Good afternoon, and welcome to our debate. Well, I would address the double challenge that the outermost regions of the region represent. It's painful to travel there, and internal transportation are insufficient. How to rethink on these issues from a sustainable point of view, that's what we will try to analyze. First, let me thank the organization for participating in this event by Professor Zesvid, because I think this is quite important. We will try to give an answer in terms of issues of sustainability and innovation in the sector of transportation. Pivotal for the improvement of the circulation of people in a more effective manner, with less pollution contributing to the environmental preservation in a healthier world. For this event, we will present the European Atlas of Mobility, a work that wishes to be a true effort to promote and fulfill a sustainable mobility that's balanced at the end of the day, its fairer throughout Europe and its territory, including the outermost regions. Let me call it that because of its structure and systematization in campuses, as you will see, a multiplicity of aspects connected with transportation, supported in research, in specific data with mobility solutions fulfilled in Europe. And it's an addition of the Queen European Foundation with a purpose of calling out the attention of citizens, companies, public administrations, and other institutions of the member states for the debate of sustainable development throughout European territory. Throughout the next two hours, we will then explore the different views of experts promoting a constructive exchange, an idea in a green, relaxed, and free manner. Let me present the panel. We have with us Nikolina Rarkovic, a researcher at the Political Ecology Institute of Croatia. We have developed a study on transportation networks in Croatia with two MAs. Also with us Rosa Simesh from the University of the Azores and the University of Lisbon, works in literature at the Azores and the environment. She's been a lecturer at this university and University of California with a PhD by the University of California, Davis, and Berkeley, and a bachelor degree by the University of California. Also, Teokardis Sotsus, I think this is the way to say it. If not, I do apologize. He's a lecturer at University of Crete, a director of the environment area as a PhD in chemical engineering by the Technical University of Athens and also an undergraduate degree in Athens also. Lastly, we also have Hannah Martin, a consultant of sustainable mobility at the Canary Islands with an MA in planning, economics, and operations of urban transportation by the University Pavlio Delavid. He also has a degree in civil engineering, hydrology, and water management by the University of La Laguna. After presenting all these people, let me share with you some thoughts that I believe go in accordance with the subject to move in our region, in the country where we live, without polluting means a set of challenges of investment alongside tech solutions in terms of infrastructures and equipment are pivotal with a name to contributing to a reduction of greenhouse gas, of which the so-called climate change have come about. What we wish is to pursue that economies continue to develop, fulfilling its goal in a globalized world. It is pivotal to make sure transportation of people and goods, but we must do it with clean energy, non-polluting, fostering alternative energy usage and not fossil fuels. For this to happen, we need to promote and implement green mobility. It's not just a trend, it's an urgent need on account of climate change. Social media talks about this all the time. Natural catastrophes, for example. We must focus and provide efforts identifying on how to mitigate carbon emissions and to preserve our planet, making sure there is efficiency and accessibility by transportation means. This is the departure point to make it more sustainable. The goal can only be fulfilled with technological evolution and renewable energy. There is one thing that's very important, how to take advantage of technological evolution to reach this purpose. Well, the answer is quite encompassing that depend on strategic planning and also urban planning of the budget-allocated infrastructure, equipment and investments, as well as the clean source of energy to be used. The most diffused one is materialized and dissemination of private electric vehicles and also public transportation use throughout Europe. The state of the art varies according to the state. There are countries that are in the forefront and others go a bit behind, as is the case of the out of most regions, geographic, urography and population density. So what we have defined for 2050 because of the complexity and the high costs associated with implementation of technological solutions have determined that we must think and work on the strategy and actions to accelerate the energy transition procedure. It's not immediate, no, but because of the costs and taking small steps that will bring an evolution in this area, we are going towards a change in the consumption of energy that needs solutions to identify the gaps and necessary resources to overcome challenges in finding the best solutions to implement because of the socioeconomic context of each region. Although we are now talking about hydrogen vehicles, we need to create a favor environment to use electric vehicles. Not just raising awareness, we need public policies that incentivize such as public networks for charging vehicles and better tax incentives. The states must take on responsibility in terms of public investment so that we can leverage the energy transition mode. What is the role of companies? What is the role of the state? The issue is to know how can companies cooperate towards green economy. You must obey policies of incentive and strategies. So the state and the public sector must plan an investment in proper structures for its maintenance and modernization operating with clean energy, fostering non-polluting devices. Investments in costs in infrastructure for devices are quite steep in most cases, unbearable, unbearable in outermost regions. Community support of European funding programs are an essential element to add an improvement to the transportation system without which the investment could not be withheld from a budget standpoint or a progressive transition into a more sustainable mobility where companies and families are important intervenions. Territorial mobility is different in islands and internally in each one of the islands, people use their own car. There is no railroad, so there is no alternative contributing to the mitigation of carbon emissions, the traits of island cities and locations given their dimension and their obstacles that have to do with urban planning Determine that it is one more essential factor, maybe the most important one, to promote and develop mobility in the territory. We might also say that the main issues in urban areas come from the lack of planning and the absence of proper infrastructure that provides easy locomotion in cities. Also, the effectiveness of people moving around in cities with means of transportation and habits that are less aggressive to the environment, promoting improvement in people's quality of life. In order to reach a more sustainable urban mobility, we need to invest in the transportation area framed within the proper planning. Nonetheless, there are some alternatives that have revealed helpful in terms of protecting the environment, using bikes, improving public transportation, incentivizing the adoption of electric vehicles or clean energy, as mentioned. The general reduction of the usage of fossil fuels in the productive sector, logistics and also service provision, a greater integration and articulation of different urban transportation areas, also the flexibleization of services, providing that there is no traffic jams with which there is no profitability in terms of the economy, broadening urban network construction with areas that do allow me to mention an example of Punta Delgada, where the urban center today is integrated in parishes such as Feijão do Baixo, Calva and Feijão do Sima, with no true transportation network, bringing it an urban character, and also to improve a definition of the space and flows. These are some of the measures that are necessary to improve life in cities, promoting mobility, contributing to mitigate carbon emissions in a nutshell. There are three predominant axes for sustainable mobility, incentivizing public transportation, promoting non-motorized transportation, and also not using cars. There are three keywords that are pivotal to allow the evolution of the energy transition model, planning, in terms of infrastructure, budget and investment. Well, after this introduction, let me give the floor to our experts, and then we will have time for Q&A where the audience can share whatever the team necessary. We want to leave this room with a better understanding of the green economy moving forward in our islands and in out-of-most regions of Europe. Out of proximity, let me give the floor to Rosa Simas. Thank you. First, thank you for having me. Dear colleague José Elzevedo. I didn't know the context, so I did as it's said. So, what I have to say is from a newcomer in a field which is very important, I think we all agree. But when José told me that you will connect gender issues with the environment, I said bingo. So, I have paid special attention in terms of feminism, eco-feminism, which is acknowledged as a trend, but I decided to call it green feminism, okay? So, here we go. I did hesitate when I was invited to participate in this event. As soon as I wrote the title, which is Green Feminism in Mobility in Green Islands, I was appeased because green is my favorite color. I don't remember when I started preferring green, but I didn't realize it with an awakening to gender issues and the environment while I lived in the US. I was born in Pico, in the Azores, but when I turned two, I went to California and grew, studied and lived for 35 years. So, in the 70s and 80s, I had the privilege of following the researches of the feminism movement followed by the social turmoil that began in the 60s of the 20th century. So, gender issues and environmental issues go hand in hand. That's why I'm here today within this initiative of the Green European Foundation, funded by the European Parliament, but independent from parties. The Green European Foundation, also known as CAF, has the mission to contribute to the development of an European public sphere, fostering a greater development of citizens and European policies. It promotes actions of cooperation, partnership and exchange beyond national borders with a connection of actors and activists of associations, academia and NGOs to debate European challenges that we all share, coordinating and fostering a dynamic and cooperation environment, not just publications, like the ones that I've just mentioned in the language of the EU, CAF promotes conferences, seminars, programs, transnational programs in Europe and beyond the borders of the EU, such as this event here. Within CAF's work, the goals and environmental values are interconnected with promoting gender equality and fighting all kinds of discrimination. Therefore, feminism and gender issues go hand in hand with the efforts of CAF for the environment, including empowerment actions, promoting knowledge sharing and transnational cooperation. So, this subject of green feminism integrates this section on the transition into means of movement that are sustainable in the Azores. The impact of the so-called feminist cities, I didn't know that this term existed at all, feminist cities bringing gender issues for urban planning, even for transportation means in order to have cities that work in an egalitarian manner for all. This means a paradigm shift of the way that we understand the area that surrounds us. Traditionally, the private area of the house and non-paid labor was the legacy of women, while the public space of community and paid work was around men. So, the cities have been built for men and by men who have designed them and built them.  