Suchergebnisse

Метою цієї публікації є висвітлення історії Миколаївського морськоготоргового порту від зародження торгового мореплавання в регіонісучасного міста Миколаєва до початку ХХ ст. у контексті історичногорозвитку Миколаєва як промислово-комерційного центру Півдня України.У ХІХ – на початку ХХ ст. порт мав найменування Миколаївськийміжнародний комерційний (або торговий) порт. Автор спиралася напринципи історизму, об'єктивності, всебічності й комплексності, атакож на соціальні та матеріалістичні підходи до розуміння історії, заяких економічні аспекти першочергово беруться до уваги під часдослідження. Вагоме значення мали принципи й методи, напрацьованіісториками науки і техніки. Використано також методи джерелознавчого аналізу, оскільки дослідження ґрунтується переважно наархівних джерелах.Засади торгового мореплавання в Чорноморському басейні булозакладено ще у IX–XIII ст. У 1788 р. на лівому березі річки Інгул заснованоВільну Гавань, яка вважається прародителькою морського торговогопорту в Миколаєві. Оскільки уряд Російської імперії переслідував метустворення в Миколаєві центру Чорноморського військово-морськогофлоту й через це запроваджував різного роду обмеження, міжнароднаторгівля припинилася.Миколаївське купецтво в основному займалося забезпеченням Адміралтейства, підприємств морського відомства й флоту потрібними їмматеріалами й товарами. Після Кримської війни (1853–1856 рр.) тазапровадження обмежувальних статей Паризького мирного договору(1856 р.) суднобудування в Миколаєві припинилося, Головне управлінняЧорноморського флоту та портів було ліквідоване. Миколаїв поринув углибоку економічну кризу. Миколаївський військовий губернатор М. Аркасстав ініціатором заснування Російського товариства пароплавства таторгівлі, однак діяльність товариства не мала значного впливу наекономіку Миколаєва. У 1860 р. Миколаївський військовий губернаторБ. Глазенап запропонував відкрити порт у Миколаєві для заходуіноземних суден і експортно-імпортних операцій. Порт відкрито з1 червня 1862 р Географічно до Миколаєва тяжів регіон, у якому вирощувалися зернові,тому порт відразу став центром експорту пшениці, жита, вівса, атакож заліза. Уже в перші роки його існування вартість експортуперевищила вартість імпорту. Подальшому розвиткові хлібної торгівлісприяли повернення єврейського населення до Миколаєва, відкриттямитниці 1-го класу, банківських установ, Хлібної біржі, Біржовогокомітету й аналітичної камери при ньому, прокладання залізниці. Усе цезагалом сприяло розвиткові фабрично-заводської промисловості в місті,зростанню кількості населення й перетворенню Миколаєва напромисловий центр Півдня України.Однак із часом з'ясувалося, що порт не задовольняє вимогам часу.Постало питання його реконструкції, проєкт якої було затверджено у1885 р. Портове управління почало діяти з 1894 р. Його очолювавкапітан над портом, який водночас був головою Присутствія ізпортових справ – дорадчого органу, до повноважень якого належаловирішення портових проблем. Порт поділявся на два відділи: закордоннийі каботажний. Під час реконструкції було визначено кордони порту,збудовано нові набережні, елеватор, склади, порт забезпечено новітнімина той час вантажувально-розвантажувальними засобами, транспортерами зерна й руди, у зимовий період судна до порту почали проводити задопомогою криголамів. Разом із цим, було вирішено проблемупоглиблення каналу в Дніпро-Бузькому лимані, оскільки судна з великоюосадкою не могли повністю навантажуватися в Миколаєві й вимушені булидозавантажуватися в порту «Очаків», а транспортування вантажів доОчакова вимагало значних фінансових витрат. Також були встановленімаяки й застережливі знаки.Це дало можливість значно збільшити вантажообіг порту, який у1910 р. досяг рекордної цифри – понад 151 млн пудів, у т. ч. понад115 млн пудів зернових (це складало 14 % експорту зернових усієїРосійської імперії). У цей рік Миколаїв прийняв 527 іноземних суден.Наприкінці ХІХ – на початку ХХ ст. порт працював на засадах державноприватного партнерства (за сучасним визначенням), у його розвитоквкладали кошти держава, місто та іноземні інвестори. Таким чином,історія порту періоду до 1917 р. надає приклад для його розвитку вХХІ ст., коли фактично порт працює в тих самих зовнішніх і внутрішніхумовах, як і у вище досліджуваний період. ; The purpose of this research was to investigate the history of the Mykolaiv Sea Port from the beginning of marine trade in the region of modern Mykolaiv-city to the beginning of the XX cent. in the context of the historical development of Mykolaiv as an industrial and commercial center of the South of Ukraine. In the second part of the XIX cent. and early XX cent. the name of the Port was the Mykolaiv International Commercial (or Trade) Port. The research has based on the principles of historicism, objectivity, comprehensiveness, as well as social and materialistic approaches to understanding history, in which economic aspects has primarily significance. The principles and methods developed by historians of science and technology was importance as well. Methods of source analysis were also useful, since the research was based mainly on archival sources. The principles of commercial navigation in the Black Sea basin were laid in the IX–XIII centuries. In 1788, on the left bank of the Ingul River, the Free Harbor, which is considered the antecedent of the Sea Port in Mykolaiv, was founded. Since the Government of the Russian Empire pursued the aim of creating the Black Sea Navy Center in Mykolaiv and, because of this, imposed various restrictions, the international trade in Mykolaiv was ceased. The Mykolaiv merchants were mainly engaged in providing the Admiralty, the enterprises of the Sea Department and the Black Sea Fleet with the necessary materials and goods. After the Crimean War (1853–1856) and the implementing of restrictive articles of the Paris Treaty (1856) shipbuilding in Mykolaiv was ceased, the Main Administration of the Black Sea Fleet and the Military Port were abolished. The deep economic crisis started in the city. The Mykolaiv military governor M. Arkas initiated founding of the Russian Society of Shipping and Trade, but the activity of this company did not have a significant impact on the economy of Mykolaiv. In 1860, the Mykolaiv military governor B. Glazenap proposed to open the Port in Mykolaiv for foreign vessels and export-import operations. The Port was opened on June 1, 1862. The region in which crops were grown geographically tended to Mykolaiv, so the Port immediately became the center of export of wheat, rye, oats, and also iron. Already in the first years of the Port operation the value of exports exceeded the value of imports. Further development of the grain trade was promoted the return of the Jews to Mykolaiv, the opening of the Customs Office and banks, the Crops Exchange, the Exchange Committee, the analytical chamber at it, the railway building. All this generally contributed to the development of the industry in the city, population growth and the transformation of Mykolaiv to the industrial center of the South of Ukraine. However, over time it was found that the Port did not meet the time demands. The question of its reconstruction was raised in the 1870s, and the project of the reconstruction was approved in 1885. The Port Administration began to operate in 1894. It was headed by 'the Captain over the Port', who was at the same time the Head of the Port Affairs Bureau – an advisory council whose authority was to solve port problems. The Port was divided into two divisions: foreign and cabotage. During the reconstruction the boundaries of the Port were identified, new embankments, elevators, warehouses were built. The Port was equipped with the latest loading and unloading facilities, grain and ore transporters. Two icebreakers helped the vessels to achieve to the Port in the winter time. Simultaneously, the problem of deepening of the canal in the Dnieper-Bug estuary was solved. It was importance because the vessels with large sediment could not be fully loaded in Mykolaiv and were forced to dock at the port of Ochakov, and transportation of cargo to Ochakov required considerable expenditure. Beacons and warning signs were also installed. All this made it possible to significantly increase the cargo turnover of the Port, which in 1910 reached a record level – more than 151 million poods, including more than 115 million poods of grain (this constituted 14 % of grain exports throughout the Russian Empire). That year Mykolaiv accepted 527 foreign vessels. At the end of the XIX – at the beginning of XX cent. the Port had been functioning on the basis of public-private partnership (by modern definition). The state, city and foreign investors put money into its development. Thus, the history of the Port until 1917 is the example of the Road Map for further development of the Port in the XXI cent., when in fact the Port operates in the same external and internal conditions as in the period studied above.

