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The overflow of cold water through the Faroe Bank Channel (FBC) is the densest water crossing the Greenland‐Scotland Ridge and the densest source for the Atlantic Meridional Overturning Circulation (AMOC). Here, we show that the overflow volume transport remained stable from 1996 to 2022, but that the bottom water warmed at an average rate of 0.1°C per decade, mainly caused by warming of deep waters upstream. The salinity of the overflow water has increased as a lagged and reduced response to the salinity increase seen in the upper‐layer source waters. Therefore, the potential density of the bottom water over the FBC sill shows no statistically significant trend. After entrainment of warmer ambient waters downstream of the FBC, the nonlinear density dependence upon temperature implies, however, that the overflow contributed water of reduced density to the local overturning and the deep limb of the AMOC. Plain Language Summary: As part of the Atlantic Meridional Overturning Circulation—often called AMOC—dense water is formed north of the subsea ridge between Greenland and Scotland. On its route southward at depth, the dense water has to cross this subsea ridge called the Greenland‐Scotland Ridge. The densest water flows through the deepest trench, which is the Faroe Bank Channel with a sill depth of 840 m. Here, the strength of the flow has been monitored since 1995 together with its temperature and salinity characteristics. While the strength of the flow has been stable throughout the monitoring period, the dense water in the Faroe Bank Channel has warmed and also become more saline. Despite the warming, the density of the water, which is determined by the combination of temperature and salinity, has remained nearly unchanged. After leaving the Faroe Bank Channel, the dense water intensively entrains and mixes with warmer surrounding water and forms a larger volume of water, termed Iceland‐Scotland Overflow Water, that feeds the AMOC. The density of this large volume is sensitive to warming. The observed warming of the dense water may, therefore, have implications for the AMOC and thereby on the regional as well as global climate. Key Points: Observed Faroe Bank Channel overflow strength has been stable from 1996 to 2022, but the overflow waters warmed in the recent two decadesConcurrent salinity increase prevented the bottom water density from decreasing significantly from the effect of warmingAfter entrainment downstream, the overflow contributed water of reduced density to global overturning due to non‐linear effects of warming [ABSTRACT FROM AUTHOR]

The effect of transportation on the atmosphere is immense because it is the biggest energy consumer which burns much of the global oil. This triggers environmental impact and leads to a global warming by releasing carbon dioxide, including nitrous oxide and particulate pollution. This analysis key motive is to estimate the inter links of CO2 emissions from transportation, solid and liquid fuel utilization, industrialization and manufacturing, fossil fuel energy with economic progress in Pakistan. For stationarity purposes, time span data ranging from 1971-2019. The ARDL (Autoregressive Distributed Lag) method was applied with the estimation of long- and short-run dynamics. Furthermore, FMOLS (Fully Modified Least Square) and DOLS (Dynamic Least Square) techniques were also used to estimate the long term relationships amid variables. Outcomes exposed during the long-run that CO2 emissions from transportation, liquid fuel usage, industrialization and manufacturing sector and fossil energy use has positive coefficients with probability-values (0.476), (0.653), (0.613) and (0.711) correspondingly that exposed a constructive interaction with economic progress, while carbon emission from solid fuel utilization and CO2 emissions has adverse influence to economic progress of Pakistan. Similarly, FMOLS and DOLS techniques outcomes show that the variables CO2 emissions from transportation, liquid and solid fuel usage and fossil energy use demonstrate a constructive correlation with economic growth, while carbon emission from industrialization and manufacturing and CO2 emissions has adverse influence on economic progress in Pakistan. As a cross-cutting trend of sustainable development policy, Pakistan should pay greater attention to environmental issues and recognize their importance. [ABSTRACT FROM AUTHOR]

Effects of microstructure factors on the acoustic performance of open-cell foams can be characterized numerically by a microstructure-based approach. To this regard, the numerical homogenization approach and the equivalent-fluid theory are employed to study the acoustic behavior of random open-cell foams within their Voronoi tessellation-based Representative Volume Elements (RVE). As a validation step, the numerical predictions are compared with the reference findings to either verify the finite element procedure or demonstrate that the constructed RVE can capture both the local geometrical characteristics and the acoustic macrobehavior of cellular solid foams. It can be seen from the obtained results that the morphological characteristics of open-cell foams could be controlled to achieve the desired sound absorbing behavior. In addition, the analytical expressions, formulating the relationship between the geometry of foam absorbers and their target absorption performance, are established to design sound absorbing foam layers. [ABSTRACT FROM AUTHOR]