We started to pay attention to the access of people with disability to buildings and sidewalks, something that was not part of the male vision of the space because it is said women are mainly the carers of these people with special needs. Traditionally then, infrastructures of a community including private and public transportation have always been considered gender neutral but they are not. Studies show that to improve cities in a feminine perspective makes them more inclusive in different manners, taking into account the ages at which women take care of the youngest in the oldest or the elderly and also physical skills with a trend in terms of women well, exercising more than men. The initiatives since the 80s have been set that have been redefined in public spaces broadening also pavements for strollers improving access for those in wheelchairs and other support for mobility. We were discussing this, José, the other day even if, even if the streets in the city are closed we need to think where they will reach where they need to go within the context of what we have decided to define a feminist urban planning rules are a departure point it's not money, it's not funding we are talking about social standards thinking about people this has transformed Vienna Austria's capital in one of the best cities in terms of urban planning the concept aims to involve people in an egalitarian manner in urban planning so that all can enjoy equally from areas where they live going against the male view where cars have been and become the centers of the urban panorama while urban lives were connected to this male perspective women were limited because of the lack of accessibility and safety in public spaces in Vienna they started 40 years ago by Eva Keil according to the inclusive philosophy she has invited 8 citizens of different origins and ages to share their ideas and views with the city in time the city began the project Fraunwerkstatt I don't speak German, I do apologize which means the city of working women social complex developed and projected by women this has gathered buildings and green areas balconies and windows allow for the conviviality and connection to the outside with nature and botanical spaces some other units connect with botanical areas and the trees so practising sports for youngsters that was then adapted so that more girls could play even in kindergarten we must take into account gender in terms of urban we had to think about names of streets to include names of women although the vision of a city varies according to the context just like our facilitator said there are some principles guiding decisions women need to be invited and included in the process initial projects and plans including the long term implementation European mobility Atlas by GAF recommends that women should be part of the working of infrastructures and transportation companies public and private but they're not according to said Atlas in the EU this is a study from 2021 female employment in the field of transportation does not reach 12% even maritime transport it's 20% and the highest is aerial where it reaches 40% many conditionings still food for thought in terms of terrestrial public transportation we should have schedules that are useful to the everyday life of people making sure that stops are close to services so that they better serve the population in a practical manner quick also in terms of the assortment I'm afraid to say that everything is yet to be done although we do have some advantages from the cat go distances are shorter thus favoring alternative mobility including electric vehicles older parts can adapt to bike lanes and alternative lanes pedestrian and etc but the public transportation network is smaller so it is easier to transform but we need a global planning implemented from place to place in terrestrial transportation integrating rural areas and urban centers maritime connecting islands currently the connection has been done by SATA but the maritime path is also important on land private cars are kings there is no place for so many cars in urban areas an island is limited by definition so we should have a limit in the number of cars that are allowed not to say about those that are at the end of their life cycles that should and must be discarded there are two things that I would like to end with there are some things in the US that I loved to just leave there when I returned to the resort I thought of this before I had the opportunity to share it with you two American realities that I thought I left there the stands selling used cars and the outdoors, the billboards they are everywhere now in these green islands used car lots and billboards or outdoors as we call it here thank you professor for bringing this concept green feminism that's great it brings about the historical role of women in terms of the everyday life in protecting the environment in raising awareness of overcoming architectural barriers in the participation in companies that are part of the transportation system managing infrastructure and devices and also highlighting that despite the quality being a design that we are all looking for there are differences in terms of employability if we consider what women have brought throughout history towards the evolution of the public space and the management of the urban planning that must be strengthened coming from your intervention we quickly realize that there is a lot more room for women to participate in this system in this process of transformation of energy contributing with everything they have in terms of what is the role that we all desire that sustainable mobility can bring into our everyday life let me give the floor because out of gender priority she is following us from Croatia so you have the floor thank you thank you very much for inviting me I hope your translation works good because I had some problems ok I can wait were you able to listen to the English interpreter was it ok? ok just give me the green light this is the interpreter can you hear us ok now we can see you can you say us a few words just to check the song please ok perfect thank you so much ok so I can start I guess yes you can I have a power point so I don't know if I'm allowed to share my screen I think it would be easier because I have some figures yes you may please ok that's perfect ok hope it will work thank you for inviting me for having this discussion actually it's my first time participating in this discussion it is very centered on ultra-authority in Europe and I'm glad because of that because we are spending a lot of time in centered European discussions so thank you for organizing that thank you also for having me I didn't have a translation at the beginning but I think that you already introduced me so I will be spending time on that I'm coming from Croatia I guess you know something about the football and also about the Game of Thrones I won't be talking about football but I'll be talking about something that is related with Game of Thrones and this is tourism unfortunately tourism with its relation with mobility so yes I don't know if you can see the screen but the question is at the backbone of economic development in Croatia Croatia is really a small country with a population of only 3.89 million people it is even less than it was due to heavy emigration I think the Portugal probably shares the same or it shared in the first recession in 2010 tourism figures are very very kind of detrimental let's say so Croatia is actually more dependent on tourism revenues than any other Mediterranean country as it seems revenues from tourism in 2019 which was record year in Croatian tourism since independence were 21% of the total GDP it decreased during the pandemics in 2021 the numbers are decreased but still they are the biggest in the European Union according to the desk research that my organization that I'm coming from has made on tourism development we have noted that since the independence of Croatia in 1991 this sector has been managed with no coherent strategies no action plans substantial action plans and that left us with severe consequences in terms of unregulated urbanism unregulated housing especially rents in tourist places that became extremely affordable for the local tourists also lack of investment in communal infrastructure waste and water management and so on of course why mentioning tourism because it is at the backbone of development in Croatia and of course mobility strategies are very subdued to this kind of development of tourism I will show you some figures just to say that tourists over the United States in Croatia in 2019 were 91.2 million so it's really huge and 2020 all the trends were saying 2020 will be the record year of 100 million overnight stay of course it didn't happen because of the pandemics 85% of all tourists in the United States in Croatia were in coastal region so you can imagine to what extent tourism has impacts in such a small country in terms of mobility as I said Croatia is predominantly car destination here you can see a picture and in the picture we can see a total motorway network almost 50% of all road network in Croatia are told motorways in the last 30 years literally everything that was subsidies and all the investment for transport went into roads so basically everybody who are coming to Croatia coming with car more or less with a car it will change much in 2019 more and more people have been coming by plane so the planes weren't actually they didn't have much of the share in total arrivals, tourist arrivals but now they do cars of course are still dominant in 2010 91.4% of tourists came to Croatia by land and it is almost by car but the share of number of planes arrivals are growing bigger and bigger and here you can see in 2019 more than 11.5 million people in Croatia arrived by plane here we can see the crisis after pandemics but still with the trend of rise with coming by planes Croatia has a few airports a lot of them are settled on islands as well but these are very small so you can imagine how it looks during the summer season and that's actually the biggest problem so here we can see the number of passengers between 2011 and 2021 in Split Split is the second biggest Croatian city and one of the biggest tourist destination so you can see in these lines they are very severely sharp and show the seasonality in the arrivals which is basically seasonality of tourism when you look at the relational numbers Dubrovnik actually has the biggest number of arrivals by plane so not Zagreb which is Croatia capital so the problem is not only the rise in air traffic but also seasonality of air traffic as well actually these dynamics of arrivals are similar as they are in the case of Italy and Greece which also records an increase in spring and summer months but in Croatia the distribution of arrivals is much more uneven as you can see here basically Croatia is obsessed with tourism and it is also obsessed with post-tourism recovery here in the discussion about the