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Indicators of sustainability and environmental performance can be useful for comparing modes, discerning trends, and formulating appropriate policies. This paper considers the performance of U.S. transportation service sectors through use of 1992 and 1997 benchmark input–output models. Use of these models permits assessment of not only the direct performance of the sectors but also the supply chain impacts required for operation of the transportation sectors. Consideration of indirect impacts is critical for assessment of the overall costs and impacts of particular products or services. Six transportation service sectors (air, rail, water, truck, transit, and pipeline) are examined. Economic impact, energy, greenhouse gas emissions, and toxic emissions are examined. The transportation sectors use large amounts of energy, both in total and per dollar of output and on a per service basis. Pipeline and water transportation have particularly large energy requirements per dollar of output, likely reflecting higher energy intensity and lower labor intensity in these modes. Truck transportation is the most energy intensive of the freight transportation modes per ton-mile of service, but it has a trend toward greater energy efficiency. For greenhouse gas emissions, truck, water, and air transportation have the highest emissions per dollar of output. Water transportation freight rates are sufficiently low that emissions on a per ton-mile basis would be correspondingly low. Finally, the supply chain (indirect) toxic emissions per dollar of output are highest for rail and pipeline transportation. There is considerable work to be done to improve the overall sustainability of the different transportation modes.

Traffic congestion is a perpetual problem for the sustainability of transportation development. Traffic congestion causes delays, inconvenience, and economic losses to drivers, as well as air pollution. Identification and quantification of traffic congestion are crucial for decision-makers to initiate mitigation strategies to improve the overall transportation system’s sustainability. In this paper, the currently available measures are detailed and compared by implementing them on a daily and weekly traffic historical dataset. The results showed each measure showed significant variations in congestion states while indicating a similar congestion trend. The advantages and disadvantages of each measure are identified from the data analysis. This study summarizes the current road traffic congestion measures and provides a constructive insight into the development of a sustainable and resilient traffic management system.

The World Bank Group (WBG) has focused on reducing the environmental impacts of its internal operations and improving corporate environmental practices since 2002, when the WBG President announced WBG's commitment to Corporate Social Responsibility (CSR). The objective of this document is to summarize the actions WBG has taken thus far to reduce environmental impacts from internal operations and present an action plan to further integrate sustainability into WBG's internal operations. Although this work focuses on the environmental impact associated with WBG daily operations, the links between WBG policies and actions related to environmental management and the financial/social considerations are significant. The International Finance Corporation (IFC) footprint and World Bank corporate responsibility teams facilitate the sustainability commitment of the WBG and monitor and track its progress. These teams provide technical information and research support to a dedicated group of champions throughout the WBG who implement emission reduction activities. Budget for these activities flows primarily through the environment department, the general services department, and IFC facilities management and administration. The environment department and IFC facilities management each resource one staff member to provide back-up research support and to monitor and report on environmental metrics, with building engineers and managers and project officers from across the WBG contributing.

In its latest assessment report the IPCC stresses the need for carbon dioxide removal (CDR) to counterbalance residual emissions to achieve net zero carbon dioxide or greenhouse gas emissions. There are currently a wide variety of CDR measures available. Their potential and feasibility, however, depends on context specific conditions, as among others biophysical site characteristics, or availability of infrastructure and resources. In our study, we selected 13 CDR concepts which we present in the form of exemplary CDR units described in dedicated fact sheets. They cover technical CO2 removal (two concepts of direct air carbon capture), hybrid solutions (six bioenergy with carbon capture technologies) and five options for natural sink enhancement. Our estimates for their CO2 removal potentials in 2050 range from 0.06 to 30 million tons of CO2, depending on the option. Ten of the 13 CDR concepts provide technical removal potentials higher than 1 million tons of CO2 per year. To better understand the potential contribution of analyzed CDR options to reaching net-zero CO2 emissions, we compare our results with the current CO2 emissions and potential residual CO2 emissions in 2050 in Germany. To complement the necessary information on technology-based and hybrid options, we also provide an overview on possible solutions for CO2 storage for Germany. Taking biophysical conditions and infrastructure into account, northern Germany seems a preferable area for deployment of many concepts. However, for their successful implementation further socio-economic analysis, clear regulations, and policy incentives are necessary.

Former gasoline stations that are now classified as brownfields can be good sites to sell alternative fuels because they are in locations that are convenient to vehicles and they may be seeking a new source of income. However, their success as alternative fueling stations is highly dependent on location-specific criteria. First, this report outlines what these criteria are, how to prioritize them, and then applies that assessment framework to five of the most popular alternative fuels--electricity, natural gas, hydrogen, ethanol, and biodiesel. The second part of this report delves into the criteria and tools used to assess an alternative fuel retail site at the local level. It does this through two case studies of converting former gasoline stations in the Seattle-Eugene area into electric charge stations. The third part of this report addresses steps to be taken after the specific site has been selected. This includes choosing and installing the recharging equipment, which includes steps to take in the permitting process and key players to include.

This article examines the role of architecture and urban planning in shaping connections between European land-based mobility, cities and landscapes. It investigates the development of spaces aiming to link automobility to the everyday experience of European citizens. The planning and funding of the E-road network is related to the promotion of trans-European mobility for commodities and individuals. This attempt to link the different European nations and to overcome their separate plans has reshaped the urban landscape and the territory. The article aims to show how urban planning and architecture play a key role in implementing new types of mobilities promoting environmental sustainability. Taking into account that the EU aims to overcome regimes of petroleumbased mobility and associated architectures, it intends to demonstrate how the land-based transportation of both individuals and commodities in the E-Road network functions as an actor of planetary urbanization. It investigates three kinds of nodes within the E-Road network – the nodes encountered on the E-Roads, those to be found at the gates to cities and the new structures aiming to imitate the urban dimension but proposing a novel articulation of pedestrian and automobile circulation – and relates them to overarching approaches in the design of mobility. --> This article examines the role of architecture and urban planning in shaping connections between European land-based mobility, cities and landscapes. It investigates the development of spaces aiming to link automobility to the everyday experience of European citizens. The planning and funding of the E-road network is related to the promotion of trans-European mobility for commodities and individuals. This attempt to link the different European nations and to overcome their separate plans has reshaped the urban landscape and the territory. The article aims to show how urban planning and architecture play a key role in implementing new types of mobilities promoting environmental sustainability. Taking into account that the EU aims to overcome regimes of petroleumbased mobility and associated architectures, it intends to demonstrate how the land-based transportation of both individuals and commodities in the E-Road network functions as an actor of planetary urbanization. It investigates three kinds of nodes within the E-Road network – the nodes encountered on the E-Roads, those to be found at the gates to cities and the new structures aiming to imitate the urban dimension but proposing a novel articulation of pedestrian and automobile circulation – and relates them to overarching approaches in the design of mobility.individuals. This attempt to link the different European nations and to overcome their separate plans has reshaped the urban landscape and the territory. The article aims to show how urban planning and architecture play a key role in implementing new types of mobilities promoting environmental sustainability. Taking into account that the EU aims to overcome regimes of petroleumbased mobility and associated architectures, it intends to demonstrate how the land-based transportation of both individuals and commodities in the E-Road network functions as an actor of planetary urbanization. It investigates three kinds of nodes within the E-Road network – the nodes encountered on the E-Roads, those to be found at the gates to cities and the new structures aiming to imitate the urban dimension but proposing a novel articulation of pedestrian and automobile circulation – and relates them to overarching approaches in the design of mobility. Urban, Planning and Transport Research, 9 (1) ISSN:2165-0020