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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Gewald, J.B.; Luning, S.W.J.; Walraven, K. van;

    In the early 1900s the motor-vehicle (car, bus, lorry or motorcycle) was introduced in sub-Saharan Africa. Initially the plaything and symbol of colonial domination, the motor-vehicle transformed the economic and social life of the continent. Indeed, the motor-vehicle is arguably the single most important factor for change in Africa in the twentieth century. A factor for change that thus far has been neglected in research and literature. Yet its impact extends across the totality of human existence; from ecological devastation to economic advancement, from cultural transformation to political change, through a myriad of other themes. This edited volume of eleven contributions by historians, anthropologists and social and political scientists explores aspects of the social history and anthropology of the motor-vehicle in Africa.

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ NARCISarrow_drop_down
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    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
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    Book . 2009
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      Book . 2009
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    Authors: Rozenberg, Julie; Espinet Alegre, Xavier; Avner, Paolo; Fox, Charles; +4 Authors

    Reliable transport infrastructure is one of the backbones of a prosperous economy, providingaccess to markets, jobs and social services. Sustainable Development Goal 9 (SDG9) calls forincreased access to sustainable transport infrastructure in low- and middle-income countries.Collectively, these countries will need to spend between 0.5 percent and 3.3 percent of their GDPannually (157 billion to 1 trillion US Dollars) in new transport infrastructure by 2030 – plus an additional 1 percent to 2 percent of GDP to maintain their network – depending on their ambition and their efficiency in service delivery (Rozenberg and Fay, 2019). Because of the wide spatial distribution of transport infrastructure, many transport assets are exposed and vulnerable to natural hazards, increasing costs for national transport agencies and operators. During the 2015 floods in Tbilisi, Georgia, the repair of transport assets contributed approximately 60 percent of the total damage cost (GFDRR, 2015). In the 1995 earthquake in Kobe, Japan, accessibility as measured by the length of open networks directly after the shock dropped by 86 percent for highways and by 71 percent for railways (Kazama and Noda, 2012b). Such transport disruptions necessarily have direct impacts on the local economy. Employees face difficulties commuting, access to firms is disrupted for clients, interruptions in the supply chain inhibit production, and finished products cannot be easily shipped (Kajitani and Tatano, 2014). The paper, prepared as background material for the Lifelines report on infrastructure resilience, summarizes the main findings on the risk faced by transport networks and users as a result of natural disasters and climate change, and the main recommendations for building more resilient transport networks. It starts by describing how transport disruptions affect firms and households either directly and through supply chains. It then proposes a range of approaches and solutions for building more resilient transport networks, showing that the additional cost of resilience is not high if resources are well spent. Finally, it provides a set of practical recommendations.

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ NARCIS; Vrije Univer...arrow_drop_down
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    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Open Knowledge Repository
    Report . 2019
    License: CC BY
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    Report . 2019
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      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ NARCIS; Vrije Univer...arrow_drop_down
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      Report . 2019
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      Report . 2019
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Taşan-Kok, T.; Bolt, G.; Plüss, L.; Schenkel, W.;
    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Utrecht University R...arrow_drop_down
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      image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ Utrecht University R...arrow_drop_down
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  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/

    In het voorliggende rapport is allereerst een inventarisatie gemaakt van studies, geïnitiëerd en uitgevoerd door diverse instanties, organisaties en/of belanghebbenden naar een verbinding tussen de Maas en de Rijn. De kern van het rapport is een tracé-onderzoek. Met behulp van een multicriteria-analyse werd eerst een tracébepaling uitgevoerd. Bij deze analyse wordt getracht ongelijksoortige aspecten te waarderen en te vergelijken. De uitvoering omvat de waardering per deelgebied van een aantal aspecten, onderverdeeld in criteria als bijvoorbeeld aanwezigheid stedelijke bebouwing. Een hoge score daarbij maakt een deelgebied minder geschiktvoor opneming in een tracé. Voorkeurtracé's vanuit een bepaalde optiek, zijn aaneenschakelingen van deelgebieden met de laagste gewogen gesommeerde score. Na een apart onderzoek naar de mate waarin tracé's , voor een aantal aspecten in het bijzonder, voordelig zouden kunnen zijn, zijn tenslotte een aantal tracé's in een score-card op diverse aspecten vergeleken. Het tracé-onderzoek beperkt zich tot het in fig. 1.2 aangegeven gebied. Niet zuidelijker vanwege de grote hoogteverschillen die dan met een kanaal overbrugd moeten worden, hetgeen kostbare waterbouwkundige werken met zich mee brengt. Niet noordelijker omdat het voordeel ten opzichte van omvaren via Lobith te gering wordt.

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    Book . 1985
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      Book . 1985
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    This study on the potentialof Short Sea Shipping (SSS) in Europe, with a focus on four corridors, consists of four parts. In the first part (Chapter I) the existing intra-European SSS-traffic is identified and analyzed for each relevant category of goods and transport corridor. In the second part (Chapter II), a new methodology is proposed for the strategie analysis of the competitive position of SSS vis-à-vis transport altematives. This methodology is applied to ten case studies with substantial policy relevanee within the corridors under consideration. The third part (Chapter III provides an analysis of the potential offour 'innovative' types of SSS-vessels, namely fast cargo ships, sea-river ships, selfunloading bulk carriers and selfunloading and -loading unitload ships. Finally, in the fourth part (Chapter IV), ten major policy recommendations are formulated to guide EU-policies in the area of SSS.

