Добірка наукової літератури з теми "City CO2 Emissions"

Abstract Based on the data of 57 cities in the Yellow River Basin (YRB) during 2006-2019, this study analyzes its spatio-temporal evolution of carbon dioxide (CO2) emissions from energy consumption, and decomposes its CO2 emissions changes into five factors. The results indicate that: (1) The CO2 emissions in the Yellow River Basin has increased but did not reach the peak from 2006 to 2019, which showed a spatial distribution pattern of “high in the east and low in the west”, with Baotou city, Taiyuan city, Xi’an City, Zhengzhou City and Zibo city forming several high CO2 emission centers of different sizes and spreading to the periphery; (2) The CO2 emission center of gravity in the Yellow River Basin shifted to the southeast as a whole. Ningxia Hui Autonomous Region and Lanzhou city were the main engine provinces and cities to promote its shift. (3) The driving factors of CO2 emissions growth are economic development level, population size and energy efficiency, while industrial structure and clean energy utilization level (CO2 emission coefficient) factors restrained the growth of CO2 emissions in the Yellow River Basin.

In Indonesia, transportation sector, specifically road transport consumed most energy compared to other sectors. Eventually, the energy consumption will increase due to the growth of vehicle number that also escalate emission. Vehicle emissions had been recognized as a significant contributor to atmospheric greenhouse gas (GHG) pollution. Heavy-duty vehicles are considered as main sources of vehicular emissions in most cities. Therefore, it is crucial to take into account heavy-duty vehicle emission projections in order to support policymakers to identify vehicle emissions and develop pollution control strategies. The aim of this study is to forecast heavy-duty vehicle population, vehicle kilometers travelled (VKT), fuel consumption, and heavy-duty vehicle emissions using data of Semarang City to illustrate greenhouse gas emission of big cities in Indonesia. Business as Usual (BAU) and The Intergovernmental Panel on Climate Change (IPCC) method were incorporated to determine vehicle emission projection. Heavy-duty vehicle emissions increase from 2021 to 2030 by 12.317 to 22.865 Gg CO2/year with amount trucks and buses emissions of 21.981,5 Gg CO2/year and 884,2 Gg CO2/year, respectively.

China, the world’s top CO2 emitter, is faced with pressure of energy-saving emission reduction. In the 2015 Paris Climate Conference (COP21), China announced its plan, aiming to cut down CO2 emissions by 60%–65% per unit of GDP in comparison to 2005’s level by 2030. To achieve this ambitious goal, reliable national, provincial, and city-level statistics are fundamental for multi-scale mitigation policy-makings as well as for the allocation of responsibilities among different administrative units. However, China implemented a top-down energy statistical system. The National Bureau of Statistics only publishes annually both national and provincial energy statistics. Only part of cities released their statistics, which results in missing data in city-level energy statistics. This also affects data transparency and accuracy of energy and CO2 emission statistics, and as a result, increases difficulty in allocation of CO2 emission reduction responsibilities. In order to fill this lacuna, we employed a standardized remote sensing inversion approach for estimating China’s city-level CO2 emissions from energy consumptions by integrating DMSP/OLS ‘city lights’ satellite data and statistical data. The end product is a map of city-level CO2 emissions in China. The most topping CO2 emitters are located in the major urban agglomerations along the more economically developed eastern coast (e.g. Yangtze River Delta, Beijing–Tianjin–Hebei, Shandong Peninsula, and Pearl River Delta). Other regions with high CO2 emissions are Shanxi and Henan in Central China, as well as the Chengdu–Chongqing and Shaanxi in West China. Regions with low CO2 emissions are western China, and most of Central China and South China.

City size expansion in China creates substantial economic circulation, which impacts CO2 emissions. Since CO2 production primarily comes from human activities, CO2 emissions are mainly in cities. To achieve China’s carbon neutrality and provide specific implementation guidance for future carbon-reduction policies, it is worth assessing China’s pressure on carbon reduction in the urban aspect. Highly developed social productivity and a market economy lead to a dramatic increase in the interconnection between cities, and the spatial distribution of CO2 emissions emerges in a spatial association. Therefore, it is of great significance to investigate the interaction of CO2 emissions with spatial effects. Taking the Yangtze River Delta urban agglomeration (YRDUA) as the research target area, this paper utilizes city-size indices to construct spatial-association networks of CO2 emissions for the first time. It employs social network analysis to explore the structures of whole networks, clusters, and city nodes. The main results show that: (1) the spatial associations of CO2 emissions in the YRDUA’s cities have become tighter over time. (2) The networks of CO2 emissions in the YRDUA’s cities have noticeable spatial-spillover effects, and the interaction of CO2 emissions between cities is dominant. (3) Nanjing is the paramount “bridge” node in the networks. (4) Nanjing, Hangzhou, Wuxi, Shanghai, Changzhou, Suzhou, Nantong, and Hefei will be the decisive cities for efficient CO2 emission control in the future. Overall, this paper reveals the role of carbon reduction in the YRDUA’s cities and proposes suggestions for establishing a transboundary energy-saving mechanism to improve the efficiency of energy conservation and emission reduction.

Energy production and consumption are dominant sources of CO2 emissions. Investigating the amount and characteristics of CO2 emission sources can aid in reducing CO2 emissions from energy-related sectors, which could lead to the development of advanced technologies and ideas for abatement. Cities play a significant role in CO2 emissions, representing a distinctive unit with a specialized energy consumption structure, meteorology, economy, agriculture, forest acreage, etc. Those properties interact and influence CO2 emissions. The city-level emission inventory is an important scientific database helping to investigate emission abatement technologies and establish control strategies. In this study, city-level CO2 emissions and ecological absorption of China’s coldest province are quantified. In the targeted region, winter lasts for about 6 months. Sectors of industry, thermal power generation, and domestic heating are dominant contributors to the total emissions. The provincial CO2 emissions from energy consumption increased gradually, reaching 327.61 million tons in 2019. Cities with strong industrial activities produced higher CO2 emissions. Moreover, the targeted region is a strong agriculture province, with the largest contribution to grain production in China. The absorption of farmland and forest was quantified, at 343.91 and 69.3 million tons in 2019, respectively. The total absorption was higher than the energy-related emissions. This indicated that the targeted region would provide a considerable carbon sink, attributed to the properties of its ecological system. From 2017 onwards, small boilers (single boilers smaller than 32 steam tons) were removed, and hence the emissions were lower than the original value. This study presents the characteristics of CO2 emissions, and reveals the co-benefit of air pollution control on CO2 reduction.

Abstract. Existing CO2 emissions reported by city inventories usually lag in real-time by a year or more and are prone to large uncertainties. This study responds to the growing need for timely and precise estimation of urban CO2 emissions to support present and future mitigation measures and policies. We focus on the Paris metropolitan area, the largest urban region in the European Union and the city with the densest atmospheric CO2 observation network in Europe. We performed long-term atmospheric inversions to quantify the citywide CO2 emissions, i.e., fossil fuel as well as biogenic sources and sinks, over 6 years (2016–2021) using a Bayesian inverse modeling system. Our inversion framework benefits from a novel near-real-time hourly fossil fuel CO2 emission inventory (Origins.earth) at 1 km spatial resolution. In addition to the mid-afternoon observations, we attempt to assimilate morning CO2 concentrations based on the ability of the Weather Research and Forecasting model with Chemistry (WRF-Chem) transport model to simulate atmospheric boundary layer dynamics constrained by observed layer heights. Our results show a long-term decreasing trend of around 2 % ± 0.6 % per year in annual CO2 emissions over the Paris region. The impact of the COVID-19 pandemic led to a 13 % ± 1 % reduction in annual fossil fuel CO2 emissions in 2020 with respect to 2019. Subsequently, annual emissions increased by 5.2 % ± 14.2 % from 32.6 ± 2.2 Mt CO2 in 2020 to 34.3 ± 2.3 Mt CO2 in 2021. Based on a combination of up-to-date inventories, high-resolution atmospheric modeling and high-precision observations, our current capacity can deliver near-real-time CO2 emission estimates at the city scale in less than a month, and the results agree within 10 % with independent estimates from multiple city-scale inventories.

Land use has a very close relationship with transportation. Transportation is formed as a result of the interaction between land use and its support system. Good land use supported by good infrastructure will result in good movement as well. Accessibility is one of the supporting factors for good interaction between transportation and land use—the better the land use conditions in an area, the greater the movement in that area. However, the interaction between land use and transportation can cause one of the problems: the increase in carbon dioxide emissions due to the more significant movement of motorized vehicles. Motor vehicles are the most significant contributor to carbon dioxide (CO2) emissions in the world. The further the route traveled by motorized vehicles, the more carbon dioxide (CO2) emissions will increase. This study aims to analyze the average total emission of carbon dioxide (CO2) resulting from transportation activities in Pekanbaru City into two parts, namely: (1) Based on Travel Time (2) Based on the type of vehicle. Vehicle Kilometers of Travel (VKT) and Emission Factors are the primary data in calculating Carbon Dioxide (CO2) Emissions. The research area consists of 12 zones involving 1,342 households in Pekanbaru City. Based on travel time, 52% of community motorized vehicle movement activities are carried out in the morning. Private cars contribute 65% of carbon dioxide (CO2) emissions in Pekanbaru City based on the type of vehicle. This study found that a high number of motorized vehicles cannot be used as a benchmark that the resulting emissions will also be high. However, the emission of carbon dioxide (CO2) depends on the fuel consumption of each vehicle. The higher the fuel consumption, the higher the amount of carbon dioxide (CO2) emissions released by motorized vehicles.

Black carbon (BC) and CO2 emissions are the two major factors responsible for global climate change and the associated health risks. Quantifying the impact of economic activities in urban agglomerations on BC and CO2 emissions is essential for finding a balance between climate change mitigation and pollution reduction. In this study, we utilized a city-level environmental extended multi-regional input–output model (EE-MRIO), integrated nexus strength (INS), and structural path analysis (SPA) to quantify the BC and CO2 footprints, nexus nodes, and supply chains of 21 cities in the Sichuan urban agglomeration (SUA) from 2012 to 2017. The results revealed that approximately 70% of the BC and CO2 footprints come from inter-city transactions, with Chengdu being the largest importing city, while the supply of other cities was greater than their consumption. The SUA has transitioned from a supply-side city cluster to a consumption-oriented city cluster in its trade with other domestic regions. The SPA analysis highlighted that the construction sector was the largest emitter of downstream BC and CO2, while the electricity supply, metal/nonmetallic manufacture, oil refining and coking, transportation, and extraction industry sectors were the main nexus nodes for BC and CO2 emissions in the SUA. Notably, the reduction in BC emissions was due to decreased indirect emissions from oil refining and coking, while the decrease in CO2 emissions was a result of reduced indirect emissions from electricity supply. This article presents, for the first time, a quantification of the heterogeneous impacts and emission supply chains of BC and CO2 emissions from economic activities in the SUA, providing valuable insights for developing climate mitigation policies tailored to different urban clusters.

