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Showing posts with label Climate Change. Show all posts
Showing posts with label Climate Change. Show all posts

Friday, May 22, 2026

Nairobi’s natural landscape: Relationship between Nairobi and its surroundings

Introduction

Nairobi is one of the most unique cities in the world. It’s a fast-growing, traffic-packed metropolis with skyscrapers and highways, yet—just a few kilometers away—you’ll find lions, giraffes, and rhinos roaming freely.

That’s because Nairobi is the only capital city in the world with a national park right on its doorstep. But that’s just the beginning. Nairobi’s green spaces, forests, and wildlife reserves have shaped its history, economy, and identity.

In this video, I’m diving into the relationship between Nairobi and its natural surroundings—how colonial conservation policies shaped its landscape, how urban growth has impacted wildlife, and what’s being done to protect Nairobi’s incredible natural heritage.

 

1. Nairobi’s Natural Landscape: A City Born in the Wild

A Land of Rivers, Forests, and Open Plains

Before Nairobi became a city, it was a vast savanna with rolling grasslands, acacia trees, and abundant wildlife. The area was home to the Maasai, who used the land for grazing their cattle. The name "Nairobi" comes from a Maasai phrase "Enkare Nairobi," meaning "the place of cool waters"—a reference to the rivers and wetlands that flowed through the region.

The area’s high elevation (1,795 meters above sea level) made it cooler and less prone to tropical diseases like malaria. This, along with its open plains, made it an ideal spot for British colonial settlers and their livestock.

Nairobi National Park: The First of Its Kind

As the city grew, so did concerns about wildlife conservation. In 1946, the British established Nairobi National Park—the first national park in Kenya and the first in the world to be located next to a capital city.

Covering 117 square kilometers, the park became a haven for:

Lions, leopards, cheetahs, and hyenas

Endangered black rhinos

Over 400 bird species

The park’s proximity to the city has always been both a blessing and a challenge. While it attracts tourists and conservationists, urban expansion constantly threatens its survival.

 

2. Wildlife Conservation and Urban Growth

Colonial Conservation Policies

During the colonial era, the British established strict wildlife protection laws—but often at the expense of local communities.

The British declared large tracts of land as game reserves, restricting hunting and grazing for indigenous people.

They promoted big-game hunting for European elites, leading to conflicts with local Maasai and Kikuyu communities.

By the 1950s, conservation efforts shifted towards creating national parks and banning hunting, setting the stage for Kenya’s modern conservation policies.

However, these policies also pushed communities out of their ancestral lands, creating tensions that still exist today.

Post-Independence: Balancing Conservation and Development

After independence in 1963, Kenya became a global leader in wildlife conservation.

Eco-tourism became a key industry, bringing in millions of dollars annually.

Nairobi National Park remained a major attraction, but urbanization put pressure on its borders.

More land was converted into highways, housing, and industrial zones, forcing wildlife into smaller areas.

By the 2000s, parts of the park were fenced off, but challenges like poaching, habitat loss, and human-wildlife conflict intensified.

 

3. The Battle Between Urban Expansion and Green Spaces

Nairobi’s Shrinking Forests

Beyond the national park, Nairobi was once home to extensive forests and wetlands. Today, only a few remain:

Karura Forest: A 1,000-hectare urban forest saved from destruction in the 1990s.

Ngong Forest: Under threat from illegal logging and development.

City Park and Arboretum: Once part of Nairobi’s greenbelt, now surrounded by urban sprawl.

Encroachment on Nairobi National Park

Over the years, urban expansion has eaten away at Nairobi’s natural spaces:

Construction of the Standard Gauge Railway (SGR) cut through parts of Nairobi National Park, despite protests.

New roads and housing developments have increased human-wildlife conflicts.

Pollution from industries and waste dumping has degraded river ecosystems within and around the city.

Despite these threats, conservationists and the government are working on solutions.

 

4. The Future: Can Nairobi Keep Its Wild Side?

New Conservation Efforts

To balance urban growth with conservation, Nairobi has seen new initiatives, including:

Wildlife corridors: Linking Nairobi National Park with other conservation areas.

Green spaces revival: Restoration of Nairobi River and expansion of urban forests.

Eco-friendly urban planning: Promoting pedestrian zones, cycling lanes, and tree planting.

Sustainable tourism and awareness in Nairobi includes: 

Nairobi Safari Walk: Educates locals and tourists about conservation.

Giraffe Centre and David Sheldrick Wildlife Trust: Protecting endangered species like Rothschild’s giraffes and orphaned elephants.

Eco-tourism boom: Bringing revenue while encouraging sustainable practices.

 

Conclusion: Nairobi’s Wild Future

Nairobi is a city where skyscrapers meet savannas, where wildlife and urban life coexist in a delicate balance. From colonial conservation policies to today’s environmental battles, the city’s relationship with nature has been complex.

The big question remains: Can Nairobi continue to grow without losing its wild side? Will it protect its parks, forests, and rivers, or will urbanization take over?


More about urban environment:

Poznań's Green Transformation: How Nature-Based Solutions Are Shaping the City

Sunday, June 8, 2025

Poznań's Green Transformation: How Nature-Based Solutions Are Shaping the City

 

Imagine walking through a city where lush greenery intertwines with urban infrastructure, cooling the air, reducing pollution, and creating a sanctuary for both people and wildlife. Welcome to Poznań, Poland, where a bold green urban vis
ion is redefining city living. What’s the secret to this transformation, and what lessons can the world learn from it? Let’s explore!

