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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.

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.

Marine spatial planning (MSP) in Europe is in a paradigm shift as all (coastal) European countries now have established practices for the production of marine spatial plans. Though international guidelines and an EU directive for MSP provides policy frameworks, the formulation of national policy designs for MSP remains a national responsibility resulting in vastly different practices. Focusing on three Northern European countries; Denmark, Germany and Norway, this paper presents examples of how national policy designs for marine spatial planning are structured, and how the current practice in each country is influenced by local planning cultures. This mapping gives insights to a number of challenges facing planning authorities when planning for sustainable development. Ambiguity dominates the framework of marine spatial planning and the central sustainability concepts it contains. This paper gives voice to the planning teams, as they are key-players in generating meaning in this ocean of ambiguity, giving insights to their understanding of sustainability in the planning of futures for sustainable seas.

Marine spatial planning (MSP) in Europe is in a paradigm shift as all (coastal) European countries now have established practices for the production of marine spatial plans. Though international guidelines and an EU directive for MSP provides policy frameworks, the formulation of national policy designs for MSP remains a national responsibility resulting in vastly different practices. Focusing on three Northern European countries; Denmark, Germany and Norway, this paper presents examples of how national policy designs for marine spatial planning are structured, and how the current practice in each country is influenced by local planning cultures. This mapping gives insights to a number of challenges facing planning authorities when planning for sustainable development. Ambiguity dominates the framework of marine spatial planning and the central sustainability concepts it contains. This paper gives voice to the planning teams, as they are key-players in generating meaning in this ocean of ambiguity, giving insights to their understanding of sustainability in the planning of futures for sustainable seas.

Many cities in the United States are facing challenges associated with antiquated urban arterials, whose purpose has changed greatly since their development. Once considered the main streets of the city, with thriving businesses and attractive residential development, many have deteriorated over the decades for a number of reasons, including shifting demand for housing and retail development and the construction of parallel high-speed urban expressways. Because of the complexity of the problems associated with these arterials, a great challenge of transportation and land use planners is to develop a systems-level approach to revitalize and reinvent these arterials in a manner that encourages environmental, economic, and social sustainability. Presented is a methodology to revitalize multimodal urban arterials that includes land use planning, traffic and transit operations management, street redesign, and community participation to improve the conditions of such arterials. Analysis is carried out by using these principles on San Pablo Avenue, a major arterial in the San Francisco Bay Area in California. By using these analysis techniques, land use and transportation recommendations are made that will facilitate sustainable development along this corridor.

Many cities in the United States are facing challenges associated with antiquated urban arterials, whose purpose has changed greatly since their development. Once considered the main streets of the city, with thriving businesses and attractive residential development, many have deteriorated over the decades for a number of reasons, including shifting demand for housing and retail development and the construction of parallel high-speed urban expressways. Because of the complexity of the problems associated with these arterials, a great challenge of transportation and land use planners is to develop a systems-level approach to revitalize and reinvent these arterials in a manner that encourages environmental, economic, and social sustainability. Presented is a methodology to revitalize multimodal urban arterials that includes land use planning, traffic and transit operations management, street redesign, and community participation to improve the conditions of such arterials. Analysis is carried out by using these principles on San Pablo Avenue, a major arterial in the San Francisco Bay Area in California. By using these analysis techniques, land use and transportation recommendations are made that will facilitate sustainable development along this corridor.

Lower Manhattan (LM) is America's fourth-largest central business district and one of the oldest and densest areas in New York City. It is also New York City's fastest-growing residential neighborhood and contains some of the highest levels of pedestrian, transit, and vehicular activity in America. Since September 11, 2001, redevelopment has dramatically transformed the area into a vibrant 24/7 live–work–visit community. The changes present an unprecedented opportunity to create a more livable and environmentally sustainable neighborhood by reducing traffic and managing parking while giving residents and employees better, greener mobility options. Consequently, the city is focused on finding new ways to manage competing demands for different uses of limited street space. Improving street management is paramount to improving the quality of public space and speeding LM's revitalization. In 2004, the Lower Manhattan Development Corporation funded the New York City Economic Development Corporation and the New York City Department of Transportation to contract Arup to undertake a multi-year comprehensive planning study to consider ways to reduce traffic congestion, manage placard parking, and create complete streets and engaging public spaces in LM. This paper discusses the necessity for and development of a proposed street management framework to help guide the city in meeting the transportation and public realm needs of LM's residents, employees, tourists, and businesses. As of October 2008, the project is ongoing; the proposed framework is still conceptual and has not yet been implemented.

Lower Manhattan (LM) is America's fourth-largest central business district and one of the oldest and densest areas in New York City. It is also New York City's fastest-growing residential neighborhood and contains some of the highest levels of pedestrian, transit, and vehicular activity in America. Since September 11, 2001, redevelopment has dramatically transformed the area into a vibrant 24/7 live–work–visit community. The changes present an unprecedented opportunity to create a more livable and environmentally sustainable neighborhood by reducing traffic and managing parking while giving residents and employees better, greener mobility options. Consequently, the city is focused on finding new ways to manage competing demands for different uses of limited street space. Improving street management is paramount to improving the quality of public space and speeding LM's revitalization. In 2004, the Lower Manhattan Development Corporation funded the New York City Economic Development Corporation and the New York City Department of Transportation to contract Arup to undertake a multi-year comprehensive planning study to consider ways to reduce traffic congestion, manage placard parking, and create complete streets and engaging public spaces in LM. This paper discusses the necessity for and development of a proposed street management framework to help guide the city in meeting the transportation and public realm needs of LM's residents, employees, tourists, and businesses. As of October 2008, the project is ongoing; the proposed framework is still conceptual and has not yet been implemented.

Electric vehicles are considered as one of the most effective technologies for reducing current greenhouse gas emissions from the transport sector. Although in many countries, local and national governments have introduced incentives and subsidies to facilitate the electric vehicle market penetration, in Sweden, such benefits have been limited. Results from a survey carried out among private owners of electric vehicles are presented in this paper, including the analysis of the respondents socio-demographic characteristics, reasons for choosing an electric vehicle, charging locations and driving preferences, among others. The main results characterize current electric vehicle drivers as male, well-educated, with medium-high income; electric vehicles are used mainly for private purposes and charged at home during night time. Furthermore, the paper presents an analysis of the impact of large-scale penetration of electric vehicles on existing power distribution systems. The findings presented in this paper provide important insights for assuring a sustainable large-scale penetration of electric vehicles by learning from the experiences of early adopters of the technology and by analyzing the impact of different EV penetration scenarios on the power distribution grid.