MEAD: an interdisciplinary study of the marine effects of atmospheric deposition in the Kattegat

This paper summarises the results of the EU funded MEAD project, an interdisciplinary study of the effects of atmospheric nitrogen deposition on the Kattegat Sea between Denmark and Sweden. The study considers emissions of reactive nitrogen gases, their transport, transformations, deposition and effects on algal growth together with management options to reduce these effects. We conclude that atmospheric deposition is an important source of fixed nitrogen to the region particularly in summer, when nitrogen is the limiting nutrient for phytoplankton growth, and contributes to the overall eutrophication pressures in this region. However, we also conclude that it is unlikely that atmospheric deposition can, on its own, induce algal blooms in this region. A reduction of atmospheric nitrogen loads to this region will require strategies to reduce emissions of ammonia from local agriculture and Europe wide reductions in nitrous oxide emissions.     

Urban contractual agreements as an adaptive governance strategy: under what conditions do they work in multi-level cooperation?

ABSTRACT

The Norwegian urban growth agreement (UGA) is a governance platform combining transport-infrastructure development with land-use and transport policy. It is a policy package of measures involving network cooperation between national, regional and local government levels established to coordinate transport and land-use development. Shared responsibility for goal achievement, autonomy and learning and adaptation as new knowledge and experience arise are clear prerequisites for the UGAs. This makes it relevant to investigate the conditions for the UGAs to work as an adaptive governance strategy because their central features are in line with the attributes of adaptive governance. Further, adaptive governance is an approach to handle complex problems like transport development issues. The study shows that UGAs have several strengths in terms of autonomy and learning. However, the multi-level cooperation in the UGAs is framed by complex underlying structures of roles and powers, which challenge the working and legitimacy of the governance structures. Multi-level adaptive governance processes like the UGAs require attention to issues of power and legitimacy. Securing transparency and democratic anchorage is paramount in bringing such processes in line with the intended benefits of adaptive governance.     

Occupational exposure to fluorinated hydrocarbons during refrigeration repair work

This study describes refrigeration repair workers' occupational exposures to halogenated refrigerants, focusing on difluorochloromethane (HCFC 22), tetrafluoroethane (HFC 134a) and a mixture of tri-, tetra- and pentafluoroethane (R404A) in 30 work operations. Unlike earlier reported studies, the present study includes working procedures involving welding in order to measure possible occupational exposure to decomposition products. The measurements included hydrogen fluoride (HF), hydrogen chloride (HCl), phosgene (COCl2) and volatile organic compounds (VOC). The exposures were assessed during work operations on small-scale cooling installations like refrigerators and freezers. The repair workers' occupational exposures to refrigerants were moderate, and the major part of the exposures were associated with specific working procedures lasting for relatively short periods of time (<20 min). During these exposure events the concentrations were occasionally high (up to 42434 mg m(-3)). Although welding operations lasted only for short periods of time, HF was detected in 9 out of 15 samples when HCFC 22, HFC 134a or R404A had been used. Hydrogen chloride was detected in 3 out of 5 samples in air polluted with HCFC 22. Phosgene was not detected. A large number of VOCs in various concentrations were found during welding. Except for the applied refrigerants, halogenated compounds were only found in one sample.     

Air pollution policies in Europe: efficiency gains from integrating climate effects with damage costs to health and crops

Emissions of air pollutants cause damage to health and crops, but several air pollutants also have an effect on climate through radiative forcing. We investigate efficiency gains achieved by integrating climate impacts of air pollutants into air quality strategies for the EU region. The pollutants included in this study are SO₂, NH₃, VOC, CO, NO_x, black carbon, organic carbon, PM_2.5, and CH₄. We illustrate the relative importance of climate change effects compared to damage to health and crops, as well as monetary gains of including climate change contributions. The analysis considers marginal abatement costs and compares air quality and climate damage in Euros. We optimize abatement policies with respect to both climate and health impacts, which imply implementing all measures that yield a net benefit. The efficiency gains of the integrated policy are in the order of 2.5 billion Euros, compared to optimal abatement based on health and crop damage only, justifying increased abatement efforts of close to 50%. Climate effect of methane is the single most important factor. If climate change is considered on a 20- instead of a 100-year time-scale, the efficiency gain almost doubles. Our results indicate that air pollution policies should be supplemented with climate damage considerations.     

Wider roads, more cars

The transport policy currently followed in many European cities seems to be a combination of investments in public transport in order to increase, or at least maintain, its market share, and road building in order to keep up with expected traffic growth. Apparently, there is a prevalent belief among policy makers that increased road capacity in urban areas does not in itself cause any growth in car traffic worth mentioning. Such a belief neglects the simple economic theory of supply and demand, as well as more specific theories about the dynamics of traffic under congested conditions. An empirical study of commuting patterns in two transport corridors in Oslo, Norway, shows that a considerable proportion of commuters are sensitive to changes in the speed of the respective modes of transportation. The mode chosen depends to a large extent on the ratio of door-to-door travel times by car and transit. Freer flowing traffic in the road network will induce a higher proportion of commuters to travel by car. Conversely, faster public transport will reduce the proportion of car commuters, but the effects of such improvements will be offset if road capacity is simultaneously increased. In addition to the relative speeds of car and transit, the parking conditions at the workplace are of great importance to the choice of transport mode.