 


Introduction: A Green Renaissance in Poznań

Poznań, Poland, has long been known for its rich history, thriving culture, and economic vitality. But in recent years, it has emerged as a trailblazer in sustainable urban planning. Cities around the globe face mounting challenges—rising temperatures, air pollution, urban sprawl, and flooding caused by climate change. Poznań has decided to tackle these issues head-on by embracing an innovative concept: nature-based solutions (NBS).

While many cities focus on mitigating environmental problems through technology, Poznań stands out by working with nature. This isn’t just about planting trees or adding flower beds—it's about transforming the entire urban environment into a resilient, sustainable ecosystem. Poznań’s ambitious vision includes green roofs, urban forests, eco-friendly transportation, and flood mitigation strategies, all rooted in the principles of NBS. These efforts not only benefit the environment but also improve the quality of life for its nearly 540,000 residents.

The stakes couldn’t be higher. Climate data shows that Poznań has experienced a 1.5°C rise in average annual temperature over the past 60 years, leading to more frequent and severe heatwaves. Flooding is another pressing issue, with heavy rains overwhelming outdated drainage systems and causing millions in damage annually. Recognizing these risks, Poznań has positioned itself as a leader in sustainable urban development, showcasing how cities can adapt and thrive in the face of climate change.

 

Urban Challenges That Sparked Poznań’s Green Revolution

Population Growth and Urbanization

Poznań’s population has steadily grown to over 540,000 residents, with its metropolitan area hosting more than 1 million people. This growth has strained the city’s infrastructure, particularly in areas like housing, transportation, and green spaces.

During the 20th century, Poznań expanded rapidly, transforming farmland and forests into residential neighborhoods, industrial zones, and commercial hubs. By the 1990s, urban sprawl had become a major problem, with car-dependent suburbs stretching far beyond the city center. This development pattern not only fragmented natural habitats but also created challenges for public transportation and environmental sustainability.

To reverse this trend, Poznań has adopted a bold strategy to densify urban development, focusing on mixed-use zoning and integrating green spaces into every aspect of the city. By doing so, it aims to reduce car dependency, limit sprawl, and create a more cohesive, sustainable urban environment.

Climate Pressures and Environmental Degradation

The effects of climate change are increasingly visible in Poznań. Summers are hotter, with heatwaves lasting longer and causing significant health risks, particularly for vulnerable populations. The urban heat island effect—where densely built areas retain heat more than rural surroundings—exacerbates this problem, raising city temperatures by an additional 3–5°C during heatwaves.

Flooding is another critical issue. In 2010, heavy rains caused widespread flooding in Poznań, damaging over 1,000 properties and costing the city more than €10 million in repairs. Such events underscore the urgent need for better water management systems that can handle extreme weather.

Air Pollution and Traffic Congestion

Poznań’s car dependency has also led to serious air quality problems. Recent studies indicate that traffic is responsible for more than 60% of the city’s air pollution, with levels of particulate matter (PM2.5) frequently exceeding EU limits. This has prompted the city to explore green transportation initiatives and implement measures to reduce emissions.

 

Nature-Based Solutions: What Are They?

Nature-based solutions (NBS) are a game-changing approach to urban planning. Unlike traditional infrastructure, which often relies on concrete and steel, NBS leverages the power of ecosystems to address urban challenges.

Core Principles of NBS

The principles of NBS can be summarized in three main points.

  1. Sustainability: NBS focuses on long-term environmental, social, and economic benefits.
  2. Adaptation: Solutions are designed to adapt to changing conditions, such as climate impacts.
  3. Integration: NBS seamlessly blends with existing urban infrastructure and land use.

Examples of NBS in Action

Poznań has implemented a variety of NBS projects, such as:

  • Green roofs and walls: Reducing heat and improving air quality.
  • Urban forests: Acting as carbon sinks and providing recreational spaces.
  • Wetlands and rain gardens: Managing stormwater and preventing floods.

 

Poznań’s Green Achievements and Innovations

Warta River Revitalization: From Neglect to Nature’s Glory

The Warta River is a cornerstone of Poznań’s green vision. For decades, the river was neglected, its banks polluted and overgrown. However, a comprehensive revitalization project launched in the early 2000s has transformed the Warta into a thriving ecosystem and a vibrant community space.

  • 15 kilometers of riverside parks now provide recreation for residents and tourists.
  • Native plant species have been reintroduced, stabilizing riverbanks and boosting biodiversity.
  • Flood management systems, such as restored wetlands, have reduced flooding risks for over 100,000 residents.

The Warta River revitalization is not just an environmental success—it’s a social one. Events like concerts, markets, and water sports now draw thousands of people to the riverfront each year, making it a cultural hub for the city.

Green Roofs and Walls: Cooling the City from Above

Poznań is investing heavily in green roofs and walls to combat the urban heat island effect and reduce energy consumption.

  • As of 2023, over 150,000 square meters of green roofs have been installed across the city.
  • Studies show that green roofs in Poznań have reduced building energy costs by 20%, particularly during summer months.

