ТПУ май 2012

Nowadays, these programs are very important ; indeed, in a world that tends to become more and more global, it is of high importance that on the one hand the scientific knowledge should be shared and improved at an international level, as well as the transcultural exchange engendered by it is primordial to a mutual understanding and cooperation. The scientific knowledge is global as well as national, that is why cooperation is of course expected but enriched when it is done by people who know how to deal with international communication and that have had an experience in this sphere. Scientific knowledge is national: by this, it can be understood the fact that each country or region has different sources they exploit, and therefore develop various scientific fields of expertise, that are not studied in other regions. This geographic specificity is entailed in the politics of the region concerned; that is to say that every government is involved in the scientific field of its own nation and regulates it.

Exchange programs as a new way of knowledge?

The academic exchange programs are in my opinion, not a new way of knowledge. Indeed, first of all those exchanges have already existed in the scientific world. Since always the cooperation between scientists has existed and this also at an international level. Therefore it is quite erroneous to talk about a new way of knowledge, but it would probably be preferable to talk about a modernisation or a globalisation of this phenomenon. In fact, the process of globalisation is the key to the understanding of academic exchange programs as a “globalised” way of knowledge. The attempt to harmonize the higher education at a European level and even on a larger scale is the representation of this globalisation, and therefore favours the scientific cooperation between universities when it comes to students. They are supposed to follow the same pattern of studies, and therefore can go studying in a totally different place while still fitting in the pattern designed by the home university, since the curriculum is similar.

Having acknowledged this, on may question the point of taking part in an academic exchange program if the student will not experience a different schooling due to this harmonisation. It is indeed interesting to note that the claims of the academic exchange programs are based on a facilitated access to universities around the world, harmonisation that is to note on several aspects such as the curriculum, the teaching language and the structure of the teaching process. We can observe an increasing offer of master programs taught in English, even if English is neither the official language, nor the mother tongue of the teachers. The advantage of this is to be able to propose a specialised program to everyone, supposedly without discriminating any student, on features like language. In fact, it looks like a noble purpose and has its advantages. However, harmonisation is not completed and national specificities still subsist; this comes back to the questioning of the academic exchange's use.

The paradox of those programs is that as soon as the harmonization is completed, the exchange loses its raison d'être, while as long as harmonisation is still partial, the student cannot fulfil the curriculum that she/he has to fulfil from the part of her/his home university. The academic exchange programs promote a change of scenery while at the same time trying to make that scenery as identical as possible to the existing one.

Globalisation for everyone?

Where I come from, people travel. The majority of the population has seen at least the neighbouring countries and a great deal has been travelling around the world, that is to say, has been outside of Europe. This is due in my opinion to two main factors: first, Switzerland is a very small country and therefore, it is very easy to go abroad, this added to the fact that Europe is now unified under the Schengen conventions. Secondly, the cost and level of living is very high and this has to be added to the fact that the Swiss currency is a strong and stable currency, resulting in a strong purchasing power in most of the non-European countries. This way of understanding the notion of globalisation is therefore at well use there. But, as everyone knows, this is far from being a usual situation. Globalisation in this sense is then not a reality experienced at a large scale, but more a privilege that very few can afford.

The academic exchange programs to this regard seem to be an incredibly good opportunity for young students to see the world, embrace another reality and work in a different atmosphere. It is so indeed, but again, the promises of these programs have maybe to be counterbalanced with some unfortunate structural dysfunctional details that can in my opinion be summed up in one-maybe strong-word: elitism. It may appear as very strong and unjustified, so let us see what I mean behind this accusative term. First, the number of students studying in universities in Switzerland represents not more than 1.7% of the Swiss population. Secondly, as in about every other country, even if people travel, students most of the time cannot afford six months or a year in another country without help from either the government or parents. Thirdly, Swiss universities tend to be very demanding for what comes to following the curriculum's structure, leaving very little space for changes of plan, and therefore resulting in not giving the equivalences and accreditations the student needs, causing most of the time an extension of the studies' duration . Finally, the competition that exists among students in order to obtain a place in the restricted offer of possibilities to take part in an exchange program is pretty harsh.

Therefore, the actual number of students going abroad on an academic exchange program is in fact very small.

The input of academic exchange programs

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The experience of an academic exchange program is, and I believe each and every student will answer the same, unforgivable. To begin with, the academic aspect is important; the student is immersed in a possibly different way of teaching and dealing with scientific material. This gives her/him the opportunity to understand those differences and be more flexible when it comes to treating scientific information, despite the use of a common language. It also enlarges her/his view on the subject studied, as international scientific cooperation provides people with multiple different approaches that converge to a more global understanding of a subject.

