Catchment to regional scale indicators of sustainability

Ecologically sustainable development requires an integrated approach to environmental integrity, social equity and economic performance. Development of sustainability strategies and empowerment of communities to achieve sustainability will only be effective if progress is monitored. This project provides an opportunity to work within a regional partnership to develop indicators for measuring progress toward sustainability in the south west region of Victoria, Australia. As sustainability is contextual, local organizations have been involved in the identification of key regional values (social, environmental, economic and institutional) and in selecting indicators that can be used to assess to what extent these values are being protected, depleted or enhanced. These indicators are to be used as the basis for exploring relationships between biophysical and socio-economic indicators, to determine what can be deduced from these relationships about sustainability and whether these relationships hold at different spatial scales (catchment, regional and sub-catchment). A rigorous and systematic analysis of indicators and the relationships between them will assist in developing a tool to facilitate decision making for regional sustainability.

Logistics observatories and regional integration indicators: the Mesoamerica project

This FAL Bulletin analyses the development of logistics observatories and the construction of regional integration indicators in Latin America and the Caribbean. To this end, it examines experiences, in the region and worldwide, in relation to the construction of indicators and presents a set of policy recommendations for proper implementation. The Mesoamerica Project is used as a case study to construct a set of indicators for logistics infrastructures.

Urban sprawl and city compactness. A proposal for regional sustainability indicators. Case study of the towns of Alcorcon and Majadahonda (Comunidad de Madrid, Spain)

The main contribution of this research paper is to display a range of figures and values which could help urban planners to quantify the urban phenomenon of sprawl. In this way, after a rigorous analysis and comparison between a scattered urban fabric (Majadahonda) and a compact urban fabric (Alcorcón), several possible indexes are established and characterized in order to verify the main hypothesis: in what extent land consumption and exploitation of energy resources are higher in a scattered urban fabric than in a compact one.

Accessibility impact of proposed Australian high speed rail

High speed rail (also commonly known as HSR) is highly regarded as one of the most significant innovation for mass passenger transportation to travellers willing to pay for reduced travel impediments (shorter travel time, convenience, safety, security, comfort, reliability, flexibility, uniqueness and attractiveness). The transport policy in Australia has until now focused primarily on private passenger car transport and air transportation to the degree that State and Federal Governments’ commitments and actions of rail-oriented mass transportation system still remains sketchy in spite of occasional political and public attentions into it. This has resulted in a limited use of passenger rail as a regional transport system. Using one of the several alternative HSR alignments proposed for the South-Eastern Coast of Australia connecting Melbourne, Canberra, Sydney and Brisbane, this study assesses the regional accessibility impacts of Australian HSR system by means of four indicators: location accessibility, economic potential accessibility, daily accessibility and commuting accessibility. These indicators are commonly used in transport geography literature and they offer different concepts of changes in regional accessibility conditions due to a long distance transport system. The results provide an understanding of differential effects on regional accessibility based on the geographical location and size of urban areas along HSR corridor.

Governance and regional planning outcomes: Using governance indicators to support a policy implementation approach

Regional planning faces numerous decision making uncertainties related to the complex interdependencies between urban and regional centres. Questions about how to achieve sustainable planning solutions across regions are a key uncertainty and relate to a lack of information about the actual achievement of outcomes as proposed by the objectives of a plan. Regional plan implementation and its impact on environmental, social and economic outcomes have been little explored within Australian urban and regional planning research. Despite a desire to improve the conditions across Australian regions, ambiguity persists regarding the results of regional planning efforts. Of the variables affecting regional planning, scholars argue that governance has a significant impact on achieving outcomes (see Pahl-Wostl 2009). In order to better analyse the impact of governance, we propose a set of governance indicators to examine decisions across regional planning institutions and apply this to governance models across Queensland’s regions. We contend that these governance indicators can support a more rigorous assessment of the impacts of governance models on plan implementation and outcomes. We propose that this is a way to better understand the relationship between planning and outcomes across urban and regional areas.

Análise do contributo das acessibilidades rodoviárias para o desenvolvimento regional: o caso da Nut II do Centro

Trabalho Final de Mestrado para obtenção do grau de Mestre em Engenharia Civil na Área de Especialização em Vias de Comunicação e Transportes

Sustaining human carrying capacity : a tool for regional sustainability assessment

Regional sustainability is an important focus for natural resource management. Measuring how social and economic systems are progressing to sustainability is therefore a critical need. But it is dependent upon the development of analytical and methodological tools to measure progress, particularly, we argue, at the regional level. Achieving sustainability at the regional scale is important since it's at this scale where social institutions and ecological functioning are most closely linked. However, our recent study that evaluated the effectiveness of current sustainability assessment methods at the regional scale found methods developed for the global, national and state scales are not entirely effective at assessing sustainability at this spatial scale. Following on from this critique, we developed and tested a new method for assessing sustainability, which we believe is applicable at the regional scale. The framework, Sustaining Human Carrying Capacity (SHCC), evaluates the sustainability of regional human activities by considering the pressures these activities have on regional ecosystems. SHCC was tested and evaluated at the regional scale, demonstrating its potential to be an effective method for monitoring sustainability. It also has potential to be used to inform the community and decision makers about the sustainability of their region, and help guide strategic planning to progress sustainability.

