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Keywords: Social practices; menstrual waste; urban infrastructures; water and sanitation; menstrual hygiene management; Lilongwe; prácticas sociales; desecho menstrual; infraestructuras urbanas; agua y saneamiento; manejo de la higiene menstrual; pratiques sociales; déchets menstruels; infrastructure urbaine; eau et assainissement; gestion de l'hygiène intime EN Social practices menstrual waste urban infrastructures water and sanitation menstrual hygiene management Lilongwe ES prácticas sociales desecho menstrual infraestructuras urbanas agua y saneamiento manejo de la higiene menstrual FR pratiques sociales déchets menstruels infrastructure urbaine eau et assainissement gestion de l'hygiène intime 1057 1077 21 10/12/22 20221001 NES 221001 Introduction Women[1] in global South countries are experiencing a rapid shift in access to menstrual absorbents; often referred to as the Menstrual or Sanitary Pad Revolution (Bloom, [6]; Venema, [70]). Practice theory in a post-developmental context Social practice theories encompass a diversity of approaches that have in common the use of practices as a category of analysis or as a point of departure for empirical work (Miettinen et al., [42]; Stern, [63]). Practices of disposal in sanitation systems now render infrastructures supposedly dysfunctional (e.g., blocked, incompatible with emptying), despite latrine disposal previously being supported by some sanitation and MHM actors. Discussion: learning from women's local practices, planning for menstrual waste In this article we have provided a practice-based account of menstrual waste management practices of women living in LIAs and planned areas in Lilongwe. [Extracted from the article]

Research on the geographies of finance for urban climate action has generated important insights into how climate agendas contribute to the financialisation of urban environments and strengthen the position of market actors in urban governance. However, by focusing on a limited set of financial instruments (e.g., green bonds, carbon credits), actors (e.g., real estate developers, private investors, international organisations), and projects (e.g., large‐scale infrastructure), existing studies overlook the heterogeneity of financial relations, initiatives, and actors that make possible urban climate action. This includes, for instance, the deployment of decentralised, small‐scale renewable energy technologies, or community‐led adaptation efforts. In this paper, I explore how theorisations of heterogeneous/hybrid infrastructure, diverse economies, and popular economies can advance current research, through the analysis of three decentralised renewable energy projects in France, the UK, and Zimbabwe. These concepts, I argue, can help us to expand our understanding of the multiple financial relations that underpin urban climate interventions and to explore their implications for the agency of different actors, particularly those who are most affected by climate change impacts. [ABSTRACT FROM AUTHOR]

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Acute hydrological natural hazards, such as floods, not only affect the lives and properties of people but also cause severe damage to the critical infrastructures, which needs to be function even in substandard situations. Therefore, it is significant to predict the flood-prone areas for understanding how critical infrastructures are exposed to massive flooding. For this aim, flood-prone areas and their susceptibility are mapped using machine learning techniques including boosted regression tree (BRT) and generalized linear model (GLM) with the help of Sentinel 3 satellite images in Google Earth Engine. The BRT model achieved the highest precision (AUC = 81.10%) in comparison to GLM (AUC = 78.30%) and was utilized for evaluating the flood risk on critical infrastructures. In addition, the flood risk in four large and famous watersheds, namely Zohre, Dorodzan, Tashk-Bakhtegan, and Qareagaj located in Fars Province was analyzed, among which Zohre had the highest risk to flooding. The assessment of flood risk on critical infrastructures, such as hospitals, pharmacies, banks, fire stations, automated teller machines, fuel stations, speed cameras, and mosques located in Shiraz County (capital of Fars Province) disclosed that these structures had high and very high flood hazard. The evaluation of flood risk on schools situated in nine most populated cities of Fars Province was also carried out, which revealed that Shiraz had the maximum percentage (92.98%) and Marvdasht had the least percentage (60.75%) of schools that fall under very high risk. This article aids the decision makers in better planning for flood resilience and risk management.

The impact of transport on climate change is becoming increasingly significant, making switching to sustainable vehicles an important step in emission reduction. The use of electric vehicles could be stimulated by a large network of charging stations. However, in Brussels, this network is still limited. In this paper, we propose two complementary methods that can support the deployment of a charging infrastructure. The analysis for public occasional charging is a point of interest (POI) based approach as it demonstrates that the accessibility of the charging infrastructure is improved if charging stations are installed at important Brussels mobility poles. Locations for public residential charging are identified by means of location models that take into account demand forecasts for EVs. The resulting roll-out is first pushed through where the estimated EV adoption is high and then spreads evenly across the entire Region. The combination of both methods offers a solution for residents (location models), as well as for visitors or commuters (POI approach).

