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Several gender differences exist in the transport sector. These include accessibility to transport modes, safety and security when travelling, and the participation of women in transport research and innovation (R&I). In order to achieve sustainable and inclusive transport, planners and policymakers should consider all impacts on gender equality. This paper sheds light on two main issues which interconnect through the decision-making process. The first relates to women’s behaviour in the transport system (i.e., studies the gender mobility gap). The second concerns the role of women in transport R&I, particularly the topics covered by research projects and relevant descriptive statistics of their participation in the sector. Based on a literature review, this paper identifies critical issues in the European transport sector and key European Union policy initiatives and regulations that address gender equality and transport. The European Commission’s Transport Research and Innovation Monitoring and Information System (TRIMIS) is used to summarise the status and evolution of European research in addressing women’s issues in transport. It also analyses the participation of women in European transport research and innovation activities. The paper assesses progress to date and identifies challenges and opportunities for women, mobility, and transport. It concludes by providing policy recommendations to overcome the major barriers to gender equality in the European transport sector and to transport research and innovation.
Alejandro Hortelano; Monica Grosso; Gary Haq; Anastasios Tsakalidis. Women in Transport Research and Innovation: A European Perspective. Sustainability 2021, 13, 6796 .
AMA StyleAlejandro Hortelano, Monica Grosso, Gary Haq, Anastasios Tsakalidis. Women in Transport Research and Innovation: A European Perspective. Sustainability. 2021; 13 (12):6796.
Chicago/Turabian StyleAlejandro Hortelano; Monica Grosso; Gary Haq; Anastasios Tsakalidis. 2021. "Women in Transport Research and Innovation: A European Perspective." Sustainability 13, no. 12: 6796.
Gary Haq; Gloria Gutman. Climate Resilience and Older People. Encyclopedia of Gerontology and Population Aging 2020, 1 -4.
AMA StyleGary Haq, Gloria Gutman. Climate Resilience and Older People. Encyclopedia of Gerontology and Population Aging. 2020; ():1-4.
Chicago/Turabian StyleGary Haq; Gloria Gutman. 2020. "Climate Resilience and Older People." Encyclopedia of Gerontology and Population Aging , no. : 1-4.
The international journal of Aerosol and Air Quality Research (AAQR) covers all aspects of aerosol science and technology, atmospheric science and air quality related issues.
Dietrich H. Schwela; Gary Haq. Strengths and Weaknesses of the WHO Urban Air Pollutant Database. Aerosol and Air Quality Research 2020, 20, 1026 -1037.
AMA StyleDietrich H. Schwela, Gary Haq. Strengths and Weaknesses of the WHO Urban Air Pollutant Database. Aerosol and Air Quality Research. 2020; 20 (5):1026-1037.
Chicago/Turabian StyleDietrich H. Schwela; Gary Haq. 2020. "Strengths and Weaknesses of the WHO Urban Air Pollutant Database." Aerosol and Air Quality Research 20, no. 5: 1026-1037.
Gary Haq. Gray Consumption. Encyclopedia of Gerontology and Population Aging 2019, 1 -3.
AMA StyleGary Haq. Gray Consumption. Encyclopedia of Gerontology and Population Aging. 2019; ():1-3.
Chicago/Turabian StyleGary Haq. 2019. "Gray Consumption." Encyclopedia of Gerontology and Population Aging , no. : 1-3.