Another important aspect, plausibly the most dominant aspect, is the cultural one. Indeed, to round off the experience, cultural immersion constitutes the most impressive impact on the student. Living and being in contact with the everyday life of another culture (even if the cultures do not diverge much) is effectively a way of acquiring knowledge. In a world where international communication tends to become more and more active, the direct contact with other cultures is certainly helping the international community to co-create an ambience of mutual understanding and appreciation of each side's point of view. The academic exchange programs are at their beginnings and hopefully will ripen with the years and develop as to become an opportunity for every student from any country.

Bibliography:

1. http://www.bfs.admin.ch/bfs/portal/fr/index/themen/01/02/blank/data/01.html 2. http://www.bfs.admin.ch/bfs/portal/fr/index/themen/15/06/data.html#Etudiants

INTERNATIONAL EDUCATION IN RUSSIA: PROBLEMS AND PROSPECTS

OF EDUCATIONAL MIGRATION DEVELOPMENT

Svetlana Dementyeva

Department of Humanities, Tomsk Politecnic University, Russia, Tomsk, Lennin Av. 30 demen-svetlana@yandex.ru

Annotation: in the article, after having analyzed trends in development of study migrations in Russia, the conclusion on its potential for improvement of intellectual, economic, and demographic situation in Russia is made. The following empiric results of public opinion poll on the problem of educational migration in Tomsk? Moscow and Voronezh are presented, that is content analysis of city press, questioning of foreign students, transcription of the interviews with various analysts from governmental and educational institutions are conducted.

Key words: study migrations, content analysis, interviews, public opinion poll, adaptation, threats.

Russia diversifies education export and competes for the educational market of CIS, Baltic countries, and countries of the Pacific Rim that are still available to enter. The migration of foreigners who come to Russia to get education, however, is gradually and unsystematically developing. The absence of state policy that is stimulating and poor normative legal base make educational centers carry out the process of enrollment and teaching of foreign citizens on their own, therefore overcoming considerable redtape, financial and organizational obstacles. This leads to diverting educational migration flows to European countries, America and Canada.

The USA traditionally stimulates immigration through education, because now in the USA there are 22% of all people who are studying abroad. There are 11% in the UK and 10% in Germany, whereas in Russia there are 3% only [1.C. p.4.].

In 2004-2005 the whole amount of foreigners studying in Russia was 82 251 thousands and the amount of learners of preparatory departments is 8005 thousands [2.C.23]. The world competition for educational migrants is increasing. European countries, the USA, countries of the Pacific Rim are the leading actors on international educational market, whereas Russia doesn’t have an active position on entering the world educational market. Russian Universities are rarely advertised in the Internet, there are no Multilanguage Russian cites, the information available is not substantial. It’s of no controversy that the absence of government initiative in promoting of Russian education to the international market, support of private initiatives of Russian Universities in development of positive effects of educational migration and enhancing of tolerance level to international students actually is formal. According to most experts, government bodies of different levels don’t consider educational migration to be the source of indirect and direct benefits for scientific and educational system and economy of a definite city, to be a political source of international influence for the country in the whole, in government agencies there is no formed understanding of system and long-term benefits from educational migration.

In 2007 a pilot public opinion poll called “The role of educational migration from foreign countries in social, economic and demographic development of Russia” was conducted in three cities Tomsk, Moscow and Voronezh that are traditionally considered to be the centers of international students teach-

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ing. Within the frame work of the public opinion poll 10 questionnaires of international students that is 5 from Tomsk and 5 from Moscow were gathered and studied as well as 6 experts who are specialists in the sphere of educational migration are questioned in two cities, content-analysis of local press was carried out that allowed to make essential amendments in research methodology of problem study and get the monitoring of educational migration conditions in cities under study. This allowed to launch a straw poll that has been conducted since April 2008 where 776 students are engaged.

In 2008 -2009 a public opinion poll called «Russia universities as a mechanism of adaptation for foreign students» was conducted also in same three cities Tomsk, Moscow and Voronezh that are traditionally considered to be the centers of international students teaching with the aim to became clear the difficulties and problems with pushed off foreigner students during their study in Russia.

A public opinion poll of foreign students was conducted on a standardized questionnaire between May and October 2008, covered a total of 776 students. Within the frame work of the public opinion poll 776 respondents that is 464 from Moscow, 203 from Tomsk and 109 from Voronezh were gathered and studied.

All the research hypotheses have been confirmed during the study:

1. In fact, Russia does not conduct an encouraging migration policy for study migrants education, does not distinguish them from the total migratory flow and doesn’t promote the formation mechanism of their rapid and easy adaptation.

