A dominant coalition and policy change: an analysis of shale oil and gas politics in India

This paper identifies the coalitions involved in the topic of shale oil and gas development in India and identifies the circumstances surrounding a change in policy in 2013 by the Ministry of Petroleum and Natural Gas to promote shale exploration. Using the Advocacy Coalition Framework as the theoretical lens, the data are collected primarily from newspaper articles from 2010 to 2015 to identify coalitions, including actors’ positions, priorities, and interactions. The findings show the presence of a dominant advocacy coalition in favor of shale oil and gas development with priorities about energy security and a regulatory framework. The findings indicate some internal coalition disagreement, but stronger internal coalition agreement. Policy change was preceded by a spike in disagreement internal to the dominant coalition. This paper shows how a change in a dominant coalition can precede a change in policy, offers a replicable method of identifying and measuring coalitions via newspaper content analysis, provides a rare application of the Advocacy Coalition Framework outside of North America and Western Europe, and provides evidence of support for shale oil and gas development in India.     

German taxi drivers' experiences and expressions of driving anger: Are the driving anger scale and the driving anger expression inventory valid measures?

Objective: The objective of this article was 2-fold: firstly, we wanted to examine whether the original Driving Anger Scale (DAS) and the original Driving Anger Expression Inventory (DAX) apply to German professional taxi drivers because these scales have previously been given to professional and particularly to nonprofessional drivers in different countries. Secondly, we wanted to examine possible differences in driving anger experience and expression between professional German taxi drivers and nonprofessional German drivers.

Methods: We applied German versions of the DAS, the DAX, and the State–Trait Anger Expression Inventory (STAXI) to a sample of 138 professional German taxi drivers. We then compared their ratings to the ratings of a sample of 1,136 nonprofessional German drivers (Oehl and Brandenburg n.d. Oehl M, Brandenburg S. Driving anger in Germany: validation of the Driving Anger Scale (DAS). Saf Sci. n.d. submitted.  [Google Scholar]).

Results: Regarding our first objective, confirmatory factor analysis shows that the model fit of the DAS is better for nonprofessional drivers than for professional drivers. The DAX applies neither to professional nor to nonprofessional German drivers properly. Consequently, we suggest modified shorter versions of both scales for professional drivers. The STAXI applies to both professional and nonprofessional drivers. With respect to our second objective, we show that professional drivers experience significantly less driving anger than nonprofessional drivers, but they express more driving anger.

Conclusions: We conclude that the STAXI can be applied to professional German taxi drivers. In contrast, for the DAS and the DAX we found particular shorter versions for professional taxi drivers. Especially for the DAX, most statements were too strong for German drivers to agree to. They do not show behaviors related to driving anger expression as they are described in the DAX. These problems with the original American DAX items are in line with several other studies in different countries. Future investigations should examine whether (professional) drivers from further countries express their anger as proposed by the DAX. In addition, professional drivers experience less driving anger (DAS) and less general trait anger (STAXI) than nonprofessional drivers, but they report more driving anger expression (DAX) and more current general state anger (STAXI). Subsequent studies should therefore focus on different types of anger within the group of professional drivers.     

Climate and air quality-driven scenarios of ozone and aerosol precursor abatement

In addition to causing domestic and regional environmental effects, many air pollutants contribute to radiative forcing (RF) of the climate system. However, climate effects are not considered when cost-effective abatement targets for these pollutants are established, nor are they included in current international climate agreements. We construct air pollution abatement scenarios in 2030 which target cost-effective reductions in RF in the EU, USA, and China and compare these to abatement scenarios which instead target regional ozone effects and particulate matter concentrations. Our analysis covers emissions of PM (fine, black carbon and organic carbon), SO₂, NO_x, CH₄, VOCs, and CO. We find that the effect synergies are strong for PM/BC, VOC, CO and CH₄. While an air quality strategy targeted at reducing ozone will also reduce RF, this will not be the case for a strategy targeting particulate matter. Abatement in China dominates RF reduction, but there are cheap abatement options also available in the EU and USA. The justification for international cooperation on air quality issues is underlined when the co-benefits of reduced RF are considered. Some species, most importantly SO₂, contribute a negative forcing on climate. We suggest that given current knowledge, NO_x and SO₂ should be ignored in RF-targeted abatement policies.     

Can Rapid Assessment Protocols Be Used to Judge Sediment Impairment in Gravel‐Bed Streams? A Commentary

Land management agencies commonly use rapid assessments to evaluate the impairment of gravel‐bed streams by sediment inputs from anthropogenic sources. We question whether rapid assessment can be used to reliably judge sediment impairment at a site or in a region. Beyond the challenges of repeatable and accurate sampling, we argue that a single metric or protocol is unlikely to reveal causative relations because channel condition can result from multiple pathways, processes, and background controls. To address these concerns, a contextual analysis is needed to link affected resources, causal factors, and site history to reliably identify human influences. Contextual analysis is equivalent in principle to cumulative effects and watershed analyses and has a rich history, but has gradually been replaced by rapid assessment methods. Although the approaches differ, rapid assessment and contextual analysis are complementary and can be implemented in a two‐tiered approach in which rapid assessment provides a coarse (first‐tier) analysis to identify sites that deserve deeper contextual assessment (second‐tier). Contextual analysis is particularly appropriate for site‐specific studies that should be tailored to local conditions. A balance between rapid assessment and contextual analysis is needed to provide the most effective information for management decisions.     

Climate Change and Local Pollution Effects – An Integrated Approach

Few studies on measures for mitigation of damage caused by man-made emissions to the environment have tried to consider all major effects. We illustrate the importance of an integrated approach by estimating costs and benefits of a proposed energy saving program for Hungary, originally designed to reduce CO2 emissions. The dominant benefit of implementing the program is likely to be reduced health damage from local pollutants. Also reduced costs of material damage and to a lesser extent vegetation damage contribute to make the net benefit considerable. Compared to the reduction in these local and regional effects, the benefits from reducing greenhouse gases are likely to be minor. Since local effects in general occur much earlier after measures have been implemented than effects of increased emissions of greenhouse gases, inclusion of local effects makes evaluation of climate policy less dependent on the choice of discount rate. In our opinion, similar results are likely for many measures originally designed to reduce emissions of greenhouse gases particularly in some areas in developing countries with high local pollution levels. Main uncertainties in the analysis, e.g. in the relationships between damage and pollution level, are discussed.     

Progress Toward Delisting a Great Lakes Area of Concern: The Role of Integrated Research and Monitoring in the Hamilton Harbour Remedial Action Plan

The goal of restoring environmental health and qualities to Hamilton Harbour Great Lakes Area of Concern, an embayment at the western end of Lake Ontario, is considered to be achievable by the year 2015. Restoring Hamilton Harbour is a dynamic process that relies heavily on research and monitoring to direct remediation efforts. Three principle means of coordinating this research and monitoring include: research and monitoring workshops; a monitoring catalogue outlining both government and nongovernment initiatives; and an annual report written by a local community group. These tools increase the effectiveness of remedial actions by: (i) improving stakeholders' ability to track trends; (ii) allowing program decision-makers to utilize adaptive management techniques to continuously modify programs based on new results; (iii) integrating interdisciplinary fields, and (iv) increasing accountability. This paper describes in detail these tools used for coordinating research and monitoring in implementing the Remedial Action Plan of the Hamilton Harbour Great Lakes Area of Concern, along with lessons learned to assist other implementers who are considering similar programs.     

Transport impacts on atmosphere and climate: Land transport

Emissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.