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Climaps.eu is an online atlas providing data, visualizations and commentaries about climate adaptation debate. It contains 33 issue-maps and 5 issue-stories. Each of the maps focuses on one issue in the adaptation debate and provides.The atlas is addressed to climate experts (negotiators, NGOs and companies concerned by global warming, journalists…) and to citizens willing to engage with the issues of climate adaptation.It employs advanced digital methods to deploy the complexity of the issues related to climate adaptation and information design to make this complexity legible.

Corporate social performance (CSP) is assumed to have a positive impact on macroeconomic sustainability, but empirical evidence of this impact is absent in the literature. The objective of this paper is to investigate the macro impacts of CSP. We first establish a conceptual framework on the relationship between CSP at the individual business level and sustainability at the macro level. Next, we empirically test the relationship between (averaged) CSP scores and greenhouse gas emissions at the macro level for 22 countries during 20042011. We use Granger causality tests to check for Granger causality. The estimation results show that CSP reduces greenhouse gas emissions, but the long-term effect is rather modest.

We analysed the effect of applying Dutch thermal efficiency standards of residential dwellings, conversion efficiency, appliance fuel mixes and appliance ownership rates, to the UK residential sector. We found that although aggregate energy consumption does not change significantly, pollution emissions are reduced significantly. Thus, the primary difference between housing and appliance stocks in the two regions is in terms of fuel mixes. However, improved thermal efficiency does allow for increased dwelling warmth without increasing emissions. Adapting Dutch standards in the UK would lead to a one-time improvement of the environmental situation, after which the trend is continued.

Depleted hydrocarbon reservoirs and deep saline aquifers are key targets for geological storage of CO

We analyze a stage-structured biomass model for size-structured consumer-resource interactions. Maturation of juvenile consumers is modeled with a food-dependent function that consistently translates individual-level assumptions about growth in body size to the population level. Furthermore, the model accounts for stage-specific differences in resource use and mortality between juvenile and adult consumers. Without such differences, the model reduces to the Yodzis and Innes (1992) bioenergetics model, for which we show that model equilibria are characterized by a symmetry property that reproduction and maturation are equally limited by food density. As a consequence, biomass production rate exactly equals loss rate through maintenance and mortality in each consumer stage. Stage-specific differences break up this symmetry and turn specific stages into net producers and others into net losers of biomass. As a consequence, the population in equilibrium can be regulated in two distinct ways: either through total population reproduction or through total population maturation as limiting process. In the case of reproduction regulation, increases in mortality may lead to an increase of juvenile biomass. In the case of maturation regulation, increases in mortality may increase adult biomass. This overcompensation in biomass occurs with increases in both stage-independent and stage-specific mortality, even when the latter targets the stage exhibiting overcompensation.

IntroductionBoth mean power output (MPO) and the distribution of the available energy over the race, that is, pacing strategy, are critical factors in performance. The purpose of this study was to determine the relative importance of both pacing strategy and MPO to performance.MethodsSix well-trained, regionally competitive cyclists performed four 1500-m ergometer time trials (∼2 min). For each subject, the fastest (Fast) and slowest (Slow) time trials were compared and the relative importance of differences in power output and pacing strategy were determined with an energy flow model.ResultsThe difference in final time between Fast and Slow was 4.0 (2.5) s. Fast was performed with a higher MPO (437.8 (32.3) W vs 411.3 (39.0) W), a higher aerobic peak power (295.3 (36.8) vs 287.5 (34.7) W) and a higher anaerobic peak power (828.8 (145.4) W vs 649.5 (112.2) W) combined with a relatively higher, but not statistically different anaerobic rate constant (0.051 (0.016) vs 0.041 (0.009) W). The changes in MPO (63% anaerobic, 37% aerobic) largely explained the differences in final times. Athletes chose a different pacing strategy that was close to optimal for their physiological condition in both Fast and Slow.ConclusionDifferences in intraindividual performance were mainly caused by differences in MPO. Athletes seemed to be able to effectively adjust their pacing profile based on their “status of the day”.Keywordsmodelling performance, energy expenditure, aerobic, anaerobic, sports.

This paper discusses the investments needed for the introduction of hydrogen as a transport fuel. Using option theory, we develop a model to calculate the value and optimal timing of a first commercial rollout of hydrogen vehicles in a larger area, taking Japan as a specific example. We find that the project is best viewed as an out-of-the-money call option with a small but positive option value. We estimate this value at approximately 1.5 billion euros, without tax advantages. An important finding is that the moment of investment is first and foremost determined by the maturing of the technology. By contrast, the investment timing is not as much affected by deployment strategy as is frequently thought: in particular, whether or not the hydrogen retail infrastructure is introduced smoothly does not sensitively influence the investment timing. Fairly independent of parameter assumptions, the project value at the moment of deployment is negative for the retailer and positive for the car manufacturer. This implies the need for a negotiated partnership. Finally, we assess various forms of government support, e.g. subsidies or tax cuts. Looking at the effectiveness of this support spending in relation to the advancement of hydrogen deployment, we find, again because investment timing is primarily determined by technology maturation, that tax incentives are relatively ineffective. We are lead to believe that government subsidy for technology development is a more effective means to achieve earlier investment, as faster production cost reductions for hydrogen and fuel cell vehicles lead to accelerated investment. Keywords: Hydrogen; Infrastructure; Investment; Option theory

This paper serves as an introduction to this special issue on new developments in urban transportation planning. The papers in this issue highlight how physical mobility is still an essential priority for urban life, but that there are associated costs in the terms of environmental impacts, quality of life and economic performance of cities. Four features of the emerging urban transportation field are identified. The first defining feature is that it is a discipline in the midst of a paradigmatic transition. Second is its overarching aim of achieving sustainable urban mobility as part of a broader effort towards enhancing quality of life in cities. The third feature is the emphasis on collaboration, integration and exchange with other professions and policy sectors. The last distinctive feature is the recognition that urban transportation planning is a communication-oriented activity.