post-pandemic recovery also come the question of sustainability of tourism and also how to make tourism sustainable in terms to really mitigate the climate crisis there is a lot to talk about policy makers about sustainability which should be at the backbone of the new strategy of tourism the tourism is currently in the biggest reform ever and we are expecting the new legislative in 2021 but still we don't see much progress in terms of mobility and how it also relates with the new reform in tourism so I think it is sustainable tourism is not possible without sustainable mobility we cannot talk about trying to make one sustainable and just not touching the other thing the situation with other means of transport in Croatia is very similar in terms of unsustainability the mobility in general looks like I will just give you the examples in railways and railways are my topic because I have been doing a lot of research on railway management in Croatia according to the analysis that IPA that did between 2016 and 2019 the railway management shows the lack of investment in the last 30 years for instance maximum permitted speed on average 41 up to 60 kilometers per hour while the maximum speed which is 140 and 160 hours can be driven only on 4% of total network in the Republic of Croatia so if you see now the density of railway networks so it's quite dense and it's also pretty similar to the network of the tolls meaning that if you're coming as a tourist in Croatia you'd rather take the car than the train so that's also the problem when thinking about how to make railways as one of the backbone of actually sustainable mobility situation with public transport is very similar so in Croatia it's not integrated there are no harmonized timetables the systems for selling tickets for various modes of transport they don't exist intermodal terminals which make possible to switch from one type of transport to another do not exist and they are extremely rare and I will give you just an example of Zagreb airport which is very close to Zagreb to the city center and it's actually very close to the rail station that leads to the city center but connection to the city center is only available by shuttle bus, taxi or private car so we're talking about the capital of Croatia and in capital of Croatia you can see that airport terminal is not connected with any sustainable mode of transport to the city center so let alone all the discussion about the coastal areas yes the other issue that is very kind of common in Croatia is that subsidies are given to private bus companies such as Zariva and Flixbus which are operating on the parallel lines where the rail also is available so that's the other problem as well bus market is very liberalized and mainly private companies are operating operating on it you already you also mentioned islands Croatia has also a lot of islands many many actually islands and public transport is kind of very similar to what you said in the introduction public transport exists only on the larger islands but it's characterized by very poor quality also all the vehicle fleet and very high ticket prices even for the people who are staying on the islands mainly the island population has some rights and has some subsidized tickets but they're still very expensive if we look at the tickets on the mainland Croatia also has a law on islands that regulates the management and development of Croatian islands and it promotes the island public road transport by providing free transport to children to pupils, students, pensioners and also people with disabilities however the law is very outdated it is from 1999 so it needs to be renewed to meet the needs of the climate adaptation and sustainable development there are a lot of of course I mean we are very kind of vocal when we need to criticize when we have to analyze what is wrong and sometimes we have problems with solutions and actually to see what is the right path or pathways to climate neutral society I didn't want to talk much I don't know much about about the solutions but what I know is that it has to be integrated it has to be integrated and you also mentioned in the introduction one of the solutions to to start to reduce CO2 emissions is really to start developing urban sustainable mobility plans it is easier probably to organize transport on the local level rather than national level especially when you have some problems of 30 years like we have in Croatia so I think that's one of the starts and one of the solutions however sustainable urban mobility plans in Croatia are still not legally defined which is a problem and there are no national guidelines for cooperation and they are not connected to any national funding sources so that needs to be solved out we have municipalities and regional authorities that need to have more capacities to consolidate all funds which are intended for transport and then to coordinate their spending based on action plans in Croatia we have municipalities and regional governments that are responsible for planning and management yes I think that I was talking a lot so I just wanted to wrap it out I also agree with what has been said so far and I think that public transport should be at the backbone of sustainable mobility mobility has to be addressed not human right which we don't hear often we have to think about green technology and green resources with paying the same attention to the question how many people are able to use it so that has to come that has to be parallely addressed so sustainable transport not only green transport at least not for me and for my colleagues in IP it is also affordable, accessible and highly the quality has to be high so that we really move from cars also I think we need more regulated economy rather than market economy approach in design of transport policies because I think that we didn't come so far in terms of really reducing the CO2 emissions in transport also I already mentioned the multi-sectoral approach which means that we need to think inside and outside of sectoral policies it's not only problem in Croatia I think it's visible also in the problem of European Union treating each sector as its own sector so having multi-sectoral public policies within the regulated economy may provide us with more proper answer to climate crisis and this is also it also refers to tourism models or how to develop sustainable tourism and also to the model of transport and energy production that is interrelated with tourism yes, thank you very much for your attention and looking forward for your comments or questions Thank you, Nicolina. Thank you The economy does bear some weight in terms of access of emissions there is a sector in Croatia such as tourism with excess demand creating an imbalance from a structural standpoint that are getting worse with the excess of tourism coming by car in the absence of other alternatives in fact it's not possible to have sustainable mobility without sustainable tourism in order to have an economic balance and reduction of emissions and the environment and also those three systems of Croatia not having integrated scheduling, ticketing no intermodal terminals also to mitigate these imbalances Croatia is not alone though it's not alone in terms of that state of the art it is a common trait in terms of Europe especially in terms of islands insular regions countries with islands do suffer from this problem and it's a step by step process so it's very important to take into account the urban planning private society in a given community there should be kind of a pact where we are aware what we want and where we want to go following a strategic guideline or else the goals of the future in 2050 will be hard to reach without method, without strategy without organization in regions that do have natural needs that are not seen as favorable wins it is win the cancer, thank you for your intervention Alina let me now give the floor to Teo Karizsutus so that we are able to hear what he has to share with us hello, you have the floor hello, can you hear me now we are not we can hear you, we are just waiting for your screen to be shared okay now it seems it's okay we just need now the presentation mode okay it should be in the bottom right corner that's perfect, thank you so I hope you can hear me I will try to contribute to this fantastic workshop thank you to all of you for the presentation also the organizers they are in Azores, good evening from Hania now it's very late, it's almost late it's about 8 o'clock we have three hours to defend so I will try to give you some thoughts and since I am working this field for years for more than 20 years so allow me to use some of our let's say achievements, some of our exhausts during my presentation we start from this about insularity, mobility and climate crisis yes first of all what I teach to my students that we have always we have a crisis and this is for sure that what we have, it is crisis we have a lot of crisis, crisis health crisis, climate crisis energy poverty problems so first of all everybody should learn how to survive in a sustainable way during the crisis because the crisis are behind but the crisis are of future unfortunately as concerns the islands insularity, insularity insularity during the summer time winter time, in the left part of this picture you can see natural disasters in Greta during 2019, yes 2020, 2019 and in the right corner, the right part you can see what happened during the next summer time so the visitors, when we visit our islands see only and we like to see only the beautiful part but also the infrastructure during the natural pressure and the very, you know, are in risk so something very important in mobility in transport is the infrastructure and the new constructions should be able to meet disasters, should be more the proper definitions the proper specifications wildfires over Europe, roto-silent in Greece or Tenerife, the August the South August have a lot of wildfires but also a picture from from Azores from March 22 this is climate change we used to stop but we have to work on that to mitigate and adapt and we have to do and to work very hard in this direction and find the share of responsibility of every player not only the best but also the society the problem is also that in most of the cases, the wildfires and big pressures of sensitive ecological systems so this is one of the analysis we have done in the whole area in Baloch, Greta and in Akama so the pressures are very high and these ecosystems are the most sensitive but also the most attractive for tourists and yes, we try to calculate the carbon footprint of tourism we have done it also for Greta but also these are some official data from global tourism of the footprint is due to transport and about 80% of this transport is due to the airplanes so this is really very, very critical, all the rest the food, the energy are much less than that one so the target is how to minimize the impact from transport, how to green transport the people consider that building is the main polluted no, transport now is in euro, the main polluted and look at this emissions by passages and miles for airplanes is 0.82 pounds of CO2 equivalent and for ferry only 0.07 you have to see very carefully the way we transport all people to the islands, from the islands and how connect each other, very, very important and we have to minimize this kind the use of airplane this is for sure the European Green Deal try to cover a lot of things and try to integrate different directives and all of us we know that during 2024 all energy directives will be replaced by new