This document summarizes key findings from the IPCC Fifth Assessment Report regarding human settlements and climate change mitigation. It discusses trends in urbanization globally and the relationship between urbanization, incomes, and greenhouse gas emissions. It also examines the role of urban form and design in influencing emissions. The document notes the significant mitigation opportunities in rapidly urbanizing areas, but also governance challenges in implementing mitigation strategies at an urban scale. It identifies several knowledge gaps and concludes that without additional mitigation, global warming could exceed 3°C by 2100.
Environmental Policy for Road Transportation: Greenhouse Gas Emissions and Ca...Shamsuddin Ahmed
This paper explores the efficacy of environmental protection in road transportation that produces greenhouse gas (GHG) emissions as a result of vehicle travel frequencies in a region. Road transportation deduces the highest contributor of carbon emissions coupled with human interventions in the economic growth sectors that rather bear a perilous condition in property management exclusively in urban settlements or impervious lands. An association among the selected variables where population erraticism echoes a basic determinant of road transportation for energy use and vehicle travels increasingly succeeds carbon-dioxide (CO2) emissions. Trends in regional gas emissions depict two pragmatic paradigms. First, at least four principal components are coherent and overriding in regional environmental protection to fulfil the common goal of measuring and monitoring climate smart land use. Second, a plausible land transportation policy pooled with environmental regulations is a complex one from economic development perspective as the higher the regional economic growth relates relatively higher GHG emissions in nature. It can be concluded that environmental protection from GHG is virtually regulated by three influences: population, energy usages, and vehicle travels which are deemed to be the spatial dimension of reducing global carbon emissions being caused from road transportation in a region.
Key Aspects of Land Governance: A Policy Framework for Developing CountriesShamsuddin Ahmed
Abstract: This research examines the key aspects of land governance and suggests a policy framework to determine the efficient use of land resources with respect to geographic, economic, and social phenomena of a developing country. It primarily obliges two capacities: the assessment of land use variability, and the identification of development strategies for land use delimitation. Land governance allows local level land use politically, economically and socially transformative, and contributes better physical environment and revenue generation. In a developing country, it is rather sparse from land use regulations to the municipal and rural land use with accessible
implications of housing, farming lands, and public assets. The central argument is that developing countries should have given more responsiveness to land governance for sustainable land use that is a key for agriculture, livelihoods, transits, local food security and poverty alleviation. Despite the fact that the local government and rural development agencies are utilitarian for managing the public goods, they do not always meet the government expenditures mostly because of political, economic, or ecological constraints. This paper warns six strategies and concludes that land management needs an informed policy model capable of monitoring and appraising the impacts of land use towards integrated land governance.
Theme 4 - Climate Change Mitigation and AdaptationCIFOR-ICRAF
This presentation by Christopher Martius, Henry Neufeldt, Glenn Hyman and Laura Snook focuses on the objectives and structure of the climate change adaptation and mitigation program of the FTA Research Program, their evolution over time, the major accomplishments and the main obstacles and challenges.
Climate Change Mitigation: key messages of the IPCC Fifth Assessment Report a...ipcc-media
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Environmental Policy for Road Transportation: Greenhouse Gas Emissions and Ca...Shamsuddin Ahmed
This paper explores the efficacy of environmental protection in road transportation that produces greenhouse gas (GHG) emissions as a result of vehicle travel frequencies in a region. Road transportation deduces the highest contributor of carbon emissions coupled with human interventions in the economic growth sectors that rather bear a perilous condition in property management exclusively in urban settlements or impervious lands. An association among the selected variables where population erraticism echoes a basic determinant of road transportation for energy use and vehicle travels increasingly succeeds carbon-dioxide (CO2) emissions. Trends in regional gas emissions depict two pragmatic paradigms. First, at least four principal components are coherent and overriding in regional environmental protection to fulfil the common goal of measuring and monitoring climate smart land use. Second, a plausible land transportation policy pooled with environmental regulations is a complex one from economic development perspective as the higher the regional economic growth relates relatively higher GHG emissions in nature. It can be concluded that environmental protection from GHG is virtually regulated by three influences: population, energy usages, and vehicle travels which are deemed to be the spatial dimension of reducing global carbon emissions being caused from road transportation in a region.