2. High school, are working on the international education market, needs of state support for the organizations the process of adaptation of education of migrants. This includes: to recover the system of organization teaching the Russian language, including abroad, changes in the mechanisms of interaction between government and higher education institutions, training of foreigners in the state set, simplifying the process of paperwork, addressing issues related to nostrification, organizing cultural activities and study tours for foreign students in Russia, permission for work for foreign students on a limited scale, positive presentation the image of study of migration in the mass-media and the reduction of xenophobia in Russia.

3.Of all the factors affecting the adaptation of education of migrants, The Russian language is the most important and decisive, so the adaptation of foreign students from foreign countries as a whole is more and more stretched in time.

4.From new emerging factors that hinder the adaptation of education of migrants the most important are factors related to a direct violation of human rights and a threat to personal safety. This is particularly the survey of foreign learners show.

There are many factors that are pushing Russia to rapid development and implementation of active development strategy of scale educational migration. There is a decrease in country’s population along with reduction of country’s ability to integrate immigrants [4.C.259]. It’s of no small importance that the Russian system of specialized secondary and higher education is preparing to accept large quantity of foreign youth for them to study. Regional higher educational establishments provoke a real competition for metropolitan ones due to available education fee and pay for accommodation, appropriate level of security and individual-oriented approach to each international student, that gives good resources to influence the motivation of choice of international student to study namely at the regional higher educational establishment. The simplification of red tape procedures on recognition of qualified documents of foreign applicants, the increase in quantity of government-supported students, granting educational scholarships, granting legal possibility to make money in Russia, the right to use social infrastructure, organization of the Russian language learning at preparatory courses, involving into cultural and social life of the country will allow Russia to reeducate educational migrants into full-fledged citizens of Russia with lower expenses in comparison with labour costs. Power, Mass Media and society ought to substantially and wellconsidered formulate new migration concept of Russia that will be appropriate for adequate response to internal and external challenges.

Reference list

1.Education at Glance 2006, p.4

2.Sheregin F.E, Arafiev A.L Teaching of foreign citizens at higher educational establishments of the Russian Federation: Statistics collection. Issue 3. Ministry of Education and Science of the Russian Federation. Moscow 2006. ISBN .

3.Poletaev D.V, Dementeva S.V, Lebedeva S.G. Russia universities as a mechanism of

adaptation for foreign students. (Preprint of collective monograph). http://www.demoscope.ru/weekly/2009/0375/analit05.php

4. Vishnevskiy A.G. Economic demography. Analysis of demographic processes. Selected demographic transactions. Volume. 2005. ISBN

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SUBURBANISATION AND SUSTAINABLE TRANSPORT

Jászberényi M. Phd

Corvinus University of Budapest, Hungary

This article examines the relation between the city, suburbanisation and transport. Suburbanisation is the decentralisation of urban activities and parts of the comprehensive urbanisation process. This process has been unfolding at a different pace and to a different degree on different continents and in different regions. The distance between one’s workplace and residence lengthened as a result of shorter working hours, increasing incomes and a developed infrastructure. Suburbanisation first affected areas with a good public transport network, and later suburbs expanded towards areas that are accessible only by car.

I. Suburbanisation and transport

Mobility is one of fundamental human needs, an essential component of the quality of life, which is influenced by economic, technical circumstances and cultural development. The major transportrelated challenge of our times is the gap between the need for high mobility and the possibilities to fulfil this need. Transport mobility is the need to reach a certain destination at a given point in time by some means of transport. By the beginning of the 21st century, mobility and transport have arrived at crossroads. Increasing traffic and the dominant use of cars raises serious environmental and social problems. It becomes clearer and clearer that transport is not able to solve the contradiction between increasing mobility and the resulting severe environmental burden by itself.

Transport problems around cities, more and more frequent congestions, and crowded roads are rooted in the 19th century. The technical revolution about 150-180 years ago generated an explosion in the development of urban industries and commerce. Simultaneously, in parallel to the technical revolution in agriculture, serfs who lost their lands and became unemployed flowed into cities en masse and were employed in industrial undertakings. In Europe, this process strengthened at the end of the first third of the 19th century and in Hungary after the Compromise of 1867. By the middle of the 20th century, the population of Budapest increased to two million. The tendency of inflows stopped at the beginning of the 1980s, the number of those moving out and into the city levelled out and as of the 1990s, the population of Budapest started to flow out of the city and into neighbouring settlements. By the strengthening tendencies of suburbanisation, the balance of inflow and outflow (urban migration balance) fell into the negative domain from the perspective of Budapest.

