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Inhaltsfeld 2 Raumwirksamkeit von Energieträgern und Energienutzung (EF)

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Inhaltsfeld 2 Raumwirksamkeit von Energieträgern und Energienutzung (EF)

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Da die Energieverfügbarkeit eine besondere Bedeutung für wirtschaftliches Handeln hat, stehen Energieträger und deren Nutzung als Auslöser für räumliche Prozesse und politische Auseinandersetzungen im Zentrum dieses Inhaltsfeldes. Es werden dabei die räumliche Verteilung sowie die unmittelbaren und mittelbaren ökonomischen, ökologischen und sozialen Auswirkungen der Förderung fossiler Energieträger bzw. deren Nutzung in den Blick genommen. Angesichts von global steigendem Energiebedarf, Ressourcenverknappung und Klimaschutz werden Möglichkeiten und Grenzen der Senkung des Energieverbrauchs im Hinblick auf ihre räumlichen Voraussetzungen und Folgen als auch die Nutzung regenerativer Energien als Beitrag zu einem nachhaltigenWirtschaften
betrachtet.

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Inhaltsfeld 7: Dienstleistungen in ihrer Bedeutung für Wirtschafts- und Beschäftigungsstrukturen 

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Inhaltsfeld 7: Dienstleistungen in ihrer Bedeutung für Wirtschafts- und Beschäftigungsstrukturen 

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Der tertiäre Sektor erfährt regional wie global einen enormen Bedeutungszuwachs, der die zukünftigen Lebensbedingungen maßgeblich beeinflussen wird. Daher behandelt dieses Inhaltsfeld die Entwicklung vonWirtschafts- und Beschäftigungsstrukturen im Prozess der Tertiärisierung sowie den Stellenwert des Wirtschaftsfaktors Fremdenverkehr in unterschiedlich entwickelten Räumen. Technische Innovationen bei Transport und Logistik sind raumwirksam für die Entstehung und Veränderung von Verkehrs- und Handelszentren. Die durch den weltweiten Tourismus zunehmenden Raumnutzungskonflikte verdeutlichen in besondererWeise die Probleme einer nachhaltigen Entwicklung. Das Verständnis der Ursachen, Strukturen sowie Chancen und Risiken dieser Prozesse ist Voraussetzung dafür, Möglichkeiten einer nachhaltigen Gestaltung
zu reflektieren.

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Vor dem Hintergrund, dass der Anteil städtischer Bevölkerung kontinuierlich zunimmt, stehen in diesem Inhaltsfeld Funktionen, Strukturen und Veränderungen städtischer Siedlungen unter dem Einfluss von soziokulturellen, politischen und ökonomischen Prozessen und einer Zunahme der Mobilität im Mittelpunkt. Die Kenntnis und das Verstehen von Merkmalen, innerer Differenzierung und Wandel von Städten sowie von Metropolisierung und Marginalisierung als Elementen eines weltweiten Verstädterungsprozesses sind wichtige Voraussetzungen
zur Gestaltung einer zukunftsorientierten Stadtentwicklung.

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Der Strukturwandel in industriell geprägten Räumen und die Herausbildung von Wachstumsregionen im Zusammenhang mit veränderten Produktionsbedingungen und einer hoch entwickelten Infrastruktur stehen im Mittelpunkt dieses Inhaltsfeldes. Die Schülerinnen und Schüler sind mit dem aktuell und zukünftig ablaufenden wirtschaftsräumlichen Strukturwandel durch die Berichterstattung der Medien, als Konsumentinnen und Konsumenten sowie als Arbeitnehmerinnen und Arbeitnehmer konfrontiert. Vor diesem Hintergrund dient die Auseinandersetzung mit diesem Inhaltsfeld dazu, Veränderungen in den wirtschaftlichen und politischen Entscheidungen sowie die Auswirkungen der Mobilität von
Menschen und Gütern zu verstehen.

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Inhaltsfeld 3: Inhaltsfeld 󰆄 Landwirtschaftliche Strukturen in verschiedenen Klima- und Vegetationszonen 

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Inhaltsfeld 3: Inhaltsfeld 󰆄 Landwirtschaftliche Strukturen in verschiedenen Klima- und Vegetationszonen 

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In diesem Inhaltsfeld geht es um landwirtschaftliche Strukturen in unterschiedlichen Klima- und Vegetationszonen der Erde unter dem Einfluss ökonomischer Entwicklungen und ökologischer Faktoren. Im Fokus der Betrachtung stehen dabei die landwirtschaftliche Produktion in den Tropen im Rahmen weltwirtschaftlicher Prozesse, die Intensivierung der agraren Nutzung in der gemäßigten Zone und in den Subtropen sowie die Landwirtschaft im Spannungsfeld zwischen Ressourcengefährdung und Nachhaltigkeit. Die Kenntnis über Möglichkeiten und Formen der landwirtschaftlichen Produktion ist eine wichtige Voraussetzung für die Sicherung der natürlichen Lebens-
grundlagen durch nachhaltiges Wirtschaften.

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Sammlung von Links und Materialien, sortiert nach den Inhaltsfeldern des nordrhein-westfälischen Kernlehrplans für das Gymnasium

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Inhaltsfeld 6: Sozioökonomische Entwicklungsstände von Räumen 

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Inhaltsfeld 6: Sozioökonomische Entwicklungsstände von Räumen 

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Die unterschiedliche Ressourcenverfügbarkeit, das Ungleichgewicht beim Austausch von Rohstoffen und Industriewaren, die Arbeitsmarktsituation und die wirtschaftspolitischen Zielsetzungen sind wichtige Grundlagen für das Verständnis von Entwicklungsun-
terschieden und die Beurteilung von Strategien und Instrumenten zur Reduzierung regionaler und globaler Disparitäten. Vor diesem Hintergrund geht es in diesem Inhaltsfeld um Merkmale und Ursachen räumlicher regionaler und globaler Disparitäten, aber auch um demographische Prozesse in ihrer Bedeutung für die Tragfähigkeit von
Räumen.

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Posten Sie frei zugängliche Links, die Sie für gut halten in den entsprechenden Spalten!
Gern können Sie auch Links kommentieren.
Posten Sie auch OER-Materialien oder Literaturangaben zu Materialien, die Sie für gut halten.

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Hier gehts zur analogen Sammlung für die S I

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Eine Fülle von Geo-Links finden Sie im Padlet von Oliver Sesemann.

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animierte Bevölkerungspyramiden verschiedener Staaten

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Die Welt Bevölkerung Pyramide zeigt Alter, Geschlecht und Bevölkerungsdaten für 100 Jahre. Wir haben die Jahre zwischen 1950 und 2050 für unsere Pyramide gewählt, um ein Gleichgewicht von historischen und zukünftigen Projektionen zu zeigen. Die offensichtlichsten Veränderungen sind aufgrund der erhöhten Sterberaten und ein Rückgang oder eine Zunahme der Zahl der Kinder geboren, aber erfahrene Benutzer können auch viele andere Dinge sehen. Diese Pyramide ist ein nützliches Werkzeug für die visuelle Darstellung der sich verändernden Bevölkerungsdynamik für nahezu jedes Land der Welt. Verwenden Sie die Liste auf der rechten Seite, um andere Länder zu überprüfen. Die Vereinten Nationen 2015 werden verwendet.

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Die Welt Bevölkerung Pyramide zeigt Alter, Geschlecht und Bevölkerungsdaten für 100 Jahre. Wir haben die Jahre zwischen 1950 und 2050 für unsere Pyramide gewählt, um ein Gleichgewicht von historischen und zukünftigen Projektionen zu zeigen. Die offensichtlichsten Veränderungen sind aufgrund der erhöhten Sterberaten und ein Rückgang oder eine Zunahme der Zahl der Kinder geboren, aber erfahrene Benutzer können auch viele andere Dinge sehen.

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Inhaltsfeld 1 Lebensräume und deren naturbedingte sowie anthropogen bedingte Gefährdung (EF)

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Inhaltsfeld 1 Lebensräume und deren naturbedingte sowie anthropogen bedingte Gefährdung (EF)

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Die Behandlung dieses Inhaltsfeldes ermöglicht ein Verständnis der Landschaftszonen der Erde als Lebensräume. Diese werden als Ergebnis von geotektonischen und klimaphysikalischen Kräften, aber auch als Resultat von Eingriffen des Menschen in den Naturhaushalt betrachtet. Im Fokus stehen die Lebensräume des Menschen sowie deren naturbedingte und anthropogen bedingte Bedrohung – v. a. durch die Auswirkungen des weltweiten Klimawandels. In diesem Inhaltsfeld verbinden sich in besonderer Weise natur- und humangeographische Sichtweisen, wobei auch Möglichkeiten und
Grenzen der modernen Technik deutlich werden können.

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OZEANIEN

Bevölkerung Mitte 2022 (in Mio.): 44Geburten pro 1.000 Einwohner*innen: 16Todesfälle pro 1.000 Einwohner*innen: 7Natürliche Wachstumsrate (in %): 0,9Wanderungssaldo: 0

Bruttonationaleinkommen pro Einwohner*in (in USD): 39.522

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Bevölkerung Mitte 2022 (in Mio.): 44Geburten pro 1.000 Einwohner*innen: 16Todesfälle pro 1.000 Einwohner*innen: 7Natürliche Wachstumsrate (in %): 0,9Wanderungssaldo: 0 Bruttonationaleinkommen pro Einwohner*in (in USD): 39.522

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Visualisierte raumverändernde Prozesse

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NASA-Animation

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New data from NASA's Atmospheric Infrared Sounder (AIRS) instrument, aboard the Aqua satellite, shows the movement high in the atmosphere of carbon monoxide associated with fires in the Amazon region of Brazil.

This time series maps carbon monoxide at an altitude of 18,000 feet (5,500 meters) from Aug. 8-22, 2019. As the series progresses, the carbon monoxide plume grows in the northwest Amazon region then drifts in a more concentrated plume toward the southeastern part of the country.

Each "day" in the series is made by averaging three days' worth of measurements, a technique used to eliminate data gaps. Green indicates concentrations of carbon monoxide at approximately 100 parts per billion by volume (ppbv); yellow, at about 120 ppbv; and dark red, at about 160 ppbv. Local values can be significantly higher.

A pollutant that can travel large distances, carbon monoxide can persist in the atmosphere for about a month. At the high altitude mapped in these images, the gas has little effect on the air we breathe; however, strong winds can carry it downward to where it can significantly impact air quality. Carbon monoxide plays a role in both air pollution and climate change.

AIRS, in conjunction with the Advanced Microwave Sounding Unit (AMSU), senses emitted infrared and microwave radiation from Earth to provide a three-dimensional look at Earth's weather and climate. With more than 2,000 channels sensing different regions of the atmosphere, the instruments create a global, three-dimensional map of atmospheric temperature and humidity, cloud amounts and heights, greenhouse gas concentrations and many other atmospheric phenomena.

