Business micro-location: factors, preferences and indicators to assess the influence factors

The paper presents a study on business micro-location behaviour as well as corresponding factors of influence, conducted in two metropolitan areas, Bucharest-Ilfov (Romania) and Greater Porto (Portugal). By business micro-location we refer to a specific site such as a building or facility, accommodating a business within a small, compact geographical area (e.g. metropolitan area). At this geographical scale, the macroeconomic layer factors were excluded, applicable when discern between regions or countries. The factors derived from location theory and previous empirical studies were surveyed, completing a cross-sectional analysis in order to find out the specific weights of the location factors and preferences, by region and by industry. Based on already established firms’ feedback on location, the specific weights were granted by each industry to the main location factors, types of areas, and types of accommodation facilities. The authors also suggested a model to integrate these results into a Geographical Information System (GIS).

Numerical Solutions for the Transient Flow in the Homogenous Closed Circle Reservoirs

There are many fault block fields in China. A fault block field consists of fault pools. The small fault pools can be viewed as the closed circle reservoirs in some case. In order to know the pressure change of the developed formation and provide the formation data for developing the fault block fields reasonably, the transient flow should be researched. In this paper, we use the automatic mesh generation technology and the finite element method to solve the transient flow problem for the well located in the closed circle reservoir, especially for the well located in an arbitrary position in the closed circle reservoir. The pressure diffusion process is visualized and the well-location factor concept is first proposed in this paper. The typical curves of pressure vs time for the well with different well-location factors are presented. By comparing numerical results with the analytical solutions of the well located in the center of the closed circle reservoir, the numerical method is verified.

Le redoublement, la réussite scolaire et l’objectif de la Scolarisation Primaire Universelle (SPU) d’ici à 2015 dans le cadre de l’Éducation Pour Tous (EPT) : cas du Sénégal à partir des données longitudinales du PASEC

L’Éducation Pour Tous mobilise la communauté internationale et les gouvernements depuis 1990. Cet engagement global renouvelé en 2000 sous l’auspice de l’UNESCO puis des Nations-Unies, porte notamment sur un objectif de base : l’universalisation de la scolarisation primaire complète pour tous les enfants d’âge scolaire à l’horizon de 2015. Plusieurs études sur la réalisation de cet objectif montrent que les pays en développement sont les plus à risque et que les progrès accomplis dans la plupart de ces pays, pourraient être plus importants si la pratique du redoublement faisait davantage l’objet de régulation et de contrôle. Cela contribuerait à améliorer la réussite scolaire et accroître la rétention des élèves au sein des systèmes éducatifs. La pratique du redoublement est en effet une tradition dans plusieurs systèmes éducatifs. Elle est particulièrement prépondérante dans certains groupes de pays ou régions, notamment en Afrique francophone au sud du Sahara. Dans ces pays, le PASEC - Programme d’Analyse des Systèmes Éducatifs de la CONFEMEN (Conférence des Ministres de l’Éducation Nationale des pays ayant le français en partage) - œuvre à améliorer l’accès à une éducation de qualité pour tous, par exemple, en informant les politiques sur la situation nationale du redoublement. Cette recherche sur le redoublement, la réussite scolaire et l’objectif de la Scolarisation Primaire Universelle (SPU) privilégie la dimension pédagogique, l’analyse empirique et étudie le cas du Sénégal. Elle présente et discute les indicateurs internationaux de suivi de l’objectif de la SPU, fait le point de l’état des connaissances sur le redoublement et la réussite scolaire et montre le défi que représente la réalisation de l’objectif de la SPU notamment dans les pays francophones d’Afrique sub-Saharienne. Exploitant les données existantes de l’enquête longitudinale de suivi de cohorte du PASEC au Sénégal entre 1995 et 2000, cette recherche examine le parcours scolaire des élèves en vue de la réalisation de l’objectif de la SPU. L’examen effectué combine des approches d’analyse transversale et longitudinale du redoublement et des apprentissages par rapport aux caractéristiques personnelles, familiales et scolaires de l’élève. Les résultats d’analyse montrent des variabilités, notamment par rapport aux caractéristiques personnelles de l’élève et à celles de sa classe et de son milieu de scolarisation. L’analyse longitudinale du redoublement s’est appuyée sur le diagramme de flux scolaire et a permis de produire un ensemble d’indicateurs d’efficacité interne du système éducatif du Sénégal. Pour la cohorte étudiée, du fait de l’importance des redoublements et des abandons scolaires, il faut en moyenne 9,4 années de scolarité pour que l’élève progresse du deuxième au sixième (dernier) grade du primaire. Seulement 39% de l’effectif de la cohorte survivent au dernier grade ce qui suggère que si cette tendance se maintenait, le Sénégal serait à risque de ne pas réaliser l’objectif de la SPU. Une évaluation de la situation courante à partir de données plus récentes serait requise. Le diagramme de flux scolaire constitue un outil de planification de l’éducation et représente de ce fait un important levier aux mains des autorités politiques pour agir sur les paramètres du système éducatif (paramètres liés à la qualité de l’éducation, à l’efficacité interne, etc.) afin de répondre à des objectifs spécifiques ou d’étapes pouvant conduire, par exemple, à la réalisation de l’objectif de la SPU.

