Eyes wide shut? UK consumer perceptions on aviation climate impacts and travel decisions to New Zealand

The purview of climate change concern has implicated air travel, as evidenced in a growing body of academic literature concerned with aviation CO2 emissions. This article assesses the relevance of climate change to long haul air travel decisions to New Zealand for United Kingdom consumers. Based on 15 semi-structured open-ended interviews conducted in Bournemouth, UK during June 2009, it was found that participants were unlikely to forgo potential travel decisions to New Zealand because of concern over air travel emissions. Underpinning the interviewees’ understandings and responses to air travel’s climate impact was a spectrum of awareness and attitudes to air travel and climate change. This spectrum ranged from individuals who were unaware of air travel’s climate impact to those who were beginning to consume air travel with a ‘carbon conscience’. Within this spectrum were some who were aware of the impact but not willing to change their travel behaviours at all. Rather than implicating long haul air travel, the empirical evidence instead exemplifies changing perceptions towards frequent short haul air travel and voices calls for both government and media in the UK to deliver more concrete messages on air travel’s climate impact

Propulsive power contribution of a kite and a Flettner rotor on selected shipping routes

AbstractWind is a renewable energy source that is freely available on the world’s oceans. As shipping faces the challenge of reducing its dependence on fossil fuels and cutting its carbon emissions this paper seeks to explore the potential for harnessing wind power for shipping. Numerical models of two wind power technologies, a Flettner rotor and a towing kite, are linked with wind data along a set of five trade routes. Wind-generated thrust and propulsive power are computed as a function of local wind and ship velocity. The average wind power contribution on a given route ranges between 193kW and 373kW for a single Flettner rotor and between 127kW and 461kW for the towing kite. The variability of the power output from the Flettner rotor is shown to be smaller than that from the towing kite while, due to the different dependencies on wind speed and direction, the average power contribution from a Flettner rotor is higher than that from the kite on some routes and lower on others. While for most forms of international cargo shipping wind may not be suitable as the sole source of propulsive energy, a comparison of average output to main engine power requirements of typical vessels serving the routes indicates that it could deliver a significant share. For instance, installing three Flettner rotors on a 5500dwt general cargo carrier could, on average, provide more than half of the power required by the main engine under typical slow steaming conditions. Uncertainties and simplifying assumptions underlying the model analysis are discussed and implications of the results are considered in light of the urgent need for decarbonisation. This paper demonstrates the significant opportunities for step jump emissions reductions that wind technologies have to offer. It outlines next steps towards realising the potential, highlighting a demand for more detailed studies on socio-economic and technical barriers to implementation, and providing a basis for research into step-change emissions reductions in the shipping sector

Emissions budgets for shipping in a 2°C and a 4°C global warming scenario, and implications for operational efficiency

To achieve the widely accepted goal of keeping global temperature rise below 2°C above pre-industrial levels, greenhouse gas emissions must reduce drastically over the coming decades. Under this premise, the assumption that the shipping industry realises the same proportionate CO2 emission reductions as all other sectors on average has strong implications. This paper begins by considering an appropriate global CO2 emissions budget associated with a temperature rise of 2°C. Next, a range of future demand scenarios for international transport shipping are presented. Meeting the demand in any of the scenarios, while remaining within the emissions budget, requires stringent increases in overall operational efficiency. Different emissions and efficiency trajectories – with efficiency expressed in terms of the Energy Efficiency Operational Indicator (EEOI) – in line with the 2°C target are analysed. The potential short and long term levers of operational efficiency are explored

Comparative bio-accessibility, bioavailability and bioequivalence of quercetin, apigenin, glucoraphanin and carotenoids from freeze-dried vegetables incorporated into a baked snack versus minimally processed vegetables:Evidence from in vitro models and a human bioavailability study

The aim was to incorporate vegetables containing the phytochemicals quercetin, apigenin, glucoraphanin and carotenoids into a processed potato-based snack and assess their bioaccessibility and bioavailability. Three different processing routes were tested for incorporation and retention of phytochemicals in snacks using individually quick frozen or freeze-dried vegetables. No significant differences in the uptake or transport of quercetin or apigenin between a vegetable mix or snacks were observed using the CaCo-2 transwell model. Simulated in vitro digestions predicted a substantial release of quercetin and apigenin, some release of glucoraphanin but none for carotenes from either the snack or equivalent steamed vegetables. In humans, there were no significant differences in the bioavailability of quercetin, apigenin or glucoraphanin from the snack or equivalent steamed vegetables. We have shown that significant quantities of freeze-dried vegetables can be incorporated into snacks with good retention of phytochemicals and with similar bioavailability to equivalent steamed vegetables

Bioenergy as climate change mitigation option within a 2 °C target—uncertainties and temporal challenges of bioenergy systems

Bioenergy is given an important role in reaching national and international climate change targets. However, uncertainties relating to emission reductions and the timeframe for these reductions are increasingly recognised as challenges whether bioenergy can deliver the required reductions. This paper discusses and highlights the challenges and the importance of the real greenhouse gas (GHG) reduction potential of bioenergy systems and its relevance for a global 450 ppm CO2e stabilisation target in terms of uncertainties and temporal aspects. The authors aim to raise awareness and emphasise the need for dynamic and consequential approaches for the evaluation of climate change impacts of bioenergy systems to capture the complexity and challenges of their real emission reduction potential within a 2 °C target. This review does not present new research results. This paper shows the variety of challenges and complexity of the problem of achieving real GHG emission reductions from bioenergy systems. By reflecting on current evaluation methods of emissions and impacts from bioenergy systems, this review points out that a rethinking and going beyond static approaches is required, considering each bioenergy systems according to its own characteristics, context and feedbacks. With the development of knowledge and continuously changing systems, policies should be designed in a way that they provide a balance between flexibility to adapt to new information and planning security for investors. These will then allow considering if a bioenergy system will deliver the required emission saving in the appropriate timeframe or not

Importance of non-CO2 emissions in carbon management

Background: GHG budgets highlight a need for urgency, yet analyses are often CO2-focused, with less attention paid to non-CO2. Results: In this paper, scenarios are used to explore non-CO2 drivers and barriers to their mitigation, drawing out implications for CO2 management. Results suggest that even optimistic technological and consumption-related developments lead to on-going increases in global N2O, largely to improve food security within a changing climate. This contrasts with existing analysis, where lower levels of N2O by 2050 are projected. Conclusions: As avoiding '2°C' limits the emissions budget, constraints on reducing non-CO2 add pressure to energy system decarbonization. Overlooking how a changing climate and rising consumption restricts efforts to curb non-CO2 will result in policies aiming to avoid 2°C falling short of the mark

Transitions in pathways of human development and carbon emissions

Countries are known to follow diverse pathways of life expectancy and carbon emissions, but little is known about factors driving these dynamics. In this letter we estimate the cross-sectional economic, demographic and geographic drivers of consumption-based carbon emissions. Using clustering techniques, countries are grouped according to their drivers, and analysed with respect to a criteria of one tonne of carbon emissions per capita and a life expectancy over 70 years (Goldemberg's Corner). Five clusters of countries are identified with distinct drivers and highly differentiated outcomes of life expectancy and carbon emissions. Representatives from four clusters intersect within Goldemberg's Corner, suggesting diverse combinations of drivers may still lead to sustainable outcomes, presenting many countries with an opportunity to follow a pathway towards low-carbon human development. By contrast, within Goldemberg's Corner, there are no countries from the core, wealthy consuming nations. These results reaffirm the need to address economic inequalities within international agreements for climate mitigation, but acknowledge plausible and accessible examples of low-carbon human development for countries that share similar underlying drivers of carbon emissions. In addition, we note differences in drivers between models of territorial and consumption-based carbon emissions, and discuss interesting exceptions to the drivers-based cluster analysis