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Abstract: This study evaluates the economic and environmental benefits of implementing the proposed REcovered Nitrogen from manURE (RENURE) criteria as mineral fertiliser into the Nitrates Directive (ND) to facilitate the utilisation of minerals from manure. Implementing the RENURE amendment could significantly contribute to sustainability goals in an economic way, offering a 4.8 % reduction in economic costs in livestock-dense regions including Brittany (-0.7 %), Lombardy (-2.3 %), Flanders (-2.6 %), Lower Saxony (-4.7 %), Catalonia (-4.8 %), North-Rhine Westphalia (-4.8 %), and the Netherlands (-5.0 %). Through spatially explicit multi-agent modeling, the study revealed that the RENURE amendment not only promises economic benefits, but also enhances nitrogen circularity by 1.3 % and reduces greenhouse gas emissions by 6 % in these areas. These findings highlight the potential of nutrient recovery and reuse under RENURE to address both economic and environmental challenges, supporting the European Union's (EU) Farm-to-Fork strategy (F2F) goals of reducing nutrient emissions to the air and fertilizer use.

Abstract: This study evaluates the economic and environmental benefits of implementing the proposed REcovered Nitrogen from manURE (RENURE) criteria as mineral fertiliser into the Nitrates Directive (ND) to facilitate the utilisation of minerals from manure. Implementing the RENURE amendment could significantly contribute to sustainability goals in an economic way, offering a 4.8 % reduction in economic costs in livestock-dense regions including Brittany (-0.7 %), Lombardy (-2.3 %), Flanders (-2.6 %), Lower Saxony (-4.7 %), Catalonia (-4.8 %), North-Rhine Westphalia (-4.8 %), and the Netherlands (-5.0 %). Through spatially explicit multi-agent modeling, the study revealed that the RENURE amendment not only promises economic benefits, but also enhances nitrogen circularity by 1.3 % and reduces greenhouse gas emissions by 6 % in these areas. These findings highlight the potential of nutrient recovery and reuse under RENURE to address both economic and environmental challenges, supporting the European Union's (EU) Farm-to-Fork strategy (F2F) goals of reducing nutrient emissions to the air and fertilizer use.

Environmental tax reform (ETR), a shift from labour to carbon taxes, has been mostly modelled using general equilibrium (GE) analysis. Since a low-carbon transition will require deep transformations, one will also have to address out-of-equilibrium dynamics and increased agent heterogeneity. Unlike GE models, agent-based models (ABMs) are well equipped to deal with this. We therefore replicate a recent GE model for ETR using an agent-based approach. This process, known as "agentization", allows assessing similarities as well as differences in policy impacts between the two modelling approaches, in turn providing a test of the robustness of the GE results. We find that the agent-based model is able to replicate many results of the general equilibrium analysis, while revealing strengths and weaknesses of both model types. We discuss concrete implementation steps and difficulties experienced in the GE-ABM translation process. We illustrate the potential of ABM by extending the model in several directions. We show that heterogeneous subsistence consumption can increase the space for combining a double dividend with an equity goal, and that overall macro-economic results can conceal important distributional impacts when green preferences and labour supply elasticities vary.

Environmental tax reform (ETR), a shift from labour to carbon taxes, has been mostly modelled using general equilibrium (GE) analysis. Since a low-carbon transition will require deep transformations, one will also have to address out-of-equilibrium dynamics and increased agent heterogeneity. Unlike GE models, agent-based models (ABMs) are well equipped to deal with this. We therefore replicate a recent GE model for ETR using an agent-based approach. This process, known as "agentization", allows assessing similarities as well as differences in policy impacts between the two modelling approaches, in turn providing a test of the robustness of the GE results. We find that the agent-based model is able to replicate many results of the general equilibrium analysis, while revealing strengths and weaknesses of both model types. We discuss concrete implementation steps and difficulties experienced in the GE-ABM translation process. We illustrate the potential of ABM by extending the model in several directions. We show that heterogeneous subsistence consumption can increase the space for combining a double dividend with an equity goal, and that overall macro-economic results can conceal important distributional impacts when green preferences and labour supply elasticities vary.