In the current period, there is a high demand for the production of liquid fuel which is used for transport purposes all over the world. Therefore, the conversion of methane to methanol fuel is reported as an alternative option for natural gas. Some approaches such as the two-step syngas process, direct single step, and bacterial agent catalyzed reaction use steam reform of methane, methane oxidation processes (via methane selectivity), and methane gaseous form (via methane monooxygenase enzymes) respectively to produce methanol fuel from methane. Also, chemical routes have applied high temperature/pressure catalytic conversion of syngas to methanol. Most conventional approaches discussed are gas to liquid technologies that exploit and monetize nontraditional methanol sources. The utility of methanol as liquid fuel is discussed and now researchers have invented the greatest potential of methanol as a robust product that is produced or synthesized by using a commercial scale conversion process from methane. Normal conversion for methane to methanol via chemical routes is exploited by high temperature and pressure as an energy-intensive process. However, the biological modes of conversion of methane to methanol occur by using methanotrophic bacteria, exhibiting desired transformation capacity at ambient conditions via methane monooxygenase enzyme. Biotechnological modes of conversion have shown the potentiality for their application in an industrially relevant process in eco-friendly ways. Some approaches of biotechnological modes of conversion of methane to methanol by whole-cell, wild-type, and methanotroph cultures are discussed along with many chemical route approaches. In this paper, the authors emphasize the different chemical and biological approaches for methane to methanol conversion with their limitations and applications. [ABSTRACT FROM AUTHOR]

The shelf based West Greenland Current System carries both Arctic Water and Greenland meltwater around Cape Farewell, the southern tip of Greenland, where it may impact the deep water formation in the Labrador Sea. Nevertheless, this current system remains largely unknown due to limited observations. Using a very high‐resolution (1°/60°) numerical simulation integrated from 2005 to 2014, the annual cycle of the current structure in the vicinity of southern Greenland is analyzed to present the seasonal variability of the West Greenland Current System. A distinct shelf break West Greenland Coastal Current (WGCC) exists for about half the year between Cape Farewell and Cape Desolation, although it merges with the main jet of the West Greenland Current (WGC) in winter and separates in summer. The WGC has three components at Juliannehaab Bight: A shelf component, a shelf‐break component and a main slope jet. The shelf system is most energetic in fall, when the freshwater transport is also the greatest in a range of 25–40 mSv, with a broad transport minimum in spring in a range of 15–25 mSv. The seasonal cycle is strongest near Cape Farewell and weakest at Cape Desolation. The strength of the shelf system decreases as one moves north as water is lost offshore, with strongest transports of 0.61 Sv to the east of Cape Farewell and weakest of 0.41 Sv at Cape Desolation. This decrease in transport between Cape Farewell and Cape Desolation suggests substantial exchange between WGCC and WGC in this region. Plain Language Summary: A West Greenland Coastal Current (WGCC), located along the west Greenland continental shelf, was previously found to transport cold, fresh water to the Labrador Sea through exchange with the shelf break current, potentially influencing the deep convection that feeds the climate‐related Atlantic Meridional Overturning Circulation. Our very high‐resolution regional model is the first to successfully simulate the WGCC, which is difficult due to its very narrow nature. It is shown that the part of the WGCC that rounds the southern tip of Greenland merges with shelf break current in winter, and the WGCC remains separate from the shelf break current in summer. The main WGCC consists of persistent flow on the shelf except when it splits into multiple branches at Juliannehaab Bight. The WGCC significantly strengthens in summer and autumn. Its volume and freshwater transports increase from a minimum in spring to a maximum in October and this cycle weakens northward and westward along the shelf. The decrease in the transport suggests substantial exchange of WGCC water with the West Greenland Current. Key Points: A shelf break West Greenland Coastal Current exists about half a year between Cape Farewell and Cape Desolation, with a three current system at the Overturning in the Subpolar North Atlantic Program (OSNAP) West sectionThe shelf system is strongest in fall, with largest freshwater transport (25–40 mSv), with a transport minimum in spring (15–25 mSv)The transport decreases as water is lost offshore, decreasing from OSNAP East (0.61 Sv) to Cape Desolation (0.41 Sv) [ABSTRACT FROM AUTHOR]