Key Aspects of Land Governance: A Policy Framework for Developing CountriesShamsuddin Ahmed
Abstract: This research examines the key aspects of land governance and suggests a policy framework to determine the efficient use of land resources with respect to geographic, economic, and social phenomena of a developing country. It primarily obliges two capacities: the assessment of land use variability, and the identification of development strategies for land use delimitation. Land governance allows local level land use politically, economically and socially transformative, and contributes better physical environment and revenue generation. In a developing country, it is rather sparse from land use regulations to the municipal and rural land use with accessible
implications of housing, farming lands, and public assets. The central argument is that developing countries should have given more responsiveness to land governance for sustainable land use that is a key for agriculture, livelihoods, transits, local food security and poverty alleviation. Despite the fact that the local government and rural development agencies are utilitarian for managing the public goods, they do not always meet the government expenditures mostly because of political, economic, or ecological constraints. This paper warns six strategies and concludes that land management needs an informed policy model capable of monitoring and appraising the impacts of land use towards integrated land governance.
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Author. Gotelind Alber
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Building systemic climate resilience in citiesOECDregions
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Summary of key findings of Working Group III contribution to the IPCC 5th Assessment Report by Jake Rice, Department of Fisheries and Oceans, Canada
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WRI’s brand new “Food Service Playbook for Promoting Sustainable Food Choices” gives food service operators the very latest strategies for creating dining environments that empower consumers to choose sustainable, plant-rich dishes. This research builds off our first guide for food service, now with industry experience and insights from nearly 350 academic trials.
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One of the key areas we work in is Artificial Reefs. This presentation captures our journey so far and our learnings. We hope you get as excited about marine conservation and artificial reefs as we are.
Please visit our website: https://kuddlelife.org
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@kuddlelifefoundation
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and write to us if you have any questions:
info@kuddlelife.org
Characterization and the Kinetics of drying at the drying oven and with micro...Open Access Research Paper
The objective of this work is to contribute to valorization de Nephelium lappaceum by the characterization of kinetics of drying of seeds of Nephelium lappaceum. The seeds were dehydrated until a constant mass respectively in a drying oven and a microwawe oven. The temperatures and the powers of drying are respectively: 50, 60 and 70°C and 140, 280 and 420 W. The results show that the curves of drying of seeds of Nephelium lappaceum do not present a phase of constant kinetics. The coefficients of diffusion vary between 2.09.10-8 to 2.98. 10-8m-2/s in the interval of 50°C at 70°C and between 4.83×10-07 at 9.04×10-07 m-8/s for the powers going of 140 W with 420 W the relation between Arrhenius and a value of energy of activation of 16.49 kJ. mol-1 expressed the effect of the temperature on effective diffusivity.
Alert-driven Community-based Forest monitoring: A case of the Peruvian Amazon
Human Settlements
1. Working Group III contribution to the
IPCC Fifth Assessment Report
Human Settlements and Climate
Change Mitigation: Key findings
from AR5 WG3
Shobhakar Dhakal, shobhakar@ait.ac.th
Associate Professor and Head of Department
Department of Energy, Environment and Climate Change
Asian Institute of Technology, Thailand
Coordinating Lead Author, IPCC AR5 Mitigation
2. Working Group III contribution to the
IPCC Fifth Assessment Report
Chapter 12: Human Settlements, Infrastructure,
and Spatial Planning A new chapter in AR5
2 Coordinating Lead
Authors
30 Authors
2 Review Editors
2 Chapter Science
Assistants
More than 110 pages
Nearly 700 references
More than 3,000
comments
3. Working Group III contribution to the
IPCC Fifth Assessment Report
Stabilization of atmospheric concentrations requires
moving away from the baseline – regardless of the
mitigation goal.