Метою цієї публікації є висвітлення історії Миколаївського морськоготоргового порту від зародження торгового мореплавання в регіонісучасного міста Миколаєва до початку ХХ ст. у контексті історичногорозвитку Миколаєва як промислово-комерційного центру Півдня України.У ХІХ – на початку ХХ ст. порт мав найменування Миколаївськийміжнародний комерційний (або торговий) порт. Автор спиралася напринципи історизму, об'єктивності, всебічності й комплексності, атакож на соціальні та матеріалістичні підходи до розуміння історії, заяких економічні аспекти першочергово беруться до уваги під часдослідження. Вагоме значення мали принципи й методи, напрацьованіісториками науки і техніки. Використано також методи джерелознавчого аналізу, оскільки дослідження ґрунтується переважно наархівних джерелах.Засади торгового мореплавання в Чорноморському басейні булозакладено ще у IX–XIII ст. У 1788 р. на лівому березі річки Інгул заснованоВільну Гавань, яка вважається прародителькою морського торговогопорту в Миколаєві. Оскільки уряд Російської імперії переслідував метустворення в Миколаєві центру Чорноморського військово-морськогофлоту й через це запроваджував різного роду обмеження, міжнароднаторгівля припинилася.Миколаївське купецтво в основному займалося забезпеченням Адміралтейства, підприємств морського відомства й флоту потрібними їмматеріалами й товарами. Після Кримської війни (1853–1856 рр.) тазапровадження обмежувальних статей Паризького мирного договору(1856 р.) суднобудування в Миколаєві припинилося, Головне управлінняЧорноморського флоту та портів було ліквідоване. Миколаїв поринув углибоку економічну кризу. Миколаївський військовий губернатор М. Аркасстав ініціатором заснування Російського товариства пароплавства таторгівлі, однак діяльність товариства не мала значного впливу наекономіку Миколаєва. У 1860 р. Миколаївський військовий губернаторБ. Глазенап запропонував відкрити порт у Миколаєві для заходуіноземних суден і експортно-імпортних операцій. Порт відкрито з1 червня 1862 р Географічно до Миколаєва тяжів регіон, у якому вирощувалися зернові,тому порт відразу став центром експорту пшениці, жита, вівса, атакож заліза. Уже в перші роки його існування вартість експортуперевищила вартість імпорту. Подальшому розвиткові хлібної торгівлісприяли повернення єврейського населення до Миколаєва, відкриттямитниці 1-го класу, банківських установ, Хлібної біржі, Біржовогокомітету й аналітичної камери при ньому, прокладання залізниці. Усе цезагалом сприяло розвиткові фабрично-заводської промисловості в місті,зростанню кількості населення й перетворенню Миколаєва напромисловий центр Півдня України.Однак із часом з'ясувалося, що порт не задовольняє вимогам часу.Постало питання його реконструкції, проєкт якої було затверджено у1885 р. Портове управління почало діяти з 1894 р. Його очолювавкапітан над портом, який водночас був головою Присутствія ізпортових справ – дорадчого органу, до повноважень якого належаловирішення портових проблем. Порт поділявся на два відділи: закордоннийі каботажний. Під час реконструкції було визначено кордони порту,збудовано нові набережні, елеватор, склади, порт забезпечено новітнімина той час вантажувально-розвантажувальними засобами, транспортерами зерна й руди, у зимовий період судна до порту почали проводити задопомогою криголамів. Разом із цим, було вирішено проблемупоглиблення каналу в Дніпро-Бузькому лимані, оскільки судна з великоюосадкою не могли повністю навантажуватися в Миколаєві й вимушені булидозавантажуватися в порту «Очаків», а транспортування вантажів доОчакова вимагало значних фінансових витрат. Також були встановленімаяки й застережливі знаки.Це дало можливість значно збільшити вантажообіг порту, який у1910 р. досяг рекордної цифри – понад 151 млн пудів, у т. ч. понад115 млн пудів зернових (це складало 14 % експорту зернових усієїРосійської імперії). У цей рік Миколаїв прийняв 527 іноземних суден.Наприкінці ХІХ – на початку ХХ ст. порт працював на засадах державноприватного партнерства (за сучасним визначенням), у його розвитоквкладали кошти держава, місто та іноземні інвестори. Таким чином,історія порту періоду до 1917 р. надає приклад для його розвитку вХХІ ст., коли фактично порт працює в тих самих зовнішніх і внутрішніхумовах, як і у вище досліджуваний період. ; The purpose of this research was to investigate the history of the Mykolaiv Sea Port from the beginning of marine trade in the region of modern Mykolaiv-city to the beginning of the XX cent. in the context of the historical development of Mykolaiv as an industrial and commercial center of the South of Ukraine. In the second part of the XIX cent. and early XX cent. the name of the Port was the Mykolaiv International Commercial (or Trade) Port. The research has based on the principles of historicism, objectivity, comprehensiveness, as well as social and materialistic approaches to understanding history, in which economic aspects has primarily significance. The principles and methods developed by historians of science and technology was importance as well. Methods of source analysis were also useful, since the research was based mainly on archival sources. The principles of commercial navigation in the Black Sea basin were laid in the IX–XIII centuries. In 1788, on the left bank of the Ingul River, the Free Harbor, which is considered the antecedent of the Sea Port in Mykolaiv, was founded. Since the Government of the Russian Empire pursued the aim of creating the Black Sea Navy Center in Mykolaiv and, because of this, imposed various restrictions, the international trade in Mykolaiv was ceased. The Mykolaiv merchants were mainly engaged in providing the Admiralty, the enterprises of the Sea Department and the Black Sea Fleet with the necessary materials and goods. After the Crimean War (1853–1856) and the implementing of restrictive articles of the Paris Treaty (1856) shipbuilding in Mykolaiv was ceased, the Main Administration of the Black Sea Fleet and the Military Port were abolished. The deep economic crisis started in the city. The Mykolaiv military governor M. Arkas initiated founding of the Russian Society of Shipping and Trade, but the activity of this company did not have a significant impact on the economy of Mykolaiv. In 1860, the Mykolaiv military governor B. Glazenap proposed to open the Port in Mykolaiv for foreign vessels and export-import operations. The Port was opened on June 1, 1862. The region in which crops were grown geographically tended to Mykolaiv, so the Port immediately became the center of export of wheat, rye, oats, and also iron. Already in the first years of the Port operation the value of exports exceeded the value of imports. Further development of the grain trade was promoted the return of the Jews to Mykolaiv, the opening of the Customs Office and banks, the Crops Exchange, the Exchange Committee, the analytical chamber at it, the railway building. All this generally contributed to the development of the industry in the city, population growth and the transformation of Mykolaiv to the industrial center of the South of Ukraine. However, over time it was found that the Port did not meet the time demands. The question of its reconstruction was raised in the 1870s, and the project of the reconstruction was approved in 1885. The Port Administration began to operate in 1894. It was headed by 'the Captain over the Port', who was at the same time the Head of the Port Affairs Bureau – an advisory council whose authority was to solve port problems. The Port was divided into two divisions: foreign and cabotage. During the reconstruction the boundaries of the Port were identified, new embankments, elevators, warehouses were built. The Port was equipped with the latest loading and unloading facilities, grain and ore transporters. Two icebreakers helped the vessels to achieve to the Port in the winter time. Simultaneously, the problem of deepening of the canal in the Dnieper-Bug estuary was solved. It was importance because the vessels with large sediment could not be fully loaded in Mykolaiv and were forced to dock at the port of Ochakov, and transportation of cargo to Ochakov required considerable expenditure. Beacons and warning signs were also installed. All this made it possible to significantly increase the cargo turnover of the Port, which in 1910 reached a record level – more than 151 million poods, including more than 115 million poods of grain (this constituted 14 % of grain exports throughout the Russian Empire). That year Mykolaiv accepted 527 foreign vessels. At the end of the XIX – at the beginning of XX cent. the Port had been functioning on the basis of public-private partnership (by modern definition). The state, city and foreign investors put money into its development. Thus, the history of the Port until 1917 is the example of the Road Map for further development of the Port in the XXI cent., when in fact the Port operates in the same external and internal conditions as in the period studied above.