In low income countries (LICs) in Africa and Asia per capita transport greenhouse gas emissions are relatively low but are expected to grow. Therefore, a substantial reduction in projected increases is required to bring emissions in line with long-term global climate objectives. Literature on how LICs are integrating climate change mitigation and sustainable transport strategies is limited. Key drivers of transport policy include improving accessibility, congestion, air quality, energy security, with reducing greenhouse gas emissions being of lower priority. This paper assesses the current status, feasibility and potential of selected low-carbon transport measures with high sustainable development benefits that can be implemented in the short to medium term, so- called ‘quick wins’. It examines to what extent ten such quick wins are integrated in climate change strategies in nine low- and middle-income countries in Africa and South Asia. The research method comprises expert interviews, an online questionnaire survey of experts and policymakers in the focus countries, and a review of literature and government plans. Results indicate that sustainable urban transport policies and measures are considered high priority, with vehicle-related measures such as fuel quality and fuel economy standards and electric two- and three-wheelers being of key relevance. In existing national climate change strategies, these quick wins are integrated to a certain extent; however, with better coordination between transport and energy and environment agencies such strategies can be improved. A general conclusion of this paper is that for LICs, quick wins can connect a ‘top-down’ climate perspective with a ‘bottom-up’ transport sector perspective. A knowledge gap exists as to the mitigation potential and sustainable development benefits of these quick wins in the local context of LICs.
Stefan Bakker; Gary Haq; Karl Peet; Sudhir Gota; Nikola Medimorec; Alice Yiu; Gail Jennings; John Rogers. Low-Carbon Quick Wins: Integrating Short-Term Sustainable Transport Options in Climate Policy in Low-Income Countries. Sustainability 2019, 11, 4369 .
AMA StyleStefan Bakker, Gary Haq, Karl Peet, Sudhir Gota, Nikola Medimorec, Alice Yiu, Gail Jennings, John Rogers. Low-Carbon Quick Wins: Integrating Short-Term Sustainable Transport Options in Climate Policy in Low-Income Countries. Sustainability. 2019; 11 (16):4369.
Chicago/Turabian StyleStefan Bakker; Gary Haq; Karl Peet; Sudhir Gota; Nikola Medimorec; Alice Yiu; Gail Jennings; John Rogers. 2019. "Low-Carbon Quick Wins: Integrating Short-Term Sustainable Transport Options in Climate Policy in Low-Income Countries." Sustainability 11, no. 16: 4369.
Gary Haq. Tropical Cyclones and Older People. Encyclopedia of Gerontology and Population Aging 2019, 1 -4.
AMA StyleGary Haq. Tropical Cyclones and Older People. Encyclopedia of Gerontology and Population Aging. 2019; ():1-4.
Chicago/Turabian StyleGary Haq. 2019. "Tropical Cyclones and Older People." Encyclopedia of Gerontology and Population Aging , no. : 1-4.
Gary Haq. Flooding and Older People. Encyclopedia of Gerontology and Population Aging 2019, 1 -3.
AMA StyleGary Haq. Flooding and Older People. Encyclopedia of Gerontology and Population Aging. 2019; ():1-3.
Chicago/Turabian StyleGary Haq. 2019. "Flooding and Older People." Encyclopedia of Gerontology and Population Aging , no. : 1-3.
Gary Haq. Heatwaves and Older People. Encyclopedia of Gerontology and Population Aging 2019, 1 -3.
AMA StyleGary Haq. Heatwaves and Older People. Encyclopedia of Gerontology and Population Aging. 2019; ():1-3.
Chicago/Turabian StyleGary Haq. 2019. "Heatwaves and Older People." Encyclopedia of Gerontology and Population Aging , no. : 1-3.
The adoption of efficient energy and transport technologies often depends on how consumers discount energy savings. Understanding the rate of discounting and the choices consumers make is therefore essential for successful energy efficiency policy. Here, we review pertinent discount rates, identify factors influencing consumer preferences, and derive recommendations for policy makers. We find that consumers apply discount rates of 19 ± 17% when purchasing efficient energy and transport technologies. Discount rates span a wide range both within and between groups of technologies and tend to exceed the market interest rate. High discount rates may not always reflect behavioural errors but instead express the context-specific time and utility preferences of consumers facing liquidity constraints, opportunity costs, transaction costs, and multiple uncertainties when making a purchasing decision. By addressing these factors, energy efficiency can be promoted through: (i) innovative leasing schemes that lower the investment cost of novel technologies; (ii) accurate product labelling that makes costs and product functionalities transparent; and (iii) extended warranty, replacement, and take-back options that mitigate consumer risks. The inability of consumers to verify energy savings and attribute them to a specific investment has received little attention but arguably constitutes a major barrier for the diffusion of energy efficient and transport technologies.
