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Six innovative ways to float skyscraper-sized wind turbines

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Yes, you read that right – float. You may have seen a wind turbine in the sea before, but chances are you were looking at a “fixed” turbine – that is, one that sits on top of a foundation drilled into the seabed. For the new frontier of offshore wind power, the focus is on floating wind turbines. In this case, the turbines are supported by floating structures that bob and sway in response to waves and wind and are moored with chains and anchored to the seafloor.

This is becoming the focus of the sector for the simple reason that most wind blows above deep water, where building fixed platforms would be too expensive or simply impossible. Designing these new floating platforms is a true engineering challenge, and is a focus of my academic research.

These wind turbines are enormous, reaching up to 240m tall – about the size of a skyscraper. Since they are so tall, strong winds far above the sea surface tend to make the turbine want to tilt, so platform designs focus on minimising this tilt while still being cost-competitive with other forms of energy.

There are more than 100 ideas for platform designs, but we can broadly group them into the following six categories:

1. Spar

Spars are narrow, deep platforms with weight added to the bottom to counteract the wind force (this is called “ballast”). They are usually relatively easy to make because they normally consist of just one cylinder.

However, they can extend 100 metres or more underwater, which means they can’t be deployed in normal docks which are not deep enough. Specialist installation procedures are required to install the turbine once the platform has been towed into deep water.

2. Barge

Barges are wide, shallow platforms that use buoyancy far from the centre of the structure to counteract the wind force on the tower. As they usually extend less than 10 metres underwater, they do not need any specialist deep-water docks or installation vessels.

However, they can be difficult to make because the platform is usually a single, large unit with a complex shape.

3. Tension-leg platform

Tension-leg platforms, or TLPs, use taut mooring lines to connect the platform to the seabed and stop the turbine from tilting in the wind.

These platforms are usually smaller and lighter than the other types, which makes them easier to fit at a standard port. Also, their seabed “footprint” is small due to the taut lines.

However, the platforms are usually not stable until attached to their mooring lines, meaning that a special towing and installation solution is required.

4. Semi-submersible

Semi-submersibles consist of three, four or five connected vertical cylinders, with the turbine in the middle or above one of the columns. The platform utilises buoyancy far from the centre (similar to the barge) and ballast at the base of each column (similar to the spar).

Like barges, semi-submersibles do not require specialist tow-out equipment and work for a wide range of water depths. Manufacturing is again a challenge.

5. Combination-type

The four categories above are the more “traditional” platforms, influenced by their predecessors in the oil and gas industry. Since the 1960s, floating platforms have meant huge oil rigs can access deeper water sites (the deepest is over 2,000m). Most of these oil rigs in deep water are either semi-submersibles, anchored to the seabed with chains, or TLPs, connected to the seabed with taut cables.

More recently, there has been a trend towards platforms more specialised to floating wind. Specifically, some use a combination of the stability mechanisms, taking advantages from each of the previous designs.

For example, “lowerable ballast” platforms look like traditional semi-submersible or barge platforms, but with a weight hanging from from taut cables.

During turbine installation at the port and tow-out, the weight is raised, so that a traditional (non-deep) dock can be used and no specialist equipment is needed. At the site of installation, the weight is lowered and the platform gets extra stability from a low centre of mass.

Other designs use the benefits of stability from taut mooring lines (similar to a TLP) but are designed to be stable during tow-out and so don’t need a special installation vessel. For example, the picture below shows the X1 Wind platform:

The taut mooring lines are attached to a single column, which is installed initially. The rest of the platform, which is self-stable, is then towed out and connected to the pre-installed column with the taut mooring lines. The platform uses the extra stability from the mooring lines but without the tow-out instability typical of TLPs.

6. Hybrid platforms

These platforms add another type of renewable energy, most commonly a wave energy converter. This increases the overall amount of energy generated, and reduces costs as power cables, maintenance and other infrastructure can be shared.

A wave energy converter also reduces platform motion, which in turn increases the power performance from the turbine.

Room for improvement

Four floating offshore wind farms have already been built, the largest of which was opened in 2023 off the coast of Norway. Two of these farms use the Hywind spar design and two use the WindFloat semi-submersible.

There have been 18 other platform designs to reach at-sea testing, including at least one of each of the categories described above. Some have plans to build floating farms in the next few years, and additional early-stage designs have plans to deploy their own prototype devices in the near future.

Interestingly, platforms are actually diverging in design. After many years, wind turbines have mostly converged on the three-bladed design that you see today, but there has been no such convergence yet on a consensus “best” floating platform. This suggests significant improvements are still possible, especially in terms of reducing motion and decreasing cost.


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People Hate the Idea of Car-Free Cities—Until They Live in One

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London had a problem. In 2016, more than 2 million of the city’s residents—roughly a quarter of its population—lived in areas with illegal levels of air pollution; areas that also contained nearly 500 of the city’s schools. That same air pollution was prematurely killing as many as 36,000 people a year. Much of it was coming from transport: a quarter of the city’s carbon emissions were from moving people and goods, with three-quarters of that emitted by road traffic.

But in the years since, carbon emissions have fallen. There’s also been a 94 percent reduction in the number of people living in areas with illegal levels of nitrogen dioxide, a pollutant that causes lung damage. The reason? London has spent years and millions of pounds reducing the number of motorists in the city.

It’s far from alone. From Oslo to Hamburg and Ljubljana to Helsinki, cities across Europe have started working to reduce their road traffic in an effort to curb air pollution and climate change.

But while it’s certainly having an impact (Ljubljana, one of the earliest places to transition away from cars, has seen sizable reductions in carbon emissions and air pollution), going car-free is a lot harder than it seems. Not only has it led to politicians and urban planners facing death threats and being doxxed, it has forced them to rethink the entire basis of city life.

London’s car-reduction policies come in a variety of forms. There are charges for dirtier vehicles and for driving into the city center. Road layouts in residential areas have been redesigned, with one-way systems and bollards, barriers, and planters used to reduce through-traffic (creating what are known as “low-traffic neighborhoods”—or LTNs). And schemes to get more people cycling and using public transport have been introduced. The city has avoided the kind of outright car bans seen elsewhere in Europe, such as in Copenhagen, but nevertheless things have changed.

“The level of traffic reduction is transformative, and it’s throughout the whole day,” says Claire Holland, leader of the council in Lambeth, a borough in south London. Lambeth now sees 25,000 fewer daily car journeys than before its LTN scheme was put in place in 2020, even after adjusting for the impact of the pandemic. Meanwhile, there was a 40 percent increase in cycling and similar rises in walking and scooting over that same period.