Die öffentliche Trinkwasserversorgung in Deutschland verbraucht jährlich ca. 2,4 TWh elektrische Energie, ca. 0,5% des Bundesverbrauchs. Wasserversorgungsunternehmen (WVU) gehören jedoch zu den größten Energienutzern in vielen Gemeinden. Dabei ist von einer möglichen, dauerhaften Energieeffizienzsteigerung um 10 bis 20% auszugehen. Für den Erfolg der Energiewende soll dieses Potential ausgeschöpft werden, auch bei kleinen und mittleren WVU. Dazu sind bewährte sowie neu entwickelte Ansätze gefragt, wovon eine Auswahl im Rahmen der vorliegenden Dissertation erprobt und dargestellt wird. Die Einführung eines Energiemanagementsystems gemäß ISO 50001 beim WVU ZWA Hainichen wurde wissenschaftlich begleitet. Gegenstand war die Optimierung der Daten-gewinnung und -dokumentation und deren Nutzung in Fallbeispielen (z. B. Verringerung von Strombezugsspitzen, Steigerung der Energieeffizienz von Druckerhöhungsanlagen, Einspa-rung von Heizenergie), ergänzt durch Sonderuntersuchungen ausgewählter Anlagen. Durch diese und eigene Maßnahmen des WVU wurde eine langfristige Steigerung der Energie-effizienz um 13,8% im Trinkwasserbereich erreicht. Im indischen Bundesstaat Uttarakhand wurde die Energieeffizienz von 43 Hochleistungs-pumpen untersucht. Diese lag zwischen 27 und 57%, mit einem Mittelwert von 50%. Die Pumpstation Jinsi II wurde auf der Grundlage einer Datenanalyse und betriebstechnischer Aspekte als Demonstrationsstandort zur Energieeffizienzsteigerung durch den Austausch von 2 Pumpen gewählt. Die komplexe Auswertung der aufgenommenen Kennlinien, der Ursachen des Verschleißes und betriebstechnischen Randbedingungen führte zur Auswahl eines robusten, hocheffizienten Pumpenmodells der Firma Kirloskar mit erosionsbeständigen Laufrädern. Die Einsparung betrug 195.000 kWh/a (7,8%) bzw. 14,7 T€/a mit einer Amortisa-tionszeit von ca. 5,2 a. Es wurden 4 grundsätzliche Maßnahmen zur langfristigen Verbesserung erkannt und priorisiert. Für den energieeffizienteren Betrieb von Brunnengalerien mit Überkapazitäten wurde eine innovative Methodik entwickelt und als Software-Baustein implementiert. Diese basiert auf einer historisch-statistischen Auswertung von verfügbaren Prozessleitdaten. Die Energie-einsparung beruht auf der Nutzung energetischer Vorteile ausgewählter Brunnenkombi-nationen. Die beispielhafte Validierung erfolgte an Standorten der Fernwasserversorgung Sdier und des TAZV Eisenhüttenstadt. Das ermittelte Einsparpotential liegt bei 7,8% bzw. 10,5% (8 T€/a bzw. 12 T€/a). Die Analyse des DVGW-Leitfadens W 613 zur Energie(rück)gewinnung durch Trinkwasser-kraft ergab offene Fragen zur Ermittlung der optimalen Turbinenparameter für Standorte mit Fallleitungen und stromab angeordneten Behältern. Deshalb wurde eine Methodik zur Optimierung der Mikroturbinenparameter Durchfluss und Fallhöhe entwickelt und mit einer Wirtschaftlichkeits¬betrachtung gekoppelt. Der entwickelte Software-Baustein wurde an 9 Standorten bei 3 sächsischen WVU mit Überkapazitäten in den Zulauffallleitungen zu Trinkwasserbehältern getestet und verifiziert. Die prognostizierte Energieerzeugung reichte von 9.000 bis 180.000 kWh/a mit einem arithmetischen Mittelwert von 48.500 kWh/a. Gleichzeitig wurde diese Methode mit 3 alternativen Methoden aus den Regelwerken verglichen. Diese anderen Methoden ergaben im Durchschnitt zwischen 70% und 91% der Ergebnisse durch die neu entwickelte Methode. Die Wirtschaftlichkeitsbetrachtung der potentiellen 9 Standorte ergab, dass an 4 Standorten eine Nachrüstung mit einer Mikroturbine zu empfehlen ist, bei geschätzten Amortisationzeiten zwischen 1,7 a und 6,9 a.:Kurzfassung i Abstract ii Danksagung & Acknowledgements iii Inhaltsverzeichnis vi Abkürzungsverzeichnis viii 1 Einleitung 1 1.1 Ausgangssituation 1 1.2 Motivation und Zielstellung 2 1.3 Gliederung der Arbeit 6 2 Energiemanagement in der Wasserversorgung 8 2.1 Vergleich zwischen Deutschland und den USA hinsichtlich Effizienz bei der Nutzung von Wasser und Energie 8 2.2 Die ISO 50001 als Leitfaden und Maßstab für Energieeffizienzmaßnahmen 9 2.3 Die Rolle von politischen Randbedingungen 10 3 Energiemanagement in der Praxis 13 3.1 Einführung eines Energiemanagementsystems gemäß ISO 50001 für einen sächsischen Zweckverband 13 3.2 Fünf Fallbeispiele aus dem Betrieb eines EnMS von deutschen Wasserversorgern – Inspiration für WVU in den USA 15 Fallbeispiel 1: Bestehende Daten ausnutzen, dann neue Daten erfassen 15 Fallbeispiel 2: Kosteneinsparung durch Verringerung von Leistungsspitzen und verbesserte Vertragsgestaltung 15 Fallbeispiel 3: Druckerhöhungsanlagen (DEA) – Einsparung von Pumpenergie 16 Fallbeispiel 4: Einsparung von Heizenergie in einem Wasserwerk 17 Fallbeispiel 5: Energiegewinnung durch Mikroturbinen 17 4 Energieeffizienzsteigerung von Pumpen in Uttarakhand 19 4.1 Untersuchung der Energieeffizienz von 43 Pumpanlagen im Bundesstaat Uttarakhand, Indien 19 4.2 Umsetzung einer Ersatzmaßnahme für 2 Pumpen der Pumpstation Jinsi II 19 4.3 Bewertung der Maßnahme und Wege zur weiteren Einsparung 21 5 Energieeffizienzsteigerung beim Betrieb von Brunnengalerien 24 5.1 Beschreibung der Methodik und Voraussetzungen zur Nutzung 24 5.2 Anwendung an 2 Standorten in Mitteldeutschland mit Auswertung 27 6 Energiegewinnung durch Mikroturbinen in Deutschland & Indien 30 6.1 Voraussetzungen zur Energiegewinnung & 2 Typen Turbinenstandorten 30 6.2 Methodik zur Optimierung der Energieerzeugung an Standorten mit durch Fallleitungen gespeisten Speicherbehältern (Typ 1, "gepuffert") 31 6.3 Anwendung an 9 Standorten in Sachsen mit Auswertung 34 6.4 Machbarkeitsstudie zum Einsatz von Mikroturbinen in Uttarakhand, Indien 35 7 Zusammenfassung und Ausblick 37 Literaturverzeichnis 42 Beiliegende Publikationen 46 Beiliegende Publikation 1 47 Beiliegende Publikation 2 65 Beiliegende Publikation 3 77 Beiliegende Publikation 4 95 Beiliegende Publikation 5 111 Beiliegende Publikation 6 125 Beiliegende