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La ciudad de Vitoria-Gasteiz ha sido nombrada Capital Verde Europea en el año 2012. Este libro recoge las mejores intervenciones realizadas en la ciudad tanto en materia de urbanismo,como en arquitectura y paisaje, a través de fotografías propias de los autores, realizadas a lo largo del viaje docente desarrollado en octubre del año 2011. El fundamento de la publicación es constituirse en un manual de buenas prácticas profesionales que por méritos propios deben incorporarse al proceso de aprendizaje de los alumnos en las enseñanzas relacionadas con el Urbanismo y el Paisaje. La publicación resulta de interés para los alumnos en todas las asignaturas de Urbanismo (Urbanística 1, 2 y 3, Proyecto del Paisaje, El proyecto del paisaje, Vacios Urbanos y Urbanismo y Medioambiente).

Las áreas de actividad económica, en sus diferentes modalidades (producción, logística, comerciales, de dirección o negocio) pueden desempeñar un papel decisivo, tanto a nivel de competitividad y política económica, como de ordenación territorial y de estabilidad en las condiciones del marco geográfico y social de una ciudad global o metropolitana. La rehabilitación urbana de las áreas de actividad económica debe dar respuesta a las necesidades reales de las empresas, a la transformación y perfeccionamiento permanente de los procesos industriales que se instalan en ellas, pero también ha de asumir los compromisos más amplios de un territorio articulado en base a las demandas de un tiempo y una sociedad. Su modernización tendrá una influencia directa sobre los requerimientos universales de la sostenibilidad, asumidas ya las afecciones directas de cualquier actuación urbanística sobre un medio, la calidad de vida y las señas de identidad de un territorio. Es necesario, en ese sentido, afrontar trabajos de carácter analítico y propositivo que sirvan de guía para poder garantizar un proceso de recalificación de estos suelos urbanos que, en muchos casos, están en condiciones de degradación, de envejecimiento o, en el mejor de los casos, de falta de previsiones a medio y largo plazo que aseguren su pervivencia. Se trata, por tanto, de abordar el tema desde un análisis pormenorizado de aquellos espacios de actividad económica que tienen influencia y determinan la formación de un territorio equilibrado cuyo foco proncipal de dinamismo recae cada vez más sobre las ciudades de escala metropolitana.

This paper proposes an architectural scheme for developing an interoperability platform between diverse information systems involved in emergency management. The proposal consists of a distributed communications infrastructure, based on an EDXL-DE model for the exchange of information in emergency settings as a single data model within it. A middleware layer works to adapt services and information offered by each system integrated into the platform according to the EDXL-DE standard, in order to access and/or publish information from any node or system within the infrastructure. To validate the proposal, the interoperability platform was implemented with three communications nodes located in three different locations under simulated emergency conditions. Information was exchanged between the three proprietary systems, each linked to one of the communications nodes of the platform. The staff of two response and humanitarian aid agencies participated in interoperability testing, and they confirmed the usability and functionality of the platform. The results verified the advantages and benefits of the platform, and uncovered some issues that need to be dealt with in the short and medium terms. The main contribution of this work is to provide an interoperability solution for independent information systems involved in emergency management, and to lay the groundwork for a coordinated and collaborative response between the agencies involved.

La aparicion de las actividades industriales en las ciudades supuso una transformacion de sus dinamicas urbanas. Alojada la industria en el interior de la ciudad, los conflictos urbanos hicieron rapidamente acto de presencia. La solucion adoptada fue la relocalizacion de la industria fuera de los centros urbanos, alojandose en nuevos espacios especificos localizados en ambitos territoriales segregados. Desde las ultimas decadas del siglo XX hasta la actualidad, las areas industriales han sufrido importantes transformaciones, tanto tecnologicas como de nuevos usos. Ademas, es habitual que la distancia que separaba los nuevos asentamientos para la industria de la ciudad de origen se haya ocupado con nuevas extensiones urbanas, lo que al final se traduce en la existencia de multitud de casos donde los espacios residenciales e industriales son contiguos y configuran una entidad urbana sobre la que es necesario reflexionar, tanto en la escala municipal como en la supramunicipal. Las nuevas relaciones entre tejidos de diferente morfologia, entre usos mas o menos compatibles, las exigencias y nuevas pautas de la movilidad y los vinculos entre trabajo, residencia y ocio hacen necesario replantear este nuevo contexto. El caso del municipio valenciano de Beniparrell es un ejemplo paradigmatico. Se trata de un municipio con menos de 2.000 habitantes, una superficie de 3’7 km2, de los cuales el area residencial ocupa 0’32 km2 y el area vinculada a la actividad economica 1,34 km2. La disposicion contigua del suelo economico respecto al espacio residencial y su peso territorial plantea nuevas relaciones que exigen interpretar los tejidos como complementarios, asumiendo que los ciudadanos participan de su economia, de su paisaje y de su vitalidad de forma cotidiana.

In this paper we present the CAMELOT project Command Control (C2) framework, which aim is to provide seamless interoperability with each of the UxV platform domains, by a single standard for message formats and data protocols, without necessitating a re-structuring of existing interface protocols and underlying architectures. This will lead to evolution to one unified standard that can be applied for development of all unmanned systems types in the future. The CAMELOT framework will include different service modules for controlling the C2 Infrastructure and Operation, for data management and running analytics, for supporting communications and network connectivity between blocks, and for providing interfaces to external systems. Special care will be taken to maximise interfaces with external information frameworks and to ensure future implementation and adoption by end users.

