Journal articles on the topic '190311 Management of greenhouse gas emissions from transport activities'

Greenhouse gas emissions resulting from municipal solid waste management activities and the associated climate change impacts are getting great attention worldwide. This study investigates greenhouse gas emissions and their distribution during waste collection and transport activities in the Dammam region of Saudi Arabia. Greenhouse gas emissions and associated global warming factors were estimated based on diesel fuel consumption during waste collection and transport activities. Then, waste collection and transport data were used to parameterise a mechanistic collection model that can be used to estimate and predict future fuel consumption and greenhouse gas emissions. For the collection and transport of municipal waste in the study area, the average associated total greenhouse gas emissions were about 24,935 tCO2-eq. Global warming factors for three provinces were estimated as 25.23 kg CO2-eq t-1, 25.04 kg CO2-eq t-1, and 37.15 kg CO2-eq t-1, respectively. Lastly, the American Meteorological Society/Environmental Protection Agency Regulatory Model (AERMOD) modelling system was used to estimate the atmospheric dispersion of greenhouse gas emissions. Model results revealed that the maximum daily greenhouse gas concentrations ranged between 0.174 and 97.3 mg m-3, while annual average greenhouse gas concentrations were found to be between 0.012 and 27.7 mg m-3 within the study domain. The highest greenhouse gas concentrations were observed for the regions involving the municipal solid waste collection routes owing to their higher source emission rates.

South Africa is a signatory to the United Nations Framework Convention on Climate Change (UNFCCC) and as such is required to report on Greenhouse gas (GHG) emissions from the Energy, Transport, Waste and the Agriculture, Forestry and Other Land Use (AFOLU) sectors every two years in national inventories. The AFOLU sector is unique in that it comprises both sources and sinks for GHGs. Emissions from the AFOLU sector are estimated to contribute a quarter of the total global greenhouse gas emissions. GHG emissions sources from agriculture include enteric fermentation; manure management; manure deposits on pastures, and soil fertilization. Emissions sources from Forestry and Other Land Use (FOLU) include anthropogenic land use activities such as: management of croplands, forests and grasslands and changes in land use cover (the conversion of one land use to another). South Africa has improved the quantification of AFOLU emissions and the understanding of the dynamic relationship between sinks and sources over the past decade through projects such as the 2010 GHG Inventory, the Mitigation Potential Analysis (MPA), and the National Terrestrial Carbon Sinks Assessment (NTCSA). These projects highlight key mitigation opportunities in South Africa and discuss their potentials. The problem remains that South Africa does not have an emissions baseline for the AFOLU sector against which the mitigation potentials can be measured. The AFOLU sector as a result is often excluded from future emission projections, giving an incomplete picture of South Africa’s mitigation potential. The purpose of this project was to develop a robust GHG emissions baseline for the AFOLU sector which will enable South Africa to project emissions into the future and demonstrate its contribution towards the global goal of reducing emissions.

The earth’s average temperature has risen by approximately 1.2 °C since the 1900s. The COP26 resolution aimed to achieve carbon neutrality before 2050, while China has committed a more aggressive timetable to actually achieve the goal. It requires either that activities must not release any greenhouse gases or the emitted greenhouse gases must be offset. The logistics and transport activities contribute a lot to global greenhouse gas emissions on Earth. There are a no. of challenges of the logistics industry that are discussed, then the paradigmatic solutions such as green procurement, green packaging, green transport, and green warehousing, are respectively discussed. The three contemporary concepts of green solutions (circular economy, carbon neutrality and green cocreation) for logistics and transportation are explored. Subsequently, a detailed case study of CN Logistics’ contemporary green solutions is used to illustrate how to tackle the problems and exemplify the best practices to the other 3PL players. There are expected changes on green directives from the HKSAR Government on logistics green compliances. Finally, this paper concludes with an appeal to the industry to start the green journey immediately.

Global Environment Facility (GEF) support for World Bank sustainable transport activities is described. An overview is presented of current GEF strategy for sustainable transport, which reflects a shift beyond individual technology interventions toward broader objectives, including modal shift, demand management, and land use planning. Ongoing GEF projects that exemplify this shift are reviewed by examining projects in Latin America and Asia whose aim is improving public transport, nonmotorized programs, and institutional capacity related to sustainable transport. The major lessons that can be drawn from these projects, most of which are still at an early stage, is that local authorities are often enthusiastic about getting involved in programs that simultaneously address key transportation concerns in their cities (such as access, safety, congestion, local air quality) and result in less overall energy use and greenhouse gas emissions. Much can be achieved as long as project communications and promotion are addressed and carefully targeted at decision makers and potential beneficiaries.

