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Liberalisation of the British household electricity market, in which previously monopolised regional markets were exposed to large-scale entry, is used as a natural experiment on oligopolistic nonlinear pricing. Each oligopolist offered a single two-part electricity tariff, but inconsistent with current theory, the two-part tariffs were heterogeneous in ways that cannot be attributed to explanations such as asymmetric costs or variations in brand loyalty. Instead, the evidence suggests that firms deliberately differentiated their tariff structures, resulting in market segmentation according to consumers’ usage.

This work analyzes gendered processes by a methodology based on clustering factors with influence in the decision-making process of women as users or employees of the transport system. Considering gender as a social construction which changes over time and space, this study is based on the concept of a woman as a person who adopts this role in society. This paper performs a deep analysis of those factors women consider as needs and barriers to use or work in the transport system in four scenarios: railway public transport infrastructures, automated vehicles, bicycle sharing, and jobholders. A literature review and focus group discussions were performed under the consideration that the definition of woman includes the addition of several personal characteristics (age, sexual orientation, family responsibilities, and culture). The data analysis allowed the identification of fairness characteristics (FCs) that affect the interaction of women with the transport system for each scenario. A methodology for clustering the fairness characteristics identified the main areas of action to improve the inclusion of women within each use case. Further studies will be focused on the quantification and prioritization of the FCs through mathematical methods and the suggestion of inclusive measures by an interdisciplinary panel.

The optimal response to a potential productivity shock which becomes more imminent with global warming is to have carbon taxes to curb the risk of a calamity and to accumulate precautionary capital to facilitate smoothing of consumption. This paper investigates how differences between regions in terms of their vulnerability to climate change and their stage of development affect the cooperative and non-cooperative responses to this aspect of climate change. It is shown that the cooperative response to these stochastic tipping points requires converging carbon taxes for developing and developed regions. The non-cooperative response leads to a bit more precautionary saving and diverging carbon taxes. We illustrate the various outcomes with a simple stylized North–South model of the global economy.

Recently, winter tourism destinations have developed summer attractions as climate change threatens their success. Increasing the number of summer attractions in ski resorts could also be part of the operators’ strategy to adapt to shorter winter and longer summer seasons. Scholarly literature on this evolution is currently limited. This research note aims to close this research gap: first, by examining the relevance of summer tourism at ski resorts and for ski-resort operators; second, by investigating reasons for opening summer attractions and third, by analyzing the impact of summer attractions on climate-induced issues. Two focus groups and one association study were conducted among ski-resort operators to assess why ski resorts invest in summer attractions, specifically Alpine summer parks [ASP] that are branded separately but are typically located in the ski resort. The results show that these attractions are designed to increase visitor numbers in summer and are thus considered an essential element of the summer season. At the same time, while the summer season per se is (still) given little importance, its future potential was emphasized by all respondents. ASPs are seen as part of the future, but not as the future. While climate change was never mentioned in the focus groups, the results of the association study show that climate-induced issues are recognized as a critical challenge for ski-resort operators. Accepted version

Abstract Global food demand is driven by population and economic growth, and urbanization. One important instrument to meet this increasing demand and to decrease the pressure on food production is to minimize food losses and food waste. Food waste and loss is a major societal, economic, nutritional and environmental challenge. Using the case of Denmark, this paper analyses causes of food waste, and discusses how different stakeholders address the prevention and reuse of the €1.18 billion of annual edible food waste. Currently, the majority of food waste is still incinerated with energy recovery. However, improvements in technology have made it more efficient to utilize food waste for biogas and compost, which improves nutrient cycling through the food system. Major efforts to address food waste in Denmark have mainly been promoted through civil society groups with governmental support, as well as by industry. In order to better understand food waste and loss more research must be conducted on the total amount of food waste at every level of the food supply chain. Solutions can be found through improved communication, more efficient food packaging, and better in interpretation of food labels by consumers. Likewise, systems thinking may support an integrated agricultural and food system where food utilization is optimized and loss and waste of resources is reduced. In conclusion, sustainable solutions to the reduction of food waste in Denmark must include multi-stakeholders collaboration, especially public–private partnerships at the global level.

Abstract Background Car driving is a form of passive transportation associated with higher sedentary behaviour, which is associated with morbidity. The decision to drive a car is likely to be influenced by the ‘drivability’ of the built environment, but there is lack of scientific evidence regarding the relative contribution of environmental characteristics of car driving in Europe, compared to individual characteristics. This study aimed to determine which neighbourhood- and individual-level characteristics were associated with car driving in adults of five urban areas across Europe. Second, the study aimed to determine the percentage of variance in car driving explained by individual- and neighbourhood-level characteristics. Methods Neighbourhood environment characteristics potentially related to car use were identified from the literature. These characteristics were subsequently assessed using a Google Street View audit and available GIS databases, in 59 administrative residential neighbourhoods in five European urban areas. Car driving (min/week) and individual level characteristics were self-reported by study participants (analytic sample n = 4258). We used linear multilevel regression analyses to assess cross-sectional associations of individual and neighbourhood-level characteristics with weekly minutes of car driving, and assessed explained variance at each level and for the total model. Results Higher residential density (β:-2.61, 95%CI: − 4.99; -0.22) and higher land-use mix (β:-3.73, 95%CI: − 5.61; -1.86) were significantly associated with fewer weekly minutes of car driving. At the individual level, higher age (β: 1.47, 95%CI: 0.60; 2.33), male sex (β: 43.2, 95%CI:24.7; 61.7), being employed (β:80.1, 95%CI: 53.6; 106.5) and ≥ 3 person household composition (β: 47.4, 95%CI: 20.6; 74.2) were associated with higher weekly minutes of car driving. Individual and neighbourhood characteristics contributed about equally to explained variance in minutes of weekly car driving, with 2 and 3% respectively, but total explained variance remained low. Conclusions Residential density and land-use mix were neighbourhood characteristics consistently associated with minutes of weekly car driving, besides age, sex, employment and household composition. Although total explained variance was low, both individual- and neighbourhood-level characteristics were similarly important in their associations with car use in five European urban areas. This study suggests that more, higher quality, and longitudinal data are needed to increase our understanding of car use and its effects on determinants of health.

Earlier meta-analyses of the economic impact of climate change are updated with more data, with three new results: (1) The central estimate of the economic impact of global warming is always negative. (2) The confidence interval about the estimates is much wider. (3) Elicitation methods are most pessimistic, econometric studies most optimistic. Two previous results remain: (4) The uncertainty about the impact is skewed towards negative surprises. (5) Poorer countries are much more vulnerable than richer ones. A meta-analysis of the impact of weather shocks reveals that studies, which relate economic growth to temperature levels, cannot agree on the sign of the impact whereas studies, which make economic growth a function of temperature change do agree on the sign but differ an order of magnitude in effect size. The former studies posit that climate change has a permanent effect on economic growth, the latter that the effect is transient. The impact on economic growth implied by studies of the impact of climate change is close to the growth impact estimated as a function of weather shocks. The social cost of carbon shows a similar pattern to the total impact estimates, but with more emphasis on the impacts of moderate warming in the near and medium term.