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AbstractIn recent years, the target of reaching "net zero" emissions by 2050 has come to the forefront of global climate politics. Net zero would see carbon emissions matched by carbon removals and should allow the planet to avoid dangerous climate change. But the recent prominence of this goal should not distract from the fact that there are many possible versions of net zero. Each of them will have different climate justice implications, and some of them could have very negative consequences for the world's poor. This article demonstrates the many ambiguities of net zero, and argues in favor of a net zero strategy in which those who can reasonably bear the burden adopt early and aggressive mitigation policies. We also argue for a net zero strategy in which countries place the lion's share of their faith in known emissions reduction approaches, rather than being heavily reliant on as-yet-unproven "negative emissions techniques." Our overarching goal is to put net zero in its place, by providing a clear-sighted view of what net zero will achieve, and where the "net" in net zero needs to be tightened further if the world is to achieve climate justice.

The California Zero Emission Vehicle (ZEV) rule, adopted in 1990, is arguably one of the most daring and controversial air quality policies ever adopted. Some consider it a policy failure, while others credit it with launching a revolution in clean automotive technology. This paper is the first systematic empirical study of the policy process that resulted in the adoption of the ZEV mandate. We draw upon theoretical frameworks of the policy process, empirical data from public documents, and personal interviews with key stakeholders, to explain how a confluence of technology, policy, and political circumstances created a window of opportunity that led to the adoption of this policy. We expect the conclusions of our analysis to be useful to other policy debates that involve technological innovation. 2008 Elsevier Ltd. All rights reserved.

In order to uptake of electric vehicles (EV) into last mile delivery, we recommend the deployment of a combination of novel and existing policies to both encourage widespread EV uptake and discourage the use of diesel-based freight through zero emission delivery zones and purchase subsidies. Our research is composed of three methods: Interviews, Quantitative Modeling, and Quantitative Modeling. The interviews and quantitative analysis revealed that the burden on delivery companies is greater than the social benefits such as GHG reductions due to the large investment in EVs. The effectiveness of the policy combination was also confirmed. Using the three criteria of Political Feasibility, Efficiency, and Equity, we evaluated the policies using the Criteria-Alternative Matrix and concluded that the voluntary ZEDZ is the most effective stand-alone policy. Since no one pollutant reducing policy can meet all criteria effectively we recommend packaging various policies together. Our model demonstrates that a combination of policies produce the highest results in decreasing costs and pollutant levels, particularly a combination of purchase subsidies and mandated ZEDZ. To better improve equity scores, we recommend cities consider adding purchase subsidies of freight electric vehicles to a ZEDZ program to offset costs businesses would incur, particularly small businesses transitioning to electric vehicle fleets. Mandated ZEDZ would add additional burdens on small businesses since these companies don't have the capital to transform fleets.

AbstractThe shipping industry needs to decarbonize over the coming decades, but there are competing visions about how that will happen. While major shipping companies are looking to potential new fuels, including ammonia, other disruptors are already shipping small quantities of boutique goods, emission free, on sailboats harnessing the power of the wind. They are a reminder that all global trade used to travel by sail. Can wind propel us back to the future? There is a role for wind power in shipping as both a primary means of propulsion and a way to provide wind assistance to reduce a vessel's fuel use. This article examines the possibilities and challenges for wind‐based sea transport.

Regulating environmental outcomes without stipulating the technologies to accomplish them is a characteristically Ameri- can form of governmental intervention. This approach aims to encourage industry to address public-policy concerns while minimizing interference in its affairs. However, California's zero-emission-vehicle mandate of 1990 implied the develop- ment of specific technologies with highly disruptive sociotechni- cal effects. The most practical zero-emission vehicle of the day was the all-battery electric vehicle, a technology characterized by the temporal mismatch of its components. Batteries have shorter life-spans than electric motors, a durability dilemma that rewards battery-making. In response, General Motors and Toyota devised strategies to mitigate this risk that involved mediating the technology of the Ovonic Battery Company.

Climate protection activities at the local level play an important role towards responding effectively to global climate change. The research at hand deals with the subjectively nominated success factors and barriers relevant to the implementation of climate protection measures in local municipalities. Determinants for the transition towards energy sustainable communities (Schweizer- Ries, 2008) are the subject-matter of a longer research tradition (Schweizer-Ries, 2009). In order to work out recommendations for a German federal policy instrument designed to support municipalities towards climate protection, we chose to concentrate on municipalities having applied for the above mentioned funding. Some of these municipalities also plan to realise a process towards "zero-emission" as a long-term project. With qualitative interviews, we assessed in a first research step, how local stakeholders perceive the climate protection measures inside their municipalities, how they were successfully implemented, where social barriers appeared and how they could be minimised. Thus, we were able to collect subjective determinants of success or failure for zeroemission processes. We also examine the role of the citizens, and make the case for increased public participation. The main insights of these first results are that within the administration of local municipalities, cross-sectional interaction and communication are crucial, along with the need to engage a socially skilled permanent employee to manage the implementation of measures and activate external stakeholders. Involving citizens is pivotal in shaping a zero-emission community identity and reality. The research is designed to shed some light on the role the above mentioned financial support programme and therefore serves as policy counselling. The policy instrument seems to be able to promote most factors of success within local authorities, only minor adaptations are necessary.

The Nordic cities should be given greater legislative possibilities to reward the use of zero-emission vehicles. This legislation may include the possibility of introducing some form of environmental zone or levying traffic fees in urban areas. Cities are advised to put together packages deploying a raft of instruments that mutually reinforce one another. As a basic package, most cities should work with improved conditions for zero-emission vehicles as charging and / or tank infrastructure, requirements for zero-emission vehicles in public procurement of vehicles and services, complementary measures that increase the supply and attractiveness of alternatives to the car, as well as measures that promote sustainable mobility and urban development independent of vehicle technology. It is also important that improved charging capabilities for zero-emission vehicles go hand in hand with an environmentally friendly parking policy. Increased demand for zero-emission vehicle charging points will then be a good reason to review the city´s parking policy. Under the right conditions ambitious cities can implement a more comprehensive policy package with a combination of various forms of zero emission zones or fee systems. To fully implement these measures, cities must have a high proportion of zero-emission vehicles in the fleet as well as strengthening possibilities for residents to move around freely without having to own a car. ; The foremost purpose of this study has been to provide recommendations to Nordic cities about how zero-emission vehicles can be promoted in harmony with social and environmental constraints, as well as economically sustainable mobility and accessibility considerations. Overall, the assessment is that cities can play an essential role in the transition to a climate-neutral transport sector. As climate goals are tightened, it will also become increasingly important that cities, countries and the EU speed up their ambitions and actions.

The Global Status Report 2016 was prepared by the GABC on the occasion of the 22nd Conference of Parties (COP22) to the United Nations Framework Convention on Climate Change (UNFCCC). The report was coordinated by UN Environment and made possible through the generous support of the Government of France.