Persepsi Wisatawan Pasar Terapung Dalam Pengembangan Ikon Pariwisata Kota Banjarmasin

The Floating Market is a traditional market of the tourism icon of Banjarmasin city South Kalimantan whose trading activities are carried out on river water using Jukung (small boats). The purpose of this study was to describe tourists\u27 perceptions of the Lok Baintan Floating Market. The method in this research uses descriptive qualitative.  Informants in this study were 10 tourists and 3 sellers at the Lok Baintan floating market through interviews, literature studies and documentation. Based on the results of the study found several things about the perception of tourists in the development of tourism in Banjarmasin, visitors stated the need to improve infrastructure facilities, public toilets, clean water, river cleanliness and security. There needs to be socialization for sellers in strategies to attract buyers so that there is no coercion in the buying and selling process and tourists do not feel uncomfortable. So that there are unscrupulous sellers who force visitors to buy their merchandise. It is hoped that this research can be a driver and solution in the development of the Floating Market as a traditional market, tourist attraction and source of the people\u27s economy in South Kalimanta

Variation in abundances of common bird species associated with roads

1. The global road network, currently over 45 million lane-km in length, is expected to reach 70 million lane-km by 2050, while the number of vehicles utilising it is expected to double. Roads have been shown to affect a range of wildlife, including birds, but most studies have been relatively small scale. 2. We use data from across Great Britain to analyse the relationships between roads and the spatial distributions of bird populations. We model counts of 51 common and widespread species from the U.K. Breeding Bird Survey in relation to road exposure, which we calculated for each count site using the density, distance and traffic volume of all roads within a 5 km radius. In these models, we incorporate other factors known to affect bird populations, including agricultural intensity, human population, habitat and climate. Importantly, we also account for differences in detectability of birds near to roads. 3. The abundances of 30 species were strongly significantly related to exposure to either major or minor roads. Species were generally in higher abundances with increasing exposure to minor roads (20/28). In contrast, most significant associations between major road exposure and bird abundance were negative (7/8). 4. For species with significant effects of road exposure, we assessed how estimated abundance changed across the central 50% of road exposure experienced for each species. The mean decrease in abundance was 19% and the mean increase was 47%. These changes in bird abundance were up to half as large as those associated with increasing agricultural intensity, a factor often cited as a major cause of bird population changes. 5. Synthesis and applications. Our research shows many species to vary in abundance with increasing road exposure. This suggests that roads may modify bird populations on a national scale and that their potential as drivers of biodiversity change should not be overlooked. Our work highlights the need for appropriate mitigation of roads, particularly in areas important for avian biodiversity. This could include efforts to reduce impacts of road noise and/or collisions, such as reduced speed limits or quieter road surfaces in sensitive areas

Global energy growth is outpacing decarbonization

Recent reports have highlighted the challenge of keeping global average temperatures below 2 °C and—even more so—1.5 °C (IPCC 2018). Fossil-fuel burning and cement production release ~90% of all CO2 emissions from human activities. After a three-year hiatus with stable global emissions (Jackson et al 2016; Le Quéré C et al 2018a ; IEA 2018), CO2 emissions grew by 1.6% in 2017 to 36.2 Gt (billion tonnes), and are expected to grow a further 2.7% in 2018 (range: 1.8%–3.7%) to a record 37.1 ± 2 Gt CO2 (Le Quéré et al 2018b). Additional increases in 2019 remain uncertain but appear likely because of persistent growth in oil and natural gas use and strong growth projected for the global economy. Coal use has slowed markedly in the last few years, potentially peaking, but its future trajectory remains uncertain. Despite positive progress in ~19 countries whose economies have grown over the last decade and their emissions have declined, growth in energy use from fossil-fuel sources is still outpacing the rise of low-carbon sources and activities. A robust global economy, insufficient emission reductions in developed countries, and a need for increased energy use in developing countries where per capita emissions remain far below those of wealthier nations will continue to put upward pressure on CO2 emissions. Peak emissions will occur only when total fossil CO2 emissions finally start to decline despite growth in global energy consumption, with fossil energy production replaced by rapidly growing low- or no-carbon technologies

Restructuring and internationalization of the European automotive industry

This article draws on Harvey’s theory of uneven development and spatio-temporal fix to conceptualize the changing geography of the European automotive industry based on the spatial profit-seeking strategies of automotive firms. It employs the spatial concept of integrated peripheries, in order to explain the growth of the automotive industry in peripheral regions and its contemporaneous restructuring in existing locations. The empirical analysis is based on 2124 restructuring events of large automotive industry firms in the European Union countries and Norway between 2005 and 2016, and on 91 interviews with foreign automotive industry subsidiaries conducted in Czechia and Slovakia between 2009 and 2015. Large differences in labor costs and other production costs across the European Union explain the growth in the East European integrated periphery and simultaneous restructuring in both traditional core regions and old integrated peripheries in Western Europe. The empirical analysis also confirmed the increasing internationalization and the decreasing role played by large domestic firms in the European automotive industry

Anthropogenic contributions to global carbonyl sulfide, carbon disulfide and organosulfides fluxes

Previous studies of the global sulfur cycle have focused almost exclusively on oxidized species and just a few sulfides. This focus is expanded here to include a wider range of reduced sulfur compounds. Inorganic sulfides tend to be bound into sediments, and sulfates are present both in sediments and the oceans. Sulfur can adopt polymeric forms that include S-S bonds. This review examines the global anthropogenic sources of reduced sulfur, updating emission inventories and widening the consideration of industrial sources. It estimates the anthropogenic fluxes of key sulfides to the atmosphere (units Gg S a-1) as: carbonyl sulfide (total 591: mainly from pulp and pigment 171, atmospheric oxidation of carbon disulfide 162, biofuel and coal combustion, 133, natural 898 Gg S a-1), carbon disulfide (total 746: rayon 395, pigment 205, pulp 78, natural 330 Gg S a-1), methanethiol (total 2119: pulp 1680, manure 330, rayon and wastewater 102, natural 6473 Gg S a-1), dimethyl sulfide (total 2197: pulp 1462, manure 660 and rayon 36, natural 31 657 Gg S a-1), dimethyl disulfide (total 1103: manure 660, pulp 273; natural 1081 Gg S a-1). The study compares the magnitude of the natural sources: marine, vegetation and soils, volcanoes and rain water with the key anthropogenic sources: paper industry, rayon-cellulose manufacture, agriculture and pigment production. Industrial sources could be reduced by better pollution control, so their impact may lessen over time. Anthropogenic emissions dominate the global budget of carbon disulfide, and some aromatic compounds such as thiophene, with emissions of methanethiol and dimethyl disufide also relatively important. Furthermore, industries related to coal and bitumen are key sources of multi-ringed thiophenes, while food production and various wastes may account for the release of significant amounts of dimethyl disulfide and dimethyl trisulfide