of flows of power centripetal and centrifugal in the city deepens the socio-spatial and political fragmentation and deterioration of the quality of life, increasing citizens' protests and ingovernability which hinders poverty eradication and, multilevel and urban governance. The evaluation of the VMG urban praxis showed the correlation between governance, the production of formal genes and city by private initiative tended to be positive and, between informal genes-city production and governance negative, due to its autopiethic-self governable character that hinders governance. The urban praxis of the VMG contradicts the formulated governance model and thecentralized dissolution of the local government and hybrid city are socio-spatial and politically unsustainable. Multiscale governance strategies are proposed to recreate social cohesion and a management planning innovative method (EG [PG] + i) to orchestrate, from the Local Governance Council (LGC) and with the participation of sublocal governments and spaces, a shared and sustainable city project.

A generic, hard transition to chaos

A hard-in-amplitude transition to chaos in a class of dissipative flows of broad applicability is presented. For positive values of a parameter F, no matter how small, a fully developed chaotic attractor exists within some domain of additional parameters, whereas no chaotic behavior exists for F < 0. As F is made positive, an unstable fixed point reaches an invariant plane to enter a phase half-space of physical solutions; the ghosts of a line of fixed points and a rich heteroclinic structure existing at F = 0 make the limits t --* +oc, F ~ +0 non-commuting, and allow an exact description of the chaotic flow. The formal structure of flows that exhibit the transition is determined. A subclass of such flows (coupled oscillators in near-resonance at any 2 : q frequency ratio, with F representing linear excitation of the first oscillator) is fully analysed

Advances in global instability computations: from incompressible to hypersonic flow