The AIRS and AMSU instruments are managed by NASA's Jet Propulsion Laboratory in Pasadena, California, under contract to NASA. JPL is a division of Caltech.

More information about AIRS can be found at:
https://airs.jpl.nasa.gov

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NASA's AIRS Maps Carbon Monoxide from Brazil Fires

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New data from NASA's Atmospheric Infrared Sounder (AIRS) instrument, aboard the Aqua satellite, shows the movement high in the atmosphere of carbon monoxide associated with fires in the Amazon region of Brazil. This time series maps carbon monoxide at an altitude of 18,000 feet (5,500 meters) from Aug. 8-22, 2019.

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MarineTraffic: Global Ship Tracking Intelligence | AIS Marine Traffic

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MarineTraffic Live Ships Map. Discover information and vessel positions for vessels around the world. Search the MarineTraffic ships database of more than 550000 active and decommissioned vessels. Search for popular ships globally. Find locations of ports and ships using the near Real Time ships map. View vessel details and ship photos.

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Live Flight Tracker - Real-Time Flight Tracker Map | Flightradar24

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The world's most popular flight tracker. Track planes in real-time on our flight tracker map and get up-to-date flight status & airport information.

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Hier gibt's u.a. 360°-Rundgänge

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Das Magazin „Einblicke" informiert über die Endlagerprojekte Standortsuche, Asse, Konrad und Morsleben. Es beleuchtet die Themen aus unterschiedlichen Perspektiven und leistet so einen Beitrag zur gesellschaftlichen und politischen Diskussion zum Thema Endlagerung radioaktiver Abfälle. Das Magazin erscheint als Asse Einblicke, Konrad Einblicke, Morsleben Einblicke und Standortauswahl Einblicke. Die Hefte werden regional oder national als Pressebeilage verteilt und können auch im Abonnement bezogen werden.

Das Magazin wird vom Berliner Verlag TEMPUS CORPORATE produziert und von der Bundesgesellschaft für Endlagerung (BGE) herausgegeben. Die Beiträge werden von Journalistinnen und Journalisten verfasst, deren Beiträge die Meinungen der Autoren wiedergeben. Das Magazin findet online seine Ergänzung im Informationsportal einblicke.de

Das Team der Einblicke freut sich über Leserbriefe an dialog(at)bge.de. Die Redaktion behält sich vor, Leserbriefe mit vollständigem Namen zur Veröffentlichung auszuwählen und sinnwahrend zu kürzen. Ein Anspruch auf eine Veröffentlichung besteht nicht.

Magazin abonnieren Blick in das Magazin

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Das Magazin „Einblicke" informiert über die Endlagerprojekte Standortsuche, Asse, Konrad und Morsleben. Es beleuchtet die Themen aus unterschiedlichen Perspektiven und leistet so einen Beitrag zur gesellschaftlichen und politischen Diskussion zum Thema Endlagerung radioaktiver Abfälle. Das Magazin erscheint als Asse Einblicke, Konrad Einblicke, Morsleben Einblicke und Standortauswahl Einblicke.

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Erklärvideo

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Interaktive Weltkarte zeigt globale Verteilung der Windintensität (u.a. Geschwindigkeit, Orographie, Reliefeigenschaften) und weitere Faktoren der Windkraft-Eignung.

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The Global Wind Atlas is a free, web-based application developed to help policymakers, planners, and investors identify high-wind areas for wind power generation virtually anywhere in the world, and then perform preliminary calculations.

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Interaktive Weltkarte zeigt globale Verteilung der Sonneneinstrahlung (u.a. direkt, indirekt, diffus), Photovoltaik-Eignung sowie Lufttemperaturverteilung

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The Global Solar Atlas provides a summary of solar power potential and solar resources globally. It is provided by the World Bank Group as a free service to governments, developers and the general public, and allows users to quickly obtain data and carry out a simple electricity output calculation for any location covered by the solar resource database.

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Luftströmungen und Partikelflug in Echtzeit

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Luftströmungen und Partikelflug in Echtzeit

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View real-time world air quality data visualizations with IQAir Earth air quality map. See US AQI, PM2.5, PM10, & wind data on global satellite imagery.

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Interaktive Karte zur Klimaerwärmung bis heute und zukünftig

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INFOGRAPHICS | September 26. 2018. 15:10

Climate change is often communicated by looking at the global average temperature. But a global average might not mean much to the average person. How the climate is likely to change specifically where people live is, in most cases, a much more important consideration.

Carbon Brief has combined observed temperature changes with future climate model projections to show how the climate has changed up to present day, but also how it might change in the future for every different part of the world.

To do this, the world has been broken up into "grid cells" representing every degree latitude and every degree longitude. This results in 64,800 grid cells, which are typically about 100 kilometers wide. (In reality, they are a bit larger at the equator and smaller close to the poles.)

The map overlay on the interactive above shows the amount of warming to expect in each grid cell based on future Representative Concentration Pathway (RCP) scenarios developed by climate scientists. These four scenarios represent different possible future emission trajectories. They range from the low-warming RCP2.6 scenario, which keeps global warming from the pre-industrial era to below 2C, up to a high-warming RCP8.5 scenario that would likely see global temperatures rise to above 4C.

How to use this map

Clicking on any grid cell brings up a sidebar showing the historical temperature record for that location between 1850 and 2017, both by year (in white) and with a smoothed average using 10 years of data (in red). An additional plot shows the future warming projected for that location under the four different RCP scenarios from 2000 through to 2100 - in purple, red, orange and yellow. Both historical and future temperatures are shown relative to a 1951-1980 baseline period.

The sidebar indicates both how much warming has been experienced between the first 30 years of the record and the past decade. Additionally, it shows how much warming is expected by 2100, relative to the baseline period.

Specific locations can also be typed into the search bar in the upper left corner. The past observed and future projected temperatures for each location can be downloaded by clicking on the "download csv" link. Clicking on the "home" symbol on the left will reset the interactive back to its default starting point. (Note: Users with laptops or other small screens may want to zoom out on their browsers for a better view of the map.)

Methodology and data sources
Observed temperatures
Temperatures based on land and ocean observations were obtained from the Berkeley Earth Surface Temperature Project's one-degree latitude by one-degree longitude gridded monthly average temperature fields (note: large file download). These were converted into annual average temperature anomalies relative to a 1951-1980 baseline period.

These temperature estimates use observations from around 30,000 land monitoring stations, as well as thousands of ships, buoys and other monitoring systems over the ocean. Berkeley Earth uses the UK Met Office's HadSST3 ocean temperature record as the basis for its ocean temperatures.

Observational data is available back to 1850, though for any given location data may not go back that far. Data is available from at least 1900 for most locations except Antarctica, where data is only available starting in 1950 when measurements on that continent began.

Berkeley Earth land data is homogenised - adjusted to correct for station moves, instrument changes, time of observation changes and other disruptions that stations have experienced over the past 150 years. Ocean temperature records are similarly adjusted to account for changes in the way ocean temperatures are measured, from buckets thrown over the side of ships through to engine-room intake valves and automated buoys in modern times.

These adjustments have a relatively small impact on temperatures after 1950, as discussed in the Carbon Brief explainer on temperature adjustments. The overall effect of adjustments is to increase temperatures globally prior to 1950, reducing the amount of long-term warming in the record compared to the raw readings.
Future models
Future temperature projections are taken from the Coupled Model Intercomparison Project 5 (CMIP5) multi-model average surface air temperature for each RCP scenario. CMIP5 features around 38 different climate models, though some of these represent variations of the same underlying model with different aspects included. One run from each model was used in calculating the multi-model average, with the model temperature fields obtained from KNMI Climate Explorer.

These multi-model average values are downscaled - increased in spatial resolution - to a one-degree latitude by one-degree longitude resolution to be comparable to the observations. They are converted into anomalies with respect to a 1951-1980 baseline, then aligned to the observations over the 20-year period from 1999-2018 to show the changes expected from present. Model data is shown between 2000 and 2100 in the sidebar for each grid cell.
Understanding uncertainty
Both observational temperature estimates and future projected temperature changes are subject to uncertainty. Observational uncertainties in historical temperature records from Berkeley Earth are shown in the sidebar.

Observational uncertainties can arise from a number of different factors. Incomplete coverage of observations across the Earth's surface means that sometimes temperature anomalies in a location have to be estimates from nearby land stations or ocean measurements. The Berkeley Earth dataset uses a technique called " kriging" to create globally complete estimates of both temperature and uncertainty from observations at specific locations.

Future climate model projections also include significant uncertainties, chief among them the sensitivity of the climate to increased CO2. The CMIP5 models featured in the most recent IPCC report estimates climate sensitivity at between 2.1C and 4.7C per doubling of atmospheric CO2 levels, with an average sensitivity of 3.1C. The multi-model average projections shown in the sidebar only reflect this 3.1C value; users interested in the results of individual models with higher or lower sensitivity will have to use a tool such as KNMI Climate Explorer to view those results.

Individual models also show a lot more year-to-year variability than the multi-model average shown in the sidebar. Individual models have short-term variability driven by factors including El Niño and La Niña events that result in some years warmer or cooler than others. However, this short-term variability occurs at different times in different models and is largely averaged out in the multi-model average.
Technical details
The code used to calculate past observed and future projected temperatures for each of the 64,800 grid cells is available on GitHub and free for reuse or modification.

Temperature observations from the Berkeley Earth gridded one-degree latitude by one-degree longitude netCDF file are imported and converted into annual anomalies with respect to a 1951-1980 baseline period. A smoothed average is produced using a local regression ( LOWESS) approach that uses a 10-year period for calculation.

Future temperature projections from the CMIP5 multi-model mean are obtained from KNMI Climate Explorer. These are statistically downscaled from their native 2.5-degree latitude by 2.5-degree longitude resolution to a one-degree latitude by one-degree longitude using bilinear interpolation - an average of nearby values. Model data is then converted into temperature anomalies with respect to a 1951-1980 baseline period. Finally, models are aligned with observations over the prior 20-year period (1999-2018) to better represent the expected change from present values.

A location name is assigned to each grid cell through a multi-step process. First, grid cell locations are geolocated using the reverse_geocoder python library. This provides information on the city, state and country closest to the grid cell's centre. An additional " countries.geojson " file is used to identify areas over the ocean or in unpopulated areas, such as Antarctica and the high Arctic.

Finally, the centres of the grid cells are referenced against a list of all cities with a population exceeding 20,000. The name of the largest city in the grid cell is selected when multiple are present. This avoids assigning grid cell names to the settlement that happens to be closest to the geographic center of the grid cell irrespective of population.

Note: Users with laptops or other small screens may want to zoom out their browsers for a better view of the map.

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Mapped: How every part of the world has warmed - and could continue to warm | Carbon Brief

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Climate change is often communicated by looking at the global average temperature. But a global average might not mean much to the average person. How the climate is likely to change specifically where people live is, in most cases, a much more important consideration.

