Continuity and change : dealing with political volatility to advance climate change mitigation strategies ; examples from the transport sector

As the recent withdrawal of the United States from the Paris Agreement has shown, political volatility directly affects climate change mitigation policies, in particular in sectors, such as transport associated with long-term investments by individuals (vehicles) and by local and national governments (urban form and transport infrastructure and services). There is a large potential for cost-effective solutions to reduce greenhouse gas emissions and to improve the sustainability of the transport sector that is yet unexploited. Considering the cost-effectiveness and the potential for co-benefits, it is hard to understand why efficiency gains and CO2 emission reductions in the transport sector are still lagging behind this potential. Particularly interesting is the fact that there is substantial difference among countries with relatively similar economic performances in the development of their transport CO2 emissions over the past thirty years despite the fact that these countries had relatively similar access to efficient technologies and vehicles. This study aims to explore some well-established political science theories on the particular example of climate change mitigation in the transport sector in order to identify some of the factors that could help explain the variations in success of policies and strategies in this sector. The analysis suggests that institutional arrangements that contribute to consensus building in the political process provide a high level of political and policy stability which is vital to long-term changes in energy end-use sectors that rely on long-term investments. However, there is no direct correlation between institutional structures, e.g., corporatism and success in reducing greenhouse gas emissions in the transport sector. Environmental objectives need to be built into the consensus-based policy structure before actual policy progress can be observed. This usually takes longer in consensus democracies than in politically more agile majoritarian policy environments, but the policy stability that builds on corporatist institutional structures is likely to experience changes over a longer-term, in this case to a shift towards low-carbon transport that endures

Capacity needs assessment in transport innovation living labs : the case of an innovative e-mobility project

Cities around the globe are implementing innovative transport solutions as part of measures to address pertinent socio-economic and environmental challenges in urban areas and help drive the transition to low carbon development. Planning and implementing such solutions require an effective and collective approach that includes the needs and aspirations of all relevant stakeholders. In the planning and implementation of urban transport projects, capacity building components have assumed great significance but seem to be the most eluded activity for project implementers. The Living Lab concept, which allows for co-creation in innovation development, presents the opportunity to adopt innovative participatory approach in capacity building activities in transport projects; and is largely seen as a potential catalyst for rapid transformation to low carbon and sustainability transitions in cities. To this end, this paper highlights the usefulness of the Living Lab approach and provides some perspectives on how key elements of the approach are adapted in the process of assessing the capacity needs of nine (9) cities in planning and implementing e-mobility innovations. The cities are participating in an innovation research project. In the case studied, the project’s capacity needs assessment process was analyzed using an assessment framework built on four (4) key elements of the Living Lab approach, namely: extent of real-life contextualization, level of participation, diversity of stakeholders, and the time span of engagement. Insights from the assessment suggest that relevant project partners and city representatives with diverse expertise were actively involved from the onset and throughout the first 5 months of the project in defining and refining the capacity needs of partner cities based on local e-mobility conditions. This co-creative process helped determine priority areas where the need for capacity building mostly lied. Designing and operationalizing capacity building interventions tailored to the identified needs, as realized in the project, could therefore help build the necessary capacity and complement other measures aimed at developing e-mobility in the project’s partner cities

The Climate for Change: the Conditions for Effective Climate Change Policies: a Case Study on Residential Home Insulation Policies in New Zealand and Germany

Changes in the global climate and the insecure future of the world's energy supply place unprecedented risks and uncertainties before mankind. Massive changes need to occur, driven by effective policies. But what is the ideal climate for change? With a case study on insulation policies for the residential building sector this thesis aims to identify the conditions for a climate for change. This thesis explores the factors that help or hinder change and the structures that enable change and enhance implementation. Within a particular policy area, i.e. residential home insulation, this thesis examines the impacts on policy development and implementation of environmental and resources pressures, the strength of centre-left and green parties and the levels of corporatism in New Zealand and Germany. The case study of insulation policies in New Zealand and Germany has been chosen because of similar policy aspirations and rhetoric in the two countries but differing policy achievements and outcomes. The thesis compares three decades of policy making and implementation in Germany and New Zealand and finds that, if environmental and resource pressures are high, corporatist structures may impact positively on climate change policy development and implementation. It also finds that in pluralist countries centre-left and green party strength may be more important for the success of climate change policies than in corporatist countries

Moving transport to net zero : what it takes to decarbonise the global transport sector

What is necessary to reach net zero emissions in the transport sector on a global level? To keep limiting global warming to 1.5° C within reach, the world has to decarbonise by mid-century, with every sector contributing as much as possible as soon as possible. This paper identifies what has to be done in road transport, aviation, and shipping to achieve net zero emission in the transport sector. For this purpose, it first sets the scene by providing an overview of the origins and impacts of the concept of net zero emissions in international climate policy as well as of the current state and future prospects of global transport emissions using currently available scenarios for low-emission and net zero transport. While for staying below 1.5° C, the basic approach to reducing transport emissions remains unchanged from what has been suggested in the past, the set, intensity and pace of actions as to shift fundamentally. Without first drastically reducing traffic volume and shifting transport demand to low-emission modes, reaching net zero transport will not be feasible: the amount of additional electricity required to fully electrify the sector with renewable energy is otherwise just too huge. After portraying key instruments for achieving net zero emissions in land transport, aviation, and shipping, this paper identifies key barriers for net zero transport. Based on this analysis, the authors recommend the following to be able to move transport to net zero: 1. Adapt Decarbonisation Strategies to Different Transport Sub-sectors 2. Prioritise and Significantly Increase Investment in Zero-/low-carbon Infrastructure 3. Massively Invest in the Development and Roll out of Zero-/low-emission Technologies 4. Focus on a Just Transition to Overcome Social and Political Barriers 5. Increase International Support and Cooperatio