~3°C
Based on Figure 6.7
4. Working Group III contribution to the
IPCC Fifth Assessment Report
Urbanisation
• For most of human history: The world population mostly
lived in rural areas and in small urban settlements, and
growth in global urban population occurred slowly
• 1800: World population was around one billion, only 3% of
the total population lived in urban areas and only one
city—Beijing—had a population greater than one million
(Davis, 1955; Chandler, 1987; Satterthwaite, 2007)
• 1900: Global share of urban population 13%; 1950: 29%
• 1960: Global urban population surpassed one billion (UN
DESA, 2012)
• It took only additional 26 years to reach two billion; time
for additional billion is decreasing
5. Working Group III contribution to the
IPCC Fifth Assessment Report
Global urbanization trends
Within
city
Outside
city
66%
30%
54%
3.2 bn
2.46 bn 51% Asia
36% Africa
3.88 bn
6.34 bn
700 mn
Source: UN DESA World Urbanization Prospects 2014
• Urban land could expand up-to 3 times in 2000-30
• 55% of global land in 2030 is expected to be
developed in 2000-30
• Nearly half of the global growth in urban land is
forecasted to occur in Asia; 55% of the regional
growth to take place in China and India
Schneider et al., 2009; Angel et al., 2011; Seto et al., 2011, 2012
6. Working Group III contribution to the
IPCC Fifth Assessment Report
Urbanization is associated with increases in income
and higher urban incomes correlated with higher
energy and GHG emissions
Urbanization rates in developed regions are higher
compared to Asia and Africa, but developing regions are
catching up
The overall share of developed and developing regions in
the global urban population have gone through a structural
change in recent decades
• Urban areas account for between 71% and 76% of CO2 emissions from global final
energy use and between 67-76% of global energy use
• Cities in non-Annex I countries have generally higher per capita final energy use and
CO2 emissions than national averages
7. Working Group III contribution to the
IPCC Fifth Assessment Report
No single factor explains variations in per-capita
emissions across cities, and there are significant
differences within and across countries
• A variety of physical, economic, social factors, and urbanization
histories specific to each city affect emissions
• Key factors include income, population dynamics, urban form,
locational factors, economic structure, and market amongst others
• Key urban form drivers of energy and GHG emissions are density,
land use mix, connectivity and accessibility
• A complex mix of drivers determines emissions
8. Working Group III contribution to the
IPCC Fifth Assessment Report
Key drivers for emissions from urban form are
density, land use, connectivity and accessibility
.
Mix of land-use reduces
emissions.
Improved connectivity
through infrastructural
density and design (e.g.
streets) reduces
emissions.
Higher density leads to
less emissions (i.a. shorter
distances travelled).
Accessibility to people and
places (jobs, housing,
services, shopping)
reduces emissions.
9. Working Group III contribution to the
IPCC Fifth Assessment Report
Low carbon cities need to
consider urban land use mix
Manaugh and Kreider, 2013
Density is necessary but not
sufficient condition for lowering
urban emissions
Adapted from (Cheng, 2009)
Mitigation options vary by urbanization trajectories and are expected to
be most effective when policy instruments are bundled
10. Working Group III contribution to the
IPCC Fifth Assessment Report
• The existing infrastructure stock of the average Annex I resident
• 3 times that of the world average
• about 5 times higher than that of the average non-Annex I resident
• The build-up of massive infrastructure in developing countries will result in
significant future emissions
Müller et al., 2013
11. Working Group III contribution to the
IPCC Fifth Assessment Report
The next two decades present a window of opportunity
for mitigation as a large portion urban areas will be
developed during this period.
UN DESA, (2010), GEA (2012)
• Two sources of emissions: Construction of infrastructure and buildings, usage of
infrastructure and buildings
• Problem “Lock-in”: Long life of infrastructure and built environment determines
energy and emissions pathways including lifestyles and consumption patterns
• The kinds of towns, cities, and urban agglomerations that ultimately
emerge over the coming decades will have a critical impact on energy
use and carbon emissions
12. Working Group III contribution to the
IPCC Fifth Assessment Report
The largest mitigation opportunities with respect to
human settlements are in rapidly urbanizing areas
with
- Small and mid-size cities
- Developing regions of the world
- Economical growing regions
- Infrastructure being built and yet not
locked-in
13. Working Group III contribution to the
IPCC Fifth Assessment Report
The feasibility of spatial planning instruments for climate
change mitigation is highly dependent on a city’s financial
and governance capability
Sources: Bahl and Linn (1998); Bhatt (2011); Cervero
(2004); Deng (2005); Fekade (2000); Rogers (1999);
Hong and Needham (2007); Peterson (2009); Peyroux
(2012); Sandroni (2010); Suzuki et al. (2013); Urban
LandMark (2012); U.S. EPA (2013); Weitz (2003).
