Mud,muddle and models in the knowledge value-chain to action on tropical peatland conservation

Tropical peatlands are known not only for their high, area-based, carbon emissions in response to land-use change but also as hot spots of debate about associated data uncertainties. Perspectives are still evolving on factors underlying the variability and uncertainty. Debate includes the ways of reducing emissions through rewetting, reforestation and agroforestry. A knowledge value-chain that is long and complex links (a) fundamental understanding of peat and peatland processes leading to sciencebased quantification and default values, (b) willingness and (c) ability to act towards emission reduction, and ultimately (d) to local, national and global actions that effectively provide rules, incentives and motivation to conserve peat and reduce emissions. We discuss this value chain, its stakeholders and issues that still remain partially unresolved. We conclude that, to shorten the denial and conspiracy-theory stages of debate that otherwise slow down steps B and C, networks of international and national scientists have to be involved at the early stage of identifying policysensitive environmental issues. Models span part of the knowledge value-chain but transition of analysis units requires specific attention, from soil volumes through area and commodity flows to opportunities for reductions. While drainage of peatlands triggers landscape-scale increases in emissions, factors beyond drainage depth, including nutrient supply, may have a major influence on decomposition rates. Attempts to disentangle the contributions of plant and peat-based respiration in surface flux measurements involve assumptions that cannot be easily verified in comparisons between land uses. With progress on A leading to new internationally accepted defaults and with resistance on step B reduced, the reality of C and lack of working solutions for D is currently constraining further progress.     

Twin–twin transfusion syndrome: mathematical modelling

Twin–twin transfusion syndrome (TTTS) represents a pregnancy complication with a high risk for perinatal mortality and postnatal morbidity. Mathematical models have been utilized to examine the mechanisms of disease and potential treatment modalities. We developed four consecutive models based on pathophysiology mechanisms. Conceptually, these models remained simple, but with increased complexity in details. We present our models tutorially with the necessary equations expressed in words. The aetiology of TTTS was related to AV anastomoses from donor to recipient and their growth commensurate with placental growth. We assessed that natural growth of placenta and foetuses causes the diameter and length of the AV, as well as the AV's pressure gradient, to increase proportional to gestational age. The AV transfusion then increases faster than natural foetal growth. A progressively increasing discordance subsequently develops, not compensated for by foetal growth. A simulation is performed to show how this discordance in blood volumetric development causes successive discordances in other functions, particularly renal, circulatory, and cardio-vascular, resulting in disease progression to the various stages of TTTS. In conclusion, mathematical modelling of TTTS has provided an understanding of the sequence of events that leads to the various presentations of TTTS stages as well as the efficacy of therapies. Copyright © 2008 John Wiley & Sons, Ltd.     

Why are we growth-addicted? The hard way towards degrowth in the involutionary western development path

By questioning the origins of the inertia facing the degrowth movement, this contribution identifies property as the constitutive institution of capitalism, and property expansion as the dominant socioeconomic process leading world societies to economic path dependence, techno-institutional lock-in and eco-social impasse. Demonstrating why and how property-based economic rationality subordinates ecological and social considerations to capitalist requirements, this paper stresses both the need for an inversion in the hierarchy of social norms and the systemic opposition to such an inversion, which emanates from the capitalist/industrial expansion. The text also brings to light some disregarded processes underlying the current economic crisis, by pointing out the institutional and technological locked-in situation into which the western development path has led our societies.     

A new method for assessing CO2-emissions from container terminals: a promising approach applied in Rotterdam

At present, the notion is generally accepted that societies have to combat climate change. The reduction of CO₂-emissions, an important cause for global warming, has become a priority, and consequently there is increasing pressure on governments and industries to come forward with initiatives to reduce CO₂-emissions. This is highly relevant for the transport sector, as the share of transportation is still increasing, while other sectors are reducing their CO₂-footprint. The main purpose of this paper is to present a methodology to analyse the CO₂-emissions from container terminals, illustrated by the Port of Rotterdam.The objective of this paper is twofold. Firstly, the development of a methodology to analyse and gain a better understanding of the CO₂-emissions by container terminals in port areas is described. Secondly, the most effective solutions to reduce CO₂-emissions by container terminals in port areas are identified. The study provides insight into the processes of container transshipment at the terminals and the contribution of these processes to the CO₂-emissions of the container terminals. Using these insights, potential solutions to reduce the CO₂ at the terminals are identified and policy proposals are made for the operators of existing terminals and for governments.The most effective measure for CO₂ reduction is undoubtedly the adaptation of the terminal layout as in the example of the Rotterdam Shortsea Terminal. This makes it possible to reduce the CO₂-emissions of the current terminals by nearly 70 per cent. The other perspective is the incorporation of mixing 30 per cent biofuels with the presently used diesel. This results in a reduction of CO₂-emissions by between 13 and 26 per cent per terminal and a reduction of the emissions of the total container sector by 21 per cent. On the basis of these findings, concrete recommendations are made to reducing CO₂-emissions at container terminals.