The impact of transport on climate change is becoming increasingly significant, making switching to sustainable vehicles an important step in emission reduction. The use of electric vehicles could be stimulated by a large network of charging stations. However, in Brussels, this network is still limited. In this paper, we propose two complementary methods that can support the deployment of a charging infrastructure. The analysis for public occasional charging is a point of interest (POI) based approach as it demonstrates that the accessibility of the charging infrastructure is improved if charging stations are installed at important Brussels mobility poles. Locations for public residential charging are identified by means of location models that take into account demand forecasts for EVs. The resulting roll-out is first pushed through where the estimated EV adoption is high and then spreads evenly across the entire Region. The combination of both methods offers a solution for residents (location models), as well as for visitors or commuters (POI approach).

Urban infrastructure in high-density metropolitan contexts constitutes an experimental frontier for improving the citizens’ quality of life and also represents a still undervalued resource in producing economic, energy, environmental and social value. Infrastructure such as the Serra Monte Ceneri Flyover in Milan, a source of distress and degradation associable with the idea of “wasted architecture”, can only be transformed into resource through a process of enhancement and a circular, multi-layer and multi-functional design vision. UNPark research is configured as an urban innovation hub by which to trigger reflection on the transition potential towards infrastructure multifunctionality.

Introduction Urban mobility is one of the most relevant social phenomena from the last few decades, mainly after the automobile has become the focal axis for city planning, which has caused important transformations in urbanity on a global scale. Objective The objective of this work is to perform a close revision of some particularities for the study of the social implications found in the creation of infrastructure for the urban mobility. It pretends to show some of the characteristics in which western cities have been planned in the modern era, and how this logic has promoted particular models of mass transportation and the triumph of the automobile. In addition, we address the impact that the city planning has had over non-motorized mobility, as well as the problems and opportunities that appear when mobility-designed infrastructure fails or becomes obsolete. Method The paper is a conceptual and theoretical approximation to the mobility phenomenon, and it intends to help position future empirical researches from the perspective of social sciences. Results As the main finding we have how sensitive it is to plan large-scale urban projects without taking in consideration the differentiated impacts they might have in the societies in which these projects are executed. Conclusion In the conclusions section the paper invites to think from an interdisciplinary and participatory focus the way in which mobility infrastructures are designed for the Costar Rican case. [ABSTRACT FROM AUTHOR]

Urban infrastructure in high-density metropolitan contexts constitutes an experimental frontier for improving the citizens' quality of life and also represents a still undervalued resource in producing economic, energy, environmental and social value. Infrastructure such as the Serra Monte Ceneri Flyover in Milan, a source of distress and degradation associable with the idea of "wasted architecture", can only be transformed into resource through a process of enhancement and a circular, multi-layer and multi-functional design vision. UNPark research is configured as an urban innovation hub by which to trigger reflection on the transition potential towards infrastructure multifunctionality. [ABSTRACT FROM AUTHOR]

Travel on foot has been gaining ground in recent years in debates and in people's thinking due to growing congestion and the negative impacts of the “cars come first” approach on health, the environment and public spaces. In order to promote this form of travel in Brussels, Bruxelles Mobilité carried out a diagnosis of public spaces, through the plans for the accessibility of roads and public spaces [Plans d’accessibilité de la voirie et de l’espace public, PAVE]. The research which this article is drawn from adds to this diagnosis by identifying the broad spectrum of pedestrian inconveniences and variations in how they are perceived. To do this, several distinct methodologies were combined (spatial and morphological analysis, analysis of pedestrian flows and behaviours, itineraries with commentary with people with reduced mobility), thus making it possible to develop a dynamic vision of pedestrian movement and the inconveniences which can affect it. On this basis, several possible solutions are proposed in order to achieve a balance between the need for fluidity of movement, the slowing down of pedestrian flows and the experience of walking.

Travel on foot has been gaining ground in recent years in debates and in people's thinking due to growing congestion and the negative impacts of the “cars come first” approach on health, the environment and public spaces. In order to promote this form of travel in Brussels, Bruxelles Mobilité carried out a diagnosis of public spaces, through the plans for the accessibility of roads and public spaces [Plans d’accessibilité de la voirie et de l’espace public, PAVE]. The research which this article is drawn from adds to this diagnosis by identifying the broad spectrum of pedestrian inconveniences and variations in how they are perceived. To do this, several distinct methodologies were combined (spatial and morphological analysis, analysis of pedestrian flows and behaviours, itineraries with commentary with people with reduced mobility), thus making it possible to develop a dynamic vision of pedestrian movement and the inconveniences which can affect it. On this basis, several possible solutions are proposed in order to achieve a balance between the need for fluidity of movement, the slowing down of pedestrian flows and the experience of walking.

