scholarly journals Congestion and scarcity in scheduled transport modes

2015 ◽  
pp. 134-153 ◽  
Author(s):  
Jan-Eric Nilsson
Keyword(s):  
Transport Modes

Characteristics of terrigenous components of Amerasian Arctic Ocean surface sediments: Implications for reconstructing provenance and transport modes

2021 ◽  
Vol 437 ◽  
pp. 106497
Author(s):  
Taoliang Zhang ◽  
Rujian Wang ◽  
Wenshen Xiao ◽  
Leonid Polyak ◽  
Anatolii Astakhov ◽  
...  
Keyword(s):  
Arctic Ocean ◽  
Surface Sediments ◽  
Ocean Surface ◽  
Transport Modes

scholarly journals There is a silver lining: carbon footprint reduction by holding Preventive Cardiology conference 2020 virtually

2021 ◽  
Vol 28 (Supplement_1) ◽  
Author(s):  
T Batool ◽  
A Neven ◽  
Y Vanrompay ◽  
M Adnan ◽  
P Dendale
Keyword(s):  
Climate Change ◽  
Co2 Emissions ◽  
Carbon Footprint ◽  
Carbon Emission ◽  
Ghg Emissions ◽  
Air Travel ◽  
Co2 Production ◽  
Scientific Conference ◽  
Preventive Cardiology ◽  
Transport Modes

Abstract Funding Acknowledgements Type of funding sources: Other. Main funding source(s): Special Research Fund (BOF), Hasselt University Introduction The transportation sector is one of the major sectors influencing climate change, contributing around 16% of total Greenhouse gases (GHG) emissions. Aviation contributes to 12% of the transport related emissions. Among other climate change impacts, elevated heat exposure is associated with increased cardiac events and exposure to air pollution caused by GHG emissions has also well-known association with increased cardiovascular related morbidity and mortality. The global temperature rise should be restricted to less than 2 °C which requires keeping carbon emission (CO2) less than 2900 billion tonnes by the end of the 21st century. Assuming air travel a major contributing source to GHG, this study aims to raise the awareness about potential carbon emissions reduction due to air travel of international events like a scientific conference. Purpose Due to the global pandemic of COVID-19, the Preventive cardiology conference 2020 which was planned to be held at Malaga Spain, instead was held in virtual online way. This study aims to calculate the contribution of reduced CO2  emissions in tons due to ESC preventive cardiology conference 2020, which was then held online and air travel of the registered participants was avoided. Methods Anonymized participant registration information was used to determine the country and city of the 949 registered participants of the Preventive Cardiology conference 2020. It is assumed that participants would have travelled from the closest airports from their reported city locations to Malaga airport, Spain. At first, the closest city airports were determined using Google maps and flights information, then the flight emissions (direct and indirect CO2-equivalent emissions) per passenger for the given flight distances were calculated. The CO2 emissions (tons) were calculated for round trips in economy class from the participants of 68 nationalities (excluding 60 participants from Spain as they are assumed to take other modes of transport than airplane). Results In total, 1156.51 tons of CO2  emissions were saved by turning the physical conference into a virtual event. This emission amount is equivalent to the annual CO2 production of 108 people living in high-income countries. Conclusion The pandemic situation has forced us to rethink the necessity of trips by air and has shown us the feasibility of digitally organized events. The information from this study can add to the awareness about reduced amount of carbon emission due to air travel by organizing events in a virtual way when possible. Apart from only digitally organized events there are others options to reduce the carbon footprint of conferences such as limiting the number of physical attendees, encouraging the use of relatively sustainable transport modes for participants from nearby countries (e.g. international trains and use of active transport modes at conference venue etc.) and including CO2 emission offsetting costs.

“La Belle Liégeoise”, the new footbridge in Liège

2021 ◽  
Author(s):  
Frédéric Gens ◽  
Ludivine Comeliau
Keyword(s):  
Railway Station ◽  
Supporting Structure ◽  
Landscape Architect ◽  
Total Length ◽  
Whole Process ◽  
Transport Modes

<p>The newest footbridge in Liège, known as "La Belle Liégeoise", was opened on 2nd May 2016. Located upstream of the landscape window created by Guillemins esplanade, this bridge provides a connection for soft transport modes from the railway station across the Meuse to La Boverie park, maintaining clearance for navigation.</p><p>The main span over the Meuse is 163 metres for a total length of 294 metres. The 5.5 metre wide decking is positioned laterally to the supporting structure.</p><p>Bureau Greisch, in association with the landscape architect Corajoud, was responsible for the complete design mission for the bridge.</p><p>The aim of this article is to detail the whole process of the conception of the bridge, from first sketches to erection control.</p>

The nature and pollutant role of solids at the water-sediment interface in combined sewer networks

2003 ◽  
Vol 47 (4) ◽  
pp. 1-10 ◽  
Author(s):  
G. Chebbo ◽  
R. Ashley ◽  
M.-C. Gromaire
Keyword(s):  
Current Knowledge ◽  
Pollution Potential ◽  
Combined Sewer ◽  
New Ideas ◽  
Transport Modes ◽  
Sediment Interface ◽  
Sewer Networks

Solids at the water-sediment interface in combined sewers are known to be important for pollution potential during storm washout via CSOs. They have been investigated in several studies, but nonetheless, little is known about the origins, build-up, transport and nature of these solids. From a review of current knowledge, it is apparent that whilst there is general agreement that these solids are largely organic and have high polluting potential, their modes of transport and definition are not generally agreed upon. It is possible that there may be several “types” of these solids, defined as either: “near bed solids” or “fluid sediments/dense undercurrents”, possibly representing transport modes in flows with different ranges of ambient (dry weather) velocities and with differing sewerage layouts. Current knowledge is presented and new ideas for resolving the uncertainties regarding the nature, movement and effects of this material are outlined.

scholarly journals Achieving ‘Active’ 30 Minute Cities: How Feasible Is It to Reach Work within 30 Minutes Using Active Transport Modes?

2022 ◽  
Vol 11 (1) ◽  
pp. 58
Author(s):  
Alan Both ◽  
Lucy Gunn ◽  
Carl Higgs ◽  
Melanie Davern ◽  
Afshin Jafari ◽  
...  
Keyword(s):  
Climate Change ◽  
Population Growth ◽  
Active Transport ◽  
Public Transport ◽  
Traffic Congestion ◽  
Motor Vehicle ◽  
Spatial Relationship ◽  
Rapid Urbanization ◽  
Transport Mode ◽  
Transport Modes

Confronted with rapid urbanization, population growth, traffic congestion, and climate change, there is growing interest in creating cities that support active transport modes including walking, cycling, or public transport. The ‘30 minute city’, where employment is accessible within 30 min by active transport, is being pursued in some cities to reduce congestion and foster local living. This paper examines the spatial relationship between employment, the skills of residents, and transport opportunities, to answer three questions about Australia’s 21 largest cities: (1) What percentage of workers currently commute to their workplace within 30 min? (2) If workers were to shift to an active transport mode, what percent could reach their current workplace within 30 min? and (3) If it were possible to relocate workers closer to their employment or relocate employment closer to their home, what percentage could reach work within 30 min by each mode? Active transport usage in Australia is low, with public transport, walking, and cycling making up 16.8%, 2.8%, and 1.1% respectively of workers’ commutes. Cycling was found to have the most potential for achieving the 30 min city, with an estimated 29.5% of workers able to reach their current workplace were they to shift to cycling. This increased to 69.1% if workers were also willing and able to find a similar job closer to home, potentially reducing commuting by private motor vehicle from 79.3% to 30.9%.

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