What seems to work best is a carrot-and-stick approach—creating positive reasons to take a bus or to cycle rather than just making driving harder. “In crowded urban areas, you can’t just make buses better if those buses are still always stuck in car traffic,” says Rachel Aldred, professor of transport at the University of Westminster and director of its Active Travel Academy. “The academic evidence suggests that a mixture of positive and negative characteristics is more effective than either on their own.”

For countries looking to cut emissions, cars are an obvious target. They make up a big proportion of a country’s carbon footprint, accounting for one-fifth of all emissions across the European Union. Of course, urban driving doesn’t make up the majority of a country’s car use, but the kind of short journeys taken when driving in the city are some of the most obviously wasteful, making cities an ideal place to start if you’re looking to get people out from behind the wheel. That, and the fact that many city residents are already car-less (just 40 percent of people in Lambeth own cars, for example) and that cities tend to have better public transport alternatives than elsewhere.

Plus, traffic-reduction programmes also have impacts beyond reducing air pollution and carbon emissions. In cities like Oslo and Helsinki, thanks to car-reduction policies, entire years have passed without a single road traffic death. It’s even been suggested that needing less parking could free up space to help ease the chronic housing shortage felt in so many cities.

But as effective as policies to end or reduce urban car use have been, they’ve almost universally faced huge opposition. When Oslo proposed in 2017 that its city center should be car-free, the backlash saw the idea branded as a “Berlin Wall against motorists.” The plan ended up being downgraded into a less ambitious scheme consisting of smaller changes, like removing car parking and building cycle lanes to try to lower the number of vehicles.

In London, the introduction of LTNs has also led to a massive backlash. In the east London borough of Hackney, one councilor and his family were sent death threats due to their support for the programme. Bollards were regularly graffitied, while pro-LTN activists were accused of “social cleansing.” It was suggested that low-traffic areas would drive up house prices and leave the only affordable accommodation on unprotected roads. “It became very intimidating,” says Holland. “I had my address tweeted out twice, with sort of veiled threats from people who didn’t even live in the borough saying that we knew they knew where I lived.”

Part of that response is a testament to how much our cities, and by extension, our lives are designed around cars. In the US, between 50 and 60 percent of the downtowns of many cities are dedicated to parking alone. While in the UK that figure tends to be smaller, designing streets to be accessible to a never-ending stream of traffic has been the central concern of most urban planning since the Second World War. It’s what led to the huge sprawl of identikit suburban housing on the outskirts of cities like London, each sporting its own driveway and ample road access.

“If you propose this idea to the average American, the response is: if you take my car away from me, I will die,” says J. H. Crawford, the author of the book Carfree Cities and a leading figure in the movement to end urban car use. “If you do that overnight, without making any other provisions, that’s actually approximately correct.” Having the right alternatives to cars is therefore vital to reducing city traffic.

And any attempts to reduce urban car use tend to do better when designed from the bottom up. Barcelona’s “superblocks” programme, which takes sets of nine blocks within its grid system and limits cars to the roads around the outside of the set (as well as reducing speed limits and removing on-street parking) was shaped by having resident input on every stage of the process, from design to implementation. Early indicators suggest the policy has been wildly popular with residents, has seen nitrogen dioxide air pollution fall by 25 percent in some areas, and will prevent an estimated 667 premature deaths each year, saving an estimated 1.7 billion euros.

When it comes to design, there’s also the question of access. Whether it’s emergency services needing to get in or small businesses awaiting deliveries, there’s an important amount of “last mile” traffic—transport that gets people or things to the actual end point of their journey—that is vital to sustaining an urban area. If you want to reduce traffic, you have to work around that and think of alternative solutions—such as allowing emergency vehicles access to pedestrianized areas, or even using automatic number plate recognition to exempt emergency vehicles from the camera checks that are used to police through-traffic in LTNs (which is what Lambeth is doing, Holland says).

But even then, it’s often just hard to convince people an entirely different city layout is possible. Getting people to accept that how they live alongside cars can be changed—say, with an LTN—takes time. But government surveys of the UK’s recently implemented LTNs have indicated that support from residents for such schemes increases over time. “If you start seeing more and more of those kinds of things, things become thinkable,” explains Aldred. If you start unpicking the idea that car use can’t be changed, “it starts to become possible to do more and more things without cars for people.”

The other issue is that, to put it simply, cars are never just cars. They’re interwoven into our culture and consumption as symbols of affluence, independence, and success, and the aspiration to achieve those things in future. “A man who, beyond the age of 26, finds himself on a bus can count himself a failure,” the British prime minister Margaret Thatcher reportedly once said. “That’s how we got in this mess in the first place, though,” says Crawford. “Everybody saw that the rich people were driving cars, and they wanted to too.”

That divide goes some way to explaining why the opposition to car-reduction schemes is often so extreme and can devolve into a “culture war”—which is what Holland has found in her experience with LTNs. But that struggle also outlines an important fact about car-free urban areas—that once cities make the decision to reduce or remove cars, they rarely go back. No one I spoke to for this piece could name a recent sizable pedestrianization or traffic-reduction scheme that had been reversed once it had been given time to have an effect.

Many of the cities that pioneered reducing car use—like Copenhagen in the 1970s—are rated today as some of the best places to live in the world. Even with London’s experimental and often unpopular LTN scheme, 100 of the 130 low-traffic areas created have been kept in place, Aldred says.

“Generally speaking, if a sensible program is adopted to really reduce or eliminate car usage in a central urban area, it seems to stick,” says Crawford. “If you go back a year or two later, people will just say: well, this is the best thing we ever did.”


Reaching net zero emissions by 2050 will require innovative solutions at a global scale. In this series, in partnership with the Rolex Perpetual Planet initiative, WIRED highlights individuals and communities working to solve some of our most pressing environmental challenges. It’s produced in partnership with Rolex but all content is editorially independent. Find out more.

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UK spends least among major European economies on low-carbon energy policy, study shows

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The UK spends less on low-carbon energy policy than any other major European economy, analysis has shown, despite evidence that such spending could lower household bills and increase economic growth more than the tax cuts the government has planned.

Spending on low-carbon measures for the three years from April 2020 to the end of April 2023 was about $33.3bn (£26.2bn) in total for the UK, the lowest out of the top five European economies, according to an analysis by Greenpeace of data from the International Energy Agency.

Italy topped the table for western European economies, having spent $111bn in the period. Germany spent $92.7bn, France $64.5bn and Spain about $51.3bn.

The data includes spending on electricity networks, energy efficiency, innovation on fuels and technology, low-carbon and efficient transport and low-carbon electricity.

