Pollinering är en viktig ekosystemtjänst, där insekter är några av de viktigaste pollinatörerna. Under de senaste åren har mängden av pollinatörer minskat på grund av olika faktorer somklimatförändring och minskning av både antal habitat och mängd arealyta i habitat. Några avde habitat som är viktiga för pollinatörer finns i skogslandskapet, exempel glesare skogar,betesmarker i skogen, hyggen samt häll- och alvarmarker. Denna studie tittar närmare på två olika skogsområden belägna på Gotland. Ett område utgören produktionsskog (finns i Träkumla socken) och ett en naturskog (Ojnareskogen i Bunge socken). Naturskogen har en större totalyta av lämpliga habitat än produktionsskogen i Träkumla. Det fanns typer av habitat som var både lika och olika i och inom i respektiveområde där olika arter av pollinatörer kan gynnas. I naturskogen var den i areal största habitattypen glesare tallskog medan den minsta var sandmark. För produktionsskogen var den i areal största habitattypen hyggen och den minsta var vägkanter. En viktig faktor sompåverkar möjligheter för hur olika arter av pollinatörer gynnas eller inte är skötseln av skogsområdena. Olika skötselmetoder påverkar också på olika sätt. Studien visar vikten av att redan i planering och vidare skötsel av skogsområden ta hänsyn till och gynna pollinatörer. Förutsättningarna i en produktionsskog respektive naturskog är olika när det gäller såväl påverkan av pollinatörer som möjligheterna för habitatplanläggning.

Our motivation for this research is the interest we have for positive influences of green areas on people's well-being and social improvement. We see nature, the ecosystems and its services, integrated with humans as a whole, making our lives physically and mentally more sustainable. Therefore the purpose of this study is to investigate the social benefits of selected ecosystem services in sub-urban parks in Malmö City, and to explore how the respected services can be enhanced with a greater connectivity of the parks. A survey and interviews were used to collect information about people's preferences and values about nature parks and their opinion on possible connectivity of three sub-urban parks in Malmö, Sweden. The results show that people are overall positive with the recreational and aesthetic values of parks but show less appreciation for the parks as pure nature represents. Connectivity is not clearly understood by the participants but seems to be positively accepted. To give an idea on how Malmö could improve urban biodiversity and facilitate enjoyable nature experiences we give some practical suggestions for a green corridor.

The aim of the thesis was to discover the historical effectivity of humanitarian corridors through a comparative study of four different cases and to identify factors that influence this effectivity. The focus of this research lies on the delivery of aid, not the evacuation of civilians. The cases included the Aleppo aid corridors and Bab al-Hawa corridor in Syria, the Sudan-South Sudan corridor and the Afar corridor in Ethiopia.   Based on the elements of effectivity identified by OCHA, the effectivity of the four cases was analyzed. This was done through extensive secondary research using comparative research methods, finding that effectivity is influenced by a variety of different factors. These factors were identified and discussed, and are: 1.     Involvement of conflicting parties. 2.     Involvement of neutral third parties. 3.     Existence of support agreements and monitoring mechanisms. 4.     Adherence of conflicting parties to International Humanitarian Law. 5.     Strategic goals of relevant parties.  Lastly, an overall conclusion and recommendations for improving the effectivity of humanitarian corridors are provided.

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Cheung Nga Wun, Mimi. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2010-2011, design report." / Includes bibliographical references. / ABSTRACT / Aim / To experiment an alternative model to accommodate residential and commercial programme in Hong Kong dense district / BACKGROUND INFORMATION / Existing Scenerio / Chapter I. --- Shopping Centre as Public Place / Chapter II. --- Segregation of Public and Private Programme / Chapter III. --- Intimacy of Public Space / Definition of Podium Structure / Reflection on Precedent Study --- p.P.8-P.13 / Chapter 1. --- Shinonome Canal Court / Chapter 2. --- Linked Hybrid / RESEARCH / Theory on In-between Space --- p.P. 16- P. 17 / Review on Sejima's theory on in-between space as a medium to connect inside and outside; different programmes. / General View of Podium in North Point --- p.P. 18 - P.25 / A brief history of podium strcuture in Hong Kong and study how different quality of space evoluted with time. / Urban In-between Study --- p.P.28 - P.39 / Road Junction / Building In-between Study --- p.P42 - P.57 / Understanding formal Creation of In-between Space AND Definition of Boundary of In-between Space / EARLY DESIGN TRIAL / Site Analysis / North Point is selected as potential site. / Design Strategy --- p.P.61 - P.63 / Breaking down existing podium-type massing to formulate new model of commercial and residential. New in-between spatial quality is the main focus to accommodate social life within the building.