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This paper examines the impact of gender on decisions that military, police, and bureaucrats made in selection of western European Jews for deportation venues, on initial treatment at Auschwitz and death camps, and on survival. Examining data collected and made public by Yad Vashem on 1100 transports carrying more than 550,000 Western European Jews to the east, I find that women comprised a majority on most transports and a disproportionate number of those sent to immediate death at Auschwitz. Patterns of gender composition of transports varied over the course of the war and from country to country in significant and mostly predictable ways. Overall survival rates for men were higher than for women based on transports carrying about 210,000 of the 550,000 people. [ABSTRACT FROM AUTHOR]

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It has been shown that El Niño events contribute to discharge the warm pool excess of energy out of the tropical Pacific. In a different climate, the energetic budget in the tropical Pacific is altered, which might have an effect on the El Niño amplitude and/or occurrence and thereby on the role of El Niño on energy redistribution. The mid-Holocene period (6 ka BP) offers a good example of changes in the distribution of incoming solar energy. In particular, the equator-pole gradient was weaker compared to the modern period. We analyze long stable simulations of the mid-Holocene and the pre-industrial era and discuss the mean- and El Niño-related energy transports in the two climates. We show that the role of global energy pump played by the tropical Pacific is reduced in the mid-Holocene in our simulation, both in long-term mean and during El Niño years. We demonstrate that this is not only a direct response to insolation forcing but this is further amplified by changes in internal processes. We analyze the relative role of El Niño events in the Pacific discharge in the two climates and show that it is reduced in the mid-Holocene, i.e. the fraction of the Pacific discharge that is due to El Niño is reduced. This is mainly due to reduction in the occurrence of El Niño events. This work gives a new approach to address El Niño changes, from the perspective of the role of El Niño in global energy redistribution. [ABSTRACT FROM AUTHOR]

Enhancement of nano zero-valent iron (nZVI) stability and transport in the subsurface environment is important for in situ degradation of contaminants. Various biodegradable dispersants (poly (acrylic acid) (PAA), Tween 20 and Reetha Extracts) have been tested to evaluate their effectiveness in this regard. Application of dispersants during the synthesis of nZVI have positively affected the reduction in particle size. The transport capacity in terms of fraction elution at different pore water velocities and collector grain size (filter media) was analyzed using correlation equation for the filtration model by Rajagopalan and Tien (RT model). At a surfactant concentration of 5% for PAA, Tween 20 and Reetha (Sapindus trifoliata) extracts, the lowest particle size and the highest zeta potential achieved are 8.67 nm and −55.29 mV, 75.24 nm and −62.68 mV, 61.6 nm and −37.82 mV, respectively. The trend of colloidal stability by The Derjaguin—Landau—Verwey—Overbeek (DLVO) Theory model for PAA and Reetha applied concentration was 3% > 4% > 5% > 2% > 1% > 0%. For Tween 20, modified nZVI particle shows a higher repulsive force with increasing Tween 20 concentration. Results indicated that some mechanisms such as aggregation, ripening and surface modification with different carrier pore water velocities had a considerable impact on nZVI retention in porous media. The results indicate that natural surfactant like Reetha extracts exhibits an alternative potential capacity for nZVI modification in comparison with synthetic surfactants (PAA and Tween 20). [ABSTRACT FROM AUTHOR]

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How can governments renegotiate public private partnerships (PPPs) in order to reduce public expenditures? In 2011, in the aftermath of the financial and sovereign debt crisis, Portugal asked for financial assistance from the European Union, the European Central Bank, and the International Monetary Fund ("the Troika"). Annual payments to PPPs in the highway sector represented one of the major burdens of public finances. Over the last two decades, Portugal used PPPs to close the "infrastructure gap" by building 4000 km of highways. The Troika demanded that the Portuguese government renegotiate these PPPs in order to reduce annual payments by 30%, and to develop a more sustainable model. This paper describes these renegotiations. We also discuss the strategy of these renegotiation, in order to reduce costs focus on the main motivations for the public and private sector to conduct this process. A reduction of 18% on future payments was achieved, by using five main strategies: (1) reduce operational service levels; (2) transfer operational service to the public sector, at a lower marginal cost; (3) increase the period between "major repairs"; (4) reduce private sector profitability; and (5) change the risk allocation. We detail each strategy and analyse their respective impact on total cost reductions. This paper should be useful to both academics and practitioners, as it describes a complex renegotiation process that led to gains for both sides and reduced public payments in one of countries that used PPPs most aggressively worldwide. [ABSTRACT FROM AUTHOR]