The Poznań Green Wall Initiative is another standout project. By covering building facades with vegetation, this program aims to reduce temperatures, improve air quality, and enhance the city’s aesthetics.

 

Eco-Friendly Transportation and Green Corridors

Transportation plays a vital role in Poznań’s green vision. The city has developed green corridors along major transit routes, combining efficient public transportation with tree-lined streets and pollinator-friendly landscaping.

  • The city’s 500-kilometer bike network connects residential areas with parks, schools, and workplaces, encouraging cycling over car use.
  • Trams now run on grass-covered tracks, which reduce noise pollution by 30% and improve rainwater absorption.

 

Urban Form and Nature: How Poznań Balances Growth

Historical Evolution of Urban Form

Poznań’s urban form has undergone significant changes over the centuries. Initially centered around its medieval Old Town, the city expanded during the 19th and 20th centuries as industrialization took hold. However, this expansion often came at the expense of natural landscapes.

Today, Poznań is reversing these trends through compact, mixed-use development. By prioritizing vertical growth and integrating green spaces into urban design, the city is creating neighborhoods that are both livable and sustainable.

 

Education and Community Involvement: A Key to Success

Poznań’s green initiatives would not be possible without active community involvement. Educational programs and citizen science projects have empowered residents to play a role in the city’s transformation.

  • Green Schools: Over 200 schools participate in programs teaching students about biodiversity and climate action.
  • Community Gardens: Residents cultivate more than 250 neighborhood gardens, growing fresh produce and fostering social connections.

 

The Economic Benefits of Going Green

Poznań’s investment in NBS is paying off economically.

  • Property values near green spaces have increased by 15-20%.
  • Eco-tourism generates millions of euros annually, as visitors flock to the Warta River and urban parks.
  • Flood prevention systems save the city €5 million annually in repair costs.

 

Challenges and Future Goals

Despite its successes, Poznań faces challenges, including limited funding and the need for broader public support. To overcome these hurdles, the city is working to secure EU grants and expand NBS projects to underserved neighborhoods.

 

Conclusion: A Blueprint for Green Cities Worldwide

Poznań’s green urban vision offers invaluable lessons for cities worldwide. By integrating nature into urban life, Poznań demonstrates that sustainability and livability can go hand in hand. As climate challenges mount, cities everywhere must follow Poznań’s example to create a brighter, greener future.

More about urban environment:

The WORST urban planning catastrophes of Southeast Asia

Monday, November 23, 2015

Potential Impacts of Climate Change on U.S. Transportation

By Committee on Climate Change and U.S. Transportation
Transportation Research Board
Division on Earth and Life Studies

The world’s leading climate scientists have reached consensus that human activity in the form of greenhouse gas (GHG) emissions is warming the planet in ways that will have profound and unsettling impacts on natural resources, energy use, ecosystems, economic activity, and potentially quality of life. The earth’s climate is always in a state of flux, but what is of concern today is the rapid rate of change and the unabated contribution of human activity to its occurrence. Many studies have already examined the potential impacts of climate change on broad sectors of the economy, such as agriculture and forestry, but few have studied the impacts on transportation.
The primary focus of this report is on the consequences of climate change1 for the infrastructure and operations of U.S. transportation.2 The report provides transportation professionals with an overview of the scientific consensus on those current and future climate changes of particular relevance to U.S. transportation, including the limitations of present scientific understanding as to their precise timing, magnitude, and geographic location; identifies potential impacts on U.S. transportation and adaptation options; and offers recommendations for both research and actions that can be taken to prepare for climate change. The report also summarizes previous work on strategies for reducing transportation-related emissions of carbon dioxide (CO2)—the primary GHG—that contribute to climate change, a relatively wellresearched area (see Appendix B).
Climate change will have significant impacts on transportation, affecting the way U.S. transportation professionals plan, design, construct, operate, and maintain infrastructure. Decisions taken today, particularly those related to the redesign and retrofitting of existing or the location and design of new transportation infrastructure, will affect how well the system adapts to climate change far into the future. Focusing on the problem now should help avoid costly future investments and disruptions to operations. The primary objective of this report is to provide guidance for transportation decision makers on how best to proceed.


Similar papers:

The impact of climate change and weather on transport: An overview of empirical findings

MITIGATING URBAN HEAT ISLAND EFFECT BY URBAN DESIGN: FORMS AND MATERIALS


Daytime urban heat island effect in high-rise and high-density residential developments in Hong Kong



Asian cities at highest risk to climate change, study says



Sustainable Transport and Climate Change: Environmentally Experiences and lessons from community initiatives

Tuesday, November 10, 2015

The impact of climate change and weather on transport: An overview of empirical findings

By Mark J. Koetse and Piet Rietveld

This paper presents a survey of the empirical literature on the effects of climate change and weather conditions on the transport sector. Despite mixed evidence on many issues, several patterns can be observed. On a global scale especially shifts in tourism and agricultural production due to increased temperatures may lead to shifts in passenger and freight transport. The predicted rise in sea levels and the associated increase in frequency and intensity of storm surges and flooding incidences may furthermore be some of the most worrying consequences of climate change, especially for coastal areas. Climate change related shifts in weather patterns might also cause infrastructure disruptions. Clear patterns are that precipitation affects road safety by increasing accident frequency but decreasing severity. Precipitation also increases congestion, especially during peak hours. Furthermore, an increased frequency of low water levels may considerably increase costs of inland waterway transport. Despite these insights, the net impact of climate change on generalised costs of the various transport modes are uncertain and ambiguous, with a possible exception for inland waterway transport.