Gary Haq; Martin Weiss. Time preference and consumer discount rates - Insights for accelerating the adoption of efficient energy and transport technologies. Technological Forecasting and Social Change 2018, 137, 76 -88.
AMA StyleGary Haq, Martin Weiss. Time preference and consumer discount rates - Insights for accelerating the adoption of efficient energy and transport technologies. Technological Forecasting and Social Change. 2018; 137 ():76-88.
Chicago/Turabian StyleGary Haq; Martin Weiss. 2018. "Time preference and consumer discount rates - Insights for accelerating the adoption of efficient energy and transport technologies." Technological Forecasting and Social Change 137, no. : 76-88.
Directive 1999/94/EC requires Member States of the European Union (EU) to ensure that consumers are informed about the fuel consumption and CO2 emissions of new passenger cars. The European Commission is currently evaluating the directive. In support of this effort, we assess the status of car labelling in the EU. We find that all EU Member States have formally implemented national car labelling schemes. However, relevant information is not presented to consumers in a uniform manner. Only 13 Member States have implemented graphic labels that differ in their design, metrics, and classification of vehicles. The fuel consumption data displayed to consumers underrate yearly fuel costs in the order of several hundred Euros per car. We argue that car labelling can be made more effective if Member States adopt: (i) a uniform label that mirrors, as far as feasible, the design of the EU energy label, (ii) data and classification metrics that accurately reflect the fuel consumption and CO2 emissions observed by consumers, and (iii) a labelling scale that allows differentiation between efficient hybrid and plug-in hybrid vehicles. By following these recommendations, the European car labelling can receive wider recognition and foster well-informed consumer choices.
Gary Haq; Martin Weiss. CO2 labelling of passenger cars in Europe: Status, challenges, and future prospects. Energy Policy 2016, 95, 324 -335.
AMA StyleGary Haq, Martin Weiss. CO2 labelling of passenger cars in Europe: Status, challenges, and future prospects. Energy Policy. 2016; 95 ():324-335.
Chicago/Turabian StyleGary Haq; Martin Weiss. 2016. "CO2 labelling of passenger cars in Europe: Status, challenges, and future prospects." Energy Policy 95, no. : 324-335.
Steve Cinderby; Gary Haq; Howard Cambridge; Kate Lock. Building community resilience: can everyone enjoy a good life? Local Environment 2015, 21, 1252 -1270.
AMA StyleSteve Cinderby, Gary Haq, Howard Cambridge, Kate Lock. Building community resilience: can everyone enjoy a good life? Local Environment. 2015; 21 (10):1252-1270.
Chicago/Turabian StyleSteve Cinderby; Gary Haq; Howard Cambridge; Kate Lock. 2015. "Building community resilience: can everyone enjoy a good life?" Local Environment 21, no. 10: 1252-1270.
Gary Haq; Giorgio Martini; Giorgos Mellios. Cost effectiveness of introducing a new European evaporative emissions test procedure for petrol vehicles. Atmospheric Environment 2014, 95, 537 -543.
AMA StyleGary Haq, Giorgio Martini, Giorgos Mellios. Cost effectiveness of introducing a new European evaporative emissions test procedure for petrol vehicles. Atmospheric Environment. 2014; 95 ():537-543.
Chicago/Turabian StyleGary Haq; Giorgio Martini; Giorgos Mellios. 2014. "Cost effectiveness of introducing a new European evaporative emissions test procedure for petrol vehicles." Atmospheric Environment 95, no. : 537-543.
The global population is ageing at a time when climate variability is increasing. It is argued that if we are to minimize the negative impact of environmental change on older people, interdisciplinary study of the convergence of the two trends, "climate gerontology", is needed. Climate gerontology can examine the unique challenges and needs of older people in coping with extreme weather events. It can contribute to our understanding of the everyday challenges of growing old in a changing climate and how we can achieve the "longevity dividend". In particular, it can lead the way to the development of effective policies to reduce the carbon footprint of people during their life course, protect older people from climate-related threats and mobilize their wealth of knowledge and experience to address these.
