REFINET: A new era for the sustainable development of Transport infrastructures networks in Europe

The main objective or the REFINET Coordination and Support Action has been about identifying research and innovation needs and supporting the mass-market deployment of existing innovative technologies, such as materials, components, systems and processes to support the modernisation of the European Transport Infrastructure using a multimodal approach to support investment decisions. To achieve its objectives, REFINET has in particular developed solutions enabling infrastructures decision-makers (e.g. Public Bodies, Ministries, the European Commission, Infrastructure Managers and Operators, etc.) to carry out an integrated evaluation, selection of projects and programs and monitoring them. This paper introduces to the main outcomes of REFINET, in particular the REFINET multi-modal transport infrastructure model, vision and Strategic Implementation Plan for research and innovation priorities.The authors wish to acknowledge the financial support of the European Commission under the H2020 programme, and are grateful to the REFINET Consortium partners, namely Fundación TECNALIA, D'Appolonia S.p.A., FEHRL, UIC, Fundación Plataforma Tecnológica Española de Construccion, DRAGADOS SA, CSTB and Ove Arup & Partners International Limited

Joint Road Safety Analysis in Open Roads and Tunnels

From the user’s (drivers) point of view, a road is a unique linear infrastructure although it is clear for a driver that such a linear infrastructure consists of open terrain (open roads) and occasionally closed environment (tunnels). Since the two environments present different safety issues, the related analyses are usually conducted on the field by different experts; those conclusions are sometimes not well interlinked and harmonised, leading to safety gaps particularly, but not only, in the transition areas. Joint safety analyses conducted in the same time by a group of road safety and tunnel safety experts can fill such a gap and increase the safety level of the whole infrastructure. During the year 2016, an international group of road safety experts and tunnel experts visited five road sections with open roads and tunnel in Europe and performed joint safety analyses together with the infrastructure managers. Such analyses were conducted according to a predefined experimental procedure to check the effectiveness of the joint analyses with respect to the usual ones. The key results are that joint safety operations in tunnels and open roads are possible and extremely useful: their cost can be very low when well planned

D1.2 Handbook of multi-hazard, multi-risk definitions and concepts

This report is the first output of Work Package 1: Diagnosis of the MYRIAD-EU project: Handbook of Multi-hazard, Multi-Risk Definitions and Concepts. The aim of the task was to (i) acknowledge the differences and promote consistency in understanding across subsequent work packages in the MYRIAD-EU project, (ii) improve the accessibility of our work to a broad array of stakeholders and (iii) strengthen consensus across the hazard and risk community through a common understanding of multi-hazard, multi-risk terminology and concepts. The work encompassed a mixed-methods approach, including internal consultations and data-generating exercises; literature reviews; external stakeholder engagement; adopting and building on a rich existing body of established glossaries. 140 terms are included in the glossary, 102 related to multi-hazard, multi-risk, disaster risk management and an additional 38 due to their relevance to the project, acknowledging the need for a common understanding amongst an interdisciplinary project consortium. We also include extended definitions related to concepts particularly of relevance to this project deliverable, including ‘multi-hazard’, ‘hazard interrelationships’, ‘multi-risk’ and ‘direct and indirect loss and risk’. Underpinned by a literature review and internal consultation, we include a specific section on indicators, how these might be applied within a multi-hazard and multi-risk context, and how existing indicators could be adapted to consider multi-risk management. We emphasise that there are a number of established glossaries that the project (and risk community) should make use of to strengthen the impact of the work we do, noting in our literature review a tendency in papers and reports to define words afresh. We conclude the report with a selection of key observations, including terminology matters – for all aspects of disaster risk management, for example communication, data collection, measuring progress and reporting against Sendai Framework targets. At the same time, we discuss when is it helpful to include ‘multi-‘ as a prefix, questioning whether part of the paradigm shift needed to successfully address complex challenges facing an interconnected world is through inherently seeing vulnerability, exposure and disaster risk through the lens of multiple, interrelated hazards. We emphasise that there is likely to be an evolution of the terminology throughout the project lifetime as terms are emerge or shift as the project evolves. Finally, we propose a roadmap for developing and testing draft multi-risk indicators in MYRIAD-EU. The WP1 team would like to acknowledge all the contributions of the consortium on this task and the feedback from the External Advisory Board, in particular the chair of the board Virginia Murray, Head of Global Disaster Risk Reduction at the UK Health Security Agency, and the contribution of Jenty Kirsch-Wood, Head of Global Risk Management and Reporting at UNDRR, for her reflections on the findings of this work