More on climate change:

Becoming Greenest: Recommendations for a More Sustainable Washington, D.C.

Climate change and urban transportation systems

MITIGATING URBAN HEAT ISLAND EFFECT BY URBAN DESIGN: FORMS AND MATERIALS

Daytime urban heat island effect in high-rise and high-density residential developments in Hong Kong

Asian cities at highest risk to climate change, study says

Sustainable Transport and Climate Change: Environmentally Experiences and lessons from community initiatives

 

Tuesday, July 29, 2014

Climate change and urban transportation systems

By Haluk Gerçek,  Klaus Jacob, and Sumeeta Srinivasan

This chapter primarily focuses on the movement of people or passengers, and where relevant, issues of freight or information are referenced. Many transportation systems, especially urban mass transit, particularly in developing countries, are predominantly publicly owned and operated, but other systems (such as air and water-based transport) are more often privately owned; as are cars, vans, and trucks owned and operated by individuals. However, the ownership and management patterns for transportation systems vary by city and country and are an important factor in the design of institutional arrangements to formulate and implement mitigation and adaptation strategies. The ability to mitigate and adapt to climate change related scenarios depends on ownership. For instance, a publicly owned facility may have access to direct and indirect subsidies and large-scale public investments that are unavailable for private sector operators.


more about climate change and cities:

URBAN SPRAWL AND CLIMATIC CHANGES IN TEHRAN

Daytime urban heat island effect in high-rise and high-density residential developments in Hong Kong

MITIGATING URBAN HEAT ISLAND EFFECT BY URBAN DESIGN: FORMS AND MATERIALS

Sustainable Transport and Climate Change: Environmentally Experiences and lessons from community initiatives

Asian cities at highest risk to climate change, study says

Research on Factors Relating to Density and Climate Change

Mexico’s Proposed 2012 Budget Fails to Allocate Adequate Funding for Climate Change

Friday, January 3, 2014

URBAN SPRAWL AND CLIMATIC CHANGES IN TEHRAN

by Gh. R. Roshan, S. Zanganeh Shahraki, D. Sauri, R. Borna

Urban sprawl beginning in the developed countries around 1950 is currently experienced in almost all countries. Many studies on the effects of urban sprawl indicate the emergence of harmful effects of this phenomenon. One of the most important environmental effects is the changes in climate. The purpose of this research was to identify the relation between urban sprawl components of Tehran with changes in climate variables. To this end, two data sets have been used to study the relation between these elements and components. The first data set included climatic elements such as rainfall, temperature, the percent of relative humidity and the percent of calm wind, as well as its mean speed for a period of 54 years (1953-2006). The second set of data was formed by components relevant to urban sprawl such as city area, private cars per capita, population density and number of urban population. Pearson correlation and multiple regression methods have been applied to compare and identify the relation between climatic components with urban sprawl indices. Results of correlation indicate that among the 5 aforementioned climatic components, annual rainfall and the mean of wind speed do not appear to have significant relation with sprawl, but the oscillations in percent of relative humidity and percent of calm wind seem to have a significant relation with Tehran sprawl. Consequently and using multivariate regression, it was concluded that the most important factor in the increasing temperature of Tehran, is the number of cars; the most important factor in increasing the percent of relative humidity is the area of Tehran, whereas the increase of the percent of calm wind may be attributed to the increase of population.


more about Tehran:

Residential Self-Selection and Its Effects on Urban Commute Travels in Iranian Cities Compared to US, UK, and Germany

A GEOGRAPHICAL STUDY OF KARAJ : A SATELLITE CITY IN THE URBAN REGION OF TEHRAN

The Study of Land Use Changes in the Tehran Metropolitan Area by Using MOLAND Model

Facilitating Urban Management Through Local SDI Case Study: The Municipality of Tehran 

Development Guidelines for Disaster Risk Management in Tehran 

THE IDENTITY OF OPEN SPACE: ADAPTING FROM THE MODEL OF TRADITIONAL NEIGHBORHOOD CENTER

MODELING THE TRAVEL BEHAVIOR IMPACTS OF MICRO-SCALE LAND USE AND SOCIO-ECONOMIC FACTORS

Thursday, January 2, 2014

Daytime urban heat island effect in high-rise and high-density residential developments in Hong Kong

by R. Giridharan, S. Ganesan, and S.S.Y. Lau

Nearly 60% of electrical energy use in Hong Kong is for space conditioning during summer months. The paper investigates the impact of design-related variables on outdoor micro level daytime heat island effect in residential developments in HongKong. The paper hypothesizes that the differences in outdoor temperatures within and between residential developments can be explained by the impact of design-related variables on the overall environment. Case studies of three large housing estates reveal urban heat island effect (UHI) in the order of 1.5 ◦C within an estate, and 1.0 ◦C between estates. The results indicate that energy efficient designs can be achieved by manipulating surface albedo, sky view factor and total height to floor area ratio (building massing) while maximizing cross ventilation.


similar papers:

MITIGATING URBAN HEAT ISLAND EFFECT BY URBAN DESIGN: FORMS AND MATERIALS

Low Carbon City Development Guidance [Outline]