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Interaktive Karte zu erwarteten Niederschlagsveränderungen bis 2050

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"Precipitation has always been one of the hardest variables to project under climate change," attests Dr. Astrid Caldas, a senior climate scientist at the Union of Concerned Scientists, "but there's one thing scientists agree on: Wet areas will likely get wetter, and dry areas will get drier."

It's not just the amount of rainfall that will change, but also when and how it falls. Caldas says areas with decreasing total precipitation may actually face an increase in extreme weather - "meaning when it does rain, it is likely to be a heavier rain event."

Even areas with relatively small projected changes in precipitation can still experience huge impacts because the changes will combine with shifts in temperature, pollution and other factors. As a result, "the consequences can be vast" for crops and natural vegetation, Caldas says.

The exact effects of these changes will vary depending on where people live, according to Dargan Frierson, an associate professor at the Department of Atmospheric Sciences at the University of Washington. "High latitudes and parts of the tropics are expected to get even wetter," he says. While there may be some short-term relief for the Mediterranean, southern Africa and southern Australia, he says "the longer-term forecast is for drought to return in an even more severe way."

These predictions are not just warnings for a distant future. They are also significant to our lives today. Research published this year has linked ongoing climate change to recent hurricanes, droughts and other weather patterns that are already becoming more dangerous across the globe.

How could you be affected? Explore the map below to see how unmitigated climate change is projected to change average annual precipitation in your area - and around the world - in the 2050s.

Sources and methods:
World Precipitation Change 2050s Scenario: IPCC 5AR CIAT downscaled NCAR CCSM4 model under Scenario 8.5 from CCAFS and partners.

Baseline precipitation for 1970-2000 scenario from WorldClim. (Fick, S.E. and R.J. Hijmans, 2017. Worldclim 2: New 1-km spatial resolution climate surfaces for global land areas. International Journal of Climatology.)

Precipitation change was calculated between historical levels and the 2050s under Scenario 8.5, which represents a high-end emissions scenario if global emissions remain unmitigated. The amount of uncertainty in projections increases at smaller geographic scales. While broad regional trends can be robustly projected, some variation from these averaged projections should be expected at local levels.

Global administrative boundaries data by GADM.

Precipitation change data were averaged by administrative boundaries. Abrupt changes between adjacent areas can be seen in some cases, since natural gradients (caused by elevation changes, for example) present in the raw data are smoothed in this averaging process.

Data analyzed using ArcGIS Pro.

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Interactive Map: Precipitation in the 2050s * The Revelator

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"Precipitation has always been one of the hardest variables to project under climate change," attests Dr. Astrid Caldas, a senior climate scientist at the Union of Concerned Scientists, "but there's one thing scientists agree on: Wet areas will likely get wetter, and dry areas will get drier."

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Animierte Weltkarte

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This map shows the estimated net immigration (inflows minus outflows) by origin and destination country between 2010 and 2015.

Blue circles = positive net migration (more inflows). Red circles = negative net migration (more outflows). Each yellow dot represents 1,000 people.

Hover over a circle to see that country's total net migration between 2010 and 2015. Click a circle (or tap the circle twice on mobile) to view only the migration flows in and out of that country.

Country-to-country net migration (2010-2015)
The data for this map comes from the U.N. Population Division, more information on how it was calculated at the bottom of the post.
Immigration: the new Godwin's Law

If you're not familiar with Godwin's law, it is an old internet adage that states, " As an online discussion grows longer, the probability of a comparison involving Nazism or Hitler approaches 1. "

Lately, I've found a similar principle applies to immigration. No matter what topic is being discussed online, if the conversation goes on for long enough, someone will inevitably tie it back to immigration.

Immigration has always been an important and frequently debated issue. And for many current events, the connection with immigration is clear, for example: terrorism / ISIS, the Brexit, Donald Trump and this year's presidential race, the refugee crisis. But at some point in the last year or two, I started noticing immigration being mentioned in connection with all sorts of topics I never would have expected.

To see what I mean, here are some of the topics I've posted about where immigration came up in discussion, either in the comment section of the post or on social media:

Why is immigration suddenly the cause / result / solution of everything? (Not meant rhetorically. If you have a good answer, I'd love to know.)

Who is migrating from where to where?

For a topic that comes up as often as immigration, I've found the debate to be really lacking in factual information. Hopefully this map is helpful is clearing up at least the simple, basic statistics: how many migrants are there? Where are they coming from? And where are they going?

Please keep in mind, these numbers are only estimates. You can find the full details of how they were calculated at the bottom of the post.

That said, here are a few of the pieces I found interesting.

Syria

Between 2010 and 2015, the net migration from Syria to Sweden was more than Syria's net migration to the rest of Europe and the Americas combined.

Many Middle Eastern countries have been criticized for allegedly accepting few Syrian refugees. In Qatar and the UAE, the net migration appears to actually be negative. Though of the Middle Eastern countries that are accepting Syrian refugees, the numbers they are dealing with are orders of magnitude higher than in the West.

The United Kingdom / Brexit

In the Brexit debate, the loudest arguments in favor of leaving the EU have been about immigration. What strikes me as interesting is how small a portion of the UK's net immigration is actually coming from Europe.

Australia

Australia, another country where immigration has become a highly charged political issue, jumps out as an interesting case.

By these estimates, Australia's net immigration is negative with every country in the world, except for a small positive immigration balance with Sudan. Australia is the only country in the world to have significant positive net immigration with the US.

United States

Last month, I posted a map visualizing 200 years of US immigration (inflows only). I would have liked to do the same with US emigration, which may be the more interesting direction since it is not nearly as well known. Unfortunately the US does not keep good emigration records and the best data I've managed to find goes back only a few decades. So, I don't foresee being able to make a historical US emigration map.

Still, I think it's pretty interesting to see what US net immigration flows look like in the present.

As mentioned above, according to these estimates, the US has significant positive net immigration with only one other country, Australia. The country with which the US has the largest negative net immigration is, perhaps unsurprisingly, Mexico. Though the amount by which Mexico leads is down substantially compared to a decade ago. Illegal immigration in particular has fallen off sharply, as demonstrated by this time series of border apprehensions from Pew Research.

When US immigration is viewed by region, the area that really stands out is Asia, which now accounts for just as much US immigration as North + South America (Mexico included).

Immigration between the US and Mexico is particularly complex, since it involves both legal and illegal immigration as well as temporary laborers, deportations, and a large number of people living in immigration detention facilities. For that reason, America's true net migration with Mexico is uncertain, and may actually be much lower than what's shown here. If you believe Pew's estimates, net migration with Mexico is now actually negative: more people are migrating from the US to Mexico than vice versa.

Immigration perceptions

Wherever you stand politically on immigration, you have to admit, it's pretty strange how rarely basic stats like these enter the debate. For all the discussion in the US about border fences and immigration limits, the simple question of "how many immigrants are there?" hardly ever even comes up.

Public opinion about immigration was likely a deciding factor in Britain's decision to exit the EU. And it may very well determine who becomes the next US president. Yet the majority of Brits and the majority of Americans misestimate the size of their country's immigrant population by a multiple.

The data for this map comes from the UN Population Division's estimates for Total Migrant Stock - the number of global migrants, broken down by country of residence and country of origin. The numbers are not fully consistent. In some cases, they represent foreign citizens and in others they represent foreign born. See the dataset itself for the full set of footnotes.

To convert those figures into immigration estimates, I took the difference between the migrant stock in 2015 and that in 2010. Since some of that difference is due to mortality, not immigration, I adjusted the 2010 numbers down assuming an annual mortality rate of 0.8%, the global average.

The map was made in Javascript using D3, three.js, and MapboxGL.

View the map as a Youtube video or embed the interactive version using the HTML below.
My latest project, Elementus, aims to bring transparency to the cryptocurrency market. Check out our blog for some crypto-related data visualizations.

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All the World's Immigration Visualized in 1 Map

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Facebook Twitter Google+ LinkedIn63.9KsharesThis map shows the estimated net immigration (inflows minus outflows) by origin and destination country between 2010 and 2015. Blue circles = positive net migration (more inflows). Red circles = negative net migration (more outflows). Each yellow dot represents 1,000 people.

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Gewachsene Stadt? Geplante Stadt? Verteilung der Straßen nach Himmelsrichtungen

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Gewachsene Stadt? Geplante Stadt? Verteilung der Straßen nach Himmelsrichtungen

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Kurzgeschlossener Nährstoffkreislauf im tropischen Regenwald [Erdkunde, Ober- und Mittelstufe]

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Equatorial regions receive more heat from the Sun than other parts of the world. This leads to differences in air temperature, density and pressure, which in turn, cause the air to move - creating wind. This movement of air constitutes the general circulation of the atmosphere, transporting heat away from equatorial regions towards the poles, and returning cooler air to the tropics.

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Animierte Karte: Effektive Klimaklassifikation nach Köppen u. Geiger, Veränderungen 1976-2100

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Animierte Karte: Effektive Klimaklassifikation nach Köppen u. Geiger, Veränderungen 1976-2100

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Zeitlicher Schnelldurchlauf durch Satellitenfotos aus 30 Jahren macht raum-zeitliche Veränderungen deutlich

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Explore the dynamics of our changing planet over the past three and a half decades.

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C02-Daten: kumulativ, jährlich, pro Kopf, Konsum etc.

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C02-Daten: kumulativ, jährlich, pro Kopf, Konsum etc.

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Infografiken und Erläuterungen via Our World in Data

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You can download our complete Our World in Data CO ₂ and Greenhouse Gas Emissions database.

CO₂ and Greenhouse Gas Emissions Country Profiles

How are emissions changing in each country? Is your country making progress on reducing emissions? We built 207 country profiles which allow you to explore the statistics for every country in the world.

Each profile includes interactive visualizations, explanations of the presented metrics, and the details on the sources of the data.

See emissions in your country and how it compares to others:

Our 12 most visited country profiles

Every profile includes five sections

Why do greenhouse gas emissions matter?

Global average temperatures have increased by more than 1℃ since pre-industrial times

Human emissions of carbon dioxide and other greenhouse gases - are a primary driver of climate change - and present one of the world's most pressing challenges.¹ This link between global temperatures and greenhouse gas concentrations - especially CO ₂ - has been true throughout Earth's history.²

To set the scene, let's look at how the planet has warmed. In the chart, we see the global average temperature relative to the average of the period between 1961 and 1990.

The red line represents the average annual temperature trend through time, with upper and lower confidence intervals shown in light grey.

We see that over the last few decades, global temperatures have risen sharply - to approximately 0.7℃ higher than our 1961-1990 baseline. When extended back to 1850, we see that temperatures then were a further 0.4℃ colder than they were in our baseline. Overall, this would amount to an average temperature rise of 1.1℃.