A series of carbon dioxide (CO2) emission inventories with high spatial resolutions covering China have been developed in the last decade, making it possible to assess not only the anthropogenic emissions of large administrational units (countries; provinces) but also those of small administrational units (cities; counties). In this study, we investigate three open-source gridded CO2 emission inventories (EDGAR; MEIC; PKU-CO2) and two statistical data-based inventories (CHRED; CEADs) covering the period of 2000–2020 for 16 prefecture-level cities in Shandong province in order to quantify the cross-inventory uncertainty and to discuss potential reasons for it. Despite ±20% differences in aggregated provincial emissions, all inventories agree that the emissions from Shandong increased by ~10% per year before 2012 and that the increasing trend slowed down after 2012, with a quasi-stationary industrial emission proportion being observed during 2008–2014. The cross-inventory discrepancies increased remarkably when downscaled to the city level. The relative differences between two individual inventories for half of the cities exceeded 100%. Despite close estimations of aggregated provincial emissions, the MEIC provides relatively high estimates for cities with complex and dynamic industrial systems, while the CHRED tends to provide high estimates for heavily industrial cities. The CHRED and MEIC show reasonable agreement regarding the evolution of city-level emissions and the city-level industrial emission ratios over 2005–2020. The PKU-CO2 and EDGAR failed to capture the emissions and their structural changes at the city level, which is related to their point-source database stopping updates after 2012. Our results suggest that cross-inventory differences for city-level emissions exist not only in their aggregated emissions but also in their changes over time.

Reducing carbon emissions in cities is crucial for addressing climate change, while the city-level emissions of different compositions and their relationships with socio-economic features remain largely unknown in China. Here, we explored the city-level emission pattern from the industrial, transportation, and household sectors and the emission intensity, as well as their associations with socio-economic features in China, using the up-to-date (2020) CO2 emissions based on 0.1° grid (10 × 10 km) emission data. The results show that: (1) CO2 emissions from the industrial sector were considerably dominant (78%), followed by indirect (10%), transportation (8%), and household (2%) emissions on the national scale; (2) combining total emissions with emission intensity, high emission–high intensity cities, which are the most noteworthy regions, were concentrated in the North, while low emission–low intensity types mainly occurred in the South-West; (3) cities with a higher GDP tend to emit more CO2, while higher-income cities tend to emit less CO2, especially from the household sector. Cities with a developed economy, as indicated by GDP and income, would have low emissions per GDP, representing a high emission efficiency. Reducing the proportion of the secondary sector of the economy could significantly decrease CO2 emissions, especially for industrial cities. Therefore, the carbon reduction policy in China should focus on the industrial cities in the North with high emission–high intensity performance. Increasing the income and proportion of the tertiary industry and encouraging compact cities can effectively reduce the total emissions during the economic development and urbanization process.

Abu Dhabi, the Capital City of United Arab Emirates, evolved through various stages since its formation. However, unlike other Golf cities, policy makers, planners, and designers sought to guide its growth and development towards a sustainable responsive city. Sustainability has become a central theme of policy and practice, and the design of the built environment is playing a major role towards this. Abu Dhabi developed the World renowned City of Masdar, as a model of sustainable development and design, and established the Estidama Rating System to enforce specific sustainable applications. This aim of this study is to examine the cost-effectiveness of shifting the development of Abu Dhabi from a conventional approach to a sustainable one. In particular, it sought to determine whether vernacular design and architecture could help to address the quest for a sustainable city. The methodology adopted for this research was based on quantitative and qualitative approaches. Three buildings were selected to determine the cost-effectiveness of the proposed sustainable solutions. 1. Masdar building was studied to represent what is classified as a sustainable prototype. 2. Educational Building of Abu Dhabi Police Academy, which has an open courtyard at the centre of the building, represents a vernacular design. 3. Administrative Building of Abu Dhabi Police Academy, which has a closed atrium in the centre without any skylight, represents a conventional building design. The research involved an environmental investigation of power consumption, carbon dioxide emissions, indoor and outdoor temperature, indoor and outdoor relative humidity, and levels of indoor carbon dioxide. Monitors were installed in the three prototype buildings for a period of time, and the results of the readings were compared and analysed. In addition, a questionnaire survey was used to determine the impact of the three buildings on sustainable lifestyles and attitudes. Ninety users of the three buildings responded to the questionnaire. Their responses were also compared and analysed. The results of the monitoring of the thermal performance, power consumption and carbon dioxide levels indoors confirmed that most indoor temperature readings were similar due to the use of air-conditioning in the three buildings. However, cooler temperatures were recorded in similar rates in the alleyways of Masdar and in the courtyard of the Police Academy Educational building. In some cases, courtyard spaces in the Educational Building in the Police Academy recorded even lower temperatures than those of Masdar. These readings were much higher than those of the outdoor exposed temperature, whether in Masdar or in the Police Academy outdoor spaces. Considering that the cost per square meter of the Masdar prototype was almost the double of the other prototypes, these findings challenged the cost-effectiveness of the prevailing Masdar City approach. The results also highlighted the importance of the architectural heritage of Abu Dhabi to address the sustainability agenda, including its implications on planning and building regulations. The findings of the questionnaire survey revealed that there were no significant differences between user responses of Masdar and the Police Academy buildings. These also questioned the cost effectiveness of the Masdar prototype. However, the results also confirmed that the lack of awareness of the sustainability agenda for the users of the three buildings, thus highlighting the wider implications on the sustainability agenda.

Récemment, plusieurs tentatives ont été faites afin de quantifier les émissions de CO2 à l'échelle de la ville et ainsi d’améliorer les inventaires existants. Les mesures de concentration de CO2 et autres gaz peuvent ainsi être utilisées dans une approche dite “descendante” afin de contraindre les inventaires d’émission qui sont traditionnellement construits via une approche dite “ascendante” à partir d’une quantification des activités.Dans le cadre de cette thèse, nous avons évalué le potentiel d’une nouvelle technique de surveillance du CO2, référencée sous le nom de sous le nom de GreenLite™ (Green Imaging Tomography Experiment). Le système a été déployé pendant un an dans la ville de Paris. Il permet une mesure en continu de la concentration le long de 30 segments horizontaux, proches de la surface. Il a donc une couverture spatiale beaucoup plus large que l'échantillonnage in situ traditionnel et apporte une information dont la représentativité spatiale est plus cohérente avec celle des modèles de transport atmosphérique à résolution à l'échelle kilométrique utilisés pour l'inversion atmosphérique à l'échelle de la ville.J’ai développé un outil de modélisation complet centré sur le modèle à haute résolution WRF avec un couplage (WRF-Chem), et en utilisant des inventaires d'émissions anthropique de CO2, des estimations des flux par la végétation et des conditions aux limites fournies par une simulation à grande échelle. Ce modèle permet d’interpréter les mesures.Le chapitre 1 est une large introduction au sujet tandis que les chapitres 2-4 sont construits autour de trois articles publiés dans la littérature scientifique.Le chapitre 2 évalue si le modèle WRF à une résolution spatiale de 3 km peut reproduire les champs météorologiques dans la région IdF mieux que ne le fait le modèle Européen CEPMMT à 16 km de résolution. Les comparaisons entre les analyses des deux modèles sont faites avec un focus sur trois variables atmosphériques (température de l'air, vent et hauteur de la couche limite) qui sont les plus pertinentes en ce qui concerne le transport du CO2 atmosphérique dans un environnement urbain. Les résultats ont permis de sélection une version du modèle et une option de nudging qui permet la meilleure adéquation entre les simulations numériques et les observations de terrain, et ces options sont utilisés dans la suite du travail.Le chapitre 3 vise à comprendre les variations temporelles et spatiales des concentrations de CO2 dans Paris et ses environs pendant la période de mesure du système GreenLITE™ (Sep 2015 à dec 2016). Les données permettent de démontrer qu’un schéma de canopée urbaine (BEP) est en bien meilleur accord avec la réalité, par rapport à l'autre (UCM), en particulier pendant l’hiver. Pendant cette période, le mélange vertical est réduit ce qui peut conduire à des accumulations du CO2 dans les basses couches de l’atmosphère, qui sont difficiles à modéliser. Cependant, les mesures GreenLITE™ montrent aussi un bruit important et des indications de biais, ce qui limite leur potentiel d’interprétation. De plus, les inadéquations entre modèles et observations dans ce chapitre soulignent clairement la difficulté de modélisation du CO2 dans les zones urbaines en raison des grandes incertitudes tant dans le transport atmosphérique que dans l'inventaire des émissions.Le chapitre 4 vise à étudier en détail les sources d'erreurs principales qui conduisent aux différences entre mesures et résultats de simulation en ce qui concerne le CO2 atmosphérique au-dessus de Paris. Ces sources d’erreur incluent les hypothèses sur les distributions des émissions anthropiques, le transport atmosphérique en particulier le mélange vertical, les flux de CO2 biogéniques, et les conditions aux limites du domaine de simulation
Cities play an important role in tackling climate change as they account for more than 70% of global anthropogenic CO2 emissions. In recent years, several efforts have attempted to quantify city-scale CO2 emissions and establish a high spatially and temporally resolved inventory for supporting urban emission mitigation strategies. The so-called "top-down" inverse estimation of CO2 emissions constrained by independent atmospheric observations could serve to evaluate the consistency of traditional "bottom-up" inventories. A novel CO2 monitoring technique, known as the Greenhouse gas Laser Imaging Tomography Experiment (GreenLITE™) trace gas measurement system, was deployed in central Paris for a 1-year monitoring of near-surface atmospheric CO2 concentrations along 30 horizontal chords. This system has a much wider spatial coverage than traditional in situ sampling and was expected to be more consistent with the spatial representativeness of the kilometer-scale resolution atmospheric transport models used for the city-scale atmospheric inversion.The primary objective of this thesis is to assess the potential contribution of this GreenLITE™ system, in addition to two urban and four peri-urban in situ CO2 measurement stations, for a better understanding of the spatiotemporal variations of CO2 concentrations within Paris and its vicinity. For this objective, I have developed a full modeling framework around the high-resolution Weather Research and Forecasting model (WRF) and its coupling with Chemistry (WRF-Chem), using CO2 emission inventories, estimates of the vegetation fluxes and boundary conditions provided by a large-scale simulation.Chapter 1 is a broad introduction to the subject while chapter 2-4 are built around three separate and publishable papers.Chapter 2 aims at evaluating whether the WRF model running at a 3-km horizontal resolution, with its various configurations, can reproduce the meteorological fields over the IdF region better than the 16-km resolution ECMWF global operational forecasts. The comparisons between WRF and ECMWF forecasts with respect to observations are carried out with a focus on three atmospheric variables (air temperature, wind and PBL height). The results of the sensitivity tests of different physics schemes and nudging options obtained in this chapter are used in subsequent research for the selection of appropriate WRF-Chem model setup in support of atmospheric CO2 transport modeling.Chapter 3 aims at understanding the spatiotemporal variations of CO2 concentrations within Paris and its vicinity during the 1-year GreenLITE™ operating period from September 2015 to December 2016. The analyses are based on CO2 data provided by GreenLITE™ together with six in situ stations and the 1 km-resolution WRF-Chem model coupled with two urban canopy schemes (Urban Canopy Model - UCM; Building Effect Parameterization - BEP). The GreenLITE™ data provide clear information that favors BEP over UCM in the description of vertical mixing and CO2 concentrations during the winter. However, there are indications of measurement noise in summer that limit the usefulness of the data. Furthermore, the model-observation mismatches clearly stress the difficulty of CO2 modeling within urban areas due to the large uncertainties both in the atmospheric transport and the emission inventory.Chapter 4 aims at investigating in detail the critical sources of errors that lead to the model-observation mismatches in the atmospheric CO2 modeling over Paris. These sources of misfit include uncertainties in the assumed distribution of anthropogenic emission, errors in the atmospheric transport, in biogenic CO2 fluxes and in CO2 boundary conditions at the edges of the atmospheric transport model domain. The lessons and insights from this chapter provide requirements and recommendations for the assimilation of CO2 measurements into the atmospheric inversion, when aiming at the quantification of CO2 emissions for the Paris region

