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The hyperloop is an innovative land transport mode for passengers and freight that travels at ultra-high speeds. Lately, different stakeholders have been engaged in the research and development of hyperloop components. The novelty of the hyperloop necessitates certain directions to be followed toward the development and testing of its technological components as well the formation of regulations and planning processes. In this paper, we conduct a comprehensive literature review of hyperloop publications to record the current state of progress of hyperloop components, including the pod, the infrastructure, and the communication system, and identify involved EU stakeholders. Blending this information results in future directions. An online search of English-based publications was performed to finally consider 107 studies on the hyperloop and identify 81 stakeholders in the EU. The analysis shows that the hyperloop-related activities are almost equally distributed between Europe (39%) and Asia (38%), and the majority of EU stakeholders are located in Spain (26%) and Germany (20%), work on the traction of the pod (37%) and the tube (28%), and study impacts including safety (35%), energy (33%), and cost (30%). Existing tube systems and testing facilities for the hyperloop lack full-scale tracks, which creates a hurdle for the testing and development of the hyperloop system. The presented analysis and findings provide a holistic assessment of the hyperloop system and its stakeholders and suggest future directions to develop a successful transport system.

Since the Green Deal, ambitious climate and resource neutrality goals have been set in Europe. Here, process industries hold a unique position due to their energy and material transformation capabilities. They are encouraged to develop cross-sectorial hubs for achieving not only climate ambition, but also joining a circular economy through urban–industrial symbiosis with both business and community stakeholders. This research proposes a data-based approach to identify potential hub locations by means of cluster analysis. A total of three different algorithms are compared on a set of location and pollution data of European industrial facilities: K-means, hierarchical agglomerative and density-based spatial clustering. The DBSCAN algorithm gave the best indication of potential locations for hubs because of its capacity to tune the main parameters. It evidenced that predominately west European countries have a high potential for identifying hubs for circularity (H4Cs) due to their industrial density. In Eastern Europe, the industrial landscape is more scattered, suggesting that additional incentives might be needed to develop H4Cs. Furthermore, industrial activities such as the production of aluminium, cement, lime, plaster, or electricity are observed to have a relatively lower tendency to cluster compared with the petrochemical sector. Finally, further lines of research to identify and develop industrial H4Cs are suggested.

A large share of the Common Agricultural Policy (CAP) is allocated to agri-environmental schemes (AESs), whose goal is to foster the provision of a wide range of environmental public goods. Despite this effort, little is known on the actual environmental and economic impact of the AESs, due to the non-experimental conditions of the assessment exercise and several data availability issues. The main objective of the paper is to explore the feasibility of combining the non-parametric statistical matching (SM) method and propensity score matching (PSM) counterfactual approach analysis and to test its usefulness and practicability on a case study represented by selected impacts of the AESs in Emilia-Romagna. The work hints at the potentialities of the combined use of SM and PSM as well as of the systematic collection of additional information to be included in EU-financed project surveys in order to enrich and complete data collected in the official statistics. The results show that the combination of the two methods enables us to enlarge and deepen the scope of counterfactual analysis applied to AESs. In a specific case study, AESs seem to reduce the amount of rent-in land and decrease the crop mix diversity.

Abstract Background Car driving is a form of passive transportation associated with higher sedentary behaviour, which is associated with morbidity. The decision to drive a car is likely to be influenced by the ‘drivability’ of the built environment, but there is lack of scientific evidence regarding the relative contribution of environmental characteristics of car driving in Europe, compared to individual characteristics. This study aimed to determine which neighbourhood- and individual-level characteristics were associated with car driving in adults of five urban areas across Europe. Second, the study aimed to determine the percentage of variance in car driving explained by individual- and neighbourhood-level characteristics. Methods Neighbourhood environment characteristics potentially related to car use were identified from the literature. These characteristics were subsequently assessed using a Google Street View audit and available GIS databases, in 59 administrative residential neighbourhoods in five European urban areas. Car driving (min/week) and individual level characteristics were self-reported by study participants (analytic sample n = 4258). We used linear multilevel regression analyses to assess cross-sectional associations of individual and neighbourhood-level characteristics with weekly minutes of car driving, and assessed explained variance at each level and for the total model. Results Higher residential density (β:-2.61, 95%CI: − 4.99; -0.22) and higher land-use mix (β:-3.73, 95%CI: − 5.61; -1.86) were significantly associated with fewer weekly minutes of car driving. At the individual level, higher age (β: 1.47, 95%CI: 0.60; 2.33), male sex (β: 43.2, 95%CI:24.7; 61.7), being employed (β:80.1, 95%CI: 53.6; 106.5) and ≥ 3 person household composition (β: 47.4, 95%CI: 20.6; 74.2) were associated with higher weekly minutes of car driving. Individual and neighbourhood characteristics contributed about equally to explained variance in minutes of weekly car driving, with 2 and 3% respectively, but total explained variance remained low. Conclusions Residential density and land-use mix were neighbourhood characteristics consistently associated with minutes of weekly car driving, besides age, sex, employment and household composition. Although total explained variance was low, both individual- and neighbourhood-level characteristics were similarly important in their associations with car use in five European urban areas. This study suggests that more, higher quality, and longitudinal data are needed to increase our understanding of car use and its effects on determinants of health.