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Copyright of Anales de Geografía de la Universidad Complutense is the property of Universidad Complutense de Madrid and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

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Road transport is the most important mode of transportation in the EU, followed by sea and rail. Therefore, the road infrastructure network can be considered the backbone or the primary enabler of trade and mobility in an EU country. This year we celebrate 100 years since the creation of Great Romania, a country in which the cities, towns, villages, and its citizens are still not adequately connected by a modern network or motorways and roads as a symbol of unity. As Ionel I.C. Brătianu used to say "the roads make a country". Our paper aims at portraying the state of play in road infrastructure in Romania, as compared to some relevant countries from the Soviet bloc (Bulgaria, the Czech Republic, Hungary and Poland). We based our research on the statistics provided by Eurostat, the OECD, and on the positions of the primary stakeholders. [ABSTRACT FROM AUTHOR]

Observing the water transports through the Strait of Gibraltar is a difficult task. Here we present a methodology aimed to obtain the inflow, outflow and net transport of water from the limited set of available observations, currently consisting of an upward looking ADCP deployed at Espartel sill, two tide gauges located at each side of the Strait and radars monitoring the surface velocities. More precisely, we reconstruct the velocity field over a vertical section across the Strait using a reduced order optimal interpolation technique fed with the spatial covariance patterns deduced from high resolution numerical simulations. As a first step we carry out some sensitivity experiments with synthetic data that demonstrate the high potential of the approach. The reconstruction methodology can reproduce very satisfactorily the variability of the transports with estimated correlations for the inflow, outflow and net over 0.9 in all the cases and estimated RMS errors of 0.03, 0.08 and 0.05 Sv, respectively. However, we have also found that the reconstruction is sensible to bias problems, mostly due to the sensitivity of the method to the differences between the statistics of the actual and modeled velocity profiles. The sensitivity experiments have been used to tune the parameters of the method and a reconstruction of actual monthly transports has been performed for the period 2004-2010 along with an estimate of the associated uncertainty. This reconstruction provides for the first time a multiannual time series of the inflow and the net transports solely based on in situ observations. Therefore it can be used as an independent estimate for the validation of numerical models and surface freshwater fluxes in the Mediterranean. [ABSTRACT FROM AUTHOR]

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This article assesses Lloyd’s Register as a source for late eighteenth-century maritime history by analysing the ships listed in the 1779 and 1790 volumes. The Registers turn out to a reasonably complete enumeration of the ships involved in the foreign trade of Britain and Ireland, but contain only a small share of ships in the coasting trade. The article analyses the names given to ships, their size and rigging, where they were constructed and how they were used. It also investigates the ships used as privateers and transports during the American Revolutionary War and the technical practices of sheathing and doubling. The distribution of ships by owner is discussed, as is the way in which the Registers classified ships. [ABSTRACT FROM AUTHOR]