Brazilian regional development distribution, evidences for socio-economic policy

As to many Latin american countries, the impacts of the recent economic globalization on the Brazilian economy have revealed a diversified tendency in spatial development when regional economic indicators are observed. This is due to the specificities or each region, as regard their sector structure, the availability of human resources and the degree of technological innovation undertaken by local enterprises. From a situation of regional inequalities observed in lhe socio-economic levels of development at the beginning of the eighties the dynamics of the Brazilian regional evolution has presented different speeds and intensities in the several spaees. This paper aims to evaluate the dynamics of Brazilian regional development during the 1985-95 period and the impacts over the working population and regional disparities in order to offer some elements to assist social and economic policy. For this purpose Dispersion Quotients and Dispersion lntensity Coefficients were calculated based on two variables, the Regional Gross Domestic Product anel the Working Population. The results of the analysis confirm the existence of considerable regional disparities and it was observed that thc sector and regional redistribution of the GDP indicate that in a general way, no remarkable changes occurred in the regional development in the period. The results show that although the economic policies did stimulate a global convergence process of the per capita product among regions, those policies did not attenuate economic dynamism concentration to the desired extent.

SOCIAL POLICY AS REGIONAL POLICY: MARKET AND NONMARKET FACTORS DETERMINING REGIONAL INEQUALITY

We decompose the recent changes in regional inequality in Brazil into its components, highlighting the role of spatially blind social programs. We aggregate personal income micro data to the state level, differentiating nine income sources, and assess the role of these components in the observed changes in regional inequality indicators. The main results indicate that the largest part of the recent reduction in regional inequality is related to the dynamics of the market-related labor income, with manufacturing and services favoring deconcentration. Labor income in agriculture, retirement and pensions, and property rents and other sources favored concentration. The social programs Bolsa Familia and Beneficios de Prestacao Continuada are responsible for more than 24 percent of the reduction in inequality, although they account for less than 1.7 percent of the disposable household income. Such positive impact on regional concentration is impressive, since the goals of the programs are clearly nonspatial.

Assessing the impact of adaptive accessibility on the optimal transport policy implementation by using an integrated land-use/transport model for Madrid

Accessibility is an essential concept widely used to evaluate the impact of land-use and transport strategies in transport and urban planning. Accessibility is typically evaluated by using a transport model or a land-use model independently or successively without a feedback loop, thus neglecting the interaction effects between the two systems and the induced competition effects among opportunities due to accessibility improvements. More than a mere methodological curiosity, failure to account for land- use/transport interactions and the competition effect may result in large underestimation of the policy effects. With the recent development of land-use and transport interaction (LUTI) models, there is a growing interest in using these models to adequately measure accessibility and evaluate its impact. The current study joins this research stream by embedding an accessibility measure in a LUTI model with two main aims. The first aim is to account for adaptive accessibility, namely the adjustment of the potential accessibility due to the effect of competition among opportunities (e.g., workplaces) as a result of improved accessibility. LUTI models are particularly suitable for assessing adaptive accessibility because the competition factor is a function of the number of jobs, which is related to land-use attractiveness and the number of workers which is related, among other factors, to the transport demand. The second aim is to identify the optimal implementation scenario of policy measures on the basis of the potential and adaptive accessibility and analyse the results in terms of social welfare and accessibility. The metropolitan area of Madrid is used as a case-study and two transport policy instruments, namely a cordon toll and bus frequency increase, have been chosen for the simulation study in order to present the usefulness of the approach to urban planners and policy makers. The MARS model (Metropolitan Activity Relocation Simulator) calibrated for Madrid was employed as the analysis tool. The impact of accessibility is embedded in the model through a social welfare function that includes not only costs and benefits to both road users and transport operators, but also costs and benefits for the government and society in general (external costs). An optimisation procedure is performed by the MARS model for maximizing the value of objective function in order to find the best (optimal) policy imp lementations intensity (i.e., price, frequency). Last, the two policy strategies are evaluated in terms of their accessibility. Results show that the accessibility with competition factor influences the optimal policy implementation level and also generates different results in terms of social welfare. In addition, mapping the difference between the potential and the adaptive accessibility indicators shows that the main changes occur in areas where there is a strong competition among land-use opportunities.

