David Banister

The UK High-Speed Rail 2 (HS2) Y-shaped network was designed to connect London with Birmingham in the Midlands, and then to split East and West in a northerly direction to Leeds and Manchester, respectively. By 2023, only the already under construction London-Birmingham section remained, with the northern extensions abandoned. A failure to control ever-escalating costs and the inefficiencies of HS2 Ltd, the government arm's-length body charged with constructing the project, were two clear reasons for this major reversal of government policy. But it could be argued that the decisive factor was the failure to maintain a convincing narrative that HS2 represented a national legacy project of such long-term importance, that it transcended immediate economic and political considerations. From 2009, this narrative was accepted by successive governments, but by the early 2020s, high-speed rail (HSR) had become less fashionable politically, and the national legacy narrative was dismantled in favour of a local connectivity approach to transport investment. For the future development of HSR in the UK, much is likely to depend on the eventual construction and performance of the remaining section of HS2 between London and Birmingham.

The car market in Mexico has undergone substantial change over the last twenty years, as sales have increased dramatically and as policy measures have been introduced to improve fuel economy so that decarbonization targets can be achieved. The argument presented in this paper is that overall fuel economy is driven by vehicle sales and the fuel economy standards imposed. In addition, this picture is complicated by the purchasing preferences of buyers, and this might reduce the effectiveness of the policy measures introduced. A case study approach allows analysis of the shifts in transport policy (2003–2020) to be undertaken by linking the fuel consumption of cars (L/100 km) to the purchasing patterns of consumers, and from this estimate the levels of CO₂ emissions. From the empirical analysis, it is found that, although there have been fuel economy gains every year, this is countered by (a) increasing sales of SUVs, and (b) a car market that is increasingly being dominated by larger cars. The current fuel standards are not sufficient to control the continued growth in fuel consumption, and levels of carbon emissions are continuing to increase. In conclusion, tighter emissions standards are needed, together with stronger governance structures and a range of further policy measures to improve car efficiencies and limit growth of the use of larger vehicles.

In an earlier publication (Van Wee & Banister, 2016), we explained that literature review papers (LRP) should explicitly report on the search and selection process of documents included. In this paper, we present two approaches for reporting the methodology for doing this: a basic approach and a reasoned approach. The basic approach includes reporting databases(s), keywords, search strings, snowballing, the selection of documents, presenting an overview of documents included and reporting additional selection criteria (if applicable). The reasoned approach adds to the basic approach (what was done) by explicitly explaining the motivation for choices and showing the selection process graphically (why it was done). The two approaches should be seen as options, and not the only alternatives. We recommend that authors of LRPs depart from these approaches and modify them where appropriate. The important lesson is that authors should be explicit about the approach adopted, as this enables the reader to understand the thinking behind the LRP and the conclusions drawn.

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The objective of this study was to explore how individuals perceive their different types of energy use and evaluate if this information could be useful for further understanding energy demand reduction. Based on a literature review, an innovative feedback exercise was developed that gave participants feedback on electricity use, travel, and then both electricity use and travel simultaneously. Through the use of an interdisciplinary mixed methods research approach, the findings indicate that electricity use and travel are viewed as being very different, there is an opportunity to improve travel-related feedback when compared to electricity, and most do not see a link between electricity and travel. A small number of participants did see a link between electricity and travel, and this was also explored. These findings, which until now have not been explored in the literature, take a first attempt at comparing how individuals perceive their different types of energy use and highlight the relevance of this type of research in order to further advance energy demand management. Implications for a low carbon energy transition and future areas of research were identified and discussed, including decreasing travel in a way that is perceived as being advantageous, improving feedback that illustrates the importance of individual choices, and the importance of examining multiple energy behaviours simultaneously.

Studies of carbon emissions typically focus on price and tax effects or technology. We argue that the two are closely linked within an economy in disequilibrium. Our goals are twofold: (1) to examine the combined role of: low CO₂ technology, fuel taxes and CO₂ tax on taming CO₂ emissions and (2) to build a counterfactual analysis by capturing anything else that causes emissions to diverge from the trend such as renewable energy, energy laws and the state of the economy. The equilibrium correction model (EqCM) suggests that emissions have a long-term relationship with economic growth, fossil fuel use, taxes and clean power sources. Both oil and gas extraction and economic growth raise Norway’s emissions, offsetting the mitigating effect of taxes. Sweden´s carbon fuel tax elasticity is 20%, a value far above Norway´s elasticity, even though these carbon taxes were phased-in under a period of macroeconomic instability, weakening their effectiveness. The income elasticity of emissions is negative for Norway and positive for Sweden. Emission cuts require (a) de-growth, (b) a higher tax on transport fuels and (c) electrification of transport. The effects of tax, technology, economic growth and those for the pre- and post-carbon tax era differ strongly in the two nations.

(2020). Transport Reviews at 40. Transport Reviews: Vol. 40, No. 1, pp. 1-4.

(2019). The climate crisis and transport. Transport Reviews: Vol. 39, No. 5, pp. 565-568.