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Lower Mekong Basin (LMB) experiences a recurrent drought phenomenon. However, few studies have focused on drought monitoring in this region due to lack of ground observations. The newly released Climate Hazards Group Infrared Precipitation with Station data (CHIRPS) with a long-term record and high resolution has a great potential for drought monitoring. Based on the assessment of CHIRPS for capturing precipitation and monitoring drought, this study aims to evaluate the drought condition in LMB by using satellite-based CHIRPS from January 1981 to July 2016. The Standardized Precipitation Index (SPI) at various time scales (1–12-month) is computed to identify and describe drought events. Results suggest that CHIRPS can properly capture the drought characteristics at various time scales with the best performance at three-month time scale. Based on high-resolution long-term CHIRPS, it is found that LMB experienced four severe droughts during the last three decades with the longest one in 1991–1994 for 38 months and the driest one in 2015–2016 with drought affected area up to 75.6%. Droughts tend to occur over the north and south part of LMB with higher frequency, and Mekong Delta seems to experience more long-term and extreme drought events. Severe droughts have significant impacts on vegetation condition.

Floods are among the most devastating disasters in terms of socio-economics and casualties. However, these natural disasters can be managed and their effects can be minimized by flood modeling performed before the occurrence of a flood. In this study, flood modeling was developed for the Göksu River Basin, Mersin, Türkiye. Flood hazard and risk maps were prepared by using GIS, HEC-RAS, and HEC-HMS. In hydraulic modeling, Manning’s n values were obtained from 2018 CORINE data, return period flow rates (Q25, Q50, Q100, Q500) were obtained from HEC-HMS, and the application was carried out on a 5 m resolution digital surface model. In the study area, the water depths could reach up to 10 m, and water speeds were approximately 0.7 m/s. Considering these values and the fact that the study area is an urban area, hazard maps were obtained according to the UK Department for Environment, Food and Rural Affairs (DEFRA) method. The results indicated that possible flood flow rates from Q25 to Q500, from 1191.7 m3/s to 1888.3 m3/s, were detected in the study area with HEC-HMS. Flooding also occurred under conditions of the Q25 flow rate (from 4288 km2 to 5767 km2), and the impacted areas were classified as extremely risky by the DEFRA method.

To reduce plastic waste generation from failed product batches during industrial injection molding, the sustainable production of representative prototypes is essential. Interesting is the more recent hybrid injection molding (HM) technique, in which a polymeric mold core and cavity are produced via additive manufacturing (AM) and are both placed in an overall metal housing for the final polymeric part production. HM requires less material waste and energy compared to conventional subtractive injection molding, at least if its process parameters are properly tuned. In the present work, several options of AM insert production are compared with full metal/steel mold inserts, selecting isotactic polypropylene as the injected polymer. These options are defined by both the AM method and the material considered and are evaluated with respect to the insert mechanical and conductive properties, also considering Moldex3D simulations. These simulations are conducted with inputted measured temperature-dependent AM material properties to identify in silico indicators for wear and to perform cooling cycle time minimization. It is shown that PolyJetted Digital acrylonitrile-butadiene-styrene (ABS) polymer and Multi jet fusioned (MJF) polyamide 11 (PA11) are the most promising. The former option has the best durability for thinner injection molded parts, and the latter option the best cooling cycle times at any thickness, highlighting the need to further develop AM options.

Digital Transformations (DT) play an increasingly important role in academia and business, yet their significant Environmental Footprint (EF) is often overlooked, sidelining their potential for Environmental Sustainability (ES). This paper bridges this gap by integrating ES into the discourse of DT, proposing Green Enterprise Architecture (GREAN) as a method for sustainable transformation. Utilizing a Design Science Research approach, we developed an artefact outlining a comprehensive strategy for embedding ES in DT across various layers of an organization. The tool’s need was validated via a systematic literature review (SLR), highlighting the significant research gap in Green Enterprise Architecture. The artefact provides concrete Courses of Action (CoAs) for incorporating ES into the organizational strategy, business, data, application, and technology layers and proposes relevant capabilities to address this. The paper further presents an ES-aware business capability modelling, an innovative business modelling approach that integrates environmental sustainability principles by using (in a novel way) the presentation and analysis methods that capability mapping offers. The proposed artefact serves as a starting point for environmentally sustainable DTs. Future research directions include in-depth exploration of each enterprise layer for ES, real-world validation of our proposed tools and concepts, and the expansion of these into a full framework.