Periglacial alluvial fans are common in northwestern and central Europe and their pre-Holocene stratigraphic records typically date back to late Middle Pleniglacial and Late Pleniglacial (late MIS3 and 2). Preserved stratigraphic records that include an entire interglacial-glacial cycle have, so far, not been described and it is thus unknown how periglacial alluvial fans responded during a full cycle of interglacial-glacial climate changes. In this paper, we reconstruct the evolution of the Eerbeek periglacial alluvial fan in the Netherlands which was deposited during the late Saalian (MIS 6) to late Weichselian (MIS 2) period, including the entire last interglacial–glacial cycle (MIS 5-2). Our reconstruction is based on 48, up-to 45-m deep borehole and Cone Penetration Test (CPT) logs that allowed the construction of an 8-km long longitudinal and a 7-km long transverse cross section over the Eerbeek periglacial alluvial fan. Age control was provided by means of 17, previously published, Optically Stimulated Luminescence ages of two boreholes on the fan, and 14 14C ages from three boreholes and a nearby, now abandoned, quarry.Overlying a thick, late Saalian (MIS 6) alluvial fan record, is a 4- to 18-m thick alternation of distinct organic (mainly peat and humic clays), siliciclastic alluvial fan (coarse- and medium-grained sands), Rhine (coarse- and medium grained sands), and aeolian (mainly medium-grained sands) stratigraphic units. Organic levels indicate fan stability during the Eemian interglacial (MIS 5e), and Brørup (MIS 5c), Odderade–Ognon interstadial complex (MIS 5a), and Middle Pleniglacial (MIS 3) interstadials 14, 13, 12 and 11 as well as late MIS 2 interstadial 1a. Clastic sediments indicate alluvial fan activity during the Herning (MIS 5d), Rederstall (MIS 5b), Ognon stadial complex (late MIS 5a), Early Pleniglacial (MIS 4) and upper Middle Pleniglacial (upper MIS 3) stadials 13, 12 and 11. Sediments from the coldest and driest period of the Last Glacial (late MIS 3 and MIS 2) are absent and following a phase of aeolian activity, the fan was only reactivated at the MIS 2 to MIS 1 transition (stadial 1). We attribute the absence of fan activity during the coldest period of the last interglacial-glacial cycle to the eastward orientation of the fan making it less sensitive to permafrost melt.The colder MIS substages and stadials in which the Eerbeek fan was active coincided with the presence of permafrost and/or a seasonal, deeply frozen soil, and a relatively humid climate during which vegetation was largely absent. The presence of channels that dissect the underlying organic units suggests that the Eerbeek fan initially responded to the changes from interstadials to stadials by means of erosion. As climate cooled and permafrost/deep frost developed, the fan switched to alluvial aggradation. The consistent presence of coarsening-fining upward sequences suggests a relation with cycles of increased overland flow due to increasingly more frozen subsoil conditions. The fan stratigraphy therefore shows the direct coupling between warmer-colder MIS substages and interstadial-stadial climate cyclicity and alluvial fan response over the entire last interglacial-glacial cycle.