one and targets and new policies and upgrading policies of this kind of things but why have put this picture, because are the islanders the people on the islands able to face, to be adapted, to work on that my opinion is that they have very limited capacity not because they are not smart but because they are small we have, there are some targets till 2030 to change the system for new renewable energy for energy efficiency directives and more, more attractive, more ambitious targets and more and more parks are in the reality the island system able to face, find solutions but it's difficult we have a gap and we have to see what we do for CRETA, we know that only 29% from renewable energy in CRETA for as always I know it's more than 60, 70% due to the geothermal but for CRETA is 30% what means that one, for mobility that we use mainly fossil fuels to replace, we should have to replace years before and we need more energy so we have work and this one example of our work we need to work on energy and maybe on floating energy on floating unit energy or on the packed unit energy but we need to see where to put and there are big plans, this is just an example but we need green energy we need also, we have the tools, we have the analysis to create common vision to people and to create examples and these examples and these tools already exist, not only the work we have done in our lab but also the work done and supported economically during several years from the European Commission we have a lot of tools, a lot of examples a lot of information, it's not enough, no I'll go very close to some activities from examples in CRETA one example is from Platanias, we had an horizon program with them and this is a small community about 70,000 people but they have 2.5 million visitors annually it's tremendous what happens so really this is a very important place it has too much pressure due to tourism and is this a state of tourism for me it's not, it's not tourism, we have to cut some examples of the incoming flows from Hania airport these are the data till 2021 and as Nicollin from Croatia referred before, this year 23 will be the new record for us for incoming tourism flows and this is good, this is too much even in CRETA we have not 90 million we have about 8 million of tourists which is too much for us too much for the islanders, too much for the infrastructure we have, we have to see different plans and to extend the destinations on the island you see this of Platanias Platanias winter in the park Platanias during the summer time empty, goes down during the winter summer time we have the peak so we have to plan and to create infrastructure which are eligible and flexible to meet, to find solutions and to support both activities and we need a smart design of the infrastructure very smart design and I'm not very sure that most of the engineers are able to offer this kind of activities because they plan and they build based on what they have learned during the years also we need to work with people we need to offer them smart tools, simplistic tools we need to open data sources to develop and to use these tools because the information is expensive so we have to find and now we can guarantee we have a lot of data banks to offer this information this is also an example of the analysis we have done in tourism the people feel very safe as you can see here about 75% feel very safe but when they use they use a bike by 60% they don't feel safe when they are in the car they don't feel safe so this is about the analysis we have done in 2022 in Platanias in this area so we need to create we need to know what we have to do but we have to do, we have to act Rethno is another city, very different we had another opportunity by another project called destination it was big from Portugal Madeira was the coordinator of this project we have applied different things like electric cars let's say to measure the quality of environment but all of us we know the island, the mobility cannot be green and safe, first of all it would not be 100% green we talk about electric cars on the islands but who can offer can we offer power, green power 100% to discuss for the mobility, let's start from this not from the construction but let's start from the use of the car, from the fuel to offer the fuel we this is a very good example, this car what we have tried to do during the Covid in an electrical tool for citizens for design lamps, now the technology can sell us a lot of tools on that one of the good examples is this workshop we are far away but not so far away, we are close in a virtual room discussing and presenting ideas so now we know ways to do the job with minimum cover we have also this is very important to train the drivers of the of the buses, of the public transport to drive environmentally carefully and to protect the environment, we had a lot of work to do on that and not only but to create motivations for these people not only to train, and also we have smart and let me say cheap now systems to monitor the quality environment the situation for monitoring is not the same like before 10 years but we have the systems to monitor and to see the pollution and to know how to do this and to monitor what you have to do and you can see the impact of the tourism on the local environment you can see in these schemes what we have measured during 28, 29 and 2020 about the arrivals and the relationship between the arrivals the peak of the arrivals and the quality of the environment it's not only the rain, it's the flow of tourism and things like that are very I don't like to spend a lot of time but for NOx it was the same it is linked, it was connected also to the flow of tourism and also we have the tool to see what happened during the COVID and understand what happened, this is not very good but we have to learn from that, who knows we don't like, nobody likes, but who knows maybe we need this kind of information for the future another activity which is very important for Ireland is the ports, port is not only for transport is the gate and also we know that we have a lot of activities which pollute so the idea is how not only minimize the pollution of the operation of the ports but also how to make zero pollution inside the ports from cruise ships or other ships where transfer people and goods we can do this, yes the approach is called cold ironing so we can offer green energy from the port to the cruise ships or to any ship which is in birth which is inside the port waiting for one, two days or half a day to be back again because they need energy and power for the operation and according to ESPO, ESPO is the European Sea Port Organization, climate change is not a one priority for 22 and for the next periods this is also a very good example what would I try to do in Greece this is created at the support of Heinrich Bell-Stiftung and thank you to Thessaloniki we produce a book which is for the local people but not only for the workers to see some ideas, some practical ideas how to make these ports more green okay, zero is away but to minimize is very close next year or the next two years we can minimize this pollution with any impact to the sea close to the port the ports are missing the capacity, the port personnel has other priorities, they want to offer safe transport for goods and passages so what about the global let's say targets, what about the climate changes, the crisis, it's a gap so we need to train but not only to train them but also to certify, to create new skills we have a project of that called Blue Ports which started this month it's exactly to train people in Mediterranean and Black Sea and certify these people give certification by TIF to create jobs and create green certification for the ports who will participate what will be inside this and we hope that in one and a half years we will be able to offer these things to offer this service to the islands and to see this close to see education material proper because we will be creating a cooperation with the ports, with professionals it will be not academic, it will be on demand the people from the real world will give us the priorities, what they need and how we can cover these gaps and how we can advise them how to cover the gaps and how we can adapt it to the directives and they need urgently adaptation and also certify I had the line, it's certified, it's not education it's not training, it's certification it's a new scheme according to ISO 17.024 and I'm trying to close what we have in front of that, we have some open publications most of them were done by the support of Heinrich Pellstiftung or the Energy Atlas or Energy Communities and also a book on the topic of my speech now this is open, this is under springer it's called Sustainable Mobility for Island Destinations I think you can find a lot of information inside and everything is open, this should be open for everybody who is interested to read and download and some comments Islands need high quality, the sustainable environment is attractive is an asset for the city for the visitors they have to plan activities based on seasonal fluctuation, find how this mobility can be faced so they have to plan the city to be flexible infrastructure to be capable for natural disasters they are missing capacity the islands and the society is not prepared for this crime, we need to cover this gap and to support citizens against all this and how to exploit there are a lot of funds but the people and the society, the communities should learn how to exploit these funds and in most of the cases are small businesses, this is in Creta we have ten big companies but the rest are small, medium prices so they try to survive day by day so the policies sometimes is far away from them and something very important islands are the second place of residence for most EU citizens that means that every continental Europe or almost every Europe will visit islands at least once per year for days or for weeks or sometimes for months, so islands are okay for the permanent people who live there but for islanders but also islands should be the good quality because also our guests in continental Europe visit us and some ideas maybe it's maybe more proper for scientific and technology, let's say bodies like us, like the technical university of Creta you have technologies and plans we don't start from nothing we have a lot of things, a lot of formation we have a lot of experience to learn from other islands we can learn now, we have communication tools important, this is important also for my island, for here it's very important to create common vision from all parts, not only the vision of one part of the society the vision should be inclusive for everybody, for all colors for every citizen, for every part of the society it should accept the common vision this takes time of course before this, democratization decarbonization, digitization, decentralization are there, they seem very old but they are there, we need also something everybody discusses about hydrogen hydrogen could be a solution but we need also not hydrogen we need also smart systems to handle this storage way, for instance what about the electric cars, to be like moving batteries, so we need the system we need the grid to be able to adapt to these things we have to see very very urgently how the staff could be trained, we have to continue the train of the staff during the life long, it's very important to protect, not only information, it's something very essential and the financing schemes among the people who believe that there are funds we have to find, we have to work how to access this