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The purpose of this paper is to estimate combined exposure factor (CEF) due to impact of different transport-related environmental pollutants, air quality and noise level in Delhi city.

The Estimation of CEF takes into account the potential relative uptake of each pollutant (CO, NO, NO₂, O₃, SO₂, PM10 and PM_2.5) by the boarding and alighting of commuters at Public Transport facility and using motorcycle. With the help of CRRI mobile air pollution monitoring laboratory and previous CRRI reports.

Combined exposure to environmental pollutants is determined based on the taking weighting factor of pollutant stressor. Results shows average stressor for CO, NO, NO₂, SO₂, PM_2.5 and noise were 2.79 mg/m3, 331.83, 210.25, 16.70, 241.3883 µg/m3, and 72.5 dB(A), respectively. Similarly for motorcyclist, results shows average stressor for CO, NO, NO₂, SO₂, PM_2.5 and noise were 5.1 mg/m3, 483, 398, 19.3, 295 µg/m3, and 82.7 dB(A), respectively. The results show higher exposure value for motorcyclist.

Knowledge of exposure factor due to air and noise pollutant for bus commuter in sitting and standing and motorcyclist is not known for Delhi city.

EVER since the inception of the hcavier‐than‐air flying machine, the need to refuel in flight has been apparent. The cartoon reproduced in fig. 1 was first published in Punch in 1909, at a time when the payload of the aeroplane was very small, due to the large tare weight of the airframe and engine. Present day aircraft have a much higher payload capability, in relation to tare weight, but it is still necessary to carry the energy for propulsion within the aircraft, with the result that long range can only be achieved at the expense of payload. The propulsion energy in orthodox aircraft has always been carried in the form of hydrocarbon fucls,bccause of their ready availability, high calorific value per pound weight and high calorific value per cubic foot. Work has been in progress for some years to develop solid fuel conversion, in the interests of saving weight and space, but such fuels are likely to be extremely expensive and potentially dangerous to handle. However, the problem remains that a consumable fuel source must be carried in the aircraft, with consequent reduction of payload or range. The use of nuclear engines for aircraft has been contemplated, but it seems probable that the weight of shielding and coolant, associated with this type of engine, will limit its use to very large aircraft.

This paper aims to investigate the strategy, accounting and accountability interface in sustainability implementation in a large public tertiary education organisation in New Zealand.

The study uses ethnography as an “engaging research” to help explain the real-life enactment of accounting and accountability in advancing/deterring sustainability initiatives. The study draws upon neo-institutional theoretical perspectives to help interpret the findings.

Accounting and accountability are powerful conduits for strategy implementation. Successful sustainability strategy implementation requires the embedding of financial accountability within the implementation process.

A strong ideological commitment from senior management is required to firmly embed sustainability in the tertiary organisation's belief systems, values and norms to get wider organisational acceptance and institutionalisation. Accounting needs to take a position of centrality within organisations to help facilitate sustainability implementation.

Government policy needs to incorporate specific concepts of sustainability into the tertiary education strategy and funding framework to make public tertiary organisations accountable for sustainability to the wider society.

This study provides unique insights into the sustainability implementation process. It complements existing literature on sustainability accounting and accountability.