In addition to spending on these measures, all the countries spent substantial amounts on holding down energy bills for households, in many cases more than was spent on low-carbon measures. The UK spent about $42bn on energy affordability in the period, through measures such as the energy bills rebate and payments and discounts for the vulnerable.

Only about $13.3bn was spent on energy efficiency for homes and industry, $12.8bn on low-carbon transport and less than $6bn on renewable electricity and innovation in the UK.

When spending on energy affordability was stripped out, per capita spending was also much lower in the UK, at just under $500 per person across the three years, compared with more than $950 in France, $1,115 in Germany and $1,880 in Italy.

On Wednesday, Jeremy Hunt, the chancellor of the exchequer, will deliver the last budget of this parliament, which is likely to centre on tax cuts that economists have said will mainly benefit better-off people.

Hunt is expected to devote little resource to energy or green issues, despite a growing body of evidence and expert opinion suggesting that government spending is needed to kickstart the UK’s flagging economy and dismal productivity, and that green spending could provide a greater boost than tax cuts.

Bob Ward, the policy and communications director at the Grantham Research Institute on Climate Change and the Environment at the London School of Economics and Political Science, said: “There is now very clear evidence that the UK has been investing much less than its competitors across a range of areas, including on tackling climate change, biodiversity loss and environmental degradation.

“This low investment explains why productivity has stagnated in the UK and growth has been so feeble. It also explains why our homes and businesses are vulnerable to climate change impacts, our countryside and seas are becoming depleted of wildlife, our cities have dirty air, and our rivers and beaches are covered in sewage.”

A study from the LSE earlier this year found that investing about £26bn a year in the low-carbon economy would reduce household bills, attract about twice as much additional investment from the private sector, and do more to boost the economy than tax cuts.

Georgia Whitaker, a climate campaigner at Greenpeace UK, said the UK was losing out to international rivals in the race for the economy of the future.

“It’s clear that despite the government’s bluster, we are utterly failing on the world stage when it comes to green investment. Not only are the US and China leaving us in the dust in the race on green technology, we’re also doing terribly compared to our European neighbours,” she said.

She called instead for a green industrial strategy and infrastructure investment. “Jeremy Hunt should use the spring budget to address this embarrassing failure, but instead he’s flirting with tax cuts that disproportionately benefit the wealthiest. Meanwhile, the rest of us struggle on with the cost of living,” she said.

A Department for Energy Security and Net Zero spokesperson said: “This report fails to recognise our progress compared to European allies. We are the first major economy in the world to halve our emissions, and we have the second largest renewables capacity in Europe.

“We have a clear strategy to boost UK industry and reach net zero by 2050 – backed by £300bn in low carbon investment since 2010.”

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Will a four-day work week solve Germany’s labour shortage?

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Germany, Europe’s industrial powerhouse, is struggling with a critical labour shortage. By some estimates, two million jobs across the economy are vacant, and half of the country’s companies are unable to find enough workers.

Faced with this crisis, dozens of firms are testing a strategy that, on the surface, at least, might appear counterintuitive: getting workers to work fewer days.

In early February, 31 companies in Germany began a “four-day” work week pilot. The initiative is being led by not-for-profit company, 4 Day Week Global (4DWG), and management consultancy, Intraprenör. Another 14 companies are joining the initiative in March.

The German public research university, University of Münster, will carry out a scientific evaluation of the six-month-long trials, in which up to 600 employees are expected to participate.

The 4DWG, which has been conducting similar trials in many other countries, believes that reducing work days, while keeping pay at the same levels, would result in productivity gains for companies and improved wellbeing of employees, motivating a stretched workforce. The approach could also attract people to the workforce who can’t work five days a week, helping ease the labour crunch.

But how is the German experiment different from a series of efforts in other countries to test a shorter work-week? What have those previous trials shown – are workers more productive when they work fewer hours? Is it possible for the global economy to shift to a four-day work week, and will other countries follow the lead? Al Jazeera spoke to economists, experts and researchers involved in the study to find out.

The short answer: The German test uses more sophisticated techniques to compare more robust data than earlier trials in other countries, say economists, experts and researchers, though it still has shortcomings. Its results could offer the clearest picture yet of the gains and pitfalls of a four-day week. But even the staunchest advocates for the strategy concede that moving all jobs to a shorter work week may not be possible.

The long history of the short work week debate

The demand for a work-life balance emerged from the trade union movement in parts of the world in the 19th century that campaigned for eight hours of work, eight hours of recreation and eight hours of rest.

Then, the modern economy saw its first full test of a shorter work week. Timothy T Campbell, a senior lecturer in corporate social responsibility and business ethics at the United Kingdom-based De Montfort University, traced the origins of a reduced work week to the 1940s when drivers of fuel and gasoline delivery trucks in the United States worked four days a week.

In the decades that followed, especially since the 1960s, several four-day week experiments were conducted, Campbell concluded in a research paper.

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“But it was in the early 1970s that interest in the 4DWW (four-day work week) exploded, almost exclusively in the US, in both the popular press and academia,” the study found. “It did not last. By the end of the 1970s very little interest remained.”

Back then, the most popular way of trying out a four-day work week, which was tested in diverse sectors of the economy, including manufacturing, was to work 10 hours a day for four days a week.

“While there were reported advantages such as improved morale, job satisfaction, decreased absenteeism and so on, there was also evidence of increased monitoring by employers and intensified work (due to prolonged daily hours), which could lead to more stress rather than less,” Campbell told Al Jazeera.

Today, the mean weekly hours that a person around the globe works for stands at 44 hours, according to the International Labour Organization’s World Employment and Social Outlook report published in January. Different countries have their own laws capping maximum daily work, beyond which workers are entitled to overtime pay.

An earlier ILO report noted that the average hours of work per week was the highest in South Asia (49 hours), followed by Eastern Asia (48.8 hours) and the lowest in North America (36 hours) and Northern, Southern and Western Europe (37.2 hours).

Around the world, one in three people worked what are considered to be long working hours – 48 hours a week – before the COVID-19 pandemic. In some countries like India, a majority of workers clocked long hours. Only one-fifth of employees around the globe worked less than 35 hours a week.

‘A paradox’

The underlying assumption of the reduced working hours trial, said Julia Backmann, professor and chair for a team looking at the transformation of work at the University of Münster, is that with fewer working hours, workers will have more time to recover from work.

This, according to the hypothesis of the experts who have designed the experiment, could help workers focus more when they go back to their jobs. Backmann is on 4DWG’s research team and is involved with the German trials.

Trial advocates said that one of the main goals is addressing the labour shortage in the German economy by attracting workers towards companies with better work-life balance. They said that it would benefit companies, especially in sectors such as healthcare and education, where the pay is comparatively less attractive, or industries such as law or information technology, where the competition for attracting workers is high.