Because there are small year-to-year fluctuations in temperature, the specific temperature increase depends on what year we assume to be 'pre-industrial' and the end year we're measuring from. But overall, this temperature rise is in the range of 1 to 1.2℃.³

Greenhouse gas emissions from human activities are the main driver of this warming

How much of the warming since 1850 can be attributed to human emissions? Almost all of it. The Intergovernmental Panel on Climate Change (IPCC) states clearly in its AR5 assessment report⁴:

"Anthropogenic greenhouse gas emissions have increased since the pre-industrial era, driven largely by economic and population growth, and are now higher than ever. This has led to atmospheric concentrations of carbon dioxide, methane and nitrous oxide that are unprecedented in at least the last 800,000 years. Their effects, together with those of other anthropogenic drivers, have been detected throughout the climate system and are extremely likely to have been the dominant cause of the observed warming since the mid-20th century. "

Aerosols have played a slight cooling role in global climate, and natural variability has played a very minor role. This article from the Carbon Brief, with interactive graphics showing the relative contributions of different forcings on the climate, explains this very well.

A changing climate has a range of potential ecological, physical, and health impacts, including extreme weather events (such as floods, droughts, storms, and heatwaves); sea-level rise; altered crop growth; and disrupted water systems. The most extensive source of analysis on the potential impacts of climatic change can be found in the 5th Intergovernmental Panel on Climate Change (IPCC) report.⁵

In some regions, warming has - and will continue to be - much greater than the global average

Local temperatures in 2019 relative to the average temperature in 1951-1980.⁶

When we think about the problem of global warming, a temperature rise of 1℃ can seem small and insignificant.

Not only is it true that 1℃ of rapid warming itself can have significant impacts on climate and natural systems, but also that this 1℃ figure masks the large variations in warming across the world.

In the map shown - taken from the Berkeley Earth global temperature report - we see the global distribution of temperature changes in 2019 relative to the period 1951 - 1980.⁷ This period from 1951 to 1980 is similar to the period global average time series shown in the section above.

There are a couple of key points that stand out.

Firstly, the global average temperature rise is usually given as the combined temperature change across both land and the sea surface. But it's important to note that land areas change temperature, both warming and cooling much more than oceanic areas.⁸ Overall, global average temperatures over land have increased around twice as much as the ocean. Compared to the 1951 - 1980 average, temperatures over land increased by 1.32 ± 0.04 °C. Whereas, the ocean surface temperature (excluding areas of sea ice) increased by only 0.59 ± 0.06 °C.

Since the Northern Hemisphere has more land mass, this also means that the change in average temperature north of the equator has been higher than in the south.

Secondly, from the map shown, we see that in some regions the temperature change has been much more extreme. At very high latitudes - especially near the Poles - warming has been upwards of 3°C, and in some cases exceeding 5°C. These are, unfortunately, often the regions that could experience the largest impacts such as sea ice, permafrost, and glacial melt.

Monitoring the average global temperature change is important, but we should also be aware of how differently this warming is distributed across the world. In some regions, warming is much more extreme.

How are greenhouse gas emissions and concentrations changing?

Atmospheric concentrations of CO₂ continue to rise

To slow down - with the eventual aim of halting - rising global temperatures, we need to stabilize concentrations of CO ₂ and other greenhouse gases in Earth's atmosphere.⁹ This link between global temperatures and greenhouse gas concentrations - especially CO ₂ - has been true throughout Earth's history.¹⁰ It's important to note that there is a 'lag' between atmospheric concentrations and final temperature rise - this means that when we do finally manage to stabilize atmospheric concentrations, temperatures will continue to slowly rise for years to decades.¹¹,¹²

But, far from stabilizing concentrations, greenhouse gases continue to accumulate.

In the chart here we see global average concentrations of CO ₂ in the atmosphere over the past 800,000 years. Over this period we see consistent fluctuations in CO ₂ concentrations; these periods of rising and falling CO ₂ coincide with the onset of ice ages (low CO ₂) and interglacials (high CO ₂).¹³ These periodic fluctuations are caused by changes in the Earth's orbit around the sun - called Milankovitch cycles.

Over this long period, atmospheric concentrations of CO ₂ did not exceed 300 parts per million (ppm). This changed with the Industrial Revolution and the rise of human emissions of CO ₂ from burning fossil fuels. We see a rapid rise in global CO ₂ concentrations over the past few centuries, and in recent decades in particular. For the first time in over 800,000 years, concentrations did not only rise above 300ppm but are now well over 400ppm.

It's not only the level of change CO ₂ in the atmosphere that matters, but also the rate that this has changed. Historical changes in CO2 concentrations tended to occur over centuries or even thousands of years. It took us a matter of decades to achieve even larger changes. This gives species, planetary systems, and ecosystems much less time to adapt.

Global emissions have not yet peaked

To stabilize (or even reduce) concentrations of CO ₂ in the atmosphere, the world needs to reach net-zero emissions. This requires large and fast reductions in emissions.

Are we making progress towards this? How far are we from this target?

At a time when global emissions need to be falling, they are in fact still rising, as the chart here shows. The world has not yet peaked.

Current climate policies will reduce emissions, but not quickly enough to reach international targets

Related charts

Current policies to reduce, or at least slow down growth, in CO ₂ and other greenhouse gas emissions will have some impact on reducing future warming.

As we see in the chart shown here, current implemented climate and energy policies would reduce warming relative to a world with no climate policies in place. This chart maps out future greenhouse gas emissions scenarios under a range of assumptions: if no climate policies were implemented; if current policies continued; if all countries achieved their current future pledges for emissions reductions; and necessary pathways which are compatible with limiting warming to 1.5 °C or 2 °C of warming this century.¹⁴

If countries achieved their current 'Pledges' (also shown on the chart), this would be an even further improvement. In this regard, the world is making some progress.

But if our aim is to limit warming to "well below 2°C" - as is laid out in the Paris Agreement - we are clearly far off track.

Robbie Andrew, a senior researcher at the Center for International Climate Research (CICERO), mapped out the global emissions reduction scenarios necessary to limit global average warming to 1.5°C and 2°C. Based on the IPCC's Special Report on 1.5°C and Michael Raupach's work, published in Nature Climate Change, these mitigation curves show that urgent and rapid reductions in emissions would be needed to achieve either target.¹⁵,¹⁶,¹⁷ And the longer we delay a peak in emissions, the more drastic these reductions would need to be.

We may be making slow progress relative to a world without any climate policies, but we are still far from the rates of progress we'd need to achieve international targets.

Which countries have set net-zero emissions targets?

Whilst current climate policies fall well short of what's needed to keep temperatures below 1.5 °C or 2 °C, countries have set more ambitious targets to reach net-zero emissions.

These interactive maps show the status of net-zero emissions targets across the world. This is based on the latest data from the Energy and Climate Intelligence Unit's Net Zero Scorecard.¹⁸

The target year to reach net zero varies by country - you can see the target year for each country by hovering over it on the map.

Note that the inclusion criteria may vary from country to country. For example, some countries may include international aviation and shipping in their net-zero commitment, while others do not. Or, some may allow for carbon offsets while others will not accept them. You can dig deeper into the specifics of each country's criteria here.

Can we make progress in reducing emissions?

Some countries reduced emissions whilst increasing GDP - even when we take into account outsourced production

There is a strong link between CO ₂ emissions, prosperity, and standards of living.

Therefore, if we're to ask the question: "Have any countries demonstrated that we can make progress in reducing emissions?", they would have to achieve both:

1. High standards of living;

2. Low levels of emissions, or at least large reductions in emissions to maintain that standard of living.

There are many countries that meet one criterion: rich countries that have high standards of living, but also high levels of emissions; and poor countries that have low levels of emissions but poor standards of living.

But, some countries have shown signs of progress. A number of countries have shown in recent years that it is possible to increase GDP whilst also reducing emissions. We see this in the chart which shows the change in GDP and annual CO ₂ emissions. Both production- and consumption-based CO ₂ emissions are shown - consumption-based emissions are corrected for traded goods and services, so we can see whether emissions reductions were only achieved by "offshoring" production to other countries.

A number of countries - such as the USA, UK, France, Spain, Italy, and many others - have managed to reduce emissions (even when we correct for trade) whilst increasing GDP.

The more important question is "Can we make progress fast enough?"

So we can see numerous examples of countries, with high standards of living, which have been successful in reducing emissions. This is a clear signal that it is possible to make progress.

But the key question here is probably less: "can we make progress?", but rather "can we make progress fast enough?".

As we explored earlier in this article, the world is currently far off-track from our 2 ° C target. If this is our definition of "fast enough" then we have little historical evidence to suggest that most, or even some, countries can reduce emissions (whilst maintaining high living standards) at the speed needed to achieve this.

We can make progress, but it's currently too slow. We need a large-scale acceleration of these efforts across the world.

How do we make progress in reducing emissions?

To make progress in reducing greenhouse gas emissions, there are two fundamental areas we need to focus on: energy (this encapsulates electricity, heat, transport, and industrial activities) and food and agriculture (which includes agriculture and land use change, since agriculture dominates global land use).

Below we've listed some of the key actions we need to make progress in each area. At a very basic level they can be summarised by two core concepts: improving efficiency (using less energy to produce a given output; and using less land, fertilizer, and other inputs for food production, and reducing food waste); and transitioning to low-carbon alternatives (in energy, this means shifting to renewables and nuclear; for food, this means substituting carbon-intensive products for those with a lower carbon footprint).

How can we decarbonize our energy systems?

1. Shift towards low-carbon electricity (reduce carbon intensity - carbon per unit energy)
- Renewables
- Nuclear energy
- Shift from coal to gas (which emits less CO₂ per unit of energy) as an interim step
→ Explore our work on energy.
→ Explore our data on CO2 emissions by fuel type.

2. Shift sectors such as transport, towards electricity. Some energy sectors are harder to decarbonize - for example, transport. We, therefore, need to shift these forms towards electricity where we have viable low-carbon technologies.
→ Explore our data on greenhouse gas emissions by sector.

3. Develop low-cost low-carbon energy and battery technologies. To do this quickly, and allow lower-income countries to avoid high-carbon development pathways, low-carbon energy needs to be cost-effective and the default choice.

4. Improve energy efficiency - energy per unit GDP.
→ Explore our data on energy intensity.

How can we reduce emissions from food production and agriculture?

1. Reduce meat and dairy consumption, especially in higher-income countries. Shift dietary patterns towards lower-carbon food products. This includes eating less meat and dairy generally but also substituting high-impact meats (e.g. beef and lamb) for chicken, fish, or eggs. Innovation in meat substitutes could also play a large role here.
→ Read our article on the carbon footprint of meat and dairy versus alternative foods.
→ Explore our work on meat and dairy production.

2. Promote lower-carbon meat and dairy production. We are not going to cut out meat and dairy products completely any time soon (and doing so is unnecessary - large reductions would be sufficient). This makes the promotion of lower-carbon production methods essential.
→ Read our article on the large differences in carbon footprint for specific meat and dairy products.

