Claire Walsh

@article{2031,

title = {Assessment of full life-cycle air emissions of alternative shipping fuels},

author = {P Gilbert and C Walsh and M Traut and U Kesieme and K Pazouki and A Murphy},

url = {https://www.sciencedirect.com/science/article/pii/S0959652617324721},

doi = {10.1016/j.jclepro.2017.10.165},

year  = {2018},

date = {2018-01-01},

journal = {Journal of Cleaner Production},

volume = {172},

pages = {855-866},

chapter = {855},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{1643,

title = {Charting a low carbon future for shipping: A UK perspective},

author = {C Walsh and S Mander and Alice Larkin},

doi = {https://doi.org/10.1016/j.marpol.2017.04.019},

year  = {2017},

date = {2017-01-01},

abstract = {
Projected growth in the international shipping industry is set to outstrip CO_{2} reductions arising from incremental improvements to technology and operations currently being planned and implemented. Using original scenarios, this paper demonstrates for the first time that it is possible for a nationtextquoterights shipping to make a fair contribution to meeting global climate change commitments, but that this requires transformation of the sector. The scale and nature of technology change varies depending on the level of demand and how this is satisfied. The scenarios show that to develop successful marine mitigation policy, it is essential to consider the interdependencies between ship speed, level and pattern of demand for services, and the extent and rate of innovation in propulsion technology. Across the scenarios, it is difficult to foresee how deep decarbonisation can be achieved without an immediate, fleet-wide speed reduction; and a land-based energy-system transition strongly influences shipping demand, which in turn, influences the extent of required low-carbon propulsion technology change. Setting the industry on a 2 textdegreeC heading requires multifaceted and near-term changes in the shipping sector, but these are unlikely to materialise without a major shift by stakeholders to realise new and innovative deep decarbonisation policies in the coming decade.
},

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@article{1592,

title = {Contextualising the drivers for trade: Some lessons from historical case studies},

author = {C Walsh and S Mander},

url = {http://www.sciencedirect.com/science/article/pii/S0308597X16300781},

doi = {10.1016/j.marpol.2016.04.004},

year  = {2017},

date = {2017-01-01},

journal = {Marine Policy},

volume = {75},

pages = {290-299},

chapter = {290},

abstract = {
This paper uses three historical trade case studies, oil trade, bulk commodities and containers, to explore and better understand the drivers of shipped trade. This qualitative work explores the relevance of established drivers, such as economic growth, and identifies additional factors which have shaped trade patterns. This work adds a new dimension to quantitative approaches, such as cross-country regression analyses, which although are often used to ascertain the importance of potential drivers for trade may face difficulties, particularly when drivers are complex or interlinked. Our analysis considers inter-related economic and political factors which have influenced changes in trade patterns. The results confirm the importance of elements such as economic growth, openness (such as a lack of tariffs), geography and transport costs and for each of the case studies explains the context which gave rise to these drivers. This analysis affords three main conclusions, firstly distinct trading regions may react differently to similar circumstances, secondly, policies which can influence both supply and demand can have a significant impact on established trade patterns and finally initially isolated elements can (with the benefit of hindsight) prove to have had a significant impact on trade.
},

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@article{1673,

title = {The role of material efficiency to reduce CO2 emissions during ship manufacture: A life cycle approach},

author = {P Gilbert and P Wilson and C Walsh and P Hodgson},

doi = {DOI: 10.1016/j.marpol.2016.04.003},

year  = {2017},

date = {2017-01-01},

abstract = {
Low carbon shipping research focuses on energy efficiency and mitigation measures related to operations and technology. However, reducing energy use and greenhouse gas emissions associated with a vesseltextquoterights material production receives limited attention. Material efficiency is defined as "providing material services with less material production and processing". The current business model for ship building and breaking does not embrace fully material efficiency principles. Exploring a case study of a vesseltextquoterights steel hull, this study applies a Life Cycle Assessment approach to determine the effectiveness of material efficiency to reduce CO2 emissions. When compared to Business as Usual, designing and manufacturing for 100% hull reuse provides an emissions reduction of 29% from 221,978 t CO2 to 158,285 t CO2; 50% reuse provides a 10% reduction (199,816 t CO2). From a technical and safety perspective there remain key barriers that need addressing: a vesseltextquoterights hull would require to be designed for dismantling to improve reuse; the operation and maintenance schedule must ensure the value of the steel is retained and; data must flow between key stakeholders on the quality of the steel. Despite these challenges, progressing material efficiency would require different business models that reach out and integrate the whole supply chain. There is a need for public and privately funded demonstration projects at a range of scales and markets, to provide investors the confidence that there is retained value in the steel hull when it reaches its end-of-life. (C) 2016 The Authors. Published by Elsevier Ltd.
},