funding and also we need first of all action not just theory, action, doing things in some cases can be some mistakes but we have to learn from these mistakes academic people are interesting for failure stories, not for success stories this is a way, a place to develop things we have to implement things, of course to monitor and to learn from these problems and thank you very much for your attention, it took long but I had, I think I tried to transfer some thoughts I hope it will be useful for this for this workshop, thank you very much long but we needed to know the reality of Greece so don't worry about the long time in fact in fact it's been important to witness that the Greek reality is similar to what has been said in terms of Croatia in certain points and the Azur and without a plan B it's important to be aware that there is a footprint from one more region of Europe that depends on fossil fuels that we need to overcome and that measures are being taken in Greece to implement sustainable mobility as we had the opportunity to see in this project with 14 measures with some partners, oddly enough there are connections between the tourism flow and the quality of air in Greece as you said and also quite interesting the improvement that you are bringing forward in the transportation system, namely in ports so this is something that unites us which is the challenges, the critical challenges of islands to improve their situation it's not just from the standpoint of geolocation of territorial discontinuity and something that has been mentioned in terms of the outermost context these are things that are common and that we need to share in order to gain time and to overcome these difficulties in a way that's easier and that we can go across into green energy in a quicker manner thank you Teokardis let us now give the floor last but absolutely not the least Henard, Martin from the Canary Islands Henard, you have the floor Good afternoon, can you hear me well there? Can you hear me? Yes, we can hear you perfectly thank you I am sincerely grateful for the opportunity to address you today to talk about mobility in a complex territory such as the outermost region of the Canary Islands in this case I will focus in the case of Tenerife perhaps the most complex and interesting in our region I'm going to mention ideas and concepts that the other speakers have already worked on but I hope I contribute about another perspective about the Canary Island in the next minutes we will dive into the history actual challenge and possible solution that arises on four crucial elements territory, urban development and economic system and the public policies development so far I don't have a presentation so I hope you can follow the ideas or the things I'm going to talk for everybody the first thing I'm going to mention is the insularity necessarily entails a series of challenges and opportunities that condition life reconciliation, the vulnerability and sensitive of the territory, limited resources and external dependence are some of the challenges that face every day the Canary Island. There are other opportunities that we can mention like the culture and identity rich biodiversity and our own natural resources starting from this particular condition and adding the essential nature of the transport in a society and an island territory such as extraordinary mobility is an enormous challenge in order to guarantee the right to move around taking into account the balance between sustainability, economic and social aspects the growing concern from the environment and especially the collapse of transport infrastructure that we have been experiencing in the island over the last year have highlighted the need to rethink our current model of mobility management which will now go on on the task some characteristics the historic mobility and tariff from the first indigenous settles to the present days reflects the dynamic interactions between geographical conditions, economic constraints and technological advance. Initially the limitations imposed by the mountainous topography and economic conditions lead to the creation of a network of food paths connected the indigenous settlements of the island. For centuries mobility was mainly based on walking adapting to the regular geography of Tenerife. Food paths some of which will still exist today were essential for communication between communities and the transport of passive goods wherever these methods of mobility were limited by the topography making it difficult to transport large quantities of food and efficiency which the arrival of the second industrial revolution and with the car marked a period of profound technology change brought in faster to begin to evolve in Tenerife the introduction of roads and bridges allowed for greater connectivity between the different region of the island the changing mobility has a significant impact of the spatial distribution of the population and economic activities. New roads were mainly located on the coast where the elevation allowed for easy infrastructure development and where you see far from the tourists and the development of the economy story have much too related to this. In the last year of the 20th century the economic growth experience in Tenerife boosted the use of the private car as the main means of transport the changing mobility has a transformative impact on the city of Tenerife with an increased dispersion and dispersed settlement along the coast the availability of private cars allowed more extensive and flexible movements of the water population influencing the choice of place of residences and the configuration of the urban islands despite the extensive roads that we have nowadays in Tenerife more than 2,000 kilometers of road and more than 6,000 of mobility in Tenerife strongly marked by the dependence of private cars according to the advance of the Tenerife Island mobility plan because nowadays we don't have a mobility plan in the island of the 3 million journeys made each day of the island 80% are made in private cars while 14% by active month only 6% by public transport that are so concerned this scenario is exacerbated by the annual visit approximately 6 million of tourists arrive nowadays to the island and half of them use the private car mainly rental cars to move in the island the other half don't move in the states or use public transport whereas for the private transport is reflected not only in the local population but also in the choice of tourists highlighted the need to address the car dependency as a predominant month transport in the island this overview of mobility and the current state of the mobility in Tenerife allows us to clearly point out the factors that determine a condition sustainable mobility in the territory such as the Kari Island despite the difference between the different islands of the archipelago these factors continue to be decisive for mobility model these factors are a combination of territorial economic and urban factors and the result in demographic condition factors this is why public policies aim at the transformation to a sustainable model must include a wide range of territorial, social and economic areas in this sense the example of Tenerife serves to exemplify the need for this holistic vision until now the action of local and regional governments have focused solely on policy of private vehicle infrastructure and on improving their speed, comfort and attractiveness this has overlooked the critical of the criteria mentioned above and the importance of the considerable mobility as the result of a social and economic model the highlight of the road infrastructure in Tenerife has encouraged the use of the private car rather than the public transport a phenomenon known as the living modern position despite 2D suggesting that building more roads generates more traffic, mobility policies persist in the expansion of the road infrastructure to the factor of territory on an Iceland territory is a natural determining factor in the life of its inhabitants, especially when it comes to sustainable mobility. Tenerife is confronted in most of its extension with municipalities that extend from coast to summit from sea level to 200 3,000 meters the results in slope are one of the major limitations when it comes to promoting active mobility modes and as an important determining factor in how we move around the island territory is limited on which we can add that the 48% of the surfer area is under some form of environment protection its new road development will necessarily involve damage to their sources and natural heritage of the territory this has already been experienced with the island to high capacity roads which currently act as a scar on the territory in many cases and one barrier to further municipalities which are divided by this road and generate necessary dependent on them projects such as the construction of two roadway corridors in the north and south of the island the enclosure of the island rig motorway or other road work promoted by the entire island government must consider the vulnerability of the island territory and weight up the benefits of the population of the island sustainable mobility policies implemented in continental territories as such the commitment to transport should not necessarily be replicated in a peripheral island territory the solutions that we apply in continental areas don't must be updated in an island territory so in the other half if we talk about the economic factor intrinsically related in the case to the value of the island territory and the climate is an important historical determinant of mobility on the island economic and tourist transformation in Tenerife have played a crucial role in the evolution of the mobility patterns of the island initially with predominately agricultural economy mobility in Tenerife was characterized by vertical movements within a municipality being predominantly pedestrian however as the island experience economic growth this pedestrian movement began to give way to more horizontal transport model this new approach entailed longer distance and crossing across naturally to our territory the growth of tourist prompt construction of new roads new motorways to connect the emerging tourist resorts in the south of the capital and subsequently extending to the Orotava Valley that north of the island and the more northern island the expansion of the road infrastructure not only responds to the logic the real logistical needs of tourists but also connect the various points of interest and economic activities across the island more efficiently the transformation not only redefine mobility patterns but also contribute to the configuration of Tenerife urban and rural landscape so it doesn't affect only to the mobility so also for the territory and the landscape that we that is part of our heritage policies I am to transformation the island mobility model to us as more sustainable to one must involve rethinking the island tourist model the evolution on which has become sustainable for inhabitants the mother of tourists that we have nowadays in Tenerife is not sustainable for our economy and reliable like habitants of the island concepts such as tourist tax the limitation of rental vehicles control and taxation of tourist attractions among others policies that are resonate in recent years but which seems to be far from being applied in the later we like to highlight the economic territorial model of the island of Lanzarote and Canaria Island with the intervention of César Manrique during the 80s and the 90s with a concept of