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  • English  (5)
  • 2020-2022  (1)
  • 2015-2019  (4)
  • 1
    Publication Date: 2020-05-08
    Description: Mountain rivers respond to strong earthquakes by rapidly aggrading to accommodate excess sediment delivered by co‐seismic landslides. Detailed sediment budgets indicate that rivers need several years to decades to recover from seismic disturbances, depending on how recovery is defined. We examine three principal proxies of river recovery after earthquake‐induced sediment pulses around Pokhara, Nepal's second largest city. Freshly exhumed cohorts of floodplain trees in growth position indicate rapid and pulsed sedimentation that formed a fan covering 150 km2 in a Lesser Himalayan basin with tens of metres of debris between the 11th and 15th centuries AD. Radiocarbon dates of buried trees are consistent with those of nearby valley deposits linked to major medieval earthquakes, such that we can estimate average rates of re‐incision since. We combine high‐resolution digital elevation data, geodetic field surveys, aerial photos, and dated tree trunks to reconstruct geomorphic marker surfaces. The volumes of sediment relative to these surfaces require average net sediment yields of up to 4200 t km–2 yr–1 for the 650 years since the last inferred earthquake‐triggered sediment pulse. The lithological composition of channel bedload differs from that of local bedrock, confirming that rivers are still mostly evacuating medieval valley fills, locally incising at rates of up to 0.2 m yr–1. Pronounced knickpoints and epigenetic gorges at tributary junctions further illustrate the protracted fluvial response; only the distal portions of the earthquake‐derived sediment wedges have been cut to near their base. Our results challenge the notion that mountain rivers recover speedily from earthquakes within years to decades. The valley fills around Pokhara show that even highly erosive Himalayan rivers may need more than several centuries to adjust to catastrophic perturbations. Our results motivate some rethinking of post‐seismic hazard appraisals and infrastructural planning in active mountain regions.
    Language: English
    Type: info:eu-repo/semantics/article
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  • 2
    Publication Date: 2021-03-29
    Description: Microstructures from deep ice cores reflect the dynamic conditions of the drill location as well as the thermodynamic history of the drill site and catchment area in great detail. Ice core parameters (crystal lattice-preferred orientation (LPO), grain size, grain shape), mesostructures (visual stratigraphy) as well as borehole deformation were measured in a deep ice core drilled at Kohnen Station, Dronning Maud Land (DML), Antarctica. These observations are used to characterize the local dynamic setting and its rheological as well as microstructural effects at the EDML ice core drilling site (European Project for Ice Coring in Antarctica in DML). The results suggest a division of the core into five distinct sections, interpreted as the effects of changing deformation boundary conditions from triaxial deformation with horizontal extension to bedrock-parallel shear. Region 1 (uppermost approx. 450 m depth) with still small macroscopic strain is dominated by compression of bubbles and strong strain and recrystallization localization. Region 2 (approx. 450–1700 m depth) shows a girdle-type LPO with the girdle plane being perpendicular to grain elongations, which indicates triaxial deformation with dominating horizontal extension. In this region (approx. 1000 m depth), the first subtle traces of shear deformation are observed in the shape-preferred orientation (SPO) by inclination of the grain elongation. Region 3 (approx. 1700–2030 m depth) represents a transitional regime between triaxial deformation and dominance of shear, which becomes apparent in the progression of the girdle to a single maximum LPO and increasing obliqueness of grain elongations. The fully developed single maximum LPO in region 4 (approx. 2030–2385 m depth) is an indicator of shear dominance. Region 5 (below approx. 2385 m depth) is marked by signs of strong shear, such as strong SPO values of grain elongation and strong kink folding of visual layers. The details of structural observations are compared with results from a numerical ice sheet model (PISM, isotropic) for comparison of strain rate trends predicted from the large-scale geometry of the ice sheet and borehole logging data. This comparison confirms the segmentation into these depth regions and in turn provides a wider view of the ice sheet.
    Keywords: polar ice core; microstructure; borehole deformation; fabric; texture; ice flow modelling ; 551
    Language: English
    Type: article , publishedVersion
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  • 3
    Publication Date: 2021-06-25
    Description: Transport is a key economic sector in Europe, it influences the opportunities of production and consumption. By improving access to markets, goods and services, employment, housing, health care, and education, transportation projects can increase economic productivity and development. The ability to be mobile is also a prerequisite for inclusion. At the same time, transport induces a range of negative effects, most notably the emission of greenhouse gases. At the urban level, motorised transport significantly contributes to air pollution. Since 2013, the European Commission has increased EU funding for projects: The "Urban Mobility Package" provided EUR 13 billion for investments into sustainable urban mobility between 2014 and 2020. This has allowed cities across Europe to put in place a range of initiatives. European funding programmes and financing institutions such as the European Investment Bank increasingly insist on a contribution to more sustainable mobility systems in their financing commitments. The impact, however, is mixed. The European Court of Auditors warned that EU cities must shift more traffic to sustainable transport modes. They found that EU-funded projects were not always based on sound urban mobility strategies and were not as effective as intended. In many EU member states, the transfer of EU funds to cities is contingent on the existence of a SUMP. A statistical analysis of the modal split of 396 cities in the European Union revealed that the implementation of Sustainable Urban Mobility Plans positively correlates with a reduction of the share of the private car in the cities. Such plans include strategies and activities to pursue sustainable mobility. This report analyses transport and mobility in Bratislava with a view to providing a clear picture about its current sustainability state. It points to both good practice and areas of improvement. In so doing, it provides recommendations how mobility in the city can be developed increasingly sustainable. Bratislava is the capital and largest city of Slovakia. In 2016, the population of the city was 426,000 inhabitants, the Bratislava region was home to 642,000 inhabitants.
    Keywords: ddc:380
    Repository Name: Wuppertal Institut für Klima, Umwelt, Energie
    Language: English
    Type: report , doc-type:report
    Format: application/pdf
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  • 4
    Publication Date: 2022-02-18
    Description: The main objective of AIRP-SD was to address the urgent need to stimulate innovation in Research, Technological development and Demonstration (RTD) processes in order to enhance the prospects of RTD contributing positively to processes and strategies leading to radical improvements in the sustainability of production-consumption systems. This Milestone One Report was the first of three status reports, summarising the interim findings of the first three work packages since the start of the project in January 2002.
    Keywords: ddc:600
    Repository Name: Wuppertal Institut für Klima, Umwelt, Energie
    Language: English
    Type: workingpaper , doc-type:workingPaper
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  • 5
    Publication Date: 2022-02-18
    Description: The study shows that more cyclists and pedestrians can make cities safer. The ranking, compiled by the Wuppertal Institute and funded by Greenpeace, compared 13 metropolises in terms of public transport, road safety, air quality, mobility management, and the proportion of cyclists and pedestrians. The result: Amsterdam and Copenhagen, residents travel about a third of their trips by bicycle, and these cities have the fewest bicycle accidents.
    Keywords: ddc:380
    Repository Name: Wuppertal Institut für Klima, Umwelt, Energie
    Language: English
    Type: report , doc-type:report
    Format: application/pdf
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