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Project: GCOS Earth Heat Inventory - A study under the Global Climate Observing System (GCOS) concerted international effort to update the Earth heat inventory (EHI), and presents an updated international assessment of ocean warming estimates, and new and updated estimates of heat gain in the atmosphere, cryosphere and land over the period from 1960 to present. Summary: The file “GCOS_EHI_1960-2020_Earth_Heat_Inventory_Ocean_Heat_Content_data.nc” contains a consistent long-term Earth system heat inventory over the period 1960-2020. Human-induced atmospheric composition changes cause a radiative imbalance at the top-of-atmosphere which is driving global warming. Understanding the heat gain of the Earth system from this accumulated heat – and particularly how much and where the heat is distributed in the Earth system - is fundamental to understanding how this affects warming oceans, atmosphere and land, rising temperatures and sea level, and loss of grounded and floating ice, which are fundamental concerns for society. This dataset is based on a study under the Global Climate Observing System (GCOS) concerted international effort to update the Earth heat inventory published in von Schuckmann et al. (2020), and presents an updated international assessment of ocean warming estimates, and new and updated estimates of heat gain in the atmosphere, cryosphere and land over the period 1960-2020. The dataset also contains estimates for global ocean heat content over 1960-2020 for different depth layers, i.e., 0-300m, 0-700m, 700-2000m, 0-2000m, 2000-bottom, which are described in von Schuckmann et al. (2022). This version includes an update of heat storage of global ocean heat content, where one additional product (Li et al., 2022) had been included to the initial estimate. The Earth heat inventory had been updated accordingly, considering also the update for continental heat content (Cuesta-Valero et al., 2023).

Dynamics of societal material stocks such as buildings and infrastructures and their spatial patterns drive surging resource use and emissions. Building up and maintaining stocks requires large amounts of resources; currently stock-building materials amount to almost 60% of all materials used by humanity. Buildings, infrastructures and machinery shape social practices of production and consumption, thereby creating path dependencies for future resource use. They constitute the physical basis of the spatial organization of most socio-economic activities, for example as mobility networks, urbanization and settlement patterns and various other infrastructures. This dataset features a detailed map of material stocks for the whole of Germany on a 10m grid based on high resolution Earth Observation data (Sentinel-1 + Sentinel-2), crowd-sourced geodata (OSM) and material intensity factors. Temporal extent The map is representative for ca. 2018. Data format Per federal state, the data come in tiles of 30x30km (see shapefile). The projection is EPSG:3035. The images are compressed GeoTiff files (*.tif). There is a mosaic in GDAL Virtual format (*.vrt), which can readily be opened in most Geographic Information Systems. The dataset features area and mass for different street types area and mass for different rail types area and mass for other infrastructure area, volume and mass for different building types Masses are reported as total values, and per material category. Units area in m² height in m volume in m³ mass in t for infrastructure and buildings Further information For further information, please see the publication or contact Helmut Haberl (helmut.haberl@boku.ac.at). A web-visualization of this dataset is available here. Visit our website to learn more about our project MAT_STOCKS - Understanding the Role of Material Stock Patterns for the Transformation to a Sustainable Society. Publication Haberl, H., Wiedenhofer, D., Schug, F., Frantz, D., Virág, D., Plutzar, C., Gruhler, K., Lederer, J., Schiller, G. , Fishman, T., Lanau, M., Gattringer, A., Kemper, T., Liu, G., Tanikawa, H., van der Linden, S., Hostert, P. (accepted): High-resolution maps of material stocks in buildings and infrastructures in Austria and Germany. Environmental Science & Technology Funding This research was primarly funded by the European Research Council (ERC) under the European Union’s Horizon 2020 research and innovation programme (MAT_STOCKS, grant agreement No 741950). ML and GL acknowledge funding by the Independent Research Fund Denmark (CityWeight, 6111-00555B), ML thanks the Engineering and Physical Sciences Research Council (EPSRC; project Multi-Scale, Circular Economic Potential of Non-Residential Building Scale, EP/S029273/1), JL acknowledges funding by the Vienna Science and Technology Fund (WWTF), project ESR17-067, TF acknowledges the Israel Science Foundation grant no. 2706/19.

Twenty-minute neighbourhoods highlight the importance of well-connected and mixed-used neighbourhoods and communities with proximate access to employment, essential services, public transport, and open spaces. Shorter distances together with re-prioritised public spaces encourage more active transport choices, resulting in public health benefits and reduced environmental pollution. Higher liveability brought about by mixed-use developments enables people to have equitable access to local facilities, amenities, and employment opportunities, promoting vibrancy, social cohesion, and intergenerational connections. The attributes of 20-minute neighbourhoods also combine to create places, that are acknowledged as friendly for all ages, address changing needs across the life course, and provide better support for the ageing population. Furthermore, there are indications that 20-minute neighbourhoods may be more resilient against many of the negative impacts of stringent public health protocols such as those implemented in periods of lockdown during the Covid-19 pandemic. In this article, we evaluate and compare planning policies and practices aimed at establishing 20-minute neighbourhoods in Melbourne (Australia) and Scotland (the UK). Using case studies, we discuss similarities and differences involved in using place-based approaches of 20-minute neighbourhoods to address 21st-century challenges in key areas of health and wellbeing, equity, environmental sustainability, and community resilience.

As it is widely accepted, cycling tends to produce health benefits and reduce air pollution. Policymakers encourage people to use bikes by improving cycling facilities as well as developing bicycle-sharing systems (BSS). It is increasingly interesting to investigate how environmental factors influence the cycling behavior of users of bicycle-sharing systems, as users of bicycle-sharing systems tend to be different from regular cyclists. Although earlier studies have examined effects of safety and convenience on the cycling behavior of regular riders, they rarely explored effects of safety and convenience on the cycling behavior of BSS riders. Therefore, in this study, we aimed to investigate how road safety, convenience, and public safety affect the cycling behavior of BSS riders by controlling for other environmental factors. Specifically, in this study, we investigated the impacts of environmental characteristics, including population density, employment density, land use mix, accessibility to point-of-interests (schools, shops, parks and gyms), road infrastructure, public transit accessibility, road safety, convenience, and public safety on the usage of BSS. Additionally, for a more accurate measure of public transit accessibility, road safety, convenience, and public safety, we used spatiotemporally varying measurements instead of spatially varying measurements, which have been widely used in earlier studies. We conducted an empirical investigation in Chicago with cycling data from a BSS called Divvy. In this study, we particularly attempted to answer the following questions: (1) how traffic accidents and congestion influence the usage of BSS; (2) how violent crime influences the usage of BSS; and (3) how public transit accessibility influences the usage of BSS. Moreover, we tried to offer implications for policies aiming to increase the usage of BSS or for the site selection of new docking stations. Empirical results demonstrate that density of bicycle lanes, public transit accessibility, and public safety influence the usage of BSS, which provides answers for our research questions. Empirical results also suggest policy implications that improving bicycle facilities and reducing the rate of violent crime rates tend to increase the usage of BSS. Moreover, some environmental factors could be considered in selecting a site for a new docking station.

In Eastern Boundary Upwelling Systems nutrient-rich waters are transported to the ocean surface, fuelling high photoautotrophic primary production. Subsequent heterotrophic decomposition of the produced biomass increases the oxygen-depletion at intermediate water depths, which can result in the formation of oxygen minimum zones (OMZ). OMZs can sporadically accumulate hydrogen sulfide (H2S), which is toxic to most multicellular organisms and has been implicated in massive fish kills. During a cruise to the OMZ off Peru in January 2009 we found a sulfidic plume in continental shelf waters, covering an area >5500 km(2), which contained ∼2.2×10(4) tons of H2S. This was the first time that H2S was measured in the Peruvian OMZ and with ∼440 km(3) the largest plume ever reported for oceanic waters. We assessed the phylogenetic and functional diversity of the inhabiting microbial community by high-throughput sequencing of DNA and RNA, while its metabolic activity was determined with rate measurements of carbon fixation and nitrogen transformation processes. The waters were dominated by several distinct γ-, δ- and ε-proteobacterial taxa associated with either sulfur oxidation or sulfate reduction. Our results suggest that these chemolithoautotrophic bacteria utilized several oxidants (oxygen, nitrate, nitrite, nitric oxide and nitrous oxide) to detoxify the sulfidic waters well below the oxic surface. The chemolithoautotrophic activity at our sampling site led to high rates of dark carbon fixation. Assuming that these chemolithoautotrophic rates were maintained throughout the sulfidic waters, they could be representing as much as ∼30% of the photoautotrophic carbon fixation. Postulated changes such as eutrophication and global warming, which lead to an expansion and intensification of OMZs, might also increase the frequency of sulfidic waters. We suggest that the chemolithoautotrophically fixed carbon may be involved in a negative feedback loop that could fuel further sulfate reduction and potentially stabilize the sulfidic OMZ waters.

The private motor vehicles are significantly important means of transportation in modern lifestyle, however, these also contribute to a large proportion of the total air pollution and primary energy consumption. In order to develop green transportation system, it becomes imperative to use integrated technologies to achieve reduced emissions and utilize renewable energy. Electric vehicles (EVs) have been considered as one of these technologies to transform the traditional vehicle mix. However, the uptake of EV has been debated on factors like cost, performance (autonomous mileage), charging point infrastructure construction, energy saving, policy and end users’ adaptation. Present study investigates the technology feasibility (which usually refer to EVs’ cost, EV charging, supplier’s customer services quality, EV travel performance) and users’ adaptation of EV in Beijing, which is a key driver for the EV uptake into the Beijing transportation system. The relevant data have been collected and analyzed in the form of questionnaire survey around all of these factors. While considering the user perception and satisfaction, safety of charging and energy bills have also been investigated. According to the data analysis, it has been found the policy of ‘No traffic restrictions for EVs’ (the traffic restrictions means for certain date, from Monday to Friday the motor vehicles with the last register number of 1 and 6, 2 and 7, 3 and 8, 4 and 9, 5 and 0, are restricted to travel, respectively), the availability of the charging infrastructure and technical support are the most significant factors affecting the users’ opinions on using EVs.

AbstractOcean ecosystems are at the forefront of the climate and biodiversity crises, yet we lack a unified approach to assess their state and inform sustainable policies. This blueprint is designed around research capabilities and cross-sectoral partnerships. We highlight priorities including integrating basin-scale observation, modelling and genomic approaches to understand Atlantic oceanography and ecosystem connectivity; improving ecosystem mapping; identifying potential tipping points in deep and open ocean ecosystems; understanding compound impacts of multiple stressors including warming, acidification and deoxygenation; enhancing spatial and temporal management and protection. We argue that these goals are best achieved through partnerships with policy-makers and community stakeholders, and promoting research groups from the South Atlantic through investment and engagement. Given the high costs of such research (€800k to €1.7M per expedition and €30–40M for a basin-scale programme), international cooperation and funding are integral to supporting science-led policies to conserve ocean ecosystems that transcend jurisdictional borders.