tourist planning and development linked to the conservation of the landscape and natural resources is an example of how to deal with the interrelation of the territory economic factors but it's sad but this model has not been replicated in the rest of the island in terms of urban planning it plays a fundamental role in the configuration of the mobility model in Tenerife being a determining factor in the efficiency and sustainability of travel within the island urban planning directly affects the way in people move around interact with environment and access to essential services the economic growth of the island together with the investment infrastructure for private cars and urban planning policies that encourage dispersion and low density has led to the creation of a new map in the island the urban sprawl has generated a number of mobility problems including traffic congestion over reliance of the car limit accessibility to public transport high infrastructure cost fragmentation of communities negative environmental impacts and unequal access to service this challenge mainly affects transport efficiency and the quality of the life of the residents in the island addressing these problems requires urban planning strategies that promote sustainable densification pedestrian and cycling accessibility as well an efficiency integration of public transport but in already crowded territory with such a complex orography this is a very complex challenge and the last the policies associated with these three factors this phenomenon that we have reproducing in many places territory that the urban sprawl particularly affects a territory such a island where dispersion costs enormous pressure on the territory and sustainably and directly affects the economies generated public policies are made attracting the challenge posed by island urban model must be unique and consider the island as a limited vulnerable and isolated ecosystem the relation the policies with these three factors territorial urban and economic has resulted in a social phenomenon of overpopulation of main island of the archipelago the canary island with 300 inhabitants per square kilometer is the second in density only to Madrid population density so we are the second more density area in Spain the region attracts residents and tourists with 2.2 million inhabitants which 15% of whom are foreigners despite the tourist recovery there is a demographic disparity with areas densely populated and others become the populated concern heightened by the population block projections for 2053 which indicates a 70 percent of the population in the canary island reached the 2.1 million inhabitants this is scenario a significant challenge in the fragmented territory of only three 100 square kilometers according to a study published by the canary island a statistic institute the archipelago has experienced an increase of approximately half and a million residents in last two and a half decade representation and remarkable increase of 35% for compare a region such a vast country have increased only 5% and Spain in has to have 90% so we are the like double increase like all the territory of Spain the population canary islands is not increased in terms of birth quite contrary the region has experienced negative natural increase for decades and its experience is expected to continue in the future the key to this its population grows lies in immigration every year thousands of foreigners arrive attracted by the job the business the opportunities related to the tourist and the climate to a climate tourist because this is something we have different that we don't have a seasonal in tourist we have a stable climate so we have a tourist all the year so in addition the residents were a foreign locals there is a average of floating population of a hundred half a million of tourists although during pixies of these figure source with up to three million people arriving during these periods with no need to wait for future projections to be fulfilled unlimited island with urban development that combines dispersion with important points of attraction and is dependent to massive tourist model as an economic model and that applies policy to attract investment and external workers which have lead to uncontrolled growth of foreign population to which as to a booming tourist industry this general picture of the challenge of the challenge and problems highlights they need to consider the particulars of a periferous island territories in the application of mobility policies designed for continental territories the same on solutions do not work in a place like no other so I hope you can follow all the concept and that I throw in the presentation but in my work and my experience there is something so clear that the policies that we apply in territories continental territories or the policies that we aim to apply in solutions in territories that are connected that might know or not should be a play in territories like the island that have the problem and we are in the breakpoint we cannot support more this system in this model in the island so thank you thank you thank you Enard for your presentation so the opportunities and challenges and I will there the threats come from the relationship established by geography and economy once again and technological solutions in case of the Canary Islands via topography and the concentration of population also determines the transportation mean to be used and the infrastructure is created or is to be created to increase mobility and circulation of people and how this works with means that produce no emissions the dependence of the car is as mentioned 80% and public transportation just 6% these are added difficulties so with such impact it has been highlighted in terms of the life of locals and tourists other common aspect is in existence of development plans or strategic plans or sustainable mobility therefore designing from the point of view of regulation when added difficulty in terms of the absence of a positive factor bringing some dynamics in terms of the energy transition and something that I fully agree with and I think it's common to most people is that solutions are not at all the ones that should be implemented in insular regions and in outermost regions there are specificities that determine that we must have a positive discrimination because that might not be possible but also to pay special care and effective care in terms of what is the application and implementation of solutions satisfying our specificities and that brings dynamic this transportation and mobility of people without mitigating the greenhouse gas emissions therefore reducing carbon emissions it's now a time for Q&A let me give the floor to the audience, thank you the microphone is not coming across to Zoom so let's go we're having some technical difficulties, we cannot here we go we don't have enough time taking this into account seeing that we must decarbonize our economy I heard today of green energy changing the source of energy I've heard of greater efficiency in using energy I didn't hear about mitigating the need for energy it's not just changing the kind of energy it's also to reduce consumption in a nutshell not just changing the origin of the energy I think that we need to reduce consumption I would love to hear your take on it one second question has to do with the sustainability of tourism many of the examples except maybe for Croatia means that we're talking about islands and it is tourism set on aerial transportation with a view of coming to 2050 in a situation of carbon neutrality I do see a lot of difficulties and it depends on aerial transportation and I see a lot of problems for an economy that depends on tourism for example the Canary Islands in Crete in the Azores so what's your take on it on if an economy that depends on tourism and tourism that needs to be served in an aerial manner can be sustainable thank you for your question taking into account that we are separated in terms of geography I would suggest to go around our four speakers so if any of you wants to comment on these two questions slash comments maybe we could start with Rosa Simesh because she's sitting next to us I don't know if you have something to say on this well in a nutshell in terms of the emergency of decarbonization of course we're running out of time sure it's a huge effort that means I think in terms of what you say in terms of changes of the mindset in terms of mitigating the usage of those transportation means I think so I think it is connected to what I said we need to change the mindset we need to rethink not just in terms of gender but also in terms of change of this means of transportation maybe we should change the model all together all other speakers focused on tourism we didn't but well it was not my topic tourism is dangerous you know there are things that are beneficial sure for local economy but it's dangerous at the same time it's also detrimental so according to what I've heard and we are aware that during the pandemic the lockdown flights decreased but I believe that now it's actually more than ever so that's an issue also we saw in the chart the of of the terms of of how much the carbon footprint is influenced by planes although I don't know you know what about cruise liners not that good in terms of the environment also yes these are issues that must be reassessed and to have some changes in terms of the way that we saw things there are gender issues also within these dynamics that we need to develop all together thank you let me give the floor to Nicolina so I don't know if you want to say something about what has been discussed thank you I don't know if I understood correctly but the first of the comment was to reduce the consumption that we didn't talk about actually well I would definitely agree with the need to reduce the consumption I think it's really we all need to think about it but then again we are talking about center and periphery if this is the concept that we are talking about then we need to understand what means reduction of consumption in the European periphery or ultra periphery saying to someone that cannot drive a car and it took him or her I don't know 10 or 15 years to afford a car is a little bit you know we cannot probably come from elitist point of view on the other hand everything that we need to reduce consumption and really to move from car-centric society that means not saying telling people you cannot drive your car but basically map and design our cities and places of living in terms that the car should be you cannot enter the city center with a car but you have to have some alternative mode of mobility and this is essential so essential is basically not to deprive of anybody of the right to be mobile so we cannot support ecological and technological advancement without thinking about how the people can be mobile in really affordable and just way in reduction of consumption in terms of Europe I would really really argue for I would not be so kind of severe to say banned to ban the airplanes but I mean generally Europe is really small when you go to other parts of the world it's super small and if you think about coming from one city to another in these two hours of flight I think that we can have railways that can really compete with air traffic in many of the European cities so this is the one little take on reduction of consumption and another was on dependence of tourism I think yeah well I can only talk about from the angle of Croatia so as you know Croatia wasn't actually a country Croatia was industrial country