3. Improve crop yields. Sustainable intensification of agriculture allows us to grow more food on less land. This could help to prevent deforestation from agricultural expansion, and frees up land for replanting, or giving back to natural ecosystems.
→ Explore our work on crop yields.

4. Reduce food waste. Around one-third of food emissions come from food that is lost in supply chains or wasted by consumers. Improving harvesting techniques, refrigeration, transport, and packaging in supply chains; and reducing consumer waste can reduce emissions significantly.
→ Read our article on GHG emissions from food waste.

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Who is emitting greenhouse gases? Which countries and which sectors? And what needs to happen to reduce emissions?

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Wofür stehen Umwelt- und Sozialsiegel? Was bewerten sie?
Portal der Bundesregierung zur kriterienorientierten Einordnung von Siegeln aus unterschiedlichen Konsumbereichen (z. B. Textil, Elektronik, Lebensmittel etc.).

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Wir helfen Ihnen dabei, sich in der Vielzahl an Siegelangeboten zu orientieren, sodass Sie nachhaltige Kaufentscheidungen ohne großen Aufwand in Ihren Alltag integrieren können.

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Basierend auf 70+ Klimastudien zeigt diese interaktive website anschaulich Auswirkungen globaler Temperaturveränderungen (für +1,5°C, +2°c, +3°C) auf ausgewählte Elemente und Subsysteme des Erdsystems (z. B. Meere, Gletscher, Niederschlag, Temperatur, Wind, Flora, Fauna, Ernten, Ökonomie). Unterschiedliche Maßstabsebenen werden berücksichtigt.

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Carbon Brief has extracted data from around 70 peer-reviewed climate studies to show how global warming is projected to affect the world and its regions.

Scroll down to see how these impacts vary at different temperature levels, across a range of key metrics. Click on the icons below to skip to specific categories and regions.

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Interactive: The impacts of climate change at 1.5C, 2C and beyond

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Carbon Brief has extracted data from around 70 peer-reviewed climate studies to show how global warming is projected to affect the world and its regions. Scroll down to see how these impacts vary at different temperature levels, across a range of key metrics. Click on the icons below to skip to specific categories and regions.

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Interaktives Kartenmodul zum Anteil der Unterernährten pro Land

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Interaktive Datendarstellung

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Country Insights | Human Development Reports

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Access and explore human development data for 191 countries and territories worldwide.

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Infografik und Links zu weiteren Infografiken zu verwandten Themen

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We're all by now familiar with the term 'carbon footprint', but what about our water footprint? While most people have their upcoming bill in mind when taking a long shower or watering the lawn, does anyone really think about H20 when grocery shopping?

As the infographic below shows, depending on your diet, the food we buy can have a huge water footprint. If you buy 1kg of beef for a barbecue at the weekend, there has been an average of 15,415 liters of water used in its production!

Breaking up meat's monopoly as the most thirsty food type is nuts, with 9,063 liters of water needed to produce the average kilo. Further down the scale are fruits and vegetables, requiring 962 and 322 liters per kilogram respectively. In terms of the most water-efficient way to consume calories, the best option from this list is cereals -one kilocalorie demanding 0.51 liters.

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We're all by now familiar with the term 'carbon footprint', but what about our water footprint? While most people have their upcoming bill in mind when taking a long shower or watering the lawn, does anyone really think about H20 when grocery shopping?

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Interaktive Datenbank zu wissenschaftlichen Forschungsergebnissen. Kategorien: Verkehrswirtschaft, Infrastruktur, Personenverkehr, Mobilität und Raum, Güterverkehr und Logistik, Energie, Umwelt, Klima

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Forschungs-Informations-System des BMVI für Verkehr und Mobilität

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Raumstruktur und Städtebau sowie Rahmenplanungen im Bereich Verkehr

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Datenbank misst und visualisiert die Fortschritte für jedes der Agenda-2030-Ziele.

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The United Nations Sustainable Development Goals (SDGs) are targets for global development that were adopted in 2015. All countries have agreed to work towards achieving them by 2030.

Our SDG Tracker presents data across all available indicators from the Our World in Data database, using official statistics from the UN and other international organizations. This free, open-access information tracks global progress towards the SDGs and allows people worldwide to hold their governments accountable for achieving the agreed goals.

Data is available for many indicators, but there are still gaps. We hope this collaborative approach allows us to support the UN in developing the most complete and up-to-date sources for tracking global progress.

Our original SDG Tracker was published in 2018, and this revised version was launched in 2023. We will keep this up-to-date with the most recent data and SDG developments through the end of the 2030 Agenda.

The 17 Sustainable Development Goals

Click on a Goal below to see interactive charts for available indicators

Cite this work

Our articles and data visualizations rely on work from many different people and organizations. When citing this article, please also cite the underlying data sources. This article can be cited as:

Our World in Data team (2023) - "SDG Tracker: Measuring progress towards the Sustainable Development Goals". Published online at OurWorldInData.org. Retrieved from: 'https://ourworldindata.org/sdgs' [Online Resource]

BibTeX citation

@article{owid-sdgs, author = {Our World in Data team}, title = {SDG Tracker: Measuring progress towards the Sustainable Development Goals}, journal = {Our World in Data}, year = {2023}, note = {https://ourworldindata.org/sdgs} }

Reuse this work freely

All visualizations, data, and code produced by Our World in Data are completely open access under the Creative Commons BY license. You have the permission to use, distribute, and reproduce these in any medium, provided the source and authors are credited.

The data produced by third parties and made available by Our World in Data is subject to the license terms from the original third-party authors. We will always indicate the original source of the data in our documentation, so you should always check the license of any such third-party data before use and redistribution.

All of our charts can be embedded in any site.

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SDG Tracker: Measuring progress towards the Sustainable Development Goals

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Our World in Data's Sustainable Development Goals Tracker

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Cash Crops nach Wert, Anbaufläche, Fruchtbarkeit, Nachfrage

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Cash Crops nach Wert, Anbaufläche, Fruchtbarkeit, Nachfrage

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Dataviz

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Skip to content

Yep Cannabis makes serious dough. Curious why so many US states - Washington, Oregon, Alaska, Colorado - have decriminalised or even legalized the drug?

Because state legislators are getting high on another kind of green.

How long before other cash-strapped governments around the world follow suit?
Our methodology
We scored some data on yearly harvested area, production weight and wholesale value for the most common food crops from the UN Food and Agriculture Organization, and used it to calculate yield per km2.

Then we went sniffing around in various UN World Drug Reports and performed some backroom calculations to cook up some broadly comparable figures for illegal drugs - cocaine, heroin and the mighty marijuana.

Data on illicit substances is, like the peeps who sell them, more than a bit sketchy. For example, the UN data on dried coca leaf production (the raw material for cocaine powder) is based on only the top three coca-producing countries - Bolivia, Colombia and Peru. And the price and purity of coke varies, so we made some assumptions here.

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What is the World's Biggest Cash Crop? - Information is Beautiful

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Skip to content Yep Cannabis makes serious dough. Curious why so many US states - Washington, Oregon, Alaska, Colorado - have decriminalised or even legalized the drug? Because state legislators are getting high on another kind of green. How long before other cash-strapped governments around the world follow suit?

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CO2- und CH4-Emissionen: Global Carbon Atlas

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CO2- und CH4-Emissionen: Global Carbon Atlas

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Web-GIS-Karten erstellen, Diagramm-basierte Szenarien abrufen

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Zeitungsartikel mit sehr ansprechenden Bildern, besonders geeignet für bilderzentrierte Einstiege.

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Jahrelang führten Tech-Konzerne wie Apple die Liste der Firmen mit der höchsten Marktkapitalisierung an. Sie hatten vor allem Erdöl-Schwergewichte wie Exxon-Mobil oder Shell an der Spitze verdrängt. Die hohen Rohstoffpreise wirbeln dies wieder durcheinander.

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Wo Ölsand liegt, sterben die Wälder - ein Foto-Tableau von Ian Willms | NZZ

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Kanada verfügt über das drittgrösste Ölvorkommen weltweit. Aber die Hebung des Schatzes kommt das Land teuer zu stehen, denn die Gewinnung und Verarbeitung von Teersand verwandelt ganze Landstriche in Einöden. Auch Indigene stellen sich gegen die massiven Übergriffe auf ihr Territorium.

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Mediensammlung (Fotos, Videos, Luftbilder, Erfahrungsberichte, ...) zu unterschiedlichen Vulkanen der Welt.

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SwissEduc - Stromboli online - Vulkane der Welt

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Der Hauptzweck unseres Projektes ist es, den Erdkundeunterricht durch das Angebot von Bildern, Filmclips, Daten und Unterrichtseinheiten im Zusammenhang mit Vulkanen zu bereichern. Obwohl Stromboli und Ätna eine Vorzugsstellung einnehmen, berücksichtigen wir auch viele anderen Vulkangebiete der Erde…

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This story map requires JavaScript, but running JavaScript is not currently allowed by your web browser. If you wish to view this story, please enable JavaScript in this browser or try a different browser.

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This story map requires JavaScript, but running JavaScript is not currently allowed by your web browser. If you wish to view this story, please enable JavaScript in this browser or try a different browser.

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This story map requires JavaScript, but running JavaScript is not currently allowed by your web browser. If you wish to view this story, please enable JavaScript in this browser or try a different browser.

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Quiz: Erkennen von Städten auf Basis der Bev.dichte

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Quiz: Erkennen von Städten auf Basis der Bev.dichte

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Gut als Einstieg

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LSE Cities says: "Residential density measures how closely people live together. More compact cities have higher densities, while cities that sprawl and have wide open spaces between buildings have lower densities. The pattern of streets, squares and urban blocks - as well as how many people live in residential units - determines the density of a city alongside the height of individual buildings.

"More compact and less dispersed cities can promote more efficient public transport, sustainable lifestyles and economic productivity - but also can lead to congestion and overcrowding. The higher the spike on the diagrams, the higher the density. The red denotes the city administrative area and the grey is outside."
Follow Guardian Cities on Twitter, Facebook and Instagram to join the discussion, catch up on our best stories or sign up for our weekly newsletter

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Quiz: can you identify these world cities from their density maps alone?

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LSE Cities says: "Residential density measures how closely people live together. More compact cities have higher densities, while cities that sprawl and have wide open spaces between buildings have lower densities. The pattern of streets, squares and urban blocks - as well as how many people live in residential units - determines the density of a city alongside the height of individual buildings.

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Reflectories („reflect" und „story") sind interaktive Lerntools zu den Nachhaltigen Entwicklungszielen (SDG's). Die Ziele wurden von den Vereinten Nationen gesetzt, um globalen Herausforderungen entgegen zu wirken. Anhand von auditiven Elementen, Kurztexten und Abbildungen tauchen Nutzer*innen in eine Geschichte ein und werden vor herausfordernde Problemsituationen gestellt. Dabei lernen sie unterschiedliche Akteur*innen kennen und erhalten verschiedene, teilweise auch kontroverse, Informationen. Wiederholt müssen Entscheidungen getroffen werden, die den weiteren Verlauf der Geschichte beeinflussen. Die Konsequenzen der Entscheidungen werden direkt im Anschluss sichtbar.

