Analysing road pricing implementation processes in the UK and Norway

Traditional transport policies of road expansion entail a relatively simple system of actors and processes around which expertise, knowledge, and skills which has built up over many decades. Some of the more radical Travel Demand Management measures, including urban road pricing, involve a complicated set of institutions, processes, people and procedures. Road pricing schemes often get delayed or abandoned due to controversy, disagreements, unanticipated problems and a whole host of other delaying factors. If they are implemented, they tend to be diluted and consequently become less effective. Strategic Niche Management (SNM) has previously been used to provide guidelines on the implementation of innovative transport technologies through setting up protected experimental settings (niches) in which actors learn about the design, user needs, social and political acceptability, and other aspects. Here SNM is modified to cover a policy approach through the analysis of road user charging case studies in the UK and Norway. A detailed analysis of the road user charging schemes in Bergen, Oslo, Durham and London is presented. Key factors identified include the role of stakeholder and user networks, the existence of a project champion, understanding the motivations and expectations of stakeholders and users, learning with regards to the regional context, and the change in perceptions associated with acceptance. Comparison between the four cases shows different approaches emerging from each country in implementing and ‘marketing’ of the policies. The paper concentrates on approaches such as: the purpose for introducing the policies, the involvement of users in the planning process and, the use of revenues for either providing alternative transport modes or financing road infrastructure. Key factors identified using the SNM framework include the role of stakeholder and user networks, the existence of a project champion, understanding the motivations and expectations of stakeholders and users, learning with regards to the regional context, and the change in perceptions associated with acceptance. This type of analysis could prove useful for transport planners envisaging the implementation of road pricing projects

STOP-IT: strategic, tactical, operational protection of water infrastructure against cyberphysical threats

Water supply and sanitation infrastructures are essential for our welfare, but vulnerable to several attack types facilitated by the ever-changing landscapes of the digital world. A cyber-attack on critical infrastructures could for example evolve along these threat vectors: chemical/biological contamination, physical or communications disruption between the network and the supervisory SCADA. Although conceptual and technological solutions to security and resilience are available, further work is required to bring them together in a risk management framework, strengthen the capacities of water utilities to systematically protect their systems, determine gaps in security technologies and improve risk management approaches. In particular, robust adaptable/flexible solutions for prevention, detection and mitigation of consequences in case of failure due to physical and cyber threats, their combination and cascading effects (from attacks to other critical infrastructure, i.e. energy) are still missing. There is (i) an urgent need to efficiently tackle cyber-physical security threats, (ii) an existing risk management gap in utilities’ practices and (iii) an un-tapped technology market potential for strategic, tactical and operational protection solutions for water infrastructure: how the H2020 STOP-IT project aims to bridge these gaps is presented in this paper.Postprint (published version

European Arctic Initiatives Compendium

Julkaistu versi

Examining How Federal Infrastructure Policy Could Help Mitigate and Adapt to Climate Change: Hearing Before the H. Comm. on Transp. & Infrastructure, 116th Cong., Feb. 26, 2019 (Statement of Vicki Arroyo)

As the Fourth National Climate Assessment, released in November, describes, the United States is already experiencing serious impacts of climate change—and the risks to communities all across the country are growing rapidly. These findings, along with those in the 2018 Intergovernmental Panel on Climate Change (IPCC)report, are clear and should be a call to immediate action. Even if we manage to limit planetary warming to just 2 degrees C, the world will still face increased chances of economic and social upheaval from more severe flooding, droughts, heatwaves, and other climate impacts as well as devastating environmental consequences, the IPCC report warns. The scientific consensus as described in the IPCC Special Report is that countries around the world must rapidly decarbonize their economies, cutting greenhouse gas emissions in half by 2030 and to near zero by 2050. Yet the current trends are going in the wrong direction. Despite our increasing understanding of the narrowing window to act, U.S. GHG emissions increased by 3.4% in 2018, according to a January report from the Rhodium Group. Clearly more action is needed. The encouraging news is that many states and cities have committed to taking action. They are taking steps to reduce emissions through legislation, executive orders, and pledges made in collaborations such as the US Climate Alliance –now covering roughly half the US population and GDP. In my testimony, I will be focusing on the transportation sector, which is the largest contributor of GHG emissions in the United States, and is already facing significant impacts from climate change. Federal standards have been important in increasing efficiency and reducing emissions, yet transportation-sector emissions are increasing as more vehicle miles are driven, more freight is transported in trucks, and airline travel continues to grow. Transportation is becoming an increasingly large share of U.S. economy-wide emissions as the power sector decarbonizes as a result of market shifts and policy. There is an urgent need, therefore, to transition to a low-carbon transportation system. Such a transition would not only reduce emissions and fight climate change, it also would bring additional important benefits, including protecting public health by reducing conventional air pollution, providing more mobility options, and driving innovation and economic growth through policy action and through public and private investment