Assessing the accessibility impact of transport policy by a land-use and transport interaction model - The case of Madrid

Accessibility is an essential concept widely used to evaluate the impact of transport and land-use strategies in urban planning and policy making. Accessibility is typically evaluated by using separately a transport model or a land-use model. This paper embeds two accessibility indicators (i.e., potential and adaptive accessibility) in a land use and transport interaction (LUTI) model in order to assess transport policies implementation. The first aim is to define the adaptive accessibility, considering the competition factor at territorial level (e.g. workplaces and workers). The second aim is to identify the optimal implementation scenario of policy measures using potential and adaptive accessibility indicators. The analysis of the results in terms of social welfare and accessibility changes closes the paper. Two transport policy measures are applied in Madrid region: a cordon toll and increase bus frequency. They have been simulated through the MARS model (Metropolitan Activity Relocation Simulator, i.e. LUTI model). An optimisation procedure is performed by MARS for maximizing the value of the objective function in order to find the optimal policy implementation (first best). Both policy measures are evaluated in terms of accessibility. Results show that the introduction of the accessibility indicators (potential and adaptive) influence the optimal value of the toll price and bus frequency level, generating different results in terms of social welfare. Mapping the difference between potential and adaptive accessibility indicator shows that the main changes occur in areas where there is a strong competition among different land-use opportunities.

Marginal Activity Access Cost (MAAC): a new indicator for sustainable Land Use/Transport (LUT) planning

The paper presents the ‘Marginal Activity Access Cost’, an accessibility indicator providing estimation in monetary terms of the impacts on mobility and on the environment of locating a single new activity in a specific zone of the urban area. In the first part of this paper, the new indicator is presented and compared to other accessibility indicators proposed in literature. In the second part, the MAAC is validated through an application to the urban area of Rome. The paper concludes with brief remarks on using the proposed accessibility indicator as index of performance for sustainable spatial planning.

Limites e evolução geodinâmica do Sistema Jaguaribeano, Província Borborema, Nordeste do Brasil