Publikation 7 165 ; The public water supply in Germany annually uses about 2.4 TWh of electrical energy, approximately 0.5% of the total national energy use. Water supply utilities are nevertheless often among the largest energy users within municipalities. The possible long-term improvement in energy efficiency is estimated to be 10 to 20%. To aid the successful navigation of the transition to sustainable energy use, this potential should be fully exploited, including at small and medium-sized water utilites. This requires both proven and newly developed approaches, a selection of which are tested and presented in this dissertation. The implementation of an energy management system according to ISO 50001 was scientifically supported at the water utility ZWA Hainichen. The primary activity was the optimization of data acquisition and documentation and its use in case studies (e.g. reduction of electricity demand spikes, improving the efficiency of booster stations, reducing energy use for space heating), complemented by targeted investigations of selected facilities. Through these and other measures, ZWA Hainichen was able to achieve a 13.8% long-term increase in the energy efficiency of their drinking water division. In the Indian state of Uttarakhand, the energy efficiency of 43 high-head pumps was investigated. The results ranged from 27 to 57% with a mean value of 50%. The pump station Jinsi II was chosen as a demonstration site for energy efficiency improvement based on the analysis of field data and operational aspects. The complex evaluation of the measured characteristic curves, the causes of mechanical wear and operational factors led to the selection of a robust, high-efficiency pump model from the company Kirloskar with abrasion-resistant impellers. The savings achieved was 195,000 kWh/a (7.8%) or 14,700 €/a with a payback period of 5.2 a. Four fundamental measures were recognized and prioritized for achieving long-term improvement. For the energy-efficient operation of well galeries with surplus capacity, an innovative method was developed and implemented as a software module. This method is based on a historical and statistical evaluation of readily available process control data. The energy savings is achieved through the preferential operation of more energy-efficient well combinations. Validation was performed for sites of the long-range water supplier FW Sdier and the regional water utility TAZV Eisenhüttenstadt. The estimated energy savings is 7.8% and 10.5% (8 and 12 T€/a). Analysis of the DVGW technical guidelines W 613 on energy recovery through drinking water hydropower revealed open questions regarding the determination of the optimal turbine parameters for sites with gravity pipelines and downstream storage tanks. In response, a method was developed for the optimization of the microturbine parameters flow rate and pressure drop, coupled with an economic assessment. The software module developed was tested and verified using 9 sites at 3 water utilities in the state of Saxony with surplus capacity in their inflow gravity pipelines. The projected energy generation ranged from 9,000 to 180,000 kWh/a, with an arithmetic mean of 48,500 kWh/a. This method was also compared to 3 alternative methods from technical guidelines. These other methods yielded on average 70 to 91% of the energy generation estimated using the newly developed method. Economic assessment of the potential 9 sites showed that 4 sites are suitable for retrofitting with a microturbine, with estimated payback periods between 1.7 and 6.9 a.:Kurzfassung i Abstract ii Danksagung & Acknowledgements iii Inhaltsverzeichnis vi Abkürzungsverzeichnis viii 1 Einleitung 1 1.1 Ausgangssituation 1 1.2 Motivation und Zielstellung 2 1.3 Gliederung der Arbeit 6 2 Energiemanagement in der Wasserversorgung 8 2.1 Vergleich zwischen Deutschland und den USA hinsichtlich Effizienz bei der Nutzung von Wasser und Energie 8 2.2 Die ISO 50001 als Leitfaden und Maßstab für Energieeffizienzmaßnahmen 9 2.3 Die Rolle von politischen Randbedingungen 10 3 Energiemanagement in der Praxis 13 3.1 Einführung eines Energiemanagementsystems gemäß ISO 50001 für einen sächsischen Zweckverband 13 3.2 Fünf Fallbeispiele aus dem Betrieb eines EnMS von deutschen Wasserversorgern – Inspiration für WVU in den USA 15 Fallbeispiel 1: Bestehende Daten ausnutzen, dann neue Daten erfassen 15 Fallbeispiel 2: Kosteneinsparung durch Verringerung von Leistungsspitzen und verbesserte Vertragsgestaltung 15 Fallbeispiel 3: Druckerhöhungsanlagen (DEA) – Einsparung von Pumpenergie 16 Fallbeispiel 4: Einsparung von Heizenergie in einem Wasserwerk 17 Fallbeispiel 5: Energiegewinnung durch Mikroturbinen 17 4 Energieeffizienzsteigerung von Pumpen in Uttarakhand 19 4.1 Untersuchung der Energieeffizienz von 43 Pumpanlagen im Bundesstaat Uttarakhand, Indien 19 4.2 Umsetzung einer Ersatzmaßnahme für 2 Pumpen der Pumpstation Jinsi II 19 4.3 Bewertung der Maßnahme und Wege zur weiteren Einsparung 21 5 Energieeffizienzsteigerung beim Betrieb von Brunnengalerien 24 5.1 Beschreibung der Methodik und Voraussetzungen zur Nutzung 24 5.2 Anwendung an 2 Standorten in Mitteldeutschland mit Auswertung 27 6 Energiegewinnung durch Mikroturbinen in Deutschland & Indien 30 6.1 Voraussetzungen zur Energiegewinnung & 2 Typen Turbinenstandorten 30 6.2 Methodik zur Optimierung der Energieerzeugung an Standorten mit durch Fallleitungen gespeisten Speicherbehältern (Typ 1, "gepuffert") 31 6.3 Anwendung an 9 Standorten in Sachsen mit Auswertung 34 6.4 Machbarkeitsstudie zum Einsatz von Mikroturbinen in Uttarakhand, Indien 35 7 Zusammenfassung und Ausblick 37 Literaturverzeichnis 42 Beiliegende Publikationen 46 Beiliegende Publikation 1 47 Beiliegende Publikation 2 65 Beiliegende Publikation 3 77 Beiliegende Publikation 4 95 Beiliegende Publikation 5 111 Beiliegende Publikation 6 125 Beiliegende Publikation 7 165