Le changement climatique (CC), dû aux activités humaines, est un défi majeur actuel. Les zones urbaines, concentrant les émissions mondiales, sont au cœur de l'action climatique, reflétant leur double rôle dans l'aggravation et l'atténuation du CC, mais aussi mettant en évidence leur grande vulnérabilité à ses impacts. Les inventaires des émissions de gaz à effet de serre (GES) sont essentiels pour les décideurs politiques afin d'évaluer, surveiller, publier et réduire ces émissions. Les méthodologies basées sur l'activité ont été largement adoptées, mais des défis persistent: standardisation, disponibilité et transparence des données, financement long terme... Les avancées récentes dans les approches hybrides, combinant des inventaires classiques et des mesures atmosphériques, sont prometteuses pour estimer avec précision les émissions et soutenir l'action climatique urbaine. Les inventaires des émissions fournissent la base de connaissance, tandis que les Plans Climat articulent les efforts de réduction des émissions. De nombreuses villes visent la neutralité carbone, exigeant une décarbonisation profonde, une transformation systémique, une gouvernance robuste et des considérations socio-économiques. La surveillance atmosphérique des GES permet un suivi efficace des émissions, mais une conception méticuleuse du réseau est cruciale pour surveiller les secteurs clés et s'adapter aux paysages urbains en évolution rapide.L'objectif principal de cette thèse est d'établir un lien entre les impacts spatiaux des engagements politiques sur les futures émissions de CO2 à Paris et Munich pour 2030 et 2050, et les recommandations résultantes sur les caractéristiques physiques des réseaux d'observation long terme des GES urbains.Le chapitre I présente l'importance des zones urbaines et offre un aperçu des différentes méthodes de comptabilisation du carbone, comme les inventaires, les observations atmosphériques et la modélisation. De plus, il décrit le rôle des Plans Climat, ainsi que des études de conception de réseaux.Le chapitre II, une étude conjointe de Munich et de Paris, révèle des trajectoires d'émissions divergentes, en raison d'objectifs climatiques distincts, soulignant la complexité de la réduction des émissions urbaines influencée par des facteurs socio-économiques. Quantifier les actions d'atténuation et déterminer si leur somme permet d'atteindre les objectifs climatiques restent des défis. Notre recherche souligne la nécessité d'évaluations quantitatives des actions climatiques pour renforcer les politiques climatiques.Le chapitre III analyse en détail le Plan Climat de Paris en quantifiant les actions d'atténuation les plus impactantes à travers les secteurs. Les réductions potentielles de carbone qui en résultent sont projetées permettant d'évaluer leurs impacts temporels, spatiaux et socio-économiques, ainsi que la faisabilité d'atteindre les objectifs climatiques de la ville. Les cartes d'émissions à haute résolution spatiale révèlent des disparités dans les réductions d'émissions, mettant en évidence les interactions complexes ville-banlieue, les facteurs socio-économiques et les stratégies de mitigation climatique.Le chapitre IV analyse de manière critique la conception de réseaux atmosphériques à long terme pour l'Île-de-France en utilisant les projections spatialisées des actions de mitigation du carbone. L'étude utilise le modèle de transport WRF-Chem, LPDM en mode inverse et calcule les zones d'influence des stations existantes et théoriques basées sur des observations horaires. La sensibilité des stations aux émissions GES de surface est évaluée, soulignant l'importance d'une conception méticuleuse du réseau et du placement des capteurs pour surveiller les tendances d'émissions décroissantes dans les paysages urbains en rapide évolution.Le chapitre V résume les principales conclusions de l'étude, discute de l'importance des résultats et esquisse les orientations potentielles pour de futures recherches
Reducing anthropogenic greenhouse gas emissions from fossil fuel consumption remains the primary objective to limit the impact of climate change in the coming decades. Urban areas, major contributors to global emissions, are focal points for climate action, reflecting their dual role in exacerbating and mitigating climate change but also highlighting their high vulnerability to its impacts. Greenhouse gas (GHG) emission inventories are vital for policymakers to assess, monitor, report, and reduce carbon emissions. Organizations like ICLEI, GCoM, and C40 provide frameworks for cities to report emissions and share knowledge. Activity-based methodologies have been widely embraced, yet challenges persist, including standardized methodologies, data availability and transparency, and long-term funding. Recent advancements with hybrid approaches, combining inventories and atmospheric measurements, show promising results in providing more accurate and timely emission estimates to support urban climate action. While emission inventories provide the basis for effectively targeting climate policies, urban Climate Action Plans articulate carbon mitigation efforts to reduce emissions. Many cities aim for net zero emissions by mid-century, necessitating deep decarbonization, systemic transformation, robust governance, and socio-economic considerations. Atmospheric GHG monitoring supports effective emission tracking, but careful network design is crucial to monitor key sectors and adapt to rapidly changing urban landscapes.The main objective of this thesis is to establish a link between the anticipated spatial impacts of political pledges on future anthropogenic CO2 emissions in Paris and Munich for 2030 and 2050, and the resulting recommendations on the physical characteristics of long-term urban GHG observation networks.Chapter I introduces the importance of urban areas and provides an overview of different carbon accounting methods like activity-based emission inventories, atmospheric observations, and modeling approaches. Additionally, it depicts the crucial role of climate action plans and network design studies.Chapter II, a joint study of Munich and Paris, reveals divergent emission trajectories due to distinct climate targets, underlining the complexity of reducing urban emissions influenced by socio-economic factors. The quantification of mitigation actions and the analysis of whether the sum of those actions reaches the given climate targets remains challenging. The research underscores the need for quantitative assessments of climate actions to strengthen climate policies.Chapter III provides a more detailed analysis of Paris's Climate Action Plan by quantifying the most impacting mitigation actions across sectors. The resulting carbon-saving potentials are projected to evaluate their temporal, spatial, and socio-economic impacts and assess the feasibility of meeting the city's climate targets. The high-granular spatially resolved emission maps reveal significant disparities in emission reductions, highlighting the complex city-suburb interactions, socio-economic impacts, and climate mitigation strategies.Chapter IV critically analyzes the design of long-term atmospheric monitoring networks for the Greater Paris region using the spatialized projections of carbon mitigation actions. The study employs a model-observation framework, integrating the WRF-Chem transport model and LPDM in backward mode. The study computes tower footprints for existing and theoretical monitoring stations based on hourly observations with varying sensor sensitivity. It assesses station sensitivity to surface GHG emissions, emphasizing the importance of careful network design and sensor placement for monitoring decreasing emission trends in rapidly evolving urban landscapes.Chapter V summarizes the study's main findings, discusses the significance of the results, and outlines potential directions for future research

The relocation of logistic companies’ from the inner centres to the logistic platforms significantly affects both the supply chain management and the urban sustainability development. Recently the concept of city logistics and intermodality has received a significant attention from both academics and decision makers. City logistics play a pivotal role to ensure the liveability of urban areas but, in parallel, urban freight transport also has a significant effect on the quality of life in the urban settings. Optimization of urban freight transportation have an important input in the context of sustainability and liveability of cities and urban areas reducing traffic congestion, decreasing road accidents, alleviating CO2 emissions and noise impacts. The purpose of this thesis is to evaluate the relocation of a case logistics company from the city centre to a suburban area. To do this, a wide range of literature reviews pertaining the influence of peripheral logistics platform on the city sustainability were investigated. It seems that there are not well-defined models which can make a comprehensive and quantitative assessment in the context of sustainability for the relocation of business premises. Further investigation was done by conducting a case study on DHL, field observation of traffic flow. Based on all the collected information from the relevant sources, a mixed methods research was applied including a qualitative approach and a quantitative approach. A systematic approach was therefore developed in the context of sustainable development which can be used as an assessment tool for the major factors that enlighten the decision makers to consider the relocation of the logistics companies. A systematic approach was developed by this thesis which facilitates the assessment of key factors that impact the relocation decision in the context of all the three sustainable aspects: economic, social and environmental development. These impacts represent traffic congestion, time and distance of transportation, emission, cost optimization and transport mobility.