The studied area is geologically located in the Northern Domain of the Borborema Province (Northeast Brazil), limited to the south by the Patos shear zone. Terranes of the Jaguaribeano system are dominant, flanked by the Piranhas (E and S sides) and Central Ceará (NE side) terranes. Its basement comprises gneiss -migmatite terrains of Paleoproterozoic to Archean age (2.6 to 1.9 Ga old), overprinted by neoproterozoic to cambrian tectonotherma l events. Narrow supracrustal belts ( schist belts) display a 1.6 to 1.8 Ga age, as shown by whole - rock Rb-Sr and zircon U-Pb and Pb/Pb dates in acid metavolcanics which dominate in the lower section of these sequences, and in coeval metaplutonics (granitic augen gneisses). From the stratigraphic point of view, three Staterian belts are recognized: 1. Orós Belt - made up by the Orós Group, subdivided in the Santarém (predominantly pure to impure quartzites, micaschists and metacarbonates) and Campo Alegre (metandesites, metabasalts, metarhyolites and metarhyodacites, interlayered with metatuffs and metasediments) formations, and by the Serra do Deserto Magmatic Suite (granitic augen gneisses). 2. Jaguaribe Belt - its lithostratigrahic-lithodemic framework is similar to the one of the Orós Belt, however with a greater expression of the volcano -plutonic components (Campo Alegre Formation and Serra do Deserto Magmatic Suite). The Peixe Gordo Sequence, separately described, is also related to this belt and contain s metasedimentary, metavolcanic (with subordinated volcanoclastics) and metaplutonic units. The first one correlated to the Orós Group and the latter the Serra do Deserto Magmatic Suite. 3. Western Potiguar Belt - represented by the Serra de São José Gro up, subdivided in the Catolezinho (biotite -amphibole gneisses with intercalations of metacarbonates, calcsilicate rocks, amphibolites and quartzite beds to the top) and Minhuins (quartzites, micaschists, metaconglomerates, calcsilicate rocks, acid to the b asic metavolcanics and metatuffs) formations. Its late Paleoproterozoic (Staterian) age was established by a Pb/Pb date on zircons from a granitic orthogneiss of the Catolezinho Formation. The petrographic characteristics and sedimentary structures of the Santarém Formation of the Orós Group point to deltaic to shallow marine depositional systems, overlain by deep water deposits (turbidites). The geodynamic setting of this region encompassed a large depositional basin, probably extending to the east of the Portalegre shear zone and west of the Senador Pompeu shear zone, with possible equivalents in the Jucurutu Formation of the Seridó Belt and in the Ceará Group of central Ceará. The Arneiróz Belt, west Ceará, displays some stratigraphic features and granito ids geochemically akin to the ones of the Orós Belt. The evolutionary setting started with an extensional phase which was more active in the eastern part of this domain (Western Potiguar and part of the Jaguaribe belts), where the rudite and psamite sedime ntation relates to a fluviatile rift environment which evolved to a prograding deltaic system to the west (Orós Group). The basaltic andesitic and rhyolitic volcanics were associated to this extensional phase. During this magmatic event, acid magmas also crystallized at plutonic depths. The Orós Group illustrates the environmental conditions in the western part of this domain. Later on, after a large time gap (1.6 to 1.1 Ga), the region was subjected to an extensional deformational episode marked by 900 Ma old (Sm-Nd data) basic rocks, possibly in connection with the deposition of the Cachoeirinha Group south of the Patos shear zone. In the 800 to 500 Ma age interval, the region was affected by important deformational and metamorphic events coupled with in trusion of granitic rocks of variable size (dykes to batholiths), related to the Brasiliano/Pan -African geotectonic cycle. These events produced structural blocks which differentiate, one from the other, according to the importance of anatectic mobilizatio n, proportion of high-grade supracrustals and the amount of neoproterozoic -cambrian granitoid intrusions. On this basis, a large portion of the Jaguaretama Block/Terrane is relatively well preserved from this late overprint. The border belts of the Jagua retama Block (Western Potiguar and Arneiroz) display kyanite-bearing (medium pressure) mineral associations, while in the inner part of the block there is a north-south metamorphic zoning marked by staurolite or sillimanite peak metamorphic conditions. Regarding the deformations of the Staterian supracrustal rocks, second and third phases were the most important, diagnosed as having developed in a progressive tectonic process. In the general, more vigorous conditions of PT are related to the interval tardi - phase 2 early-phase 3, whose radiometric ages and regional structuring indicators places it in the Brasiliano/Pan-African Cycle. In the Staterian geodynamic setting of Brazilian Platform , these sequences are correlated to the lower Espinhaço Supergroup (p.ex., Rio dos Remédios and Paraguaçu groups, a paleproterozoic rift system in the São Francisco Craton), the Araí and Serra da Mesa groups (north of Goiás, in the so -called Goiás Central Massif), and the Uatumã Group (in the Amazonian Craton). Granitic ( augen gneisses) plutonics are also known from these areas, as for example the A-type granites intrusive in the Araí and Serra da Mesa groups, dated at 1.77 Ga. Gravimetric and geological data place the limits of the Jaguaribeano System (terranes) along the Senador Pompeu Shear Zone (western border) and the Portalegre- Farias Brito shear zone (eastern and southern). However, the same data area not conclusive as regards the interpretation of those structures as suture of the terrane docking process. The main features of those shear zones and of involved lothological associations, appear to favour an intracontinental transpressional -transcurrent regime, during Neoproterozoic-Cambrian times, marking discontinuities along which different crustal blocks were laterally dispersed. Inside of this orogenic system and according to the magnetic data (total field map), the most important terrane boundary appears to be the Jaguaribe shear zone. The geochronological data, on some tectonostratigraphic associations (partly represented by the Ceará and Jucurutu groups), still at a preliminary level, besides the lack of granitic zonation and other petrotectonic criteria, do not allow to propose tectonic terrane assembly diagrams for the studied area

Efficiency and spatial equity impacts of high-speed rail extensions in urban areas

Urban areas benefit from significant improvements in accessibility when a new high speed rail (HSR) project is built. These improvements, which are due mainly to a rise in efficiency, produce locational advantagesand increase the attractiveness of these cities, thereby possibly enhancing their competitivenessand economic growth. However, there may be equity issues at stake, as the main accessibility benefits are primarily concentrated in urban areas with a HSR station, whereas other locations obtain only limited benefits. HSR extensions may contribute to an increase in spatial imbalance and lead to more polarized patterns of spatial development. Procedures for assessing the spatial impacts of HSR must therefore follow a twofold approach which addresses issues of both efficiency and equity. This analysis can be made by jointly assessing both the magnitude and distribution of the accessibility improvements deriving from a HSR project. This paper describes an assessment methodology for HSR projects which follows this twofold approach. The procedure uses spatial impact analysis techniques and is based on the computation of accessibility indicators, supported by a Geographical Information System (GIS). Efficiency impacts are assessed in terms of the improvements in accessibility resulting from the HSR project, with a focus on major urban areas; and spatial equity implications are derived from changes in the distribution of accessibility values among these urban agglomerations.