However, suburbanisation cannot be considered as a new phenomenon, it has been going on for more than one hundred years, but it started to strengthen approximately in the years after the Second World War. It came into the focus of attention because suburbanisation significantly transforms large cities and their environment, which happened to Budapest as well. From a societal point of view it has a dual impact because the relocation of economic organisations into the suburbs reduces the revenues of the given municipality, it partially reduces burdens on the environment, but simultaneously it increases the number of those commuting to the city and thereby increases air pollution, noise pollution and congestions.

In cities, the population increase, which is due to internal migration tendencies, has resulted in a substantial extension of urban areas. The consequences of the expanded settlement model are as follows:

increasing dependency on cars,

increasing energy consumption,

constant traffic jams, congestions,

increasing environmental pollution,

increasing transport costs,

Movement between cities is faster, whereas within cities it is slowing down. We witness a paradoxical situation: whereas transport between cities and continents is faster, it nearly paralyses the life in cities. Huge, constant congestions are a typical situation in cities. Relations between suburbanisation and dependence on the automobile have become measurable by now.

As a result of urban expansion, agglomerations became decentralised and multi-centred groups of cities. In these greater urban areas, the distances travelled on a daily basis increase and public transport services have to withstand competition from the passenger car, which is considered as the most important reference point.

In the Budapest agglomeration, the process was triggered by railway construction, more specifically suburbanisation was made possible by the establishment of local railways. Early processes expressly promoted the formation of compact settlements as railway stations determined the accessibility of regions.

In traditional market economies, suburbanisation takes place simultaneously with the development of transport technologies and modes, i.e. it takes a relatively long time. The slow process helped society to get used to changes gradually, and left enough time for regulators to react at least to the most burning

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problems. In this context, in Eastern Europe the introduction of the market economy and municipal governments induced rapid changes, and ongoing processes took newly established municipal governments by surprise.

For a substantial part of society, public transport represented the only form of mobility, even if it does not provide a continuous but a typically punctiform service and prevents residential and employment functions from moving far away from the inner parts of settlements where stations and bus stops are located. By individual transport becoming general, these preconditions for the spread of suburbanisation ceased to exist.

II. Transport structure of Budapest agglomeration

The population of Budapest declined by 300,000 during the 12 years between the beginning of the 1990s and the middle of the first decade in the 21st century, i.e. we cannot talk about a capital with a population of two million any longer. The shrinking population, a national phenomenon, only partly explains the decline in the number of residents; we have to take into account the high number of those moving out of the city.

However, with the exception of a few who left the capital and its neighbourhood for good, those who left have not cut all their relations with the city, they only moved out for residential purposes into other settlements in Pest county, i.e. the population in the agglomeration of Budapest substantially increased. A large majority of those living in the agglomeration commute to Budapest on a daily basis, because their workplaces, the schools of their children and administrative institutions are located in Budapest. The high degree of residential restructuring considerably modified the needs for changing places.

The infrastructure cannot cope with changes in demands and is not able to transport the increased number of passengers. The stagnation and/or the decline of the quality of public transport services are visible, capacity development requires huge investments, whereas new investment projects impose further burdens on the environment. Therefore, it is not surprising that a large number of people take to the car, considered to be the only alternative.

Social and economic transformation in the 1990s generated major changes in the conditions of urban transport. From the perspective of the dissertation these changes are as follows:

due to liberalised access to the car, its stock increased, in certain groups the use of the car was enhanced by the more intensive external relations of small enterprises, which replaced large state-owned companies that closed down. This led to a further density of road transport due to the lack of certain infrastructure;

In inner urban areas, new types of activities appeared (retail trade, catering banks, insurance companies, offices), these new functions were accompanied by an increasing demand for parking, which made the parking situation chaotic in the inner city and together with the loading and unloading processes they disturb the residential function, which promoted the outflow of people from the city;

The situation was undermined by financial difficulties. Public transport services make losses in spite of substantial price rises, rises in tariffs. The lack of funding results in a falling intensity and quality of services, which leads to further losses of passengers and contributed to the increase of individual car transport;

All these substantially contribute to the further growth in the number of accidents, air pollution, noise pollution, which considerably reduces the residential value of the inner city, its liveability and the quality of life.

The phenomena listed above – increased congestions, outdated regulations, efficiency and funding difficulties, environmental problems – pose daunting challenges for transport, management and planning.

A major challenge for cities is the increased road transport in the context of the spontaneous development of land use. Similar problem is the decline in the quality of public transport services, the decreasing number of passengers and relating problems, mostly in inner districts.

Approximately one-third of the Hungarian population (approximately 3.3 million people) live in Budapest and the agglomeration. Budapest is the most important economic, cultural, social and administrative centre. The majority of the population in the suburbs around Budapest are commuters, which imposes a serious burden on the suburban transport network.