Travel on foot has been gaining ground in recent years in debates and in people's thinking due to growing congestion and the negative impacts of the “cars come first” approach on health, the environment and public spaces. In order to promote this form of travel in Brussels, Bruxelles Mobilité carried out a diagnosis of public spaces, through the plans for the accessibility of roads and public spaces [Plans d’accessibilité de la voirie et de l’espace public, PAVE]. The research which this article is drawn from adds to this diagnosis by identifying the broad spectrum of pedestrian inconveniences and variations in how they are perceived. To do this, several distinct methodologies were combined (spatial and morphological analysis, analysis of pedestrian flows and behaviours, itineraries with commentary with people with reduced mobility), thus making it possible to develop a dynamic vision of pedestrian movement and the inconveniences which can affect it. On this basis, several possible solutions are proposed in order to achieve a balance between the need for fluidity of movement, the slowing down of pedestrian flows and the experience of walking.

In 2017, the Brussels-Capital Region 20 700 points of sale for goods and services, accounting for 87 % of the expenditure made by the inhabitants of Brussels. This retail trade provides about 9 % of regional employment. This synopsis reviews what is known about distribution in Brussels, an indispensable economic sector whose complexity makes it difficult to understand due to its diversity, and which is subject to profound changes in consumption, the urban environment and the internal organisation of the profession. After outlining the framework of the analysis by defining trade through its functions, forms and stakeholders, the authors draw up several observations associated with major dynamics in the sector (transformation of supply and demand and changes in public regulation in particular). The third part of the synopsis responds to these observations by identifying clear issues which, if taken into account by the sector and supported by public authorities, could reconcile trade with urban space.

In 2017, the Brussels-Capital Region 20 700 points of sale for goods and services, accounting for 87 % of the expenditure made by the inhabitants of Brussels. This retail trade provides about 9 % of regional employment. This synopsis reviews what is known about distribution in Brussels, an indispensable economic sector whose complexity makes it difficult to understand due to its diversity, and which is subject to profound changes in consumption, the urban environment and the internal organisation of the profession. After outlining the framework of the analysis by defining trade through its functions, forms and stakeholders, the authors draw up several observations associated with major dynamics in the sector (transformation of supply and demand and changes in public regulation in particular). The third part of the synopsis responds to these observations by identifying clear issues which, if taken into account by the sector and supported by public authorities, could reconcile trade with urban space.

In 2017, the Brussels-Capital Region 20 700 points of sale for goods and services, accounting for 87 % of the expenditure made by the inhabitants of Brussels. This retail trade provides about 9 % of regional employment. This synopsis reviews what is known about distribution in Brussels, an indispensable economic sector whose complexity makes it difficult to understand due to its diversity, and which is subject to profound changes in consumption, the urban environment and the internal organisation of the profession. After outlining the framework of the analysis by defining trade through its functions, forms and stakeholders, the authors draw up several observations associated with major dynamics in the sector (transformation of supply and demand and changes in public regulation in particular). The third part of the synopsis responds to these observations by identifying clear issues which, if taken into account by the sector and supported by public authorities, could reconcile trade with urban space.

• The design of green, resilient infrastructures involves conflicting interests. • In Copenhagen these have been reframed as regeneration and place-branding assets. • The evidence suggests links between innovative design and an entrepreneurial agenda. • This is likely to lead to the exclusion of disadvantaged groups from green amenities. There is a distinctive ecological turn within contemporary urban infrastructure design linked to the embrace of green approaches to climate adaptation and new 'ecological' and 'landscape infrastructures' which combine green and grey features. These promise a wide range of ecological, social and cultural benefits and have been accompanied by distinctive new design visions and imaginaries. However, there are also competing interests and agendas which threaten to undermine the realisation of socially equitable and ecologically sustainable design in this context. In response, this article explores the politics of designing ecological infrastructures through a case study of the redevelopment of Hans Tavsens Park, a green climate adaptation, stormwater management and regeneration project in Copenhagen, Denmark. The case study exemplifies the ecological turn in design through its aspiration to deliver ecological, social and cultural benefits in conjunction with improvements to stormwater management. However, the article also identifies connections between innovative design and entrepreneurial strategies related to place-branding. It highlights conflicts between this entrepreneurial green design agenda and both social and ecological priorities. The article's distinctive contributions are its analysis of the politics of green, climate-resilient design and its description of the relationship between seemingly innovative design, including visible greening and ideals of 'co-creation', and the exclusion of disadvantaged groups from green, resilient spaces. [ABSTRACT FROM AUTHOR]

