Mobilizing Cities towards a Low Carbon Future: Tambourines, Carrots and Sticks

In the transition towards a decarbonized energy system, we need city authorities to lead by example as public actors, to govern the actions of the private urban actors as local policy makers, and to conceive and manage the implementation of an integrated approach as coordinators, which we introduce in this paper as three levels of city smartness. Local governments however have institutional disincentives to act, and if they do act, they are confronted with urban actors that are reluctant to follow. This paper analyzes how city pioneers in Europe have been able to overcome these disincentives thanks to a combination of local circumstances and interventions by higher levels of government. We categorize the state of the art instruments that have been used by higher levels of government into “tambourines”, “carrots”, and “sticks”, and reflect on how the state of the art could be improved.cities; climate change; governance

The impact of concentrated pig production in Flanders : a spatial analysis

Historically concentrated livestock production and, consequently, manure production and management in Belgium have resulted in severe environmental impacts. One major impact, nitrate leaching from soil to surface water, is being tackled through the European Nitrates Directive by imposing strict fertilization standards. However, another significant impact of manure management is the emission of greenhouse gasses (GHG - CO2, CH4, NH3 and N2O) into the air, thereby contributing to global warming. Calls have been made to reduce the high manure pressure and related environmental effects in Belgium by relocating and more evenly spreading livestock production. This paper explores the spatial spreading of CO2-equivalent emissions from livestock production in Belgium and attempt to answer the following question: ‘Can spatial reallocation of livestock production in Belgium reduce the impact of GHG emissions?’. This question is translated into several research objectives: 1) conduct an economic (cost minimization) and environmental (GHG minimization) optimization for 3 manure management scenarios, 2) determine the main differences between both approaches, and 3) determine the marginal spatial impact on CO2 emissions of a decrease in manure pressure (i.e., increased spreading of pig production). To conduct the analysis, a model was developed that builds on the spatial mathematical programming multi-agent manure allocation model developed by Van der Straeten et al. (2010). Three options for manure management are inserted: transport of raw manure from nutrient excess to nutrient deficit areas, biological treatment of manure (manure processing) and manure separation. The model optimizes, at municipal level, either the cost-efficiency, either the environmental effect of the manure market in Belgium based on Belgian fertilization standards. While cost-efficiency is calculated based on transport distances and cost of manure separation and processing, GHG emissions, and hence, carbon footprint, are determined based on a life cycle analysis type calculation. The results of the model simulations show that, while the economic optimum is reached by maximizing the transport of raw manure until fertilization standards are fulfilled and subsequently separating and processing the excess manure, the environmental optimum, from a carbon footprint point of view, is reached by separating all manure as this option has the lowest CO2 emissions, mainly due to the limited manure storage time. Moreover, the analyses indicate that rearrangement of the spatial spreading of livestock production in Belgium will not substantially decrease CO2 emissions. As manure storage is the main contributor to the carbon footprint, solutions should rather lie in changing these storage systems

Strategies for dynamic appointment making by container terminals

We consider a container terminal that has to make appointments with barges dynamically, in real-time, and partly automatic. The challenge for the terminal is to make appointments with only limited knowledge about future arriving barges, and in the view of uncertainty and disturbances, such as uncertain arrival and handling times, as well as cancellations and no-shows. We illustrate this problem using an innovative implementation project which is currently running in the Port of Rotterdam. This project aims to align barge rotations and terminal quay schedules by means of a multi-agent system. In this\ud paper, we take the perspective of a single terminal that will participate in this planning system, and focus on the decision making capabilities of its intelligent agent. We focus on the question how the terminal operator can optimize, on an operational level, the utilization of its quay resources, while making reliable appointments with barges, i.e., with a guaranteed departure time. We explore two approaches: (i) an analytical approach based on the value of having certain intervals within the schedule and (ii) an approach based on sources of exibility that are naturally available to the terminal. We use simulation to get insight in the benefits of these approaches. We conclude that a major increase in utilization degree could be achieved only by deploying the sources of exibility, without harming the waiting time of barges too much

On two-echelon inventory systems with Poisson demand and lost sales

We derive approximations for the service levels of two-echelon inventory systems with lost sales and Poisson demand. Our method is simple and accurate for a very broad range of problem instances, including cases with both high and low service levels. In contrast, existing methods only perform well for limited problem settings, or under restrictive assumptions.\u

INTEGRATED ASSESSMENT MODELLING

integrated assessment

Eras of electric vehicles: electric mobility on the Verge. Focus Attention Scale

Daily or casual passenger vehicles in cities have negative burden on our finite world. Transport sector has been one of the main contributors to air pollution and energy depletion. Providing alternative means of transport is a promising strategy perceived by motor manufacturers and researchers. The paper presents the battery electric vehicles-BEVs bibliography that starts with the early eras of invention up till 2015 outlook. It gives a broad overview of BEV market and its technology in a chronological classification while sheds light on the stakeholders’ focus attentions in each stage, the so called, Focus-Attention-Scale-FAS. The attention given in each era is projected and parsed in a scale graph, which varies between micro, meso, and macro-scale. BEV-system is on the verge of experiencing massive growth; however, the system entails a variety of substantial challenges. Observations show the main issues of BEVsystem that require more attention followed by the authors’ recommendations towards an emerging market

The transformation of transport policy in Great Britain? 'New Realism' and New Labour's decade of displacement activity

In a 1999 paper, Goodwin announced ‘the transformation of transport policy in Great Britain’. His central point was that consensus was emerging among policy makers and academics based on earlier work including Transport: The New Realism, which rejected previous orthodoxy that the supply of road space could and should be continually expanded to match demand. Instead a combination of investment in public transport, walking and cycling opportunities and – crucially – demand management should form the basis of transport policy to address rising vehicle use and associated increases in congestion and pollution / carbon emissions. This thinking formed the basis of the 1997 Labour government’s ‘sustainable transport’ policy, but after 13 years in power ministers neither transformed policy nor tackled longstanding transport trends. Our main aim in this paper is to revisit the concept of New Realism and re-examine its potential utility as an agent of change in British transport policy. Notwithstanding the outcome of Labour’s approach to transport policy, we find that the central tenets of the New Realism remain robust and that the main barriers to change are related to broader political and governance issues which suppress radical policy innovation