The paper provides a comparative analysis of economic growth in Estonia, Latvia and Lithuania and discusses differences in development of the main sectors during the period 2000–2016. Based on detailed analysis of energy sector development, the driving factors influencing changes in primary energy consumption in each country and in the Baltic region are discovered. Increase of renewable energy sources (RES) consumption in the Baltic region over this period by 73.6% is emphasized. The paper presents valuable insights from analysis of trends in final energy consumption by sectors of the national economies, branches of the manufacturing sector, and by energy carriers. Long-term relationships between economic growth and final energy consumption are established. An econometric model was applied to predict final energy demand in the Baltic States for the 2020 horizon. It is emphasized that growing activities in the manufacturing and transport sectors will cause increase of final energy demand in all three countries. Based on detailed analysis of greenhouse gas (GHG) emissions trends some positive shifts are shown and the necessity of new policies in the transport sector and agriculture is identified. Changes of emission intensity indicators are examined and a potential for decoupling of carbon dioxide (CO2) emissions from economic growth in Estonia is indicated.

Greenhouse gas (GHG) emissions from human activities are driving climate change and are currently at their highest levels in history. The international community, through the United Nations process, places great emphasis on the decarbonisation of our economies across all sectors. GHG emissions from maritime transport, even if considered the most carbon efficient method of transportation, are projected to increase if no action is taken to decarbonise, and thus pressure has extended to the maritime sector to contribute to the significant GHG emission cuts necessary. The paths by which the maritime sector can contribute to the achievement of the international target of GHG reduction by 2050 are still being determined, but numerous promising options exist. This paper aims to provide an overview of action towards decarbonisation by the international maritime sector, and to assess how Cyprus, an important flag state, can contribute to decarbonisation efforts. A participatory approach was used, through implementation of the EIT Climate-KIC’s Deep Demonstrations methodology, as part of the ‘ Zero-Net Emissions, Resilient Maritime Hubs in Cyprus’ project. The results were used to identify a portfolio of actions related to policy and regulatory development, education and re-skilling, technological development, and operation optimisation, which can support the decarbonisation of the maritime sector in Cyprus.

Abstract Innovation are considered as the engine of sustainability and economic growth. Innovations are an integral part of the business that is expressed in scientific and research activities. If a company want to gain competitive advantage, it must do the business activities in accordance with economic, environmental, social and institutional factors. Business activities in this area are reflected in macroeconomic indicators of the country. This article deals with innovations and sustainable development issues. The main goal of research is testing interaction between innovations and sustainable development through the selected indicators. Summary Innovation Index (SII) represents innovations and sustainable development is represented by the set of indicators from four areas: economic, environmental, social and institutional. The analysis is based on values of the Summary Innovation Index proposed by the European Commission to measure the competitiveness of European countries in terms of innovation activity and values of sustainable development indicators such as GDP per capita, energy intensity of the economy, migration, transport performance, greenhouse gas emissions, application of environmental management system, mining and consumption of mineral resources, etc. The research is carried out on the case of Slovakia with application of mathematical-statistical apparatus (correlation analysis). The main benefit of research lies in the identification of strengths and weaknesses of Slovakia in analysed areas and determining the expected development.

The most important directions in the field of sustainable development of air transport concern increasing the capacity of airports and improving the global civil aviation system, improving air traffic safety, and developing procedures to optimize the operation of the aviation system. An important area is environmental protection and measures to minimize the negative impact of civil aviation activities on the environment. Air traffic and the operation of airports generate adverse environmental effects, including greenhouse gas emissions, air pollution, and noise emissions. Due to the high intensity of aircraft maneuvers, the authors analyzed aircraft traffic in the area approaching the airport. It is essential to correctly line up for aircraft reporting from different entry points to the approach area to avoid waiting for landing. Misalignment of landing aircraft negatively impacts airport capacity, increases fuel consumption through more prolonged waiting times in space, and directly impacts air pollution. There are different ways to organize landing aircraft flows and other ways to merge these flows. The article aims to assess the method of combining the streams of landing aircraft and estimate the impact of such an organization on the increased fuel consumption of aircraft and thus on air pollution. The authors proposed a measure for assessing the quality of the landing queue, which was defined as the increase in flight time of aircraft in the approach area in relation to the nominal time, which was adopted as minimization. In order to obtain the results of research works, a model using a Petri net was developed, allowing for flexible mapping of concurrent processes and their effect analysis. Various methods of combining the streams of landing aircraft have been adopted: three-stage, two-stage, and single-stage. Then, simulation experiments were carried out, allowing the determination of whether the method of combining the streams of landing planes has an impact on the quality of the landing queue measured with the proposed index. The obtained results of the assessment can be used to estimate the increased fuel consumption of the aircraft.