Translating Resilience: A Framework to Enhance Communication and Implementation / Patricia H. Longstaff, Syracuse University, Thomas G. Kowslowski, University of Frieburg, and Will Geoghegan, Syracuse University -- Characteristics of Complex Socio-Technical Systems and Guidelines for their Management: The Role of Resilience / Tarcisio Abreu Saurin, Angela Weber Righi, Federal University of Rio Grande do Sul, and Éder Henriqson, Pontificia Universidade Católica do Rio Grande do Sul -- The Stress-Strain Model of Resilience Operationalizes the Four Cornerstones of Resilience Engineering / David D. Woods, The Ohio State University, Yong Jie Chan, Defense Science & Technology Agency, and John Wreathall, The WreathWood Group -- Turning Variability into Emergent Safety: the Resilience Matrix for Providing Strong Responses to Weak Signals / Fabrizio Bracco, Tommaso Francesco Piccinno, University of Genova, and Giorgio Dorigatti, Ormes Consulting srl -- Regulating Interactions across Multiple Centres of Control: An Airline Operations Control Perspective / Kenneth E. Igbo, Peter G. Higgins, Swinburne University of Technology, Simon Dunstall, CSIRO Mathematics Informatics & Statistics, and Peter J. Bruce, Swinburne University of Technology -- Episodic Adaptations and Trade-offs: Examples From the Victorian Construction Industry. / Manikam Pillay and David Borys, University of Ballarat -- To Rule, or not to Rule is not the question (for organizing change towards resilience in an integrated world) / Tor Olav Grøtan, SINTEF and Norwegian University of Science and Technology (NTNU) -- Structure, Agency, and Resilience / Garth S. Hunte, University of British Columbia, Robert L. Wears, University of Florida and Imperial College London, and Christiane C Schubert, Vanderbilt University -- Levels of Resilience: Moving from Resilience to Resilience Engineering / Robert L. Wears, University of Florida and Imperial College London, and J.Bradley Morrison, Brandeis University -- Under Dangerous Conditions- SAFETY Construction and Safety-Related Work On Board of Merchant Vessels / Gesa Praetorius and Monica Lundh, Chalmers University of Technology -- Assessing Behaviour towards Organizational Resilience in Aviation. / Michaela Heese, Austro Control GmbH, Wolfgang Kallus, and Christa Kolodej, University of Graz -- Are trade-offs experienced and if yes, how? Studying organizational resilience through operators' dilemmas / Dimitris Nathanael, Vassilis Tsagkas and Nicolas Marmaras, National Technical University of Athens -- Resilience engineering in healthcare: Moving from epistemology to theory and Practice / Janet Anderson, King's College London, A. Ross, and P. Jaye, St. Thomas's Hospital -- Resilience Approach for Medical Residents / Robert Bezemer and Ellen Bos, TNO -- Precepts of Resilience Engineering as Guidelines for Learning Lessons from the Fukushima-Daiichi Accident / Masaharu Kitamura, Research Institute for Technology Management Strategy and Tohoku University -- Inter-organisational safety culture challenges in nuclear power design / Luigi Macchi, E. Pietikäinen, P. Savioja, M. Liinasuo, M. Wahlström, and T. Reiman, VTT Technical Research Centre of Finland -- The Resilience Analysis Matrix (RAM): Visualizing functional dependencies in complex socio-technical systems. / Jonas Lundberg and Rogier Woltjer, Linköping University -- A Method for Visualizing Trade-offs in En-route Air Traffic Control Tasks / Daisuke Karikawa, Hisae Aoyama, Electronic Navigation Research Institute, Makoto Takahashi, Tohoku University, Kazuo Furuta, The University of Tokyo, Akira Ishibashi, Safety Management Laboratory, and Masaharu Kitamura, Research Institute for Technology Management Strategy -- Considering Trade-offs when Assessing Resilience / Eric Rigaud and ChristopheMartin, MINES ParisTech CRC -- Performance variability: Black and white or shades of grey? / Miranda Cornelissen, Monash University, Paul M. Salmon, University of the Sunshine Coast, Roderick McClure, Monash University, and Neville A. Stanton, University of Southampton -- How the Simplification of Work Can Degrade Safety: A Gas Company Case Study / Hortense Blazsin, Franck Guarnieri, and Christophe Martin, MINES ParisTech -- Analysis of the human role in the resilience of air traffic management. / Sybert H. Stroeve, Bas A. van Doorn, and Mariken H.C. Everdij, National Aerospace Laboratory NLR -- The relevance of resources for resilience at different organizational levels within the military deployment cycle / Wim Kamphuis and Roos Delahaij, TNO -- Sociotechnical Systems Issues in Worker Safety: Implications for Managing System Tradeoffs / Lawrence J. Hettinger, Marvin J. Dainoff, Michelle M. Robertson and Yueng-Hsiang Huang, Liberty Mutual Research Institute for Safety -- Identifying Imbalances in a Portfolio of Safety Metrics: The Q4-Balance Framework for Economy-Safety Tradeoffs / David D. Woods, The Ohio State University, Ivonne Herrera, SINTEF, Matthieu Branlat, 361 Interactive LLC, and Rogier Woltjer, Swedish Defence Research Agency -- Planning Measuring Resilience Potential and Early Warnings (SCALES) / Ivonne A. Herrera, A. Vennesland, SINTEF, A. Pasquini and S. Silvagni, Deep Blue SrL -- Understanding Resilience in Flight Operations: "Find the story behind flight safety reports and learn from successes." / Arthur Dijkstra, ADMC -- Sending up a FLARE: Enhancing resilience in industrial maintenance through the timely mobilization of remote experts / Elizabeth Lay, Calpine Corporation, and Matthieu Branlat, 361 Interactive LLC -- Training of Resilience Skills for Safer Railways: Developing a New Training Program on the Basis of Lessons from Tsunami Disaster / Shigeru Haga, Rikkyo University, Osamu Onodera, Tomoko Yamakawa, Akio Oishi, Yuichi Takeda, Ken Kusukami, East Japan Railway Company, and Toshiko Kikkawa, Keio University -- Reducing the Potential for Cascade: Recognizing and Mitigating Situations that Threaten Business Viability / Katherine E. Walker, David S. Deary, and David D. Woods, The Ohio State University -- Balancing efficiency and safety in maritime traffic management when approaching a port / Fulko van Westrenen, Umantec -- Developing Resilience Signals for the Dutch Railway System / Willy Siegel, University of Twente, and Jan Maarten Schraagen, TNO/ University of Twente -- Trade-offs in the planning of rail engineering work / Pedro Ferreira, CIGEST, ISG-Business School, John Wilson, Brendan Ryan, Sarah Sharples, University of Nottingham, and Theresa Clark, High Speed 2 -- Resilience in ATM operations: Incorporating Robustness and Resilience in Safety Assessment / Rogier Woltjer, Jonas Haraldsson, Swedish Defence Research Agency, Ella Pinska-Chauvin, EUROCONTROL, Tom Laursen, IFATCA & NAVIAIR, and Billy Josefsson, NORACON/LFV -- "Staying ahead of the aircraft" and Managing Surprise in Modern Airliners / Amy Rankin, Rogier Woltjer, Linköping University, Joris Field, National Aerospace Laboratory NLR, and David Woods, The Ohio State University -- UAS in (Inter)national Airspace: Resilience as a Lever in the Debate Proceedings of the Fifth Resilience Engineering Symposium / Gwendolyn C.H. Bakx, Netherlands Defence Academy, and James M. Nyce, Ball State University -- Trade-Offs as Symptoms of Mismatches Between Sociotechnical Systems: A Case Study involving Commercial Aviation and Air Traffic Control / David Moriarty, Zeroharm Solutions Ltd, and Steve Jarvis, Jarvis Bagshaw Ltd and Cranfield University -- To certify, to investigate or to engineer, that is the question / John Stoop, Kindunos -- Cognitive Demands of Staying in Control on Highly Automated Aircraft When Faced with Surprise / Shawn Pruchnicki and David Woods, The Ohio State University -- Applying Robustness Analysis of Dynamic Models to the Problem of Systems Resilience / Hei Chan, and Katsumi Inoue, Transdiciplinary Research Integration Center -- Assessing Rio de Janeiro Municipality's Natural Disaster Prevention Program against the UN's Hyogo Protocol / Armando M. de Souza, Paulo Victor R. Carvalho, Gilbert J. Huber, and José Orlando Gomes, Federal University of Rio de Janeiro -- Organisational Factors for Enhancing Train Drivers' Proactive Behaviours to Maintain the Normal Operation of Railway Services / Hidenori Fujino, Tomoko Horishita, and Tomoyuki Sonda, Safety Research Institute West Japan Railway Company, and Hiroyuki Yamaguchi, Kyushu University -- A Fuzzy Model to Assess Resilience for Safety Management / Cláudio H. S. Grecco, Cidade Universitária, Mario C. R. Vidal, and Carlos A. N. Cosenza, Universidade Federal do Rio de Janeiro, Isaac J. A. L. dos Santos and Paulo V. R. Carvalho, Cidade Universitária -- Customer Satisfaction Plays an Important Role: A Model to Improve Resiliency of ICT Service Maintainers / Chihiro Takayama, Momoko Nakatani, and Takehiko Ohno, NTT Service Laboratories, and Akinori Komatsubara, Waseda University -- Actions Contributed to Disaster Level Reduction of the Fukushima Accident / Makoto Takahashi, Tohoku University, and Masaharu Kitamura, Research Institute for Technology Management Strategy -- The Management and Evaluation of Change / Nick McDonald, Trinity College Dublin. Ireland