Purpose – As public-private partnerships (PPPs) have become more widespread, doubts and criticisms about this type of infrastructural projects have emerged. The authors describe the PPP framework, discuss the financial structure and risk-sharing processes, and dissect the structure and organisation. The authors address the following questions: what are the main organisational characteristics of PPPs? How does the private sector structure and finance PPPs? And why and how are PPP contracts renegotiated? The paper aims to discuss these issues. Design/methodology/approach – This paper draws on extensive theoretical and empirical research, which is presented in a literature overview on PPPs and their renegotiations. A comprehensive review is carried out and two case studies are developed to investigate the reasons behind success and failure of PPPs and the renegotiation of contracts. Findings – Incomplete contracts and the long duration of concessions can bring uncertainty and change to PPPs. Joint decision making can be difficult due to different parties involved. Renegotiation outcomes tend to rely on the position of the government. In Fertagus, the private sector asked for financial help led to a very balanced agreement. Conversely, Lusoponte renegotiations were initiated by the government, which significantly changed the project. Instead of relying solely on commercial revenues, Lusoponte was substantial financed by public funds. Research limitations/implications – Incomplete contracts and the long duration of concessions bring about much uncertainty to PPPs. Ex post decision making in PPPs in the wake of changing risks is difficult as it necessarily involves negotiations between the public sector and the private firm. The paper shows that marked differences in renegotiation outcomes emerge. In one case study, the private sector asked for financial help and the negotiation outcome was a very balanced agreement. Conversely, renegotiations in a second case were initiated by the government mainly for political reasons, resulted in a significant change in the PPP’s structure, risk, financing, and returns, and yielded a large public losses. Practical implications – Contrasting successful and unsuccessful PPPs enables the reader to examine the opportunities and pitfalls in case of PPP renegotiations, which frequently occur. He can gain insight in the determinants of negotiation outcomes and the importance of a governmental PPP entity as well as of an independent monitor such as a court of audits. Originality/value – This paper should be useful for both academics and practitioners and should help increase the understanding of the several stages, structures, and renegotiation processes associated with PPPs. [ABSTRACT FROM AUTHOR]

This article debunks the myth that the Anhalt-Zerbst Regiment arrived at Quebec in May 1778 but had to remain aboard their transport ships for three months because the governor had not received any orders concerning them and the quartermaster had to return to England to obtain permission for them to land. [ABSTRACT FROM AUTHOR]

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The transport sector needs to go through an extended process of decarbonisation to counter the threat of climate change. Unfortunately, the International Energy Agency forecasts an enormous growth in the number of cars and greenhouse gas emissions by 2050. Two issues can thus be identified: (1) the need for a new methodology that could evaluate the policy performances ex-ante and (2) the need for more effective policies. To help address these issues, we developed an Agent-Based Model called Mobility USA aimed at: (1) testing whether this could be an effective approach in analysing ex-ante policy implementation in the transport sector; and (2) evaluating the effects of alternative policy scenarios on commuting behaviours in the USA. Particularly, we tested the effects of two sets of policies, namely market-based and preference-change ones. The model results suggest that this type of agent-based approach will provide a useful tool for testing policy interventions and their effectiveness [ABSTRACT FROM AUTHOR]

This article aims to address the apparent contradiction between the urban demographic and migratory trends and the transition towards a more sustainable mobility that local and metropolitan governments seek. To that end, it uses the case of Barcelona, and its metropolitan area during the first decades of the 21st century, characterized by suburbanisation and gentrification. Employing demographic, mobility and transport, and air quality statistics, we intend to analyse: (a) the spatial demographic trends in the metropolitan area of Barcelona (AMB), particularly regarding the core and periphery population growth or decline; (b) trends in daily mobility and how the public and private transport mix has changed; and (c) pollution data changes confirming the success or failure of the private vehicle reduction policy. Findings confirm our initial hypothesis: the slow but steady transition towards sustainable forms of mobility in the core city and the dense contiguous municipalities is counterbalanced by what occurs in the peripheral suburbs. There, the use of private vehicles is still preeminent and growing. Nevertheless, the air quality has improved in the most central municipalities of the AMB (for which data are available), even if not all parameters have seen a similar pollution reduction. [ABSTRACT FROM AUTHOR]

Transit-oriented planning has been one of the most popularized methods of public intervention during the last decades. Its main goal consists of hampering urban sprawl, which is generally considered excessive. In this paper2, a literature review is made on transit oriented planning, and some lines of thought are outlined about its conditions of applicability in Portugal. First, the diversity of its definitions is highlighted, as well as the implementation challenges (1). Second, the relationship between transit-oriented planning and the economic/environmental/social dimensions is analyzed (2). Finally, the Portuguese case is questioned, suggesting the need for an evolution of the public action tools in urban planning and transport decisions (3). [ABSTRACT FROM AUTHOR]