The transport sector contributes significantly to global energy use and emissions due to its traditional dependency on fossil fuels. Climate change, security of energy supply and increasing mobility demand is mobilising governments around the challenges of sustainable transport. Immediate opportunities to reduce emissions exist through the adoption of new bus technologies, e.g. advanced powertrains. This thesis analysed energy use and carbon dioxide (CO2) emissions of conventional, hybrid-electric, and plug-in hybrid-electric city buses including two-axle, articulated, and biarticulated chassis types (A total of 6 bus types) for the operation phase (Tank-to-Wheel) in Curitiba, Brazil. The systems analysis tool – Advanced Vehicle Simulator (ADVISOR) and a carbon balance method were applied. Seven bus routes and six operation times for each (i.e. 42 driving cycles) are considered based on real-world data. The results show that hybrid-electric and plug-in hybrid-electric two-axle city buses consume 30% and 58% less energy per distance (MJ/km) compared to a conventional two-axle city bus (i.e. 17.46 MJ/km). Additionally, the energy use per passenger-distance (MJ/pkm) of a conventional biarticulated city bus amounts to 0.22 MJ/pkm, which is 41% and 24% lower compared to conventional and hybrid-electric two-axle city buses, respectively. This is mainly due to the former’s large passenger carrying capacity. Large passenger carrying capacities can reduce energy use (MJ/pkm) if the occupancy rate of the city bus is sufficient high. Bus routes with fewer stops decrease energy use by 10-26% depending on the city bus, because of reductions in losses from acceleration and braking. The CO2 emissions are linearly proportional to the estimated energy use following from the carbon balance method, e.g. CO2 emissions for a conventional two-axle city bus amount to 1299 g/km. Further results show that energy use of city bus operation depends on the operation time due to different traffic conditions and driving cycle characteristics. An additional analysis shows that energy use estimations can vary strongly between considered driving cycles from real-world data. The study concludes that advanced powertrains with electric drive capabilities, large passenger carrying capacities and bus routes with a fewer number of bus stops are beneficial in terms of reducing energy use and CO2 emissions of city bus operation in Curitiba.

Tese de doutoramento em Engenharia Eletrotécnica e de Computadores, na especialidade de Automação e Robótica, apresentada ao Departamento de Engenharia Eletrotécnica e de Computadores da Faculdade de Ciências e Tecnologia da Universidade de Coimbra
O congestionamento do tráfego no centro das cidades e impacto ambiental associado estão entre os principais desafios colocados hoje em dia aos investigadores na área da mobilidade. Este trabalho tem como objectivo contribuir para a melhoria da mobilidade urbana, em termos do aumento da capacidade das infraestruturas rodoviárias e da redução das emissões dos veículos. O presente trabalho está incluído no domínio dos "Sistemas de Transportes Inteligentes", nomeadamente na simulação de tráfego de veículos autónomos e análise das emissões de CO2 ao um nível microscópico. O trabalho incidirá sobre o desenvolvimento de metodologias para a gestão de tráfego em intersecções, auxiliadas por um sistema de localização multi-sensorial. Um ambiente de simulação integrado é analisado no contexto do desenvolvimento de algoritmos "Inteligentes de Gestão de Tráfego" (Intelligent Traffic Management-ITM) aplicados em intersecções, nomeadamente em rotundas e e cruzamentos. Os resultados deste trabalho, disponibilizam dados relevantes sobre consumo de combustível e sobre as emissões de gases de efeito estufa CO2, habilitando a avaliação dos algoritmos inteligentes de gestão de tráfego em intersecções para veículos autónomos, relativamente às técnicas tradicionais de regulação de trânsito em rotundas e cruzamentos. A estimação precisa da localização de um veículo e o controlo da mesma, é de extrema importância para o desenvolvimento e operação de algoritmos ITM, portanto, sendo o seu desenvolvimento também realizado e analisado. O trabalho desenvolvido encontra-se dividido em três grandes temas: ambiente de simulação integrado, algoritmos ITM e estimação da localização de veículos. No âmbito deste trabalho foi desenvolvido como um ambiente de simulação denominado ISR-TRAFSIM (disponível em: http://www2.isr.uc.pt/~conde/isr-trafsim/). Este simulador é baseado em Matlab, o seu código fonte encontra-se disponível, e tem o potencial para ser usado em estudos diversos da área de transportes inteligentes, nomeadamente: controlo automático de tráfego rodoviário, análise de emissões de veículos automóveis, controlo de seguimento de trajectória de veículos autónomos e de fusão de sensorial para efeitos de localização precisa e percepção de situações anómalas ou perigosas. Vários algoritmos ITM foram desenvolvidos, visando minimizar o número de acidentes, o congestionamento do tráfego e consequentemente reduzir os custos ambientais do tráfego rodoviário. Os algoritmos ITM desenvolvidos, são baseados em metodologias de reserva espaço-temporal. Estas metodologias asseguram que os veículos se deslocam através do cruzamento sem colidir com outros veículos, ao mesmo tempo que conseguem reduzir o tempo de espera no cruzamento assim como os seus impactos ambientais. Este trabalho demonstra que existe o potencial para a redução de emissões e aumento do fluxo de tráfego através da utilização de algoritmos ITM. Para implementar a gestão de tráfego em cenários de condução cooperativa, a estimativa da localização e velocidade dos veículos deve ser precisa e robusta. Em sistemas localização de veículos baseados apenas em receptores GNSS, a precisão resultante pode ser afectada por erros de vários metros. Neste trabalho avaliou-se a potencial melhoria na localização de veículos equipados câmaras de detecção da linha de marcação lateral da estrada, em cenários cooperativos para reduzir os erros de posição absoluta de veículos através da partilha em rede de informação em tempo real. As técnicas utilizadas nos algoritmos de localização são baseadas em métodos intervalares, usados para determinar conjuntos de pertença com erro delimitado, estas metodologias foram usadas para determinar localização baseada em GNSS, com garantida da solução se encontrar dentro de um conjunto com um determinado risco. Para resolver o problema das "pseudoranges" com multi-percurso do tipo NLOS e propagação do erro quando se utiliza algoritmos colaborativos, desenvolveram-se algoritmos robustos, baseados na detecção de medidas aberrantes de satélites, e no relaxamento das restrições usadas na computação do conjunto de pertença.
Traffic congestion in city centers and its associated environment impact are among the major challenges pose to mobility researcher nowadays. This thesis aims to contribute for urban mobility improvement, in terms of road capacity and vehicle emissions. The current work is included in the Intelligent Transportation Systems research area, namely traffic simulation of autonomous vehicles and CO2 emissions assessment at a microscopic level. The thesis will focus on the development of methodologies for the traffic management in intersections aided by precise multi-sensor positioning. This research explore a simulation framework for the development of Intelligent Traffic Management (ITM) algorithms in road intersections, namely roundabout and crossroads. The research work provide an assessment of novel intersection traffic management algorithms for automated vehicles on fuel consumption and greenhouse gas emissions of CO2 relative to traditional traffic signal and roundabout intersection control. An accurate vehicle's pose estimation and control is of extreme importance for the inner working of the ITM algorithms, therefore its development is also performed and analyzed. The research work is divided in three major topics: simulation framework, ITM algorithms and vehicle pose estimation. In the framework of this research the ISR-TRAFSIM was developed as the simulation environment (available at: http://www2.isr.uc.pt/~conde/isr-trafsim/). It is an open-source Matlab-based simulator and it has the potential for being used in diverse studies such has: automatic traffic control, vehicle emissions analysis, vehicle path-following control and sensor fusion for vehicle awareness. Several ITM algorithms were developed, aiming to minimize accidents, traffic congestion and consequently the environmental costs of road traffic. The developed intelligent traffic management ITM algorithms, which are based on a spatiotemporal reservation scheme, ensure that vehicles proceed through the intersection without colliding with other vehicles while at the same time reducing the intersection delay and environmental impacts. This research demonstrates that there is the potential of emission reduction and optimized traffic flow through the use of these ITM algorithms. To implement the traffic management in cooperative driving scenarios, the estimated pose and speed of vehicles must be both accurate and robust. When vehicles localization systems involve standalone GNSS receivers, the resulting accuracy can be affected by satellite-specific errors of several meters. This work studied how road-features like lane marking detected by on-board cameras can be exploited to reduce absolute position errors of cooperative vehicles sharing information in real-time in a network. The algorithms considered in this work are based on a error bounded set membership strategy, these methodologies were used to compute GNSS guaranteed risk integrity zone. A robust set-inversion based algorithm was also developed, to solve the problem of NLOS multipath and its error propagation when using collaborative algorithms.
Fundação para a Ciência e Tecnologia

A CO2 emission analysis and system investigation of a direct fuel cell waste energy recovery and power generation system (DFC-ERG) for pressure letdown stations was undertaken. The hybrid system developed by FuelCell Energy Inc. is an integrated turboexpander and a direct internal reforming molten carbonate fuel cell system in a combined circle. At pressure letdown stations, popularly called city gates, the pressure of natural gas transported on long pipelines is reduced by traditional pressure regulating systems. Energy is lost as a result of pressure reduction. Pressure reduction also results in severe cooling of the gas due to the Joule Thompson effect, thus, requiring preheating of the natural gas using traditional gas fired-burners. The thermal energy generated results in the emission of green house gases. The DFC-ERG system is a novel waste energy recovery and green house gas mitigation system that can replace traditional pressure regulating systems on city gates. A DFC-ERG system has been simulated using UniSim Design process simulation software. A case study using data from Utilities Kingston’s city gate at Glenburnie was analysed. The waste energy recovery system was modelled using the design specifications of the FuelCell Energy Inc’s DFC 300 system and turboexpander design characteristics of Cryostar TG120. The Fuel Cell system sizing was based on the required thermal output, electrical power output, available configuration and cost. The predicted performance of the fuel cell system was simulated at a current density of 140mA/cm2, steam to carbon ratio of 3, fuel utilization of 75% and oxygen utilization of 30%. The power output of the turboexpander was found to strongly depend on the high pressure natural gas flowrate, temperature and pressure. The simulated DFC-ERG system was found to reduce CO2 emissions when the electrical power generated by the DFC-ERG system replaced electrical power generated by a coal fired plant.
Thesis (Master, Chemical Engineering) -- Queen's University, 2010-08-31 02:02:11.392