A side-looking sonar was constructed for military purposes during World War II as a development of forward-search sonars used for detection of foe submarines hiding motionless on a seabed. An unexpected career of sidescan sonars began with their implementation in marine geology. A sonar ability to recognise sediment roughness and consequently grain size allowed significant opportunities for sediment mapping, which were spatially more precise than the ones performed by sediment sampling. In addition, an acoustic shadow caused by close-seabed scanning over troughs and ridges allowed easier interpretation of the bottom morphology. These revolutionary features opened new ways of underwater exploration. Some multi-disciplinary applications of sonographs on continental shelves are presented in the introduction of this work after a technical description of a sidescan sonar system, and sonograph processing issues. The main objective of this work is to discuss three case studies on sidescan sonar applications in seabed dynamics research. Each of the study was constructed as a separate research paper qualified for prestigious journals and thus, the introductory part of this work is a descriptive supplement of information enclosed in the presented manuscripts. A case study from the southern Vietnamese shelf is focused on sand dunes mapping on the basis of not mosaicked sonographs. It was the first investigation on bedforms from this area; however it contains data only from the end of the winter monsoon. The shelf area was divided into five zones grouping dunes of similar size, shape and orientation. All located sand dunes higher than 1.5 m were described, summarized in a scatter plot of height/length ratio and thus compared to dunes observed on other shelves. The dunes orientation corresponded to the overall South China Sea circulation pattern during the winter monsoon. Therefore, the possibility of dunes mobilisation was investigated with the help of empirical equations predicting sediment transport. Depth-integrated velocities necessary to put sediment forming dunes in motion were calculated for distinguished zones. The results were discussed with hydrodynamic in-situ measurements of other authors and it was concluded that most of the investigated dunes were likely to migrate actively following the monsoon circulation. A case study from the Baltic Sea is a rare example of an investigation focused on changes in the morphology of pits created by anchor hopper dredging of marine sand and gravel aggregates. By means of sidescan sonar and multi-beam echosounder data, a six-year evolution of four pits was presented. In the case of three pits dredged in a sandy seabed faster smoothing of edges and infilling rates larger than in the case of a pit dredged in gravel were clearly observed. The edges of the gravel pit were expanding due to collapsing of the side-walls. The infilling of the pit was investigated based on approximations of pit depth by single- and multi-beam echosoundings, as well as acoustic shade length in the sonographs. Earlier studies of other authors on this pit allowed plotting a curve of infilling rate over six years of pit evolution. The filling clearly slowed down over time and the reasons for that are discussed in this paper. The sand screened in the dredging process surrounded the investigated pit and its backscatter values in sonographs clearly separate it from the gravel seabed. The area covered by the screened sand fraction was monitored and appeared to be decreasing in time. Hydrological data showed the possibility of frequent mobilisation of this fraction and therefore indicated it as the main source for pit infilling. A case study from the North Sea presents a unique approach of conversion analogue sidescan sonar data into digital, geo-referenced form in order to present morphological stability and birth of sorted bedforms. The analogue mosaic was geo-coded in a DECCA navigation system in 1977. DECCA system technology was described thoroughly and a study of the spatial errors was presented for accurate geo-referencing of the mosaic. Image warping by rubber-sheeting method was performed to compare old sonographs of a sorted bedform with sonographs from 2002. A continuation study of Dr. Markus Diesing et al. additionally contains a multi-beam backscatter mosaic from 2003 as a comparison data-set. The morphological stability of the bedforms over time was discussed in the paper and compared to worldwide examples. Hydrodynamic conditions influencing the bedforms were presented and a significant role of the tidal currents in shaping the sorted bedforms was demonstrated. An asymmetry of a newly appeared sorted bedform, however, was probably related rather to high energy storm events. Even though the sidescan sonar data were collected from three different seas for three different case studies in three different scales, sonographs proved to be a valuable tool in each of the cases. Minor limitations of sidescan sonar systems and options for applying other devices for the same types of investigations are discussed in the end of this work. ; Während des Zweiten Weltkrieges wurde für militärische Zwecke zum Aufspüren feindlicher Unterseeboote, die die sich bewegungslos auf dem Meeresgrund versteckten, ein seitwärts schauendes Sonar als Fortentwicklung des vorwärts schauenden Sonars gebaut. Eine unerwartete Karriere dieses Seitensicht-Sonars begann mit seiner Einführung in der Marinen Geologie. Die Fähigkeit des Sonars, die Sedimentrauhigkeit und infolgedessen die Korngröße zu erkennen, eröffnete bedeutende Möglichkeiten in der Sedimentkartierung mit einer räumlich besseren Auflösung als sie durch Probennahmen zu erreichen ist. Zusätzlich erlaubt ein akustischer Schatten, der durch bodennahes Überfahren von Vertiefungen und Erhebungen verursacht wird, eine einfachere Interpretation der Morphologie des Meeresgrundes. Diese revolutionären Eigenschaften öffneten neue Wege der Unterwassererforschung. Einige multidisziplinäre Anwendungen von Sonographen auf Kontinentalsockeln werden in der Einleitung zu dieser Arbeit neben technischen Besonderheiten des Seitensicht-Sonar-Systems und Implikationen bei der Verarbeitung von Sonographie-Daten beschrieben. Die Hauptzielsetzung dieser Arbeit ist es, drei Fallstudien der Anwendung eines Seitensicht-Sonars in Meeresgrunddynamikstudien darzustellen. Jede der Studien wurde für anerkannte Journale verfasst oder angenommen, der einleitende Teil dieser Arbeit ist eine beschreibende Ergänzung der Informationen in den vorgestellten Veröffentlichungen. Eine Fallstudie am Südvietnamesischen Kontinentalsockel ist auf die Kartierung der Sanddünen auf der Basis nicht zusammengesetzter Sonographie-Daten ausgerichtet. Es ist die erste Untersuchung von Bodenformen in diesem Gebiet, enthält jedoch nur Daten vom Ende des Wintermonsuns. Der Schelfbereich wurde in fünf Zonen eingeteilt, um Dünen ähnlicher Größe, Form und Orientierung zu gruppieren. Alle lokalisierten Sanddünen mit einer Höhe größer als 1.5 m wurden beschrieben und in ihrem höhen/längen Verhältnis in einem Scatterplot dargestellt, und auf diese Weise mit Dünen auf anderen Schelfen verglichen. Die Düneorientierung entspricht dem allgemeinen Zirkulationsschema der Südchinesischen See während des Wintermonsuns. Die Möglichkeit der Dünenmobilisierung wurde mit Hilfe empirischer Sedimenttransportgleichungen untersucht. Tiefengemittelte Strömungs­geschwindigkeiten, notwendig um Sedimente zur Bildung von Dünen in Bewegung zu setzen wurden berechnet. Die errechneten Ergebnisse wurden mit hydrodynamischen In-Situ Messungen anderer Autoren verglichen und es wurde gefolgert, dass die meisten untersuchten Dünen aktiv entsprechend der Monsunzirkulation wandern. Eine Fallstudie in der Ostsee ist ein seltenes Beispiel einer Untersuchung von Änderungen in der Morphologie von Gruben, die durch Nassbaggern von Marinen Sanden und Kiesen entstandenen sind. Mittels Seitensicht-Sonar und Fächerecholot-Daten wurde die Entwicklung von vier Gruben über sechs Jahre dargestellt. Im Falle dreier Gruben in sandigem Untergrund konnte eine deutlich höhere Abrundungsrate der Kanten und Sedimentation in den Gruben beobachtet werden als dies bei der Grube im Kiesbett der Fall war. Die Ränder der Grube im Kies änderten sich durch Abrutschen der Seitenwände. Sedimentation in den Gruben wurde basierend auf Näherungswerten der Grubetiefe durch Single-Beam-Echolot und Fächerecholot-Messungen, sowie akustische Schattenlänge in den Sonographie-Daten untersucht. Frühere Studien anderer Autoren an diesen Gruben ermöglichten es, die Sedimentationsrate über sechs Jahre darzustellen. Die Sedimentationsrate verlangsamte sich mit der Zeit deutlich, die Gründe hierfür werden in diesem Paper dargestellt. Der Sand, der während des Nassbaggerns ausgesiebt wurde, konnte im Umkreis der untersuchten Grube nachgewiesen werden, das Echo in den Sonographie-Daten war deutlich von dem des kiesigen Meeresgrundes zu unterscheiden. Der Bereich, der durch die ausgesiebte Sandfraktion bedeckt wurde, wurde beobachtet und verringerte sich mit der Zeit. Hydrologische Daten zeigen die Möglichkeit einer häufigen Mobilisierung dieser Sandfraktion, wodurch diese als hauptsächliche verantwortliche Quelle für die Sedimentation in den Gruben ausgemacht werden kann. Eine Fallstudie in der Nordsee stellt einen einmaligen Ansatz der Umwandlung von analogen Seitensicht-Sonar-Daten in digitale, georeferenzierte Form dar, um die morphologische Stabilität und die Entstehung von sortierten Bodenformen darzustellen. Das analoge Mosaik wurde 1977 im DECCA Navigationssystem geo-kodiert. Die DECCA System Technologie wurde gänzlich beschrieben und für die genaue Georeferenzierung des Mosaiks wurde eine Studie der räumlichen Fehler präsentiert. Eine Anpassung des Bildes wurde per "rubber – sheeting" Methode durchgeführt um historische Sonographie-Daten sortierter Bodenformen mit neuen Sonographie-Daten von 2002 zu vergleichen. Eine nachfolgende Studie von Dr. Markus Diesing et al. enthält zusätzlich ein "multi-beam backscattering" Mosaik von 2003 als vergleichendes Material. Die morphologische Stabilität der Bodenformen über die Zeit wird in dem Paper besprochen und mit weltweiten Beispielen verglichen. Die hydrodynamischen Umgebungsbedingungen der Bodenformen wurden dargestellt und eine bedeutende Rolle der Gezeiten-Strömungen auf diese festgestellt. Eine Asymmetrie neu entstandener sortierter Bodenformen hing vermutlich mit Sturmereignissen hoher Energie zusammen. Obwohl die Seitensicht-Sonar-Daten in drei unterschiedlichen Meeren für drei unterschiedliche Untersuchungen und in drei unterschiedlichen Maßstäben gesammelt wurden, waren die Sonographie-Daten in jedem der Fälle ein wertvolles Hilfsmittel. Die kleineren Beschränkungen von Seitensicht-Sonar-Systemen und die Möglichkeit der Anwendung anderer Systemen für die gleichen Studien werden im Ende dieser Arbeit diskutiert.