14. Working Group III contribution to the
IPCC Fifth Assessment Report
In decisions making, the policy leverages do not
often match with the largest mitigation opportunities
Systemic changes have more mitigation opportunities but
hindered by policy fragmentation
Source: synthesized from (Jaccard et al., 1997; Grubler et al., 2012)
15. Working Group III contribution to the
IPCC Fifth Assessment Report
Successful implementation of urban-scale climate change
mitigation strategies can provide health, economic and air quality
co-benefits
• Urban areas continue to struggle with challenges, including
ensuring access to energy, limiting air and water pollution, and
maintaining employment opportunities and competitiveness
• Action on urban-scale mitigation often depends on the ability
to relate climate change mitigation efforts to local co-benefits
16. Working Group III contribution to the
IPCC Fifth Assessment Report
Mitigation can result in large co-benefits for human health
and other societal goals.
Based on Figures 6.33 and 12.23
17. Working Group III contribution to the
IPCC Fifth Assessment Report
Thousands of cities are undertaking Climate
Action Plans and mitigation commitments
Yet, their aggregate impact on urban emissions is uncertain
• Little systematic
assessment on their
level of implementation
& the extent to which
reduction targets are
being achieved
• Focused largely on
energy efficiency
• Limited consideration
to land‐use planning
strategies and other
cross‐sectoral, cross
boundary measures
18. Working Group III contribution to the
IPCC Fifth Assessment Report
‘Governance paradox’ and need for a
comprehensive approach
• ‘Systemic changes’ in urban areas have large mitigation opportunities but
hindered by current patterns of urban governance, policy leverages and
persisting policy fragmentation
• Governance and institutional capacity are scale and income dependent, i.e.,
tend to be weaker in smaller scale cities and in low income/revenue settings
• However, the bulk of urban growth momentum is expected to unfold in
small- to medium-size cities in non-Annex-I countries
• The largest opportunities for GHG emission reduction might be precisely in
urban areas where governance and institutional capacities to address
them are weakest
• The feasibility of spatial planning instruments for climate change mitigation
is highly dependent on a city’s financial and governance capability
• For designing and implementing climate policies effectively, institutional
arrangements, governance mechanisms, and financial resources all should
be aligned with the goals of reducing urban GHG emissions
19. Working Group III contribution to the
IPCC Fifth Assessment Report
Knowledge gaps
1. Lack of consistent and comparable emissions and driver data at local scales
2. Little scientific understanding of the magnitude of the emissions reduction
from altering urban form, and the emissions savings from integrated
infrastructure and land use planning.
3. Lack of consistency and thus comparability on local emissions and accounting
methods- and realistically comparing low carbon cities
4. Few evaluations of urban climate action plans and their effectiveness.
5. Lack of scientific understanding of how cities can prioritize climate change
mitigation strategies, local actions, investments, and policy responses that are
locally relevant for different city typologies
6. Large uncertainties as to how urban areas will develop in the future and
implications of or opportunities for multiple pathways
20. Working Group III contribution to the
IPCC Fifth Assessment Report
For further information
www.mitigation2014.org
Shobhakar@ait.ac.th
21. Working Group III contribution to the
IPCC Fifth Assessment Report
Without additional mitigation, global mean surface
temperature is projected to increase by 3.7 to 4.8°C over
the 21st century.
Based on WGII AR5 Figure 19.4
• Increase the likelihood of severe, pervasive, and challenging impacts
• Potential adverse impacts on agricultural production, extensive ecosystem
impacts, and increasing species extinction risk (high confidence), possible
crossing of thresholds that lead to disproportionately large earth system
responses (low confidence)
22. Working Group III contribution to the
IPCC Fifth Assessment Report
GHG emissions growth between 2000 and 2010 has been
larger than in the previous three decades.
