@article{2004,
title = {CO2 abatement goals for international shipping},
author = {M Traut and A Larkin and K Anderson and C McGlade and M Sharmina and T Smith},
url = {https://www.tandfonline.com/doi/full/10.1080/14693062.2018.1461059},
doi = {10.1080/14693062.2018.1461059},
year  = {2018},
date = {2018-01-01},
journal = {Climate Policy},
abstract = {<p>The Paris Agreement, which entered into force in 2016, sets the ambitious climate change mitigation goal of limiting the global temperature increase to below 2textdegreeC and ideally 1.5textdegreeC. This puts a severe constraint on the remaining global GHG emissions budget. While international shipping is also a contributor to anthropogenic GHG emissions, and CO_{2} in particular, it is not included in the Paris Agreement. This article discusses how a share of a global CO_{2} budget over the twenty-first century could be apportioned to international shipping, and, using a range of future trade scenarios, explores the requisite cuts to the CO_{2} intensity of shipping. The results demonstrate that, under a wide range of assumptions, existing short-term levers of efficiency must be urgently exploited to achieve mitigation commensurate with that required from the rest of the economy, with virtually full decarbonization of international shipping required as early as before mid-century.</p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

• https://www.tandfonline.com/doi/full/10.1080/14693062.2018.1461059
• doi:10.1080/14693062.2018.1461059

@article{1586,
title = {The trouble with negative emissions},
author = {K Anderson and G Peters},
url = {http://science.sciencemag.org/content/354/6309/182/tab-pdf},
doi = {10.1126/science.aah4567},
year  = {2016},
date = {2016-10-01},
journal = {Science},
volume = {354},
pages = {182-183},
chapter = {182},
abstract = {<p>In December 2015, member states of the United Nations Framework Convention on Climate Change (UNFCCC) adopted the Paris Agreement, which aims to hold the increase in the global average temperature to below 2textdegreeC and to pursue efforts to limit the temperature increase to 1.5textdegreeC. The Paris Agreement requires that anthropogenic greenhouse gas emission sources and sinks are balanced by the second half of this century. Because some nonzero sources are unavoidable, this leads to the abstract concept of textquotedblleftnegative emissions,textquotedblright the removal of carbon dioxide (CO2 ) from the atmosphere through technical means. The Integrated Assessment Models (IAMs) informing policy-makers assume the large-scale use of negative-emission technologies. If we rely on these and they are not deployed or are unsuccessful at removing CO2 from the atmosphere at the levels assumed, society will be locked into a high-temperature pathway</p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

• http://science.sciencemag.org/content/354/6309/182/tab-pdf
• doi:10.1126/science.aah4567

@article{1234,
title = {A nexus perspective on competing land demands: Wider lessons from a UK policy case study},
author = {M Sharmina and C Hoolohan and Alice Larkin and PJ. Burgess and J Colwill and P Gilbert and D Howard and J Knox and K Anderson},
url = {http://www.sciencedirect.com/science/article/pii/S1462901116300326},
year  = {2016},
date = {2016-01-01},
journal = {Environmental Science & Policy},
volume = {59},
pages = {74-84},
chapter = {74},
abstract = {<p><span>As nations develop policies for low-carbon transitions, conflicts with existing policies and planning tools are leading to competing demands for land and other resources. This raises fundamental questions over how multiple demands can best be managed. Taking the UK as an empirical example, this paper critiques current policies and practices to explore the interdependencies at the water-energy-food nexus. It considers how current land uses and related policies affect the UKtextquoterights resilience to climate change, setting out an agenda for research and practice relevant to stakeholders in land-use management, policy and modelling. Despite recent progress in recognising such nexus challenges, most UK land-related policies and associated science continue to be compartmentalised by both scale and sector and seldom acknowledge nexus interconnections. On a temporal level, the absence of an over-arching strategy leaves inter-generational trade-offs poorly considered. Given the system lock-in and the lengthy policy-making process, it is essential to develop alternative ways of providing dynamic, flexible, practical and scientifically robust decision support for policy-makers. A range of ecosystem services need to be valued and integrated into a resilient land-use strategy, including the introduction of non-monetary, physical-unit constraints on the use of particular services.</span></p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