Mumbai is the financial capital of India and one of the world's most densely populated cities. Its existing public transport infrastructure is outdated, overutilized, and under tremendous stress. This book discusses the paradigm shift and benefits that the Mumbai Metro can bring in the public transportation scenario for millions of people in the Mumbai Metropolitan Region. The metro will provide equal access for all to a modern, comfortable, and high-quality daily commuting transport option. It will feature safety designs (especially for the vulnerable sectors), ease traffic congestion, and reduce vehicular emissions, thereby contributing toward making Mumbai a more equitable, safer, and cleaner city.

Most cities in South Asia have developed as unconnected centers of growth with unplanned urbanization. Limited fiscal resources and lack of collaborative planning expose their municipal bodies to great challenges. City governments must battle urban sprawl and increasing congestion while ensuring quality public services and maintaining their fiscal health. In contrast, urban clusters—that is, a core city surrounded by other cities—benefit from agglomeration effects, network externalities, and economies of scale, giving them a competitive edge over stand-alone cities. Clusters are seen as potential drivers of economic growth as they harness the economic potential of neighboring cities and towns upstream, and support the growth of domestic and regional corridors downstream. They could be financial centers like Tokyo, Shanghai, and Mumbai; technology hubs like Singapore and Bengaluru; or primate cities like Dhaka and Jakarta. Regardless of the form they take, clusters have influenced the location of industries, allocation of national resources, development of transportation networks, and international trade dynamics. For South Asia to become a leading economic power, development of its cities as prospective centers of growth and dynamism holds great promise. Economically successful clusters are expected to house advanced technology companies and research centers, provide high-quality education facilities, and offer a wide variety of jobs and good living conditions. We identify Mumbai, Delhi, and Dhaka as mature cities in the region; and Pune, Bengaluru, Ahmedabad, Chennai, Colombo, and Kathmandu as emerging cities that display the potential for growth and transition into clusters. To succeed, these cities must avoid lock-in to inefficient urban sprawls; exploit the economic capacity of cities, towns, and villages developing around them; and ensure quality public services to citizens. Based on an examination of the status of development of these cities and assessment of key challenges they face, we develop a list of strategic options for urban cluster development.