The article emphasizes that very often the main benefits from port projects come from the wider community and the economy, rather than the port industry itself. This is especially true when ports invest in basic infrastructure to provide opportunities for future growth. In addition, a number of investment requirements have joined the ports' requirements to invest in basic infrastructure, as a result of broader societal imperatives, especially in the areas of environmental and energy policy. Ports, in addition to nodes of transport networks, are also sites for a number of activities that may require certain facilities. Based on this broad definition, it is possible to name different types of port infrastructure. There are twelve types of investment in infrastructure. Investments can relate to the construction of new infrastructure, as well as the modernization or reconstruction of existing infrastructure. In general, investments in maritime access benefit all port users, rather than specific segments and specific terminals in the port. Infrastructure investments are needed by seaports to increase their efficiency, address the growing and changing needs of production and supply chains, and adapt to the requirements of sustainable transport in terms of air quality, climate change and biodiversity. Increasing the size and complexity of the fleet. Growth of processing volumes in ports. Long-term transition to decarbonisation of the economy by reducing greenhouse gas emissions, increasing energy efficiency and absorbing low-emission energy sources. Stricter requirements for environmental performance and absorption of alternative fuels. Pressure to increase the modal distribution of more sustainable modes of transport. Pressure towards urbanization of coastal areas, especially in densely populated areas. Strong digitization of almost all parts of the economy, including manufacturing, logistics and transport. Port management models and responsibility for infrastructure investments. Generalized trends lead to investment needs in port infrastructure. Decisions on these investments are made by various entities. This depends on the current model of port management, which differs significantly from one Member State to another. Investments in viable port infrastructure are those that are expected to be of great value (to the benefit of both consumers and society as a whole) in terms of their costs. However, not all viable investments bring the necessary financial return on investment to make them commercially attractive based on the commercial situation. Ports are strategic assets and are defined as "critical infrastructure"). The geopolitical dimension of port development reinforces the argument for public funding mechanisms, as the lack of such mechanisms will accelerate the participation of foreigners in the development of critical port infrastructure. It is necessary to form a platform with mechanisms for providing final support for port development and certain investments.

At present, the problems of improving the management of cluster structures in the eastern regions of Ukraine, taking into account the European experience in accordance with modern challenges related to smart specialization, modernization of production and digitalization of organizational and managerial processes, are becoming especially relevant. In this regard, the purpose of the study is to substantiate the theoretical provisions, scientific and methodological approaches and develop practical recommendations for improving the mechanism of formation and management of business integrated structures of the eastern regions of Ukraine. The essence and content of the terms "business integrated structure", "development of business integrated structure", "mechanism for managing the development of business integrated structure" are specified. The international experience of development of cluster structures is analysed and generalized and offers concerning its possible application in industrial regions of Ukraine are given. Based on the generalization of research, analytical materials of research and consulting companies, regional development agencies, statistical analysis, the main barriers that hinder the effective economic development of the eastern regions of Ukraine. Strategic documents concerning the socio-economic development of Donetsk and Luhansk oblasts in terms of creating cluster associations were analysed. Methodical bases of logistical support of management of development of business integrated structures are defined. A comprehensive approach to evaluating the effectiveness of cluster formations is proposed and tested. Proposals on normative-legal regulation of cluster structures development in the national economy of Ukraine are given. The conceptual approach to the formation of the cluster as an element of the innovation infrastructure of industrial regions on the basis of smart specialization is substantiated. The organizational and economic mechanism of functioning of business integrated structures is improved and the algorithm of its realization on the example of the eastern regions of Ukraine is offered. It is proved that the development and implementation of the proposed algorithm for implementing the organizational and economic mechanism of business integrated structures (clusters) will create appropriate conditions for increasing the volume and quality of transport services, intensifying innovative development, as well as implementing a qualitatively new regional model of sustainable development that will meet modern management requirements. Implementation of the developed recommendations for improving the mechanism of formation and management of the development of business integrated structures in Donetsk and Luhansk regions will help to obtain a synergistic effect, the components of which are: economic effect ‒ increasing the level of investment attractiveness of territories; increase of receipts to budgets (regional, local) due to formation of qualitatively new model of regional economy, strengthening of competitive advantages of area and increase of economic capacity of territorial communities in the conditions of decentralization; increase in the volume of cargo transportation and cargo turnover of different types of transport; reduction of costs for the organization of logistics activities by reducing the transport component in the cost of services, reducing the time to perform customs procedures for clearance of goods; ensuring favorable institutional conditions for the functioning of the transport services market; social ‒ job creation and employment growth; ecological ‒ reduction of greenhouse gas emissions from transport due to optimization of transport flows; increasing the level of environmental safety.