Un indicateur d\u27impact environnemental global des polluants atmosphériques émis par les transports

On cherche à construire un indicateur d\u27impact environnemental global de la pollution atmosphérique semblable au potentiel de réchauffement climatique. Il doit permettre d\u27estimer l\u27impact environnemental global de la pollution atmosphérique induit par les transports, tout en conservant la valeur de l\u27impact environnemental de chaque catégorie d\u27impact, ainsi que l\u27évaluation des émissions. On s\u27appuie pour cela sur une typologie des impacts basée sur les connaissances scientifiques, la recherche d\u27un indicateur pour chaque type pollution, et l\u27élaboration d\u27une architecture d\u27agrégation de la pollution de l\u27air, qui permet d\u27intégrer l\u27ensemble des catégories d\u27impact environnemental au sein d\u27un impact global des polluants atmosphériques, et d\u27assister l\u27utilisateur à hiérarchiser ses préoccupations vis-à-vis de chacune des catégories d\u27impact de la pollution de l\u27air

Unindicateur d'impact environnemental global des polluants atmosphériques émis par les transports

On cherche à construire un indicateur d'impact environnemental global de la pollution atmosphérique semblable au potentiel de réchauffement climatique. Il doit permettre d'estimer l'impact environnemental global de la pollution atmosphérique induit par les transports, tout en conservant la valeur de l'impact environnemental de chaque catégorie d'impact, ainsi que l'évaluation des émissions. On s'appuie pour cela sur une typologie des impacts basée sur les connaissances scientifiques, la recherche d'un indicateur pour chaque type de pollution, et l'élaboration d'une architecture d'agrégation de la pollution de l'air, qui permet d'intégrer l'ensemble des catégories d'impact environnemental au sein d'un impact global des polluants atmosphériques, et d'assister l'utilisateur à hiérarchiser ses préoccupations vis-à-vis de chacune des catégories d'impact de la pollution de l'airWe intend to build a global environmental impact indicator of air pollution to assess transport infrastructures, technologies or flows. This indicator tries to be simple and transparent to facilitate its use in decision-making. The intention is for the indicator to be like the Global Warming Potential (GWP), which establishes a relationship between the emission of six greenhouse gases and the average temperature increase of the Earth. The indicator therefore allows estimating the global environmental impact of transport-generated air pollution, while simultaneously conserving the value of the environmental impact of each type of air pollution and the emission assessment. This work is based on an environmental impact typology, a set of indicators, and aggregation architecture of atmospheric pollution. The typology is established as a function of the specific and homogenous characteristics of each type of pollution in terms of pollutants, impact mechanisms, targets and environmental impacts. To ensure exhaustiveness and non-redundancy, 10 types of air pollution impact are proposed: greenhouse effect, ozone depletion, direct ecotoxicity (this type of pollution excludes greenhouse effects on nature, ozone depletion, eutrophication, acidification and photochemical pollution), eutrophication, acidification, photochemical pollution, restricted direct health effects (not taking into account welfare, and excluding the effects on health of the greenhouse effect, ozone depletion, acidification and photochemical pollution), sensitive pollution (annoyance caused by odours and fumes), and degradation of common and historical man-made heritage.Indicators similar to GWP can be identified in the literature for each type of atmospheric pollution, except for the degradation of common and historical man-made heritage, for which none indicator have been suggested. However, these indicators do not seem to have achieved wide scientific consensus, except for GWP, which may make it necessary to continue research in this field.Aggregating the different indicators is proposed by using an architecture composed of two structures that aggregate types of air pollution. One is based on the target affected, whereas the second has three dimensions, i.e. targets, space and time. This architecture allows also the indicator s users to establish a hierarchy of concerns for each type of atmospheric pollution.The indicator makes thus it possible to give a global value to impact of air pollutants, taking into account scientific assessment and social perception.VILLEURBANNE-DOC'INSA LYON (692662301) / SudocSudocFranceF