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@article{1720,

title = {Have Market-oriented Reforms Decoupled Chinatextquoterights CO2 Emissions from Total Electricity Generation? An Empirical Analysis},

author = {Wei Shang and Guifen Pei and C Walsh and Ming Meng and Xiangsong Meng},

doi = {DOI: 10.3390/su8050468},

year  = {2016},

date = {2016-01-01},

abstract = {
Achieving the decoupling of electric CO2 emissions from total electricity generation is important in ensuring the sustainable socioeconomic development of China. To realize this, China implemented market-oriented reforms to its electric power industry at the beginning of 2003. This study used the Tapio decoupling index, the Laspeyres decomposition algorithm, and decoupling-related data from 1993 to 2012 to evaluate the effect of these reforms. Several conclusions can be drawn based on the empirical analysis. (1) The reforms changed the developmental trend of the decoupling index and facilitated its progress towards strong decoupling. (2) The results forecasted through fitting the curve to the decoupling index indicate that strong decoupling would be realized by 2030. (3) Limiting the manufacturing development and upgrading the generation equipment of the thermal power plants are essential for China to achieve strong decoupling at an early date. (4) China should enhance regulatory pressures and guidance for appropriate investment in thermal power plants to ensure the stable development of the decoupling index. (5) Transactions between multiple participants and electricity price bidding play active roles in the stable development of the decoupling index.
},

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@article{1578,

title = {Assessment of the climate preparedness of 30 urban areas in the UK},

author = {O Heidrich and R Dawson and D Reckien and C Walsh},

url = {https://link.springer.com/article/10.1007/s10584-013-0846-9},

doi = {10.1007/s10584-013-0846-9},

year  = {2013},

date = {2013-07-01},

journal = {Climatic Change},

volume = {120},

pages = {771–784},

chapter = {771},

abstract = {
Cities are increasingly aware of the need to mitigate greenhouse gas emissions and adapt to changes in weather patterns leading to the production of urban climate change plans. The few existing systematic studies of these plans have focused on either adaptation or mitigation issues, and are typically based on surveys completed by city officials rather than analysis of documented evidence. To gain insight into the status of adaptation and mitigation action across the UK, climate change documents from 30 urban areas (representing ~28 % of the UKtextquoterights population) were analysed. An Urban Climate Change Preparedness Score, which could be applied to other urban areas outside the UK, has been devised for comparative analysis. This analysis characterizes progress against (i) Assessment, (ii) Planning, (iii) Action, and (iv) Monitoring, for both adaptation and mitigation. The Preparedness Score allows a quantitative comparison of climate change strategies across the urban areas analysed. This methodology can be transferred to other countries and makes an international comparison of urban areas and their climate change adaptation and mitigation plans possible. We found that all areas acknowledge climate change being a threat and that adaptation and mitigation planning and action is required. However, two urban areas did not have official adaptation or mitigation plans. Typically, mitigation activities across all cities were more advanced than adaptation plans. Emissions reduction targets ranged from 10 %–80 % with differing baselines, timeframes and scopes, for defining and meeting these targets. Similar variability was observed across adaptation plans. Several reasons for these differences are considered, but particularly notable is that a combination of incentives and regulation seem to stimulate more comprehensive strategies and action in many urban areas.
},