“It’s kind of a paradox. If you ask politicians, when it comes to labour shortage, they would say ‘everyone has to work more hours and not less’,” Carsten Meier, co-founder and partner at Intraprenör, the Berlin-based consultancy involved in the trials, told Al Jazeera in an interview, “A four-day work week is an attractive concept to solve labour shortage as it makes it easier for companies to gain more attraction with the right talent. That’s the main objective of the participating companies.”

German economy minister Robert Habeck recently said that the biggest hurdle in the way of the country’s economic growth would be the labour shortage. He put the estimated figure of job vacancies at two million, even as the estimated skilled workers stage is expected to go up to five million by 2035 in Germany.

Meier said that the four-day work week is expected to have positive effects on both the mental and physical wellbeing of employees, which will reduce sick leave, as it will leave more room for leisure and physical activities. “For instance, men would be more present towards caretaking activities towards their children or elderly people, helping women to get into more types of full-time work, which will also address the labour shortage,” he said.

Germany lost about 26 billion euros ($28.5bn) of economic value in 2023 due to high levels of sick leave – among the highest in developed countries, according to vfa, the country’s research-based association of pharmaceutical companies.

UK-based research group Autonomy and the 4DWG found encouraging results in the “world’s largest” six-month trials that took place in the United Kingdom in 2022, with 2,900 workers participating from 61 companies. The trials saw a 65 per cent reduction in absenteeism, due to illness and personal leave, and reduced levels of stress and burnout, while there was no effect on company revenues. However, the trials also saw employees reporting higher work intensity. One year on, nine out of 10 companies are continuing with a four-day work week, while half of the firms have made the four-day work week permanent.

Designing a four-day work week

The German trials have been designed flexibly keeping in mind the differing needs of various sectors.

“Our principle is based on a 100-80-100 rule, a productivity-focussed meaningful reduction in work time, which means 100 percent pay for 80 percent time and 100 percent productivity,” Charlotte Lockhart, managing director and founder of 4DWG told Al Jazeera. “Different businesses will have different ways of doing that.”

Yet, the German experiment is more complex than a simple exercise in shrinking working hours.

Most companies participating in the German experiment – while reducing weekly work hours from 40 – have not gone down to 32, a number that would fit a four-day work week, with eight hours a day.

“What’s required is that they reduce their working time significantly at least 10 percent (of their current weekly work time) and that the pay remains the same so there is no pay cut,” said Backmann.

Many companies, Backmann said, felt that reducing work hours further would be “too much” to start with.

Since the participation of companies is voluntary, and the terms of the trials are flexible, some firms are giving employees a day off during the week. However, by doing so, each worker may be working extra hours on their remaining working days to get three days scheduled off from work.

The 4DWG team has been involved in conducting similar studies in other countries to test the “four-day” work week, including New Zealand, the United Kingdom, the United States, Ireland and Australia. Compressed work hour experiments have been previously conducted in Sweden, Finland, Iceland and Portugal, even as labour unions have, in recent years, been demanding reduced work hours.

“This is done by effectively eliminating some of the unproductive activity that occurs in the workplace on a daily basis,” Andrew Barnes, co-founder of 4DWG told Al Jazeera. “It could be meetings, processes, attitudes, interruptions or people spending too much time on the internet, etc. There’s all sorts of things when you give people more time, then they have time to deal with those things outside the work environment.”

Lockhart said that 90 percent of the firms that have participated in their global trials so far have stayed on “some form of reduced work hour week” after the experiments. The studies conducted by 4DWG have shown a “25 per cent” increase in productivity for firms, she said.

However, independent researchers, who have looked into the findings and the methodologies of the trials conducted by 4DWG and other similar pilots conducted in New Zealand and Iceland, have found many flaws, including with sample size, issues with data collection and limited transparency in reporting the trial outcomes.

Design flaws

“There are definitely significant empirical limitations in the four-day week pilots carried out by organisations that have a clear intention to show positive results that most journalists are not taking into consideration,” Hugo Cuello, senior policy analyst at Madrid-based Innovation Growth Lab, told Al Jazeera in an email.

Cuello, who wrote a research paper, Assessing the Validity of Four-day Week Pilots last year, found key problems. In such experiments, companies decide to take part in the trial voluntarily and are not chosen on a randomised basis, which makes the study non-representative across the economy.

Cuello noted that the trials also overrelied on self-reported data from employees asking them questions about their wellbeing or productivity before, midway and after the experiment.

The problem of relying too much on self-reporting is that it could lead to a phenomenon known as the Hawthorne effect. This basically means that employees, being aware that they are under observation during the short-term trials, may report positive effects with the hope that it could lead to permanency in work hour reductions.

There are challenges, too, that research into earlier four-day work week trials has thrown up.

As the compressed work week may lead to longer working hours in a day, despite a day off, some researchers have reported fatigue and stress among employees, even as others found evidence of reduced stress.

Cuello’s research also showed how the four-day work trials tried to establish a correlation between reduced working hours and increased productivity or wellbeing of employees over the trial period without considering other factors that could be at play.

As part of the trials, the advocacy groups collected data on key performance indicators from companies and compared it with a period a year earlier. However, they did not necessarily factor in other external factors that might have been at play, affecting productivity before the trial period began, such as weather extremities or the COVID-19 pandemic.

Overcoming obstacles

That’s where the German trials could be different.

The experiment is attempting to overcome some of the limitations observed in the previous trials by collecting “more objective data”, looking beyond the self-reported data, Backmann said.

The researchers will collect hair samples of employees to determine the level of cortisol in their body before, during and after the trial period – which will in turn be used to measure stress levels and how and if they change.

About 200 workers will also wear fitness trackers throughout the trial period, which will be used to measure other health parameters such as heart rate, sleeping patterns and activity levels. However, the Hawthorne effect cannot be completely ruled out even in this case as employees who are aware they are being monitored might, for instance, engage in increased physical activity, Backmann admitted. Since the trials also began in winter and would end in summer, seasonal change could also affect the mental health of workers, she said.

However, to control for social desirability effects – in simpler words, to ensure employees do not report being less stressed as part of the trial expectations – the researchers would also collect information from a control group of organisations which will not reduce working hours. Employees in those organisations would also wear fitness trackers and complete short surveys.

The survey will track employee personality traits over the six-month trial period to check whether they reported a significant behaviour change. “This would give us an indication whether the response of employees to the survey are completely truthful as there shouldn’t ideally be a big change in their personality reported over six months,” Backmann said.

