Reducing environmental pressures of road building

Although road construction and use provides significant economic and social benefits its environmental impact is of growing concern. Roads are one of the greatest greenhouse gas contributors both directly through fossil energy consumed in mining, transporting, earthworks, and paving work, along with in-direct emissions from road use by vehicles. This discussion paper will outline opportunities within the Australian context for reducing environmental pressure in road building and consider the future environmental impacts of road projects.

Innovation in Road Building: Removing Obstacles for Diffusion of Novel Building Products

How can obstacles to innovation be overcome in road construction? Using a focus group methodology, and based on two prior rounds of empirical work, the analysis in this chapter generates a set of four key solutions to two main construction innovation obstacles: (1) restrictive tender assessment and (2) disagreement over who carries the risk of new product failure. The four key solutions uncovered were: 1) pre-project product certification; 2) past innovation performance assessment; 3) earlier involvement of product suppliers and road asset operators; and 4) performance-based specifications. Additional research is suggested in order to illicit deeper insights into possible solutions to construction innovation obstacles, and should emphasise furthering the theoretical interpretation of empirical phenomena.

Modern road building; being reports of the Transactions of the first Congress of American Road Builders held at Seattle, Washington, July 4, 1909.

Session held in Washington Good Roads Building Alaska-Yukon-Pacific Exposition, Seattle.

Practical agriculture : a brief treatise on agriculture, horticulture, forestry, stock feeding, animal husbandry, and road building /

Includes index.

The future of roads: How road agencies are facing a conflicted future

Although road construction and use provides significant economic and social benefits, its environmental impact is of growing concern. Roads are one of the greatest greenhouse gas contributors, both directly through fossil energy consumed in mining, transporting, earthworks and paving work, and through the emissions from road use by vehicles. Further,according to the Australian Government, when combined with expected population growth and internal migration,expected changes in temperature and rainfall are expected to increase road maintenance costs. This discussion paper will outline opportunities within the Australian context for reducing environmental and carbon pressure from road building, and provide a framework for considering the potential pressures that will affect the resilience of roads to the impacts of climate change and oil vulnerability.

Financing road transport infrastructure

In the UK, public expenditure on transport infrastructure is nearly £6 billion for the past few years. Over £500 million per year were spent on bridge assessment and strengthening and reducing the backlog of road requiring maintenance. A further £200 million a year will be spent on keeping the safe operation of the network and efficiently through day to day maintenance, lighting and signing . The Department of Transport is planning to extend private sector experience in road management and operation by introducing Design, Build, Finance and Operate (DBFO) This paper investigates the different ways of financing road transport infrastructure including road pricing, private finance in transport infrastructure, the role of the private sector, Design, Build, Finance and Operate (DBFO) schemes, the benefits and problems of such schemes. The paper considers planning gain as a means of financing transport infrastructure with examples of developers to fund link road building and improvements to the local planning system

AITPM Email Newsletter Volume 0904, April 2009: Presidents Message

President’s Report Hello fellow AITPM members, A few weeks ago we saw another example of all levels of Government pulling together in real time to try to deal with a major transport incident, this time it was container loads of ammonium nitrate falling off the Pacific Adventurer during Cyclone Hamish and the associated major oil spill due to piercing of its hull off Moreton Bay in southern Queensland. The oil spill was extensive, affecting beaches and estuaries from Moreton Island north to the Sunshine Coast; a coastal stretch of at least 60km. We saw the Queensland Government, Brisbane, Moreton Bay and Sunshine Coast Regional Council crews deployed quickly once the gravity of the situation was realised to clean up toxic oil on beaches and prevent extensive upstream contamination. Environmental agencies public and private were quick to respond to help affected wildlife. The Navy’s HMAS Yarra and another minesweeper were deployed to search for the containers in the coastal area in an effort to have them salvaged before all ammonium nitrate could leach into and harm marine habitat, which would have a substantial impact not only on that environment but also the fishing industry. all of this during the final fortnight before a State election.) While this could be branded as a maritime problem, the road transport and logistics system was crucial to the cleanup. The private vehicular ferries were enlisted to transport plant and equipment from Brisbane to Moreton Island. The plant themselves, such as graders, were drawn from road building and maintenance inventory. Hundreds of Councils’ staff were released from other activities to undertake the cleanup. While it will take some time for us to know the long term impacts of this incident, it seems difficult to fault “grassroots” government crews and their private counterparts, such as Island tourism staff, in the initial cleanup effort. From a traffic planning and management perspective, we should also remember that this sort of incident has happened on road and rail corridors in the past, albeit on lesser scales. It underlines that we do need to continue to protect communities, commercial interests, and the environment through rigorous heavy vehicle management, planning and management of dangerous goods routesincluding rail corridors through urban areas), and carefully considered incident and disaster recovery plans and protocols. I’d like to close in reminding everyone again that AITPM’s flagship event, the 2009 AITPM National Conference, Traffic Beyond Tomorrow, is being held in Adelaide from 5 to 7 August. SA Branch President Paul Morris informs me that we have had over 50 paper submissions to date, from which a very balanced and informative programme of sessions has been prepared. www.aitpm.com has all of the details about how to register, sponsor a booth, session, etc. Best regards all, Jon Bunker

