Transboundary conservation has an important, yet often undervalued, role in the international conservation regime. When applied to the legally ambiguous and interconnected marine environment this is magnified. The lack of clear guidance for transboundary marine conservation from the international conservation community exacerbates this problem, leaving individual initiatives to develop their own governance arrangements. Yet, well-managed transboundary marine protected areas (MPAs) have the potential to contribute significantly to global conservation aims. Conversely, in a period where there is increasing interest in marine resources and space from all sectors, the designation of MPAs can create or amplify a regional conflict. In some instances, states have used MPAs to extend rights over disputed marine resources, restrict the freedom of others and establish sovereignty over maritime space. Six case studies were taken from Europe, North Africa and the Middle East to illustrate how states have interpreted and utilized different legislative mechanisms to either come together or diverge over the governance of marine resources or maritime space. Each of the case studies illustrates how different actors have used the same legislative tools, but with different interpretations and applications, to justify their claims. It is clear that the role of science combined with a deeper engagement with stakeholders can play a critical role in tempering conflict between states. Where states are willing to cooperate, the absence of clear guidelines at the global level means that often ad hoc measures are put into place, with the international frameworks then playing catch up. Balancing different jurisdictional claims with the conservation of the marine environment, whilst considering the increasing special economic interests will become increasingly difficult. Developing a transboundary conservation tool, such as the simple conservation caveats found in the Barcelona Convention and Antarctic Convention, which allow for the establishment of intergovernmental cooperation without prejudicing any outstanding jurisdictional issue, would provide a framework for the development of individual transboundary MPAs.
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Uit artikel: "Technologische ontwikkelingen gaan snel en hebben grote impact op maatschappij en bedrijven. Ze hebben invloed op het werk van de architect. Is de huidige architect klaar voor deze nieuwe wereld? Een survey die recent is gehouden door het lectoraat Architectuur van Digitale Informatiesystemen van de Hogeschool Utrecht levert een aantal interessante inzichten op in relatie tot de nieuwe paradigma’s."
In de context van zorghuisvesting voor langdurige zorg wordt verondersteld dat, vanwege de specifieke doelgroep (kwetsbare mensen) die hierin gehuisvest is, aanvullende eisen voor luchtkwaliteit en het thermische binnenklimaat wenselijk zijn ten opzichte van de eisen voor de gemiddelde gezonde (jong) volwassene. Echter, in hoeverre dit vraagt om specifieke eisen ten aanzien van het binnenklimaat is onduidelijk en, indien dit het geval is, welke condities dan de voorkeur zouden hebben is eveneens niet bekend. Om hier antwoord op te vinden is onderzoek nodig dat in dit rapport is beschreven.
Client: Blue Plan regional activity centre (UNEP/MAP), subcontracted through TEC Conseille, Marseille As part of a regional workshop organized by the Blue Plan in July 2008, one of the conclusions of the Group "Tourism and Climate Change” was the need for saving energy in tourism transportation and particularly of air transport, as air transport is responsible for the largest share of greenhouse gas emissions caused by tourism. In the period 1998-2005, the share of international arrivals by air in the Mediterranean area rose from 23% to 40%, respectively, or in numbers, from 47 to 122 million tourists. Some countries, particularly islands, almost entirely depend on air transport for their international tourism. For example in 2005 air transport is used by 87%, 78%, 73%, 64% and 51% of international tourists arriving in, respectively, Israel, Egypt, Spain, Tunisia and Morocco. According to Plan Bleu forecasts on international arrivals, assuming that the share of air transport remains the same, the number of tourists travelling by plane will reach over 158 million by 2025. Given the role of aviation in the emissions of greenhouse gases (GHG), such a development is clearly not sustainable in the light of the necessary reduction of emissions to avoid dangerous climate change. The overall aim of the study is to inform policy makers and entrepreneurs in both destination and in origin countries, on possible options to reduce emissions of greenhouse gases from air travel, while at the same time not impairing the economic development of tourism. To do this, CSTT has developed a tourism scenario model for all countries with Mediterranean coasts describing inbound and outbound international tourism and domestic tourism by all available transport modes and giving both contributions to GDP and total GHG emissions. This model responses to global mitigation policies (increasing the cost of carbon emissions) as well as national policies (taxes, subsidies and changes in transport quality per transport mode). Using the model both global and national policies can be assessed as well as the risks of global mitigation policies for specific countries.