Decision-making in sustainable uban mobility planning: Common practice and future directions

This paper highlights the challenges for cities in selecting sustainable and cost-effective transport and mobility measures. Thereby it shall provoke thought on the implications for decision-making resulting from Sustainable Urban Mobility Plans. Firstly, an understanding of the challenges of determining a transport project’s viability will be conveyed. Secondly, the paper presents five case studies of sustainable urban mobility planning and the role of project appraisal in those policy-making processes.In discussing the challenges of traditional project-appraisal and examining actual local decision-making, the paper finds some crucial challenges in the appraisal of small-scale sustainable transport activities. It concludes by highlighting potential implications of these

Low temperature growth and optical properties of alpha-Ga2O3 deposited on sapphire by plasma enhanced atomic layer deposition

Plasma enhanced atomic layer deposition was used to deposit thin films of Ga2O3 on to c-plane sapphire substrates using triethylgallium and O2 plasma. The influence of substrate temperature and plasma processing parameters on the resultant crystallinity and optical properties of the Ga2O3 films were investigated. The deposition temperature was found to have a significant effect on the film crystallinity. At temperatures below 200°C amorphous Ga2O3 films were deposited. Between 250°C and 350°C the films became predominantly α-Ga2O3. Above 350°C the deposited films showed a mixture of α-Ga2O3 and ε-Ga2O3 phases. Plasma power and O2 flow rate were observed to have less influence over the resultant phases present in the films. However, both parameters could be tuned to alter the strain of the film. Ultraviolet transmittance measurements on the Ga2O3 films showed that the bandgaps ranges from 5.0 eV to 5.2 eV with the largest bandgap of 5.2 eV occurring for the α-Ga2O3 phase deposited at 250°C

The Properties of Long-Period Variables in the Large Magellanic Cloud from MACHO

We present a new analysis of the long-period variables in the Large Magellanic Cloud (LMC) from the MACHO Variable Star Catalog. Three-quarters of our sample of evolved, variable stars have periodic light curves. We characterize the stars in our sample using the multiple periods found in their frequency spectra. Additionally, we use single-epoch Two Micron All Sky Survey measurements to construct the average infrared light curves for different groups of these stars. Comparison with evolutionary models shows that stars on the red giant branch (RGB) or the early asymptotic giant branch (AGB) often show non-periodic variability, but begin to pulsate with periods on the two shortest period-luminosity sequences (3 & 4) when they brighten to K_s ~ 13. The stars on the thermally pulsing AGB are more likely to pulsate with longer periods that lie on the next two P-L sequences (1 & 2), including the sequence associated with the Miras in the LMC. The Petersen diagram and its variants show that multi-periodic stars on each pair of these sequences (3 & 4, and 1 & 2) typically pulsate with periods associated only with that pair. The periods in these multi-periodic stars become longer and stronger as the star evolves. We further constrain the mechanism behind the long secondary periods (LSPs) seen in half of our sample, and find that there is a close match between the luminosity functions of the LSP stars and all of the stars in our sample, and that these star's pulsation amplitudes are relatively wavelength independent. Although this is characteristic of stellar multiplicity, the large number of these variables is problematic for that explanation.Comment: Accepted for publication in the AJ; 38 pages, 12 figure

Guidebook 'How to develop a Sustainable Energy and Climate Action Plan (SECAP)'

The Covenant of Mayors for Climate and Energy (CoM) is an ambitious initiative for local climate and energy actions. This document provides signatories with a set of methodological principle, procedures and best practices to develop their SECAP. The Part 1 of this document relates to the SECAP process; while Part 2gives an insight on the elaboration of municipality assessments (BEI and RVA), finally Part 3 describes technical issues, measures and policies that can be implemented at local level.JRC.C.2-Energy Efficiency and Renewable

Rare coding variants in PLCG2, ABI3, and TREM2 implicate microglial-mediated innate immunity in Alzheimer's disease

We identified rare coding variants associated with Alzheimer’s disease (AD) in a 3-stage case-control study of 85,133 subjects. In stage 1, 34,174 samples were genotyped using a whole-exome microarray. In stage 2, we tested associated variants (P<1×10-4) in 35,962 independent samples using de novo genotyping and imputed genotypes. In stage 3, an additional 14,997 samples were used to test the most significant stage 2 associations (P<5×10-8) using imputed genotypes. We observed 3 novel genome-wide significant (GWS) AD associated non-synonymous variants; a protective variant in PLCG2 (rs72824905/p.P522R, P=5.38×10-10, OR=0.68, MAFcases=0.0059, MAFcontrols=0.0093), a risk variant in ABI3 (rs616338/p.S209F, P=4.56×10-10, OR=1.43, MAFcases=0.011, MAFcontrols=0.008), and a novel GWS variant in TREM2 (rs143332484/p.R62H, P=1.55×10-14, OR=1.67, MAFcases=0.0143, MAFcontrols=0.0089), a known AD susceptibility gene. These protein-coding changes are in genes highly expressed in microglia and highlight an immune-related protein-protein interaction network enriched for previously identified AD risk genes. These genetic findings provide additional evidence that the microglia-mediated innate immune response contributes directly to AD development