and we had socialism that was developing industry for 50 years so the tourism was actually secondary in this development let's say now the situation is different however I think that tourism relying on tourism can be very detrimental and it is detrimental as we can see from the figures and both from Portugal and Greece so we probably need more industrial production green industrial production also agricultural production as well in order to move from tourism I'm also not against masterism I have to say that I think that everybody has a right to enjoy its privilege of being a tourist in another country but if a working family from Germany wants to come to Croatia I would rather make all possible means and conditions so that family can use train and you know put their car into train and then use a ferry and use their car as less as possible we are very far from that type of solutions so I really believe in a regulated economy in every sense so yes this would be my answer I don't know if I answered yes thank you thank you so much Nicolina you put that word let's give it a floor to Telkaris if you want to comment on these issues yes thank you thank you thank you yes first of all as concerns the consumption what we know we know that we consume green then we consume less that means that the systems are more efficient so the transport system should be but the solution is public transport but public transport for citizens should be attractive public transport should be on time should be clean should be safe so to be happy to get the public transport why to get my car and trying to park in the paylays if I have a very good public transport like Nicolina refer for instance to railways we are part of the team to promote railways in Greta Greta is linear so could be part of the solution not the full solution but the solution is public transport I think we have to ban the cars we need to be parallel to increase and to make more attractive public transport I would like to forget my car I would like to stop I prefer to be in the public transport, read the book start seeing with my friends or seeing something instead of driving a car to be in the traffic something like that this is one part of the answer we have to see how to make attractive public transport the second part is about the tourism we need numbers this is why I have tried to show you numbers, we need numbers to plan, we need to calculate how many we have done this kind of models in the case of natural areas in Greta you can google and find very recent analysis we have done this is the car in capacity with different models to see how many people can be inside we have to protect the areas, so we need less people of course I know this is not the people in business tourism I am not very happy to hear but we need less otherwise we destroy the product and we will make it less attractive and all the European citizens will go to far east to New Zealand I will forget Euro for me we have to protect, we need less more, this is part of the advance we have done and it is a surprise several people in the business the quality of this business in Greta accepted this analysis so please go around and google and find this or if you need I can send it to you this was part of a program so we suggest less another point, very, very important for us who is responsible I think maybe it is important for you to take into account what will happen with COP28 we will discuss about these possibilities and I think we have to understand that all of us who are part of the game each one of us has some part of this possibility, nobody is innocent even me when I make a choice instead of another choice all the investor, all the policy making so we have to share this part and to see which is a part and to accept it otherwise no so this will be done for the future everyone says the COP will say the other you can blame the other part no everybody is innocent we have to accept it and then to find the solution this is my attitude I hope it is thank you Henar thank you Henar I don't know if you have something else to say in terms of the question that was asked I agree with other speakers, I want to speak about the case of the Calary Islands we speak about reduction of emissions we must talk about tourism, we have to talk about economics because in the case of the Calary Islands there is a half of a southern connections weekly in flights with England and another half of a thousand with Germany if I talk only about two countries we speak about the protection of emissions and we talk about a sustainable model, we have to talk about tourism because this model of tourism is an extractive model we are more poor in habitants in Canaria than we are poor more poor than ten years ago we have more quality of life because we have our territory being occupied in more specific this economy, this model of tourism so if we talk about reduction of emissions we have to rethink the model of tourism we have in the island this doesn't mean that we have to ban the tourists I think we have to think in a more quality tourist a tourist that is positive to the inhabitants and is positive to the visitor because the experience of the Canary Islands this type of tourism bring to us is a tourist base on a climate and base in the use of the resource that we have in the island not only the emissions but in here in Canary Islands we have a water problem because it's an island so our water resources are so limited so if we talk about sustainable it's necessary to rethink not only in terms of mobility or in emissions in extended ways it's more about economy model I agree with that it's necessary to have a regulated economy the market economy is not working for the inhabitants of the of the island and it's that's what I have to say thank you thank you I don't know if there's anything else I don't think there is actually yes sure please also supporting your idea and our friend from Croatia in fact talking about the need for more regulation and that the market economy obviously is not going to take care of all the problems and it needs to be regulated for the good of all in the end that's it in terms of transportation in terms of tourism rethink the models for both areas for the tourism we have we didn't talk about tourism here in the Azores in fact I've heard that the rental cars we have now are by the thousands I think it's amazing and we're small islands this has a huge impact and we're not talking here personally here in the Azores we're not talking about the impact of tourism overall and we need to rethink it just as in most places definitely definitely the economy needs to function certainly but there needs to be regulation for the good of all definitely thank you for all it was a pleasure hearing from my part thank you we are running out of time but it's important to say that regulation is actually pivotal what we need beyond individual behaviors is that tech solutions come to meet this process of energy transition and gas reduction that we want to be more effective and to become a reality thank you all who have attended to all of those that have been with us


Systems change is about changing complex organizations. It is thus before anything what we would call a theory of change. It will give us a set of ideas and methods about how to change in complex environments. People have been thinking about how to do change within organizations long before we came up with the idea of systems change. So a good place to start is by first understanding a little about theories of change in general, so that we can better position systems change in its broader family and see how and why it is unique. The Center for Theory of Change tells us that a theory of change is essentially a comprehensive description and illustration of how and why the desired change is expected to happen in a particular context. Quite simply, theories of change are the essential plan as to how we are going to get from where we are to where we want to be. NPC in their paper entitled Creating Your Theory of Change break this down a bit farther, noting, A theory of change is a scheme to help us describe the need you are trying to address, the changes you want to make, your outcomes, and what you plan to do, your activities. A theory of change is always present within a planned course of action, whether it is explicitly acknowledged or not. What we wish to do here is make as much explicit as possible, so that we can be clear about it and know the assumptions involved. This gives us the capacity to question whether those are valid assumptions and whether the whole thing makes sense or where the issues might lie. Often organizations wish to see a change. They will have an idea, but what they would like to see is the outcome. Their view of the world is based upon some assumptions, and they take some actions, but there is little coherent connection between them because they are not really aware of them as a whole. As such, a theory of change is a powerful tool that helps organizations articulate the connection between their actions and their mission. It aims to give an outline of both the assumptions involved in supporting the change process and the actions that will lead to the desired outcome. The theory of change defines long-term goals and then maps backward to identify necessary preconditions. Through theories of change, actions, and the achievement of the long-term goals can be better understood, connected, and articulated. A theory of change is often illustrated by a diagram or chart, yet it should be more than this. It should help us to consider and communicate the assumptions and enablers that surround our initiatives and explain why we think our activities will lead to desirable outcomes. Theory of change developed from the field of program evaluation in the 1990s as a new way of analyzing the theory's motivating programs and initiatives working for social change. Since then, the use of the theory of change in planning and evaluation has increased hugely among NGOs, philanthropies, government agencies, etc. Change processes are now no longer seen as linear but as having many feedback loops that need to be understood with links to complexity and systems thinking now forming. Theories of change can be simple and linear in their assumptions, taking the form of logic models and log frames or even gantry charts, involving linear or if-then relationships. However, systems change is based upon the assumption that the system we are dealing with is not amenable to this kind of linear process of change but is a search for a different form of change that would be relevant for more complex nonlinear change processes. With nonlinear processes of change, one thing does not lead sequentially to another, but instead outcomes emerge out of the underlying structure of the system, the way the parts are interrelated. Theories of change make the connection between what we are doing and the changes we want to see. This remains the same even when dealing with complex systems. So theory of change still applies. We are still acting strategically to change a system and we need to be aware of the assumptions we are making, where we want to go, and our general approach. The intervention, however, is now no longer a linear process. It is one that instead is based around nonlinear process of emergence. Although change in a complex organization is nonlinear, we still need some theoretical grounding to structure our thinking as to how change happens, and this is what we will look at in the coming three modules as we look at the adaptive cycle, the two-loop model, and transition theories.