Gary Haq; G. Gutman. Climate gerontology. Zeitschrift für Gerontologie und Geriatrie 2014, 47, 462 -467.
AMA StyleGary Haq, G. Gutman. Climate gerontology. Zeitschrift für Gerontologie und Geriatrie. 2014; 47 (6):462-467.
Chicago/Turabian StyleGary Haq; G. Gutman. 2014. "Climate gerontology." Zeitschrift für Gerontologie und Geriatrie 47, no. 6: 462-467.
Gary Haq. Background and context of a strategic environmental assessment. Analysing Strategic Environmental Assessment 2013, 1 .
AMA StyleGary Haq. Background and context of a strategic environmental assessment. Analysing Strategic Environmental Assessment. 2013; ():1.
Chicago/Turabian StyleGary Haq. 2013. "Background and context of a strategic environmental assessment." Analysing Strategic Environmental Assessment , no. : 1.
Community-level initiatives will play a key role in meeting greenhouse gas reduction targets. This paper examines the experience gained in applying a targeted social marketing approach to foster local-scale community pro-environmental behavioural change in the City of York, UK. This involved determining the neighbourhood carbon footprint, identifying residents that had access to appropriate infrastructure and were receptive to green issues. Six community teams were recruited from the selected neighbourhoods and provided with information, advice and mentoring on how to reduce their carbon footprint over a six-month period. A statistically significant reduction in carbon emissions was achieved. Each participant achieved a mean reduction in their carbon footprint of 2.0 tonnes of CO2e/year. The largest reductions were achieved in the areas of shopping and home energy. In addition, it helped to foster community spirit. Based on the experience gained from implementing this approach, a cost-effective model of community engagement is proposed.
Gary Haq; Howard Cambridge; Anne Owen. A targeted social marketing approach for community pro-environmental behavioural change. Local Environment 2013, 18, 1134 -1152.
AMA StyleGary Haq, Howard Cambridge, Anne Owen. A targeted social marketing approach for community pro-environmental behavioural change. Local Environment. 2013; 18 (10):1134-1152.
Chicago/Turabian StyleGary Haq; Howard Cambridge; Anne Owen. 2013. "A targeted social marketing approach for community pro-environmental behavioural change." Local Environment 18, no. 10: 1134-1152.
Gary Haq. Environmentalism since 1945. Environmentalism since 1945 2013, 1 .
AMA StyleGary Haq. Environmentalism since 1945. Environmentalism since 1945. 2013; ():1.
Chicago/Turabian StyleGary Haq. 2013. "Environmentalism since 1945." Environmentalism since 1945 , no. : 1.
Closing the nutrient loop by exploiting the co-benefits of nutrient recovery from human excreta has the potential to improve soil fertility, food security and reduce water use. This paper reviews the potential of using human excreta as an agricultural resource. Ecological sanitation (ecosan) is characterised by a ‘sanitise and recycle’ process based on preventing pollution, sanitising urine and faeces and recovering nutrients for food production. Human excreta can result in higher cabbage yields compared to the use of goat manure while urine-fertilised plants produce equal amounts of tomato fruits as mineral fertilised plants. However, a key challenge is how ecosan can be cost-effectively scaled-up in an increasingly urbanised and economic constrained world.
Gary Haq; Howard Cambridge. Exploiting the co-benefits of ecological sanitation. Current Opinion in Environmental Sustainability 2012, 4, 431 -435.
AMA StyleGary Haq, Howard Cambridge. Exploiting the co-benefits of ecological sanitation. Current Opinion in Environmental Sustainability. 2012; 4 (4):431-435.
Chicago/Turabian StyleGary Haq; Howard Cambridge. 2012. "Exploiting the co-benefits of ecological sanitation." Current Opinion in Environmental Sustainability 4, no. 4: 431-435.