Periglacial alluvial fans are common in northwestern and central Europe and their pre-Holocene stratigraphic records typically date back to late Middle Pleniglacial and Late Pleniglacial (late MIS3 and 2). Preserved stratigraphic records that include an entire interglacial-glacial cycle have, so far, not been described and it is thus unknown how periglacial alluvial fans responded during a full cycle of interglacial-glacial climate changes. In this paper, we reconstruct the evolution of the Eerbeek periglacial alluvial fan in the Netherlands which was deposited during the late Saalian (MIS 6) to late Weichselian (MIS 2) period, including the entire last interglacial–glacial cycle (MIS 5-2). Our reconstruction is based on 48, up-to 45-m deep borehole and Cone Penetration Test (CPT) logs that allowed the construction of an 8-km long longitudinal and a 7-km long transverse cross section over the Eerbeek periglacial alluvial fan. Age control was provided by means of 17, previously published, Optically Stimulated Luminescence ages of two boreholes on the fan, and 14 14C ages from three boreholes and a nearby, now abandoned, quarry.Overlying a thick, late Saalian (MIS 6) alluvial fan record, is a 4- to 18-m thick alternation of distinct organic (mainly peat and humic clays), siliciclastic alluvial fan (coarse- and medium-grained sands), Rhine (coarse- and medium grained sands), and aeolian (mainly medium-grained sands) stratigraphic units. Organic levels indicate fan stability during the Eemian interglacial (MIS 5e), and Brørup (MIS 5c), Odderade–Ognon interstadial complex (MIS 5a), and Middle Pleniglacial (MIS 3) interstadials 14, 13, 12 and 11 as well as late MIS 2 interstadial 1a. Clastic sediments indicate alluvial fan activity during the Herning (MIS 5d), Rederstall (MIS 5b), Ognon stadial complex (late MIS 5a), Early Pleniglacial (MIS 4) and upper Middle Pleniglacial (upper MIS 3) stadials 13, 12 and 11. Sediments from the coldest and driest period of the Last Glacial (late MIS 3 and MIS 2) are absent and following a phase of aeolian activity, the fan was only reactivated at the MIS 2 to MIS 1 transition (stadial 1). We attribute the absence of fan activity during the coldest period of the last interglacial-glacial cycle to the eastward orientation of the fan making it less sensitive to permafrost melt.The colder MIS substages and stadials in which the Eerbeek fan was active coincided with the presence of permafrost and/or a seasonal, deeply frozen soil, and a relatively humid climate during which vegetation was largely absent. The presence of channels that dissect the underlying organic units suggests that the Eerbeek fan initially responded to the changes from interstadials to stadials by means of erosion. As climate cooled and permafrost/deep frost developed, the fan switched to alluvial aggradation. The consistent presence of coarsening-fining upward sequences suggests a relation with cycles of increased overland flow due to increasingly more frozen subsoil conditions. The fan stratigraphy therefore shows the direct coupling between warmer-colder MIS substages and interstadial-stadial climate cyclicity and alluvial fan response over the entire last interglacial-glacial cycle.

Abstract As main contributors to greenhouse gas emissions, power and transportation are crucial sectors for energy system decarbonization. Their interaction is expected to increase significantly: plug-in electric vehicles add a new electric load, increasing grid demand and potentially requiring substantial grid upgrade; hydrogen production for fuel cell electric vehicles or for clean fuels synthesis could exploit the projected massive power overgeneration by intermittent and seasonally-dependent renewable sources via Power-to-Hydrogen. This work investigates the infrastructural needs involved with a broad diffusion of clean mobility, adopting a sector integration perspective at the national scale. The analysis combines a multi-node energy system balance simulation and a techno-economic assessment of the infrastructure to deliver energy vectors for mobility. The article explores the long-term case of Italy, considering a massive increase of renewable power generation capacity and investigating different mobility scenarios, where low-emission vehicles account for 50% of the stock. First, the model solves the energy balances, integrating the consumption related to mobility energy vectors and taking into account power grid constraints. Then, an optimal infrastructure is identified, composed of both a hydrogen delivery network and a widespread installation of charging points. Results show that the infrastructural requirements bring about investment costs in the range of 43–63 G€. Lower specific costs are associated with the exclusive presence of FCEVs, whereas the full reliance on BEVs leads to the most significant costs. Scenarios that combine FCEVs and BEVs lie in between, suggesting that the overall power + mobility system benefits from the presence of both drivetrain options.

Abstract As main contributors to greenhouse gas emissions, power and transportation are crucial sectors for energy system decarbonization. Their interaction is expected to increase significantly: plug-in electric vehicles add a new electric load, increasing grid demand and potentially requiring substantial grid upgrade; hydrogen production for fuel cell electric vehicles or for clean fuels synthesis could exploit the projected massive power overgeneration by intermittent and seasonally-dependent renewable sources via Power-to-Hydrogen. This work investigates the infrastructural needs involved with a broad diffusion of clean mobility, adopting a sector integration perspective at the national scale. The analysis combines a multi-node energy system balance simulation and a techno-economic assessment of the infrastructure to deliver energy vectors for mobility. The article explores the long-term case of Italy, considering a massive increase of renewable power generation capacity and investigating different mobility scenarios, where low-emission vehicles account for 50% of the stock. First, the model solves the energy balances, integrating the consumption related to mobility energy vectors and taking into account power grid constraints. Then, an optimal infrastructure is identified, composed of both a hydrogen delivery network and a widespread installation of charging points. Results show that the infrastructural requirements bring about investment costs in the range of 43–63 G€. Lower specific costs are associated with the exclusive presence of FCEVs, whereas the full reliance on BEVs leads to the most significant costs. Scenarios that combine FCEVs and BEVs lie in between, suggesting that the overall power + mobility system benefits from the presence of both drivetrain options.