Featured Application: Volcanic hazard evaluation, Urban Planning. Changbaishan volcano (China/North Korea; last eruption in 1903 AD) was responsible for a Volcanic Explosivity Index (VEI) 7 eruption in 946 AD. Approximately 186,000 people live around Changbaishan and 2,000,000 tourists/year visit the volcano. An unrest occurred between 2002 and 2006. Despite the relevant hazard, the eruptive history is poorly known, a condition common to many volcanoes worldwide. Here, we investigate the extension of the areas potentially affected by pyroclastic density currents (PDCs) in case of future eruptions following a scenario-based approach. We perform energy cone runs referred to four scenarios from columns of height 3, 10, 20 and 30 km at different vents. By using global datasets on PDCs, we produce spatial probability maps of PDCs invasion. Empirical laws between covered areas, PDC travelled distances, and heights of collapse are provided. In scenarios 3 and 4, PDCs expand at distances up to 42 km and 85 km, respectively. In scenarios 1 and 2, PDCs invade the touristic area and few main roads. Severe effects emerge from scenarios 3 and 4 with the interruption of the China–North Korea land and aerial connections and PDC. Our approach may serve as guide for the rapid evaluation of the PDC-related hazard at poorly known volcanoes. [ABSTRACT FROM AUTHOR]

Mobility between Brussels and its outskirts is a multidimensional issue involving socioeconomic, environmental and political challenges. However, precise data on this issue are relatively limited. In this context, this article proposes to address the issue through an empirical geographical analysis. Thus, the differentiated conditions and ways of travelling to Brussels from its metropolitan area emerge, and are summarised within a typology.

Mobility between Brussels and its outskirts is a multidimensional issue involving socioeconomic, environmental and political challenges. However, precise data on this issue are relatively limited. In this context, this article proposes to address the issue through an empirical geographical analysis. Thus, the differentiated conditions and ways of travelling to Brussels from its metropolitan area emerge, and are summarised within a typology.

Mobility between Brussels and its outskirts is a key multidimensional issue involving socio-economic, environmental and political challenges. However, precise data on this issue are relatively limited. In this context, this article proposes to address the issue through empirical geographical analysis. Thus, the differentiated conditions and ways of travelling to Brussels from its metropolitan area emerge, and are summarised within a typology.

How did the development of the railways affect the urban morphology of the Brussels suburbs? In an attempt to provide a first answer to this broad question, this article examines the role of railway infrastructures of the east railway ring in Brussels (currently line 161). Above all, it proposes to demonstrate that, contrary to a preconceived and still widespread idea, the tremendous development of the rail network in the second half of the 19th century was sometimes a huge obstacle to the urbanisation of certain neighbourhoods, with what could be referred to as “growth barriers” being built in the middle of them. By comparing archives of different types - in particular cartographic (mainly from municipal archives) - and various works on the evolution of urban morphology, through the example of this ring line, this study shows that while stations have often promoted urban development as economic growth areas, the railways crossing the city have had the opposite impact, sometimes acting as obstacles to the growth of certain neighbourhoods.

How did the development of the railways affect the urban morphology of the Brussels suburbs? In an attempt to provide a first answer to this broad question, this article examines the role of railway infrastructures of the east railway ring in Brussels (currently line 161). Above all, it proposes to demonstrate that, contrary to a preconceived and still widespread idea, the tremendous development of the rail network in the second half of the 19th century was sometimes a huge obstacle to the urbanisation of certain neighbourhoods, with what could be referred to as “growth barriers” being built in the middle of them. By comparing archives of different types - in particular cartographic (mainly from municipal archives) - and various works on the evolution of urban morphology, through the example of this ring line, this study shows that while stations have often promoted urban development as economic growth areas, the railways crossing the city have had the opposite impact, sometimes acting as obstacles to the growth of certain neighbourhoods.