A method of building an aggregated indicator of air-pollution impacts

International audienceWe intend to build a global environmental impact indicator of air pollution to assess transport infrastructures and technologies. This indicator should be simple and transparent to facilitate its use in decision-making. The intention is for the indicator to resemble the Global Warming Potential (GWP), which establishes a relationship between the emission of six greenhouse gases and the average temperature increase of the Earth. The indicator will therefore permit estimating the global environmental impact of transport-generated air pollution, while simultaneously conserving the value of the environmental impact of each type of air pollution and the emission assessment. This work is based on an impact typology, a set of indicators, and an aggregation architecture of atmospheric pollution. The typology is established as a combination of the specific and homogenous characteristics of each type of pollution in terms of pollutant, impact mechanism, target and environmental impact. To ensure exhaustiveness and non-redundancy, 10 types of air pollution impact are proposed: greenhouse effect, ozone depletion, direct ecotoxicity (this type of pollution excludes greenhouse effects on nature, ozone depletion, eutrophication, acidification and photochemical pollution), eutrophication, acidification, photochemical pollution, restricted direct health effects (not taking into account welfare, and excluding the effects on health of the greenhouse effect, ozone depletion, acidification and photochemical pollution), sensitive pollution (annoyance caused by odours and fumes), and degradation of common and historical man-made heritage. Indicators similar to GWP can be identified in the literature for each type of atmospheric pollution, except for the degradation of common and historical man-made heritage, for which the financial cost of conservation could be used. However, these indicators do not seem to have achieved wide scientific consensus, except for GWP, which may make it necessary to continue research in this field. Aggregating the different indicators is proposed by using an architecture composed of two structures that aggregate types of air pollution. One is based on the target affected, whereas the second has three dimensions, i.e. targets, space and time. This architecture allows the indicator's users to establish a hierarchy of concerns for each type of atmospheric pollution

Méthode de construction d'un indicateur agrégé des impacts des polluants atmosphériques

On cherche à construire un indicateur d'impact environnemental global de la pollution atmosphérique pour évaluer des infrastructures et technologies de transport. Cet indicateur doit être simple et transparent pour être un outil d'aide à la décision. L'objectif est que cet indicateur soit semblable au potentiel de réchauffement climatique, qui établit une relation entre les émissions de 6 gaz à effet de serre et l'augmentation moyenne de la température terrestre. Cet indicateur doit permettre d'estimer l'impact environnemental global de la pollution générée par les transports, tout en conservant la valeur de l'impact environnemental de chaque catégorie d'impact, ainsi que l'évaluation des émissions. On s'appuie pour cela sur une typologie des impacts, la recherche d'un indicateur pour chaque type pollution, et l'élaboration d'une architecture d'agrégation de la pollution de l'air. La typologie est basée sur une combinaison des caractéristiques spécifiques et homogènes de chacun des types de pollution en termes de polluants, de mécanisme d'impact, de cible et d'impact sur l'environnement. Afin d'être le plus exhaustif possible tout en évitant les redondances, on obtient 10 catégories d'impact environnemental : effet de serre, trou de la couche d'ozone, écotoxicité directe (hors écotoxicité des autres catégories), eutrophisation, acidification, pollution photochimique, impacts sanitaires restreints directs (hors bien-être, et hors effets sur la santé des autres impacts), pollution sensible (gêne due aux odeurs et fumées), et dégradation du patrimoine bâti commun et historique Des indicateurs similaires au potentiel de réchauffement climatique peuvent être identifiés dans la littérature pour chacun de ces types de pollution de l'air, sauf pour la dégradation du patrimoine bâti, pour lequel le coût de restauration pourrait être utilisé. Certains de ces indicateurs sont cependant peu valides d'un point de vue scientifique : la recherche d'indicateurs plus pertinents apparaît nécessaire. Nous proposons une structure d'agrégation de ces indicateurs directement par cible, et indirectement par le biais des trois dimensions cibles, espace, temps. Ceci permet à l'utilisateur de hiérarchiser ses préoccupations vis-à-vis de chacune des catégories d'impact de la pollution de l'air. Cette recherche s'insère dans le cadre de l'action COST 356 "Outils de mesure de la durabilité environnementale des transports"

Actes du Colloque International : Environnement et Transports dans des contextes différents

ETGHAR'09, Environnement et transports dans des contextes différents, GHARDAIA, ALGERIE, 16-/02/2009 - 18/02/2009Ce colloque s'intéresse à la problèmatique environnementale posée par les transports dans différents espaces avec une focalisation sur les pays du Sud. Les objectifs sont de créer un forum d'échange et de concertation entre chercheurs de différents horizons, de capitaliser les expériences par des échanges Nord-Sud et Sud-Sud, de contribuer à un état de l'art des connaissances scientifiques dans les pays du Sud, de développer le réseautage des chercheurs et la coopération scientifique internationale, d'initier des pistes de recherche en vue de solutions adaptées au contexte des pays en développement