Reflectories tragen dazu bei Fähigkeiten zu entwickeln, die für das Erreichen der Nachhaltigen Entwicklungsziele als notwendig angesehen werden. Dazu gehört z.B. das Erkennen von Zusammenhängen, das Entscheiden unter Berücksichtigung verschiedener Perspektiven sowie das Handeln im Sinne der Nachhaltigkeit.

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Reflectories („reflect" und „story") sind interaktive Lerntools zu den Nachhaltigen Entwicklungszielen (SDG's). Die Ziele wurden von den Vereinten Nationen gesetzt, um globalen Herausforderungen entgegen zu wirken. Anhand von auditiven Elementen, Kurztexten und Abbildungen tauchen Nutzer*innen in eine Geschichte ein und werden vor herausfordernde Problemsituationen gestellt.

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Ort: Gletsch, Oberwallis, Wallis, Schweiz Gletscher anzeigen auf: Landeskarte...

Der Rhonegletscher liegt im Quellgebiet der Rhone zuoberst im Obergoms (Wallis, Schweiz). Vom am Furkapass gelegen Hotel Belvedere aus ist der Rhonegletscher in ein paar Minuten zu Fuss problemlos erreichbar.
Die untenstehenden Bildervergleiche zeigen, in welch hohem Tempo der Rhonegletscher in den letzten Jahren an Länge und insbesondere an Masse verloren hat.

Vergleich mit (<<< Datum auswählen) Zeitraum: 5128 Tage (= 14.05 Jahre)

Auf den Aufnahmen von 2017 und 2018 ist als Grössevergleich je eine Person zu sehen.

30.06.2008: Der proglaziale See beginnt sich zu bilden.

12.07.2021: Als Grössenvergleich sind unten links zwei Personen zu sehen.

Es ist unglaublich, welche Eismassen in etwas mehr als einem Jahrzehnt geschmolzen sind.

Vergleich mit (<<< Datum auswählen) Zeitraum: 4347 Tage (= 11.91 Jahre)

Diese Wiederholungsfotos zeigen, dass Gletscherabdeckungen das Abschmelzen eines Teils eines Gletschers verlangsamen, nicht aber aufhalten können.

Vergleich mit (<<< Datum auswählen) Zeitraum: 4393 Tage (= 12.04 Jahre)

Die Aufnahmen 2008 bis 2015 wurden von leicht unterschiedlichen Standort aus aufgenommen. Versatz seitlich 3-4m, in der Höhe 1-2m.

Vergleich mit (<<< Datum auswählen) Zeitraum: 3696 Tage (= 10.13 Jahre)

Die älteste Aufnahme (30.5.2011) wurde von einem Standort 2-3m südlicher als die übrigen Foto aufgenommen. Grund: Der seit 27.9.2011 verwendete Standort war am 30.5.2011 noch knapp mit Eis bedeckt.
Die Genauigkeit dieser Wiederholungsfotos ist nicht besonders gut.

Vergleich mit (<<< Datum auswählen) Zeitraum: 1829 Tage (= 5.01 Jahre)

Auf der Aufnahme vom Juni 2017 ist vor dem Gletscher eine Person als Grössenvergleich zu sehen.

Vergleich mit (<<< Datum auswählen) Zeitraum: 1829 Tage (= 5.01 Jahre)

Die Distanz zwischen dem Aufnahmeort und dem Gletscherschliff auf der andern Seite des Sees beträgt gut 260m (Messung auf map.admin.ch).

Blick von der Westmoräne auf die Gletscherzunge des Rhonegletschers sowie den proglazialen See.

Vergleich mit (<<< Datum auswählen) Zeitraum: 1099 Tage (= 3.01 Jahre)

05.07.2019: Die ca. ein Jahr alten Abdeckungen sind noch weiss und weisen keine Risse auf.
Nach einem schneereichen Winter ist die Landschaft z.T. noch mit Schnee bedeckt.

08.07.2022: Anhand der Abdeckungen kann die Fliessgeschwindikeit des Eises abgeschätzt werden. Berücksichtigt werden muss, dass die Dicke des Eises gleichzeitig abgenommen hat.
Auf der Aufnahme vom 8.7.2022 sind die kreisförmigen Risse und Spalten zu sehen, welche auf die Entstehung eines Einsturztrichers hindeuten. Siehe auch Beobachtungen vom 8.7.2022.
Nach einem schneearmen Winter und frühen Hitzewellen liegt nur noch in den höchsten Lagen etwas Schnee.

Diese Wiederholungsfotos zeigen den proglazialen See und den Rhonegletscher im Überblick.

Foto vom 28.6.2018

Horizontale Distanz Punkt 1 -> Punkt 7: ca. 210m

Interaktive Panoramafotos vom Rhonegletscher
Nach einem Klick auf ein Vorschaufoto wird das Panoramafoto in einem neuen Fenster angezeigt.

Die Bildvergleiche dieser Seite wurden mit der Software Before/After images erstellt.

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Vorher - Nachher Vergleichsfotos zur Gletscherschmelze am Rhonegletscher (Schweizer Alpen)

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Ort: Gletsch, Oberwallis, Wallis, Schweiz Gletscher anzeigen auf: Landeskarte... Der Rhonegletscher liegt im Quellgebiet der Rhone zuoberst im Obergoms (Wallis, Schweiz). Vom am Furkapass gelegen Hotel Belvedere aus ist der Rhonegletscher in ein paar Minuten zu Fuss problemlos erreichbar. Die untenstehenden Bildervergleiche zeigen, in welch hohem Tempo der Rhonegletscher in den letzten Jahren an Länge und insbesondere an Masse verloren hat.

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Verschiedene Materialien sowie Informationen eines Projekts zur städtischen Anpassung an den Klimawandel.

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Klimawandel findet Stadt

Konzept zur Förderung der Bewertung von Klimafolgen und Anpassungsstrategien in städtischen Räumen im Sinne des entdeckenden und forschenden Lernens

Die Folgen des globalen Klimawandels sind längst auch in Deutschland zu spüren. Besonders dicht besiedelte Räume sind durch die Auswirkungen regionaler Klimaveränderungen, z.B. in Form von sommerlichen extremen Hitzebelastungen und erhöhten Luftschadstoffkonzentrationen, aber auch durch die Auswirkungen von Extremwetterereignissen, wie Hitzeperioden, Stürmen und Starkniederschlägen, betroffen. Vor dem Hintergrund eines weiterhin zunehmenden Flächenverbrauchs für Siedlungs- und Infrastruktur und der Tatsache, dass über 70% der Bevölkerung Deutschlands in Städten leben, kommt den städtischen Räumen im Zuge des Klimawandels eine besondere Bedeutung zu. Zum dauerhaften Erhalt der Lebens- und Aufenthaltsqualität ist neben dem Klimaschutz auch die Entwicklung und Umsetzung von Anpassungsstrategien an den Klimawandel notwendig.

Im Rahmen des Projekts „Klimawandel findet Stadt" sollen Kinder und Jugendliche darin gefördert werden, die Folgen des Klimawandels auf Städte beurteilen und nachhaltige Anpassungsstrategien entwickeln zu können. Das Projekt wird in Kooperation der geoökologisch ausgerichteten außerschulischen Lehr-Lern-Labore der drei Projektpartner - der Ruhr-Universität Bochum, Arbeitsgruppe Geographiedidaktik, der Pädagogischen Hochschule Heidelberg, Research Group for Earth Observation ( rgeo) sowie der Universität Trier, Arbeitsgruppe Geographie und ihre Didaktik - durchgeführt und von der Deutschen Bundesstiftung Umwelt ( DBU) gefördert.

In Anlehnung an den für das Vorgängerprojekt ReKli:B entwickelten methodisch-didaktischen Dreiklang wird der Kern dieses Projektes aus der Verknüpfung von Beobachtungs‐/Erfahrungsraum (Lebensumfeld Stadt), Laborraum (schulische und außerschulische Lehr‐Lern‐Orte) und Handlungsraum (Raum zur gesellschaftlichen und individuellen Umsetzung von Anpassungsmaßnahmen) gebildet. Dabei sollen die Jugendlichen ihre Erkenntnisse weitgehend eigenständig entwickeln, um eine raumbezogene Handlungskompetenz hinsichtlich notwendiger Anpassungsstrategien an die Folgen des Klimawandels im urbanen Raum zu fördern.

Die zu entwickelnden Lernmodule werden von den Projektpartnern mit unterschiedlicher regionaler, inhaltlicher und methodisch-didaktischer Schwerpunktsetzung gemeinsam entwickelt und im Anschluss über die Projektstandorte hinaus verbreitet: In Bochum werden Bildungsangebote zum Themenkomplex „ Gesundheit und Risikoprävention", in Heidelberg zu „ Stadtökologie und Biodiversität" und in Trier zu „ Stadtklima und Stadtplanung " erarbeitet. In Zusammenarbeit mit den Kooperationsschulen werden die Module entwickelt, erprobt und im Anschluss an allen drei Standorten umgesetzt.

Ein zentraler Bestandteil des Projekts ist die kostenlose Öffnung der beteiligten Lehr-Lern-Labore als außerschulische Lernorte - die Module orientieren sich dabei inhaltlich und methodisch an den Vorgaben der Bildungspläne und bieten über raumbezogene Fragestellungen Anknüpfungspunkte für Themen und Methoden aller MINT-Fächer. Eine Integration in den Regelunterricht ist möglich und wird ausdrücklich angestrebt. Über die von allen Schülerinnen und Schülern zu erarbeitende Basisaufgaben hinaus verfügen die Lernmodule im Sinne des differenzierenden Lernens über Vertiefungsaufgaben, sodass die Lernmodule an den Leistungsstand der Kinder und Jugendlichen anzupassen sind. Ein Teil der Module wird zudem durch Lehr-Lern-Materialien für die (lehrplanbezogene) Einbindung in den Fachunterricht ergänzt.

Projektlaufzeit: 2016-2019

Dieses Projekt wird durch die Deutsche Bundesstiftung Umwelt ( DBU) gefördert.

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Klimawandel findet Stadt Die Folgen des globalen Klimawandels sind längst auch in Deutschland zu spüren. Besonders dicht besiedelte Räume sind durch die Auswirkungen regionaler Klimaveränderungen, z.B. in Form von sommerlichen extremen Hitzebelastungen und erhöhten Luftschadstoffkonzentrationen, aber auch durch die Auswirkungen von Extremwetterereignissen, wie Hitzeperioden, Stürmen und Starkniederschlägen, betroffen.

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ab EF

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 Geozonen - Wiederholungsquiz (ab Kl. 10)

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Ziehe die Geoelemente in die entsprechende Geozone.

