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Offshore structures exist in a variety of forms, and they are used for a variety of functions in varied sea depths. These structures are tailored for certain environments and sea depths. Different actions for suitable equipment selection, platform type design, and drilling/production processes are required for the applications of these offshore structures, as given in Part I. This paper is the second part, which outlines various processes, loads, design approaches and project management of offshore platforms. To achieve these, proper planning must be conducted for lifting, transportation, installation, design, fabrication, and commissioning of these offshore platforms. Some historical developments of some offshore structures are presented, and some project planning routines are undertaken in this research. The ultimate goal is to provide a general overview of the many processes of offshore platform design, construction, loadout, transportation, and installation. Some discussions on the design parameters such as water depth and environmental conditions were presented. It also lists various software programs used in engineering designs covering software programs for structural analysis, 3D rendering, computer-aided design (CAD), hydrodynamic design, oceanic flow analysis, offshore structures analysis, mathematical modelling, coding/algorithm development software, and programming software to aid analytical calculations. The review also includes information on cutting-edge offshore platforms and industry advancements. Ultimately, for long-term operations, various types of offshore platforms for specific seawater depths are available.

Abstract Marine policymakers are facing increasing calls to consider the resilience of communities that rely on coastal and marine ecosystem goods and services, and the resilience of natural systems themselves. These calls are in response to increasing threats to coastal communities from external factors such as coastal hazards, possibly associated with climate change, reductions in natural capital often caused by over-fishing and invasive species, and drivers that act to change local and regional economic conditions leading to changes in employment and inequality. However, most communities have had little experience in explicitly managing for resilience. Similarly, our understanding of the factors that make a natural or social system resilient is also somewhat limited. Furthermore, there is a lack of consensus-based definitions and performance measures for assessing resilience. These factors, along with other barriers, will need to be overcome before effective resilience-based management can be implemented.

In many temperate regions, brown macroalgae fulfil essential ecosystem services such as the provision of structure, the fixation of nutrients and carbon, and the production of biomass and oxygen. Their populations in many regions around the globe have declined and/or spatially shifted in recent decades. In this review we highlight the potential global and regional drives of these changes, describe the status of regionally particularly important brown macroalgal species, and describe the capacity of interactions among abiotic and biotic factors to amplify or buffer environmental pressure on brown macroalgae. We conclude with a consideration of possible management and restoration measures.

With rapid growth in the number of personal motor vehicles, Indian cities have been facing increasing congestion and worsening air quality. Yet until early 2005 little attention was paid to this problem, and remedial measures were focused largely on overpasses and new roadway capacity. Only Delhi, Calcutta, and Chennai had built functioning metro rail systems. However, by the second half of 2006, barely a year and a half later, the situation changed considerably, and public transport became the focus of attention in most large and medium-sized cities. This paper looks at the national initiatives that helped bring about those changes. The adoption of a national urban transport policy along with the launching of a national urban renewal mission with a sizable commitment of funds helped focus attention on improving public transportation. These were supplemented by a series of well-conceived and -planned initiatives, again led by the national government, to generate more widespread awareness of urban mobility problems and how they could be successfully addressed. The results were visible in a mere 18 months, by which time several cities had already formulated plans for significantly improved public transport and the first incremental phase of what will be India's first bus rapid transit system had become operational.

Transportation-related emissions in Pakistan have been rapidly increasing in recent years. This study aims to determine how important it is to electrify road transportation in Pakistan to reduce greenhouse gas (GHG) emissions from the transportation sector. Motivated by the need to tackle the growing environmental issues related to conventional fuel-powered automobiles, this research explores the application of electrification techniques in the context of Pakistan’s transportation system. During the 2019 fiscal year, the transportation industry in Pakistan consumed 23 × 106 tonnes of energy from the burning of fossil fuels and produced 52.9 × 106 metric tons of CO2, which made up 31% of the country’s total carbon emissions. In this research, different scenarios, such as business as usual, low carbon, strengthen low carbon, and Pakistan National Electric Vehicle Policy 2040, are evaluated for the transportation sector of the country. Using the LEAP model, this study projects the effects of electrification on Pakistan road transportation over 30 years. When estimating how electrification will affect road transportation in Pakistan over the next 30 years, several factors were taken into account, including policy frameworks, changing consumer behavior, technology advancements, and infrastructure improvements. The analysis covered the emission levels, adoption hurdles, and possible advantages of transitioning to electric vehicles (EVs). The outcomes illustrate that adopting EVs can produce substantial drops in fuel consumption and environmental emissions, providing a sustainable solution to mitigate global warming. This work is directly associated with various Sustainable Development Goals, including SDG3 (good health and well-being), SDG7 (affordable and clean energy), and SDG13 (climate action). The results of this study highlight the considerable potential for GHG reduction associated with the widespread adoption of EVs, offering crucial insights to stakeholders and policymakers.