Air pollution is one of the core issues at the local and global levels and maybe “one of the most important contributors” to deaths. According to the United Nations, air pollution is one of the extreme environmental threats to health globally. Air pollution problems increased worldwide due to the massive emission volumes generated every day from the increased lifestyle associated technology. The air pollutants are not only dangerous to the health and wellbeing of plants, animals, and people, but they are also harmful to the environment as a significant contributor to recent climate change. The reduction in the volume of pollutants produced is a crucial and challenging step in managing our adverse effects on the environment and climate. The primary outdoor pollution sources include vehicles, Industry, power generation, building heating/cooling systems, and agriculture/waste incineration. The regulation, policies, clean production, investments supporting cleaner transport, energy-efficient housing, power generation, Industry, and better municipal waste management can effectively reduce critical sources of ambient air pollution. When many countries of the world are fighting the Coronavirus, as a challenge to limit its spread, because of its negative repercussions on the economy, health, and political stability as well, several reports have emerged confirming that the spread of the virus has positive effects on the climate change crisis through its impact on the demand for energy and greenhouse gas emissions in endemic countries. Ajman is an emirate that has experienced considerable change in the level of air-associated pollution. Therefore, this article aims to assess air quality impacts in the Ajman Emirates during the lockdown when social distancing was implemented, and human activities were significantly eliminated. Moreover, it seeks to identify the percentages of the improved outdoor pollutants concentrations and the general air quality index. This paper shows evidence from live measurements that the Emirate has recorded over four months since the lockdown was imposed at this Emirate and compared with similar months of the previous year. Moreover, it indicates that having climate improvement exists for specific periods could well support the fight against the COVID-19. The article clearly shows results with a significant reduction of more than 40% of each air-associated pollution element during the pandemic compared with similar periods in 2018 and 2019.

abstract: Circular Economy (CE) is progressively attracting interest from construction sector stakeholders to support the development of products with higher amounts of recovered materials in order to decrease greenhouse gas (GHG) emissions. Concrete is one of the most used materials in the world and can be produced using waste as raw materials, including, bio-based sources, from both agricultural and forest activities. This research aims to assess the GHG emissions in the life cycle of innovative rice husk bio-concretes (RBC) in which rice husk (RH) and rice husk ash (RHA) are used as circular solutions. Four RBC, considering ordinary Portland cement replacement by 8% of RHA and, different contents of sand substitution by RH (0; 5 and 10%), were assessed. The Life Cycle Assessment (LCA) methodology was used, with a cradle-to-gate scope, using the GWPbio method, that contemplate the influence of biogenic carbon on the emissions reduction. Different transportation scenarios were evaluated considering the RBC production in different Brazilian regions. The service life of RBC in terms of carbon stock was also evaluated. Two carbon-performance indicators are also evaluated in terms of RBC compressive strength and thermal conductivity values. As the main conclusion, cement replacement by RHA alongside with sand replacement by RH are promising strategies to produce bio-concretes for specific applications, such as panels, partitions and façade elements, and to reduce its GHG emissions. However, this benefit varies according to RH availability, transport efficiency and RBC service life. The RBC can be considered a potential alternative for concrete industry, for specific applications, to reduce GHG emissions and can be developed where rice waste is an available source. This study contributes by presenting a new material and a methodology for the evaluation of life cycle GHG emissions of bio-concretes, which can help to promote a circular construction sector.

Climate change is a global phenomenon that affects all continents. Climate change has become the most discussed topic in the last decade, owing to the increasing probability of extreme events occurring. Mitigation of climate change focuses on avoiding and reducing greenhouse gas emissions into the atmosphere. The industrial sector significantly contributes to anthropogenic greenhouse gas (GHG) emissions, which are one of the primary causes of climate change. Calculating a company’s carbon footprint (CF) is an important step toward reducing quantifiable emissions because it indicates the contribution of each activity to GHG emissions. The objectives of this study were to identify the major contributors to organizational GHG emissions and provide possible solutions for emission reduction. This research examines the organizational CF of a logistics company for a year, from April 2020 to March 2021. That global company, which has more than 2,900 employees in 32 countries and provides freighting, warehousing, and other solutions to the community, contributes to GHG emissions through freight transport and office operations. Office operations were considered here, and operational boundaries were established within offices in fourteen countries. GHG Protocol was chosen as the methodology for quantifying the organization’s CF. GHG emitting activities were identified and classified into three categories under the GHG protocol. Secondary data was collected from the company database called Sustainable Management System for the calculation, and invoices and bills were checked to ensure data accuracy. To extract emission factors, publications from the United Kingdom's Department for Environment, Food and Rural Affairs (DEFRA), the Sri Lanka Sustainable Energy Authority website, the Institute of Global Environmental Strategies (IGES) list of grid emission factors, and the World Bank Open Database were consulted. The annual carbon footprint was 3,710 tCO2e. The highest emission value resulted from indirect emissions associated with purchased electricity, which is 2,180 tCO2e and accounts for 58.8% of the company’s annual carbon footprint. The proportions of direct and other indirect emissions were reported to be 14.4%and 26.8%, respectively. Per capita consumption for the company was 2.18 tCO2e. The highest per capita consumption was reported from the stations in Sri Lanka which was 4.57 tCO2e. To reduce greenhouse gas emissions, measures such as implementing solar energy systems and setting emission reduction targets are proposed as the major suggestions. This study is a part of the initiatives undertaken by the company to reduce its GHG emissions. Keywords: Carbon footprint, Climate change, Mitigation, GHG emissions