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@article{1370,

title = {Experiences of integrated assessment of climate impacts, adaptation and mitigation modelling in London and Durban},

author = {C Walsh and D Roberts and R Dawson and JW Hall and A Nickson and R Hounsome},

year  = {2013},

date = {2013-01-01},

journal = {Environment and Urbanization},

volume = {25},

pages = {361-380},

chapter = {361},

abstract = {
The urgent need to reconfigure and transform urban areas to consume fewer resources, emit less pollution, minimize greenhouse gas production, protect natural ecosystems and increase the adaptive capacity to deal with climate risks is widely recognized. The implementation of improved sustainability measures in cities requires integrated thinking that encompasses a whole range of urban functions, often implying a major restructuring of urban energy systems, transport and the built environment, as well as a new approach to the planning and management of natural systems that service urban areas. Many local governments have a limited capacity to deal with such complex and interrelated problems, and this hampers their ability to deal with climate change. With these issues in mind, teams of scientists, practitioners and stakeholders in Durban (led by eThekwini Municipality) and London (led by the Tyndall Centre for Climate Change Research) developed city-scale integratedassessmentmodelling tools that represent interactions between different urban functions and objectives by linking climate change issues to broader agendas such as spatial planning. This paper reviews each integratedassessment tool, and critically analyzes their effectiveness in terms of technical approach, extent to which they meet policy needs, role of stakeholders in model development and application, barriers to their uptake and the value of and effort required for integration. While these integratedassessment tools did not provide the detailed design information sought by some decision makers, importantly they have stimulated stakeholders to think strategically and hold cross-sectoral conversations around implementing sustainability measures. Despite the technical and institutional challenges associated with the development and uptake of an integratedassessment model, we conclude that they do contribute to the quest for urban sustainability. © 2013 International Institute for Environment and Development (IIED).
},

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@article{1371,

title = {Barriers to improving energy efficiency within the process industries with a focus on low grade heat utilisation},

author = {C Walsh and P Thornley},

url = {http://www.sciencedirect.com/science/article/pii/S0959652611004240},

doi = {10.1016/j.jclepro.2011.10.038},

isbn = {09596526},

year  = {2012},

date = {2012-01-01},

journal = {Journal of Cleaner Production},

volume = {23},

pages = {138-146},

chapter = {138},

abstract = {
Process industries are significant global energy consumers, contributing substantially to global greenhouse gas emissions. There is a need to reduce the energy intensity of production and corresponding greenhouse gas emissions, but there are significant technical and non-technical barriers to achieving this. Consultation with industrial and academic stakeholders in the UK established that cost, return on investment and technology performance were key barriers to process industry energy efficiency improvements. However, for low grade heat utilization, stakeholder engagement and strategic mapping found that textquoterightlocationtextquoteright and the need for capital support for infrastructure were the most critical factors. A large number of institutional issues were also identified which help to explain why, even when efficiency measures deliver environmental and economic benefits; they are not implemented by industry. textcopyright 2011 Elsevier Ltd. All rights reserved.
},

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pubstate = {published},

tppubtype = {article}

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@article{429,

title = {Desalination using low grade heat in the process industry: Challenges and perspectives},

author = {Y Ammar and H Li and C Walsh and P Thornley and V Sharifi and A P Roskilly},

isbn = {13594311},

year  = {2012},

date = {2012-01-01},

journal = {Applied Thermal Engineering},

volume = {48},

pages = {446-457},

chapter = {446},

abstract = {
This paper examines the use of low grade heat from process industries for thermal desalination processes as this is relevant not only to current energy conservation schemes but also may play a role in increasing the capacity to satisfy future water demands. The study focuses on low grade heat sources from a paper mill located on a British coastal area which presents a large quantity of recoverable waste heat at low temperature (<100 °C). Two scenarios are considered: (i) low grade heat is used directly to feed the desalination process, (ii) low grade heat is upgraded using a heat pump coupled with a desalination system.In the first scenario, a Humidification Dehumidification process was identified as a suitable technology due to its low operating temperature. In the second scenario, the low grade heat temperature was upgraded using a hybrid absorption heat pump and subsequently used to feed a Multiple Effect Distillation desalination system. These two cases were compared in terms of performances and economics. For both cases, a payback period of less than 10 years could be obtained for water price equal to £2 per tonnes of water. This is comparable to the price of home water supply. Environmental aspects were also discussed from the results of a full Lifecycle assessment. Low grade heat utilisation in both cases reduced the Global Warming Potential in comparison with fossil fuel powered systems, but toxicological impacts appeared higher in comparison to a system using natural gas. © 2012 Elsevier Ltd.
},