III. Sustainable transport and mobility management

The principal objective of mobility management is to achieve a more sustainable mobility in such a way that, in the course of satisfying the transport demands, it takes environmental, economic and social expectations into account. Realizing the principles takes place through the specific objectives listed below:

Changing travel habits by encouraging the use of environmental friendly transportation methods to a larger extent;

Satisfying the emerging transportation needs by a more efficient use of the already existing infrastructure;

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Strengthening the efficiency of the entire transportation system and intermodal relationships

The basis of the measures of mobility management is information, communication and promotion; its task is to provide versatile information about mobility opportunities, counseling, changing and influencing transport habits. All these attempt to transplant a new approach in practice, which is a conscious transport approach. The development of transportation until the end of the 20th century was identical with broadening the infrastructural network, innovations of vehicle technologies, introducing new telematic systems, and the more and more frequent use of intelligent transportation systems. These are basically the “hard” measures of transport development.

Following the model of environmentally conscious behavior, we can talk about transport consciousness and the contents belonging to it. The “soft” way of transport development considers development from a radically new approach, taking the factors of environmental protection and sustainability into account to the largest extent possible. This approach of transport development does not confront the standpoint of environmental activists, but at the same time it denies that the future of transport is merely a “development” of negative direction, satisfying the needs of a decreasing (or, rather, decreased) demand. Exactly because it focuses not on the quantitative parameters of transport, but it sets the better use of the already existing facilities as an objective, it supports the sustainable feature of transport development, and it accepts only to the necessary extent the quantitative growth of the transportation infrastructure.

Conclusion

Transport policy in the near future has to solve a daunting task. Although both Hungarian and EU common transport policy identified environmentally friendly transport development as a priority, these ideas have hardly been implemented yet. Current problems can be treated only in a complex manner with the close cooperation of transport developers, those working in the area of spatial planning and environmentalists. These professions even though depending on one another, are in a constant "war" for the time being, their views diverge rather than converge.

Mobility changes on a permanent basis. According to most forecasts, individual transport shall further increase due to increased needs for mobility, the declining fuel consumption of cars, declining emissions, the development of intelligent, smart transport system and the novel planning of transport establishments. However, needs for mobility could be reduced partly by mobility management, partly by increasing environmental awareness, and the introduction of regulatory methods which will result in car use of a lower volume.

Bibliography

1.CST (Center for Sustainable Transportation) (2005): Sustainable Transport Monitor 2004.

2.Modrige, M. J. H. (2000): Urban Transport. In.: Analytical Transport Economics, Edited by Polack, J. B.; Heertje, A.; Cheltenham, E. E. UK

3.Jászberényi, M (2008).: Mobility management serving the purpose of sustainable mobility Vezetéstudomány

4.Jászberényi, M (2008).: Mobility in the Budapest agglomeration. Findings of an empirical research Statisztikai Szemle

5.Vlek, C.; Michon, J.(1992): Why we should and how we could decrease the use of motor vehicles in the future. IATSS Research 15.

ECOTOURISM A FRAGILE TOURISTIC PRODUCT – HOW TO DEVELOP

AN ECOTOURISTIC DESTINATION?

SZIVA I., PHD

Corvinus University Budapest, Hungary

Abstract

The question of sustainability easily reaches the destinations in the growing term of their lifecycle, and the mismanagement of the negative impacts can firstly ruin the touristic experiences, and can cause irreversible changes, damages in the biodiversity as well as the values of the community. Though all touristic form should be sustainable, ecotourism is one that niche-products, which is usually seen as a

“panacea” (wonder medicine) for handling of the negative impacts of tourism. That is why we can realize more and more “green”, “eco”, “fair” issues in tourism, however the rest of them is a part of a ‘greenwashing’ activity. The objective of this paper is to find the strict definition of ecotourism, and introduce the sustainable planning and management issues of an ecotouristic destination. Further on to answer the question “How to develop and maintain an ecotouristic destination?” by introducing the Hungarian ecotouristic resources, and a case study based on qualitative interviews about one of the most popular ecotouristic destinations in Hungary, about Lake Tisza, with highlighting the success and the failure factors.

Introduction

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A destination can be defined as an area offering touristic services and activities, and which has special attractions, which a tourist can choose for a trip. From a geographic point of view the destination could be a continent, a country, a region or any kind of a place, and its border is determined by the distance of the home country of the tourists. . It is important to highlight that in an optimal case, the borders of the destination should be defined by natural borders (e.g. Alps, or Lake Balaton), instead of political borders, or the frequently changing borders of economic development [Bieger, T, 2006]. The definition of Flagestad [2002, p. 4.] is the closest to my interpretation, as he handles destinations as an entire entity of area : “A geographical, economic and social unit consisting of all those firms, organizations, areas and installations which are intended to serve the specific needs of the visitors.” The main question is how to develop, market and maintain a destination to offer experience but steward its resources. Ecotourism and the so called sustainable destination management can give an answer to this visibly contradictory question.