How can urban policies and planning approaches help in achieving a safer mobility and carbon reduction in the transport sector? The attention of planners and policy makers towards the promotion of sustainability and reduction of environmental impacts has grown in recent years. This paper investigates the role that Urban Planning plays in the long term towards a safer and climate friendlier mobility, highlighting the need for integrated approaches gathering spatial planning and mobility management. After a review of several urban policies and planning strategies, initiatives, and approaches, mainly based on the urban scale, the paper presents an urban regeneration case study leading to an increase of pedestrian accessibility at the neighborhood level. This can be seen as a support tool to foster sustainable, safe, and climate friendly mobility in cities. The results of the performed analysis show a dependency of accessibility from two different factors: the distribution of services and the capillarity of the soft mobility network, which can contribute to creating a more walkable space.

Walkability has become a research topic of great concern for preserving public health, especially in the era of the COVID-19 outbreak. Today more than ever, urban and transport policies, constrained by social distancing measures and travel restrictions, must be conceptualized and implemented with a particular emphasis on sustainable walkability. Most of the walkability models apply observation and subjective methods to measure walkability, whereas few studies address walkability based on sense perception. To fill this gap, we aim at investigating the perceived neighbourhood walkability (PNW) based on sense perception in a neighbourhood of Brussels. We designed a survey that integrates 22 items grouped into 5 dimensions (cleanness, visual aesthetics, landscape and nature, feeling of pressure, feeling of safety), as well as the socio-demographic attributes of the participants. Using various statistical methods, we show that socio-demographics have almost no effects on perceived neighbourhood walkability. Nonetheless, we found significant differences between groups of different educational backgrounds. Furthermore, using a binomial regression model, we found strong associations between PNW and at least one item from each grouping dimension. Finally, we show that based on a deep neural network for classification, the items have good predictive capabilities (78% of classification accuracy). These findings can help integrate sense perception into objective measurement methods of walkable environments. Additionally, policy recommendations should be targeted based on differences of perception across socio-demographic groups.

Due to climate change and current efforts to reduce emissions in the construction sector, this study evaluates and discusses the results of a comparative cradle-to-grave Life Cycle Assessment (LCA), with a main focus on Global Warming Potential for functionally equivalent carbon-reinforced concrete (CRC) and steel-reinforced concrete (SRC) façade panels for the first time. The novelty of this study is the focus on construction waste and, in particular, the worst-case application of non-recycled construction waste. The use of CRC requires a lower concrete thickness than SRC because the carbon fiber reinforcement does not corrode, in contrast to steel reinforcement. Façade panels of the same geometrical dimensions and structural performance were defined as functional units (FU). Assuming an End-of-Life (EoL) scenario of 50% landfill and 50% recycling, the Global Warming Potential (GWP, given in CO2 equivalent (CO2e)) of the CRC façade (411–496 kg CO2e) is shown to perform better than or equal to the SRC façade (492 kg CO2e). Changing the assumption of CRC to a worst-case scenario, going fully to landfill and not being recycled (single life cycle), turns the GWP results in favor of the SRC façade. Assuming a 50-year service life for the SRC façade panel and relativizing the emissions to the years, the more durable CRC façade performs much better. Finally, depending on the system boundary, the assumed EoL and lifetime, CRC can represent a lower-emission alternative to a functionally equivalent component made of SRC. The most important and “novel” result in this study, which also leads to future research opportunities, is that delicate adjustments (especially concerning EoL scenarios and expected service life) can lead to completely different recommendations for decision-makers. Only by combining the knowledge of LCA experts, structural engineers, and builders optimal decisions can be made regarding sustainable materials and building components.

The Urban Heat Island (UHI) is the phenomenon of altered increased temperatures in urban areas compared to their rural surroundings. UHIs grow and intensify under extreme hot periods, such as during heat waves, which can affect human health and also increase the demand for energy for cooling. This study applies remote sensing and land use/land cover (LULC) data to assess the cooling effect of varying urban vegetation cover, especially during extreme warm periods, in the city of Munich, Germany. To compute the relationship between Land Surface Temperature (LST) and Land Use Land Cover (LULC), MODIS eight-day interval LST data for the months of June, July and August from 2002 to 2012 and the Corine Land Cover (CLC) database were used. Due to similarities in the behavior of surface temperature of different CLCs, some classes were reclassified and combined to form two major, rather simplified, homogenized classes: one of built-up area and one of urban vegetation. The homogenized map was merged with the MODIS eight-day interval LST data to compute the relationship between them. The results revealed that (i) the cooling effect accrued from urban vegetation tended to be non-linear; and (ii) a remarkable and stronger cooling effect in terms of LST was identified in regions where the proportion of vegetation cover was between seventy and almost eighty percent per square kilometer. The results also demonstrated that LST within urban vegetation was affected by the temperature of the surrounding built-up and that during the well-known European 2003 heat wave, suburb areas were cooler from the core of the urbanized region. This study concluded that the optimum green space for obtaining the lowest temperature is a non-linear trend. This could support urban planning strategies to facilitate appropriate applications to mitigate heat-stress in urban area.