• http://www.sciencedirect.com/science/article/pii/S1462901116300326

@conference{972c368057424bedbcf8c5794f8a9068b,
title = {Avoiding dangerous climate change: the role of shipping in delivering on the IPCC’s latest carbon budgets},
author = {A. Bows-Larkin and M. Traut and K Anderson},
year  = {2015},
date = {2015-07-01},
abstract = {In 2015 and with global emissions rising at unprecedented rates one clear certainty is that the future will be very different from the past. Whether the world continues to follow a trajectory of greenhouse gas emissions exceeding those in RCP8.5, the highest in the IPCC’s suite of scenarios and associated with an expected temperature increase of between and 3°C and 5°C, or whether we begin a programme of stringent mitigation, is a decision for the international community. These two paths lead to very different futures, each radically different from the past. This paper reflects on and analyses the role of the global shipping industry as an important player in both these potential futures.The Kyoto Protocol has called on the International Maritime Organisation (IMO) to “... [control greenhouse gas emissions from shipping]”. In 2009, the then secretary general of the IMO concluded that “our collective way of life has become unsustainable” and stressed “the need to make some tough decisions ... and ... to start putting life ahead of lifestyle”. In contrast, the baseline suite of six shipping emissions scenarios in the 2nd IMO GHG Study (2009) has CO2 emissions between 2007 and 2050 rise by a factor of between 2.2 and 3.1. Similarly, the 3rd IMO GHG Study (2014) presents a suite of sixteen scenarios, with rises of up to 3.5 times those estimated for 2012.It is important to that the updated emissions estimates in the 3rd IMO GHG Study (2014) demonstrate a fall in CO2 over the period 2007 to 2012. It argues that much of this emission reduction was due to slow steaming in response to a global economic downturn. Recent emissions reductions may, therefore, represent ‘latent CO2’, that could be realised once the economic situation changes and vessels revert to pre-crisis speeds.The paper contrasts the different emissions pathways for the shipping sector, placing them in the quantitative context of global emissions scenarios and associated temperature responses. It concludes that steering a mitigation course has never been more critical, nor the choice more stark.},
note = {Our common future ; Conference date: 06-07-2015 Through 10-07-2015},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}

@conference{972c368057424bedbcf8c5794f8a9068,
title = {Avoiding dangerous climate change: the role of shipping in delivering on the IPCC’s latest carbon budgets},
author = {A. Bows-Larkin and M. Traut and K Anderson},
year  = {2015},
date = {2015-07-01},
abstract = {In 2015 and with global emissions rising at unprecedented rates one clear certainty is that the future will be very different from the past. Whether the world continues to follow a trajectory of greenhouse gas emissions exceeding those in RCP8.5, the highest in the IPCC’s suite of scenarios and associated with an expected temperature increase of between and 3°C and 5°C, or whether we begin a programme of stringent mitigation, is a decision for the international community. These two paths lead to very different futures, each radically different from the past. This paper reflects on and analyses the role of the global shipping industry as an important player in both these potential futures.The Kyoto Protocol has called on the International Maritime Organisation (IMO) to “... [control greenhouse gas emissions from shipping]”. In 2009, the then secretary general of the IMO concluded that “our collective way of life has become unsustainable” and stressed “the need to make some tough decisions ... and ... to start putting life ahead of lifestyle”. In contrast, the baseline suite of six shipping emissions scenarios in the 2nd IMO GHG Study (2009) has CO2 emissions between 2007 and 2050 rise by a factor of between 2.2 and 3.1. Similarly, the 3rd IMO GHG Study (2014) presents a suite of sixteen scenarios, with rises of up to 3.5 times those estimated for 2012.It is important to that the updated emissions estimates in the 3rd IMO GHG Study (2014) demonstrate a fall in CO2 over the period 2007 to 2012. It argues that much of this emission reduction was due to slow steaming in response to a global economic downturn. Recent emissions reductions may, therefore, represent ‘latent CO2’, that could be realised once the economic situation changes and vessels revert to pre-crisis speeds.The paper contrasts the different emissions pathways for the shipping sector, placing them in the quantitative context of global emissions scenarios and associated temperature responses. It concludes that steering a mitigation course has never been more critical, nor the choice more stark.},
note = {Our common future ; Conference date: 06-07-2015 Through 10-07-2015},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}

@techreport{610b273abf254f76ab8646190b81ce4ab,
title = {CO2 Targets, Trajectories and Trends for International Shipping},
author = {T. W. P. Smith and Michael Traut and Alice Bows-Larkin and K Anderson and C McGlade and P. Wrobel},
year  = {2015},
date = {2015-01-01},
keywords = {},
pubstate = {published},
tppubtype = {techreport}
}

@techreport{610b273abf254f76ab8646190b81ce4a,
title = {CO2 Targets, Trajectories and Trends for International Shipping},
author = {T. W. P. Smith and Michael Traut and Alice Bows-Larkin and K Anderson and C McGlade and P. Wrobel},
year  = {2015},
date = {2015-01-01},
keywords = {},
pubstate = {published},
tppubtype = {techreport}
}