Urbanism in the Age of Climate Change

Urban Resilience: Research Prospectus, A Resilience Alliance Initiative for Transitioning Urban Systems towards Sustainable Futures

MITIGATING URBAN HEAT ISLAND EFFECT BY URBAN DESIGN: FORMS AND MATERIALS

by Julien Bouyer, Marjorie Musy, Yuan Huang, and Khaled Athamena

This paper gives a synthesis of four complementary research works that are contributing to the same objective: proposing solutions to reduce the buildings’ energy consumption by the way of modifying the local climate. The first one focuses on one parameter of direct relevance to urban heat island phenomenon: the surface albedo. The albedo of a city or a district depends on surfaces’ arrangement, materials used for roofs, paving, coatings, etc., and solar position. The second one proposes a simulation tool that permits to evaluate the impact outdoor urban environment on buildings’ energy consumption. The third work explores urban forms: it proposes methods to describe them and analyze the climatic performances of classified urban forms. This analyze permits us to propose morphology indicators that permits to compare the relative efficiencies of different typologies. The last work concludes about the relevance of using indicators (based on physics or morphology, related to site or to built form) in urban design process and proposes a methodology to produce indicators.


papers about climate change:

Sustainable Transport and Climate Change: Environmentally Experiences and lessons from community initiatives

Asian cities at highest risk to climate change, study says

Tackling Urban Sprawl: New Urbanism and Eco-Towns

Urbanization and Natural Disasters in the Mediterranean Population Growth and Climate Change in the 21st Century Case Studies on Izmit, Algiers and Alexandria

Studying the effects of urban sprawl of metropolis on tourism - climate index oscillation: A case study of Tehran city

Research on Factors Relating to Density and Climate Change

Monday, July 8, 2013

Sustainable Transport and Climate Change: Environmentally Experiences and lessons from community initiatives

a UNDP report

Many development sectors contribute to production of greenhouse gases that cause global warming and affect global climate. The transport sector is a particularly significant contributor to greenhouse gases while being a key stimulus to economic development. In most cases, a vibrant transport sector is associated with a thriving business or commercial sector. If transport sector policies are not harmonized with environmental strategies, they lead to local deterioration of the quality of air while contributing enormously to greenhouse gas (GHG) emissions. The transport sector is a vital element of national and regional development, and sound transport sector policies help to limit local pollution and anthropogenic production of greenhouse gas.
...
This publication is a result of a review of 65 sustainable transport community projects funded by the GEF Small Grants Programme. Lessons and experiences documented in the publication demonstrate that community initiatives play an important role in testing new approaches, raising awareness of new ideas, piloting innovative strategies, and informing and stimulating policy dialogue in a cost-effective way. For instance, community initiatives with local civil society organizations in Pune, India, prompted a policy shift by the city towards supporting bus rapid transit and the development of pedestrian and cycling infrastructure. In Chiang Mai, Thailand, the municipal government is re-allocating a portion of its transport funds towards non-motorized transport infrastructure. In other cases (e.g., Sri Lanka, Nepal, Kyrgyzstan, Poland, Jordan, Egypt, and Lithuania), sustainable transport community projects have resulted in government policy shifts and stimulated commercial activities, leading to sustainable strategies for addressing local transport challenges while benefiting the global climate.

read more

Our borrowed bicycle
Cycling in Chiang Mai, Thailand

more about sustainable transportation:

Challenges of urban transport in developing countries- a summary

Bike-sharing arrives in New York City via Citi Bike

The influence of neighbourhood design on travel behaviour: Empirical evidence from North East England

Mobility biographies. A new perspective for understanding travel behaviour

TOWARDS A SUSTAINABLE URBAN TRANSPORT SYSTEM: PLANNING FOR NON-MOTORIZED VEHICLES IN CITIES

Impact Assessment of Sustainable Public Transportation System on Quality of Life in Tehran

China’s Hangzhou Public Bicycle: Understanding Early Adoption and Behavioral Response to Bikesharing

Chinese bike-sharing dwarfs US and European programs

Public Transport Research Challenges in India

Saturday, November 24, 2012

Asian cities at highest risk to climate change, study says


Two Indian cities – Kolkata and Mumbai – are among the top ten facing the highest risk from climate change, according to a study released last week by Maplecroft, a British consultancy firm specializing in risk assessment.

The most vulnerable is Bangladesh’s capital Dhaka followed by Manila in the Philippines and Bangkok in Thailand. Kolkata is ranked seventh and Mumbai is eighth. India’s capital city Delhi ranks 20 among the 50 on the vulnerability index.
New York City, which bore the brunt of Hurricane Sandy, is listed at 41.
The report warns that countries experiencing economic growth of above 5% should not ignore how climate change can impact people and businesses.
“As global corporations expand into the emerging growth markets, their operations and supply chains will become exposed to a complex set of climate risks that have the potential to disrupt business continuity,” said Helen Hodge, Maplecroft’s Head of Maps and Indices.
New York City, however, is categorized only as “medium risk” because of its quick response to Hurricane Sandy.
“The country’s strong economy and infrastructure, coupled with the extensive preparations before the storm’s landfall, enabled a relatively rapid return to operations for many businesses and services, with some of New York’s major airports and the New York Stock Exchange reopening only two days after the storm,” the study said.
While Hurricane Sandy hit New York, an almost equally ferocious Cyclone Nilam hit the southeastern coast of India in October. Sandy has caused damages and economic losses of $50 billion to U.S. northeast region.