Already, some limitations are clear, though.

Lonnie Golden, professor of economics and labour at Penn State University, said that retail, manufacturing and construction sectors, where typically hours of workers are longer, have found it hard to switch to a four-day work week. There was more acceptance in other sectors, Golden, an advisory council member at WorkFour, a non-profit set up in partnership with 4DWG, told Al Jazeera.

For now, the German trial researchers hope to report back objective results later this year. And if the news is grim, they’ll still be upfront about it, said Backmann. “I’m not of the opinion that every organisation should now switch to a four-hour work week,” Backmann said. “If we see critical aspects or negative effects, I’m happy to also share them.”

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Can you change what you crave?

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Marco Leyton, PhD, assures me the cocaine he purchased was legal. Plus, it wasn’t for him. Definitely not. It was for recreational cocaine users who had answered Leyton’s ad in a local newspaper to do drugs and collect 500 Canadian dollars — for science.

Leyton had jumped through many hoops to get to this point — getting an okay from the Canadian equivalent of the FDA, exempting him from criminal prosecution, and clearing his own university’s ethics approval. “I wasn’t asking people to bring in their own cocaine,” Leyton, an addiction neurobiologist at McGill University in Canada, tells me. Now that could be unethical.

It was all in pursuit of one of the deepest questions that haunts us as individuals: “Why do we really care about some things and not too much about others?” as Leyton says.

Really: Why do we want what we want?

With the drugs in hand, Leyton ran a small study for some insight. It involved just eight participants, but it’s noteworthy because it’s a relatively rare human experiment in a field that more commonly tests rodents (which have found similar results as the human studies).

Plus, it’s just wild. I have never read these words in an academic journal before: Participants “were presented with cocaine paraphernalia consisting of a mirror, a razor, a straw, and a bag with 3.0 mg/kg of cocaine hydrochloride.”

The study took place over four days. And while the cocaine is the eyebrow-raising component of the study, a special protein shake was the actual key.

On any given day, half the participants were randomly assigned to ingest a shake that was missing a key ingredient called phenylalanine, an important amino acid that helps your body manufacture the neurotransmitter dopamine. That’s the chemical released when your brain is expecting, or sometimes demanding, a reward, like a sweet treat or, well, cocaine.

So, if you’re like these study participants, and had been fasting before this experiment, and then only given a food source without phenylalanine, your body chemistry would subtly change. Leyton thought the participants who consumed this weird breakfast would have less dopamine available in their brains.

After their shake, the participants were then invited to do blow. Or, as the study plainly states, the participants “used the razor to divide the powder into three equal lines.”

They snorted it.

But remarkably, on the phenylalanine-free shake days, Leyton says “they decreased their craving for cocaine.” They said they were less interested in taking it.

But it was more than that: The special shake “decreased the ability of the cocaine itself to produce more desire for the drug,” he says.

And strangely, “it had no effect on the drug-induced euphoria,” Leyton says. In other words, they still liked cocaine. They just didn’t want it as much.

While talking to Leyton about his cocaine study, I wondered: Why isn’t the phenylalanine-free shake The Answer to addiction, to overeating, to similar problems of compulsive consumption?

Well, for one, because it’s impractical. Phenylalanine is in just about all protein food sources. So unless someone wants to solely eat speciality lab-generated shakes their whole lives, that’s not going to work.

But also because Leyton would expect it to decrease the motivation to do anything. “So now the whole world becomes kind of blah,” Leyton says. And what fun is that?

The reason why this cocaine study is so interesting is because it reveals where and how desire hides in the brain.

And desire is important. It’s a fulcrum on which our well-being balances.

Desire — for food, companionship, fun, sex, whatever — can bring excitement, joy, and even purpose to life. It’s the Good Stuff! But too much craving is the seed of addiction, of unhealthy eating habits, of the shameful feeling of being torn between what’s good for us and what we crave.

We cannot live without wants, yet we cannot be overcome with them.

The solution that has eluded researchers for a long while is a trick to help people reset the balance. A trick that turns down the dial of desire enough to be effective, but not too much, preserving our motivation to find joy in the world. And one that could work for a wide array of issues, including substance use disorders and overeating.

Scientists are starting to see the potential for GLP-1 drugs like Ozempic to pull off this trick.

You may be more familiar with some of their brand names, such as Ozempic, Wegovy, or Mounjaro. Or their generic names: semaglutide and tirzepatide. This class of drugs was first approved for use in diabetes, then for weight loss, and it is growing in popularity. In the last three months of 2022, clinicians wrote more than 9 million prescriptions for these drugs in the US, according to the health care market research firm Trilliant.

The drugs have made headlines for their use among the glitterati, and have been provoking important conversations about how society views and treats people with higher weights.

But they are also part of an emerging story that’s potentially much bigger: There are faint, early glimmers that they could be used for drug addiction, too.

We don’t fully understand how these drugs work. But they seem to be tapping deep into the brain’s wanting system and shining a light on a silent aspect of what it means to be human: What we want, and why we want it, is often not in our conscious control.

What is want?

After talking to several researchers for this story, I realized the English word “want” is imprecise to describe the psychological phenomenon Leyton has been describing.

“It’s not your desire for world peace,” says Kent Berridge, a neuroscientist at the University of Michigan. “It’s not my desire to exercise or lose weight.” Those are “real desires,” he assures. But they are not behind the sort of behavior that is facilitated by the dopamine system in the brain. “They don’t give you that kind of urge.”

Imagine this scenario. You’re at a house party, sitting on a sofa. In front of you is a bowl of peanuts. Humble, roasted, salted peanuts. Not a super exciting snack. And you’re not that hungry. But in a moment of fidgetiness, you take a peanut. A few moments pass. You take another. And then another. Do you even like peanuts? You know more food — tastier food — is coming when dinner is served. You don’t really want to eat these, but now, half the peanut bowl is gone. Still, there’s something inside you — wordless, noiseless, unceasing — compelling you to reach for more.

That’s want.

It’s a manifestation of our mesolimbic system, the reward pathway in the brain that’s facilitated by dopamine. It’s a system that’s trained, over time, to influence our decisions. It’s the system that compels you toward the peanut and also toward other things, like scrolling through endless TikToks or Instagram reels.

Leyton’s cocaine experiment highlights another key, unintuitive, way to define wanting — by showing that wanting is not the same as liking.

You might find this idea confusing. Scientists were once confused by it, too. “When I started in the field decades ago, we thought they were basically the same two words for the same psychological process,” Berridge says.

It made sense to conflate the two. In daily life liking and wanting go together really well,” Berridge says. We want things because we like the way they taste or how they make us feel.