Recent backing by the European Union regarding freight goods for the Mediterranean Railway Corridor (MRC) opens up an opportunity for the so-called 'Mediterranean Arch', and in particular for the province of Valencia to drive the development of economic activities that can benefit from the improvement of this infrastructure. Circumstances which encourage us to recognise, and in the same way, this article deals with the current situation of the physical assets on which such activities serve, and create possible strategies for the future. The objective of the work is to calculate the spatial planning criteria and the procedures that allow a wide network of relations which are able to evenly distribute the opportunities that the MRC will offer, and the associated logistic infrastructures. Otherwise the problems associated to the territorial dispersion of a multitude of municipal estates will endure, and with limited options to provide services for future demands. By using tools based on Geographic Information Systems (GIS), a territorial analysis is carried out for this job which is directed towards determining the location of the land for the most appropriate economic activity, in order to take advantage of the opportunities that come from carrying out this important infrastructure. Although the methodology used is focused on the province of Valencia, it is easily converted in other territorial areas. The general conclusions put emphasis on regional and supra-municipal planning as a means to boost economic development; the importance of strengthening the development of the logistics sector in an area characterized by the activity of exportation; the necessary management and coordination of the areas in economic activity, and the backing policies for sustainable action proposals, accompanied by a clear and complete legislative framework. Key words: land of economic activities, carriage of goods, logisitics industry, regional planning, regeneration, Mediterranean Arch, Mediterranean Railway Corridor, GIS, environment, landscape

El desarrollo de las actividades industriales ha ido siempre seguido de un importante impulso del proceso urbanizador y del crecimiento de las ciudades. El modelo de producción fordista para masas y la generación de empleos de larga duración se halla en el origen de la gran transformación social experimentada en los países industrializados. Pero la relación entre industria y ciudad no está exenta de tensiones y desequilibrios, que han sido objeto de reflexiones teóricas hasta concretarse en un modelo de planeamiento generalizado, de gran trascendencia social. Advances in industrial activity have always been followed by a great boost in the urban development process and in the growth of cities. The fordist mass production model and the generation of long-term employment can be traced back to the beginning of the great social change experienced in industrialised countries. However, the relationship between industry and city is not exempt from tension and imbalances. Such matters have been the focus of theoretical debate up to the point where a generalised planning model of great social importance has been established. Le développement de l’activité industrielle a de tout temps été suivi par une accélération significative du processus d’urbanisation et de l’élargissement des villes. Le modèle de production de masse fordiste ainsi que la création d’emplois de longue durée trouvent leur origine dans les grands changements sociaux expérimentés par les pays industrialisés. Toutefois, la relation entre la ville et l’industrie connait également ses tensions et déséquilibres. Ceux-ci ont d’ailleurs fait l’objet d’approches théoriques qui ont débouchées sur l’élaboration d’un modèle de planification généralisé de grande importance sociale.

AUVs are self-propelled and able to navigate at an acceptable speed, but they need an electric motor and batteries that are limited in autonomy. Multivehicle fleet deployment can provide an adequate platform for conducting long term surveillance. Unexpected event detection can be more easily conducted if a set of vehicles in idle mode are expecting the occurrence of this event. Long term and high persistence are very interesting characteristics that a collaborative fleet of different vehicles can provide. However, the problem is the high cost of such kind of vehicles. The possibility of performing adequate tasks by using low cost underwater vehicle could multiply the number of agents in the area and therefore, providing high persistence and wide survey area capabilities. This paper progresses in the definition of the requirements needed to be applied on these kind of vehicles considering the low cost of construction and operation as one of the main goals. A more technological advanced and better equipped ASV as communication and coordination station in the area in combination with a fleet of robust Low Cost AUVs in collaborative schema seems to be an interesting platform for providing good results.

The challenge of extending the autonomy in AUV deployments is one of the most important issues in oceanographic research today. The possibility of maintaining a team of AUV under deployment in a defined area of interest for a long period could provide an additional source of information [8]. All this data in combination with the measures provided by buoys and sea gliders used for slow motion and long range operations will be very valuable. A group of low cost AUV's in alternative automatic switching system navigation-charging operation, could allow a kind of continuous surveying operation. This work is the continuation of the ideas that some of the authors previously presented in the AUV 2010 conference at MBARI [8]. At this conference was proposed the great interest for researching oceanic processes on two areas near Cartagena, Spain: cape Tiñoso and the Mar Menor a shallow coastal lagoon. Both areas require a different research structure configuration because of their opposite characteristics. The Mar Menor is a shallow salty lagoon 20 miles long with 7 m of maximum depth and particular features. This lagoon seems to present a sort of oceanic behavior and can be compared with the major oceans but a minor scale. The second area considered is cape Tiñoso, a very deep area in the Mediterranean Sea where the presence of a self-break provides an interesting potential for the research of the effect of upwelling currents., This work has been partly supported by the Spanish Ministry of Education under projects number TIN2011-28435-C03-01 and CTM2011-29691-C02-01.