Al giorno d’oggi, per fronteggiare i cambiamenti climatici in atto, governi nazionali e locali stanno attuando misure specifiche per limitare l’incremento della temperatura media del pianeta entro 1,5°C, come sancito durante la Conference of Parts (COP) 26 del 2021 a Glasgow, proponendosi di raggiungere il target della carbon neutrality entro il 2050, ripartendo gli impegni all’interno dei vari territori secondo il criterio del Burden Sharing. Per affrontare queste tematiche a scala di territorio è stato scelto come caso studio, all’interno della presente tesi, il Comune di Reggio Calabria, il quale ha recentemente aderito al Patto dei Sindaci, manifestando le proprie intenzioni di contribuire in maniera significativa alla riduzione delle emissioni della città e, con riferimento ai settori più inquinanti, è stata valutata l’efficacia di alcune misure di riduzione. È stato a tal fine analizzato nel dettaglio lo stato di fatto in termini di emissioni, individuando i settori più emissivi, ossia i trasporti e l’edilizia, ai quali è imputabile circa il 90% del totale, proponendo diversi scenari atti a valutare se alla prossima deadline normativa del 2030 si potranno raggiungere gli obiettivi prefissati. Ciò che si ottiene nel “best scenario” per i due settori, è una riduzione al 2030 del 9% delle emissioni, con un risparmio finale di quasi 65.000 t CO2, conseguibili tuttavia quasi esclusivamente nel settore dell’edilizia. Se quindi in una piccola città come Reggio Calabria è possibile ottenere questi risultati entro la deadline del 2030 vuol dire da un lato che le potenzialità che ha l’intero Paese sono notevoli, dall’altro, che le misure in atto sono insufficienti per rispettare le scadenze e ancora molto resta da fare per raggiungere la carbon neutrality al 2050, soprattutto in settori come quello dei trasporti, nel quale nonostante l’adozione di numerose misure al momento vigenti le emissioni sono in continua crescita. Spunti incoraggianti relativi all’impiego di nuove fonti energetiche arrivano dal settore dell’idrogeno, combustibile con spiccate proprietà ambientali e versatilità di impiego, utilizzabile sia nel settore dei trasporti, che dell’edilizia, dell’industria, ecc. A riguardo, nel periodo del dottorato è stato realizzato un sistema di generazione di idrogeno da FER (energia solare), stoccaggio e riconversione in fuel cell, testandone e simulandone il comportamento e la produzione sotto diverse condizioni operative. È stato inoltre progettato, ed è già stato realizzato e collaudato un modello in scala, un prototipo di UAV a idrogeno per volo in alta atmosfera, per il monitoraggio ambientale. Questo sistema, primo in Europa nel settore, potrà essere impiegato per diverse finalità in svariati settori, quali ad esempio l’osservazione, il controllo e la gestione del territorio (es. prevenzione catastrofi naturali) o il monitoraggio dei cambiamenti climatici, ecc., rivolgendosi a diversi mercati.

Os contextos pandémico e pós-pandémico vêm impondo às cidades outras dinâmicas, outros sons, outros ecos, outros percursos, outros visitantes humanos e não humanos. Durante o confinamento, o encerramento de espaços teatrais e expositivos – bem como, durante o desconfinamento, as limitações para a sua utilização - têm tido consequências penosas nas programações artísticas e efeitos dramáticos nos quotidianos dos seus agentes (artistas, técnicos, programadores, curadores, etc.). Ao mesmo tempo, a desaceleração da vida da cidade (do trânsito, do ritmo nas ruas, do frenesim produtivo e de consumo, etc.) veio contribuir beneficamente para uma diminuição das emissões de CO2. Neste quadro, a cidade - mais concretamente as suas zonas públicas a céu aberto – surgem mais nitidamente como espaços de circulação e de interferência (ou de suspensão de interferência) entre pessoas. O que aprendemos com a experiência de confinamento e desconfinamento? Em primeiro lugar, que a cidade tem uma densidade flutuante, na medida em que as concentrações populacionais se esvaem quando nos encerramos em casa. Em segundo lugar, que o encontro com o outro (uma das prerrogativas da cidade) pode acontecer em outras escalas que não apenas a dimensão cultural. Em terceiro lugar, que o medo pode ser um sentimento público capaz de fazer implodir as próprias cidades, se não for transformado numa força para a vida. Como é que, neste processo, os artistas se organizam e se constituem como agentes na cidade? Como é que a cidade passou a ser representada? Que cidade é aquela que desejamos? Este congresso surge assim da necessidade de intensificar o diálogo entre a cidade e a arte, em particular as artes performativas. Este encontro efoi o culminar de dois anos de investigação consistente e consolidada no âmbito do projecto TEPe (Technologically Expanded Performance). Ao longo destes dois anos, desenvolvemos atividades com a comunidade com o intuito de promover um diálogo intercultural e transdisciplinar, e proporcionar o encontro com vivências urbanas variadas. Através das diferentes propostas de percursos pela cidade, mapeámos acontecimentos, hoje invisíveis, mas ainda assim presentes: desde “memórias soterradas” a “caminhadas sensoriais”, passando por registos íntimos de confinamento. O encontro visou partilhar as experiências realizadas com a contribuição de duas equipas: a portuguesa, em Lisboa, e a brasileira, em Fortaleza. Para além de apresentarmos as conclusões das pesquisas realizadas, lançamos esta chamada para apresentações, especialmente destinada a artistas e estudiosos de performance art, historiadores das cidades, antropólogos, urbanistas, geógrafos, estudiosos da escuta e do som e a todxs aquelxs a quem interessa pensar (e projectar) a vida na cidade. -------------------------------------------------------------------------------------------------------------- The pandemic and post-pandemic contexts have imposed on cities other dynamics, other sounds, other echoes, other routes, other human and non-human visitors. During the lockdown, the closure of theatrical and exhibition spaces - as well as, during lockdown unlocking, the limitations for their use - have had painful consequences in artistic programming and dramatic effects in the daily lives of its agents (artists, technicians, programmers, curators, etc.). At the same time, the slowing down of city life (traffic, the pace of the streets, the frenzy of production and consumption, etc.) has made a beneficial contribution to a reduction in CO2 emissions. In this context, the city - and more specifically its open-air public areas - emerge more clearly as spaces for circulation and interference (or suspension of interference) between people. What have we learned from the experience of national lockdown and unlocking? Firstly, that the city has a fluctuating density, insofar as population concentrations fade when we shut ourselves indoors. Secondly, the encounter with the other (one of the prerogatives of the city) can take place on other scales than the cultural dimension alone. Thirdly, fear can be a public sentiment capable of imploding cities themselves if it is not transformed into a force for life. How, in this process, are artists organised and constituted as agents in the city? How did the city come to be represented? What kind of city do we want? This congress thus arises from the need to intensify the dialogue between the city and art, particularly the performing arts. This international meeting is the culmination of two years of consistent and consolidated research within the TEPe (Technologically Expanded Performance) project. Throughout these two years, we have developed activities with the community to promote intercultural and transdisciplinary dialogue and provide an encounter with varied urban experiences. Through the different proposals of walks through the city, we have mapped events, today invisible, but still present: from "buried memories" to "sensorial walks", passing through intimate records of confinement. The meeting aims to share the experiences carried out with the contribution of two teams: the Portuguese, in Lisbon, and the Brazilian, in Fortaleza. Besides presenting the conclusions of the researches carried out, we launch this call for presentations, especially addressed to artists and scholars of performance art, historians of cities, anthropologists, urban planners, geographers, scholars of listening and sound and to all those who are interested in thinking (and projecting) life in the city.

In this book we analyse the sustainability question in the Modern Production System, which today encompasses most of the world economy. We present concepts, theories, indicators, indices, formulas, methods and historical date to examine the evolution and trends of two sustainable development dimensions: socioeconomic and environmental. We focus on the nature-economy nexus and analyse its contradictory process: the more the economics needs nature, the more its cause natural resources depletion and environmental degradation. The huge increase on CO2 emissions in the last three decades – from oil, coal and another non-renewable resources– provides strong evidence to such contradiction. We then analyze the role of material recycle as a solution against both, resources depletion and environmental degradation. Our analysis suggests that the recycle of materials can only contribute to reduce the problem. Moreover, there cycle process of materials depends, on many cases, of public or social subsidies – as financial incentives from the government and domestic material selection. The environment problem transcends borders (as an enterprise, a village, a city, or a country): one can be sustainable, but in fact transfer to other its environmental problem. We adopt the notion of Environmental Space to deal with the sustainability question. We then present and apply the concept of Eco-inequal Exchange to analyse such a question. The environmental movement, which started about fifty years ago, did transform the sustainable development into a global mission. By exposing socio-environmental problems generated by the modern production system itself, this book aims to contribute to a better understanding the limits and possibilities of ours actions as environmentalists.