It just seems so obvious that liking and wanting should go together. So it’s interesting to see the studies in which they can, indeed, be pulled apart. First, there were animal studies. Starting in the late 1980s, Berridge and colleagues surgically or chemically diminished lab rats’ ability to produce dopamine.

Without dopamine, “those rats won’t eat voluntarily, they won’t drink voluntarily, they won’t pursue any reward voluntarily,” Berridge says. “And it was thought that they had lost all pleasure.” But, studies concluded, they apparently did not.

There’s convincing evidence that this split between liking and wanting happens in humans, too. That’s what Leyton’s cocaine study demonstrates — the liking of cocaine and the wanting of cocaine can be disentangled.

Leyton has repeated the dopamine-reducing experiment with other drugs, “with alcohol, tobacco,” he says. When he puts people in a low dopamine state, they don’t just say they crave their drugs less, but they’re less willing to work on a tedious computer task to obtain them.

He’s even done a version of this study with money. “It’s not a drug,” he says, “it’s not even delicious!” But when Leyton put them into a low dopamine state, participants “were less willing to sustain the effort to obtain $5 bills.”

And in all these experiments with the dopamine-reducing protein shake, the same pattern emerged. “The motivation to seek out a reward was diminished, even though the pleasure was the same,” Leyton says. “The alcohol still tastes delicious,” he says. The cigarettes are “enjoyable as usual.” Extra money in your pocket is still great.

Another key thing about the wanting system — and arguably, its most frustrating aspect — is that it often exists beyond our conscious awareness.

“Many people would argue that we have very little [conscious] access to our motivational processes,” Leyton says. (Though he didn’t formally measure it in his studies, Leyton says his participants have a hard time guessing if they received the dopamine-reducing shake or a placebo shake. The low-dopamine days don’t seem all that abnormal. On the low dopamine days, it’s as though the participants just say “I’m just going to quit early today. That’s enough. I’m done.”)

With food, says Alexandra DiFeliceantonio, a nutritional neuroscientist at Virginia Tech, you could seek out a particular food because of conscious choice. “I think I’m going to want this because I’m trying to eat healthy,” she says as an example. Or we can like the flavor, texture, or memory the food conjures.

But there are likely also unconscious processes going on that train the brain’s reward system. For instance, it’s hypothesized there is a nervous system pathway that connects our guts to our brains, which tells the brain’s reward system about the nutrient content of food, creating a want for it. Why do you reach for the cocktail peanuts? You could tell yourself a narrative like, “I’m just feeling fidgety.” But maybe it’s because your want system has learned to associate the nuts with a lot of nutritious calories.

“There’s actually two pathways that bring rewarding signals to the brain,” says Dana Small, a neuroscientist at Yale University who studies the food choices we make. “One pathway is what you normally think about when you think of food reward — the taste, the smell, maybe how it looks. Then there’s another pathway — the signals that are generated during digestion that you’re never aware of.”

To illustrate the subtle power of this unconscious pathway, she tells me about a type of study (done in both animals and humans) where researchers take two similarly flavored beverages, but surreptitiously infuse one with more calories than the other. In these studies, “the dopamine circuits really respond more to the flavors that were paired with calories compared to the ones that weren’t,” Small says.

A lot of our thoughts about why we want food, DiFeliceantonio argues, “is the narrative that we put on top of a subconscious process.” Stories like: “I like that meal because it reminds me of my grandmother’s cooking.” But that narrative isn’t necessarily correct or complete. You also might like that food because of its caloric content.

Sure, wanting can start off as a conscious liking, I’m told. Addiction, in a simplified sense, is the wanting system’s most extreme manifestation. And “addiction ... usually it starts with liking,” says Mehdi Farokhnia, a physician-scientist who studies addictive behavior at the National Institute on Drug Abuse. You do a drug because it’s pleasurable, you like it. But as the addiction progresses, “that liking aspect goes down.” You can detest a thing you crave. Or crave it not for pleasure, but to prevent something uncomfortable, like withdrawal.

Addiction reveals another of the wanting brain’s secrets: What we want doesn’t always reflect a physiological need.

“Older views presumed that our feeding, drinking, and other primary motivated behaviors were closely calibrated to our moment-to-moment physiological needs,” Leyton explains. But it’s not the case that if you miss a meal, you’re going to instantly die of malnutrition. “The great majority of food-seeking behaviors are unrelated to nutritional needs,” Leyton says.

Instead, the want system anticipates and preempts our physiological needs. But it can easily overshoot, or even choose targets seemingly without reason. For instance, sometimes patients with Parkinson’s disease, whose brains struggle to produce dopamine, will often go on dopamine replacement therapy. With these therapies, weird side effects can pop up. Sometimes, the want systems focus intensely on sex, binge eating, gambling, or shopping. “It’s like an addiction has developed,” Berridge says.

But why shopping, why gambling? What makes a person compelled toward one over the other? “We just do not have a clear understanding of how that happens in the brain,” Berridge says.

Turning down the dial of want

Sometimes wants seep into the conscious portion of our brains, shouting intrusive thoughts. But conscious does not mean the same as “in control of.”

“The messages I get from my brain are ‘you’re dying, you’re starving, you’re dying’ and they are constant,” says Sara, who was recently telling me about her “food noise” — i.e., intrusive thoughts about food — and whose last name I’m withholding for privacy reasons. Whenever she’d make progress in losing weight, the “food noise” in her brain would intensify.

“When I’m trying to do anything,” she says, there would be constant thought about food.

It’s not a pang of hunger, per se. “I think it’s more of an urge,” she says. “Like my body tells me ‘I need this.’”

Sara explained to me it was impossible to ignore. It was very hard to sleep when her brain was telling her “you need food right now” — even when she wasn’t hungry.

Stories like Sara’s underscore why asking people to engage in sheer willpower to subdue strong urges is a recipe for failure. Just look around. The US drug and opioid crisis continues unabated. Studies consistently find dieting and exercising are, in practice, ineffective solutions for weight management. It’s not that diet and exercise can’t work. There are success stories. But, arguably, if you were to evaluate the effectiveness of diet and exercise as a prescription for weight loss alone, you’d find they don’t help a lot of people.

When people engage in self-control to curb behaviors, they are fighting to use their conscious brain against their unconscious one. That’s never been a fair fight.

Remarkably, GLP-1 drugs could be leveling the playing field.

These drugs are called “GLP-1” because they mimic a naturally occurring hormone called Glucagon-like peptide-1. This hormone does a lot in the body, but in circuitous ways.