Based on Figure 1.3
Editor's Notes
Most emissions growth is from fossil fuel combustion and industrial processes
Most mitigation scenarios span atmospheric concentration levels in 2100 from 430 ppm CO2eq to roughly 720 ppm CO2eq. These concentration ranges translate into different mean temperature increases by the end of the 21st century.
Mitigation scenarios in which it is likely that the temperature change caused by anthropogenic GHG emissions can be kept to less than 2°C relative to pre-industrial levels are characterized by atmospheric concentrations in 2100 of about 450 ppm CO2eq. Scenarios reaching these concentrations by 2100 are characterized by lower global GHG emissions in 2050 than in 2010, 40% to 70% lower globally, and emissions levels near zero GtCO2eq or below in 2100.
But also less ambitious mitigation scenarios, in which the likely temperature change can be kept below 3°C, require a substantial deviation from baseline.
With further urbanization, urban land will dramatically expand (55% of the total urban land in 2030 is expected to be built in the first three decades of the 21st century), large share of global GDP will come from cities, large fraction of global population will live in cities (likely 60% by 2050), more fossil energy will be consumed in cities and consequently, a greater share of global CO2 will come from cities. Further, a majority of global population additions will take place in cities of the developing world and, generally, per capita CO2 emissions in cities in developing countries are higher than the national averages. There are significant uncertainties on ‘quality’ of urbanization of what kind of cities and town that the current urbanization process leads into.
Infrastructure and urban form are strongly interlinked, and lock‐in patterns of land use, transport choice, housing, and behaviour. Effective mitigation strategies involve packages of mutually reinforcing policies, including co‐locating high residential with high employment densities, achieving high diversity and integration of land uses, increasing accessibility and investing in public transport and other demand management measures. [8.4, 12.3, 12.4, 12.5, 12.6]
Talking points
This figure shows four concepts by which urban form can be characterized – these also function as drivers of urban emissions.
Background
It will probably take too much time to fully explain the figure, but in case you would like to:
(1) The 2nd column shows the effect of the 4 drivers on Vehicles Kilometer Travelled (VKT). It turns out the increasing the drivers leads (in all but 2 cases) to a reduction of distances travelled, which in turn means less emissions.
(2) the 3rd column describes how the drivers are measured.
(3) The 4th column shows how the drivers co-vary with the (main) driver density.
(4) the last columns illustrate what leads to higher resp. lower emissions.
About CRV: Quoting Müller (2013):
In accounting, the value of an asset can be expressed, among others, as the historical cost (original monetary value) or as the replacement cost (cost of replacing an asset with current prices). Similarly, the carbon footprint of a stock can be defined as the historical emissions produced to build up the stock, or as the carbon emissions that would be generated if the existing stock was replaced using current technologies. As emissions per ton of material produced tend to decline, the replacement value expressed in carbon (here called “carbon replacement value, CRV”) is generally smaller than the historical value expressed in carbon (here called “CHV”). In this study, we determine the CRV of stocks, because this value is better suited when using the stocks in industrialized countries as a benchmark for stocks in developing countries.
The CRVP was determined for the year 2008 using the three key materials steel, cement, and aluminum as a proxy. In 2008, these materials accounted for nearly half of industrial emissions (25% steel, 19% cement, and 3% aluminum) and 17% of total energy- and process-related CO2 emissions.16 Emissions of other materials are either less significant for infrastructure stocks (e.g., plastic and paper, which together constitute about 3% energy- and process-related emissions) or contribute significantly smaller amounts of emissions (e.g., other metals, gravel).
Talking points:
Concerning emissions from building urban structures (building up stocks) it is important to understand the magnitude of future emissions awaiting us if the developing world would mimic the pathway western countries have taken.
The y-axis shows the amount of emissions (per person) needed to build the infrastructures (houses, transport (streets, railways, bridges), industry plants) existing in respective countries. You can see that developed countries (Annex I) have a far greater stock than Non-Annex I countries.