The article proposes a comprehensive approach to assessing the development of the transport and logistics system of the Black Sea region. This approach is based on the use of a set of indicators that characterize the current state of the transport and logistics system from an environmental point of view. Such indicators include volumes of pollutant emissions from mobile sources; emissions of pollutants into the atmosphere from the activities of transport and warehousing; volumes of industrial waste (generated, disposed of, disposed of in specially designated places or facilities, accumulated during operation in specially designated places or facilities); current expenditures and capital investments for environmental protection in the field of transport and warehousing; capital investment in air protection and climate change; capital investments in waste management; current expenditures on-air protection and climate change issues; current costs of waste management; investments in capital repairs of fixed assets for environmental protection. On the basis of the received results of the carried-out diagnostics, modern ecological problems of functioning of transport and logistic system of the region are revealed. As a result of the research, it is proved that to ensure the effective functioning of the transport and logistics system of the Black Sea economic region on the basis of green economy and balanced sustainable development it is advisable to implement a comprehensive approach. Its essence is the symbiosis and integration of principles, functions, management methods, information systems, green technologies, and green financial instruments aimed at reducing greenhouse gas emissions, improving environmental safety, making sound innovative decisions on environmental management of logistics. It is established that in modern Ukrainian realities it is necessary to apply in the Black Sea region the best international practice of implementing the mechanism of "green" financing of infrastructure projects.

ABSTRAKTimbulan sampah menghasilkan berbagai emisi Gas Rumah Kaca (GRK), khususnya parameter karbondioksida (CO2) yang dilepas ke udara. Karbondioksida yang diemisikan dari kegiatan transportasi dan proses operasi pengelolaan sampah perkotaan merupakan komponen penting yang berkontribusi pada fenomena pemanasan global. Kota Surabaya dihuni oleh 3 juta jiwa dan menghasilkan sampah perkotaan sebanyak 1600 ton setiap hari. Hal tersebut menyebabkan tingginya beban Tempat Pemrosesan Akhir (TPA) Benowo dalam menerima input sampah. Pengambilan sampel dilakukan di beberapaTempat Penampungan Sementara (TPS) dengan metode purposive random sampling berdasarkan kebutuhan data yang mewakili area penelitian. Pengambilan sampel sampah dilakukan berdasarkan Standar Nasional Indonesia (SNI) 19-3964-1994. Perhitungan emisi dari data timbulan sampah yang telah diperoleh dilakukan dengan metode pendekatan Intergovernmental Panel on Climate Change (IPCC). Emisi GRK ditentukan berdasarkan kondisi eksisting sistem pengelolaan sampah di Kecamatan Genteng Kota Surabaya. Sampah direduksi di sumber sampah melalui dua upaya, yaitu pengomposan dan partisipasi masyarakat dalam program bank sampah. Selanjutnya sampah juga direduksi di TPS oleh sector informal yang dalam hal ini merupakan pemulung di sekitar wilayah TPS. Hasil perhitungan emisi CO2 sektor persampahan di Kecamatan Genteng sebesar 1270 Ton/tahun. Hasil tersebut dari kegiatan penanganan sampah sebesar 1120 Ton/Tahun untuk sampah di TPA setelah dilakukan upaya minimalisasi. Selain itu juga dari emisi pengangkutan sampah menuju bank sampah (pengolahan) dan TPA sebesar 150 Ton/Tahun. Kata Kunci : Emisi, GRK, karbondioksida,sampah. ABSTRACTThe waste is generates a variety of greenhouse gas emissions (GHG), especially carbon dioxide (CO2) released into the air. Carbon dioxide emitted from transportation activities and urban waste management processes is an important component that contributes to the phenomenon of global warming. The city of Surabaya had 3 million people and produces 1600 tons of urban waste every day. It has impact in the high burden of Benowo Final Processing Place (TPA) in receiving waste input. Sampling was conducted in several Temporary Shelter Sites (TPS) with purposive random sampling method based on the data requirement that represented the research area. Waste sampling had been done based on Indonesian National Standard (SNI) 19-3964-1994. The emission calculation of waste generation data is using Intergovernmental Panel on Climate Change (IPCC) approach. GHG emission is determined based on the existing condition of waste management system in Kecamatan Genteng Kota Surabaya. Waste is reduced in waste sources through two efforts, composting and community participation in waste bank programs. Furthermore, waste is also reduced in TPS by the informal sector which in this case is a scavenger around the TPS area. The calculation of CO2 emissions from waste sector in Kecamatan Genteng is 1270 Ton / year. The result is from waste handling activity of 1120 Ton / Year for waste in TPA after minimization efforts. In addition, from waste transport emissions to waste banks (processing) and landfill of 150 Ton / Year. Keywords : Carbondioxside, emission, greenhousegases,waste.