We quantified horizontal transport patterns and the net exchange of nutrients between shallow regions and the open sea in the Baltic proper. A coupled biogeochemical-physical circulation model was used for transient simulations 1961-2100. The model was driven by regional downscaling of the IPCC climate change scenario A1B from two global General Circulation Models in combination with two nutrient load scenarios. Modeled nutrient transports followed mainly the large-scale internal water circulation and showed only small circulation changes in the future projections. The internal nutrient cycling and exchanges between shallow and deeper waters became intensified, and the internal removal of phosphorus became weaker in the warmer future climate. These effects counteracted the impact from nutrient load reductions according to the Baltic Sea Action Plan. The net effect of climate change and nutrient reductions was an increased net import of dissolved inorganic phosphorus to shallow areas in the Baltic proper. [ABSTRACT FROM AUTHOR]

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Competition between the different means of transport has led to the segmentation of systems of transport that, until recently, seemed impossible to integrate. Each means of transport tries to stand out on the market by way of the advantages it offers in terms of costs, services, availability and safety. The present paper analyzes the intermodal transport issues in an integrative vision. [ABSTRACT FROM AUTHOR]

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This research examined the New York Canal System in its evolution from a commercial shipping waterway to a tourism destination, with a focus on the canal system's life cycles. The author puts forward that chaos theory can be incorporated into the Tourism Area Life Cycle (TALC) to explain the turbulences in some stages of the canal destination's life cycle. In addition, strengths, weaknesses, opportunities and threats (SWOT) analysis was employed to assess the operational status quo and future development trends. The SWOT analysis suggested some important threats to the New York Canal System, which other canal destinations should also consider. These threats include divergent missions among management authorities, lack of destination image and environmental problems. [ABSTRACT FROM AUTHOR]

Nowadays, Instant Messaging is a very successful service thanks to its versatility and simplicity in the communication offered to users, which is a key feature for the demanding environment of connectivity and mobility that modern society requires. With the success of mobile telephony, new alternatives for this kind of services appear however, an environment of low and complex interoperability was the result of protocols and transport technologies diversity. This article describes PAUMIN (Universal Access Platform to Mobile Instant Messaging), a universal platform that enables the communication between different instant messaging providers using mobile devices. This project was performed by the Mobile and Wireless Applications Development Interest Group (W@PColombia), assigned to Telematics Engineering Group, University of Cauca, Colombia. [ABSTRACT FROM PUBLISHER]

Copyright of Community, Work & Family is the property of Routledge and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Canadian Journal of Civil Engineering is the property of Canadian Science Publishing and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The authors aim to investigate the number of trees necessary to capture the CO2 emissions from house–campus travelling, to and from the Maiêutica Academic Campus in the north of Portugal. A sample of the academic community was given an online survey in order to assess mobility practices. Based on the data collected, CO2 emissions, as well as the number of trees necessary to mitigate these emissions, were calculated. The authors estimate that the total emissions resulting from house–campus commutes amount to 2937 tCO2 year−1. To mitigate this amount of carbon dioxide, 138 ha would be necessary to plant 96,539 trees, according to the species' respective CO2 removal rates. The estimated tree area necessary to neutralize the community's mobility related CO2 emissions is so high that other alternatives must be considered: a preferred use of public transportation, carpool system, online theoretical classes, rescheduling timetables, green roofs installation, and photovoltaic panels. [ABSTRACT FROM AUTHOR]

The transport properties of continuous deterministic fractals are reviewed. The method of construction, the fractal dimension, and the major features of transport are summarized. Then the major single-phase transports are addressed; attention is focused on the numerical results and on the analytical arguments which may be used to derive these results in a simple way, whenever it is possible. [ABSTRACT FROM AUTHOR]

We study the effect of interband transitions on the normal-state optical conductivity, dc resistivity, and thermal conductivity along the c-axis, for a plane-chain bilayer cuprate coupled by a perpendicular hopping matrix element ( t⊥). When t⊥ is small, the c-axis dc resistivity shows a characteristic upturn as the temperature is lowered, and the c-axis optical conductivity develops a pseudogap at low frequencies. As t⊥ is increased, intraband transitions start to dominate and a more conventional response is obtained. Similar pseudogap behavior is predicted in the thermal conductivity for which strong depression at low temperature is found. Analytical results for a simple plane-plane bilayer are also given, including the frequency sum rule of the optical conductivity. [ABSTRACT FROM AUTHOR]