Over the past few decades, cities have repeatedly demonstrated high levels of ambition with regard to climate action. Global environmental governance has been marked by a proliferation of policy actions taken by local governments around the world to demonstrate their potential to advance climate change mitigation and adaptation. Leading ‘by example’ and demonstrating the extent of action that it is possible to deliver, cities have aspired to raise the ambition of national and international climate governance and put action into practice via a growing number of ‘climate change experiments’ delivered on the ground. Yet accounts of the potential of cities in global environmental governance have often stopped short of a systematic valuation of the nature and impact of the networked dimension of this action. This article addresses this by assessing the nature, and challenges faced by, urban climate governance in the post‐Paris era, focusing on the ‘experimentation’ undertaken in cities and the city networks shaping this type of governance. First, we unpack the concept of ‘urban climate change experimentation’, the ways in which it is networked, and the forces driving it. In the second and third parts of the article, we discuss two main pitfalls of networked urban experimentation in its current form, focusing on issues of scaling experiments and the nature of experimentation. We call for increased attention to ‘scaling up’ experiments beyond urban levels of governance, and to transformative experimentation with governance and politics by and in cities. Finally, we consider how these pitfalls allow us to weigh the potential of urban climate ambition, and consider the pathways available for supporting urban climate change experimentation.

Transport and mobility systems need to be transformed to meet climate change goals and reduce negative environmental and social effects. Despite EU policies having targeted such problems for more than three decades, transitions have been slow and geographically uneven. For effective change to happen, transport and mobility research needs fresh perspectives and better integration of knowledge from the Social Sciences and Humanities. Based on a Horizon Scanning approach, which allowed for a great deal of openness and variety in scholarly viewpoints, this paper presents a novel research agenda consisting of 8 themes and 100 research questions that may contribute to achieving environmentally sustainable mobility transitions within Europe. This research agenda highlights the need to not only support technological solutions for low-carbon mobility, but the importance of transformative policies that include new processes of knowledge production, civic participation and epistemic justice. We contend that the agenda points to the need for further research on the dynamics of science-society interactions.

Journal of Medical Internet Research - International Scientific Journal for Medical Research, Information and Communication on the Internet #Preprint #PeerReviewMe: Warning: This is a unreviewed preprint. Readers are warned that the document has not been peer-reviewed by expert/patient reviewers or an academic editor, may contain misleading claims, and is likely to undergo changes before final publication, if accepted, or may have been rejected/withdrawn. Readers with interest and expertise are encouraged to sign up as peer-reviewer, if the paper is within an open peer-review period. Please cite this preprint only for review purposes or for grant applications and CVs (if you are the author). Background: Sufficient sample size and minimal sample bias are core requirements in empirical data analyses. Combining opportunistic recruitment with an online survey and data collection platform yields new benefits compared to traditional recruitment approaches. Objective: The objective of this paper is to report on the success of different recruitment methods to obtain participants’ characteristics, participation behavior, recruitment rates, and representativeness of the sample. Methods: A longitudinal online survey was implemented as part of the European PASTA project, which was online between November 2014 and December 2016. During this period participants in seven European cities were recruited on a rolling basis. For all cities to reach a sufficient number of adult participants a standardized guide on recruitment strategy was developed. In order to make use of the strengths and to minimize weakness a combination of different opportunistic recruitment methods was applied. In addition, the city of Oerebro applied random sampling approach. In order to reduce attrition rate and improve real-time monitoring the online platform featured a participant and a researchers` user interface and dashboard. Results: A total of 10,691 participants were recruited. Most people found out about the survey through their workplace or employer (21.5 %), outreach promotion (20.8 %), and social media (17.4 %). The average number of questionnaires filled-in per participant varied between the cities, with the highest number in Zurich (11.0 ± 0.33) and the lowest in Oerebro (4.8 ± 0.17). Collaboration with local organizations, the use of Facebook and mailing lists, and direct street recruitment were the most effective approaches in reaching a high share of participants (p = <.001). Under consideration of invested working hours Facebook (p = <.001) was one of the most time-efficient methods. Compared to the cities census data, the composition of study participants was broadly representative in terms of gender distribution, however included younger and better educated participants. Conclusions: We observed that offering a mixed recruitment approach was very effective in achieving a high participation rate. The highest attrition rate and the lowest average number of questionnaires filled-in per participant were observed in Oerebro, who also recruited participants through random sampling. The findings suggest that people that are more interested in the topic are more willing to participate and to stay in a survey than those who are selected randomly and may not have a strong connection to the research topic. Whereas direct face-to-face contacts were very effective with respect to the number of recruited participants; recruiting people through social media was not only effective, but also very time-efficient. The collected data is based on one of the largest recruited longitudinal samples with a common recruitment strategy in different European cities.

The importance of setting a policy focus on promoting cycling and walking as sustainable and healthy modes of transport is increasingly recognized. However, to date a science-driven scoring system to assess the policy environment for cycling and walking is lacking. In this study, spreadsheet-based scoring systems for cycling and walking were developed, including six dimensions (cycling/walking culture, social acceptance, perception of traffic safety, advocacy, politics and urban planning). Feasibility was tested using qualitative data from pre-specified sections of semi-standardized interview and workshop reports from a European research project in seven cities, assessed independently by two experts. Disagreements were resolved by discussions of no more than 75 minutes per city. On the dimension “perception of traffic safety”, quantitative panel data were used. While the interrater agreement was fair, feasibility was confirmed in general. Validity testing against social norms towards active travel, modal split and network length was encouraging for the policy area of cycling. Rating the policy friendliness for cycling and walking separately was found to be appropriate, as different cities received the highest scores for each. Replicating this approach in a more standardized way would pave the way towards a transparent, evidence-based system for benchmarking policy approaches of cities towards cycling and walking.

It will be interesting to see how C40 positions itself with respect to such possible futures. Current C40 initiatives focus on cities financing climate action through debt and private investment for ‘bankable’ infrastructure projects, rather than lobbying for national government spending. Globally, a huge spending/financing ‘gap’ still exists for enabling societal transitions to low‐carbon economies and infrastructures.