Global Innovation Policy Index

Ranks fifty-five nations' strategies to boost innovation capacity: policies on trade, scientific research, information and communications technologies, tax, intellectual property, domestic competition, government procurement, and high-skill immigration

Mid-term Evaluation of NGO Programmes Under EEA Grants 2009-2014

The EEA Financial Mechanism (2009-2014) have committed 160,4 million to support seventeen NGO Programmes in sixteen countries: Bulgaria, Croatia, Cyprus, the Czech Republic, Estonia, Greece, Hungary, Latvia, Lithuania, Malta, Poland, Portugal, Romania, the Slovak Republic, Slovenia and Spain. The overall objective of the EEA Grants NGO Programmes is strengthened civil society development and enhanced contribution to social justice, democracy and sustainable development in each of the beneficiary countries. As of 30 of June 2014, 957 projects in total of 53,793,561 have been supported mainly in the fields of democracy, citizen participation, human rights, social justice and empowerment, sustainable development and provision of basic welfare services. The mid-term evaluation of the NGO Programmes funded by the EEA Financial Mechanism (2009- 2014) is an independent formative evaluation. Its objective was two-fold: 1) to assess the progress and needs for improvement of the current Programmes, and 2) to inform policies for the next financial period. The main purpose of this evaluation was to provide an expert independent mid-term assessment of the contribution of the EEA Grants 2009-2014 to the NGO sectors in the beneficiary states operating NGO Programmes. The evaluation was of dual nature: (1) of a formative evaluation to identify progress and needs for improvement of the current Programmes and (2) of a forward oriented strategic review to inform policies for the next financial period

Investigating the cultural and contextual determinants of antimicrobial stewardship programmes across low-, middle- and high-income countries—A qualitative study

Background Most of the evidence on antimicrobial stewardship programmes (ASP) to help sustain the effectiveness of antimicrobials is generated in high income countries. We report a study investigating implementation of ASP in secondary care across low-, middle- and high-income countries. The objective of this study was to map the key contextual, including cultural, drivers of the development and implementation of ASP across different resource settings. Materials and methods Healthcare professionals responsible for implementing ASP in hospitals in England, France, Norway, India, and Burkina Faso were invited to participate in face-to face interviews. Field notes from observations, documentary evidence, and interview transcripts were analysed using grounded theory approach. The key emerging categories were analysed iteratively using constant comparison, initial coding, going back the field for further data collection, and focused coding. Theoretical sampling was applied until the categories were saturated. Cross-validation and triangulation of the findings were achieved through the multiple data sources. Results 54 participants from 24 hospitals (England 9 participants/4 hospitals; Norway 13 participants/4 hospitals; France 9 participants/7 hospitals; India 13 participants/ 7 hospitals; Burkina Faso 8 participants/2 hospitals) were interviewed. Across Norway, France and England there was consistency in ASP structures. In India and Burkina Faso there were country level heterogeneity in ASP. State support for ASP was perceived as essential in countries where it is lacking (India, Burkina Faso), and where it was present, it was perceived as a barrier (England, France). Professional boundaries are one of the key cultural determinants dictating involvement in initiatives with doctors recognised as leaders in ASP. Nurse and pharmacist involvement was limited to England. The surgical specialty was identified as most difficult to engage with in each country. Despite challenges, one hospital in India provided the best example of interdisciplinary ASP, championed through organisational leadership. Conclusions ASP initiatives in this study were restricted by professional boundaries and hierarchies, with lack of engagement with the wider healthcare workforce. There needs to be promotion of interdisciplinary team work including pharmacists and nurses, depending on the available healthcare workforce in different countries, in ASP. The surgical pathway remains a hard to reach, but critical target for ASP globally. There is a need to develop contextually driven ASP targeting the surgical pathway in different resource settings