Análisis de los factores de localización de centros de innovación en Colombia. Estudio de caso: configuración de Ruta N en la ciudad de Medellín, a partir de la localización de proyectos estratégicos en el marco de los procesos de competitividad para la ciudad. (2007-2011)

Esta investigación busca analizar los factores de localización urbanos que se convierten en componentes importantes para establecer Parques Tecnológicos en Colombia como estrategia de competitividad y desarrollo territorial. Particularmente se ha enfocado en la configuración del Centro de Innovación Ruta N en la ciudad de Medellín en el marco de los procesos de competitividad para la ciudad durante el periodo 2007-2011.

Foreign direct investment spillovers: what can we learn from portuguese data?

This paper investigates the impact of foreign direct investment on the productivity performance of domestic firms in Portugal. The data comprise nine manufacturing sectors for the period 1992-95. Relatively to previous studies, model specification is improved by taking into consideration several aspects: the influence of the “technological gap” on spill-overs diffusion and the choice of its most appropriate interval; sectoral variation in the coefficients of the spill-overs effect; identification of constant, idiosyncratic sectoral factors by means of a fixed effects model; and the search for inter-sectoral positive spillover effects. The relationship between domestic firms productivity and the foreign presence does take place in a positive way, only if a proper technology differential between the foreign and domestic producers exists and the sectoral characteristics are favourable. In broad terms, spillovers diffusion is associated to modern industries in which the foreign owned establishments have a clear, but not too sharp, edge on the domestic ones. Besides, other specific sectoral influences can be pertinent; agglomerative location factors being one example.

Análise do estado da arte das teorias da internacionalização: uma revisita às teorias aplicadas aos fatores relacionados ao modo de entrada e à localização de empresas que buscam a atuação em mercados estrangeiros

Estudos sobre a internacionalização de empresas avançam em todos os setores com o objetivo de identificar oportunidades de crescimento e aprendizado para os negócios que possuam características globais. O objetivo desse trabalho está na revisitação das teorias de internacionalização para o entendimento da importância dos aspectos de localização e do modo de entrada no movimento pela busca de mercados estrangeiros de forma a assegurar a permanência nos países que apresentam características diferentes da localidade de origem; consiste também na verificação da necessidade de mitigação de problemas referentes aos custos, da definição do modo de entrada e da decisão sobre o portfólio de produtos que farão parte da nova unidade de negócios. A internacionalização de empresas é um processo de entrada em novos mercados fora da região onde surgiram e implica em estudos que não estão somente relacionados à operação comercial, mas que demandam análises mais abrangentes como o aspecto da distância física. Um estudo de caso, que complementa essa pesquisa, apresenta os fatores de localização e a escolha do modo de entrada considerados para a internacionalização da Klabin na Argentina e seus aspectos decisórios com base na estratégia da empresa brasileira na prospecção de oportunidades ao redor do mundo. Características mercadológicas identificadas no cenário econômico da Argentina também foram considerados para a entrada no país. A pesquisa contempla a teoria de Uppsala, OLI, empreendedorismo internacional e autores como Porter, Dunning, Rugman e Ghemawat que suportam e confrontam as decisões sobre a internacionalização da Klabin. Foram realizadas entrevistas com os principais executivos da empresa responsáveis pela definição do modo de entrada no país e pela gestão na Argentina encerrando-se, essa pesquisa, com a apresentação dos resultados sobre as teorias existentes para a implementação da estratégia de internacionalização.

Similarities in the Subgingival Microbiota Assessed by a Curet Sampling Method at Sites With Chronic Periodontitis

Background: The goal of this study was to determine whether site-specific differences in the subgingival microbiota could be detected by the checkerboard method in subjects with periodontitis. Methods: Subjects with at least six periodontal pockets with a probing depth (PD) between 5 and 7 mm were enrolled in the study. Subgingival plaque samples were collected with sterile curets by a single-stroke procedure at six selected periodontal sites from 161 subjects (966 subgingival sites). Subgingival bacterial samples were assayed with the checkerboard DNA-DNA hybridization method identifying 37 species. Results: Probing depths of 5, 6, and 7 mm were found at 50% (n = 483), 34% (n = 328), and 16% (n = 155) of sites, respectively. Statistical analysis failed to demonstrate differences in the sum of bacterial counts by tooth type (P = 0.18) or specific location of the sample (P = 0.78). With the exceptions of Campylobacter gracilis (P <0.001) and Actinomyces naeslundii (P <0.001), analysis by general linear model multivariate regression failed to identify subject or sample location factors as explanatory to microbiologic results. A trend of difference in bacterial load by tooth type was found for Prevotella nigrescens (P <0.01). At a cutoff level of >/=1.0 x 10(5), Porphyromonas gingivalis and Tannerella forsythia (previously T. forsythensis) were present at 48.0% to 56.3% and 46.0% to 51.2% of sampled sites, respectively. Conclusions: Given the similarities in the clinical evidence of periodontitis, the presence and levels of 37 species commonly studied in periodontitis are similar, with no differences between molar, premolar, and incisor/cuspid subgingival sites. This may facilitate microbiologic sampling strategies in subjects during periodontal therapy.