Few mega construction projects have been on the drawing board for as long as Thailand's Kra canal. The idea of cutting a waterway across the Isthmus of Kra in the Upper South of the country that would link the Gulf of Thailand with the Andaman Sea—and hence the Pacific and Indian Oceans—was first proposed more than 300 years ago. Since then the project has been repeatedly revived, resulting in a series of expensive engineering surveys and feasibility studies, before being quietly dropped. The arguments for and against a Kra canal are longstanding and well-rehearsed. Proponents of the canal point to the economic and strategic benefits that Thailand would accrue. They argue that the construction of the 100-kilometre canal, and related industrial infrastructure such as ports, manufacturing plants and oil refineries, would create jobs for tens of thousands of Thai workers, stimulate the economy (especially during periods of economic downturn) and, over the long-term, generate a lucrative revenue stream from the collection of shipping tolls. Militarily, the canal would enable the Thai navy to move ships quickly from one coast to the other during times of crisis. In addition, a Kra canal would also provide a faster and thus cheaper route between the Indian Ocean and the South China Sea, thus providing a viable alternative to the increasingly congested and "pirate infested" Straits of Malacca. Detractors of the canal remain unconvinced. Their main argument is that a Kra canal is commercially unviable: that the massive construction costs could not be clawed back from toll fees as shipping companies would be reluctant to bear additional costs just to save two or three days sailing time (especially at a time when the price of oil is low)—a situation quite unlike the Suez and Panama Canals which save vessels weeks of extra time at sea. With regard to the strategic benefits, critics argue that Thailand faces no threats from its neighbours, a canal would cleave the country into two halves and thus embolden separatists in the Far South, and the ownership and operation of the waterway would inevitably become entangled in Great Power rivalry.

The maritime zone that separates the Southern Philippines from Sabah is a space of largely unregulated economic activity and movement of goods. Informal barter trade and the movement of people, products and produce by small, woodenhulled boats is central to economies on all sides of the border; particularly in the provinces of Tawi-Tawi, Sulu and Basilan, where goods from Sabah are cheaper and more plentifully available than those produced or imported elsewhere in the Philippines. Familial and ethnic ties sustain sea-faring trading communities which sit across state boundaries. Informal cross-border trade in the maritime zone that separates the Sulu archipelago in Southern Philippines and Sabah in East Malaysia is an ancient economic and political phenomenon. Also known as barter trade, it dates back centuries, long before the creation of colonial states in the 1500s, and the declaration of independence and legal borders between the two countries in the mid-twentieth century. While the system has evolved over time with the use of money in exchange of goods, the term 'barter trade' is still used to highlight the informality of buying and selling untaxed imported items, and the vital role of traders and transporters in moving these goods across the maritime border. However, while Malaysian authorities have encouraged informal barter trade to continue and flourish, the Philippine government considers these largely unofficial economic activities as illegal trade or smuggling, part and parcel of a looming shadow economy in the region that the state needs to regulate.

Five years into China's invitation for Southeast Asian economies to work in synchrony toward an envisioned 'maritime silk road', skepticism in the region risks being proven correct. Signature projects such as railways in Indonesia and Thailand are facing either chronic delays in construction, or protracted renegotiation. Port projects in Malaysia and Cambodia face questioning about geostrategic goals and economic viability upon eventual completion. China-loaned railway and oil/gas pipeline projects in Malaysia, also constructed by Chinese companies, made headlines in Malaysia's election debates and were suspended when the new government assumed office. Negativity, at least in the mass media and policy discussion circles across the region, is a key feature of the state of progress and even future prospects of connectivity projects by China. In a material sense, Chinese investment in maritime ports, airports, railroads and highways, all designed to enhance flows of trade in goods and tourism within the region and beyond, is needed in the region. As a matter of fact, with regard to many of the construction projects under the media limelight, the Chinese involvement helped to fill a development void that has existed for decades, if not longer. For these projects to become successful, beginning with a controversy-free construction phase, the continuing international questioning about ulterior motives behind China's efforts does not augur well for either China or recipient societies that welcomed Chinese investment in the first place. The more productive orientation is to critically examine the issues at hand and find ways to improve the level of collaboration toward enhanced connectivity.

This paper analyses the profitability of the Kuala Lumpur-Singapore High Speed Rail (KL-SG HSR) based on the relationship between population density and profit margins of railway companies in several countries. For the KL-SG HSR to be as profitable as the Central Japan Railway Company (JR Central), for example, Kuala Lumpur will need to have a population of 20 million. Whether this happens or not, according to the rank-size rule, depends on the extent of regional economic integration and how urban agglomeration unfolds in mainland Southeast Asia.

This study also analyses how urban transport efficiency could be improved with more effective policy measures . Drawing on the literature of transport economics, various precedents cases and policies throughout the world have been investigated. The findings indicate that without a strong transport policy, it will be extremely difficult to avoid traffic congestion in a pre-emptive way . This study summarises the key points of transport economics, clarifies the mechanisms that generate urban traffic problems, and reviews a comprehensive methodological framework for dealing with traffic problems. If appropriate preventive measures are taken, then the vicious cycle of economic loss and traffic problems could be avoided. However, pre-emptive measures entail some challenges challenges. Transport improvement could be addressed through a variety of measures. This study analyses what aspects should be considered and how the combination of the measures could be optimised to improve transport efficiency.

The demand for energy in East Asia Summit (EAS) countries led mostly by their power and transport sectors has been growing substantially. The energy demand in the transport sector is mainly on oil, of which imports have been growing rapidly as the demand surpasses domestic production, causing concerns on energy supply security. Some EAS countries subsidise oil products to ensure affordable price levels for social considerations, but this exacerbates their fiscal balance. In addition, the upsurge in motorised vehicles in their cities has worsened the air quality. As these incidents prove, increases in transport demand and thus oil demand have great socio economic impact, and the improvement in the efficiency in the transport sector's oil demand is an important policy agenda across EAS countries. The growth in the transport sector's oil demand has been caused by the motorisation in cities where income levels have been rising rapidly. Particularly in urban areas, such rise in passenger vehicle ownership has been causing a number of socio economic issues, including chronic traffic congestion. In fact, the average travel speed in some urban areas in Asia is low for example, Jakarta's travel speed is at 15 km per hour, and Bangkok's is at 12 km per hour. This incurs energy waste, lost time in economic activities, and poor air quality. It is thus necessary for EAS countries to take on a growth pattern different from that of developed countries. For a sustainable socio economic development, emerging Asian countries are required to meet three objectives: enhance energy security improve environmental quality and stabilise economic growth and create smart communities''. Unlike conventional economic development paths these three objectives have to be achieved simultaneously. Smart communities aim to simultaneously achieve efficiency in the transport sector and lower the environmental burden by optimising transport infrastructure such as roads and railways , introducing next generation vehicles (hybrid, plug in hybrid vehicle , and electronic vehicle), and managing the transport. In other words, a smart community for the transport sector can cope with various transport issues in Asian urban areas. A number of studies had considered the energy saving potential in Asia's transport sector by shifting towards fuel efficient vehicle units. However, this particular study is unique in that its approach focuses on the interrelationship between energy demand and traffic flow. It utilises a simulation model that will be able to analyse the impact of infrastructure development on traffic flow and the subsequent impact of the transport sector's energy efficiency improvements. The outcomes from the study are expected to provide new insights that will contribute to the sustainable development in EAS cities with urban transport improvements.

Maritime trade is an essential lifeline for the remote island nations of the Pacific, which rely almost entirely on imports for essential goods. This study aims to foster dialogue among governments and development partners on how to leverage smart ports to support trade, resilience, and more inclusive economic growth across the region. It examines practical applications of smart ports in the Pacific context and explores options to align international best practices with unique local features such as relatively small trade volumes, geographic isolation, and vulnerability to extreme weather events. The study makes recommendations on how to achieve short-term "wins" by implementing technology and business process solutions, and provides a strategic framework for developing more robust smart port ecosystems over time.

This study analyzes the use of motorcycles in Metro Manila with the aim of informing government policy related to road safety and transport planning. Motorcycles are increasingly being used for daily commutes as well to provide logistics services. The study explores the various drivers, characteristics, and implications of increased motorcycle use. Taking into account these implications, it presents a policy framework to reduce motorcycle-related crashes and suggests that the Public Service Act be reviewed and amended as appropriate to recognize motorcycles as a primary mode of transport.