• Energy Research
• biological sciences close
• 11. Sustainability close
• Transport Research close

Maritime transport and sustainable development require a recognizable global approach. The state, as the dominant structure in the world, enables the realization of sustainable maritime transport aims through its instruments. Therefore, it is very significant to consider the national maritime policies because the effective implementation of the global policy is impossible without considering the adequate mechanisms at the state level. The adopted Montenegrin strategic documents impact the institutional framework set-up of the Blue Economy (BE) sectors and potentials for ecologically sustainable maritime transport. Although there are no practical directions for the sustainable use of sea resources, Montenegro is affirmatively oriented to the BE concept. Knowing that Montenegro is in the process of the pre-accessing EU phase, it is of importance to be on the right road to creating a national maritime transport policy including environmental practices, to become part of the strategic implementation of the BE. The paper provides recommendations that can serve for the successful follow-up of the BE activities in Montenegro and the wider area.

Marine spatial planning (MSP) in Europe is in a paradigm shift as all (coastal) European countries now have established practices for the production of marine spatial plans. Though international guidelines and an EU directive for MSP provides policy frameworks, the formulation of national policy designs for MSP remains a national responsibility resulting in vastly different practices. Focusing on three Northern European countries; Denmark, Germany and Norway, this paper presents examples of how national policy designs for marine spatial planning are structured, and how the current practice in each country is influenced by local planning cultures. This mapping gives insights to a number of challenges facing planning authorities when planning for sustainable development. Ambiguity dominates the framework of marine spatial planning and the central sustainability concepts it contains. This paper gives voice to the planning teams, as they are key-players in generating meaning in this ocean of ambiguity, giving insights to their understanding of sustainability in the planning of futures for sustainable seas.

Shipping contributes roughly 2.8 % of global anthropogenic greenhouse gas (GHG) emissions, and this is projected to increase in the decades to come. The main regulator of the shipping industry, the International Maritime Organization (IMO), bears the responsibility for developing climate change regulation. Yet the IMO decarbonisation target remains only a 50 % reduction by 2050, and, while regulatory measures have been adopted, these mostly focus on increasing the energy efficiency of ships, not the reduction of total sector GHG emissions. The result is that carbon emissions from shipping continue to rise and are projected to increase by anything up to 50 % by 2050. While many studies are undertaken on the impact of efficiency regulations or the potential for market-based mechanisms, we argue in this piece that missing from this discussion is the potential for a target of full decarbonisation, in line with the IPCC recommendation, allied with a complete ban on the use of fossil fuels in shipping by 2050. This policy would provide certainty to the market and allow industry actors to undertake the transition in a level playing field. Without such a clear signal, carriers and shipowners will transition much more slowly to alternative fuels alongside continued long-term use of fossil fuels. We argue that this position should be actively considered and evaluated, with a tapered timeline to phase out the use of fossil fuels by this date. Instead of focusing research only on the marginal gains of partial policies, scholars and policymakers should prepare plans and evaluate scenarios linked to a clear goal of real zero by 2050.

Up until the recent oil and commodity price crash in 2015, there has been exponential growth in global shipping and trade, and this increase means that prompt action is required to reduce vessel-sourced greenhouse gas (GHG) emissions. Future projections suggest that maritime CO2 emissions will increase substantially by between 50% and 250%. However, there is currently no international instrument holding global shipping corporations accountable for their vessels' performance in emissions reduction. This article critically assesses the current accountability practices and regulations in place for these corporations. It suggests that stakeholders in this industry need to further explore the market based mechanisms (MBMs) that can encourage and even demand that these corporations systematically disclose their vessels' emissions reduction performance in an accurate and timely manner. Developing such mechanisms is vital to assist in the reduction of GHG emissions since a comprehensive international instrument is unlikely to be implemented soon.