The future of roads: Reducing environmental pressures and the management of carbon

Although road construction and use provides significant economic and social benefits, its environmental impact is of growing concern. Roads are one of the greatest greenhouse gas contributors, both directly through fossil energy consumed in mining, transporting, earthworks and paving work, plus the emissions from road use by vehicles. Further, according to the Australian Government, when combined with forecast population growth, internal migration and changes in temperature and rainfall, these are expected to increase road maintenance costs. This discussion paper outlines opportunities within the Australian context for reducing environmental and carbon pressure from road building, and provides a framework for considering the potential future pressures that will affect the resilience of roads to the impacts of climate change and oil vulnerability. Seven strategic areas are outlined for further investigation, including a guide to carbon management for road agencies covering planning, funding, procurement, delivery and maintenance of roads.

Rot bilong mipela

In my master's thesis I explore the political significance of logging in Papua New Guinea (PNG). In commercial logging the post-colonial state of PNG, its local communities, transnational companies and non-governmental organizations come interestingly together. The central research questions are what forms of political awareness and mobilization does commercial logging bring up in the small scale communities and how – if at all – does logging change the relationship between these communities and the state of PNG. The thesis is based on three months of ethnographic fieldwork conducted in 2007 in a village located in the East New Britain province of PNG. The village, inhabited mainly by the Mengen people, was an interesting case, because logging operations had been conducted in the area with the permission of the people, while on the other hand some villagers had formed a conservation association of their own. Parliamentary elections were also held in PNG during the time of my fieldwork. During my stay in the village I took part in the village life and conducted interviews. In addition to this, much of my material is based on informal discussions with people. On my way to and from the village I also interviewed several Papua New Guinean NGO-workers in the national and provincial capitals. In my thesis I show that environmental conservation in the village is part of a larger attempt to protect local autonomy, culture and the environment, i.e. it is a ”localistic” movement. Locals supporting conservation, as well as those supporting logging, take actively part in national parliamentary as well as local level politics. In my thesis I have attempted to unpack the notion of ”local” by examining internal power relations of the community and describing various lines of thought and opinions that base on local cultural values. Along with this, commercial logging seems also to elicit the role of the state in two-fold way in East New Britain. On the one hand, the government seeks to use logging roads built by logging companies as the basis of its own national infrastructure, even though the company roads are often of manifestably poor quality and short-lived. On the other hand, problems caused by logging, such as land disputes, create a need among local communities for the state and its services. Central themes in my thesis are the local values invested in the environment, as well as the ways in which the locals produce their environment both conceptually as well as physically. As subsistence farmers the locals depend economically on the condition of their environment. However, the value of the environment goes beyond economical questions. For example, the environment holds proof of the history of the community. Conversely, also the state and companies attempt to conceptualize, modify and administer the environment. This is done through processes such as mapping and road building, both crucial political questions in East New Britain. Here the anthropological discussion about space and place, as well as political geography are central. The diverse ways of conceptualizing the environment, as well as logging, cause often disputes about the ownership of land areas. Because of this I discuss local ways of holding the land communally, as well as PNG's land legislation and ways of dispute management. Land tenure and disputes are political questions that the locals have to deal with and in some cases these questions also create a need for the judiciary system of the state. The disputes affect also political activity, which I discuss at some length in my thesis as well. Interestingly, the locals, regardless of their political views and affiliations, establish transnational connections ranging from NGOs to government departments and multinational companies.

Biodiversity conservation in human-modified Amazonian forest landscapes

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Dinâmica da paisagem do município de Cubatão: Crescimento entre portos, indústrias e a Serra do Mar

With more than 60% of its territory under environmental protection, the city of Cubatão shelters the Industrial Pole and is located midway of two great metropolitan regions of State of São Paulo: Grande São Paulo and Baixada Santista. Both the implantation of industries and the construction of highways stimulated a process of migration and irregular occupation of the territory, with significant loss of the original vegetal covering of Atlantic Forest, in addition to pollution of water resources and the soil. The present work analyzed the dynamics of the landscape of a stretch of the city of Cubatão, associated to the Highway System Anchietas-Imigrantes, on the basis of economic cycles and regional public policies, aiming at helping the urban and environmental planning of coastal cities. We used a temporal series of air photographs of five decades and bibliographical surveys on the description of the region occupation. A non planned urban expansion for the city was evidenced, closely related with regional economic cycles and road building, directed to areas adjacent to highways and railroads, marshland and flooded plains landfills and mounts hillsides, including areas near Serra do Mar State Park. One suggests that the questions of environmental and urban planning of coastal cities are dealt with in the regional domain and in a participative way on the basis of studies of economic expansion and tourist activities in Baixada Santista, guaranteeing the maintenance of the remainders of Atlantic Forest in São Paulo coast.

