This D.Phil. thesis is an international comparative study looking at the development and implementation stages of policies tasked to reduce emissions from transport. The substance of policy is all too often the primary focus of research, leaving the settings in which these policies are developed and implemented relatively underexplored. Examining the relationships and interplay that exists between departments responsible for climate change and transport at the sub-national (state) level and those with their local and national counterparts, this research tries to unpick the organisational intricacies that may act as barriers to delivery. State governments have become a promising source of action to reduce emissions from other sectors for which they have legislative responsibility; however, the private road transport sector remains a challenge. This research examines the barriers preventing such progress and whether the lack of collaboration between departments and across levels of government are responsible in part for these challenges. Taking a specific policy intervention designed to reduce transport-related emissions from four case study governments (Bavaria, California, Scotland and South Australia) this research is about organisational structures of government and policy processes. The main hypothesis of the research is that conventional environmental/climate change- and transport-policymaking practices are incompatible – and that this incompatibility is hampered by organisational structures of government. Together these factors render implementation of policies to reduce the climate impact of transport difficult. The hypothesis is guided by four research themes – scale, scope, leadership and process. Each of these themes has a distinct yet important part to play in understanding and comparing the case study contexts, in terms of the cross-departmental and cross-level interactions occurring within each of the sub-national governments. Each of the subject case study governments have been chosen since they are self-determined ‘leaders’ on climate change. This research serves to highlight some of the governance issues that need to be overcome or removed for such positive political intent to be realised. It posits that without successfully linking frameworks and interested stakeholders in the process, tangible emissions reductions will be difficult to achieve. The main objective of the research is to investigate the frameworks, interplay and dynamics at the sub-national level of government across departments and between levels of government. The relationship and collaboration with industry is also examined as a supplementary consideration. The second objective is to look at how and whether climate change policy can be more closely integrated with transport policy and the barriers to this integration. This investigation is underpinned by cross-disciplinary governance theory, as well as notions from socio-political governance and applies the concept of institutional interplay in this context between levels of government. It develops the concept of sub-national governance which argues that relationships between levels are distinct and non-hierarchical in terms of policy development and implementation.

Carbon emissions from road transport make up 20% of the total greenhouse gas emissions in the UK. Therefore, reducing carbon emissions from road transport is significant in reaching carbon reduction targets. In urban areas where signal controlled intersections are common, carbon emissions from vehicular traffic can be aggravated by aggressive driving and interruptions induced by traffic control. Considerable variations in speed and acceleration profiles could be observed between high carbon and low carbon driving. In view of the immediate effects that changing driving behaviour could have on carbon emissions without extra cost, this study had investigated the variations in carbon emissions at signalised intersection, which includes the scale of impacts of changing driving behaviour and flow interruption on carbon emissions. Characteristics which lead to high CO2 emissions could then be modified by addressing the behavioural change and control strategies. High frequency real world driving data was collected using the TRG highly instrumented vehicle. The vehicle was equipped with a number of on-board systems, i.e., on-board emission measurement system, velocity box, on-board diagnostic unit, Dashdyno and video recorder. Aggressive and economical driving styles observed for two drivers during initial tests showed distinct differences in terms of speed profiles and fuel consumption. These initial tests were used to examine the nature and scale of potential impacts on fuel consumption and to design main field tests. Natural driving observed from twenty nine drivers from the main field tests also showed significantly different levels of carbon emissions at signalised intersections, which were caused by variations in both driving behaviour and traffic control. In terms of driving behaviour, changing the worst driving to the best driving during interrupted driving was found to reduce CO2 emissions significantly. The carbon reductions were collectively contributed by 1) applying soft acceleration and keeping acceleration below 0.6m/s2 during the acceleration mode and 2) reducing leaving speed at intersections, 3) practising smooth deceleration and stable speed during the deceleration mode and 4) applying the idle-stop system. Carbon emission rates of different vehicles may vary from one to another. However, it was found that the amount of carbon savings demonstrated in this study could be possibly achieved by other internal combustion vehicles of the same class, and by hybrid electric vehicles to a lesser extent. In this study, changing driving behaviour is recommended as a cost effective way to achieve carbon reduction.

Ein Teilziel des Projektes KLAPS ist eine auf die Projektregion ausgerichtete Analyse der Ozonbelastung in Abhängigkeit klimatischer Einflussfaktoren. Im vorliegenden Bericht werden die zeitlichen Verläufe der Vorläufersubstanzen und der Einfluss meteorologischer Bedingungen auf die Ozonkonzentration im 21. Jahrhundert untersucht. Die Ergebnisse verweisen auf einen möglichen Anstieg der Ozonkonzentration in den Sommermonaten der nächsten Jahrzehnte allein durch die Auswirkungen des Klimawandels. Entscheidend für die zukünftige Höhe der Ozonkonzentration ist allerdings die Entwicklung der Emissionen im Projektgebiet.

Ein Teilziel des Projektes KLAPS ist eine auf die Projektregion ausgerichtete Analyse der Ozonbelastung in Abhängigkeit klimatischer Einflussfaktoren. Im vorliegenden Bericht werden die zeitlichen Verläufe der Vorläufersubstanzen und der Einfluss meteorologischer Bedingungen auf die Ozonkonzentration im 21. Jahrhundert untersucht. Die Ergebnisse verweisen auf einen möglichen Anstieg der Ozonkonzentration in den Sommermonaten der nächsten Jahrzehnte allein durch die Auswirkungen des Klimawandels. Entscheidend für die zukünftige Höhe der Ozonkonzentration ist allerdings die Entwicklung der Emissionen im Projektgebiet.