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Experimente

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doing geo & ethics | Unterricht digital & analog entwickeln

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Dieses Experiment (1. Klimaerwärmung bei unterschiedlicher CO2-Konzentration) ist das erste von drei Experimenten zu naturwissenschaftlichen Aspekte des Klimawandels (2. Anstieg des Meeresspiegel infolge des Schmelzens von Festlandeis und 3. wärmebedingte Ausdehnung der Ozeane).

Didaktisches Konzept

Die Unterrichtseinheit beginnt mit dem Youtube-Video, das die Problemstellung des Experiments entfaltet. Anschließend erfolgt die Weiterleitung auf die Seiten der Universität Gießen, wo die Schüler in ein interaktives Geolabor eintreten.

Dort müssen sie alle Schritte des naturwissenschaftl. Erkenntnisganges durchlaufen. Begleitet werden sie dabei von einem Arbeitsblatt. Am Ende des Experiments gibt es ein Erklärvideo zum atmosphärischen und anthropogenen Klimawandel, mit dessen Hilfe die Schüler das Experiment interpretieren.

Erklärvideo

Das Erklärvideo ist in dem naturwissenschaftl. Erkenntnisgang integriert. Wir haben es aber zusätzlich noch einmal separat hochgeladen, falls sie es in einem anderen Zusammenhang einsetzen möchten:

Autor: Geobox der Justus-Liebig-Universität Gießen (Arbeitsgruppe Geographiedidaktik - Prof. Dr. Rainer Mehren)

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Interaktives virtuelles Experiment zum Klimawandel (Teil I) - Klimaerwärmung und CO2-Konzentration

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Dieses Experiment (1. Klimaerwärmung bei unterschiedlicher CO2-Konzentration) ist das erste von drei Experimenten zu naturwissenschaftlichen Aspekte des Klimawandels (2. Anstieg des Meeresspiegel infolge des Schmelzens von Festlandeis und 3. wärmebedingte Ausdehnung der Ozeane). https://www.youtube.com/watch?v=WxBBdvDfwac Didaktisches Konzept Die Unterrichtseinheit beginnt mit dem Youtube-Video, das die Problemstellung des Experiments entfaltet.

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Animierte Karte

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r/dataisbeautiful - Vegetation intensity throughout the year for Africa [OC]

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48,386 votes and 877 comments so far on Reddit

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Insbesondere die Kommentare zu Südasien (Indien, Pakistan) unter der Karte vermitteln einen vielfältigen Eindruck des Lebens dort durch Hinweise auf Strukturen und Prozesse einerseits und Einblicke in die subjektiven Lebenswirklichkeiten vor Ort andererseits (mögl. Lernprodukt: Raumkonzepte-Matrix).
https://www.reddit.com/r/MapPorn/comments/7u6enj/map_showing_where_all_the_agricultural_land_is_in/?_branch_match_id=580354852677788422

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Map showing where all the agricultural land is in the world. [1180x771]

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4.9k votes, 344 comments. 1.2m members in the MapPorn community. High quality images of maps.

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Insbesondere die Kommentare zu Südasien (Indien, Pakistan) unter der Karte vermitteln einen vielfältigen Eindruck des Lebens dort durch Hinweise auf Strukturen und Prozesse einerseits und Einblicke in die subjektiven Lebenswirklichkeiten vor Ort andererseits (mögl. Lernprodukt: Raumkonzepte-Matrix).
https://www.reddit.com/r/MapPorn/comments/7u6enj/map_showing_where_all_the_agricultural_land_is_in/?_branch_match_id=580354852677788422

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Map showing where all the agricultural land is in the world. [1180x771]

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4.9k votes, 344 comments. 1.2m members in the MapPorn community. High quality images of maps.

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Map created by NordNordWest via Wikimedia

The Aral Sea was once the fourth largest body of inland water in the world with an area of 68,000 km2 but, as the map dramatically illustrates, it has now shrunk and fragmented to a mere shadow of its former self.

It lies between Kazakhstan to the north and Uzbekistan to the south. Its drainage basin also includes parts of Tajikistan, Turkmenistan, Kyrgyzstan and Afghanistan.

Its name roughly translates as "Sea of Islands" in reference to the over one thousand islands that one dotted its waters - but no more.

The two main rivers that feed the Aral Sea are the Amu Darya (also known as the Oxus), which rises in the Hindu Kush and flows (or, rather, used to flow) in at the south end and the smaller Syr Darya, which rises in the Tien Shan Mountains and flows in at the north end.

The sea lies in what is known as an endorheic basin, meaning that it has no outflows and so maintains its size by balancing inflows (river, groundwater and direct precipitation) with evaporation, making it particularly vulnerable to river diversion.

Prior to 1960 the Aral Sea had a thriving fishing industry, which in its heyday employed some 40,000 and reportedly produced one-sixth of the Soviet Union's entire fish catch.

The deltas of the Amu Darya and Syr Darya were also home to a muskrat-trapping industry that used to yield as many as 500,000 pelts a year.

Shortly the after the Second World War, when the area was part of the U.S.S.R., the Soviet Government started to construct irrigation canals that were fed by water from the two rivers, mainly to boost cotton production.

At first this proved manageable, but around 1960 the Soviets launched a major push to further develop the cotton industry, especially in Uzbekistan and Turkmenistan, requiring a major expansion in the network of canals. By 1988 Uzbekistan had become the world's largest exporter of cotton, or "white gold".

However, as a consequence, evaporation began to outpace in-flows and the sea began to shrink. This came as no surprise to the government, which seemingly had made a conscious decision to sacrifice the sea in the interests of cotton production.

Indeed, Russian climatologist, Aleksandr Voeikov once dismissed the Aral Sea as a "useless evaporator" and a "mistake of nature."

In any event, between 1960 and 2002, the surface area of the Aral Sea shrank by about 70% and its volume by 90%. In the process its surface level dropped by about 16 metres.

As can readily be seen on the map this shrinkage split the sea into a number of separate bodies of water, the two largest of which are the South Aral Sea and the North Aral Sea.

In 2002 the South Aral Sea itself split into eastern and western portions and in 2014 the eastern potion dried up completely and is now known as the Aralkum Desert, while the western portion has been reduced to a thin strip along the former edge of the southern sea.

At the same time evaporation increased the overall salinity levels almost five-fold in the waters that remained. Indeed, the salinity of the South Aral Sea is now about three times that of ordinary seawater.

Whatever the intentions of the Soviets, their treatment of the Aral Sea has had dire consequences. U.N. Secretary General Ban Ki-Moon has referred to the situation as "one of the planet's most shocking environmental disasters".

The combination of shrinkage and high salinity has killed off most of the sea's natural flora and fauna and devastated its fishing and muskrat-trapping industries.

In 1960 the fishing catch amounted to 43,430 tons, while by 1980 it had fallen to zero. Former fishing towns along the original shores have become ship graveyards.

Thus the town of Moynaq in Uzbekistan, which once had a busy harbour harbor and a thriving fishing industry employing around 30,000 people, now lies many kilometers from the shore.

To make matters worse the irrigation canals were unlined so that with most of the diverted water was lost before even reaching the cotton, not only wasting water but leaching harmful salts into the soil.

This factor, along with poor soil conservation practices associated with the cotton monoculture meant that yields could only be maintained through the use of massive quantities of pesticides and fertilizer. The runoff from the fields then washed these chemicals into what was left of the Aral Sea.

As the sea receded these chemicals were left as deposits on the dry lakebed, where they were picked up by the wind as toxic dust and spread to the surrounding area causing a wide range of health issues in the local population.

These include: respiratory illnesses, tuberculosis, various cancers, birth defects, immunological disorders and liver, kidney and eye problems.

Other consequences included reduced precipitation leading to a diminished supply of fresh water and desertification of surrounding lands. There has also been an impact on the local climate with the summers becoming shorter and hotter and the winters longer and colder.

The winds have also coated surrounding glaciers with salt and dust, accelerating their rate of melting and further destabilizing the climate.

A further potential hazard is the abandoned soviet biological weapons testing facility, Aralsk-7, on the former Vozrozhdeniya Island, which is no longer an island.

In 2002, U.S. officials became so worried that, under an agreement with Uzbekistan, they provided funds and expertise to decontaminate a number of anthrax burial sites on the former island.

In June 1991, following the dismantling of the Soviet Union, Uzbekistan and Kazakhstan became independent countries. Since then there has been a marked difference between the two in their impact on the Aral Sea.

Uzbekistan has continued to emphasize cotton production as a key export, although it has also diversified into cereal crops in an effort to attain greater food self-sufficiency.

Thus on the Uzbek side the amount of water required for irrigation and the consequent impact on the Aral Sea have not changed significantly. The Amu Darya now ends at a dam, about 110 kilometres from the Aral Sea.

Moreover, Uzbekistan has embarked on extensive oil and gas exploration in areas formerly occupied by the Aral Sea and would, therefore, not be keen to see these areas under water again.

The situation in Kazakhstan is quite different. Cotton plays a very minor role in the country's economy, which relies mostly on its oil and gas deposits near the Caspian Sea.

This has reduced the priority it places on irrigated land and has increased its willingness to revive those parts Aral Sea that are under its control. It is also worth noting that, unlike, the Amu Darya, the Syr Darya never completely lost its connection to the sea.

The local population got the ball rolling in the mid-1990s by building a makeshift dam of sand across south end of the North Aral Sea to retain all of the Syr Darya's meagre discharge and in the process isolating it from the South Aral Sea.

In 2005 this was replaced by the permanent 13 kilometre Kok-Aral Dam as part of a joint project between the World Bank and the Government of Kazakhstan.

This $85 million project also made much needed improvements to the canals and other irrigation structures upriver from the Aral Sea, thereby greatly increasing the flow in the Syr Darya and enhancing the overall efficiency of the irrigation system.

The results have been impressive, with recovery much faster than expected. By 2008 the North Aral Sea had grown in area by 20%, its level had risen by 12 metres, its volume had increased by 68%, its salinity had dropped to 1960 levels and many native plants, migratory birds and animals had returned.

It has helped restore some of the former delta wetland ecosystems and has benefited agriculture through some increase in rainfall.

It has also brought the sea much closer to the former port city of Aralsk. There are even reports of some improvements in the health of the local population.

Freshwater fish such as pike, perch and carp, which had taken refuge in the Syr Darya, returned to the sea. In 2008 this enabled fishermen to catch roughly 1,500 tons.

Admittedly progress in restoring the fishing industry has been slow, giving mostly part-time employment to only a few hundred people.

The World Bank is considering a follow-up project to improve environmental and economic conditions further, a scheme estimated to cost $300 million. It includes returning water to the port of Aralsk and nearby villages, rehabilitating delta lakes and further improving river flows.

Unlike the North Aral Sea, the South Aral Sea is shared between the two countries so that any improvement in its status would require the cooperation of both.