Primarily, it works on the pancreas to stimulate insulin, which lowers blood sugar. From there, it suppresses appetite through a few proposed mechanisms, including increasing the amount of time it takes for the stomach to empty, leading to feelings of fullness. What they are doing is producing a sense of early satiety,” Small says.

These drugs aren’t perfect when it comes to weight loss. Many people struggle with side effects, such as nausea, or see their progress plateau. So far, GLP-1 drugs have mostly been studied in people with diabetes, heart disease, and obesity, so less is known about their effects on other populations.

Like any drug, they come with some risks. They’re known to increase the risk of developing thyroid cancer, for instance; they shouldn’t be taken during pregnancy; and despite more than a decade’s worth of safety data from diabetes patients (which show these drugs are, for the most part, very safe), scientists still don’t precisely understand how they work.

But a curious piece of the puzzle resides in the brain. GLP-1 drugs appear to work directly in the brain as a neurotransmitter, influencing neurons in the brain’s reward system, and in the hypothalamus, which regulates the body’s metabolism. The drugs are “probably not acting primarily on dopamine neurons per se,” Berridge says. “But they’re acting on the neurons that dopamine neurons are talking to.”

So, it’s complicated. But however the drugs are working, they seem to pull off a neat trick. They seem to tap into the wanting system, dialing it down while leaving liking intact.

“I still like food,” says Sara, who was prescribed the GLP-1 drug Mounjaro a few months ago after learning she was prediabetic. “Food tastes great to me. I just get to experience it in a way that I haven’t before.”

Most importantly, she gets to experience eating without that cruel voice in her head.

“About 24 hours after I took the first dose, there was just a calmness in my body and in my brain,” she says. “I wasn’t thinking about food.”

Finally, she was able to eat at mealtimes and not have intrusive thoughts in between. “That’s a very different way of living than I have been living for most of my life,” she says. Sara has lost 65 pounds with the medication. “And that is wonderful. But the peace part of it — that’s the best part of it.”

Researchers are now exploring whether this quieting of the wanting mind on GLP-1 drugs extends beyond food. Remarkably, this class of drugs has been showing promise in reducing cravings for other substances — like alcohol, nicotine, cocaine, and even opioids.

Theoretically this makes sense. “We only have one reward system,” DiFeliceantonio says. “There’s not a special reward system for food, and a special reward system for sex, and a special reward system for drugs.”

So, tapping into the reward system via appetite ought to impact cravings for other things. “There really isn’t a universe where we can impact food motivation and nothing else,” she adds. (Indeed, scientists have shown that the reverse is also true. Being hungry “increases motivation for drugs in many animal studies,” Berridge says.)

A lot of the evidence that GLP-1 drugs reduce cravings for drugs and alcohol is anecdotal. “There have been a lot of medical reports from patients,” Farokhnia, the NIH physician-scientist says. “People who took these GLP-1 drugs ... for their diabetes, obesity, other indications.” He says he’s heard reports from patients and colleagues that “they completely or almost completely lost their desire to drink alcohol or use drugs.”

Stories like this are starting to filter into scientific journals reporting on cases. Users have also taken to social media, where they marvel at their reduced cravings for alcohol.

The anecdotes are supported by evidence in animal studies, going back to the early 2010s. Rats on GLP-1 drugs seek out drugs and alcohol less than similarly addicted controls. Monkeys on GLP-1 also drink less. But human studies are starting to trickle out. One randomized control trial funded by Novo Nordisk (the maker of Ozempic and Wegovy) found that the GLP-1 drug exenatide decreased heavy drinking days, but only in obese patients.

At the recent American Association for the Advancement of Science conference in Denver, Colorado, researchers from Penn State presented unpublished data on a very small randomized control study (just 20 participants) using the GLP-1 drug liraglutide in an in-patient opioid withdrawal clinic.

The study found a 40 percent reduction in cravings among the participants taking the GLP-1 compared to people who did not (all participants in the study were also offered other medication for withdrawal, such as buprenorphine). Patricia Grigson, the Penn State scientist presenting the data, emphasized that reduction of craving is usually equivalent to 14 days of treatment as usual, which would cost around $15,000 in her clinic. “We do need to evaluate it in a larger population, but it’s very hopeful,” Grigson said.

Some words of caution: these data are not conclusive. But it is hopeful and could be huge if validated.

More clinical trials in humans are underway for a variety of substances — including alcohol and nicotine. And while scientists in this space feel these drugs can be a breakthrough, they urge caution. “I think it’s one of the most promising medications and targets we have had in the addiction field,” Farokhnia says. “But to make a conclusion, we do need to wait until data from clinical trials come out.”

Until then, the emerging picture is this: Though working primarily on appetite, GLP-1 drugs are potentially able to turn down the overall volume on the most intense wants.

GLP-1 drugs aren’t reducing wants for everything. The evidence suggests they are just tweaking the volume on the dial of desire.

“I’m looking at the preclinical data [i.e., animal studies], that’s how I interpret them,” Elizabet Jerlhag Holm, a pharmacology researcher who has conducted animal studies on GLP-1 and addiction behavior, says. GLP-1s tend to work on the most intense urges and cravings — perhaps even in areas like sex addiction, Holm notes.

Berridge agrees. “It may not be turning down the amplitude of all wants,” Berridge says. Instead, he thinks, “it’s sort of lowering the ceiling. Particularly strong wants, urges like addictive cravings and things, they might be blunted a bit.”

Are our desires purely chemical?

I asked Sara, the Mounjaro user, if she felt like a different person since starting the drug. “100 percent,” she said.

There’s already a pathway for GLP-1 drugs to become some of the most prescribed medicines in the US. They help with obesity and heart disease — each impact millions of people. Further research might see them more commonly used for people with substance use disorders, making the potential prescription pool for these drugs even larger. JP Morgan projects these drugs might reach 30 million US users by 2030.

In that case, how might they change our wants, collectively?

Might many people be nudged into feeling like a slightly different person, with different wants? Might they make a mark on society, economies? Already there’s evidence GLP-1 users are buying different products at the grocery store. Anecdotal reports abound on the drugs changing compulsive behaviors in subtle ways: users stop biting their nails, stop picking their skin. (As these drugs are tested in wider populations, Farokhnia says he’ll be looking out for instances of anhedonia — or a lack of interest and enjoyment in life.)

In all my conversations about wanting and liking, I couldn’t help but think about free will. If we’re so impacted by subconscious forces, so silently influenced by pharmaceuticals, are we just the sum of these chemical interactions?

“If you and I go for a drink together tonight, maybe I would answer that,” Leyton jokes, saying the question of free will is beyond his pay grade.