@article{1233,
title = {Russiatextquoterights cumulative carbon budgets for a global 2textdegreeC target. Carbon Management},
author = {M Sharmina and Alice Larkin and K Anderson},
url = {http://www.tandfonline.com/doi/full/10.1080/17583004.2015.1113616},
year  = {2015},
date = {2015-01-01},
journal = {Carbon Management},
abstract = {<p><span style=textquoterightline-height: 20px; font-family: "Open Sans", sans-serif; background-color: rgb(255, 255, 255);textquoteright>Russia is the fifth highest emitter of carbon dioxide, having been in the top five for at least six decades. However, thus far no in-depth study has estimated Russiatextquoterights cumulative emissions in the context of the global 2textdegreeC constraint. This is despite the IPCC reiterating the importance of cumulative emissions. Translating the global 2textdegreeC temperature commitment into a meaningful national context, this paper derives and evaluates 2textdegreeC-compatible carbon budgets for Russia, based on a range of apportionments. The work contributes to the debate by providing a deeper analysis of the principles of allocating carbon emissions to Russia. This analysis demonstrates how, if Russia is to make a fair contribution to global emission reductions in line with 2textdegreeC, its 2011–2100 cumulative emissions should stay within 20-26 Gt CO</span><sub style=textquoterightline-height: 20px; font-family: "Open Sans", sans-serif; background-color: rgb(255, 255, 255);textquoteright>2}<span style=textquoterightline-height: 20px; font-family: "Open Sans", sans-serif; background-color: rgb(255, 255, 255);textquoteright>, commensurate with a 37–52% probability of exceeding 2textdegreeC. If Russia continues to emit carbon dioxide at current annual levels, this budget will be textquotedblleftspenttextquotedblright by the mid-2020s. The carbon budget estimated here for Russia appears technically feasible, if extremely challenging. Despite continuing to assert itself as a fossil fuel superpower, Russia has a wealth of opportunities for full and early decarbonization, including the potential to become a net exporter of renewable energy.</span></p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

• http://www.tandfonline.com/doi/full/10.1080/17583004.2015.1113616

@article{1532,
title = {Radical emission reductions: The role of demand reductions in accelerating full decarbonization},
author = {K Anderson and C Le Quéré and C McLachlan},
url = {https://www.scopus.com/inward/record.uri?eid=2-s2.0-84949564622&doi=10.1080%2f17583004.2014.1055080&partnerID=40&md5=08b36b3b48ed769e12a9a36323be5d84},
doi = {10.1080/17583004.2014.1055080},
year  = {2014},
date = {2014-01-01},
journal = {Carbon Management},
volume = {5},
pages = {321-323},
chapter = {321},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

• https://www.scopus.com/inward/record.uri?eid=2-s2.0-84949564622&doi=10.1080%[…]
• doi:10.1080/17583004.2014.1055080