Nationalism: Past as Prologue began as a single volume being compiled by Ad Akande, a scholar from South Africa, who proposed it to me as co-author about two years ago. The original idea was to examine how the damaging roots of nationalism have been corroding political systems around the world, and creating dangerous obstacles for necessary international cooperation. Since I (Bruce E. Johansen) has written profusely about climate change (global warming, a.k.a. infrared forcing), I suggested a concerted effort in that direction. This is a worldwide existential threat that affects every living thing on Earth. It often compounds upon itself, so delays in reducing emissions of fossil fuels are shortening the amount of time remaining to eliminate the use of fossil fuels to preserve a livable planet. Nationalism often impedes solutions to this problem (among many others), as nations place their singular needs above the common good. Our initial proposal got around, and abstracts on many subjects arrived. Within a few weeks, we had enough good material for a 100,000-word book. The book then fattened to two moderate volumes and then to four two very hefty tomes. We tried several different titles as good submissions swelled. We also discovered that our best contributors were experts in their fields, which ranged the world. We settled on three stand-alone books:” 1/ nationalism and racial justice. Our first volume grew as the growth of Black Lives Matter following the brutal killing of George Floyd ignited protests over police brutality and other issues during 2020, following the police assassination of Floyd in Minneapolis. It is estimated that more people took part in protests of police brutality during the summer of 2020 than any other series of marches in United States history. This includes upheavals during the 1960s over racial issues and against the war in Southeast Asia (notably Vietnam). We choose a volume on racism because it is one of nationalism’s main motive forces. This volume provides a worldwide array of work on nationalism’s growth in various countries, usually by authors residing in them, or in the United States with ethnic ties to the nation being examined, often recent immigrants to the United States from them. Our roster of contributors comprises a small United Nations of insightful, well-written research and commentary from Indonesia, New Zealand, Australia, China, India, South Africa, France, Portugal, Estonia, Hungary, Russia, Poland, Kazakhstan, Georgia, and the United States. Volume 2 (this one) describes and analyzes nationalism, by country, around the world, except for the United States; and 3/material directly related to President Donald Trump, and the United States. The first volume is under consideration at the Texas A & M University Press. The other two are under contract to Nova Science Publishers (which includes social sciences). These three volumes may be used individually or as a set. Environmental material is taken up in appropriate places in each of the three books. * * * * * What became the United States of America has been strongly nationalist since the English of present-day Massachusetts and Jamestown first hit North America’s eastern shores. The country propelled itself across North America with the self-serving ideology of “manifest destiny” for four centuries before Donald Trump came along. Anyone who believes that a Trumpian affection for deportation of “illegals” is a new thing ought to take a look at immigration and deportation statistics in Adam Goodman’s The Deportation Machine: America’s Long History of Deporting Immigrants (Princeton University Press, 2020). Between 1920 and 2018, the United States deported 56.3 million people, compared with 51.7 million who were granted legal immigration status during the same dates. Nearly nine of ten deportees were Mexican (Nolan, 2020, 83). This kind of nationalism, has become an assassin of democracy as well as an impediment to solving global problems. Paul Krugman wrote in the New York Times (2019:A-25): that “In their 2018 book, How Democracies Die, the political scientists Steven Levitsky and Daniel Ziblatt documented how this process has played out in many countries, from Vladimir Putin’s Russia, to Recep Erdogan’s Turkey, to Viktor Orban’s Hungary. Add to these India’s Narendra Modi, China’s Xi Jinping, and the United States’ Donald Trump, among others. Bit by bit, the guardrails of democracy have been torn down, as institutions meant to serve the public became tools of ruling parties and self-serving ideologies, weaponized to punish and intimidate opposition parties’ opponents. On paper, these countries are still democracies; in practice, they have become one-party regimes….And it’s happening here [the United States] as we speak. If you are not worried about the future of American democracy, you aren’t paying attention” (Krugmam, 2019, A-25). We are reminded continuously that the late Carl Sagan, one of our most insightful scientific public intellectuals, had an interesting theory about highly developed civilizations. Given the number of stars and planets that must exist in the vast reaches of the universe, he said, there must be other highly developed and organized forms of life. Distance may keep us from making physical contact, but Sagan said that another reason we may never be on speaking terms with another intelligent race is (judging from our own example) could be their penchant for destroying themselves in relatively short order after reaching technological complexity. This book’s chapters, introduction, and conclusion examine the worldwide rise of partisan nationalism and the damage it has wrought on the worldwide pursuit of solutions for issues requiring worldwide scope, such scientific co-operation public health and others, mixing analysis of both. We use both historical description and analysis. This analysis concludes with a description of why we must avoid the isolating nature of nationalism that isolates people and encourages separation if we are to deal with issues of world-wide concern, and to maintain a sustainable, survivable Earth, placing the dominant political movement of our time against the Earth’s existential crises. Our contributors, all experts in their fields, each have assumed responsibility for a country, or two if they are related. This work entwines themes of worldwide concern with the political growth of nationalism because leaders with such a worldview are disinclined to co-operate internationally at a time when nations must find ways to solve common problems, such as the climate crisis. Inability to cooperate at this stage may doom everyone, eventually, to an overheated, stormy future plagued by droughts and deluges portending shortages of food and other essential commodities, meanwhile destroying large coastal urban areas because of rising sea levels. Future historians may look back at our time and wonder why as well as how our world succumbed to isolating nationalism at a time when time was so short for cooperative intervention which is crucial for survival of a sustainable earth. Pride in language and culture is salubrious to individuals’ sense of history and identity. Excess nationalism that prevents international co-operation on harmful worldwide maladies is quite another. As Pope Francis has pointed out: For all of our connectivity due to expansion of social media, ability to communicate can breed contempt as well as mutual trust. “For all our hyper-connectivity,” said Francis, “We witnessed a fragmentation that made it more difficult to resolve problems that affect us all” (Horowitz, 2020, A-12). The pope’s encyclical, titled “Brothers All,” also said: “The forces of myopic, extremist, resentful, and aggressive nationalism are on the rise.” The pope’s document also advocates support for migrants, as well as resistance to nationalist and tribal populism. Francis broadened his critique to the role of market capitalism, as well as nationalism has failed the peoples of the world when they need co-operation and solidarity in the face of the world-wide corona virus pandemic. Humankind needs to unite into “a new sense of the human family [Fratelli Tutti, “Brothers All”], that rejects war at all costs” (Pope, 2020, 6-A). Our journey takes us first to Russia, with the able eye and honed expertise of Richard D. Anderson, Jr. who teaches as UCLA and publishes on the subject of his chapter: “Putin, Russian identity, and Russia’s conduct at home and abroad.” Readers should find Dr. Anderson’s analysis fascinating because Vladimir Putin, the singular leader of Russian foreign and domestic policy these days (and perhaps for the rest of his life, given how malleable Russia’s Constitution has become) may be a short man physically, but has high ambitions. One of these involves restoring the old Russian (and Soviet) empire, which would involve re-subjugating a number of nations that broke off as the old order dissolved about 30 years ago. President (shall we say czar?) Putin also has international ambitions, notably by destabilizing the United States, where election meddling has become a specialty. The sight of Putin and U.S. president Donald Trump, two very rich men (Putin $70-$200 billion; Trump $2.5 billion), nuzzling in friendship would probably set Thomas Jefferson and Vladimir Lenin spinning in their graves. The road of history can take some unanticipated twists and turns. Consider Poland, from which we have an expert native analysis in chapter 2, Bartosz Hlebowicz, who is a Polish anthropologist and journalist. His piece is titled “Lawless and Unjust: How to Quickly Make Your Own Country a Puppet State Run by a Group of Hoodlums – the Hopeless Case of Poland (2015–2020).” When I visited Poland to teach and lecture twice between 2006 and 2008, most people seemed to be walking on air induced by freedom to conduct their own affairs to an unusual degree for a state usually squeezed between nationalists in Germany and Russia. What did the Poles then do in a couple of decades? Read Hlebowicz’ chapter and decide. It certainly isn’t soft-bellied liberalism. In Chapter 3, with Bruce E. Johansen, we visit China’s western provinces, the lands of Tibet as well as the Uighurs and other Muslims in the Xinjiang region, who would most assuredly resent being characterized as being possessed by the Chinese of the Han to the east. As a student of Native American history, I had never before thought of the Tibetans and Uighurs as Native peoples struggling against the Independence-minded peoples of a land that is called an adjunct of China on most of our maps. The random act of sitting next to a young woman on an Air India flight out of Hyderabad, bound for New Delhi taught me that the Tibetans had something to share with the Lakota, the Iroquois, and hundreds of other Native American states and nations in North America. Active resistance to Chinese rule lasted into the mid-nineteenth century, and continues today in a subversive manner, even in song, as I learned in 2018 when I acted as a foreign adjudicator on a Ph.D. dissertation by a Tibetan student at the University of Madras (in what is now in a city called Chennai), in southwestern India on resistance in song during Tibet’s recent history. Tibet is one of very few places on Earth where a young dissident can get shot to death for singing a song that troubles China’s Quest for Lebensraum. The situation in Xinjiang region, where close to a million Muslims have been interned in “reeducation” camps surrounded with brick walls and barbed wire. They sing, too. Come with us and hear the music. Back to Europe now, in Chapter 4, to Portugal and Spain, we find a break in the general pattern of nationalism. Portugal has been more progressive governmentally than most. Spain varies from a liberal majority to military coups, a pattern which has been exported to Latin America. A situation such as this can make use of the term “populism” problematic, because general usage in our time usually ties the word into a right-wing connotative straightjacket. “Populism” can be used to describe progressive (left-wing) insurgencies as well. José Pinto, who is native to Portugal and also researches and writes in Spanish as well as English, in “Populism in Portugal and Spain: a Real Neighbourhood?” provides insight into these historical paradoxes. Hungary shares some historical inclinations with Poland (above). Both emerged from Soviet dominance in an air of developing freedom and multicultural diversity after the Berlin Wall fell and the Soviet Union collapsed. Then, gradually at first, right wing-forces began to tighten up, stripping structures supporting popular freedom, from the courts, mass media, and other institutions. In Chapter 5, Bernard Tamas, in “From Youth Movement to Right-Liberal Wing Authoritarianism: The Rise of Fidesz and the Decline of Hungarian Democracy” puts the renewed growth of political and social repression into a context of worldwide nationalism. Tamas, an associate professor of political science at Valdosta State University, has been a postdoctoral fellow at Harvard University and a Fulbright scholar at the Central European University in Budapest, Hungary. His books include From Dissident to Party Politics: The Struggle for Democracy in Post-Communist Hungary (2007). Bear in mind that not everyone shares Orbán’s vision of what will make this nation great, again. On graffiti-covered walls in Budapest, Runes (traditional Hungarian script) has been found that read “Orbán is a motherfucker” (Mikanowski, 2019, 58). Also in Europe, in Chapter 6, Professor Ronan Le Coadic, of the University of Rennes, Rennes, France, in “Is There a Revival of French Nationalism?” Stating this title in the form of a question is quite appropriate because France’s nationalistic shift has built and ebbed several times during the last few decades. For a time after 2000, it came close to assuming the role of a substantial minority, only to ebb after that. In 2017, the candidate of the National Front reached the second round of the French presidential election. This was the second time this nationalist party reached the second round of the presidential election in the history of the Fifth Republic. In 2002, however, Jean-Marie Le Pen had only obtained 17.79% of the votes, while fifteen years later his daughter, Marine Le Pen, almost doubled her father's record, reaching 33.90% of the votes cast. Moreover, in the 2019 European elections, re-named Rassemblement National obtained the largest number of votes of all French political formations and can therefore boast of being "the leading party in France.” The brutality of oppressive nationalism may be expressed in personal relationships, such as child abuse. While Indonesia and Aotearoa [the Maoris’ name for New Zealand] hold very different ranks in the United Nations Human Development Programme assessments, where Indonesia is classified as a medium development country and Aotearoa New Zealand as a very high development country. In Chapter 7, “Domestic Violence Against Women in Indonesia and Aotearoa New Zealand: Making Sense of Differences and Similarities” co-authors, in Chapter 8, Mandy Morgan and Dr. Elli N. Hayati, from New Zealand and Indonesia respectively, found that despite their socio-economic differences, one in three women in each country experience physical or sexual intimate partner violence over their lifetime. In this chapter ther authors aim to deepen understandings of domestic violence through discussion of the socio-economic and demographic characteristics of theit countries to address domestic violence alongside studies of women’s attitudes to gender norms and experiences of intimate partner violence. One of the most surprising and upsetting scholarly journeys that a North American student may take involves Adolf Hitler’s comments on oppression of American Indians and Blacks as he imagined the construction of the Nazi state, a genesis of nationalism that is all but unknown in the United States of America, traced in this volume (Chapter 8) by co-editor Johansen. Beginning in Mein Kampf, during the 1920s, Hitler explicitly used the westward expansion of the United States across North America as a model and justification for Nazi conquest and anticipated colonization by Germans of what the Nazis called the “wild East” – the Slavic nations of Poland, the Baltic states, Ukraine, and Russia, most of which were under control of the Soviet Union. The Volga River (in Russia) was styled by Hitler as the Germans’ Mississippi, and covered wagons were readied for the German “manifest destiny” of imprisoning, eradicating, and replacing peoples the Nazis deemed inferior, all with direct references to events in North America during the previous century. At the same time, with no sense of contradiction, the Nazis partook of a long-standing German romanticism of Native Americans. One of Goebbels’ less propitious schemes was to confer honorary Aryan status on Native American tribes, in the hope that they would rise up against their oppressors. U.S. racial attitudes were “evidence [to the Nazis] that America was evolving in the right direction, despite its specious rhetoric about equality.” Ming Xie, originally from Beijing, in the People’s Republic of China, in Chapter 9, “News Coverage and Public Perceptions of the Social Credit System in China,” writes that The State Council of China in 2014 announced “that a nationwide social credit system would be established” in China. “Under this system, individuals, private companies, social organizations, and governmental agencies are assigned a score which will be calculated based on their trustworthiness and daily actions such as transaction history, professional conduct, obedience to law, corruption, tax evasion, and academic plagiarism.” The “nationalism” in this case is that of the state over the individual. China has 1.4 billion people; this system takes their measure for the purpose of state control. Once fully operational, control will be more subtle. People who are subject to it, through modern technology (most often smart phones) will prompt many people to self-censor. Orwell, modernized, might write: “Your smart phone is watching you.” Ming Xie holds two Ph.Ds, one in Public Administration from University of Nebraska at Omaha and another in Cultural Anthropology from the Chinese Academy of Social Sciences, Beijing, where she also worked for more than 10 years at a national think tank in the same institution. While there she summarized news from non-Chinese sources for senior members of the Chinese Communist Party. Ming is presently an assistant professor at the Department of Political Science and Criminal Justice, West Texas A&M University. In Chapter 10, analyzing native peoples and nationhood, Barbara Alice Mann, Professor of Honours at the University of Toledo, in “Divide, et Impera: The Self-Genocide Game” details ways in which European-American invaders deprive the conquered of their sense of nationhood as part of a subjugation system that amounts to genocide, rubbing out their languages and cultures -- and ultimately forcing the native peoples to assimilate on their own, for survival in a culture that is foreign to them. Mann is one of Native American Studies’ most acute critics of conquests’ contradictions, and an author who retrieves Native history with a powerful sense of voice and purpose, having authored roughly a dozen books and numerous book chapters, among many other works, who has traveled around the world lecturing and publishing on many subjects. Nalanda Roy and S. Mae Pedron in Chapter 11, “Understanding the Face of Humanity: The Rohingya Genocide.” describe one of the largest forced migrations in the history of the human race, the removal of 700,000 to 800,000 Muslims from Buddhist Myanmar to Bangladesh, which itself is already one of the most crowded and impoverished nations on Earth. With about 150 million people packed into an area the size of Nebraska and Iowa (population less than a tenth that of Bangladesh, a country that is losing land steadily to rising sea levels and erosion of the Ganges river delta. The Rohingyas’ refugee camp has been squeezed onto a gigantic, eroding, muddy slope that contains nearly no vegetation. However, Bangladesh is majority Muslim, so while the Rohingya may starve, they won’t be shot to death by marauding armies. Both authors of this exquisite (and excruciating) account teach at Georgia Southern University in Savannah, Georgia, Roy as an associate professor of International Studies and Asian politics, and Pedron as a graduate student; Roy originally hails from very eastern India, close to both Myanmar and Bangladesh, so he has special insight into the context of one of the most brutal genocides of our time, or any other. This is our case describing the problems that nationalism has and will pose for the sustainability of the Earth as our little blue-and-green orb becomes more crowded over time. The old ways, in which national arguments often end in devastating wars, are obsolete, given that the Earth and all the people, plants, and other animals that it sustains are faced with the existential threat of a climate crisis that within two centuries, more or less, will flood large parts of coastal cities, and endanger many species of plants and animals. To survive, we must listen to the Earth, and observe her travails, because they are increasingly our own.