Les réseaux écologiques visent à maintenir la biodiversité et les processus écologiques en protégeant les habitats et les liens entre eux. En considérant le rôle fonctionnel du paysage, ce concept permet d'intégrer la viabilité écologique et les activités humaines pour favoriser une gestion durable du territoire. Bien que les réseaux écologiques partagent le même objectif général, plusieurs approches peuvent être utilisées pour délimiter leurs composantes. Le choix d'approche est une source majeure d'incertitude et a des implications sur la configuration spatiale, la valeur écologique et la facilité d'implantation des réseaux obtenus. Dans le cadre de ce mémoire, différentes approches de conception de réseaux écologiques ont été appliquées sur le territoire du bassin versant de la rivière Saint-François (8 700 km[indice supérieur 2]) au Québec.Les approches utilisées sont basées sur des stratégies de modélisation monospécifiques, multispécifiques ou paysagères.Les réseaux écologiques ont ensuite été évalués quantitativement à l'aide d'indicateurs écologiques, économiques et sociaux afin de caractériser l'impact des différentes approches de conception sur la performance relative des réseaux.Les résultats obtenus montrent que le choix d'approche a une influence directe sur la configuration spatiale et la performance des réseaux. Ces résultats sont également mis en relation avec les objectifs poursuivis par l'implantation de réseaux écologiques, l'échelle spatiale et l'utilisation du territoire. Le cadre d'évaluation développé s'avère un outil prometteur pour permettre d'atténuer l'incertitude associée au choix d'approche et faciliter l'intégration des priorités des acteurs locaux et des objectifs de gestion territoriale dans la conception des réseaux écologiques.

O presente trabalho objetivou na avaliação da sustentabilidade do Plano de Gestão do Corredor Ecológico Araguaia - Bananal, inserido na região do Médio Araguaia, entre os Estados de Goiás, Mato Grosso, Pará e Tocantins, cujo cenário de atuação compreende os domínios dos biomas Cerrado e Amazônia. Como instrumentos de avaliação, foram adotados os procedimentos metodológicos da Avaliação Ambiental Estratégica (AAE) proposto pelo Ministério do Meio Ambiente, por este permitir uma análise ampla e sistêmica da ação de Políticas-Planos-Programas (PPP) sobre uma determinada região ou enfoque setorial. Suas etapas de avaliação compreendem as fases descritas a seguir: Screening (Início – Sondagem), cuja função consistiu na exposição do plano, por meio da confirmação da possibilidade e da necessidade em se aplicar a AAE ao plano de gestão do corredor ecológico, em virtude do plano estar inserido em uma, região de grande relevância a conservação da biodiversidade, e por se tratar de uma ação de significativa intervenção regional. O seu grau estratégico conferiu-se neste caso em um plano regional de gestão territorial, onde sua atuação compreende principalmente o mosaico de Unidades de Conservação e as comunidades sob a influência da região. Foram expostas as principais forças motrizes que influenciam os impactos ao ambiente, caracterizadas pelas atividades agropecuárias, pela expansão populacional dos centros urbanos decorrente da concentração fundiária e êxodo rural, dos projetos de desenvolvimento para a logística de transporte e geração energética, e a pressão exercida pela reforma agrária. A etapa seguinte consistiu na definição do escopo (Scoping), cuja função inicial correspondeu na exposição do propósito do plano de gestão do corredor ecológico Araguaia - Bananal, sequenciado pela apresentação dos seus objetivos, os quais após uma análise de compatibilidade confirmaram o seu direcionamento com os objetivos de preconizados pela AGENDA 21 brasileira. Na identificação das Políticas, Planos e Programas (PPP), foram selecionados as que exercem influência na região do corredor ecológico, cujos objetivos passaram pela avaliação de compatibilidade frente os objetivos do plano de gestão, verificando-se a existência de diversos pontos conflitantes, em especial aos que estimulam o desenvolvimento agropecuário e ao setor de infraestrutura. Foram estabelecidos os principais indicadores de sustentabilidade e produção, totalizando 40 indicadores, que auxiliaram no processo de avaliação ambiental e desenvolvimento dos cenários, apoiado pelo modelo de fluxo causal DPSIR (Driving Forces – Pressures – State – Impacts - Response), permitindo identificar simultaneamente a presença de sete forças motrizes e 71 impactos ambientais. A conclusão obtida por este estudo aponta, para um plano de gestão que apresenta objetivos e ações que poderiam ter efetividade na sua aplicação, caso os indicadores levantados e seus cenários, não apontassem para uma realidade desfavorável, expressa pelo baixo grau de desenvolvimento socioeconômico da região, e ausência de conectividade nas ações da esfera pública, ocasionando a individualização da responsabilidade na solução da problemática de desenvolvimento social e da agenda ambiental. / The present study aimed at assessing the sustainability of the Management Plan of the Ecological Corridor Araguaia - Banana plantation, inserted in the Middle Araguaia, between the states of Goiás, Mato Grosso, Pará and Tocantins, whose