Definition of ecotourism

The issues of sustainable tourism came to the limelight of the academic literature of tourism with the question of sustainable development and got the same focuses: “Forms of tourism which meet the needs of tourists, the tourism industry, and host communities today without compromising the ability of future generations to meet their own needs” [Swarbrooke, 1999]. Sustainable tourism can be defined as a concept, a holistic view, not a product, as according to UNEP [2005] all tourism form should be sustainable. „ Ecotourism does indeed embrace the principles of sustainability, but it refers explicitly to a product niche:

-It is about tourism in natural areas, normally involving some form of interpretative experience of natural and cultural heritage, positively supporting conservation and indigenous communities, and usually organized for small groups.

-The development of ecotourism can provide a useful tool within wider strategies towards more sustainable tourism.” (UNEP-WTO, 2002)

The definition of ecotourism has got a real wide scope in the last decades, with debates about the question “How strictly should we meet the requirements of sustainability?”. Even in the literature we can read about “exhausting ecotourism” [Orams, 2001], however there is a deep contradiction among the words, and the meanings. In my point of view, ecotourism should contain the most strictly meaning of sustainability, as it can be seen in the definition of UNWTO [2002]: “Ecotourism is a form of tourism with the following characteristics: All nature-based forms of tourism in which the main motivation of the tourists is the observation and appreciation of nature as well as the traditional cultures prevailing in natural areas. It contains educational and interpretation features. It is generally, but not exclusively, organised for small groups by specialised and small locally-owned businesses. Foreign operators of varying sizes also organise, operate and/or market ecotourism tours, generally for small groups. It minimises negative impacts on the natural and socio-cultural environment. It supports the protection of natural areas by: generating economic benefits for host communities, organizations and authorities that are responsible for conserving natural areas; creating jobs and income opportunities for local communities; and; increasing awareness both among locals and tourists of the need to conserve naturaland cultural assets.”

Sustainable destination management

To develop and maintain such a strictly meant ecotourism cautious destination planning and development measures are needed. According to the international best practices the following areas should be highlighted [Mintel, 2004; WCPA, 2002].

-Planning: The basic point of the development is the cautious planning based on impact analysis and zoning of the area, which involves a range of zones of area with different levels of intensity of human activity (and therefore development), in what the involvement of locals is a critical point.

-Product development: Ecotourism contains a wide-range of activities (eg. adventure, nature, sport, wildlife), among what only those can be viewed ecotourism, which meet the above mentioned definition. (Eg. in adventure tourism trekking , caving , (sea-)kayaking , wilderness hiking , climbing, diving, sailing can be named as ecotourism in that case if the tourists pay special attention to their impacts). The so called environmental education (EE) play a key role as well, under what the following can be understood: “"... to develop skills and attitudes necessary to understand and appreciate the interrelatedness among men, his culture and his biophysical surroundings. EE also entails practice in decision-making and self-formulation of a code of behavior about issues concerning environmental quality.” [IUCN; 1996].

-Visitor management: One of the most important measures are those tactics, which manage the problems of large numbers of visitors in some protected areas, or attract them to other areas. Among these we can find: code of behavior and ranger service; seasonal or temporal limit on use level (size of camping site, parking sites); public transport (directing & controlling tourists); pre-assignment (pre-booking – web!) trip scheduling, site hardening (hard surfacing trails), barriers (fences to keep out); information & education (codes of park use, What to do, Why?) ; de-marketing (high prices, offering other parks & activities in the area – co-operation).

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-Monitoring: The social and environmental footprints of the visitors should be continuously monitored, based on an appropriate planning process with identifying indicators. The following impacts should be focused on with the possible methods: environmental impacts (tourists and infrastructure) on the protected areas and surrounding lands, both physical and biological (usually measured through quantitative methods); experiential or psychological impacts – on visitors (usually qualitative methods); economic impacts – on communities and protected areas (usually quantitative methods); socio-cultural impacts – on communities (usually qualitative methods).