Introduction Almost all industries in Australia today have adopted digital media in some way. However, uses in large scale activities such as mining may seem to be different from others. This article looks at mining practices with a media studies approach, and concludes that, just as many other industries, mining and media have converged. Many Australian mine sites are adopting new media for communication and control to manage communication, explore for ore bodies, simulate forces, automate drilling, keep records, and make transport and command robotic. Beyond sharing similar digital devices for communication and computation, new media in mining employ characteristic digital media operations, such as numerical operation, automation and managed variability. This article examines the implications of finding that some of the most material practices have become mediated by new media. Mining has become increasingly mediated through new media technologies similar to GPS, visualisation, game remote operation, similar to those adopted in consumer home and mobile digital media. The growing and diversified adoption of digital media championed by companies like Rio Tinto aims not only ‘improve’ mining, but to change it. Through remediating practices of digital mining, new media have become integral powerful tools in prospective, real time and analytical environments. This paper draws on two well-known case studies of mines in the Pilbara and Western NSW. These have been documented in press releases and media reports as representing changes in media and mining. First, the West Angelas mines in the Pilbara is an open cut iron ore mine introducing automation and remote operation. This mine is located in the remote Pilbara, and is notable for being operated remotely from a control centre 2000km away, near Perth Airport, WA. A growing fleet of Komatsu 930E haul trucks, which can drive autonomously, traverses the site. Fitted with radars, lasers and GPS, these enormous vehicles navigate through the open pit mine with no direct human control. Introducing these innovations to mine sites become more viable after iron ore mining became increasingly profitable in the mid-2000s. A boom in steel building in China drove unprecedented demand. This growing income coincided with a change in public rhetoric from companies like Rio Tinto. They pointed towards substantial investments in research, infrastructure, and accelerated introduction of new media technologies into mining practices. Rio Tinto trademarked the term ‘Mine of the future’ (US Federal News Service 1), and publicised their ambitious project for renewal of mining practice, including digital media. More recently, prices have been more volatile. The second case study site is a copper and gold underground mine at Northparkes in Western NSW. Northparkes uses substantial sensing and control, as well as hybrid autonomous and remote operated vehicles. The use of digital media begins with prospecting, and through to logistics of transportation. Engineers place explosives in optimal positions using computer modelling of the underground rock formations. They make heavy use of software to coordinate layer-by-layer use of explosives in this advanced ‘box cut’ mine. After explosives disrupt the rock layer a kilometre underground, another specialised vehicle collects and carries the ore to the surface. The Sandvik loader-hauler-dumper (LHD) can be driven conventionally by a driver, but it can also travel autonomously in and out of the mine without a direct operator. Once it reaches a collection point, where the broken up ore has accumulated, a user of the surface can change the media mode to telepresence. The human operator then takes control using something like a games controller and multiple screens. The remote operator controls the LHD to fill the scoop with ore. The fully-loaded LHD backs up, and returns autonomously using laser senses to follow a trail to the next drop off point. The LHD has become a powerful mediator, reconfiguring technical, material and social practices throughout the mine. The Meanings of Mining and Media Are Converging Until recently, mining and media typically operated ontologically separately. The media, such as newspapers and television, often tell stories about mining, following regular narrative scripts. There are controversies and conflicts, narratives of ecological crises, and the economics of national benefit. There are heroic and tragic stories such as the Beaconsfield mine collapse (Clark). There are new industry policies (Middelbeek), which are politically fraught because of the lobbying power of miners. Almost completely separately, workers in mines were consumers of media, from news to entertainment. These media practices, while important in their own right, tell nothing of the approaching changes in many other sectors of work and everyday life. It is somewhat unusual for a media studies scholar to study mine sites. Mine sites are most commonly studied by Engineering (Bellamy & Pravica), Business and labour and cultural histories (McDonald, Mayes & Pini). Until recently, media scholarship on mining has related to media institutions, such as newspapers, broadcasters and websites, and their audiences. As digital media have proliferated, the phenomena that can be considered as media phenomena has changed. This article, pointing to the growing roles of media technologies, observes the growing importance that media, in these terms, have in the rapidly changing domain of mining. Another meaning for ‘media’ studies, from cybernetics, is that a medium is any technology that translates perception, makes interpretations, and performs expressions. This meaning is more abstract, operating with a broader definition of media — not only those institutionalised as newspapers or radio stations. It is well known that computer-based media have become ubiquitous in culture. This is true in particular within the mining company’s higher ranks. Rio Tinto’s ambitious 2010 ‘Mine of the Future’ (Fisher & Schnittger, 2) program was premised on an awareness that engineers, middle managers and senior staff were already highly computer literate. It is worth remembering that such competency was relatively uncommon until the late 1980s. The meanings of digital media have been shifting for many years, as computers become experienced more as everyday personal artefacts, and less as remote information systems. Their value has always been held with some ambivalence. Zuboff’s (387-414) picture of loss, intimidation and resistance to new information technologies in the 1980s seems to have dissipated by 2011. More than simply being accepted begrudgingly, the PC platform (and variants) has become a ubiquitous platform, a lingua franca for information workers. It became an intimate companion for many professions, and in many homes. It was an inexpensive, versatile and generalised convergent medium