field of action covers the areas of the Cerrado and Amazon. Evaluation tools, we adopted the methodological procedures of Strategic Environmental Assessment (SEA) proposed by the Ministry of the Environment, by this permit analysis of broad and systemic action policies-Plans-Programs (PPP) over a particular region or sector focus. Their evaluation stages comprise the phases described below: Screening, whose function consisted in the exhibition of the plan, through the confirmation of the possibility and necessity to apply the SEA management plan ecological corridor, under plan to be inserted into a region of great importance to biodiversity conservation, and because it is an action of significant regional intervention. The degree conferred strategy in this case in a regional plan for land management, where its operations mainly comprises the mosaic of protected areas and communities under the influence of the region. Exposed were the main driving forces that influence the impacts to the environment, characterized by agricultural activities, the expansion of the urban population due to land concentration and rural exodus, development projects for the transportation logistics and power generation, and pressure for reform agrarian. The following stage consisted of the definition of Scoping, whose initial function ended up exposing the intention of the ecological corridor management plan Araguaia-Bananal, in its goals identification, which later confirmed to be compatible with the sustainable development goals praised by the Brazilian AGENDA 21. In the politics-plans–programs (PPP) identification, those that apply influence towards performance forces in the ecological corridor region had been chosen, whose goals had passed by the compatibility evaluation with the management plan goals, verifying itself the diverse conflicting points evaluation, in special to those that stimulate the farming development and the infrastructure sector. The main indicators of sustaintability and production had been established, totalizing 40 indicators, that had assisted the ambient evaluation process, where the adopted procedure used the causal flow DPSIR model, allowing simultaneously to identify the 7 driving forces performance and 71 environment impacts. The conclusion obtained by this study indicates to a management plan that has goals and actions that would be effective in its application, if the indicators surveyed and their scenarios, it pointed to a reality unfavorable expressed by the low level of socioeconomic development of the region and lack of connectivity in the actions of the public sphere, leading to the individualization of responsibility in solving the problems of social and environmental agenda.

Esta dissertação investiga a influência de diversos fatores intervenientes nas emissões veiculares em corredores de ônibus de alta capacidade, conhecidos como BRT Bus Rapid Transit. Esses sistemas têm sido adotados em cidades de todo o mundo devido a possibilidade de atender demandas elevadas a custos relativamente baixos quando comparados com alternativas sobre trilhos, com nível de serviço adequado e possibilitando a redução de emissões. Três categorias de variáveis foram consideradas: (i) variáveis que são função do projeto do corredor de ônibus (infraestrutura, especificações tecnológicas e operacionais); (ii) variáveis que são afetadas pela implantação do corredor (impactos na velocidade média dos outros veículos, utilização de rotas alternativas e transferência modal); (iii) variáveis que dependem de políticas públicas (como mudanças do tipo de combustível ou programas de inspeção veicular). As emissões foram estimadas através de dois procedimentos. Preferencialmente utilizou-se o modelo IVE International Vehicle Emissions, que se baseia no ciclo de condução dos veículos (perfil de variação da velocidade segundo a segundo). Em alguns casos, as estimativas utilizaram resultados de medidas de emissões realizadas pelo IPT Instituto de Pesquisas Tecnológicas, para diferentes tecnologias de ônibus e ciclos de operação padronizados. Os dados necessários para a aplicação do modelo IVE haviam sido coletados anteriormente em São Paulo. Os dados operacionais dos corredores foram obtidos junto a SPTrans e a CET. As análises foram desenvolvidas em três etapas, incluindo progressivamente novas variáveis. Inicialmente foi considerado o efeito de diferentes ciclos de condução sobre as emissões dos ônibus em corredores existentes. Na segunda etapa foi feita uma análise das situações antes e depois da implantação de um corredor (Pirituba-Lapa-Centro), focalizando os impactos sobre as emissões dos ônibus e dos demais veículos, particularmente os autos, e a importância de considerar as emissões dos veículos que passam a percorrer rotas alternativas após a implantação do corredor. Finalmente, foram analisados diferentes cenários para um corredor hipotético, variando tecnologias de ônibus e avaliando os impactos de mudanças na divisão modal, condições de tráfego e outras políticas gerais. Os resultados indicaram a possibilidade de reduções significativas de emissões de poluentes quando utilizados ônibus padrão EURO 3 ou padrão EEV movidos a GNV, bem como evidenciaram a importância de infraestrutura e