Case of Hungary and the questions of ecotouristic development at Lake Tisza

Hungary has great endowed resources (natural as well as unique cultural, connected to nature) to improve ecotourism, which was started by developing National Parks. The intact nature, the marvelous rural landscapes, as well as the authentic folk culture get to the lime light of that image, what the international tourists have about Hungary. Among the ecotouristic resources the following should be highlighted:

-Protected areas gives the 21% of the country

-10 National Parks

-More than 2860 protected species (ca. 1200 plants, ca. 1600 animals)

-Most protected, and valuables species are among birds (over 1 million Fts) – bird-watching is a key product

-Rich built heritage (historic towns, 3500 castles /countryside)

-Gastronomy (Hungarian kitchen, 22 vine regions)

-Colorful living heritage (Folk-art, -music, -dance)

-Eight listed World Heritage sites

-300 nature trails

-30 visitor-centers

-1.500 km biking path

-13.000 km hiking path

-138 open-air school

-75 „eco-hotel”. [Sziva, I. 2009]

National Parks give the core element of the Hungarian ecotouristic supply, where the Nr of visitors reaches 2 million yearly. Though there was several development regarding the ecotouristic infrastructure, further improvement needed mainly in the following areas: visitor-centered view; visitor-management; experience-based services; trails-system (inc. touristic infrastructure) and better communication and cautious planning.

Among the National Parks, the Hortobagy National Park (Great Plain) can be highlighted, mainly because of its horsing culture and rich bird population. Lake Tisza is an artificial lake established in the National Park more than 30 years ago, and gives a very rich living place for more than 200 highly protected bird species, and a protected Bird Nature Reserve. Lake Tisza is positioned as the “ecotouristic island” of Hungary, and based on the mentioned resources, it can be accepted that the area have great endowed resources for ecotourism, with a quite developed ecotouristic infrastructure, network of ecotouristic guides, and a huge ecotouristic visitor centre opened in the near past. Lake Tisza is divided into 3 zones:

- Prohibited area: human activity mainly forbidden, entering with special permit for research is al-

lowed.

-Restricted area (february-june): can be visited only with guides of NP out of the special period in small groups, and the nesting area should not be approach in 200 meters, while the use of motorized vehicle are not allowed.

-Visitable area: visiting is allowed, but the bird colonies should not be entered.

It seems that Lake Tisza is a special place improved for ecotourism, but according to the experts’ interviews made with the experts of nature protection, the following weakness should be highlighted. The zoning of the lake is not sufficient as the prohibited area is too small, and the impact of motorized boats reach the fragile area very quickly, while there is no control of motor boats, and fishing so the visitors can easily reach the prohibited areas, and banned fishing in great volume cause huge damages in the fish population. Further problem is that in the visitable areas party zones, and beaches can be found, which cause damages in the regard of water spoiling, littering and noise, and ruins the ecotouristic market position of the total lake. That is why urgent steps are needed regarding resource stewardship of the lake, with strict monitoring, controlling by rangers, and restricting the operation of party zones, banning the usage of motorized boats. However Lake Tisza was a special place for low impact nature tourism, and with the realization of environmental education, it has become an ecotouristic site with a growing popularity. But with the lack of control, monitoring and strict measures against becoming mass touristic site, the natural resources of the area is in danger now, interpreting how fragile is an ecotouristic site without strict management measures.

Conclusion

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Sustainable tourism is an important concept of assuring long-term viability in a destination. Destinations with fragile natural and cultural resources can have great endowed resources for developing ecotourism. Ecotourism is among one of the newest trends of tourism, facing growing popularity, though the unethical behavior of service suppliers putting “eco” labels to non-eco products causes huge damages in the image of ecotourism. That is why strict measures are needed, regarding keeping the meaning and the realization of ecotourism in a really sustainable framework. It can be seen, that even without greenwashing, destinations with rare natural values can easily become very popular and reach the point of mass tourism, as we could see in the case of Lake Tisza, where strict measures are needed to maintain the resources of the area, and to take it back to its starting position, “the ecotouristic island” of Hungary.

Bibliography

1.Bieger, T. (2006) Tourismuslehre – Ein Grundriss, 2. überarbeitete Auflage, Haupt Verlag, Bern

2.Flagestad, A. (2002) Strategic Sources and Organisational Structure in Winter Sport Destinations. (PhD Dissertation) University of Bradford, UK (2002) In: Flagested et al. (2009)

3.IUCN (1996) Tourism, ecotourism, and protected areas, IUCN Protected Areas Programme. In: Mintel (2004)

4.Mintel (2004) Redifing Ecotourism, Travel & Tourism Analyst No 5, April 2004.

5.Swarbrook, J. (1999) Sustainable Tourism Management, CABI Publishing. ISBN 9780851993140

6.Orams, M.B. (2001): Types of Ecotourism in Weaver, David B.(2001): The Encyclopedia of Ecotourism, CABI Publishing, Oxon, UK

7.Sziva, I [2009] Piaci háttértanulmányok, Az ökoturizmus piaca, Magyar Turizmus Zrt, Budapest.