@article{1393,
title = {Going beyond two degrees? The risks and opportunities of alternative options},
author = {L Whitmarsh and N Vaughan and C Le Quéré and S Mander and M Joshi and A Jordan and T Rayner and H Schreiber and W N Adger and K Anderson and Alice Larkin},
year  = {2013},
date = {2013-01-01},
urldate = {2013-01-01},
journal = {Climate Policy},
volume = {13},
pages = {751-769},
chapter = {751},
abstract = {Since the mid-1990s, the aim of keeping climate change within 2 °C has become firmly entrenched in policy discourses. In the past few years, the likelihood of achieving it has been increasingly called into question. The debate around what to do with a target that seems less and less achievable is, however, only just beginning. As the UN commences a two-year review of the 2 °C targets, this article moves beyond the somewhat binary debates about whether or not it should or will be met, in order to analyse more fully some of the alternative options that have been identified but not fully explored in the existing literature. For the first time, uncertainties, risks, and opportunities associated with four such options are identified and synthesized from the literature. The analysis finds that the significant risks and uncertainties associated with some options may encourage decision-makers to recommit to the 2 °C targets as the least unattractive course of action. © 2013 The Author(s). Published by Taylor & Francis.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@article{1235,
title = {Climate change regional review: Russia},
author = {M Sharmina and K Anderson and Alice Larkin},
year  = {2013},
date = {2013-01-01},
journal = {Wiley Interdisciplinary Reviews: Climate Change},
volume = {4},
pages = {373-396},
chapter = {373},
abstract = {<p>With climate change, an increasingly important focus of scientific and policy discourse, the Russian government has aimed to position the country as one of the leaders of the global process for addressing climate change. This article reviews a breadth of literature to analyze the politico-economic situation in Russia with regard to international climate change negotiations, related domestic policies, societal attitudes, and climatic change impacts on Russia&$#$39;s territory. The analysis demonstrates how Russia has a pivotal role in influencing the future direction of international climate change mitigation and adaptation. Not only is Russia predisposed geographically to the impacts of climate change, but also it is a major emitter of greenhouse gases and a global supplier of fossil fuels, and remains a major force in international politics. This unique confluence of circumstances leaves Russia with a challenging dilemma. It can choose to acquiesce to short-term political and economic considerations, adopt weak mitigation measures, and face potentially significant impacts. Or it can apply its considerable attributes and powers to initiate an epoch of international action to secure a low-carbon climate-resilient future. Although the former will see Russia subsumed into the international malaise on climate change, the latter may both quench the nation&$#$39;s ‘thirst for greatness’ and fill the void of international leadership.</p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@article{99b5ed85b2014cc7b5a2e2d96838173e,
title = {A one way ticket to carbon lock in please: the UK debate on aviation policy},
author = {F. R Wood and A. Bows and K Anderson},
issn = {1758-3012},
year  = {2012},
date = {2012-12-01},
journal = {Carbon Management},
volume = {3},
number = {6},
pages = {537–540},
publisher = {Taylor & Francis},
abstract = {The UK Climate Change Act 2008 requires Government to decide by the end of 2012, whether and how it will include international aviation emissions in the Act’s emission reduction framework. The decision will follow two public consultations and be announced within the context of a double dip recession and assertions that expanding aviation capacity will reinvigorate an ailing economy [1,2]. The additional greenhouse gas emissions from expansion, it is argued, will be minimised by the use of â€øeenvironmentally friendly planesâ€� incentivised through aviation’s recent inclusion in the EU’s Emissions Trading Scheme (EU ETS); any residual emissions would be offset through traded permits [101]. This article highlights how, given the difficulties of carrying out robust analysis on the economics around aviation, the presumption that further aviation growth is good for the economy is at best premature and may yet prove dangerously misleading. As it stands, the debate is ongoing as to whether investment in aviation generates returns over and above similar investment levels elsewhere in the UK economy. Any resilient decision on investment must heed the carbon intensity of the activity in generating such returns and the likely upwards trajectory of a carbon price.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@book{430f83c306ab4cce8926ce176dd2d5c8b,
title = {Shale Gas: a provisional assessment of climate change and environmental impacts.},
author = {R Wood and P Gilbert and M Sharmina and K Anderson},
year  = {2011},
date = {2011-01-01},
publisher = {Cooperative Group},
address = {United Kingdom},
abstract = {This report was commissioned by The Cooperative, for the Commons Select Committee (Energy and Climate Change Committee) inquiry into Shale Gas.},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@book{430f83c306ab4cce8926ce176dd2d5c8,
title = {Shale Gas: a provisional assessment of climate change and environmental impacts.},
author = {R Wood and P Gilbert and M Sharmina and K Anderson},
year  = {2011},
date = {2011-01-01},
publisher = {Cooperative Group},
address = {United Kingdom},
abstract = {This report was commissioned by The Cooperative, for the Commons Select Committee (Energy and Climate Change Committee) inquiry into Shale Gas.},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@article{1113,
title = {Shale gas: an updated assessment of environmental and climate change impacts},
author = {F Nicholls and S Glynn and J Broderick and K Anderson and R Wood and P Gilbert and M Sharmina and A Footitt},
url = {https://www.escholar.manchester.ac.uk/item/?pid=uk-ac-man-scw:156730},
year  = {2011},
date = {2011-01-01},
journal = {Manchester University},
abstract = {<p>(N/A)</p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