condições operacionais adequadas para permitir a melhoria dos ciclos de condução dos ônibus. Entretanto, ganhos adicionais são fortemente dependentes de possíveis mudanças que afetem as condições de tráfego dos autos e demais veículos, e de medidas para reduzir emissões, tais como programas de inspeção veicular e de renovação de frota. / The dissertation investigates the influence of several factors affecting vehicular emissions in high-flow bus corridors, also named BRT Bus Rapid Transit. BRT systems are being increasingly adopted in cities around the world due to the possibility to serve high demand levels at relatively low costs when compared to rail options, offering good quality of service and presenting a potential to reduce emissions. Three categories of factors are considered: (i) those directly related to the bus corridor (infrastructure design, technological and operational choices); (ii) those indirectly affected by the implementation of the corridor (such as impacts on average speed of other vehicles, particularly autos, rerouting and the potential for modal change); and (iii) factors related to general policies (such as changes in fuel type or the adoption of vehicle inspection programs). Emissions were estimated using two alternative procedures. The preferred alternative was to use the IVE International Vehicle Emission model, which bases emission estimates on the vehicle driving cycle (the time profile of speed, measured second by second). In other cases, estimates used the results of a series of emissions measurements conducted by IPT Institute of Technological Research of São Paulo for different bus technologies, operating on standard driving cycles. The developers of IVE have collected data about the technological characteristics and driving cycles of the fleet in São Paulo. Data about operations in bus corridors in São Paulo were obtained from SPTrans and CET, the local agencies responsible for bus and traffic operations. The analysis was performed in three stages, progressively extending the variables and factors included. First, the effect on bus emissions of possible changes in driving cycles in four important existing bus corridors in São Paulo was considered. A before and after analysis of a selected bus corridor (Pirituba Lapa Centro) was conducted in the second stage, looking at the impacts on emissions when other vehicles are considered, particularly autos, and highlighting the importance of taking into account vehicles that change to alternative routes after the implementation of the corridor. Finally, different scenarios were analyzed for a hypothetical corridor, varying bus technologies and considering possible impacts of changes in modal choice, traffic conditions, and other general policies. The results indicate the potential for significantly reducing pollutant emissions when Euro 3 bus technologies or enhanced GNV buses are used, as well as the important effect of appropriate infrastructure, operational and traffic engineering measures that allow improved driving cycles for buses. However, overall gains are heavily dependent on possible changes affecting autos and other vehicles, including the impact on traffic conditions and measures to reduce emissions, such as maintenance inspection or fleet renewal programs.

Submitted by Jorge Silva (jorgelmsilva@ufrrj.br) on 2018-10-16T18:43:03Z No. of bitstreams: 1 2013 - Felipe Martins Cordeiro de Mello.pdf: 3086568 bytes, checksum: a0ef07009412e60bba5d202f649f3f0f (MD5) / Made available in DSpace on 2018-10-16T18:43:03Z (GMT). No. of bitstreams: 1 2013 - Felipe Martins Cordeiro de Mello.pdf: 3086568 bytes, checksum: a0ef07009412e60bba5d202f649f3f0f (MD5) Previous issue date: 2013-08-21 / MacArthur Foundation / In their origins, and especially from the point of view of conservation biology, ecological corridors were defined as portions of natural or semi-natural - restored - ecosystems that connected forest fragments, located generally in protected areas, in order to enable among them the movement of the biota and thus the gene flow. It should be noted a dual function: to both facilitate the dispersion of species and recolonization of degraded areas, and ensure the maintenance of populations that require, for their survival, natural areas with greater extent of that contained in protected areas considered separately. This initial concept, strictly biological imprint, acquired an interdisciplinary character when incorporated the socio-cultural and economic dimensions giving rise to the concept of Biodiversity Corridor. It corresponds to a large area of extreme biological importance, consisting of a network of protected areas interspersed with varying degrees of human occupation or different forms of land use, in which the management is integrated to ensure the survival of all species the maintenance of ecological and evolutionary processes and the development of a strong regional economy. This is a proposal for spatial planning to plan conservation actions on a regional scale and involving different sectors of society. Within this perspective, several international and national initiatives are being put into practice using as basis the concept of connectivity. In Australia the government created the National