Demand of the tourists visiting protected areas in small oceanic islands: the Azores case-study (Portugal)

In general, tourism plays a significant role in the economy of archipelagos and islands. The Autonomous Region of the Azores has a great potential for tourism, offering multiple attractions, both natural and cultural, creating a big challenge for a sustainable tourism policy since little attention has been paid to the archipelagos and their special needs. This work aims to understand the profile and type of ecotourist that visits the Azores. This knowledge is of great importance for a better management and development of nature-based tourism, and products tailored to the needs and expectations of visitors. The data were collected by means of exit surveys conducted at the Airport of São Miguel Island, the larger and most populated island of the archipelago, during the high tourist season—July–September 2009. The analysis of the visitor’s profile and preferences is crucial to draw adequate strategies of management for tourism, while it helps to adequate the offer to the demand. Results showed that 41.1 % of the tourists claimed to be attracted to the islands due to their “natural values” (e.g., landscape, biodiversity, and geodiversity). The most practiced activities were whale-watching (32.4 %) and mountaineering/hiking (31.6 %), followed by diving (7 %) and other sports (5.1 %). The tourists’ profile points to a mainstream, soft, and incidental type of ecotourist. This information helps to develop and support a strategic planning and management, both at local and regional levels, for sustainable tourism policies.     

Historical carbon fluxes in the expanding deforestation frontier of Southern Brazilian Amazonia (1985–2012)

In tropical areas, pioneer occupation fronts steer the rapid expansion of deforestation, contributing to carbon emissions. Up-to-date carbon emission estimates covering the long-term development of such frontiers depend on the availability of high spatial–temporal resolution data. In this paper, we provide a detailed assessment of carbon losses from deforestation and potential forest degradation from fragmentation for one expanding frontier in the Brazilian Amazon. We focused on one of the Amazonia’s hot-spots of forest loss, the BR-163 highway that connects the high productivity agricultural landscapes in Mato Grosso with the exporting harbors of the Amazon. We used multi-decadal (1984–2012) Landsat-based time series on forested and non-forested area in combination with a carbon book-keeping model. We show a 36% reduction in 1984s biomass carbon stocks, which led to the emission of 611.5 TgCO₂ between 1985 and 1998 (43.6 TgCO₂ year⁻¹) and 959.8 TgCO₂ over 1999–2012 (68.5 TgCO₂ year⁻¹). Overall, fragmentation-related carbon losses represented 1.88% of total emissions by 2012, with an increasing relevance since 2004. We compared the Brazilian Space Agency deforestation assessment (PRODES) with our data and found that small deforestation polygons not captured by PRODES had increasing importance on estimated deforestation carbon losses since 2000. The comparative analysis improved the understanding of data-source-related uncertainties on carbon estimates and indicated disagreement areas between datasets that could be subject of future research. Furthermore, spatially explicit, annual deforestation and emission estimates like the ones derived from this study are important for setting regional baselines for REDD+ or similar payment for ecosystem services frameworks.

     

Effect of cooking on arsenic concentration in rice

Environmental Science and Pollution Research - This study assessed the effect of rinsing and boiling on total content of As (tAs) and of its inorganic and organic forms in different types of rice...     

Diminution of migration of phthalic acid esters in tequila beverage by the year of production

Abstract

The presence of diethyl-phthalate (DEP), dibutyl-phthalate (DBP), butylbenzyl-phthalate (BBP), diethylhexyl-phthalate (DEHP) and diisononyl-phthalate (DINP) was determined in 295 tequila samples. They were grouped by age of maturation (white, aged, extra aged or ultra aged) and year of production (between 2013 and 2018). Gas Chromatography coupled with Mass Spectrometry was used for identification and quantification. The results showed that 65 samples (22% of the total) were phthalate free. DEP (0.13-0.27?mg/kg), BBP (0.05–2.91?mg/kg) and DINP (1.64–3.43?mg/kg) were detected in 11 (3.73%), 37 (12.54%) and 5 (1.69%) samples, respectively. But, these concentrations did not exceed the maximum permitted limits (MPL) of phthalates for alcoholic beverages. DBP (0.01–2.20?mg/kg) and DEHP (0.03–4.64?mg/kg) were detected in 96 (32.54%) and 224 (75.93%) samples, from them only 10 (3.39%) and 15 (5.08%) samples, respectively, exceeded the MPL for alcoholic beverages and they were few tequilas produced in the year 2014 or before. DEHP was the most frequent phthalate found in tequila and observed DEHP concentrations were 2-times higher in ultra aged tequilas compared to those in white tequilas. We concluded that all tequilas produced in 2015 and after, satisfied the international standards for these compounds.     