hurricane_sandy_new_york_city_20121030_0253

more about climate change:

Transportation and Sustainability Best Practices Background

Tackling Urban Sprawl: New Urbanism and Eco-Towns

Research on Factors Relating to Density and Climate Change

Sustainable Transportation: Key to Climate Change Mitigation

China's Urban Low Carbon Future in Shanghai

Globalisation, Cleaner Energy and Mega-Cities: Options and Messages for Turkey/Istanbul

Urban Resilience: Research Prospectus, A Resilience Alliance Initiative for Transitioning Urban Systems towards Sustainable Futures

Monday, June 25, 2012

Transportation and Sustainability Best Practices Background

Prepared by CH2M HILL and Good Company for the Center for Environmental Excellence by AASHTO
Transportation and Sustainability Peer Exchange May 27-29, 2009, Gallaudet University Kellogg Center

The University of Plymouth Centre for Sustainable Transport provides a widely accepted definition of a sustainable transportation system that states: A sustainable transportation system is one that:
• allows the basic access needs of individuals and societies to be met safely and in a manner consistent with human and ecosystem health, and with equity within and between generations;
• is affordable, operates efficiently, offers choice of transport mode, and supports a vibrant economy;
• limits emissions and waste within the planet’s ability to absorb them, minimizes consumption of non-renewable resources to the sustainable yield level, reuses and recycles its components, and minimizes the use of land and the production of noise. Such sustainability improvements around transportation may not be achieved quickly. However, using a Triple Bottom Line framework to guide planning, policy decisions, and implementation can provide steps toward developing a sustainable outcome. When thinking about delivering transportation solutions and infrastructure in a more sustainable manner, agencies and companies are considering each of the bottom line elements:
• Economy — Support economic vitality while developing infrastructure in a cost-efficient manner. Costs of infrastructure must be within a society’s ability and willingness to pay. User costs, including private costs, need to be within the ability of people and households to pay for success.

Highway Insomnia
• Social — Meet social needs by making transportation accessible, safe, and secure; include provision of mobility choices for all people (including people with economic disadvantages); and develop infrastructure that is an asset to communities.
• Environment — Create solutions that are compatible with - and that can be an enhancement to - the natural environment, reduce emissions and pollution from the transportation system, and reduce the material resources required to support transportation.


more about sustainable transportation:

Ten Principles for Successful Development Around Transit

Improving the Pedestrian Environment Through Innovative Transportation Design

Promoting Sustainable Transport in Latin America through Mass Transit Technologies

SUSTAINABLE URBAN TRANSPORT TECHNOLOGIES AND POLICIES: A RESEARCH PERSPECTIVE

The new district of Freiburg-Rieselfeld: a case study of successful, sustainable urban development

Research on Factors Relating to Density and Climate Change

The Causal Influence of Neighborhood Design on Physical Activity Within the Neighborhood: Evidence from Northern CaHfornia

Friday, June 22, 2012

Tackling Urban Sprawl: New Urbanism and Eco-Towns

By Bruce Stutz

Can eco-towns stop the sprawling suburbs? Urban sprawl is a modern phenomenon most prominent in the United States and spreading into parts of Europe, it has many consequences which include the rising carbon emissions from modern consuming habits such private car use.
This article is a selection of excerpts from two recent articles by Bruce Stutz ‘The New Urbanists: Tackling Europe’s Sprawl’ and ‘Britain’s Elusive Eco-Town Dream’. Stutz analyses the debate surrounding ‘eco-town’ developments which many regard as practical solutions for a carfree and carbon-free future, as well as the principles of New Urbanism which are gaining in popularity for urban development.

The Super Sprawl

In the last few decades, urban sprawl, once regarded as largely a US phenomenon, has spread across Europe. Improved transport links – highways designed to accommodate increased freight traffic – have led to American-style intercity corridors built up with new industrial and commercial developments. Auto-centric suburbs with low-density housing tracts and shopping malls have followed, and public transit has not been able to keep pace. Now an emerging group of planners are promoting a new kind of development – mixed-use, low-carbon communities which are pedestrian-friendly and mass-transit-oriented.
A nearly iconic fact of life in the US, urban sprawl had been slow to evolve in Europe. Cities from Luxembourg to Prague, from Madrid to Istanbul, are experiencing accelerating sprawl and its increased automobile traffic, carbon dioxide (CO2) emissions, energy consumption, land fragmentation, natural resource degradation, watershed damage, farmland decline, and social polarisation –has become a major concern across the continent. Over the last 20 years, the number of kilometres travelled in urban areas will increase 40%, an increase that will negate any expected gains in fuel efficiency, and make reaching Europe’s Kyoto goals of reducing CO2 emissions nearly impossible. In the newest EU countries, those in Eastern Europe that had been communist, the changes have been even drastic. Central planning demanded high-density housing and public transit. With its entry into the EU in 2007, Romania’s economy grew 5.7%, and the year after, 7.5%. This economic development drove residential construction up 29.3% in 2007, and along with it, the number of cars – up 27%.