Abstract To meet the ambitious targets set by the European Union to reduce CO2 emissions, action in cities is essential. In fact, cities are responsible for 67% of the world's primary energy consumption and about 70% of energy-related CO2 emissions. To support the urban energy transition, widespread implementation of net-zero districts, or even better, positive energy districts (PEDs), is expected. PEDs could be defined as energy efficient and energy flexible urban areas that aim to provide a surplus of clean energy to the city through renewable energy. However, the development of the PED concept needs to take into account not only the technical issue of energy systems, but also the environmental, social, and economic aspects. To be effective, it is important to provide decision makers with tools based on a Multi-Criteria Decision Analysis (MCDA) approach that can effectively assess the complexity of impacts from a multi-stakeholder perspective. The MCDA approach can be supported by a Geographic Information System (GIS) that helps to analyze the data and make it communicable to everyone. The purpose of this research, through a scientific literature review, is to investigate different MCDA supported by GIS in the framework of economic evaluation methods, aiming to contribute to the definition of an effective multi-criteria spatial economic decision making method to support and sustain the design and development of PEDs.

AbstractCities are like “heterotrophic organisms” because they are dependent on inflows of air, water, food, matter, and energy. Unlike nature, they pollute their own habitat through the production of waste outflows and emissions, extending beyond their own footprint. Data on the ecological footprint of cities have quantified, emblematically, the imbalance between in- and outflows but also what remains: polluted air, water, and soil. The rapid growth of urbanization is a matter of serious concern, but as a part of new development, it can be turned around with an approach in which cities become an “autotrophic organism”.In 2012 Taranto, a coastal city in Southern Italy with an important commercial and military port, was declared as the city “with the highest risk of environmental crisis” in Italy due to a large industrial area developed in the proximity of a highly populated urban settlement.The cause of pollution, a steel production plant, directly employs approximately 12.000 people and another 8.000 contractors indirectly, making it Taranto’s main economic driver.The conflict between economy and environment in the city of Taranto, make it a peculiar case study to be approached with the concept of a Democratic Landscape. This concept reads the territory beyond the natural environment, also recognizing the wellbeing of the inhabitants.After the analysis of a Democratic Landscape in relation to the concept of an “autotrophic organism”, this contribution explores the transformation by regeneration of the ecosystem and the economic regime. In redeveloping a city like Taranto, changing its function from a heterotrophic organism to an autotroph organism, the approach of the so-called “linking open-loop system circularity” is more appropriate. It more adequately describes the system than what is commonly understood for circularity at the building scale of “reduce, reuse, recycle of resources”. Circularity as an attitude brings together many elements that can be considered generic for each project: it can be about recycling or reuse, cutting costs or time, and output of CO2 through reducing material inflow and the transport of materials.In the context of the Democratic Landscape and an autotropic organism, the approach of “linking open-loop system circularity” is tested on two scales in Taranto. One, on the large scale, proposing multiple reuses of agricultural crops after remediation and two, at the local scale, in rebuilding a portion of the city by reusing the demolished buildings materials.The need to rethink and redesign the flow of resources such as building materials, water, food, and energy is essential to the future sustainability of cities. It involves thinking about how to use existing resources rather than dispose of them as in the linear model. It also means establishing new economic models in order to make a sustainable city, flows of intelligent growth and the creation of an identity for a communal sense of belonging. Together, these create a democratic, autotrophic landscape that can sustain a future.

AbstractWith the increase in energy prices and the drive to reduce carbon emission, this paper presents an investigation of the use of smart office environments to monitor and evaluate the sustainability and behaviour of employees and the utilisation of space and resources. This paper presents analysis of data in an office environment in a company in Derby city to attempt to understand the behaviour of employees, pattern of work, power consumption and performance of heating and air-conditioning systems. Data from occupancy, room temperature, CO2, humidity, lighting, air temperature, windows status are all collected and analysed. The data also included external environmental conditions. The results indicate some correlation between CO2 levels and the number of employees. They also show correlation between outside and inside environmental conditions. In addition, the utilisation of space was also monitored, and the results demonstrate low utilisation during most days, this was due to Covid-19 and to working from home and off-site patterns. However, the data is found useful to inform future decisions about the actual space needed for normal working conditions.

AbstractMost of the buildings of the post-earthquake period in Skopje are built in “beton-brut” architectural style and nowadays, they are treated as an important cultural heritage of the city. Unfortunately, the envelope of those buildings is built without thermal insulation materials and consequently, they are large energy consumers responsible for tons of CO2 emission per year. They don’t meet today’s criteria for energy efficiency and the circular economy (CE) practices can hardly be implemented. But, if circularity is understood from the aspect of prolonging their use and improving comfort instead of destroying them, as well as reducing the negative effects caused by their use, then it can be said that the principles of CE have been achieved. In order to improve the energy performance and the building sustainability, as well as to prolong the lifespan with minimal impact on the authentic façade appearance, a renovation with a new façade nanomaterial with high thermal properties is proposed. The simulations of the existing building and the renovated scenario using Building Information Modeling (BIM) is conducted and comparative analyses between the actual condition and the improved scenario of the building are carried out. According to the simulation results, by adding the new material on the façade a significant improvement in the building's energy performance is achieved. It can be concluded that BIM has a great potential in assessing the improvement of energy efficiency of buildings and the possible implementation of CE for existing buildings.

AbstractTransport and tourism are rising economic sectors based on their mutual growth on reliable technological tools, affordable energy sources in relatively peaceful decades. This growing trend, faced along years of sudden slowdown caused mainly by the financial and health crisis; one of the most severe and recent episodes was the COVID-19 pandemic. The pandemic outbreak is representing a global turning point for both international markets of tourism and transport which can be addressed with innovative solutions looking to retake the growing trends. In such a changing framework CIVITAS DESTINATIONS European project addressed the main challenges of tourism and resident mobility at local (rural, urban area, large city) and regional levels, focusing on six European islands (Malta, Cyprus, Elba, Crete, Gran Canaria, Madeira) aiming to implement and evaluate 83 different sustainable mobility measures. The project proves to have a cumulative relevant impact on environmental indicators such as CO2 emission avoided, fossil fuel saved and energy saved. Additionally, the project findings focus on the quality of life and economic development to grant long-run environmental and financial sustainability of tourism and transport at the local and regional levels. The main aspects observed were related to public participation and governance models in touristic mobility integrated with the residents’ needs, touristic mobility the island, role of technologies to focus on final user needs, growing trends of elder and disabled people, new integrated and innovative business in tourism and mobility markets, health at the core of future trends.

Carbon pricing initiatives, as well as carbon capture and geologic sequestration (CCS), are tools to offset and reduce the impact of CO2 emissions. The best solution is to not create the CO2 emissions in the first place by switching from fossil fuels to renewable clean energy sources. This can be incentivized through tax breaks, as Norway has done with EVs. DOI can be used to change the public mindset so that they will embrace EVs, as Germany is doing now. Sea level rise solutions include shoreline armoring and beach renourishment, elevation of roadways and sidewalks, managed retreat through purchase of vulnerable land for public use, and avoidance through limiting development in high-risk areas. This chapter gives case examples from U.S.'s 100 Resilient Cities, and UK's Bristol is Open, a programmable city where data on air quality, transportation, health, and needs of elderly residents are integrated into one high-speed centralized network.