Transdisciplinary research is a promising approach to address sustainability challenges arising from global environmental change, as it is characterized by an iterative process that brings together actors from multiple academic fields and diverse sectors of society to engage in mutual learning with the intent to co-produce new knowledge. We present a conceptual model to guide the implementation of environmental transdisciplinary work, which we consider a “science with society” (SWS) approach, providing suggested activities to conduct throughout a seven-step process. We used a survey with 168 respondents involved in environmental transdisciplinary work worldwide to evaluate the relative importance of these activities and the skills and characteristics required to implement them successfully, with attention to how responses differed according to the gender, geographic location, and positionality of the respondents. Flexibility and collaborative spirit were the most frequently valued skills in SWS, though non-researchers tended to prioritize attributes like humility, trust, and patience over flexibility. We also explored the relative significance of barriers to successful SWS, finding insufficient time and unequal power dynamics were the two most significant barriers to successful SWS. Together with case studies of respondents’ most successful SWS projects, we create a toolbox of 20 best practices that can be used to overcome barriers and increase the societal and scientific impacts of SWS projects. Project success was perceived to be significantly higher where there was medium to high policy impact, and projects initiated by practitioners/other stakeholders had a larger proportion of high policy impact compared to projects initiated by researchers only. Communicating project results to academic audiences occurred more frequently than communicating results to practitioners or the public, despite this being ranked less important overall. We discuss how these results point to three recommendations for future SWS: 1) balancing diverse perspectives through careful partnership formation and design; 2) promoting communication, learning, and reflexivity (i.e., questioning assumptions, beliefs, and practices) to overcome conflict and power asymmetries; and 3) increasing policy impact for joint science and society benefits. Our study highlights the benefits of diversity in SWS - both in the types of people and knowledge included as well as the methods used - and the potential benefits of this approach for addressing the increasingly complex challenges arising from global environmental change.

Worldwide demand for energy is growing and predicted to increase by up to three times by 2050. Renewable energy will play a vital role in meeting this demand whilst maintaining global climate change targets. Around the British Isles, development of wind farms has entered Round three, with large, high capacity wind parks being planned to enhance energy security and achieve 2020 renewable energy targets. Such developments place additional pressure on existing sea space and may result in conflicts with other marine activities and users. Co-location of certain activities, marine protected areas, aquaculture and commercial fishing in particular, has therefore been proposed as an option to ease demands on space. Using the UK guided by EU and regional policy, as a case study, following the criteria-based planning system, co-location is legally feasible. Crucially, co-location options will depend on site specific characteristics and site management plans. The biology, ecology and hydrology of the site as well as consideration of important commercial and economic factors will be determining factors of success. For marine protected areas compatibility with conservation objectives for the site will be fundamental. Where possible, it is suggested that activities suitable for co-location will develop in tandem with renewable energy projects. The importance of developing joint projects in this manner is particularly true for aquaculture projects to ensure tenure security and commercial viability. Adaptive management will be a basis for evolution of the concept and practice of co-location. Pilot projects and continued monitoring will be essential in shaping the future of co-location of activities. As the Marine Management Organisation continues the development of marine plans for the English inshore and offshore waters, a study into potential solutions for resolving sea use conflicts is timely. This paper therefore provides a concise overview of the current regulation affecting co-location of key marine activities within wind farm zones and provides suggestions on how co-location projects can be adopted and taken forward, using the UK as a case study.

Over the past two decades, the changing transport demands of agriculture and rural industry and the strategic rail decisions that resulted in the abandonment of many rural rail links have had severe impacts on rural road infrastructure. As larger and heavier trucks haul products over longer distances on rural pavements, the financial ability of the state and local governments to maintain and improve the rural road network has been diminishing. Clearly there is a need to recognize the significance of the agriculture–transport relationship and to determine the impacts on rural roads associated with major agricultural traffic generators to ensure the sustainability of rural road networks. Evidence of the increased truck volumes associated with industrialized agriculture and strategic changes in the rail industry is provided through a case study of the grain industry, with specific emphasis on the production and consumption of corn in Texas. A methodology is suggested to quantify the impacts of increased truck volumes and axle loads on rural pavements that were not designed or built to accommodate more and heavier axle loads. It is believed that a simple methodology to quantify pavement damage can be invaluable to demonstrating rural maintenance needs and to informing rural transport investment decisions.