Abstract

As a component of a complex program studying musk deer ecology in the Sikhote-Alin Biosphere Reserve, a survey of the musk deer population density, based on pellet group count method, was carried out at stationary posts from 2012 to 2014. The use of this method in the snowless season provides a means of surveying the most hard-to-reach areas of the musk deer habitat.

Abstract

Understanding how land prices are determined is of particular importance for policy makers; however, there is little evidence in African countries, which are currently experiencing rapid urbanization. The paper examines the relationship between land prices and locational characteristics using data from Antananarivo, the capital of Madagascar. It is found that the land value gradients are relatively steep, indicating that the land and housing prices tend to overshoot in the middle of the city, pushing the poor away from the city to suburban areas. It is also found that access to transport infrastructure and services, such as minibuses, is an important determinant of land value. Not only transport connectivity, but also other factors, such as proximity to amenities and administrative centers, are found to be important. Better land management and urban transport policies are called for to promote these aspects in the city. Document type: Book

Abstract

Introduction The accurate analysis and comparison of transport indicators from a large variety of urban areas can help to evaluate the performance of different adopted transport policies. This paper attempts to determine important transport and socio-economic indicators from 151 urban areas and 51 countries, based on comparable, directly observable open-source data such as OpenstreetMap (OSM) and the TomTom database. Analysis This is the first, systematic indicator-analysis using recent, open source data from different urban areas around the world. The indicator road kilometers per person, sometimes cited as infrastructure accessibility is calculated by processing OSM data. Information on congestion levels have been taken from the TomTom database and socio-economic data from various, publicly accessible databases. Relations between indicators are identified through correlations and regression models are calibrated, quantifying the relation between transport infrastructure and performance indicators. Three sub-categories of cities with different population sizes (small cities, large cities and metropolises) are defined and studied individually. In addition, a qualitative analysis is performed, putting five different indicators into relation. Results & Conclusions The main results reconfirm previous findings but with a larger sample size and more comparable data. Good correlation values between infrastructure accessibility, socio-economic indicators, and congestion levels are demonstrated. It is shown that cities with higher GDP have generally built more infrastructure which in turn reduces their congestion levels. In particular, for cities with low population density (above approximately 1500 inh. Per sq.km), more roads per inhabitant lead to lower congestion levels; cities with high population density have in general lower congestion levels if the rail infrastructure per person ratio is high. Furthermore, these cities increasing railways per person is more effective in reducing congestions than increasing road length per person. Document type: Article

Abstract

The theme of the spatial distribution of the pharmacies on the territory is closely connected to urban planning and to services supply. In Italy, the regulatory change that took place in 2012, triggered partly by the need to adhere more to a constantly changing economic system, has led to a revision of the existing situation, consisting both on the method to quantify the pharmacies distribution and on the efficiency of the service. If Law 27/2012 has effectively allowed municipalities to increase the number of pharmacies that they can settle on the municipal territory, it has also started a process of rethinking the logic of pharmacies location and of their catchment areas. In this framework, the present paper aims to discuss the merits of a regulatory evolutions that sparked the process of liberalization of locations, integrating the law guidelines and goals with an operating logic process, usable and useful to translate goals into planning actions in a continuous dialogue between law and territory, constraints and opportunities, equity and accessibility of the care services. Following this logic operations, we have investigated the urban context of Castelfranco Emilia, assuming the location of new offices on the basis of pharmaceutical analyzes.

Abstract

The investigation was carried out in two sowing periods of Pisum sativum L, agricultural campaign 2019 and 2021, the registered data correspond to the period 2021 because similar responses to the previous test were obtained. The objective was to comparatively integrate more than one control strategy to regulate pests in the crop. In a completely randomized block design with 3 treatments, 4 replications. Being the treatments: (T0) Without applications, (T1) Zea mays live barriers + color traps + Ruta chalepensis extract + toxic baits, (T2) Lupinus mutabilis live barriers + color traps + Bacillius thuringiensis + toxic baits. Weekly evaluations were carried out to identify the insects and determine the density of each pest species in the crop. All plots share the same pests. In T2, the lowest averages of each species were recorded, being Agrotis sp with 0.67 to 2.33 larvae/plot, Aphis sp between 1.33 to 4 aphids per bud, Bemisia sp with 5 to 7 per leaf, Epitrix sp between 4 to 0/plant and Liriomyza trifolii between 3 to 4 larvae/leaf. It is concluded that the integration of the T2 components are the most efficient in the regulation of pests in bean crops.