The present scientific approach is based on the premise that an interdisciplinary approach in research allows us to solve more complex problems and to create a bridge between fields of knowledge in order to reach relevant solutions. In this context, as a general line of achievement, the proposed study aims to identify a management solution for implementing organizational change. The conceptual paradigm related to the link between sustainable development management and organizational culture is also incorporated, with a focus on the dimensions of sustainable development. The authors’ collective understanding of organizational culture, part of the organizational management system, and sustainable development management, as a cross-cutting approach, is the object of a study applied to the Romanian higher education environment, considered a catalyst for change with an impact on society as a whole. The specific objective of the study is to analyse the relationships between organizational culture and sustainable development management, aiding some stakeholders to identify solutions for increasing performance in the implementation of sustainable development management in Romanian universities. It is intended to contribute to internalizing the idea of a higher value of organizational culture as an internal barometer of an organization, an imprint of values, beliefs, rules and norms, which is why the study also takes into account the investigation of the role of culture in the diagnosis of organizational sustainability, and finally, the contribution of the culture vector to the implementation of changes is highlighted. Achieving goals in the field of sustainable development involves changing mindsets that shape human behaviour. The analysis of the university environment aimed precisely at investigating its relationship with ecological and sustainability issues and identifying ways to improve these practices. In order to achieve these research goals, a methodological framework centred on two pillars was used: a brief bibliometric research accompanied by a critical analysis of the literature and questionnaire-based research. The first pillar resolves the conceptual issues that underpin the study and the second provides an insight into the main characteristics of the organizational culture that can influence sustainable development in Romanian universities.

Knowledge about a wide variety of aspects is fundamental for the safe management and disposal of radioactive waste. This importance of Knowledge Management (KM) is also recognised by EURAD, the European Joint Programme on Radioactive Waste Management (RWM), which brings together over 100 organisations from different countries and backgrounds (Waste Management Organisations, Technical Support Organisations, and Research Entities). This vast resource of expertise and experience feeds into several dedicated EURAD KM programme activities. One of these activities, led by Work Package 11 State-of-Knowledge (WP11 SoK), is capturing experts’ views on the current State-of-Knowledge on topics relevant to RWM and making this knowledge accessible through dedicated documents. For this, EURAD has developed the “Goals Breakdown Structure” (GBS), which provides a framework in which topics are structured thematically, as well as a hierarchy of documents that allows accessing knowledge on different levels of detail (seeEURAD Roadmap). To make this knowledge available, EURAD is currently developing a Wiki (i.e., a web-based resource that allows access to knowledge and collaborative interactions) and is drafting a sustainable Knowledge Management System and other supportive KM-IT tools while already feeding the tools with content. This article gives an insight into the general EURAD KM concept, the approaches used, and the results obtained until EURAD’s mid-term, after 2.5 years.

Customer overall satisfaction regarding a public transport system is dependent on the satisfaction of the users with the attributes that make up the service, as well as the contribution that each of these attributes makes to explain the overall satisfaction. A common way of analysing the contribution of service attributes to explain overall satisfaction is through the use of ordered logit or probit models. This article presents an ordered logit model that considers the weighting of independent variables through the explicit importance calculated on the basis of a best-worst case 1 choice task. For the calculation of importance, a multinomial logit model has been estimated which considers the heterogeneity of the sample through systematic variations in user tastes. In this way, it is possible to establish a level of importance of each specific attribute for each type of user. The results show that the importance varies considerably depending on different socio-economic and mobility-base variables. On the other hand, the inclusion of the weighted variables in the ordered logit model improves its fit. Therefore, the results make possible to develop policies focused on improving satisfaction on specific user targets.