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.

The new economy in Spain: a regional analysis

Paper submitted to the 44th European Congress of the European Regional Science Association, Porto, 25-29 August 2004.

Soil chemical attributes and leaf nutrients of Pacovan banana under two cover crops.

Banana is one of the most consumed fruits in the world, which is grown in most tropical countries. The objective of this work was to evaluate the main attributes of soil fertility in a banana crop under two cover crops and two root development locations. The work was conducted in Curaçá, BA, Brazil, between October 2011 and May 2013, using a randomized block design in split plot with five repetitions. Two cover crops were assessed in the plots, the cover 1 consisting of Pueraria phaseoloid es, and the cover 2 consisting of a crop mix with Sorghum bicolor, Ricinus commun is L., Canavalia ensiform is, Mucuna aterrima and Zea mays, and two soil sampling locations in the subplots, between plants in the banana rows (location 1) and between the banana rows (location 2). There were significant and independent effects for the cover crop and sampling location factors for the variables organic matter, Ca and P, and significant effects for the interaction between cover crops and sampling locations for the variables potassium, magnesium and total exchangeable bases. The cover crop mix and the between-row location presented the highest organic matter content. Potassium was the nutrient with the highest negative variation from the initial content and its leaf content was below the reference value, however not reducing the crop yield. The banana crop associated with crop cover using the crop mix provided greater availability of nutrients in the soil compared to the coverage with tropical kudzu.

Factors influencing choice of fishing location in Nankumba Peninsula: A case of study of gillnet and chilimira fisheries

This study was carried out to identify factors that influence choice of fishing location and carry out profitability analysis of Chilimira and Gillnet in different fishing locations. A survey using semi-structured questionnaire was administered to 99 Gillnet and 101 Chilimira fishers in Nankumba Peninsula in Mangochi District. The logit model was used to determine the factors influencing choice of fishing location among the fishers. The study showed that 92.1% of Chilimira fishers are operating in offshore areas while 69.7% Gillnet fishers are operating in inshore areas. Chilimira offshore fishers have higher daily average gross margins than their inshore counterparts and Gillnet fishers. However, they incurred more operating costs than the inshore Chilimira and Gillnet fishers. Furthermore, they find their fishing occupation more rewarding as evidenced by the higher returns to labour. The factors that influenced fisher’s choice of fishing location were Age of the fisher, type of fishing vessel and gear, possession of motor sail engine and access to information about previous day’s catch rates. Finally the study concluded that artisanal fishers in Malawi use different criteria in deciding where to fish. The criterion involves a complex interaction of biological, technological, personal and economical factors and time. However, the resource constrained artisanal fisher will need support to enable him exploit offshore fishery resources. Consequently the study recommends that appropriate fishery development interventions by the government and other stakeholders must adapt to the economics and lifestyles driving the artisanal fishers to fish in particular locations and therefore, build on this foundation to improve the existing fishing technologies.

Urban Air Pollutants are Significant Risk Factors for Asthma and Pneumonia in Children: The Influence of Location on the Measurement of Pollutants

Background: Air pollution is associated with a substantial burden on human health; however, the most important pollutants may vary with location. Proper monitoring is necessary to determine the effect of these pollutants on respiratory health. Objectives: This study was designed to evaluate the role of outdoor, indoor and personal exposure to combustion-related pollutants NO2 and O-3 on respiratory health of children in a non-affluent urban area of Sao Paulo, Brazil. Methods: Levels of NO2 and O-3 were continuously measured in outdoor and indoor air, as well as personal exposure, for 30 days using passive measurement monitors. Respiratory health was assessed with a Brazilian version of the ISAAC questionnaire. Results: Complete data were available from 64 children, aged 6-10 years. Respiratory morbidity was high, with 43 (67.2%) reporting having had wheezing at any time, 27 (42.2%) wheezing in the last month, 17 (26.6%) asthma at any time and 21(32.8%) pneumonia at any time. Correlations between levels of NO2 and O-3 measured in the three locations evaluated were poor. Levels of NO2 in indoor air and personal exposure to O-3 were independently associated with asthma (both cases P=.02), pneumonia (O-3, P=.02) and wheezing at any time (both cases P<.01). No associations were seen between outdoor NO2 and O-3 and respiratory health. Conclusions: Exposure to higher levels of NO2 and O-3 was associated with increased risk for asthma and pneumonia in children. Nonetheless, the place where the pollutants are measured influences the results. The measurements taken in indoor and personal exposure were the most accurate. (C) 2012 SEPAR. Published by Elsevier Espana, S.L. All rights reserved.

Factors in industrial location in Atlanta, 1946-1955,

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National security factors in industrial location.

Mode of access: Internet.