Today, I have the pleasure all the way from Australia. We have Nick Erner from Alcane Resources. How are you today, Nick? Good day, Tracy. Oh, great. Really enjoyed being here. Thanks. So what's happening with rare earths in the market right now? Well, it's a really, really interesting time for the market. If you go out there and listen to people, they'll say, we know that outside of Linus, which supplies about 20, 25% of the world's batch of material, China has a lock on this stuff. And people are saying, OK, well, I'm being forced to do manufacturing in China through material supply. That's a problem for me. But then we see no action and commitment. And so what you have is the rise of a producer Linus, and then a whole series of other projects, including ourselves as one of the most advanced projects that can produce rare earth, waiting for NUs to say, right, I'm going to act now to secure my supply chain. So it's quite a dynamic time, and particularly, as you can imagine, with the Trump administration and who's doing what in trade tariffs, people are really watching closely, waiting for a signal that things are starting to break. And for those of you out there that look at issues like sustainability and geopolitical factors, this is the kind of company to be watching. So can you give us kind of an overview on what's happening right now with the Debo project? The Debo project? Well, our project is amongst, if not the most advanced, non-developed project in the world. Active goal business, but here we have a project that's state and federal approved. Mining lease is granted. We own all the farmland underneath, 3400 hectares, we actually run an agribusiness on top of it. Mines approved. So we could start developing today, engineering done with Hatch, several revisions. So we understand it's through to 30% engineering. This project could, with financing, be executed right now. So we are in a constant and continued push on marketing, looking for off-takes, co-investors, et cetera. And that is a continual tension as people look for value versus trying to predict the future. So yeah, for us we have a ready to execute project and we're really, really pushing to get a critical step taken. So correct me if I'm wrong, but it's my understanding that outside of China, when you get this financing in place, you will be one of the largest producers of these rare earths outside of China. Is that correct? Absolutely. Absolutely. Because at the moment outside of China, of any substantial nature, we have simply Linus Court digging up from the Mt. World shipping to Malaysia. That's it. They are the sole supply outside of China. Almost two-thirds of their product goes into Japan, the rest goes into China. So yeah, that's correct. We would be. And we're very hot for niobium as well, which you also have. We do. We do. This project, like a lot of polymetallic projects, ours in particular has rare earth elements, zirconium, niobium and haftium. So about 20% out of our revenue would come from niobium. At that site we're fully engineered to make ferroniobium product that we could ship into the US, you know, Asian or European marketplace. We have a business partner in Tribeca already lined up for that. They're an established ferrovanadium producer, plus a whole range of other stuff in Austria, in Europe. So yeah, absolutely. Niobium is a part of what we would do. All right. So we have the rare earth. We've just discussed the niobium, which of course is a critical material. Let's go back to sustainability and you have zirconium. Can you comment on that? Yeah, we do have zirconium. You know, and that's actually even a bit bigger than rare earth in potential revenue. Zirconium, industrial mineral, nuclear fuel rods, ceramic tiles, false teeth, very broadly used. A lot of catalyst, industrial catalysts. What we're seeing there is a lot of crunch coming on, the chemical conversion within China due to air, water and soil pollution within China. And so that market is shifting really quite rapidly for an industrial mineral. So people are watching very, very closely. What on earth is China going to do with it? Because some things, not ourselves, some have radio-nuclide side streams that need to be dealt with within China. And that's causing a lot of tension in it. So yeah, quite a dynamic market for an industrial mineral zirconium. So really, if you think about it, we've got rare earths on the move under tension. Zirconium under a lot of environmental pressure within China, ferroniobium, which of course we know is on the critical minerals list. We are a basket of critical minerals waiting in this project. So a lot of interest waiting for actual commitment out of people to deal with their supply chain issues. And of course you have the backbone with the production and revenue that you have coming in from your gold project. Yeah, that's correct. That's correct. So we're definitely a sustainable business. So what that means for investors is we have very little need to go to the marketplace to raise capital and therefore continue to dilute just to hold a position. That's not us. Well, I have to get you to add something on the half-nium. You guys got me so excited about what half-nium, the future of half-nium, actually spray half-nium on glass that can absorb heat. Is this correct? All sorts of things. If people out there, because we're talking to people on the internet, just go and Google half-nium advanced applications, they'll find computer chips, absorption of solar on windows. A whole massive range of things, but quite a low tonnage, so quite a low tonnage. Very, very interesting element. I think one of the really interesting things here is half-nium, the main use outside of an alloy for turbines and high-speed turbines and stuff, is actually the control rods and nuclear reactors. And here we are in PDAC. I just looked at a booth for Canada saying small modular reactors. Why aren't we doing this in remote communities in Canada? They all need half-nium control rods. So it is a very, very interesting element. And yeah, we would be the only producer of it outside of the nuclear industry in the world if we came online. So yeah, very interesting. Well, you're doing a wonderful job with educating the overall audience, global audience, on these topics. Your website is fantastic. Nick, thank you so much for joining us today. Really appreciate it. Pleasure to be here. It's great.


US forces have begun a new bombing campaign in the Middle East to punish Iran's Islamic Revolutionary Guard's Quds Force and affiliated militia groups for a series of drone and missile attacks on American military bases in the region.Washington's latest airstrikes began around midnight Baghdad time on Saturday and hit more than 85 targets in Syria and Iraq, the US Central Command said in a statement. The operation involved numerous aircraft, including long-range bombers flown from the US, which dropped over 125 precision munitions on their targets.Those targets included command and control centers, intelligence sites, weapons caches, and supply chain facilities of Iranian-backed militias, as well as their IRGC sponsors who facilitated attacks against US and coalition forces, CENTCOM said. The bombings follow a series of assaults on American military bases in the Middle East, including a drone attack that killed three American soldiers and wounded more than 40 others at secretive US installation in Jordan. That base, called Tower 22, is located near the Syrian and Iraqi borders.The attack on Tower 22 was planned, resourced, and facilitated by the Islamic Resistance in Iraq, White House National Security Council spokesman John Kirby said.