La via Emilia tra Rimini e Forlì. Ruolo e immagine della strada

Abstract Il tema delle infrastrutture, intese come parte dell’architettura dello spazio urbano e del territorio, assume un ruolo centrale in molti progetti contemporanei e costituisce la ragione di questa ricerca. E’ preso in esame, in particolare, il tracciato extraurbano della via Emilia, antica strada consolare romana la cui definizione risale al II sec. a.C., nel tratto compreso tra le città di Rimini e Forlì. Studiare la strada nel suo rapporto con il territorio locale ha significato in primo luogo prendere in considerazione la via Emilia in quanto manufatto, ma anche in quanto percorso che si compie nel tempo. Si è dunque cercato di mostrare come, in parallelo all’evoluzione della sua sezione e della geometria del suo tracciato, sia cambiata anche la sua fruizione, e come si sia evoluto il modo in cui la strada viene “misurata”, denominata e gestita. All’interno di una riflessione critica sulla forma e sul ruolo della strada nel corso dei secoli la Tesi rilegge il territorio nella sua dimensione di “palinsesto”, riconoscendo e isolando alcuni momenti in cui la via Emilia ha assunto un valore “simbolico” che rimanda alla Roma imperiale. La perdita del significato via Emilia, intesa come elemento di “costruzione” del territorio, ha origine con il processo di urbanizzazione diffusa che ha investito il territorio extraurbano a partire dalla fine della seconda guerra mondiale. La condizione attuale della strada, sempre più congestionata dal traffico veicolare, costituisce la premesse per una riflessione sul futuro della sua forma e degli insediamenti che attraversa. La strategia proposta dagli Enti locali che prevede il raddoppio della strada, con la costruzione della via Emilia Bis, non garantisce solo un potenziamento infrastrutturale ma rappresenta l’occasione per sottrarre al tracciato attuale la funzione di principale asse di comunicazione extraurbana. La via Emilia potrebbe così recuperare il ruolo di itinerario narrativo, attraverso la configurazione dei suoi spazi collettivi, l’architettura dei suoi edifici, il significato dei suoi monumenti, e diventare spazio privilegiato di relazione e di aggregazione. The theme of urban infrastructures, thought as part of the design of urban space and territory, has a central role in several contemporary projects and is the reason of this research. The object of the study is the extra urban route of the via Emilia, an ancient roman road which has been defined in the II century b. C., in its stretch between the cities of Rimini and Forlì. Studying the road in its relationship with the local environment has meant first of all considering the via Emilia as an “artefact” but also as a path that takes place over time. The aim of this research was also to demonstrate how its fruition has changed together with the evolution of the section and geometry of the route, and how the road itself is measured, named and managed. Within a critical approach on the shape and on the role played by the road through the centuries, this Essay reinterprets the territory in its dimension of “palimpsest”, identifying and isolating some periods of time when the via Emilia assumed a symbolic value which recalls the Imperial Rome. The loss of the meaning of the via Emilia, intended as an element that “constitutes” the territory originates from a process of diffused urbanization, which spread in the extra urban environment from the end of the second world war. The actual condition of the road, more and more congested by traffic, is the premise of a reflection about the future of its shape and of the settlements alongside. The strategy proposed by the local authorities, that foresees to double the size of the road, building the via Emilia Bis, not only guarantees an infrastructural enhancement but also it represents an opportunity to take off from the road itself the current function of being the principal axis of extra urban connection. In this way the via Emilia could regain its role as a narrative itinerary, through the configuration of its public spaces, the architecture of its buildings, the meaning of its monuments, and then become a privileged space of relationship and aggregation.

Glaciation in Montana

Glacial deposits are increasingly entering into consideration in engineering projects, soil surveys, ground-water supply, sources for industrial materials, and other economic enterprises. In the field of en­gineering, glacial deposits if present must be consider­ed in connection with reservoir sites, dam or bridge abutments, road building, and other types of construction work.

Rekindling community spirit and identity:the role of ecoprotestors

One of the features of current society is that of protest against environmental issues and this paper considers protest against road building and the ecoprotest movement. In doing so it considers both the local inhabitants and new age travellers who are involved in such protest to show that not only does ecoprotest, as a form of protest, raise the profile of environmental issues within public discourse but also opens up space for such discourse. Of greater significance is the effect which the ecoprotest, movement has upon a local sense of identity and community. Indeed the travellers themselves, through their action and engagement, demonstrate that the key determinant of community identity is grounded in self-belief and shared aspirations rather than in an externally imposed definition or in any economic imperatives. This paper shows that the migration of this sense of self-belief into mainstream society serves to demonstrate that community spirit and identity are extant in modern society but need a catalyst for their re-emergence. In doing so the role of ecoprotest points towards a possible mechanism for the re-emergence of an active and participatory sense of community identity within society as a whole.