• https://www.escholar.manchester.ac.uk/item/?pid=uk-ac-man-scw:156730

@article{1061,
title = {Four degrees and beyond: the potential for a global temperature increase of four degrees and its implications},
author = {M New and D Liverman and H Schroeder and K Anderson},
year  = {2011},
date = {2011-01-01},
journal = {Philosophical Transactions of the Royal Society A},
volume = {369},
pages = {6-19},
chapter = {6},
abstract = {The 1992 UN Framework Convention on Climate Change commits signatories to preventing textquoteleftdangerous anthropogenic interference with the climate systemtextquoteright, leaving unspecified the level of global warming that is dangerous. In the late 1990s, a limit of 2textdegreeC global warming above preindustrial temperature was proposed as a textquoteleftguard railtextquoteright below which most of the dangerous climate impacts could be avoided. The 2009 Copenhagen Accord recognized the scientific view textquoteleftthat the increase in global temperature should be below 2 degrees Celsiustextquoteright despite growing views that this might be too high. At the same time, the continued rise in greenhouse gas emissions in the past decade and the delays in a comprehensive global emissions reduction agreement have made achieving this target extremely difficult, arguably impossible, raising the likelihood of global temperature rises of 3textdegreeC or 4textdegreeC within this century. Yet, there are few studies that assess the potential impacts and consequences of a warming of 4textdegreeC or greater in a systematic manner. Papers in this themed issue provide an initial picture of the challenges facing a world that warms by 4textdegreeC or more, and the difficulties ahead if warming is to be limited to 2textdegreeC with any reasonable certainty. Across many sectors—coastal cities, agriculture, water stress, ecosystems, migration—the impacts and adaptation challenges at 4textdegreeC will be larger than at 2textdegreeC. In some cases, such as farming in sub-Saharan Africa, a +4textdegreeC warming could result in the collapse of systems or require transformational adaptation out of systems, as we understand them today. The potential severity of impacts and the behavioural, institutional, societal and economic challenges involved in coping with these impacts argue for renewed efforts to reduce emissions, using all available mechanisms, to minimize the chances of high-end climate change. Yet at the same time, there is a need for accelerated and focused research that improves understanding of how the climate system might behave under a +4textdegreeC warming, what the impacts of such changes might be and how best to adapt to what would be unprecedented changes in the world we live in.},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@article{436,
title = {Beyond textquoterightdangeroustextquoteright climate change: Emission scenarios for a new world},
author = {K Anderson and Alice Larkin},
isbn = {1364503X},
year  = {2011},
date = {2011-01-01},
journal = {Philosophical Transactions of the Royal Society A: Mathematical, Physical and Engineering Sciences},
volume = {369},
pages = {20-44},
chapter = {20},
abstract = {<p>The Copenhagen Accord reiterates the international community&$#$39;s commitment to &$#$39;hold the increase in global temperature below 2 degrees Celsius&$#$39;. Yet its preferred focus on global emission peak dates and longer-term reduction targets without recourse to cumulative emission budgets belies seriously the scale and scope of mitigation necessary to meet such a commitment. Moreover the pivotal importance of emissions from non- Annex 1 nations in shaping available space for Annex 1 emission pathways received and continues to receive little attention. Building on previous studies this paper uses a cumulative emissions framing broken down to Annex 1 and non-Annex 1 nations to understand the implications of rapid emission growth in nations such as China and India for mitigation rates elsewhere. The analysis suggests that despite high-level statements to the contrary there is now little to no chance of maintaining the global mean surface temperature at or below 2° C. Moreover the impacts associated with 2° C have been revised upwards sufficiently so that 2° C now more appropriately represents the threshold between &$#$39;dangerous&$#$39; and &$#$39;extremely dangerous&$#$39; climate change. Ultimately the science of climate change allied with the emission scenarios for Annex 1 and non-Annex 1 nations suggests a radically different framing of the mitigation and adaptation challenge from that accompanying many other analyses particularly those directly informing policy. © 2011 The Royal Society.</p>},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@inbook{180,
title = {Aviation and its response to environmental pressure},
author = {Alice Larkin and K Anderson},
editor = {A Azapagic and R Clift and S Perdan and Wiley-Blackwell},
year  = {2011},
date = {2011-01-01},
booktitle = {Sustainable Development in Practice: Case studies for Engineers and Scientists},
keywords = {},
pubstate = {published},
tppubtype = {inbook}
}

@conference{02128a989b2a4e06b07ee5a617fe6426b,
title = {Contribution of Demand Management Interventions to Transport Emissions Savings [5th International Symposium on Travel Demand Management]},
author = {K Anderson and D Calverley and A Bows},
year  = {2010},
date = {2010-10-01},
note = {5th International Symposium on Travel Demand Management ; Conference date: 26-10-2010 Through 28-10-2010},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}

@conference{02128a989b2a4e06b07ee5a617fe6426,
title = {Contribution of Demand Management Interventions to Transport Emissions Savings [5th International Symposium on Travel Demand Management]},
author = {K Anderson and D Calverley and A Bows},
year  = {2010},
date = {2010-10-01},
note = {5th International Symposium on Travel Demand Management ; Conference date: 26-10-2010 Through 28-10-2010},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}

@inproceedings{83f66011f7cb45c4b8ae6c9fb473c827b,
title = {Transport Emissions Budgets},
author = {K Anderson and D Calverley and A Bows},
year  = {2010},
date = {2010-09-01},
booktitle = {host publication},
note = {Royal Geographical Society Annual Conference 2010 ; Conference date: 01-09-2010 Through 03-09-2010},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@inproceedings{83f66011f7cb45c4b8ae6c9fb473c827,
title = {Transport Emissions Budgets},
author = {K Anderson and D Calverley and A Bows},
year  = {2010},
date = {2010-09-01},
booktitle = {host publication},
note = {Royal Geographical Society Annual Conference 2010 ; Conference date: 01-09-2010 Through 03-09-2010},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@article{1430,
title = {The impact of including the emissions from aviation in greenhouse gas emission reduction baselines},
author = {R Wood and Alice Larkin and K Anderson},
year  = {2010},
date = {2010-01-01},
journal = {Transport Policy},
volume = {17},
number = {4},
chapter = {206},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@article{1432,
title = {Apportioning aviation CO2 emissions to regional administrations for monitoring and target setting},
author = {FR Wood and Alice Larkin and K Anderson},
year  = {2010},
date = {2010-01-01},
journal = {Transport Policy},
volume = {17},
pages = {206-215},
chapter = {4},
abstract = {N/A},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@book{bbca6ed86b1e4b3584fb0f75ca3830ceb,
title = {Towards a 2°C future: Emission Reduction Scenarios for Wales [Report for Climate Change Commission, Welsh Assembly Government]},
author = {D Calverley and R Wood and S Mander and K Anderson},
year  = {2009},
date = {2009-12-01},
publisher = {Tyndall Centre},
address = {United Kingdom},
series = {Climate Change Commission - Welsh Assembly Government},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@book{bbca6ed86b1e4b3584fb0f75ca3830ce,
title = {Towards a 2°C future: Emission Reduction Scenarios for Wales [Report for Climate Change Commission, Welsh Assembly Government]},
author = {D Calverley and R Wood and S Mander and K Anderson},
year  = {2009},
date = {2009-12-01},
publisher = {Tyndall Centre},
address = {United Kingdom},
series = {Climate Change Commission - Welsh Assembly Government},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@book{26bc16bd64fc4dabba884939256f41dab,
title = {Aviation in the North West: A research report for the Joule Centre},
author = {R Wood and M Bleda and S Randles and K Anderson and A Bows and A Foottit},
year  = {2009},
date = {2009-11-01},
publisher = {University of Manchester, The Joule Centre for energy Research and Development},
address = {United Kingdom},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@book{26bc16bd64fc4dabba884939256f41da,
title = {Aviation in the North West: A research report for the Joule Centre},
author = {R Wood and M Bleda and S Randles and K Anderson and A Bows and A Foottit},
year  = {2009},
date = {2009-11-01},
publisher = {University of Manchester, The Joule Centre for energy Research and Development},
address = {United Kingdom},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@inproceedings{1c6bdcad594d4e83a8efc73a7e006ebe,
title = {Apportioning aviation CO2 emissions to regional administrations for monitoring and target setting},
author = {Alice Bows-Larkin and F. R. Wood and A. Bows and K Anderson},
year  = {2009},
date = {2009-10-05},
booktitle = {host publication},
publisher = {Association for European Transport},
address = {Belgium},
abstract = {The aim of this paper is to provide an overview of the different CO2 allocation options that can be used to divide emissions from aviation between sub-national administrative areas. Emissions from aviation, both domestic and international, represent a growing proportion of the UK’s CO2 emissions, yet only domestic aviation emissions are included in UK’s emission reduction targets and even these emissions are rarely included in the inventories and reduction strategies of sub national administrations. At present there is not a widely accepted method of how emissions from both international and domestic aviation should be fairly attributed between countries and sub- national areas. One reason for this is that airports often serve customers from countries and areas other than their locality. This is compounded by the stance often taken by administrative bodies that emissions from aviation is ‘outside’ of their control and is a matter for ‘international’ agreement rather than national or sub-national action. While not accepting any level of responsibility for the emissions, the same bodies often provide economic support for airport (and thus aviation) development and expansion as well as aerospace manufacturers with the argument that aviation is integral to the continuing economic development of the area and nation as a whole. One of the principles behind the carbon budgeting approach proposed to deliver atmospheric stabilisation of CO2 equivalence at a level to avoid dangerous climate change is that all sources of greenhouse gas emissions must be included in the budget. Therefore, omitting (growing) aviation emissions from any budget will inevitably lead to budget overspend and thus miss the target for atmospheric stabilisation and the avoidance of dangerous climate change. It is important therefore to ensure that all aviation emissions are allocated between sub-national (and national) administrations for budgeting purposes. The administration is then able to fully appreciate the emission reductions necessary to meet their agreed targets, offsetting growth in aviation emissions with savings from other sectors if necessary. There are a number of methodologies proposed for the allocation of international aviation emissions to countries8; this study assesses their suitability for allocating both domestic and international aviation emissions to sub-national areas. The paper provides the data implications, advantages and disadvantages of each method and suggests practical developments for use at a sub-national scale. The allocation methods can be used firstly as a baseline to assess the contribution of aviation to the region’s carbon footprint, to design cross-sectoral greenhouse gas mitigation strategies and to monitor the success of future methods which seek to mitigate growth in CO2 emissions taken international, national and sub-national levels.},
note = {European Transport Conference 2009 ; Conference date: 05-10-2009 Through 07-10-2009},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@inproceedings{4d1c904d54644d40ac356c6a842e883bb,
title = {Apportioning Aviation CO2 Emissions to Regional Administrations for Monitoring and Target Setting},
author = {R Wood and A Bows and K Anderson},
year  = {2009},
date = {2009-10-01},
booktitle = {host publication},
note = {European Transport Conference ; Conference date: 05-10-2010 Through 07-10-2010},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@inproceedings{4d1c904d54644d40ac356c6a842e883b,
title = {Apportioning Aviation CO2 Emissions to Regional Administrations for Monitoring and Target Setting},
author = {R Wood and A Bows and K Anderson},
year  = {2009},
date = {2009-10-01},
booktitle = {host publication},
note = {European Transport Conference ; Conference date: 05-10-2010 Through 07-10-2010},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@conference{6a277e0dc8b54307ac58215b5988c21cb,
title = {Global Emission Pathways: A fair deal for Non-Annex 1 nations – what’s left for Annex 1?},
author = {K Anderson and A Bows},
year  = {2009},
date = {2009-09-30},
note = {4 Degrees and Beyond International Climate Conference ; Conference date: 28-09-2009 Through 30-09-2009},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}

@conference{6a277e0dc8b54307ac58215b5988c21c,
title = {Global Emission Pathways: A fair deal for Non-Annex 1 nations – what’s left for Annex 1?},
author = {K Anderson and A Bows},
year  = {2009},
date = {2009-09-30},
note = {4 Degrees and Beyond International Climate Conference ; Conference date: 28-09-2009 Through 30-09-2009},
keywords = {},
pubstate = {published},
tppubtype = {conference}
}

@inproceedings{e36000a5380340b9963a45e5481464ffb,
title = {Annex 1 / Non-Annex 1 Emissions: Implications for Global Greenhouse Gas Trends},
author = {K Anderson and A Bows and R Shrestha and B. I. Ouedraogo},
year  = {2009},
date = {2009-09-01},
booktitle = {host publication},
note = {8th International Carbon Dioxide Conference ; Conference date: 13-09-2009 Through 19-09-2009},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@inproceedings{e36000a5380340b9963a45e5481464ff,
title = {Annex 1 / Non-Annex 1 Emissions: Implications for Global Greenhouse Gas Trends},
author = {K Anderson and A Bows and R Shrestha and B. I. Ouedraogo},
year  = {2009},
date = {2009-09-01},
booktitle = {host publication},
note = {8th International Carbon Dioxide Conference ; Conference date: 13-09-2009 Through 19-09-2009},
keywords = {},
pubstate = {published},
tppubtype = {inproceedings}
}

@book{4d21f91d69254b2c990644d1edc498deb,
title = {Oral Submission on the UK Climate Change Act and Committee Report},
author = {K Anderson and A Bows},
year  = {2009},
date = {2009-03-01},
publisher = {Parliament Select Committee},
address = {United Kingdom},
series = {Environmental Audit Committee , March 2009},
keywords = {},
pubstate = {published},
tppubtype = {book}
}

@inproceedings{3c1d757e38544c0a847fc58fb972c623b,
title = {Climate change and carbon budgets: implications for international transport},
author = {Alice Bows-Larkin and K Anderson},
year  = {2009},
date = {2009-03-01},
booktitle = {host publication},
note = {Scientific Congress on Climate Change ; Conference date: 10-03-2009 Through 12-03-2009},
keywords = {},
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tppubtype = {inproceedings}
}

@book{4d21f91d69254b2c990644d1edc498de,
title = {Oral Submission on the UK Climate Change Act and Committee Report},
author = {K Anderson and A Bows},
year  = {2009},
date = {2009-03-01},
publisher = {Parliament Select Committee},
address = {United Kingdom},
series = {Environmental Audit Committee , March 2009},
keywords = {},
pubstate = {published},
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@inproceedings{3c1d757e38544c0a847fc58fb972c623,
title = {Climate change and carbon budgets: implications for international transport},
author = {Alice Bows-Larkin and K Anderson},
year  = {2009},
date = {2009-03-01},
booktitle = {host publication},
note = {Scientific Congress on Climate Change ; Conference date: 10-03-2009 Through 12-03-2009},
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pubstate = {published},
tppubtype = {inproceedings}
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@article{abd5ba8768f345cdb9fafa80e7f731e7,
title = {Updated: Aviation Policy Options for not Exceeding the EU +2C Threshold in Public Policy & Air Transport},
author = {P Upham and A Bows and K Anderson and J Broderick},
year  = {2009},
date = {2009-03-01},
journal = {Aerlines Magazine},
pages = {1–4},
publisher = {Aerius},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@inbook{06f545ea05c54ae2b5aff78d4e15dca3b,
title = {Aviation in a Low Carbon EU},
author = {K Anderson and A Bows and G Stefan Gössling and Paul Upham},
year  = {2009},
date = {2009-01-01},
booktitle = {Climate Change and Aviation},
publisher = {Earthscan},
address = {United Kingdom},
keywords = {},
pubstate = {published},
tppubtype = {inbook}
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@book{41ea543eb4cc41969a714444be4ad4ccb,
title = {Aviation in a Low Carbon EU, Climate Change and Aviation},
author = {K Anderson and A. Bows},
year  = {2009},
date = {2009-01-01},
publisher = {Earthscan},
address = {United Kingdom},
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@book{41ea543eb4cc41969a714444be4ad4cc,
title = {Aviation in a Low Carbon EU, Climate Change and Aviation},
author = {K Anderson and A. Bows},
year  = {2009},
date = {2009-01-01},
publisher = {Earthscan},
address = {United Kingdom},
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@inbook{06f545ea05c54ae2b5aff78d4e15dca3,
title = {Aviation in a Low Carbon EU},
author = {K Anderson and A Bows and G Stefan Gössling and Paul Upham},
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date = {2009-01-01},
booktitle = {Climate Change and Aviation},
publisher = {Earthscan},
address = {United Kingdom},
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@article{1059,
title = {Mind the gap: Policy makers must mitigate for 2textdegreeC but plan for 4textdegreeC},
author = {M New and D Liverman and K Anderson},
year  = {2009},
date = {2009-01-01},
journal = {Nature Reports},
volume = {3},
keywords = {},
pubstate = {published},
tppubtype = {article}
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@article{1058,
title = {Mind the gap},
author = {M New and D Liverman and K Anderson},
year  = {2009},
date = {2009-01-01},
journal = {Nature (Reports Climate Change)},
volume = {1},
pages = {143-144},
chapter = {143},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@article{516,
title = {Aviation in turbulent times},
author = {Alice Larkin and K Anderson and S Mander},
year  = {2009},
date = {2009-01-01},
journal = {Technology Analysis & Strategic Management},
volume = {21},
pages = {17-37},
chapter = {17},
keywords = {},
pubstate = {published},
tppubtype = {article}
}

@inbook{179b,
title = {Aviation in a Low-carbon EU},
author = {Alice Larkin and K Anderson},
editor = {S Gossling and P Upham},
year  = {2009},
date = {2009-01-01},
booktitle = {Climate Change and Aviation: Issues, Challenges and Solutions},
publisher = {Earthscan Ltd},
address = {London},
chapter = {4},
organization = {Earthscan Ltd},
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@book{339,
title = {Aviation and Climate Change: Lessons for European Policy},
author = {Alice Larkin and K Anderson and P Upham},
year  = {2009},
date = {2009-01-01},
pages = {146},
publisher = {Routledge},
address = {New York},
organization = {Routledge},
keywords = {},
pubstate = {published},
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}

@article{518,
title = {Air Transport, Climate Change and Tourism},
author = {Alice Larkin and K Anderson and P Peeters},
year  = {2009},
date = {2009-01-01},
journal = {Tourism and Hospitality Planning and Development},
volume = {6},
pages = {7-20},
chapter = {7},
keywords = {},
pubstate = {published},
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}