Changing public attitudes and behaviour is key to achieving the UK target of a 60% reduction in carbon dioxide emissions by 2050. Top-down campaigns that have provided information to a passive public have not necessarily resulted in pro-environmental behavioural change. This paper examines the use of a personalised social marketing approach to engage the public in changing their personal travel. It provides the results of a project in the City of York to foster voluntary travel behavioural change. Using face-to-face discussions, personalised information and incentives, a statistically significant reduction in car use and an increase in cycling and the use of public transport were achieved over a six-month period. However, this change was not sustained 12 months later. The paper explores the contrasting perspectives on behavioural change and examines the possible lessons that can be learnt to foster voluntary behavioural change in other aspects of household consumption.
Gary Haq; John Whitelegg; Steve Cinderby; Anne Owen. The use of personalised social marketing to foster voluntary behavioural change for sustainable travel and lifestyles. Local Environment 2008, 13, 549 -569.
AMA StyleGary Haq, John Whitelegg, Steve Cinderby, Anne Owen. The use of personalised social marketing to foster voluntary behavioural change for sustainable travel and lifestyles. Local Environment. 2008; 13 (7):549-569.
Chicago/Turabian StyleGary Haq; John Whitelegg; Steve Cinderby; Anne Owen. 2008. "The use of personalised social marketing to foster voluntary behavioural change for sustainable travel and lifestyles." Local Environment 13, no. 7: 549-569.
Peter D. Bailey; Gary Haq; Andy Gouldson. Mind the gap! Comparingex ante andex post assessments of the costs of complying with environmental regulation. European Environment 2002, 12, 245 -256.
AMA StylePeter D. Bailey, Gary Haq, Andy Gouldson. Mind the gap! Comparingex ante andex post assessments of the costs of complying with environmental regulation. European Environment. 2002; 12 (5):245-256.
Chicago/Turabian StylePeter D. Bailey; Gary Haq; Andy Gouldson. 2002. "Mind the gap! Comparingex ante andex post assessments of the costs of complying with environmental regulation." European Environment 12, no. 5: 245-256.
During the negotiation of international and European environmental regulations, the industry sector typically raises the issue of the cost of compliance. It is often maintained that the cost of complying with environmental regulations restricts business profitability and competitiveness. This paper provides an overview of the cost of compliance by considering the arguments, strategies and cost estimates that were presented by industry during the negotiations of several different environmental regulations in Europe and North America, and at the global level. It examines the difficulties associated with comparing costs using pre‐ and post‐regulation cost data and discusses the strategies adopted during the negotiations of the regulation and once the regulation was implemented. The paper concludes that although some proposals for regulation may impose burdens on industry, which it will oppose, industry has come to recognize that environmental regulation does not necessarily mean increased costs at the level anticipated. While regulation cannot guarantee innovation or lead to greater competitiveness and higher productivity for all firms, those that seize the opportunities will usually gain benefits. The paper reinforces the view that the EU should give careful consideration to the costs presented by industry as in the past it has tended to overestimate costs of compliance and underestimate the potential for the development of new technology. The introduction of independent cost assessments and technology assessments may be one way of overcoming this problem. Copyright © 2001 John Wiley & Sons, Ltd. and ERP Environment
Gary Haq; Peter D. Bailey; Michael J. Chadwick; John Forrester; Johan Kuylenstierna; Gerald Leach; Delia Villagrasa; Malcolm Fergusson; Ian Skinner; Sebastian Oberthür. Determining the costs to industry of environmental regulation. European Environment 2001, 11, 125 -139.
AMA StyleGary Haq, Peter D. Bailey, Michael J. Chadwick, John Forrester, Johan Kuylenstierna, Gerald Leach, Delia Villagrasa, Malcolm Fergusson, Ian Skinner, Sebastian Oberthür. Determining the costs to industry of environmental regulation. European Environment. 2001; 11 (3):125-139.
Chicago/Turabian StyleGary Haq; Peter D. Bailey; Michael J. Chadwick; John Forrester; Johan Kuylenstierna; Gerald Leach; Delia Villagrasa; Malcolm Fergusson; Ian Skinner; Sebastian Oberthür. 2001. "Determining the costs to industry of environmental regulation." European Environment 11, no. 3: 125-139.