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@article{1368,

title = {Size Matters: Exploring the importance of vessel characteristics to inform estimates of shipping emissions},

author = {C Walsh and Alice Larkin},

year  = {2012},

date = {2012-01-01},

journal = {Applied Energy},

abstract = {
The decarbonisation agenda is placing increasing pressure on retailers to directly and indirectly influence greenhouse gas emissions associated with full supply chains. Transportation by sea is an important and significant element of these supply chains, yet the emissions associated with shipping, particularly international shipping, are often poorly accounted for. The magnitude of emissions embodied in a product is directly related to the distances involved in globalised product chains, where shipping can represent the most emission intensive stage per tonne of goods transported. Specifically, limited choice of ship type and size within assessment tools negates a fair estimate of product chain emissions. To address this, the correlation between ship emissions and size is quantified for a sample of United Kingdom (UK) port callings to estimate typical UK emission factors by ship type and size and to determine how well existing global data and available databases represent UK shipping activity. The results highlight that although ship type is a crucial determinant of emissions, vessel size is also important, particularly for smaller ships where the variance in emission factors is greatest. Existing, globally averaged data correlating ship size with emissions agree well with the UK data. However, the relatively higher proportion of smaller ships satisfying a UK demand for short sea shipping results in a skew towards higher typical emission factors, principally within the general cargo, product and chemical tanker categories. This bias is most visible when emissions per individual ship calling are estimated. Incorporating existing global correlation curves split by ship category into assessment tools would improve product chain estimates. However, user knowledge of likely ship size and type is an important prerequisite given the wide range of emission factors at the lower end of the scale, which could be a pivotal determinant in the absolute product chain emissions estimate.
 
},

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tppubtype = {article}

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@article{1369,

title = {Assessment of climate change mitigation & adaptation in cities},

author = {C Walsh and R Dawson and JW Hall and S Barr and M Batty and AL Bristow and S Carney and A Dagoumas and A Ford and C Harpham and MR Tight and H Watters and AM Zanni},

url = {http://www.icevirtuallibrary.com/content/article/10.1680/udap.2011.164.2.75},

year  = {2011},

date = {2011-01-01},

journal = {Urban Design and Planning 2011},

volume = {2},

number = {164},

pages = {75-84},

chapter = {75},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{1182,

title = {Impacts of the oceans on climate change},

author = {PC Reid and AC Fischer and E Lewis-Brown and MP Meredith and M Sparrow and J Andersson and A Anita and NR Bates and U Bathmann and G Beaugrand and H Brix and St Dye and M Edwards and T Furevik and R Gangsto and H Hatun and RR Hopcroft and M Kendall and S Kasten and R Keeling and C Le Quéré and FT MacKenzie and G Malin and C Mauritzen and J Olafsson and C Paull and E Rignot and K Shimada and M Vogt and C Walsh and Z Wang and R Washington},

year  = {2009},

date = {2009-01-01},

journal = {Advances in Marine Biology},

volume = {56},

chapter = {1},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{735b,

title = {Climate scenarios and decision making under uncertainty},

author = {M C Goodess and JW Hall and M Best and R Betts and L Cabantous and P Jones and CG Kilsby and A Pearman and C Walsh},

year  = {2007},

date = {2007-01-01},

journal = {Built Environment},

volume = {33},

number = {1},

pages = {10-30},

chapter = {10},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{733b,

title = {Climate scenarios and decision making under uncertainty},

author = {M C Goodess and JW Hall and M Best and R Betts and L Cabantous and P Jones and CG Kilsby and A Pearman and C Walsh},

year  = {2006},

date = {2006-01-01},

journal = {Built Environment},

volume = {33},

number = {1},

pages = {10-30},

chapter = {10},

keywords = {},

pubstate = {published},

tppubtype = {article}

}

@article{932b,

title = {Integrated model framework for the evaluation of an SOFC/GT system as a centralized power source},

author = {M Koyama and S Kraines and K Tanaka and C Walsh and K Yamada and H Komiyama},

year  = {2004},

date = {2004-01-01},

journal = {International Journal of Energy Research},

volume = {28},

number = {1},

pages = {13-30},

chapter = {13},

keywords = {},

pubstate = {published},

tppubtype = {article}

}