The Slano Blato landslide is more than 1290m long, 60 to 200m wide and 3 to 11m deep with a volume of about 700000m³. It is located in the Eocene flysch region of western Slovenia with a limestone overthrust in the direct vicinity, above the landslide. The landslide moves mainly as a viscous earth flow with occurrences of rapid mud flows. In dry periods or in freezing conditions it behaves as a group of several slow to moderate landslides. The landslide follows the course of the Grajšček stream and is presently only 220m away from Lokavec village. The landslide was first mentioned about 200 years ago. In 1887 it flowed as a liquid flow and reached and destroyed the main road in the valley 2 km away. The Austro-Hungarian monarchy sent one engineer to the site and 17 years later the slide was remediated with a series of torrential check dams. The monarchy prohibited any construction works in the influence area of the landslide. During the 20th century the region changed from Austrian, Italian, Yugoslav, and finally to Slovenian government in 1991. The relevant Austrian measures and decisions were forgotten during the course of the years, and building permits were issued after the World War II to local people who populated the part of the landslide influence area. Simultaneously, regular maintenance of the excellent past engineering works was neglected. In November 2000 a large landslide of mud and debris was triggered again and it still presents a danger to the relatively new residential houses today. At present, the village is protected against mudflows by a small rockfill dam and by the regulation of the stream bed. In rainy periods removal of mud is necessary to maintain safe conditions for the village. The paper discusses the geological, hydrogeological, hydrological and geotechnical conditions for the occurrence of the Slano Blato landslide. The primary reasons for the Slano blato landslide are the geological and hydrogeological conditions just beneath the overthrust of a Triassic limestone plateau over the Eocene flysch of Vipava valley. The direct reason for triggering the earth flow in 2000 was the intensive precipitation. During the course of years the precipitation threshold for earth flow movements has diminished. The landslide has to be remediated for two main reasons – (1) the village below the landslide is endangered, and (2) the landslide is still advancing retrogressively and laterally. The foreseen permanent remediation measures that are currently under construction are briefly presented.

According to recent literature in the field of sustainability, the circular economy (CE) appears to be a thriving opportunity for creating new businesses, although less attention has been paid to the form in which its principles fit into a comprehensive framework that enables companies to design it in a practical way. This paper presents the methodology that has been adopted to pave the way to a coherent reference framework for circular business model innovation and its outstanding design and implementation, taking into consideration the entire value and supply chain. A unique analysis of recent innovations in circular economy models is provided herein, together with an exhaustive analysis of those elements that enable or hinder their implementation. The main interactions among all those critical elements influencing how organisations innovate and operate cooperatively within a CE ecosystem are also evaluated. In addition, a study of five industrial cases in the pulp and paper industry allowed searching for industrial insights and empirical evidence of the relevance of those elements, including observation, document analysis, and interviews. Lastly, the main outcomes of this research are illustrated using the CE reference framework designed when applied to the aforementioned industrial cases, and relevant insights into future improvements are also provided.

Most European countries are active in the field of recycling road materials, but knowledge and practice differ between countries. The European project DIsmantling and RECycling Techniques for road MATerials – Sharing knowledge and practices aims at sharing knowledge and practice in this field among the 15 participating countries, with the view of drafting European best-practice guidelines. This paper reports on the first step towards this goal, which consists of summarising documented practices within these countries concerning demolition and recycling of road materials back into new unbound road layers. Common documented practice and major differences between European countries are highlighted and put in perspective, thanks to a broader international document review.

The railway infrastructure is a very important component of the world’s total transportation network. Investment in its construction and maintenance is therefore significant on a global scale. Up to now, some results of the life-cycle assessment (LCA) of open railway line, as well as railway bridges and tunnels, have been published, but detailed analyses of transition zones have not so far been performed. In railway networks, transitional zones are a critical area where the transition from open rail to solid bridge construction can cause significant settlements. The goal of these analyses was to compare two different types of track renewal methods for railway transition zones. In the first method, traditional cement stabilisation is used, whereas the second solution makes use of a geocomposite anchored by steel anchors. The paper presents some results from an environmental study for railway transition zones based on the demonstration case. The results of the performed LCA showed that, in the case of track renewal for transition zones by means of a geocomposite and anchors, the environmental impact is lower than in the case when cement stabilisation works are performed. Less extensive excavation works and thus lower quantities of used material are additional benefits.