Certainly we can exert free will over these processes,” he says when pressed. “When we walk by the fridge, and we find ourselves opening believing that we’re not hungry, we can stop ourselves. As an amateur, I think there is such a thing as free will even though much of our behavior, even though many of our tendencies, reflect preconscious phenomena. We can control things.

Yes, we can control things, but when you have a voice in your head telling you you’re starving, like Sara did, you have to engage in that sense of control all the time, and it grows exhausting.

“I had kind of given up,” she said of her weight challenges. “I had decided if I don’t live a long life, then I don’t, because this is too painful.”

Sara told me that being on Monjouro changed that for her.

Too many people have been put in an unfair battle against their wants. They’ve been told to somehow exert willpower over a system they have little conscious awareness of and control over. This might be the most remarkable thing about GLP-1 drugs: At least in the realm of appetite, they can potentially tip this battle, giving people a dependable dial to turn down the wanting noise in their brain.

“It’s not just about our willpower,” Sara says of obesity. But the sentiment ought to be the same for people with addictions. “This is a disease that requires treatment, and there’s treatment that can now help us. And I think for a lot of people, that is really liberating.”

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strugk
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Interview: Why global support for climate action is 'systematically underestimated' - Carbon Brief

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There is near-universal global public support for climate action, yet people systematically underestimate the commitment of their peers, according to a new study.

The research, published in Nature Climate Change, is based on a globally-representative sample of nearly 130,000 people in 125 countries.

It finds that 86% of people “support pro-climate social norms” and 89% would like their governments to do more to tackle warming. Moreover, 69% say they would be willing to contribute 1% of their income to addressing climate change.

Yet respondents also “systematically underestimate the willingness of their fellow citizens to act”, according to the paper, creating a potentially challenging “perception gap”.

Carbon Brief interviewed the authors of the study to find out more. The questions and their answers are reproduced in full, below. An abridged version of the transcript was first published in DeBriefed, Carbon Brief’s weekly email newsletter. Sign up for free.

Carbon Brief: Your survey of nearly 130,000 people in 125 countries found “almost universal” support (86%) for climate action, with 89% wanting more from governments. Were you surprised? 

Prof Peter Andre, Prof Teodora Boneva, Prof Felix Chopra and Prof Armin Falk: While we did expect to find high levels of approval for climate action in some of the countries that we studied, we were indeed surprised to find that the percentage of the population approving of pro-climate social norms and demanding more political action from their national government is very high in almost all countries in our sample. In 119 of 125 countries, the proportion of individuals who state that people in their country “should try to fight global warming” exceeds two-thirds. In more than half the countries in our sample, the demand for more government action even exceeds 90%.

We were probably misled by the same pessimism that we found to be so widespread across the globe. 69% of the world’s population is willing to contribute 1% of their monthly income to fight global warming. A broad majority of people across the globe is willing to pay a personal cost. In fact, in 114 out of 125 countries, a majority of respondents is willing to fight climate change. However, in 110 out of 125 countries, the majority thinks that they are in the minority: When asked about how many people in their country are willing to contribute, most respondents think that less than half of their fellow citizens would be willing to contribute.

[The figure below, taken from the new paper, shows: (top left) the share of respondents willing to contribute none, up to 1% or at least 1% of their income to tackling climate change; (top right) the same result broken down by country; (middle panel) the share believing that “people should try to fight global warming”; (lower panel) the share wanting governments to do more.]

CB: A large majority (69%) said they would be willing to contribute 1% of their income to fight global warming. Do you think this would hold for specific policies, such as a carbon tax? 

PA, TB, FC and AF: The popular support for specific policies will depend on many details that we had to abstract from in the global survey. How effective is the policy? Is it perceived as fair? Who supports the policy in the public debate? So one cannot simply equate support in the survey with support for specific policy proposals. In a representative US sample, we do find that the general demand for more political action is strongly correlated with demand for specific climate policies, such as a carbon tax on fossil fuels, regulatory limits on the CO2 emissions of coal-fired plants, or funding for research on renewable energy. Overall, we think the important conclusion is the following: The large majority of people across the world expresses a general willingness to make costly contributions to fight climate change. This means that we can move the debate forward and focus on how we can best tap into this broad willingness to contribute to best tackle the challenges posed by climate change. 

CB: There has been a resurgence of anti-climate rhetoric from politicians and the media in many countries. Do you think public opinion has shifted since your survey in 2021-22? 

PA, TB, FC and AF: We do not detect any clear time trend within our samples from 2021 and 2022, but do not have data for the most recent months. If we were to speculate, we would not want to fall victim to the same pessimism one more time. We would expect that a large majority would still be in favor of climate action today, and this seems to be in line with more recent research. The year 2023 has been confirmed as the warmest calendar year in global temperature data records going back to 1850. In our study, we find that annual average temperatures strongly correlate with the proportion of people being willing to support climate action. Our best guess is that the support for climate action has increased rather than decreased in the last two years.

CB: You found stronger willingness to contribute among respondents in poorer, hotter and more vulnerable countries. Why do you think richer people are less willing to pay their way? 

PA, TB, FC and AF: Two potential explanations come to mind. First, richer countries are still strongly dependent on fossil fuels. The adaptation costs could therefore be perceived as relatively high and the required lifestyle changes as too drastic. At the same time, richer countries may be more resilient: A country’s GDP per capita reflects its economic capacity to cope with climate change. The most direct and immediate consequences are likely to be concentrated in more vulnerable countries, which have fewer resources to mitigate the negative consequences of the climate crisis. However, it’s important to stress the positive message: the support for climate action is large even in the richest countries in our sample. In the wealthiest quintile of countries, the average proportion of people willing to contribute 1% is 62%. 

CB: You found people systematically underestimated the willingness of their peers to contribute to climate action. Why do you think that is – and how could it be changed? 

PA, TB, FC and AF: The reasons for this perception gap are likely to be manifold. In the past, media and public discussions have given a lot of focus to the small number of climate change sceptics and have fallen prey to the efforts of special interest groups. Moreover, climate change is difficult to tackle. People might mistakenly infer that the slow progress in combating climate change is due to a widespread lack of personal commitment. 

In our view, correcting this perception gap is more important than understanding its origin. Humans are (what behavioral scientists call) “conditional cooperators”. They contribute more to the public good if they believe that others contribute as well. For this reason, pessimism about others’ contributions is harmful. It can constitute a critical obstacle for climate action. We thus conclude in the paper that, “[r]ather than echoing the concerns of a vocal minority that opposes any form of climate action, we need to effectively communicate that the vast majority of people around the world are willing to act against climate change and expect their national government to act”. We hope that our study sparks a debate on this topic, and increases awareness about the large global support for climate action.

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