Wildlife Corridors and is implementing, on a continental scale, actions to restore connectivity. In the Mesoamerican region an initiative involving eight countries - the Mesoamerican Biological Corridor - has achieved good conservation outcomes which influenced one of these countries - Costa Rica - to implement the National Biological Corridors as one of the bases of its environmental policy. In Brazil, where the concepts of connectivity and corridors have been implemented for over almost two decades, important advances have been recorded. In the state of Esp?rito Santo, for example, actions to implement the Central Corridor of the Atlantic are running and bringing direct benefits to the stakeholders. This study aimed to evaluate different initiatives of biodiversity corridors around the world and in Brazil doing a critical analysis of the successes and difficulties encountered and suggesting recommendations to contribute to the improvement of the same. / Em seus origens e, sobretudo, do ponto de vista da conserva??o biol?gica, os Corredores Ecol?gicos foram definidos como por??es de ecossistemas naturais ou seminaturais ?restaurados-, que ligam remanescentes florestais, localizados, em geral, em Unidades de Conserva??o, com objetivo de possibilitar entre eles o movimento da biota e, consequentemente, o fluxo de genes. Salienta-se assim uma dupla fun??o: tanto facilitar a dispers?o de esp?cies e a recoloniza??o de ?reas degradadas, como assegurar a manuten??o de popula??es que demandam para sua sobreviv?ncia ?reas naturais com extens?o maior de aquela contida em Unidades de Conserva??o consideradas separadamente. Esse conceito inicial, de cunho estritamente biol?gico, adquiriu um car?ter interdisciplinar quando incorporou as dimens?es socioculturais e econ?micas dando origem ao conceito de Corredor de Biodiversidade. Ele corresponde a uma grande ?rea de extrema import?ncia biol?gica, composta por uma rede de unidades de conserva??o entremeadas por ?reas com variados graus de ocupa??o humana ou diferentes formas de uso da terra, na qual o manejo ? integrado para garantir a sobreviv?ncia de todas as esp?cies, a manuten??o de processos ecol?gicos e evolutivos e o desenvolvimento de uma economia regional forte. Trata-se de uma proposta de ordenamento territorial de modo a planejar a??es de conserva??o em uma escala regional e envolvendo diversos setores da sociedade. Dentro dessa ?tica, v?rias iniciativas internacionais e nacionais est?o sendo postas em pr?ticas utilizando como base, o conceito de conectividade. Na Austr?lia o governo criou o Plano Nacional de Corredores da Vida Selvagem e vem implementando, em escala continental, a??es para restaura??o da conectividade. Na regi?o Mesoamericana uma iniciativa que envolve oito pa?ses ? o Corredor Biol?gico Mesoamericano ? vem alcan?ando bons resultados de conserva??o o que influenciou um desses pa?ses ? a Costa Rica ? a implementar o Programa Nacional de Corredores Biol?gicos como uma das bases de sua pol?tica ambiental. No Brasil, aonde os conceitos de conectividade e de corredores v?m sendo implementados ao longo de quase duas d?cadas, importantes avan?os tem sido registrados. No estado do Esp?rito Santo, por exemplo, a??es para implanta??o do Corredor Central da Mata Atl?ntica est?o sendo executadas e trazendo benef?cios diretos para as partes envolvidas. A presente pesquisa teve como objetivo avaliar diferentes iniciativas de corredores de biodiversidade ao redor do mundo e no Brasil fazendo uma an?lise cr?tica dos ?xitos alcan?ados e das dificuldades encontradas e sugerindo recomenda??es visando contribuir para o aprimoramento das mesmas.

Traffic safety is an important problem in today&rsquo / s world with increasing number of fatalities and injuries in traffic accidents. For the solution of this problem, determination of accident prone locations on a network and reasons behind is an essential step, which is studied to some extend via different traffic accident analyses in the literature. While major factors affecting accident risk, such as speed, congestion, infrastructural aspects are known, it is still very difficult to figure out the interaction among these factors, due to complexity in the spatial and temporal distribution of the aforementioned factors and traffic network characteristics. While the case of accident analysis on highways is simpler, in case of urban roads, it requires more effort due to more complex traffic networks with quite a number of conflict points and varying flow characteristics. To investigate possible relationships between speed and accident occurrence on urban arterials, a Geographic Information Systems based accident analysis methodology (GIS-TAAM) is developed in this study. This methodology uses time-dependent average link speeds (calculated from GPS-based data) and accident history of links, and three safety measures in thematic accident maps: i) total number of accident, ii) a severity index based on number of fatality and injury accidents, and iii) an alternative severity index based on total number of fatalities and injuries. The implementation of the proposed methodology and its deliverables are discussed over a pilot study on in&ouml / n&uuml / Boulevard &ndash / EskiSehir Road, Ankara.