for communication and control. And yet, writers such as Gregg observe, the flexibility of networked digital work imposes upon many workers ‘unlimited work’. The office boundaries of the office wall break down, for better or worse. Emails, utility and other work-related behaviours increasingly encroach onto domestic and public space and time. Its very attractiveness to users has tied them to these artefacts. The trail that leads the media studies discipline down the digital mine shaft has been cleared by recent work in media archaeology (Parikka), platform studies (Middelbeek; Montfort & Bogost; Maher) and new media (Manovich). Each of these redefined Media Studies practices addresses the need to diversify the field’s attention and methods. It must look at more specific, less conventional and more complex media formations. Mobile media and games (both computer-based) have turned out to be quite different from traditional media (Hjorth; Goggin). Kirschenbaum’s literary study of hard drives and digital fiction moves from materiality to aesthetics. In my study of digital mining, I present a reconfigured media studies, after the authors, that reveals heterogeneous media configurations, deserving new attention to materiality. This article also draws from the actor network theory approach and terminology (Latour). The uses of media / control / communications in the mining industry are very complex, and remain under constant development. Media such as robotics, computer modelling, remote operation and so on are bound together into complex practices. Each mine site is different — geologically, politically, and economically. Mines are subject to local and remote disasters. Mine tunnels and global prices can collapse, rendering active sites uneconomical overnight. Many technologies are still under development — including Northparkes and West Angelas. Both these sites are notable for their significant use of autonomous vehicles and remote operated vehicles. There is no doubt that the digital technologies modulate all manner of the mining processes: from rocks and mechanical devices to human actors. Each of these actors present different forms of collusion and opposition. Within a mining operation, the budgets for computerised and even robotic systems are relatively modest for their expected return. Deep in a mine, we can still see media convergence at work. Convergence refers to processes whereby previously diverse practices in media have taken on similar devices and techniques. While high-end PCs in mining, running simulators; control data systems; visualisation; telepresence, and so on may be high performance, ruggedised devices, they still share a common platform to the desktop PC. Conceptual resources developed in Media Ecology, New Media Studies, and the Digital Humanities can now inform readings of mining practices, even if their applications differ dramatically in size, reliability and cost. It is not entirely surprising that some observations by new media theorists about entertainment and media applications can also relate to features of mining technologies. Manovich argues that numerical representation is a distinctive feature of new media. Numbers have always already been key to mining engineering. However, computers visualise numerical fields in simulations that extend out of the minds of the calculators, and into visual and even haptic spaces. Specialists in geology, explosives, mechanical apparatuses, and so on, can use plaftorms that are common to everyday media. As the significance of numbers is extended by computers in the field, more and more diverse sources of data provide apparently consistent and seamless images of multiple fields of knowledge. Another feature that Manovich identifies in new media is the capacity for automation of media operations. Automation of many processes in mechanical domains clearly occurred long before industrial technologies were ported into new media. The difference with new media in mine sites is that robotic systems must vary their performance according to feedback from their extra-system environments. For our purposes, the haul trucks in WA are software-controlled devices that already qualify as robots. They sense, interpret and act in the world based on their surroundings. They evaluate multiple factors, including the sensors, GPS signals, operator instructions and so on. They can repeat the path, by sensing the differences, day after day, even if the weather changes, the track wears away or the instructions from base change. Automation compensates for differences within complex and changing environments. Automation of an open-pit mine haulage system… provides more consistent and efficient operation of mining equipment, it removes workers from potential danger, it reduces fuel consumption significantly reducing greenhouse gas (GHG) emissions, and it can help optimize vehicle repairs and equipment replacement because of more-predictable and better-controlled maintenance. (Parreire and Meech 1-13) Material components in physical mines tend to become modular and variable, as their physical shape lines up with the logic of another of Manovich’s new media themes, variability. Automatic systems also make obsolete human drivers, who previously handled those environmental variations, for better or for worse, through the dangerous, dull and dirty spaces of the mine. Drivers’ capacity to control repeat trips is no longer needed. The Komatsu driverless truck, introduced to the WA iron ore mines from 2008, proved itself to be almost as quick as human drivers at many tasks. But the driverless trucks have deeper advantages: they can run 23 hours each day with no shift breaks; they drive more cautiously and wear the equipment less than human drivers. There is no need to put up workers and their families up in town. The benefit most often mentioned is safety: even the worst accident won’t produce injuries to drivers. The other advantage less mentioned is that autonomous trucks don’t strike. Meanwhile, managers of human labour also need to adopt certain strategies of modulation to support the needs and expectations of their workers. Mobile phones, televisions and radio are popular modes of connecting workers to their loved ones, particularly in the remote and harsh West Angelas site. One solution — regular fly-in-fly out shifts — tends also to be alienating for workers and locals (Cheshire; Storey; Tonts). As with any operations, the cost of maintaining a safe and comfortable environment for workers requires trade-offs. Companies face risks from mobile phones, leaking computer networks, and espionage that expose the site to security risks. Because of such risks, miners tend be subject to disciplinary regimes. It is common to test alcohol and drug levels. There was some resistance from workers, who refused to change to saliva testing from urine testing (Latimer). Contesting these machines places the