Esta tesis constituye un gran avance en el conocimiento del estudio y análisis de inestabilidades hidrodinámicas desde un punto de vista físico y teórico, como consecuencia de haber desarrollado innovadoras técnicas para la resolución computacional eficiente y precisa de la parte principal del espectro correspondiente a los problemas de autovalores (EVP) multidimensionales que gobiernan la inestabilidad de flujos con dos o tres direcciones espaciales inhomogéneas, denominados problemas de estabilidad global lineal. En el contexto del trabajo de desarrollo de herramientas computacionales presentado en la tesis, la discretización mediante métodos de diferencias finitas estables de alto orden de los EVP bidimensionales y tridimensionales que se derivan de las ecuaciones de Navier-Stokes linealizadas sobre flujos con dos o tres direcciones espaciales inhomogéneas, ha permitido una aceleración de cuatro órdenes de magnitud en su resolución. Esta mejora de eficiencia numérica se ha conseguido gracias al hecho de que usando estos esquemas de diferencias finitas, técnicas eficientes de resolución de problemas lineales son utilizables, explotando el alto nivel de dispersión o alto número de elementos nulos en las matrices involucradas en los problemas tratados. Como más notable consecuencia cabe destacar que la resolución de EVPs multidimensionales de inestabilidad global, que hasta la fecha necesitaban de superordenadores, se ha podido realizar en ordenadores de sobremesa. Además de la solución de problemas de estabilidad global lineal, el mencionado desarrollo numérico facilitó la extensión de las ecuaciones de estabilidad parabolizadas (PSE) lineales y no lineales para analizar la inestabilidad de flujos que dependen fuertemente en dos direcciones espaciales y suavemente en la tercera con las ecuaciones de estabilidad parabolizadas tridimensionales (PSE-3D). Precisamente la capacidad de extensión del novedoso algoritmo PSE-3D para el estudio de interacciones no lineales de los modos de estabilidad, desarrollado íntegramente en esta tesis, permite la predicción de transición en flujos complejos de gran interés industrial y por lo tanto extiende el concepto clásico de PSE, el cuál ha sido empleado exitosamente durante las pasadas tres décadas en el mismo contexto para problemas de capa límite bidimensional. Típicos ejemplos de flujos incompresibles se han analizado en este trabajo sin la necesidad de recurrir a restrictivas presuposiciones usadas en el pasado. Se han estudiado problemas vorticales como es el caso de un vórtice aislado o sistemas de vórtices simulando la estela de alas, en los que la homogeneidad axial no se impone y así se puede considerar la difusión viscosa del flujo. Además, se ha estudiado el chorro giratorio turbulento, cuya inestabilidad se utiliza para mejorar las características de funcionamiento de combustores. En la tesis se abarcan adicionalmente problemas de flujos compresibles. Se presenta el estudio de inestabilidad de flujos de borde de ataque a diferentes velocidades de vuelo. También se analiza la estela formada por un elemento rugoso aislado en capa límite supersónica e hipersónica, mostrando excelentes comparaciones con resultados obtenidos mediante simulación numérica directa. Finalmente, nuevas inestabilidades se han identificado en el flujo hipersónico a Mach 7 alrededor de un cono elíptico que modela el vehículo de pruebas en vuelo HIFiRE-5. Los resultados comparan favorablemente con experimentos en vuelo, lo que subraya aún más el potencial de las metodologías de análisis de estabilidad desarrolladas en esta tesis. ABSTRACT The present thesis constitutes a step forward in advancing the frontiers of knowledge of fluid flow instability from a physical point of view, as a consequence of having been successful in developing groundbreaking methodologies for the efficient and accurate computation of the leading part of the spectrum pertinent to multi-dimensional eigenvalue problems (EVP) governing instability of flows with two or three inhomogeneous spatial directions. In the context of the numerical work presented in this thesis, the discretization of the spatial operator resulting from linearization of the Navier-Stokes equations around flows with two or three inhomogeneous spatial directions by variable-high-order stable finite-difference methods has permitted a speedup of four orders of magnitude in the solution of the corresponding two- and three-dimensional EVPs. This improvement of numerical performance has been achieved thanks to the high-sparsity level offered by the high-order finite-difference schemes employed for the discretization of the operators. This permitted use of efficient sparse linear algebra techniques without sacrificing accuracy and, consequently, solutions being obtained on typical workstations, as opposed to the previously employed supercomputers. Besides solution of the two- and three-dimensional EVPs of global linear instability, this development paved the way for the extension of the (linear and nonlinear) Parabolized Stability Equations (PSE) to analyze instability of flows which depend in a strongly-coupled inhomogeneous manner on two spatial directions and weakly on the third. Precisely the extensibility of the novel PSE-3D algorithm developed in the framework of the present thesis to study nonlinear flow instability permits transition prediction in flows of industrial interest, thus extending the classic PSE concept which has been successfully employed in the same context to boundary-layer type of flows over the last three decades. Typical examples of incompressible flows, the instability of which was analyzed in the present thesis without the need to resort to the restrictive assumptions used in the past, range from isolated vortices, and systems thereof, in which axial homogeneity is relaxed to consider viscous diffusion, as well as turbulent swirling jets, the instability of which is exploited in order to improve flame-holding properties of combustors. The instability of compressible subsonic and supersonic leading edge flows has been solved, and the wake of an isolated roughness element in a supersonic and hypersonic boundary-layer has also been analyzed with respect to its instability: excellent agreement with direct numerical simulation results has been obtained in all cases. Finally, instability analysis of Mach number 7 ow around an elliptic cone modeling the HIFiRE-5 flight test vehicle has unraveled flow instabilities near the minor-axis centerline, results comparing favorably with flight test predictions.

