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Abstract Cost-effectively decarbonising the power sector and household energy use using variable renewable energy will require that electricity consumption becomes much more flexible and responsive to constraints in supply and the distribution network. In recent years residential demand response (DR) has received increasing attention that has sought to answer, based on current evidence, questions about how much consumers will engage with DR. This paper critically reviews the evidence base for residential consumer engagement with DR and draws out several important limitations in it. We argue for a more action-oriented focus on developing practical strategies to enable and unlock greater loadshifting and consumer engagement with DR within a changing technology and regulatory context. A number of recommendations are put forward for accelerating UK consumer engagement with DR, presented under three broad strategies: (a) promote awareness of smart tariffs, smart meters and storage and automation behind-the-meter devices as mutually-supportive components within a common ‘DR technology cluster’; (b) deliver targeted support for adoption of electric vehicles and other storage and automation technologies; (c) enable and support informed adoption of DR-enabling products and services through ‘smarter’ digital comparison tools (DCTs), data portability, and faster, simpler switching. The interdependency between components within this DR technology cluster delivers efficiency but also poses a risk that one delayed component (e.g., smart metering) will hold-up policy and industry support for other components. The urgency of decarbonisation goals makes it necessary to push forward as many of these elements as possible rather than the pace being set by the slowest.

In recent years, a ban on short-haul flights for which alternative, more environmentally friendly transportation is available has been on European regulatory agendas, particularly in countries like Germany, with its well-developed high-speed rail (HSR) and a dense network of low-cost, point-to-point airline traffic. This study aims to quantify the potential impact on CO2 emissions of substituting short-haul flights with rail frequencies in 87 German air travel corridors. Using OAG data on passenger bookings and airline schedules for 2019, as well as current rail travel times, we determine the target flights by looking at the actual proportion of connecting passengers per frequency. We estimate a potential reduction in CO2 emissions of between 2.7% and 22%, depending on how strict the flight substitution is. However, the social benefits of those carbon emissions might fall short of the travel time losses experienced by the passengers. Increased investment to improve rail speeds and intermodal accessibility appears necessary before the substitution policies can be implemented.

This paper investigates how social outcomes from urban transport projects typically play out by reflecting on multi-scale spatial changes induced by projects over time, and the extent to which such changes meet varied interests in project outcomes. We use a multi-methods case study approach using two exemplars, a metro project in London and Seoul, which established extensive public transport networks to support urban growth. Our study highlighted that urban transport network expansion does not always enhance life opportunities for all due to intermediate and cumulative impacts of spatial changes induced by projects. Immediate benefits such as enhanced accessibility were often undermined by long-term consequences of incremental spatial changes at local scales. This study also indicated that differential patterns of spatial changes around nodes between centre and periphery could be attributed to multiple negative impacts on people living in the most deprived areas. To enhance social outcomes, we suggest an integrated approach to urban transport and spatial development that focuses on scale and temporal dimensions of spatial transformation enacted by projects. In conclusion, achieving sustainable and equitable effects from urban transport infrastructure requires careful examination of broader societal consequences of long-term spatial changes and locational contexts, especially function and socio-economic conditions.

The Human Mobility Transition model describes shifts in mobility dynamics and transport systems. The aspirational stage, ‘human urbanism’, is characterised by high active travel, universal public transport, low private vehicle use and equitable access to transport. We explored factors associated with travel behaviour in Africa and the Caribbean, investigating the potential to realise ‘human urbanism’ in this context. We conducted a mixed-methods systematic review of ten databases and grey literature for articles published between January 2008 and February 2019. We appraised study quality using Critical Appraisal Skills Programme checklists. We narratively synthesized qualitative and quantitative data, using meta-study principles to integrate the findings. We identified 39,404 studies through database searching, mining reviews, reference screening, and topic experts’ consultation. We included 129 studies (78 quantitative, 28 mixed-methods, 23 qualitative) and 33 grey literature documents. In marginalised groups, including the poor, people living rurally or peripheral to cities, women and girls, and the elderly, transport was poorly accessible, travel was characterised by high levels of walking and paratransit (informal public transport) use, and low private vehicle use. Poorly controlled urban growth (density) and sprawl (expansion), with associated informality, was a salient aspect of this context, resulting in long travel distances and the necessity of motorised transportation. There were existing population-level assets in relation to ‘human urbanism’ (high levels of active travel, good paratransit coverage, low private vehicle use) as well as core challenges (urban sprawl and informality, socioeconomic and gendered barriers to travel, poor transport accessibility). Ineffective mobility systems were a product of uncoordinated urban planning, unregulated land use and subsequent land use conflict. To realise ‘human urbanism’, integrated planning policies recognising the linkages between health, transport and equity are needed. A shift in priority from economic growth to a focus on broader population needs and the rights and wellbeing of ordinary people is required. Policymakers should focus attention on transport accessibility for the most vulnerable.

