The carajas iron ore project: The strategy of a third world state- owned enterprise in a depressed market

This paper describes how the Carajas iron ore project was set up in February 1985 at a time of deep recession in the iron ore and steel industries. Development of the project was met with much criticism, mainly from North American steel makers, who argued that the project would only be successful through the support of a Third World government, highly dependent on foreign exchange, without any consideration being given to its economic feasibility or to the fundamentals of the market. The authors explain why the World Bank took the step of setting up the project and how its development can be partly explained by the interests of the Japanese and European steel makers. The role of the Brazilian government is explained and the authors conclude that the relatively low rate of investment anticipated by the project will be overshadowed by the high gains in foreign exchange.     

Alcohol ignition interlock programs

The alcohol ignition interlock is an in-vehicle DWI control device that prevents a car from starting until the operator provides a breath alcohol concentration (BAC) test below a set level, usually .02% (20 mg/dl) to .04% (40 mg/dl). The first interlock program was begun as a pilot test in California 18 years ago; today all but a few US states, and Canadian provinces have interlock enabling legislation. Sweden has recently implemented a nationwide interlock program. Other nations of the European Union and as well as several Australian states are testing it on a small scale or through pilot research. This article describes the interlock device and reviews the development and current status of interlock programs including their public safety benefit and the public practice impediments to more widespread adoption of these DWI control devices. Included in this review are (1) a discussion of the technological breakthroughs and certification standards that gave rise to the design features of equipment that is in widespread use today; (2) a commentary on the growing level of adoption of interlocks by governments despite the judicial and legislative practices that prevent more widespread use of them; (3) a brief overview of the extant literature documenting a high degree of interlock efficacy while installed, and the rapid loss of their preventative effect on repeat DWI once they are removed from the vehicles; (4) a discussion of the representativeness of subjects in the current research studies; (5) a discussion of research innovations, including motivational intervention efforts that may extend the controlling effect of the interlock, and data mining research that has uncovered ways to use the stored interlock data record of BAC tests in order to predict high risk drivers; and (6) a discussion of communication barriers and conceptual rigidities that may be preventing the alcohol ignition interlock from taking a more prominent role in the arsenal of tools used to control DWI. Whether interlock programs can help public policymakers achieve their expressed goals of substantially reducing the level of impaired driving will remain uncertain until procedural barriers and intransigent judiciary practices can be overcome that provide for more systematic routine use of interlock programs. Despite strong effectiveness evidence in all studies to date, the real potential of this technology to reduce the road toll cannot be estimated until they are more widely adopted.     

Barriers to interlock implementation

This commentary reviews current and past vehicle interlock programs for impaired driving offenders with a focus on the challenges that courts and motor vehicle departments face in attempting to implement mandatory programs as required by current federal legislation. There are few offenders in interlock programs compared to the large number of impaired drivers arrested each year. This suggests that, to increase participation, courts will have to threaten more severe sanctions for those offenders who reject interlock programs. A combination of electronic house arrest with interlock programs is suggested as a method of maximizing interlock use.     

The impact of mandatory versus voluntary participation in the Alberta ignition interlock program

Research has demonstrated that participation in an interlock program significantly reduces the likelihood of subsequent driving while intoxicated (DWI) convictions at least so long as the interlock device is installed in the vehicle. Despite the growing number of jurisdictions that allow interlock programs and the demonstrated success of these programs, the proportion of DWI offenders who actually have the device installed is minimal. In an effort to increase the proportion of offenders using interlocks, some jurisdictions require offenders to install an interlock as a condition of license reinstatement whereas others merely offer offenders a reduction in the period of hard suspension if they voluntarily participate in an interlock program. The objective of the present study was to determine the extent to which voluntary interlock participants are more or less successful in terms of subsequent recidivism than those for whom interlock program participation has been mandated. The issue was addressed using data from the interlock program in Alberta, Canada, which provides for both mandatory and voluntary participation. The recidivism experience of voluntary and mandatory interlock participants was examined both during and after the period of interlock installation. Cox regression revealed that, after controlling for (or equating) the number of prior DWI offenses, the survival rates of DWI offenders who were ordered to participate in the interlock program did not differ from those of voluntary participants. These results suggest that further use of mandatory interlock programs should be just as successful as voluntary programs when offenders share characteristics with those studied in Alberta.     

Hydrological performance of MSW incineration residues and MSW co-disposed with sludge in full-scale cells

Water flows were analysed for the filling phase and the first 4 years after closure of two types of full-scale landfill cells: 'special cells' containing mostly fly ash from municipal solid waste (MSW) incineration disposed with other special/hazardous waste, and 'biocells' (biological cells) containing co-disposed MSW and food industry sludge. The landfill cells were constructed about -1.5 m above sea level (masl) at Lomma Bay, southern Sweden. The hydrological effects of water intrusion into the special cells from surroundings and sludge moisture within the biocells were studied. HELP modelling of hydrological processes predicted delay in peaks of leachate generation from uncovered special cells following rain, which was not confirmed. Faster leachate production as a response to rainfall from special cells than from biocells was observed. It was inferred that special waste has more intensive channelling, lower water absorption and higher hydraulic conductivity than mixtures of sludge/MSW. To avoid convergence problems in modelling uncovered special cells, the use of a 5 cm deep top layer with saturated hydraulic conductivity 1.7 x 10(-3) cm s(-1), porosity 0.437, and field capacity 0.105, is suggested.     

Carbon footprint of canned mussels from a business-to-consumer approach. A starting point for mussel processors and policy makers

The increasing demand for environmental information on the global warming impact of products requires a solid methodological framework which guarantees comparability and communicability. The publicly available specification PAS 2050 combines approaches to a variety of greenhouse gas specific assessment issues to deliver a globally applicable product Carbon Footprinting (CF) method, which is expected to be widely accepted. Specifically, this paper aims to demonstrate the implementation of a CF scheme for a common canned mussel product according to PAS 2050 guidelines. A final value of 4.35 kg CO₂e per triple pack of round cans of mussels was calculated. Furthermore, this CF study led to identify primary packaging (can production) and mussel shell management as the main activities where efforts should focus for climate change mitigation. Throughout this case study, CF opportunities and drawbacks are discussed. The whole text tries to provide a starting point for both mussel processors and policy makers to benefit from the potential advantages of a responsible use of this increasingly popular tool.     

Revisiting the Life Cycle Assessment of mussels from a sectorial perspective

Mussels as a commercial product involve a range of activities which can be included within four different sub-sectors: culture, dispatch centres, canning factories and, finally, cooking plants. This paper deals with the environmental evaluation of the whole mussel sector from a Life Cycle Assessment approach. The use of exhaustive inventories led to the subsequent environmental characterization of the mussel sector in terms of the contribution observed for each of the sub-sectors. In this sense, the sub-sector associated with dispatch centres presented the largest contributions to the potential environmental impacts, clearly ahead of mussel farming. Furthermore, the sub-sectors of mussel cooking plants and canning factories showed a much lower contribution to the potential environmental impacts. Several improvement potentials were identified from the characterization results, stressing the minimization of the electric energy consumption in dispatch centres. A comparative LCA was performed in order to contrast the environmental performance of the three main commercial mussel products: fresh mussels, canned mussels and frozen mussels. The analysis showed that fresh mussels have the least favourable environmental profile.