Enter New Urbanists

For the new urbanists, building an eco-town is not a matter of building ‘green’ buildings. More important is creating places that encourage people to change their unsustainable behaviours and then enable them to do it. New urbanism arose in the 1980s in reaction to the planning and design practices of the preceding decades. 

read more

Urban_sprawl  
more about urban sprawl:

Detroit's prospects may be better than we think

Land use change modelling in an urban region with simultaneous population growth and shrinkage including planning and governance feedbacks

Documentary film: Sprawling from Grace: The Consequences of Suburbanization

Municipal Finance and the Pattern of Urban Growth

Suitability criteria for measures of urban sprawl

On defining "Sprawl"

Cleanliness from a car

SHRINKING CITIES—Growing Domain for Urban Planning?

PRESERVING COST-EFFICIENT INFRASTRUCTURE SUPPLY IN SHRINKING CITIES

Wednesday, April 18, 2012

Urbanization and Natural Disasters in the Mediterranean Population Growth and Climate Change in the 21st Century Case Studies on Izmit, Algiers and Alexandria

by Hans Günter Brauch

This paper analyzes the relationship between urbanization – in relation with population growth and climate change – (as causes) and natural disasters as outcomes of environmental stress for the Mediterranean region from 1900 to 2001 – with a specific focus at three case studies in Turkey, Algeria and Egypt. It includes trends of urbanization up to 2015/2030, for population growth up to 2050, and projections of climate change impact models until 2100 that will increase both the vulnerability to and impact of natural disasters. Based on a medium definition of the Mediterranean space (figure 1) that includes all Mediterranean riparian countries plus Portugal, Jordan and the former Yugoslav Republic of Macedonia (Brauch 2001, 2001a, 2003) this paper addresses both the increasing vulnerability of major cities to geophysical and hydro-meteorological disasters due to rapid urbanization combined with extreme poverty in most countries of the Middle East and North Africa (MENA).


more about urbanization:

Strategy for Sustainable Urban Development: A Case Study of Urmia City, Iran

Can Chongqing's Urbanization Survive China's Shrinking Workforce?

Analyzing Land Use Change In Urban Environments

Modeling the environmental impacts of urban land use and land cover change—a study in Merseyside, UK

Remote Sensing and Urban Growth Models – Demands and Perspectives

Urban Transport Trends and Policies in China and India: Impacts of Rapid Economic Growth

Friday, March 16, 2012

Studying the effects of urban sprawl of metropolis on tourism - climate index oscillation: A case study of Tehran city

by Gholamreza Roshan, Iman Rousta and Mehdi Ramesh

The present research intends to identify the effects of urban sprawl of metropolis on tourism-climate index oscillation. To do this research, two types of data have been used. The first type includes climate data such as minimum monthly temperature average, monthly temperature average, minimum relative humidity rate and monthly relative humidity average, average of wind speed, duration of sunshine and monthly rainfall, and the second component includes parameters related to urban sprawl components of Tehran city such as number of population, density, expansion and number of automobiles per 100 persons. In this research in order to identify climate-tourism range for different months TCI coefficient has been used. Based on the results taken from the average of three 18-year periods using TCI index, it has been concluded that time oscillation is seen for the majority of months in qualitative and quantitative range of climate-tourism coefficient. In a way that these time oscillations of TCI has positive trend for some months and negative for others. In the next step after making correlation between the components of urban sprawl of Tehran city with TCI index, it has been concluded that in April, May, September and November, the results show that the components of urban sprawl of the city has direct effect on providing more suitable climate-tourism conditions, however in June, July, August and September, the components of urban sprawl of the city has had a negative effect on TCI index. But in general, considering the outcome results for annual statistics, we can conclude that urban sprawl of metropolis of Tehran has had a negative effect on TCI index and this factor can be followed by undesirable conditions for Tehran in view of climate comfort in future and it will be considered as a difficulty in view of biologic conditions for tourists.

The chronological development of Tehran between 1952 and 2006, source: Zanganeh SS (2006). The analysis of Tehran urban sprawl and its effect on agricultural lands, M A Thesis in Geography and Urban Planning, University of Tehran (In Persian)

more about the urbanism of Iran:

TRANSPORT MANAGEMENT IN IRAN: TRAFFIC SAFETY AND CLEANER CARS

An Analysis to Challenges of Urban Management in Historic Center of Cities in Iran