Currently, the adoption of electric vehicles (EV) draws much attention, as the environmental issue of reducing carbon emission is increasing worldwide. However, different countries face different challenges during this transition, particularly developing countries. This research aims to create a framework for the transition to EV in Indonesia through Agent-Based Modeling (ABM). The framework is used as the conceptual design for ABM to investigate the effect of agents’ decision-making processes at the microlevel into the number of adopted EV at the macrolevel. The cluster analysis is equipped to determine the agents’ characteristics based on the categories of the innovation adopters. There are 11 significant variables and four respondents’ clusters: innovators, early majority, late majority, and the uncategorized one. Moreover, Twitter data analytics are utilized to investigate the information engagement coefficient based on the agents’ location. The agents’ characteristics which emerged from this analysis framework will be used as the fundamental for investigating the effect of agents’ specific characteristics and their interaction through ABM for further research. It is expected that this framework will enable the discovery of which incentive scheme or critical technical features effectively increase the uptake of EV according to the agents’ specific characteristics.

Renewable energy sources have become necessary for long-term energy sustainability due to the increased demand for electric cars and worrisome rises in carbon dioxide emissions from traditional energy sources. Furthermore, transportation is one of the sectors that uses the most energy on the planet, accounting for 24% of overall consumption. Fossil fuels are still the dominant energy source for balancing global demand/supply dynamics. Supporting laws and regulations have enhanced the first phase of environmentally friendly energy-resource consumption. This has spurred the development of new solutions that cut greenhouse-gas emissions and reduce the air pollution produced by internal combustion engines that are fuelled by fossil fuels. Wind energy is one of the clean energy sources that may be utilised for this purpose. Wind energy has been used to power electric-car-charging infrastructure, generally in a hybrid mode with another renewable source. This research examines the possibility of using wind energy as a standalone energy source to support electric-vehicle-charging infrastructure. Using data from Malacca, Malaysia, and HOMER software, the project will build and optimise a standalone wind-powered charging station. An RC-5K-A wind turbine coupled to a battery and converter is the appropriate choice for the system. The findings demonstrate that the turbine can produce 214,272 kWh per year at the cost of USD 0.081/kWh, confirming wind’s future feasibility as an energy-infrastructure support source.

Instrumented cells, equipped with miniature sensors, are proposed to aid the next stage of electrification in the automotive and aerospace industries. To optimize the energy density available within a lithium ion (li-ion) pack we demonstrate how a power line communication (PLC) network can be formed at an individual cell level. This reduces the need for complex communication cables within a vehicle wiring loom.\ud \ud Here we show a unique prototype smart cell (instrumented cell equipped with interface circuitry and processing capability) can be connected via a PLC network, to enable monitoring of vital parameters (temperature, voltage, current), regardless of cell state of charge (2.5 V to 4.2 V DC operating voltage). In this proof-of-concept study, we show the reliable system (0 errors detected over ∼24 hr experiment, acquired data (logged at 10 Hz) from cells (in a parallel configuration), and comparative data for cell internal and external temperature was recorded. During a prolonged discharge (1C, 5A discharge) a peak core temperature >3 °C hotter than surface temperature was observed, highlighting the need to understand cell operation in cooling system design.