Maintaining a balance between economic development and carbon emissions reduction is an important part of low-carbon development in modern cities. At present, the positive effect of urban compactness on carbon emission efficiency has been demonstrated in large cities, but few studies have been carried out on small towns. Small towns are an important part of China’s urban system, accounting for 70% of the total population and 60% of the national GDP. Most small towns in China still promote economic growth and enhance the social welfare of residents by large-scale urban construction, which inevitably leads to urban expansion and high carbon emissions. How to reduce carbon emissions by optimising urban form while continuing with economic development and maintaining people’s welfare has become an important issue faced by small towns in China. To guide the low-carbon planning of small towns, it is necessary to understand the relationship between urban compactness and the economic benefit and socialwelfare levels associated with the carbon emissions in small towns. This study quantitatively analyse the relationship between urban compactness and carbon emission efficiency (including CO2 economic efficiency and CO2 social efficiency) in small towns in the Yangtze River Delta (YRD) from 2008 to 2017. This study resulted in four main findings. (i) the expansion of urban scale had significantly improved the CO2 economic efficiency and CO2 social efficiency; (ii) the compactness presented opposite effects on the CO2 economic efficiency and CO2 social efficiency, compactness had a negative correlation with CO2 economic efficiency, and had a positive correlation with CO2 social efficiency; (ii) The CO2 economic efficiency and CO2 social efficiency both show an upward trend over the period 2008 to 2017; (iv) The relationship between GDP and carbon emissions in small towns did not reach an ideal state, the economies of small towns in China are still strongly dependent on scale expansion.

Maintaining a balance between economic development and carbon emissions reduction is an important part of low-carbon development in modern cities. At present, the positive effect of urban compactness on carbon emission efficiency has been demonstrated in large cities, but few studies have been carried out on small towns. Small towns are an important part of China’s urban system, accounting for 70% of the total population and 60% of the national GDP. Most small towns in China still promote economic growth and enhance the social welfare of residents by large-scale urban construction, which inevitably leads to urban expansion and high carbon emissions. How to reduce carbon emissions by optimising urban form while continuing with economic development and maintaining people’s welfare has become an important issue faced by small towns in China. To guide the low-carbon planning of small towns, it is necessary to understand the relationship between urban compactness and the economic benefit and socialwelfare levels associated with the carbon emissions in small towns. This study quantitatively analyse the relationship between urban compactness and carbon emission efficiency (including CO2 economic efficiency and CO2 social efficiency) in small towns in the Yangtze River Delta (YRD) from 2008 to 2017. This study resulted in four main findings. (i) the expansion of urban scale had significantly improved the CO2 economic efficiency and CO2 social efficiency; (ii) the compactness presented opposite effects on the CO2 economic efficiency and CO2 social efficiency, compactness had a negative correlation with CO2 economic efficiency, and had a positive correlation with CO2 social efficiency; (ii) The CO2 economic efficiency and CO2 social efficiency both show an upward trend over the period 2008 to 2017; (iv) The relationship between GDP and carbon emissions in small towns did not reach an ideal state, the economies of small towns in China are still strongly dependent on scale expansion.

Smart Mobility Hub (SMH) is a transport node that provides smart transportation and logistics services for a particular area, such as city, city block or municipality, depending on its intended mission. Utilization of very latest digital and communication technologies makes a Mobility Hub (MH) smart. Smart mobility services benefit from technologies such as Artificial Intelligence (AI), Internet of Tings (IoT), Big Data and wireless communication such as 5G mobile technology. The aim of SMHs is to make transportation of people and goods more efficient, cost effective, accessible and most of all, convenient and easy. However, maybe the most important mission of SMH is to help to solve increased CO2 emissions generated by urban transport nodes. A SMH’s purpose is to provide new tools and solutions that support cities and municipalities in achieving zero CO2 mobility emissions transition locally. The key challenge for SMH is to facilitate the achievement of carbon neutrality goal set by the European Union for urban mobility and trips under 500 km by the end of 2030. The most critical challenge for the Finnish transport sector is to significantly reduce its emissions and to become carbon neutral by 2035. MORE industrial park, located in Finland and spanning two industrial parks – Rastikangas in the Municipality of Janakkala and Moreeni in the City of Hämeenlinna, is an Eco Industrial Park aiming for an emission-free future. It is also a major Mobility Hub (MH) in the Hämeenlinna economic area serving the transportation needs of local industry. Due to a chosen development strategy to gain competitive edge over other similar industrial parks in Southern Finland, MORE industrial park has long term plans to become a significant Smart Mobility Hub (SMH) providing services not just for the city of Hämeenlinna and Janakkala municipality, but also for economic areas of the cities of Helsinki and Turku. In this paper we will analyse what kind of facilities and capabilities the MORE Industrial Park should have and what kind of services it should provide in order to become a Smart Mobility Hub. The paper also analyses potential key drivers that can positively differentiate MORE industrial park from competing industrial parks in Southern Finland. The MORE Park will have the infrastructure in place around year 2026 for High-Capacity Transport (HCT) trucks. The paper analyses the capabilities and services required by these HCT trucks for efficient and sustainable operations. Additionally, a zero emission, just-in-time first and last mile transportation services for the local economy will be discussed. Since the SMH services are mainly produced by utilizing modern digital technologies, the paper introduces the MORE platform that provides services that enable transition towards efficient, resilient and sustainable transportation services. It is one of the key enablers towards zero emission mobility of goods and people.

This research estimates the achievable CO2 emissions reductions for a medium sized office building located in Salt Lake City, Utah. Four strategies that required minor retrofits or changes to a building’s operational controls were considered: automatic window shading, changes in window construction, lighting intensity, and temperature setpoint adjustment. Since 70% of energy consumed by the building sector is for heating, cooling and lighting, the methods introduced were targeted to reduce these sources of demand. The model building used was selected from the U.S. DOE’s commercial reference buildings. The simulations were run using the DOE’s EnergyPlus building energy modeling software and a TMY3 weather data file for Salt Lake City. The effect of these possible building changes on energy consumption and the CO2 emissions resulting from the production of this energy were examined. The impact of the automatic window shade was the lowest of the strategies considered with a 1% reduction in GHG emissions. This is likely the result of a low solar irradiation area to building volume ratio and should be explored for smaller residential and commercial buildings. Window construction was more promising with GHG emissions reductions between 2% and 6%. Lighting strategies and altered temperature set points demonstrated GHG emissions reduction of up to 15%. This research establishes a technique to evaluate building emissions reductions with respect to location, building construction, and operation.

This article presents a cost-based optimization strategy that explicitly deals with the requirements for fuel consumption and emissions. Based on the Integrated Powertrain Control (IPC) approach, the overall powertrain performance is optimized by integrated energy and emission management. The potential of this strategy is demonstrated for a parallel hybrid diesel truck with a Selective Catalytic Reduction (SCR) de-NOx system. New results are presented for a challenging city cycle; although the average power demand is low, IPC is able to keep the SCR catalyst temperature relatively high. With this IPC approach, the CO2-NOx trade-off is optimized in a systematic way. It is demonstrated that CO2 emissions and related operating costs are reduced by 3.5% or 24.9% NOx emission reduction is achieved, depending on the applied IPC calibration.

TRL were commissioned by City of London to undertake research into the vehicle emissions emitted whilst idling. Across all 32 London Boroughs, campaigns have been launched to raise public awareness of the impact of idling on environmental air quality and human health. These campaigns use a combination of education, training and enforcement. Historically, the key strapline that has been used in campaigns UK-wide is that an idling car can fill up to 150 balloons with harmful exhaust emissions every minute. However, the reliability and applicability of this statement to the vehicles in London today has recently been called into question. This project aimed to provide an updated, evidence-based conclusion to support the upcoming anti-idling campaign planned for launch in February 2021.Through analysis of real-world data, TRL have quantified the emissions and associated costs from idling events, taking into account NO2, NOx, NO and CO2 emissions from petrol and diesel cars and vans. TRL have then compared the outputs to tangible constructs so the impact of idling can be easily understood by a wide audience.

Recife is a prominent front-runner for climate policymaking in Brazil, having formulated robust plans and strategies at the city scale. The next step is to overcome the gap between strategic planning and local action at the neighbourhood scale. Historically, urban development in Recife has been marked by social inequalities. To ensure social inclusion and justice in climate action, it is critical to open up governance structures to include bottom-up, community-based approaches and incentivize co-production of urban space between governmental and non-governmental actors. Climate action can build on opportunities to also tackle inequalities in Recife, prioritizing the most vulnerable communities. To support this goal, social indicators can be used next to traditional emissions data to assess how transformative climate action is in the city. The climate agenda should be mainstreamed into urban development in Recife, particularly in the context of upgrading informal and low-income settlements. Capacity development and awareness raising activities drawing on local expertise, knowledge and practices can facilitate that.

Climate change and urbanisation are inextricably linked. With the acceleration of urbanisation in many developing countries, urban areas play a major role in energy consumption and carbon dioxide emissions. This is true of Nepal, which has experienced rapid urbanisation in recent decades. However, no studies were identified that evaluate the efforts of reducing greenhouse gas (GHG) emissions from low carbon cities in rapidly urbanising developing countries. Although, there is literature out there on this that focuses on developed countries and the Global North, this is outside the scope of this report. Given the rapid nature of this review and its limitations it was not possible to fully answer the question of whether investments in low-carbon cities reduce carbon emissions in rapidly urbanising contexts. The first section of this report looks at the theory of low carbon cities and touches on some of the methodologies for measuring carbon emissions from cities (and the complexities and difficulties with these). The second section looks at Nepal in more detail, highlighting previous literature which has attempted to quantify emissions from cities in Nepal (namely Kathmandu Valley) and the co-benefits of low carbon investment in Nepal. However, overall, literature was largely limited on these topics, and was often older being from 5 years or more ago. Of note is an emissions inventory for Nepal for 2016 by Sadavarte et al. (2019) – although other literature notes that data on emission characteristics are still limited (IMC Worldwide, 2020). ICLEI (2009) also produced city emissions profiles for 3 Nepalese cities, but these are quite outdated. There are several studies related to low carbon development pathways for major cities in developed countries or China, however such studies from the perspective of emerging cities from the developing world are limited. Research into other developing countries with similar characteristics to Nepal was briefly explored in this rapid review but there was not time to fully explore this literature base. Most of the literature explored is from academia, although some is from non-governmental organisations particularly those looking at engaging cities in climate action (such as C40). The literature explored does not look at gender issues or issues of people with disabilities.