Abstract. Oxygen minimum zones (OMZs) are characterized by enhanced carbon dioxide (CO2) levels and low pH and are being further acidified by uptake of anthropogenic atmospheric CO2. With ongoing intensification and expansion of OMZs due to global warming, carbonate chemistry conditions may become more variable and extreme, particularly in the Eastern Boundary Upwelling Systems. In austral summer (Feb–Apr) 2017, a large-scale mesocosm experiment was conducted in the coastal upwelling area off Callao (Peru) to investigate the impacts of on-going ocean deoxygenation on biogeochemical processes, coinciding with a rare coastal El Niño event. Here we report on the temporal dynamics of carbonate chemistry in the mesocosms and surrounding Pacific waters over a continuous period of 50 days with high temporal resolution observations (every 2nd day). The mesocosm experiment simulated an upwelling event in the mesocosms by addition of nitrogen (N)-deficient and CO2-enriched OMZ water. Surface water in the mesocosms was acidified by the OMZ water addition, with pHT lowered by 0.1–0.2 and pCO2 elevated to above 900 μatm. Thereafter, surface pCO2 quickly dropped to near or below the atmospheric level (405.22 μatm in 2017, NOAA/GML) mainly due to enhanced phytoplankton production with rapid CO2 consumption. Further observations revealed that the dominance of dinoflagellate Akashiwo sanguinea and contamination of bird excrements played important roles in the dynamics of carbonate chemistry in the mesocosms. Compared to the simulated upwelling, natural upwelling events in the surrounding Pacific waters occurred more frequently with sea-to-air CO2 fluxes of 4.2–14.0 mmol C m−2 d−1. The positive CO2 fluxes indicated our site was a local CO2 source during our study, which may have been impacted by the coastal El Niño. However, our observations of DIC drawdown in the mesocosms suggests that CO2 fluxes to the atmosphere can be largely dampened by biological processes. Overall, our study characterized carbonate chemistry in near-shore Pacific waters that are rarely sampled in such temporal resolution and hence provided unique insights into the CO2 dynamics during a rare coastal El Niño event.

Congestion, energy consumption, pollution, and the need to increase transport system sustainability are top-priority problems in urban areas. Most European cities are beset with these issues; hence, the European Commission financially supports projects aimed at reducing the negative effects of vehicles on the environment by increasing accessibility, optimizing economic resources in transport management, and improving citizens’ quality of life. Presented are the main findings of one of these projects, Multi-Initiatives for Rationalised Accessibility and Clean Liveable Environments (Miracles), which focused on the measures implemented by the Rome municipality during the project, including incentives to attract passengers to transit and disincentives to the use of private cars. In particular, the most relevant aspects, such as restriction of vehicle access to the city center, road pricing, goods delivery reorganization, and the development of collective taxis, are analyzed because of their innovative features and their potential to achieve improvements. Also discussed is the suitable methodology, applied in the Rome case study, for controlling and validating all the implementation steps. Particular attention was paid to the simulation of scenarios that can be used to assess the feasibility of pricing-related measures and how they can affect the built environment. In conclusion, the paper outlines users’ reactions to the restriction policy changes.

Abstract Battery electric vehicles (BEVs) are being integrated into the UK transport network to reduce operating emissions (OEs) as BEVs produce zero emission at point of use. True OEs depend upon fuel source emissions, and ‘cradle-to-grave’ life cycle emissions. This paper investigates method comparisons of a simple operation emissions model (OPEM) against a life cycle analysis (LCA) (Transport Energy and Air Pollution Model (TEAM-UK)) approach to inform on the UK’s target to achieve net zero emissions. Emission comparisons from internal combustion engine vehicles (ICEVs) and BEVs between 2017 and 2050 using TEAM-UK (estimating both OEs and full LCA) and the OPEM (OEs only) across three vehicle scenarios were analysed: (S1) 100% ICEVs, (S2) new ICEVs banned from 2040, and (S3) new ICEVs banned from 2030. Both model outputs varied between scenarios. The OPEM predicted 19% more emissions in S1 (OEs only comparison). Differences between methods in S2 and S3 were minimal ( Development of future emission policies should consider both LCA and OPEMs, as although LCAs give more complete results, OPEMs can provide rapid, low data requirement, useful policy guidance. A stringent shift towards earlier BEV adoption is recommended, however, to approach net zero emissions a mode shift away from private cars is required.