Investigación experimental del flujo aerodinámico sobre helipuertos embarcados

La investigación del flujo aerodinámico sobre helipuertos embarcados se encuentra estrechamente relacionada con la operación segura de las aeronaves, pues las condiciones del flujo que tiene lugar en ese entorno pueden exceder los límites para los que están certificadas dichas aeronaves. El ambiente aerodinámico en las inmediaciones de un barco es altamente complejo y se encuentra influenciado por gran número de factores (chimeneas, antenas, mástiles, etc.) relacionados con la configuración específica del propio barco. El flujo objeto de investigación corresponde a la estela que se desarrolla sobre la cubierta de vuelo de una fragata, el cual está fuertemente influenciado por la superestructura de la misma, y que cualitativamente es similar al flujo que tiene lugar entre edificios altos o helipuertos situados en áreas urbanas, pues comprende estructuras tipo caja, con bordes afilados, que generan flujos tridimensionales altamente turbulentos. En esta Tesis se aborda el estudio del problema desde el punto de vista experimental, mediante simulación en túnel aerodinámico y medida de las variables del campo fluido sobre maquetas de fragatas a escala reducida. Las herramientas empleadas para tal cometido, han sido técnicas experimentales, tales como la visualización del flujo, la velocimetría láser por imágenes de partículas, la anemometría láser Doppler y los scanners electrónicos de presión, que han permitido investigar el flujo problema con objeto de obtener información, y adquirir así, un conocimiento más profundo de dicho flujo. La explotación de este conocimiento, ha dado lugar al diseño de una nueva solución, basada en la modificación de geometría básica de la fragata, por medio del cambio de la curvatura del techo del hangar, permitiendo suavizar el escalón descendente que se produce aguas abajo del mismo. Las geometrías modificadas han sido ensayada en túnel mediante la misma metodología empleada para la fragata original, de modo que, ha podido establecerse un análisis comparativo, para valorar la efectividad de la solución propuesta, el cual ha mostrado resultados satisfactorios, retirando el flujo adverso de la zona de operación de helicópteros y desplazándolo hacia el hangar, donde resulta menos peligroso, de modo que se reduce la carga del piloto y los riesgos de accidente durante las operaciones a bordo de embarcaciones. ABSTRACT The investigation of aerodynamic flow above the ship’s heliports is directly related to the aircraft safe operation, because the environment flow conditions may exceed the aircraft certification limits. Aerodynamic ship’s environment is highly complex and it is influenced by a large number of factors (stacks, antennae, masts, …) related to each specific ship configuration. The flow under investigation occurs into the wake produced above the flight deck of a frigate, that is strongly influenced by the superstructure. This flow is similar to one produced around tall buildings or heliports located in urban areas, thus in both of them, the air is flowing around sharp-edges box-like structures, producing three-dimensional and highly turbulent flows. This Thesis studies the problem from an experimental point of view, by means of wind tunnel simulations and measurements of the flow field around reduced scale frigates models. Tools used in this work are the experimental techniques, as flow visualization, particle image velocimetry, laser Doppler anemometry and pressure electronic scanners. These techniques provide information about the flow in order to obtain a more complete insight of this kind of flows. The exploitation of this insight is used for the design of a new flow control concept, based on the modification of the basic frigate geometry. This new design consists in the hangar roof curvature modification that produces a smoothing of the descendent step located downstream the hangar. Modified geometries are tested in wind tunnel by means of the same methodology as the original frigate, thus a comparative analysis is established in order to perform an assessment of effectiveness. This analysis has shown good results in displacing the adverse flow from the helicopter operation path to the nearest hangar region, reducing the pilot load and the accident risks during on board operations.

High reynolds numbers turbulent boundary layers

Esta tesis estudia las similitudes y diferencias entre los flujos turbulentos de pared de tipo externo e interno, en régimen incompresible, y a números de Reynolds moderada¬mente altos. Para ello consideramos tanto simulaciones numéricas como experimentos de capas límites con gradiente de presiones nulo y de flujos de canal, ambos a números de Reynolds en el rango δ+ ~ 500 - 2000. Estos flujos de cortadura son objeto de numerosas investigaciones debido a la gran importancia que tienen tanto a nivel tecnológico como a nivel de física fundamental. No obstante, todavía existen muchos interrogantes sobre aspectos básicos tales como la universalidad de los perfiles medios y de fluctuación de las velocidades o de la presión, tanto en la zona cercana a la pared como en la zona logarítmica, el escalado y el efecto del número de Reynolds, o las diferencias entre los flujos internos y externos en la zona exterior. En éste estudio hemos utilizado simulaciones numéricas ya existentes de canales y capas límites a números de Reynolds δ+ ~ 2000 y δ+ ~ 700, respectivamente. Para poder comparar ambos flujos a igual número de Reynolds hemos realizado una nueva simulación directa de capa límite en el rango δ+ ~ 1000-2000. Los resultados de la misma son presentados y analizados en detalle. Los datos sin postprocesar y las estadísticas ya postprocesadas están públicamente disponibles en nuestro sitio web.162 El análisis de las estadísticas usando un único punto confirma la existencia de perfiles logarítmicos para las fluctuaciones de la velocidad transversal w'2+ y de la presión p'2+ en ambos tipos de flujos, pero no para la velocidad normal v'2+ o la velocidad longitudinal u'2+. Para aceptar o rechazar la existencia de un rango logarítmico en u'2+ se requieren números de Reynolds más altos que los considerados en éste trabajo. Una de las conse¬cuencias más importantes de poseer tales perfiles es que el valor máximo de la intensidad, que se alcanza cerca de la pared, depende explícitamente del número de Reynolds. Esto ha sido confirmado tras analizar un gran número de datos experimentales y numéricos, cor¬roborando que el máximo de u'2+, p/2+, y w'2+ aumenta proporcionalmente con el log(δ+). Por otro lado, éste máximo es más intenso en los flujos externos que en los internos. La máxima diferencia ocurre en torno a y/δ ~ 0.3-0.5, siendo esta altura prácticamente independiente del número de Reynolds considerado. Estas diferencias se originan como consecuencia del carácter intermitente de las capas límites, que es inexistente en los flujos internos. La estructura de las fluctuaciones de velocidad y de presión, junto con la de los esfuer¬zos de Reynolds, se han investigado por medio de correlaciones espaciales tridimensionales considerando dos puntos de medida. Hemos obtenido que el tamaño de las mismas es gen¬eralmente mayor en canales que en capas límites, especialmente en el caso de la correlación longitudinal Cuu en la dirección del flujo. Para esta correlación se demuestra que las es¬tructuras débilmente correladas presentan longitudes de hasta 0(75), en el caso de capas límites, y de hasta 0(185) en el caso de canales. Estas longitudes se obtienen respecti-vamente en la zona logarítmica y en la zona exterior. Las longitudes correspondientes en la dirección transversal son significativamente menores en ambos flujos, 0(5 — 25). La organización espacial de las correlaciones es compatible con la de una pareja de rollos casi paralelos con dimensiones que escalan en unidades exteriores. Esta organización se mantiene al menos hasta y ~ 0.65, altura a la cual las capas límites comienzan a organi¬zarse en rollos transversales. Este comportamiento es sin embargo más débil en canales, pudiéndose observar parcialmente a partir de y ~ 0.85. Para estudiar si estas estructuras están onduladas a lo largo de la dirección transver¬sal, hemos calculado las correlaciones condicionadas a eventos intensos de la velocidad transversal w'. Estas correlaciones revelan que la ondulación de la velocidad longitudinal aumenta conforme nos alejamos de la pared, sugiriendo que las estructuras están más alineadas en la zona cercana a la pared que en la zona lejana a ella. El por qué de esta ondulación se encuentra posiblemente en la configuración a lo largo de diagonales que presenta w'. Estas estructuras no sólo están onduladas, sino que también están inclinadas respecto a la pared con ángulos que dependen de la variable considerada, de la altura, y de el contorno de correlación seleccionado. Por encima de la zona tampón e independien¬temente del número de Reynolds y tipo de flujo, Cuu presenta una inclinación máxima de unos 10°, las correlaciones Cvv y Cm son esencialmente verticales, y Cww está inclinada a unos 35°. Summary This thesis studies the similitudes and differences between external and internal in¬compressible wall-bounded turbulent flows at moderately-high Reynolds numbers. We consider numerical and experimental zero-pressure-gradient boundary layers and chan¬nels in the range of δ+ ~ 500 — 2000. These shear flows are subjects of intensive research because of their technological importance and fundamental physical interest. However, there are still open questions regarding basic aspects such as the universality of the mean and fluctuating velocity and pressure profiles at the near-wall and logarithmic regions, their scaling and the effect of the Reynolds numbers, or the differences between internal and external flows at the outer layer, to name but a few. For this study, we made use of available direct numerical simulations of channel and boundary layers reaching δ+ ~ 2000 and δ+ ~ 700, respectively. To fill the gap in the Reynolds number, a new boundary layer simulation in the range δ+ ~ 1000-2000 is presented and discussed. The original raw data and the post-processed statistics are publicly available on our website.162 The analysis of the one-point statistic confirms the existence of logarithmic profiles for the spanwise w'2+ and pressure p'2+ fluctuations for both type of flows, but not for the wall-normal v'2+ or the streamwise u'2+ velocities. To accept or reject the existence of a logarithmic range in u'2+ requires higher Reynolds numbers than the ones considered in this work. An important consequence of having such profiles is that the maximum value of the intensities, reached near the wall, depends on the Reynolds number. This was confirmed after surveying a wide number of experimental and numerical datasets, corrob¬orating that the maximum of ul2+, p'2+, and w'2+ increases proportionally to log(δ+). On the other hand, that maximum is more intense in external flows than in internal ones, differing the most around y/δ ~ 0.3-0.5, and essentially independent of the Reynolds number. We discuss that those differences are originated as a consequence of the inter¬mittent character of boundary layers that is absent in internal flows. The structure of the velocity and pressure fluctuations, together with those of the Reynolds shear stress, were investigated using three-dimensional two-point spatial correlations. We find that the correlations extend over longer distances in channels than in boundary layers, especially in the case of the streamwise correlation Cuu in the flow direc-tion. For weakly correlated structures, the maximum streamwise length of Cuu is O(78) for boundary layers and O(188) for channels, attained at the logarithmic and outer regions respectively. The corresponding lengths for the transverse velocities and for the pressure are shorter, 0(8 — 28), and of the same order for both flows. The spatial organization of the velocity correlations is shown to be consistent with a pair of quasi-streamwise rollers that scales in outer units. That organization is observed until y ~ 0.68, from which boundary layers start to organize into spanwise rollers. This effect is weaker in channels, and it appears at y ~ 0.88. We present correlations conditioned to intense events of the transversal velocity, w', to study if these structures meander along the spanwise direction. The results indicate that the streamwise velocity streaks increase their meandering proportionally to the distance to the wall, suggesting that the structures are more aligned close to the wall than far from it. The reason behind this meandering is probably due to the characteristic organization along diagonals of w'. These structures not only meander along the spanwise direction, but they are also inclined to the wall at angles that depend on the distance from the wall, on the variable being considered, and on the correlation level used to define them. Above the buffer layer and independent of the Reynolds numbers and type of flow, the maximum inclination of Cuu is about 10°, Cvv and Cpp are roughly vertical, and Cww is inclined by 35°.

Andrea Branzi y la “Città senza architettura”: De la No-Stop City a los modelos de urbanización débil

El tema de estudio de esta tesis son las propuestas urbanas que Andrea Branzi ha desarrollado durante los últimos cincuenta años, centrándose especialmente en aquellas más elaboradas y completas: la No-Stop City (1970-71), que elabora como miembro del grupo radical Archizoom, y dos de sus modelos de urbanización débil, Agronica (1995) y el Master Plan para el Strijp Philips de Eindhoven (2000). Se trata de una parte de su obra que ha mantenido constante, a lo largo del tiempo, una propuesta de disolución de la arquitectura de notable consistencia que puede describirse con la fórmula “città senza architettura”, acuñada por él mismo. Una voluntad que ya se apunta en la muy variada producción de Archizoom previa a la No-Stop City, y que cristaliza y se hace explícita en este proyecto que aspiraba a: “liberar al hombre de la arquitectura”. A pesar de la continuidad de esta idea en el tiempo, la ciudad sin arquitectura de Branzi ha evolucionado claramente dando lugar a distintos tipos de disolución. Una disolución que, obviamente, no supone la efectiva desaparición de la disciplina, sino la formulación de una arquitectura “otra” basada en un replanteamiento radical de la naturaleza y el papel de la misma. Esta agenda contra la disciplina se ha desplegado a través de una serie de temas que socavan el objeto arquitectónico canónico (su vaciamiento expresivo, la pérdida de importancia de la envolvente y la forma acabada, el carácter anticompositivo, la independencia entre forma y función, la mutabilidad en el tiempo…), pero va más allá al poner en crisis el rol que la propia arquitectura ha tenido en la configuración material, política y simbólica del hábitat humano. Una pérdida de protagonismo y centralidad en la sociedad contemporánea que, en el discurso del arquitecto, implica necesariamente un papel subordinado. De este proceso de disolución surge un nuevo tipo de ciudad en la que la forma urbana o se ha perdido o se ha convertido en superflua, en la que se ha disuelto la zonificación funcional, cuyos espacios interiores se hallan en un proceso de permanente reprogramación que ignora las tipologías, que trasciende la división entre lo urbano y lo agrícola y que es, ante todo, un espacio de flujos y servicios. La crisis de la ciudad tradicional implica, en definitiva, un cambio en la naturaleza misma de lo urbano que pasa de considerarse un lugar físico y construido, a convertirse en una condición inmaterial y virtualmente omnipresente que se despliega independientemente de su soporte físico. En las investigaciones urbanas de Branzi convergen, además, muchas de las reflexiones que el arquitecto ha desarrollado sobre, y desde, las distintas “escalas” de la actividad profesional: diseño, arquitectura y urbanismo. Estas propuestas no sólo cuestionan las relaciones establecidas entre objetos, edificios, ciudades y territorios sino que ponen en cuestión estas mismas categorías. Unas ciudades sin arquitectura que se basan, en última instancia, en plantear preguntas que son muy sencillas y, por otra parte, eternas: ¿Qué es un edificio? ¿Qué es una ciudad? ABSTRACT The subject of study of this thesis are the urban proposals developed by Andrea Branzi over the last fifty years, with a special focus on the more developed and comprehensive ones: the No- Stop City (1970-1971), produced as a member of the architettura radicale group Archizoom, and two of his “weak urbanization models”: Agronica (1995) and the Master Plan for Philips Strijp in Eindhoven (2000). This area of his work has kept, over time, a remarkably consistent proposal for the dissolution of architecture that can be described with the motto città senza architettura (city without architecture), coined by himself. A determination, already latent in the very diverse production of Archizoom prior to No-Stop City, that crystallizes and becomes explicit in this project which was aimed to "liberate man from the architecture." Despite the continuity of this idea over time, Branzi’s city without architecture has clearly evolved leading to different types of dissolution. A dissolution that, obviously, does not mean the effective demise of the discipline, but rather, the formulation of an architecture autre based on a radical rethinking of its nature and role. This agenda against the discipline has been developed through a number of issues that undermine the canonical architectural object (its expressive emptying, the loss of importance of the envelope and the finished shape, the anticompositional character, the independence between form and function, the mutability over time...), but goes beyond it by putting into crisis the role that architecture itself has had in the material, political and symbolic configuration of the human habitat. A loss of prominence and centrality in contemporary society that, in the architect’s discourse, implies a subordinate role. From this dissolution process, a new type of city arises: a city where urban form has been lost or has become superfluous, in which functional zoning has dissolved, whose interiors are in a permanent process of reprogramming that ignores typologies, that transcends the division between urban and agricultural and becomes, above all, a space of flows and services. Ultimately, the crisis of the traditional city implies a change in the very nature of the urban that moves from being regarded as a physical and built place, to become an immaterial and virtually omnipresent condition that unfolds regardless of its physical medium. Many of the ideas Branzi has developed on, and from, the different "scales" of professional activity (design, architecture and urbanism) converge in his urban research. These proposals not only question the relations between objects, buildings, cities and territories but also these very categories. Cities without architecture that are based, ultimately, on raising simple questions that are, on the other hand, eternal: What is a building? What is a city?

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.

Sistema migratório Brasil-Portugal: hierarquias geográficas e dinâmicas dos fluxos e contrafluxos populacionais no limiar do século XXI

As migrações constituem um dos pilares da relação entre Brasil e Portugal. Com esta premissa este estudo tem por objetivo compreender a formação, a sustentação no tempo e a configuração atual do sistema migratório luso-brasileiro. Partindo da Geografia da População, dialoga-se tanto com os demais campos da própria ciência geográfica, especialmente a Geografia Política e a Geografia Econômica, como com as demais ciências humanas e sociais, dentre outras a Sociologia e a Antropologia. Adota- se uma periodização que busca articular as migrações e as imaginações geográficas produzidas e produtoras das ordens geopolíticas. Esta perspectiva diacrônica tem como ponto de partida a formação do estado territorial português e, posteriormente, do estado territorial brasileiro. Enfatiza-se, em especial, como homens e mulheres imigrantes brasileiros e portugueses participam das transformações recentes de Portugal e do Brasil, respectivamente. Desde o final da década de 2000 há uma situação em que fluxos e contrafluxos migratórios praticamente se equivalem. Dados quantitativos e qualitativos foram utilizados para demonstrar que portugueses no Brasil e brasileiros em Portugal imigrados a partir de 2000 possuem perfis diferentes quanto à idade, sexo, nível de instrução e inserção no mercado laboral. A análise das semelhanças e divergências entre estes grupos de imigrantes levou à consideração de que enfrentam barreiras e desafios distintos, mas têm em comum sua contribuição para ressignificação de uma relação pretérita e assimétrica, marcada pelo compartilhar de uma população luso-brasileira.

Jobs, Unemployment, and Macroeconomic Transmission

Measuring Job Openings: Evidence from Swedish Plant Level Data. In modern macroeconomic models “job openings'' are a key component. Thus, when taking these models to the data we need an empirical counterpart to the theoretical concept of job openings. To achieve this, the literature relies on job vacancies measured either in survey or register data. Insofar as this concept captures the concept of job openings well we should see a tight relationship between vacancies and subsequent hires on the micro level. To investigate this, I analyze a new data set of Swedish hires and job vacancies on the plant level covering the period 2001-2012. I find that vacancies contain little power in predicting hires over and above (i) whether the number of vacancies is positive and (ii) plant size. Building on this, I propose an alternative measure of job openings in the economy. This measure (i) better predicts hiring at the plant level and (ii) provides a better fitting aggregate matching function vis-à-vis the traditional vacancy measure. Firm Level Evidence from Two Vacancy Measures. Using firm level survey and register data for both Sweden and Denmark we show systematic mis-measurement in both vacancy measures. While the register-based measure on the aggregate constitutes a quarter of the survey-based measure, the latter is not a super-set of the former. To obtain the full set of unique vacancies in these two databases, the number of survey vacancies should be multiplied by approximately 1.2. Importantly, this adjustment factor varies over time and across firm characteristics. Our findings have implications for both the search-matching literature and policy analysis based on vacancy measures: observed changes in vacancies can be an outcome of changes in mis-measurement, and are not necessarily changes in the actual number of vacancies. Swedish Unemployment Dynamics. We study the contribution of different labor market flows to business cycle variations in unemployment in the context of a dual labor market. To this end, we develop a decomposition method that allows for a distinction between permanent and temporary employment. We also allow for slow convergence to steady state which is characteristic of European labor markets. We apply the method to a new Swedish data set covering the period 1987-2012 and show that the relative contributions of inflows and outflows to/from unemployment are roughly 60/30. The remaining 10\% are due to flows not involving unemployment. Even though temporary contracts only cover 9-11\% of the working age population, variations in flows involving temporary contracts account for 44\% of the variation in unemployment. We also show that the importance of flows involving temporary contracts is likely to be understated if one does not account for non-steady state dynamics. The New Keynesian Transmission Mechanism: A Heterogeneous-Agent Perspective. We argue that a 2-agent version of the standard New Keynesian model---where a ``worker'' receives only labor income and a “capitalist'' only profit income---offers insights about how income inequality affects the monetary transmission mechanism. Under rigid prices, monetary policy affects the distribution of consumption, but it has no effect on output as workers choose not to change their hours worked in response to wage movements. In the corresponding representative-agent model, in contrast, hours do rise after a monetary policy loosening due to a wealth effect on labor supply: profits fall, thus reducing the representative worker's income. If wages are rigid too, however, the monetary transmission mechanism is active and resembles that in the corresponding representative-agent model. Here, workers are not on their labor supply curve and hence respond passively to demand, and profits are procyclical.

Flow and water budgets in the C-111 and L-31W canals near the Everglades National Park, Dade County, Florida

Acoustic velocity meter (AVM) sites, located both distant and adjacent to canal water control structures, were constructed and calibrated in L-31W borrow canal and Canal 111 (C-111) to measure canal water velocity. Data were used to compute monthly discharge volumes and overall water budgets for several canal reaches from August 1994 to May 1996. The water budgets indicated extensive aquifer inflows in L-31W associated, in part, with S-332 pump station return flows. Canal and groundwater piezometer data showed 5 distinct hydrologic scenarios (distinguished by the direction and magnitude of hydraulic gradients) in the important Frog Pond area on the eastern boundary of the Everglades National Park. Most of the water lost from C-111 was via surface water losses near the outlet of the system, close to Florida Bay. The distribution of flows during the study suggest an alteration of the present South Dade Conveyance System modification plan to improve water deliveries to Taylor Slough and the Eastern Panhandle of the Everglades National Park. ^

Múltiplos fluxos ópticos e o processamento atentivo da informação visual

The environment in which we live in, we constantly deal with a huge amount of dynamic information, thus, attention is an indispensable cognitive resource that allows an effective selection of stimuli for our survival. From this, investigating how we process our encouragement in movements and how the attention spreads into a space to serve more than one stimuli simultanously is something very important. The behavioural urgence hipothesis suggests that the encouragement in a movement of approaching shows a certain priority in the process related to objects which are in a movement away, but there are researches that point out that it might not happen in an attentive phase, but instead as a priorization of motor response. There are also many controversies found in researches about attentive focalization, in which some studies suggest that the focus of attention would work in a similar manner to a zoom lens, while some searches indicate that the focus of attention could be shared to answer some stimuli in non contiguous regions. This study tried to investigate through two experiments the effect of attentive priorization by encouragement in movements and how the attention is spread with distractors stimuli. The first experiment investigated if the amount of moving flows really influenced in the process of information. The results indicate an effect of priorization of the flows guided in relation to aleatory ones and also from the unique flow due to dual flow. The second experiment investigated how the distribution of attention is in a space with the use of flows as an exogenous cue. The results indicate that the focus of attention works as the one suggested in the zoom lens model.

De repente, tudo mudou de lugar: refletindo sobre metamorfose urbana e gentrificação em Mossoró-RN

This study aims at solidifying the theoretical bases to provide, above all, an explanation for this phenomenon which currently happens, with a scenario of social, political, economic and cultural transformations worldwide in medium cities. Nevertheless, because it has different dimensions from its transformation axes, gentrification comes with change, but also with the introduction of a new purpose in the space using and occupation, outlining in this context the identity of places from the formation of centralities with the presence of flows with social and economic dynamicsThe current forms of geographic space appropriation show the directions of the senses and ideological profile which recreates the meanings and uses of content and materials from descriptions of a historical past. However, today there is an economic context in the urban space which refers to a search of strategies for change, i.e., the acquisition of parameter aimed at meeting the demands of the relationship between capital and labor, which ends up overriding some actions for the specification of the transformation methods within the urban space to be explained by new needs and also by the agents from the value adding to their interests and investments. Thus, we assume that the appreciation/gentrification of urban spaces may or may not result from the building of a public space, since the dialogic structure as a place of political interaction externalize conflicts and disagreements in general; it keeps segregating spaces. As new spaces are transformed, the access to them tends to happen with particular restriction, whereas some places like parks, shopping malls, high-rise and horizontal condos are the scene for major professional and family events. In this context, the gentrification process is used to designate interventions in the urban environment, in certain city spaces which are considered central to public and private investments. A historical place is permitted to be presented as a scenario, a stage full of attractions, through the transformation process. Studying gentrification consists of an analysis of the underlying interests in the transformation of these areas, and especially of the assessment of the interest level in the private sector to partner in order to modify the landscape. Gentrification results from the transformation processes of capital, which influences the efforts and investments application in order to establish and achieve optimal economic growth, focusing on a location socio-culturally centered in the urban space. Thus, the urban social structure develops in the light of some questions that relate not only the cities growth but also environmental conditions it provides in cities like Mossoro, State of Rio Grande do Norte, Brazil 2005 a 2011.

De repente, tudo mudou de lugar: refletindo sobre metamorfose urbana e gentrificação em Mossoró-RN

This study aims at solidifying the theoretical bases to provide, above all, an explanation for this phenomenon which currently happens, with a scenario of social, political, economic and cultural transformations worldwide in medium cities. Nevertheless, because it has different dimensions from its transformation axes, gentrification comes with change, but also with the introduction of a new purpose in the space using and occupation, outlining in this context the identity of places from the formation of centralities with the presence of flows with social and economic dynamicsThe current forms of geographic space appropriation show the directions of the senses and ideological profile which recreates the meanings and uses of content and materials from descriptions of a historical past. However, today there is an economic context in the urban space which refers to a search of strategies for change, i.e., the acquisition of parameter aimed at meeting the demands of the relationship between capital and labor, which ends up overriding some actions for the specification of the transformation methods within the urban space to be explained by new needs and also by the agents from the value adding to their interests and investments. Thus, we assume that the appreciation/gentrification of urban spaces may or may not result from the building of a public space, since the dialogic structure as a place of political interaction externalize conflicts and disagreements in general; it keeps segregating spaces. As new spaces are transformed, the access to them tends to happen with particular restriction, whereas some places like parks, shopping malls, high-rise and horizontal condos are the scene for major professional and family events. In this context, the gentrification process is used to designate interventions in the urban environment, in certain city spaces which are considered central to public and private investments. A historical place is permitted to be presented as a scenario, a stage full of attractions, through the transformation process. Studying gentrification consists of an analysis of the underlying interests in the transformation of these areas, and especially of the assessment of the interest level in the private sector to partner in order to modify the landscape. Gentrification results from the transformation processes of capital, which influences the efforts and investments application in order to establish and achieve optimal economic growth, focusing on a location socio-culturally centered in the urban space. Thus, the urban social structure develops in the light of some questions that relate not only the cities growth but also environmental conditions it provides in cities like Mossoro, State of Rio Grande do Norte, Brazil 2005 a 2011.

Flow Phenomena: Fluids, Heat and Mass

In this book are published results of high-tech application of computational modeling and simulation the dynamics of different flows, heat and mass transfer in different fields of science and engineering.