How did the development of the railways affect the urban morphology of the Brussels suburbs? In an attempt to provide a first answer to this broad question, this article examines the role of railway infrastructures of the east railway ring in Brussels (currently line 161). Above all, it proposes to demonstrate that, contrary to a preconceived and still widespread idea, the tremendous development of the rail network in the second half of the 19th century was sometimes a huge obstacle to the urbanisation of certain neighbourhoods, with what could be referred to as “growth barriers” being built in the middle of them. By comparing archives of different types - in particular cartographic (mainly from municipal archives) - and various works on the evolution of urban morphology, through the example of this ring line, this study shows that while stations have often promoted urban development as economic growth areas, the railways crossing the city have had the opposite impact, sometimes acting as obstacles to the growth of certain neighbourhoods.

• The materials stocked in infrastructures are rapidly growing, and their distribution is uneven. • The gap in material stocks across different provinces is increasing. • Affluence is the major driving factor increasing MS, and the population and technology changes have different effects. • Relevant countermeasures and suggestions are proposed based on an analysis of different scenarios. The materials stocked in infrastructures comprehensively reflect resource consumption, waste generation and sustainable development; therefore, research investigating this topic is particularly important. First, this paper uses the bottom-up material flow analysis method to account for the material stocks (MS) in urban infrastructures and examines the spatial and temporal changes in the MS in China from 1997 to 2016. The results show that MS increased 4.04 times during this period and are spatially inclined to decrease from coastal regions to inland areas. Second, this paper combines the population and economic factors using the IPAT model (which considers the environmental Impact as a product of the Population, Affluence and Technology) and a panel data regression analysis to conclude that affluence is the major driving factor increasing MS, while the impact of technology has a negative effect throughout China. The effect of affluence in different regions is consistent with that throughout China, but the population and technology changes have different effects. Third, this study estimates the environmental impact under different scenarios and proposes suggestions and strategies for promoting sustainable development. [ABSTRACT FROM AUTHOR]

The quality of outdoor spaces in residential communities affects the quality of life of residents as well as the level of comfort in a building. The study examined the characteristics and qualities of residential outdoor spaces (ROS) in Ilesa, Nigeria. The conceptual frame work showed the variables used in assessing the characteristics and qualities of ROS. The study was conducted in peripheral areas of Ilesa due to the high concentration of residential buildings with private ROS. A Multi-Stage sampling procedure was employed for the study. Out of the six areas located at the peripheral zone of Ilesa, Imo/Omi-Asoro and Oke-omiru/Ibala areas, having 944 and 1373 buildings respectively, were randomly selected from each local government area (Ilesa East and West); the sample size of 231 buildings representing 10 percent of the entire buildingsin the study area were selected systematically. Within each of the selected buildings, one household head was sampled using questionnaire administration. Findings reveal that attributes such as privacy, comfort, accessibility, layout, and safety were rated highly across the study area. Quality Index (Q.I.) computed for the two areas and the aggregated area revealed index values of3.85, 3.86, and 3.85 for Oke-omiru/Ibala, Imo/Omi-Asoro, and Ilesa respectively, indicating that quality of ROS in the study area is good. The studies empirically established that there were few scenic and blue spaces as well as few green spaces within the ROS; less availability of these spaces are not encouraging despite their numerous benefits in outdoor arenas. The relevance of this study is predicated on the essence of qualitative outdoor space to individual well-being, as well as national development. This study also provided insight for redirection of national economy towards providing and improving necessary residential and urban infrastructures, as well as new policies. [ABSTRACT FROM AUTHOR]

In the water and energy sectors, projects geared towards new forms of cross-sectoral functioning have boomed in most European countries over the past decade, and have deeply transformed the ecology of urban services. These projects are often considered as an answer to a rising challenge affecting numerous traditional utilities: the unforeseen urban change relating to shifting (i.e. declining) demand patterns that are undermining traditional models of infrastructure management. The development of cross-sectoral strategies is considered a way both to tackle the attrition of traditional sources of revenue and to develop greener infrastructure systems by enhancing their efficiency level, often in line with low-carbon programmes implemented by national or local governments. The appeal lies in a fairly static perception of infrastructure management and technological change. Based on a detailed analysis of a traditional German local multi-utility and informed by a six-month internship within the company, the article deciphers the rationale of multi-sectoral practices, in particular the company's transformation into a cross-utility that devised a common strategy for all its infrastructure networks and its ambiguities. Various facets of such 'boundary work' are analysed, focusing on organisational and financial aspects to reveal the new sites of tensions and negotiations between sectors, but also on the material component of these cross-sectoral projects through the case of one such nexus programme, a waste-to-energy programme. This programme embodies the potential contradictions between the call for reduced use of resources (i.e. the production of less waste) and the development of new urban technical systems relying primarily on those same resources. [ABSTRACT FROM AUTHOR]