Accounting for trends in declining population densities, and continued economic and population growth, urban land cover is projected to expand by 56–310% between 2000 and 2030. [12.2, 12.3, 12.4, 12.8]
Urban population growth dominated smaller cities. About one-third of the growth in urban population between 1950 and 2010 (1.16 billion) occurred in settlements with populations fewer than 100 thousand. Currently, approximately 10% of the 3.6 billion urban dwellers live in mega-cities of 10 million or greater
The bulk of urban growth is expected in small‐ to medium‐size cities in developing countries. The feasibility of spatial planning instruments for climate change mitigation is highly dependent on a city’s financial and governance capability. [12.6, 12.7]
Mitigation scenarios reaching about 450 or 500 ppm CO2eq by 2100 show reduced costs for achieving air quality and energy security objectives, with significant co-benefits for human health, ecosystem impacts, and sufficiency of resources and resilience of the energy system; these scenarios did not quantify other co-benefits or adverse side-effects.
These mitigation scenarios show improvements in terms of the sufficiency of resources to meet national energy demand as well as the resilience of energy supply, resulting in energy systems that are less vulnerable to price volatility and supply disruptions. The benefits from reduced impacts to health and ecosystems associated with major cuts in air pollutant emissions are particularly high where currently legislated and planned air pollution controls are weak.
There is a wide range of co-benefits and adverse side-effects for additional objectives other than air quality and energy security. Overall, the potential for co-benefits for energy end-use measures outweigh the potential for adverse side-effects, whereas the evidence suggests this may not be the case for all energy supply and AFOLU measures.
There has been little systematic assessment on their implementation, the extent to which emission reduction targets are being achieved, or emissions reduced. Current climate action plans focus largely on energy efficiency. Fewer climate action plans consider land‐use planning strategies and cross‐sectoral measures to reduce sprawl and promote transit‐oriented development. [12.6, 12.7, 12.9]
This assessment highlights a number of key knowledge gaps. First, there is lack of consistent and comparable emissions data at local scales, making it particularly challenging to assess the urban share of global GHG emissions as well as develop urbanisation and typologies and their emission pathways. Second, there is little scientific understanding of the magnitude of the emissions reduction from altering urban form, and the emissions savings from integrated infrastructure and land use planning. Third, there is a lack of consistency and thus comparability on local emissions accounting methods, making cross-city comparisons of emissions or climate action plans difficult. Fourth, there are few evaluations of urban climate action plans and their effectiveness. Fifth, there is lack of scientific understanding of how cities can prioritize mitigation strategies, local actions, investments, and policy responses that are locally relevant. Sixth, there are large uncertainties about future urbanisation trajectories; their urban form and infrastructure will play large roles in determining emissions pathways.
Without additional efforts to reduce GHG emissions beyond those in place today, emissions growth is expected to persist driven by growth in global population and economic activities. Baseline scenarios, those without additional mitigation, result in global mean surface temperature increases in 2100 from 3.7 to 4.8°C compared to pre-industrial levels.
For such large magnitudes of warming, the Working Group II assessments highlights increase the likelihood of severe, pervasive, and challenging impacts. Risks include potential adverse impacts on agricultural production worldwide, potentially extensive ecosystem impacts, and increasing species extinction risk (high confidence), as well as possible crossing of thresholds that lead to disproportionately large earth system responses (low confidence). The precise levels of climate change sufficient to trigger tipping points (critical thresholds) remain uncertain, but the likelihood of crossing tipping points in the earth system or interlinked human and natural systems decreases with reduced greenhouse gas emissions.
The overall risks of climate change impacts can be reduced by limiting the rate and magnitude of climate change. Risks are reduced substantially under the assessed scenario in ambitious mitigation scenarios compared to business as usual projections.
GHG emission growth has accelerated during the last decade. Despite a growing number of climate change mitigation policies, annual GHG emissions grew on average by 1.0 giga tonne carbon dioxide equivalent (GtCO2eq) (2.2%) per year from 2000 to 2010 compared to 0.4 GtCO2eq (1.3%) per year from 1970 to 2000.
Total anthropogenic GHG emissions were the highest in human history from 2000 to 2010 and reached 49 (±4.5) GtCO2eq/yr in 2010.
The global economic crisis 2007/2008 only temporarily reduced emissions.
CO2 emissions from fossil fuel combustion and industrial processes contribute most to GHG emission levels and growth. After 2010 these emissions continued to grow by about 3% between 2010 and 2011 and by about 1-2% between 2011 and 2012.