8.UNEP-WTO (2002) Quebec Declaration on Ecotourism, Summary on World Summit on Sustainable Development (WSSD), Quebec, Canada

9.UNWTO (2002) The German Ecotourism Market, Special Report, UNWTO, Madrid.

10.World Commission on Protected Areas (WCPA) (2002) Sustainable Tourism in Protected Areas Guidelines for Planning and Management, IUCN.

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СЕКЦИЯ

НАНОМАТЕРИАЛЫ И НЕОРГАНИЧЕСКИЕ ВЕЩЕСТВА: СОВРЕМЕННЫЕ ТЕХНОЛОГИИ, ТРАНСФОРМАЦИИ,ИННОВАЦИИ

ВЛИЯНИЕ ДИСПЕРСНОСТИ КОМПОНЕНТОВ НА ПОЛУЧЕНИЕ ПЕНОСТЕКЛОКРИСТАЛЛИЧЕСКОГО МАТЕРИАЛА НА ОСНОВЕ МИКРОКРЕМНЕЗЕМА

Азаренко У.В.

Вопросы переработки и утилизации техногенных отходов являются актуальными не только с точки зрения опасного загрязнения окружающей среды, но и рационального использования их как альтернативного источника сырья. Одним из таких отходов является микрокремнезем, который является побочным продуктом при изготовлении ферросплавов [1]. Микрокремнезем можно использоваться как исходное сырье для получения пенокристаллического (ПСКМ) материала. В основе пенокристаллического материала лежит стеклокристаллический продукт, или стеклогранулят, низкотемпературного синтеза (при температурах не более 900 °С). Одним из условий получения стеклогранулята на основе микрокремнезема является его дисперсность. Размер фракции не должен превышать 100 мкм.

Цель работы – оценить влияние дисперсности шихты, в частности ее основного компонента микрокремнезема, на получение качественного ПСКМ. Наиболее важной стадией изготовления пенокристаллического материала является приготовление однородной шихты, представляющую собой тщательно перемешанную смесь дозированных материалов. Однородность шихты имеет важное значение при стекловарении. При нарушении ее затормаживается не только процесс гомогенизации, но и силикато- и стеклообразование.

Впроведенных исследованиях в качестве компонентов шихты выступали доломит – ГОСТ 23672-79, микрокремнезем – отходы ОАО «Новокузнецкие ферросплавы» и кальцинированная сода. Микрокремнезем и сода – тонкодисперсные материалы, и, в отличие от доломита, не нуждаются в измельчении для получения однородной шихты. Измельчение доломита проводилось в одном случае в шаровой мельнице с металлическими шарами, в другом – в вибромельнице. После измельчения образцы измельченного доломита и микрокремнезема анализировались на лазерном анализаторе размера частиц ANALYSETTE-22 NANOTEC. В результате было выявлено, что все образцы содержат большое количество частиц с размерами менее 100 мкм, а способ измельчения не сильно влияет на дисперсность материала.

Входе экспериментов были изготовлены ряд образцов ПСКМ по одно- и двухстадийной технологиям [1]. Первые два состава ПСКМ были изготовлены из неизмельченного доломита, микрокремнезема и соды. В ходе визуального осмотра полученных образцов выявлено, что в образце, изготовленном по одностадийной технологии, присутствуют белые вкрапления доломита и материал не вспенивается. Материал, полученный по двух стадийной технологии, визуально не

содержит в себе белых вкраплений доломита, и достаточно хорошо вспенивается до истинной плотности 0,590 г/см3. Вторая серия экспериментов была проведена с использованием измельченного доломита. Также для увеличения дисперсности материалов измельченный доломит и микрокремнезем подверглись седиментационному анализу [2], суть которого заключалась в отделении от навески материала фракции с размером частиц до 63 мкм с помощью сита с соответствующим размером ячейки. После изготовления образцов ПСКМ визуальный осмотр выявил структуру, подобную первой серии изготовленных образцов ПСКМ – при одностадийной технологии присутствуют включения доломита, однако их на порядок меньше, чем при использовании неизмельченного доломита, и материал не вспенивается, при двухстадийной технологии – материал хорошо вспенивается и нет включений доломита.

Врезультате проведенной серии экспериментов выявлено, что при использовании одностадийной технологии получения ПСКМ дисперсность компонентов шихты существенно влияет на качество материала – при использовании измельченного и тонкодисперсного сырья материал получался достаточно однородным. Однако не происходило вспенивание материала, так как не успевали произойти все процессы силикато- и стеклообразования. При использовании двухстадийной технологии дисперсность компонентов шихты не играет особой роли – в обоих случаях материал получался однородным и хорошо вспенивался, но данный метод весьма затратен и по времени и по энергии.

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