Concentrations,properties, and health risk of PM2.5 in the Tianjin City subway system

A campaign was conducted to assess and compare the personal exposure in L3 of Tianjin subway, focusing on PM_2.5 levels, chemical compositions, morphology analysis, as well as the health risk of heavy metal in PM_2.5. The results indicated that the average concentration of the PM_2.5 was 151.43 μg/m³ inside the train of the subway during rush hours. PM_2.5 concentrations inside car under the ground are higher than those on the ground, and PM_2.5 concentrations on the platform are higher than those inside car. Regarding metal concentrations, the highest element in PM_2.5 samples was Fe; the level of which is 17.55 μg/m³. OC is a major component of PM_2.5 in Tianjin subway. Secondary organic carbon is the formation of gaseous organic pollutants in subway. SEM–EDX and TEM–EDX exhibit the presence of individual particle with a large metal content in the subway samples. For small Fe metal particles, iron oxide can be formed easily. With regard to their sources, Fe-containing particles are generated mainly from mechanical wear and friction processes at the rail–wheel–brake interfaces. The non-carcinogenic risk to metals Cr, Ni, Cu, Zn and Pb, and carcinogenic hazard of Cr and Ni were all below the acceptable level in L3 of Tianjin subway.

     

Alternative management structures for municipal waste collection services: The influence of economic and political factors

Identifying and characterising the factors that determine why a local authority opts for a particular way of managing its waste collection service is an important issue, warranting research interest in the field of municipal solid waste (MSW) management. This paper presents empirical evidence spanning a broad time horizon (2002–2010) showing that economic and political factors impact in different ways on the provision of waste management services. We examine five alternatives in this area, including public and private service delivery formulas and, within each field, individual and joint options. Our findings highlight the importance of the service cost and that of the various indicators of fiscal stress as determinant factors of management decisions regarding the provision of MSW management services.     

Modal choice for transportation of hazardous materials: the case of land modes of transport of bio-ethanol in Brazil

Performance evaluation is important in managing freight transport. The transport of certain products, especially those that are hazardous, can have significant financial and socio-environmental impacts. This article presents an application of the modal choice method (MCM) to establish an order of priority among the alternatives considered to carry a determined hazardous product. After a research of the literature on the concepts and development of the proposed method, we consulted experts about their experiences and knowledge, to determine a set of relevant attributes for the evaluation process. We then applied this method to the specific case of the Brazilian bio-ethanol industry, to demonstrate the potential of using the MCM as a tool to support make decisions. We can conclude that highway transport, though the most often used, is not the best compared to trains or pipelines (or combinations of any of the three) from a socio-environmental standpoint. Alternatives with longer pipeline segments are the most suitable to replace the current practice in environmental terms.     

Modeling a spatially restricted distribution in the Neotropics: How the size of calibration area affects the performance of five presence-only methods

We here examine species distribution models for a Neotropical anuran restricted to ombrophilous areas in the Brazilian Atlantic Forest hotspot. We extend the known occurrence for the treefrog Hypsiboas bischoffi (Anura: Hylidae) through GPS field surveys and use five modeling methods (BIOCLIM, DOMAIN, OM-GARP, SVM, and MAXENT) and selected bioclimatic and topographic variables to model the species distribution. Models were first trained using two calibration areas: the Brazilian Atlantic Forest (BAF) and the whole of South America (SA). All modeling methods showed good levels of predictive power and accuracy with mean AUC ranging from 0.77 (BIOCLIM/BAF) to 0.99 (MAXENT/SA). MAXENT and SVM were the most accurate presence-only methods among those tested here. All but the SVM models calibrated with SA predicted larger distribution areas when compared to models calibrated in BAF. OM-GARP dramatically overpredicted the species distribution for the model calibrated in SA, with a predicted area around 10⁶ km² larger than predicted by other SDMs. With increased calibration area (and environmental space), OM-GARP predictions followed changes in the environmental space associated with the increased calibration area, while MAXENT models were more consistent across calibration areas. MAXENT was the only method that retrieved consistent predictions across calibration areas, while allowing for some overprediction, a result that may be relevant for modeling the distribution of other spatially restricted organisms.     

Environmental analysis of a construction and demolition waste recycling plant in Portugal – Part I: Energy consumption and CO2 emissions

This work is a part of a wider study involving the economic and environmental implications of managing construction and demolition waste (CDW), focused on the operation of a large scale CDW recycling plant. This plant, to be operated in the Lisbon Metropolitan Area (including the Setúbal peninsula), is analysed for a 60 year period, using primary energy consumption and CO₂eq emission impact factors as environmental impact performance indicators.Simplified estimation methods are used to calculate industrial equipment incorporated, and the operation and transport related impacts. Material recycling – sorted materials sent to other industries, to act as input – is taken into account by discounting the impacts related to industrial processes no longer needed.This first part focuses on calculating the selected impact factors for a base case scenario (with a 350 tonnes/h installed capacity), while a sensitivity analysis is provided in part two. Overall, a 60 year global primary energy consumption of 71.4 thousand toe (tonne of oil equivalent) and a total CO₂eq emission of 135.4 thousand tonnes are expected. Under this operating regime, around 563 thousand toe and 1465 thousand tonnes CO₂eq could be prevented by replacing raw materials in several construction materials industries (e.g.: ferrous and non-ferrous metals, plastics, paper and cardboard).