COMPARATIVE SUSTAINABILITY OF BAZAAR IN IRANIAN TRADITIONAL CITIES: CASE STUDIES IN ISFAHAN AND TABRIZ

AIR QUALITY MANAGEMENT IN TEHRAN

STRATEGY FOR SUSTAINABLE URBAN DEVELOPMENT GUIDELINES FOR TEHRAN

IRAN’S MASHHAD LRT OPEN

URBAN SPRAWL AND CLIMATIC CHANGES IN TEHRAN

Sunday, March 11, 2012

Research on Factors Relating to Density and Climate Change

by Kimberly Burnett, Emily Holt, Lianne Fisman, and Grace Chang

The consensus of the scientific community is that human activity has contributed substantially to limate change through increased greenhouse gas (GHG) emissions. Given the potential impacts of a continuation of these trends, this conclusion suggests that significant action is warranted to reduce GHG emissions to avoid the worst possible consequences. One proposed course of action is to increase residential density, primarily on the grounds that it will reduce vehicle miles traveled, a measure that is closely related to the GHG emissions from driving.
Much of the vast volume of research conducted on the topic of residential density and its relationship to travel shows that there is a link between residential density and the number of vehicle miles traveled. However, the relationship is complex and characterized by inter-relationships that researchers are still in the process of disentangling. On the surface, there is a clear correlation between residential density and GHG emissions. Causation is far murkier, and this review of nearly 200 studies demonstrates
that this relationship is affected by a complex set of interactions between density and at least a dozen factors, such as socioeconomic characteristics of residents, the availability of public transit, neighborhood accessibility to jobs and services, and the time and cost of various forms of transit. Although newly emerging research approaches are beginning to clarify the relationships, they are relatively untested. This review of literature on residential density and its relationship to climate change—largely via its relationship to travel behavior—is intended to help inform this aspect of the debate on climate change by summarizing and synthesizing the literature in several key areas, discussed below.
Density is thought to influence travel behavior along several different pathways. The mode used for work travel – private auto, walking, biking, or public transit – is influenced by density at both home and work. People take non-work trips, which comprise the large majority of both trips and VMT, in order to engage in activities such as personal business, shopping, socializing, and recreation. Travel is an important part of the decision to engage in these activities, and density influences these decisions in at least three ways. Density affects the quality of the travel experience (particularly for walking), the distance required to access activities, and the price of travel, both in terms of time and money.
The research on the relationship between density and travel is virtually unanimous: after controlling for socioeconomic factors, density directly influences VMT and mode choice. However, the weight of the evidence suggests that the effect of density on travel behavior is modest (roughly 5 percent reductions in VMT and vehicle trips with a doubling of density). In comparison, large increases in regional accessibility (accessibility to regional centers), are found to have a much larger impact on travel behavior – roughly 20 percent reductions in VMT.
Based on the modest impacts on VMT of increasing density—and the difficulty of achieving that added density—several researchers suggest that it is not an effective policy tool. But some research suggests that doubling density in combination with other policies, including those that affect land-use diversity, neighborhood design, access to transit, and accessibility, could have more significant impacts on travel behavior – such as reductions in VMT on the order of 25 to 30 percent. It is important to note, however, that VMT savings will be slow to develop because of the durability of the housing stock.
Self selection is an important methodological issue that affects all studies of the relationship between travel behavior and the built environment. Researchers long assumed that characteristics of the built environment, such as density, the mix of land uses, transit availability, and neighborhood design, have a causal impact on travel behavior, the source of a significant share of the nation’s GHG emissions. More recently, researchers have re-considered the direction of causality and acknowledge that land use patterns may facilitate travel behavior but not cause it, because household decisions about residential location—and all the characteristics of this location—are simultaneous with decisions about travel behavior. That is, people who dislike driving may self-select to live in walkable neighborhoods with convenient access to transit, while people who like driving may be more likely to select neighborhoods with good auto accessibility.


more about travel behavior:

Re-evaluating the impact of urban form on travel patterns in Europe and North-America

A STRUCTURAL EQUATIONS MODEL OF LAND USE PATTERNS, LOCATION CHOICE, AND TRAVEL BEHAVIOR IN SEATTLE AND COMPARISON WITH LISBON

MEASURING ACCESSIBILITY AND PROVIDING TRANSPORT CHOICE

Urban form, individual spatial footprints, and travel: An examination of space-use behavior

Metro Vancouver Walkability Index

Sunday, January 22, 2012

Germany Sets Aside $130 Billion for Renewable Energy

By John C.K. Daly

Germany is already the world's strongest photovoltaic market and also accounts for Europe's largest share of installed wind capacity. Moving resolutely into the field of renewable energy, by 2020, renewable energy sources are expected to account for 35 percent of Germany's energy output, soaring to 80 percent by 2050. Germany now produces 20 percent of its electricity from renewable energy sources, now, up from just 6 percent in 2000. The effort is in turn creating thousands of jobs and new industries.
Industry expert Tobias Homann observed, "With the decision to abandon nuclear power earlier this year, it was clear that the road ahead would be challenging. But Germany is in a very promising position to be the first industrialized country to rely entirely on renewable energy."
One of the current major shortfalls of the renewable energy market is its inability to store generated energy but Germany is working on this dilemma, focusing on the development of battery and smart grid technology.
According to Germany Trade & Invest CEO Jurgen Friedrich, "Germany has established the ideal prerequisites for the rapid development of the energy storage industry. The unique combination of renewable energy generation, innovation and implementation through such projects makes Germany an optimal location for companies looking to enter this budding industry."
Germany is also assiduously pursuing improving solar technology. Germany's photovoltaic installations and solar facilities recently surpassed hydropower in Germany's total energy generation matrix.
In the area of offshore wind power generation, Germany projects 4,000 turbines off its Baltic coast producing electricity by 2030. Germany's northeastern Mecklenburg-Vorpommern state on the Baltic will produce 100 percent of its electricity from renewables by 2015-2017, and then export the excess to other German states. Mecklenburg-Vorpommern premier Erwin Selling told reporters, "Renewable energy has become extremely valuable for our state. It's just a great opportunity - producing renewable energy and creating manufacturing jobs.
 
A wind tower near Dortmund, Germany

more about energy: