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Public engagement and participation are best understood as fluid and evolving categories that embrace the many ways in which citizens collaborate on, intervene in, oppose or deliberate over matters that concern them. In recent years the role that the public occupies in climate action debates has expanded and has given rise to new knowledge co-creation practices and deliberative decision-making processes. It is increasingly acknowledged that meaningful public engagement in climate action requires well-informed, equal and inclusive processes. There is a compelling body of work internationally in support of embedding deliberative democratic practices more deeply to strengthen public engagement. In this report we explore some of these innovative practices and processes, and present the main findings from the project 'Engaging, Envisioning, and Co-Producing Pathways for a Low Carbon, Climate Resilient Ireland (Imagining2050)', which was funded by the Environmental Protection Agency (EPA) and co-funded by the Sustainable Energy Authority of Ireland (SEAI). The aim of the project was to engage with civil society using innovative co-creation and deliberative approaches, and test these approaches, to explore and consolidate future visions of and pathways to a low-carbon and climate-resilient future in Ireland.

Barriers to the development of renewable energy generally involve non-technical as well as technical challenges, that are dynamic and context dependent. In the case of opposition to large-scale wind energy and overhead transmission lines for example, existing research reveals a complex and diverse range of conditions that shape public perception. However, conventional engineering practices tend to focus on least cost techno-economic evaluation methods such as cost benefit analysis. Here we use the case study example of Ireland’s North-South interconnector project to demonstrate how a narrow focus on techno- economic analysis resulted in failure to adequately incorporate broader socio-political considerations. It demonstrates that the primarily technocentric worldview, which largely pervades engineering teaching and practices, can cause tensions and inertia, slowing the rate of progress along the low carbon transition. This, we argue, points to the need for a cultural / ethos change in engineering education and practice. Engineers should be encouraged and educated to broaden their perspectives and take a more reflective / pragmatic approach to engineering challenges that embraces the diversity of worldviews within our society. We hypothesise that the clear (and necessary) emphasis within engineering curricula on solving purely technical / mathematical problems may foster a reductionist hubris in engineering practice. To address this, contemporary fit-for-purpose curricula necessitate the inclusion of coursework that considers broader societal complexities, including so-called ‘wicked problems’ such as infrastructure projects, which involve placing engineering solutions in broader societal contexts.

This paper applies a data set of passenger kilometre transport demand by trip-purpose, mode type and tripdistance based on the outcomes of a National Travel Survey. The Irish Passenger Transport Emissions and Mobility (IPTEM) model enables a system-wide perspective on various measures which could be introduced to reduce passenger transport emissions. Combined with the LEAP Ireland 2050 energy systems simulation model, the carbon abatement potential of trip-purpose based policies, modal shift policies and technology improvements in public transport can be assessed. The results indicate that significant savings can be achieved from modal shift in Ireland, and that trip-purpose based targets and policies have a relevance in the effort to reduce Ireland’s energy related transport CO2 emissions. The active mode scenarios, which focus on increased walking and cycling achieve a 0.2 – 1 MTCO2 reduction in annual passenger transport emissions in 2030. The range of public transport scenarios, inspired by targets set out by the Irish Government’s Climate Action Plan achieve a between 0.001 – 0.3 MTCO2 reduction in annual passenger transport emissions in 2030. In addition, traffic camera data is used to model the impact of COVID-19 travel restrictions on transport CO2 emissions. The calculated reduction in transport CO2 emissions is 3.9 MTCO2 for 2020 and 2021. This study highlights the importance of factoring modal shift, trip distance and trip purpose into scenario analysis for transport emissions reduction, as it provides a framework for looking beyond only improving technologies in private vehicle transport.

Decarbonizing the power sector is a necessary step towards a low-carbon future. Interconnecting power systems on different continents could be a method to contribute to such a future, by utilizing highly efficient renewable resources around the globe, while simultaneously providing additional benefits of power system integration. In this paper, we describe the process of constructing and simulating a global interconnected power system model with high technical and temporal resolution. Being the first of its kind on the global scale, this paper is designed to showcase the proof of concept as an intermediate step to a high resolution global model, by integrating an existing European power system model with the North-American continent. The work to date has been focused on testing the methodology and building up necessary knowledge to realistically simulate the functionality of a possible future global grid. Some initial results are analysed to support the viability of the model and the concept in general. Furthermore, key factors influencing the development and optimal performance of the global interconnected power system model are identified. Keywords: Power system modelling, Dispatch modelling, Renewables, Global grid, Intercontinental interconnectors

This paper builds a model to estimate current car fleet energy consumption in Andorra and forecasts such consumption as a reference scenario. It shows how a useful modelling tool can be developed and applied in the absence of significant data. The base-year model is built through a bottom-up methodology using vehicle registration and technical inspection data. The model forecasts energy consumption up to 2050, taking into account the fleet structure, the car survival profile, trends in activity of the various car categories, and the fuel price and income elasticities that affect car stock and total fleet activity. It provides an initial estimate of private car energy demand in Andorra and charts a baseline scenario that describes a hypothetical future based on historical trends. A local sensitivity analysis is conducted to determine the most sensitive input parameters and study the effect of its variability. In addition, four scenarios are built to represent the largest expected variability in the results with respect to the reference scenario and provide a broad estimate of potential energy savings related to different policy strategies

Ireland faces very challenging short-term targets in the period to 2020 arising from EU obligations that are specified in EU Directives and Decisions. In addition to these short-term targets, the EU has committed to a long-term greenhouse gas (GHG) emissions reduction of 80–95% below 1990 levels by 2050, and will require Member States to participate in effort-sharing to deliver deep emissions cuts. Policy-makers require comprehensive, robust, knowledge-based information to inform their decisions on how to meet these targets in a manner that will most benefit the Irish economy. This project draws on and contributes to the wealth of international energy-systems modelling research activity. It involved building, developing, calibrating, testing and running a (partial equilibrium) energysystems optimisation model for Ireland – the Irish TIMES model. The model was developed by University College Cork in collaboration with the Economic and Social Research Institute, E4SMA and KanORS over the period March 2009–November 2011. The real value of the Irish TIMES model is in the new insights it gives into some of the key challenges and decisions facing Ireland in energy and climate policy. The Irish TIMES model provides a means of assessing the implications of alternative future energy system pathways for: (i) the Irish economy (technology choices, prices, output, etc.), (ii) Ireland’s energy mix and energy dependence, and (iii) the environment. It is used in this project to assess the implications of emerging technologies and of mobilising alternative policy choices, such as meeting renewable energy targets and carbonmitigation strategies. The two key new perspectives this research project gives are: (i) a full energy-systems modelling approach and (ii) a focus on the medium term (to 2050) as well as the short term (to 2020). The scenario results respond directly to a number of key policy questions that could not be readily addressed before this model was developed. These relate to Ireland’s targets for: (i) renewable energy to 2020, (ii) GHG reduction to 2020 and (iii) long-term GHG emissions reduction to 2050. The results point to: 1 Alternative pathways for renewable energy to that currently being followed under Ireland’s National Renewable Energy Action Plan (NREAP); 2 The need to urgently reassess Ireland’s renewable energy policies in light of the non-ETS emissions reduction target; 3 A particular focus on renewable heat, renewable transport and electrification of heat, in contrast to the current dominant focus on wind-generated electricity; 4 The impacts of imposing a higher emissions reduction target on Ireland’s energy system to compensate for limited mitigation options in agriculture; 5 The significant challenges in moving to a lowcarbon economy in 2050 with renewable energy accounting for 65–85% of energy supply (compared with 6.5% in 2011); 6 Electrification of heat in particular but also of transport, resulting in the share of energy use delivered by electricity increasing from 18% currently to 31–47% of energy use in 2050.