medium, in a different sense, at the centre of regulation of the workers’ bodies. In Northparkes, the solution of hybrid autonomous and remote operation is also a solution for modulating labour. It is safer and more comfortable, while also being more efficient, as one experienced driver can control three trucks at a time. This more complex mode of mediation is necessary because underground mines are more complex in geology, and working environments to suit full autonomy. These variations provide different relationships between operators and machines. The operator uses a games controller, and watches four video views from the cabin to make the vehicle fill the bucket with ore (Northparkes Mines, 9). Again, media have become a pivotal element in the mining assemblage. This combines the safety and comfort of autonomous operation (helping to retain staff) with the required use of human sensorimotor dexterity. Mine systems deserve attention from media studies because sites are combining large scale physical complexity with increasingly sophisticated computing. The conventional pictures of mining and media rarely address the specificity of subjective and artefactual encounters in and around mine sites. Any research on mining communication is typically within the instrumental frames of engineering (Duff et al.). Some of the developments in mechanical systems have contributed to efficiency and safety of many mines: larger trucks, more rock crushers, and so on. However, the single most powerful influence on mining has been adopting digital media to control, integrate and mining systems. Rio Tinto’s transformative agenda document is outlined in its high profile ‘Mine of the Future’ agenda (US Federal News Service). The media to which I refer are not only those in popular culture, but also those with digital control and communications systems used internally within mines and supply chains. The global mining industry began adopting digital communication automation (somewhat) systematically only in the 1980s. Mining companies hesitated to adopt digital media because the fundamentals of mining are so risky and bound to standard procedures. Large scale material operations, extracting and processing minerals from under the ground: hardly to be an appropriate space for delicate digital electronics. Mining is also exposed to volatile economic conditions, so investing in anything major can be unattractive. High technology perhaps contradicts an industry ethos of risk-taking and masculinity. Digital media became domesticated, and familiar to a new generation of formally educated engineers for whom databases and algorithms (Manovich) were second nature. Digital systems become simultaneously controllers of objects, and mediators of meanings and relationships. They control movements, and express communications. Computers slide from using meanings to invoking direct actions over objects in the world. Even on an everyday scale, computer operations often control physical processes. Anti-lock Braking Systems regulate a vehicle’s braking pressure to avoid the danger when wheels lock-up. Or another example, is the ATM, which involves both symbolic interactions, and also exchange of physical objects. These operations are examples of the ‘asignifying semiotic’ (Guattari), in which meanings and non-meanings interact. There is no operation essential distinction between media- and non-media digital operations. Which are symbolic, attached or non-consequential is not clear. This trend towards using computation for both meanings and actions has accelerated since 2000. Mines of the Future Beyond a relatively standard set of office and communications software, many fields, including mining, have adopted specialised packages for their domains. In 3D design, it is AutoCAD. In hard sciences, it is custom modelling. In audiovisual production, it may be Apple and Adobe products. Some platforms define their subjectivity, professional identity and practices around these platforms. This platform orientation is apparent in areas of mining, so that applications such as the Gemcom, Rockware, Geological Database and Resource Estimation Modelling from Micromine; geology/mine design software from Runge, Minemap; and mine production data management software from Corvus. However, software is only a small proportion of overall costs in the industry. Agents in mining demand solutions to peculiar problems and requirements. They are bound by their enormous scale; physical risks of environments, explosive and moving elements; need to negotiate constant change, as mining literally takes the ground from under itself; the need to incorporate geological patterns; and the importance of logistics. When digital media are the solution, there can be what is perceived as rapid gains, including greater capacities for surveillance and control. Digital media do not provide more force. Instead, they modulate the direction, speed and timing of activities. It is not a complete solution, because too many uncontrolled elements are at play. Instead, there are moment and situations when the degree of control refigures the work that can be done. Conclusions In this article I have proposed a new conception of media change, by reading digital innovations in mining practices themselves as media changes. This involved developing an initial reading of the operations of mining as digital media. With this approach, the array of media components extends far beyond the conventional ‘mass media’ of newspapers and television. It offers a more molecular media environment which is increasingly heterogeneous. It sometimes involves materiality on a huge scale, and is sometimes apparently virtual. The mining media event can be a semiotic, a signal, a material entity and so on. It can be a command to a human. It can be a measurement of location, a rock formation, a pressure or an explosion. The mining media event, as discussed above, is subject to Manovich’s principles of media, being numerical, variable and automated. In the mining media event, these principles move from the aesthetic to the instrumental and physical domains of the mine site. The role of new media operates at many levels — from the bottom of the mine site to the cruising altitude of the fly-in-fly out aeroplanes — has motivated significant changes in the Australian industry. When digital media and robotics come into play, they do not so much introduce change, but reintroduce similarity. This inversion of media is less about meaning, and more about local mastery. Media modulation extends the kinds of influence that can be exerted by the actors in control. In these situations, the degrees of control, and of resistance, are yet to be seen. Acknowledgments Thanks to Mining IQ for a researcher's pass at Mining Automation and Communication Conference, Perth in August 2012. References Bellamy, D., and L. 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