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    Book . 1995
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      Book . 1995
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The following results are related to Transport Research. Are you interested to view more results? Visit OpenAIRE - Explore.
  • image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/
    Authors: Gewald, J.B.; Luning, S.W.J.; Walraven, K. van;

    In the early 1900s the motor-vehicle (car, bus, lorry or motorcycle) was introduced in sub-Saharan Africa. Initially the plaything and symbol of colonial domination, the motor-vehicle transformed the economic and social life of the continent. Indeed, the motor-vehicle is arguably the single most important factor for change in Africa in the twentieth century. A factor for change that thus far has been neglected in research and literature. Yet its impact extends across the totality of human existence; from ecological devastation to economic advancement, from cultural transformation to political change, through a myriad of other themes. This edited volume of eleven contributions by historians, anthropologists and social and political scientists explores aspects of the social history and anthropology of the motor-vehicle in Africa.

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ NARCISarrow_drop_down
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    Book . 2009
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      Book . 2009
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    Authors: Rozenberg, Julie; Espinet Alegre, Xavier; Avner, Paolo; Fox, Charles; +4 Authors

    Reliable transport infrastructure is one of the backbones of a prosperous economy, providingaccess to markets, jobs and social services. Sustainable Development Goal 9 (SDG9) calls forincreased access to sustainable transport infrastructure in low- and middle-income countries.Collectively, these countries will need to spend between 0.5 percent and 3.3 percent of their GDPannually (157 billion to 1 trillion US Dollars) in new transport infrastructure by 2030 – plus an additional 1 percent to 2 percent of GDP to maintain their network – depending on their ambition and their efficiency in service delivery (Rozenberg and Fay, 2019). Because of the wide spatial distribution of transport infrastructure, many transport assets are exposed and vulnerable to natural hazards, increasing costs for national transport agencies and operators. During the 2015 floods in Tbilisi, Georgia, the repair of transport assets contributed approximately 60 percent of the total damage cost (GFDRR, 2015). In the 1995 earthquake in Kobe, Japan, accessibility as measured by the length of open networks directly after the shock dropped by 86 percent for highways and by 71 percent for railways (Kazama and Noda, 2012b). Such transport disruptions necessarily have direct impacts on the local economy. Employees face difficulties commuting, access to firms is disrupted for clients, interruptions in the supply chain inhibit production, and finished products cannot be easily shipped (Kajitani and Tatano, 2014). The paper, prepared as background material for the Lifelines report on infrastructure resilience, summarizes the main findings on the risk faced by transport networks and users as a result of natural disasters and climate change, and the main recommendations for building more resilient transport networks. It starts by describing how transport disruptions affect firms and households either directly and through supply chains. It then proposes a range of approaches and solutions for building more resilient transport networks, showing that the additional cost of resilience is not high if resources are well spent. Finally, it provides a set of practical recommendations.

    image/svg+xml art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos Open Access logo, converted into svg, designed by PLoS. This version with transparent background. http://commons.wikimedia.org/wiki/File:Open_Access_logo_PLoS_white.svg art designer at PLoS, modified by Wikipedia users Nina, Beao, JakobVoss, and AnonMoos http://www.plos.org/ NARCIS; Vrije Univer...arrow_drop_down
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    Open Knowledge Repository
    Report . 2019
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    Report . 2019
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      Report . 2019
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      Report . 2019
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    Authors: Taşan-Kok, T.; Bolt, G.; Plüss, L.; Schenkel, W.;
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    In het voorliggende rapport is allereerst een inventarisatie gemaakt van studies, geïnitiëerd en uitgevoerd door diverse instanties, organisaties en/of belanghebbenden naar een verbinding tussen de Maas en de Rijn. De kern van het rapport is een tracé-onderzoek. Met behulp van een multicriteria-analyse werd eerst een tracébepaling uitgevoerd. Bij deze analyse wordt getracht ongelijksoortige aspecten te waarderen en te vergelijken. De uitvoering omvat de waardering per deelgebied van een aantal aspecten, onderverdeeld in criteria als bijvoorbeeld aanwezigheid stedelijke bebouwing. Een hoge score daarbij maakt een deelgebied minder geschiktvoor opneming in een tracé. Voorkeurtracé's vanuit een bepaalde optiek, zijn aaneenschakelingen van deelgebieden met de laagste gewogen gesommeerde score. Na een apart onderzoek naar de mate waarin tracé's , voor een aantal aspecten in het bijzonder, voordelig zouden kunnen zijn, zijn tenslotte een aantal tracé's in een score-card op diverse aspecten vergeleken. Het tracé-onderzoek beperkt zich tot het in fig. 1.2 aangegeven gebied. Niet zuidelijker vanwege de grote hoogteverschillen die dan met een kanaal overbrugd moeten worden, hetgeen kostbare waterbouwkundige werken met zich mee brengt. Niet noordelijker omdat het voordeel ten opzichte van omvaren via Lobith te gering wordt.

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    Book . 1985
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      Book . 1985
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    This study on the potentialof Short Sea Shipping (SSS) in Europe, with a focus on four corridors, consists of four parts. In the first part (Chapter I) the existing intra-European SSS-traffic is identified and analyzed for each relevant category of goods and transport corridor. In the second part (Chapter II), a new methodology is proposed for the strategie analysis of the competitive position of SSS vis-à-vis transport altematives. This methodology is applied to ten case studies with substantial policy relevanee within the corridors under consideration. The third part (Chapter III provides an analysis of the potential offour 'innovative' types of SSS-vessels, namely fast cargo ships, sea-river ships, selfunloading bulk carriers and selfunloading and -loading unitload ships. Finally, in the fourth part (Chapter IV), ten major policy recommendations are formulated to guide EU-policies in the area of SSS.

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    Book . 1995
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      Book . 1995
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