Under EU Directive 2009/28/EC on Renewable Energy each Member State is mandated to ensure that 10% of transport energy (excluding aviation and marine transport) comes from renewable sources by 2020. The Irish Government intends to achieve this target with a number of policies including an increase in the use of biofuels in transport by 3% by 2010 and ensuring that 10% of all vehicles in the transport fleet are powered by electricity by 2020. Electric vehicles (EVs) do not emit exhaust fumes in the same manner as traditional internal combustion engine (ICE) vehicles. The optimal benefits of EVs can only be truly achieved if EVs are deployed effectively, so that exhaust pipe gaseous emissions are not fully displaced to the electricity sector. This paper examines the potential contributions that Plug in Hybrid Electric Vehicles can make in reducing carbon dioxide. The paper presents the results of the generation expansion model for Northern Ireland and the Republic of Ireland built using the dynamic programming based long term generation expansion planning tool called the Wien Automatic System Planning IV tool. The model optimizes power dispatch using hourly electricity demand curves for each year up to 2020, while incorporating generator characteristics and certain operational requirements such as energy not served and loss of load probability while satisfying constraints on environmental emissions, fuel availability and generator operational and maintenance costs. In order to simulate the effect of PHEV, two distinct charging scenarios are applied based on a peak tariff and an off peak tariff. The importance and influence of the charging regime on the amount of energy used and gaseous emissions displaced is determined and briefly discussed.

The importance of quantifying energy savings and improvement in energy efficiency for each sector of the economy is now widely recognized in order to demonstrate progress towards targets and compliance with legal obligations. The focus of this paper is specifically on evaluating energy efficiency in transport using the ODEX methodology. More detailed data has recently become available on transport energy trends and the underlying factors that allow the authors improve the calculation of Ireland’s transport ODEX. Through data mining of administrative databases mileage, volume, age, engine type and size data are available at a disaggregated level for each mode of road transport. In particular this paper examines private car energy efficiency, quantifying the change arising from improved data. There was an overall slight improvement (0.71 percentage points) in the Irish private car ODEX when both proposed changes of using MJ/km as the unit consumption measure and modeling the stock by vintage were applied. The overall effect of the revised transport ODEX calculation does not show a significant increase in energy savings associated with the value of the ODEX indicator (0.82%). However the purpose was to improve the methodology of how the ODEX was being calculated, not necessarily increasing the savings.

In 2008, renewable energy accounted for less than 1% of final energy consumption in the Irish transport sector. In order to increase this share to 10% by 2020 as required under EU directive 2009/28/EC, the Irish government has introduced two specific measures: 10% of the transport fleet is to be powered by electricity by 2020, and an obligation on road transport fuel suppliers that biofuels account for a certain portion of their fuel sales. This study forecasts the impact of these existing measures towards meeting the 10% RES-T target by 2020, focussing on private car transport. The methodology presented is derived from a forecast of private car fuel demand based on a technological stock model of Ireland’s fleet. This paper demonstrates the use of this as a tool firstly as an energy forecasting technique and secondly as a method for evaluating the effects of policy measures on the technological composition and consequent renewable energy demand and related CO2emissions of private cars. Technological scenarios examined in this light are electric vehicles, compressed natural gas vehicles and biofuel blending

In 2009 the European Union (EU) Directive on Renewable Energy placed an obligation on each Member State to ensure that 10% of transport energy (excluding aviation and marine transport) come from renewable sources by 2020. The Irish Government intends to achieve part of this target by making sure that 10% of all vehicles in its transport fleet are powered by electricity by 2020. Stakeholder groups include but are not limited to policy makers, the public, regulatory bodies, participants in the electricity retail market, the transmission and distribution system grid operators, the automotive industry, private enterprise, civil engineers, electrical engineers, electricians, architects, builders, building owners, building developers, building managers, fleet managers and EV owners. Currently it appears both internationally and Nationally the automotive industry is focused on EV manufacture, governments and policy makers have highlighted the potential environmental and job creation opportunities while the electricity sector is preparing for an additional electrical load on the grid system. The focus of this paper is to produce an international EV roadmap. A review of current international best practice and guidelines under consideration or recommended is presented. An update on any EV infrastructure charging equipment standards is also provided. Finally the regulatory modifications to existing National legislation as well as additional infrastructure items which may need control via new regulations are identified.