However, as noted, Uzbekistan has shown little interest in its restoration and while the southern sea periodically receives excess water from the North Aral Sea through a sluice in the dam, its future remains bleak.

To read more about the Aral Sea have a look at the following books:

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The Incredible Shrinking Aral Sea 1960-2014

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Map created by NordNordWest via Wikimedia The Aral Sea was once the fourth largest body of inland water in the world with an area of 68,000 km2 but, as the map dramatically illustrates, it has now shrunk and fragmented to a mere shadow of its former self.

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Infografiken

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Heimat für Billionen

So viele Lebewesen bevölkern einen durchschnittlich fruchtbaren Kubikmeter Boden.

In allen Farben

Gestein, Feuchtigkeit, Lebewesen: Unzählige Faktoren sorgen dafür, dass rein mineralisches Material in Jahrtausenden zu unterschiedlichen Bodenarten wird. Eine kleine Auswahl

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Wie viel der Erdoberfläche ist bepflanzt, welches Land düngt wie viel - und was lebt in der Erde? Diese sechs Grafiken bringen einem den Boden näher.

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infografiken

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Deutschland hat Feinstaub gut im Griff, weltweit sieht es schlechter aus. Wo die Luft am saubersten ist und woher Schadstoffe kommen, zeigt diese Übersicht in Grafiken.

Feinstaub-Größen im Vergleich

Abgebildet ist das Größenverhältnis der Partikel zueinander, nicht ihre tatsächliche Größe. PM-10-Feinstaub ist maximal so groß wie einzelne Zellen von Organismen und damit fürs bloße Auge unsichtbar.

Riskante Atemzüge

Die wichtigsten Luftschadstoffe sind

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Umweltschutz: Wo kann ich noch durchatmen?

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Deutschland hat Feinstaub gut im Griff, weltweit sieht es schlechter aus. Wo die Luft am saubersten ist und woher Schadstoffe kommen, zeigt diese Übersicht in Grafiken.

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Interaktive Karte mit Vorfällen der letzten 40 Jahre

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Every year it feels like the gaming industry sees the same stories-record sales, unfathomable market reach, and questions of how much higher the market can go.

We're already far past the point of gaming being the biggest earning media sector, with an estimated $165 billion revenue generated in 2020.

But as our graphic above helps illustrate, it's important to break down shifting growth within the market. Research from Pelham Smithers shows that while the tidal wave of gaming has only continued to swell, the driving factors have shifted over the course of gaming history.

1970-1983: The Pre-Crash Era

At first, there was Atari.

Early prototypes of video games were developed in labs in the 1960s, but it was Atari's release of Pong in 1972 that helped to kickstart the industry.

The arcade table-tennis game was a sensation, drawing in consumers eager to play and companies that started to produce their own knock-off versions. Likewise, it was Atari that sold a home console version of Pong in 1975, and eventually its own Atari 2600 home console in 1977, which would become the first console to sell more than a million units.

In short order, the arcade market began to plateau. After dwindling due to a glut of Pong clones, the release of Space Invaders in 1978 reinvigorated the market.

Arcade machines started to be installed everywhere, and new franchises like Pac-Man and Donkey Kong drove further growth. By 1982, arcades were already generating more money than both the pop music industry and the box office.

1985-2000: The Tech Advancement Race

Unfortunately, the gaming industry grew too quickly to maintain.

Eager to capitalize on a growing home console market, Atari licensed extremely high budget ports of Pac-Man and a game adaptation of E.T. the Extra Terrestrial. They were rushed to market, released in poor quality, and cost the company millions in returns and more in brand damage.

As other companies also looked to capitalize on the market, many other poor attempts at games and consoles caused a downturn across the industry. At the same time, personal computers were becoming the new flavor of gaming, especially with the release of the Commodore 64 in 1982.

It was a sign of what was to define this era of gaming history: a technological race. In the coming years, Nintendo would release the Nintendo Entertainment System (NES) home console in 1985 (released in Japan as the Famicom), prioritizing high quality games and consistent marketing to recapture the wary market.

On the backs of games like Duck Hunt, Excitebike, and the introduction of Mario in Super Mario Bros, the massive success of the NES revived the console market.

Estimated Total Console Sales by Manufacturer (1970-2020)

Nintendo looked to continue its dominance in the field, with the release of the Game Boy handheld and the Super Nintendo Entertainment System. At the same time, other competitors stepped in to beat them at their own game.

In 1988, arcade company Sega entered the fray with the Sega Mega Drive console (released as the Genesis in North America) and then later the Game Gear handheld, putting its marketing emphasis on processing power.

Electronics maker Sony released the PlayStation in 1994, which used CD-ROMs instead of cartridges to enhance storage capacity for individual games. It became the first console in history to sell more than 100 million units, and the focus on software formats would carry on with the PlayStation 2 (DVDs) and PlayStation 3 (Blu-rays).

Even Microsoft recognized the importance of gaming on PCs and developed the DirectX API to assist in game programming. That "X" branding would make its way to the company's entry into the console market, the Xbox.

2001-Present: The Online Boom

It was the rise of the internet and mobile, however, that grew the gaming industry from tens of billions to hundreds of billions in revenue.

A primer was the viability of subscription and freemium services. In 2001, Microsoft launched the Xbox Live online gaming platform for a monthly subscription fee, giving players access to multiplayer matchmaking and voice chat services, quickly becoming a must-have for consumers.

Meanwhile on PCs, Blizzard was tapping into the Massive Multiplayer Online (MMO) subscription market with the 2004 release of World of Warcraft, which saw a peak of more than 14 million monthly paying subscribers.

All the while, companies saw a future in mobile gaming that they were struggling to tap into. Nintendo continued to hold onto the handheld market with updated Game Boy consoles, and Nokia and BlackBerry tried their hands at integrating game apps into their phones.

But it was Apple's iPhone that solidified the transition of gaming to a mobile platform. The company's release of the App Store for its smartphones (followed closely by Google's own store for Android devices) paved the way for app developers to create free, paid, and pay-per-feature games catered to a mass market.

Now, everyone has their eyes on that growing $85 billion mobile slice of the gaming market, and game companies are starting to heavily consolidate.

Major Gaming Acquisitions Since 2014

Console makers like Microsoft and Sony are launching cloud-based subscription services even while they continue to develop new consoles. Meanwhile, Amazon and Google are launching their own services that work on multiple devices, mobile included.

After seeing the success that games like had on smartphones-reaching more than $1 billion in yearly revenue-and Grand Theft Auto V's record breaking haul of $1 billion in just three days, companies are targeting as much of the market as they can.

And with the proliferation of smartphones, social media games, and streaming services, they're on the right track. There are more than 2.7 billion gamers worldwide in 2020, and how they choose to spend their money will continue to shape gaming history as we know it.

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Map: Visualizing 40 Years of Nautical Piracy

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Every year it feels like the gaming industry sees the same stories-record sales, unfathomable market reach, and questions of how much higher the market can go. We're already far past the point of gaming being the biggest earning media sector, with an estimated $165 billion revenue generated in 2020.

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Fischbestände: Welchen Fisch kann man fangen (und essen), welcher ist bedroht? 

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Fischbestände: Welchen Fisch kann man fangen (und essen), welcher ist bedroht? 

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Visualisierung aktueller Greenpeace-Infos.

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Which Fish Are Okay to Eat? — Information is Beautiful

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Toxins. Dwindling stocks. By catch. Cruel fishing. Filter & factor your concerns. See which fish are left for you to eat…

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Animiertes Sankey-Diagramm zeigt die Auswirkungen der Beendigung chinesischer Plastikmüllimporte aus G7-Staaten.

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DataIsBeautiful is for visualizations that effectively convey information. Aesthetics are an important part of information visualization, but pretty pictures are not the sole aim of this subreddit.

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[OC] Animated Sankey showing how flow of plastic waste has dramatically changed over the past year

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DataIsBeautiful is for visualizations that effectively convey information. Aesthetics are an important part of information visualization, but pretty pictures are not the sole aim of this subreddit.

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[OC] Animated Sankey showing how flow of plastic waste has dramatically changed over the past year from dataisbeautiful

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Umwelt- u. Klimabelastung d. Seeschifffahrt im modalen Vergleich

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Umwelt- u. Klimabelastung d. Seeschifffahrt im modalen Vergleich

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Diagramme für mögl. Unterrichtseinsatz

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Was würden Lebensmittel kosten, wenn wir ökologische und soziale Folgekosten direkt im Supermarkt bezahlen sollten? Ein spannendes Praxisprojekt der UniGreifswald und der UniAugsburg liefert jetzt konkrete Zahlen.

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Was kosten uns Lebensmittel wirklich? Dieser Frage sind Forschende der Universität Greifswald und der Universität Augsburg in einem Praxisprojekt mit der PENNY Markt GmbH nachgegangen. Für dieses haben die Wissenschaftler*innen die ökologischen Folgekosten verschiedener Lebensmittel berechnet. Das Projekt soll den großen Unterschied des Verkaufspreises von Lebensmitteln und deren wirklichen Wert darlegen. Vor allem tierische Produkte schneiden nach den Berechnungen schlecht ab.

Für die Berechnung werden die Faktoren der Treibhausgasemissionen, der reaktiven Stickstoffemissionen, des Energieverbrauchs und der Landnutzungsänderungen, verursacht durch biologische und konventionelle Lebensmittelerzeugung, bepreist. Errechnet werden also die wahren Preise von Lebensmitteln, die nicht nur die Produktionskosten, sondern auch ökologische und soziale Folgekosten, welche während der landwirtschaftlichen Produktion anfallen, abdecken. Diese Kosten werden derzeit indirekt von der Gesamtgesellschaft gezahlt - etwa durch hohe Wasserrechnungen aufgrund erhöhter Nitratgehalte im Grundwasser - nicht aber vom Verursacher des Schadens direkt. Dies hat zur Ursache, dass Marktfehler die Konsument*innen dazu verleiten, sehr günstige, nicht nachhaltige Lebensmittel zu kaufen. Eine verursachergerechte Internalisierung von Folgekosten hätte also zur Folge, dass sich Marktpreise korrigieren und sich so das Kaufverhalten entsprechend der Nachhaltigkeit anpassen würde.

Die Untersuchungen zeigen teilweise sehr große Preisdifferenzen zwischen den aktuellen Marktpreisen und den wahren Kosten, vor allem bei tierischen Lebensmitteln. Konventionell produziertes gemischtes Hackfleisch müsste demnach circa dreimal so teuer sein, würde es auch für die Auswirkungen für die bei der Produktion entstehenden Treibhausgase, Landnutzungsänderungen, reaktiven Stickstoffe und Energieverbrauch aufkommen. Biologisch produzierte pflanzliche Lebensmittel hingegen sind derzeit schon verhältnismäßig sinnvoll bepreist: die nötigen Preisaufschläge liegen zwischen 4 % (Apfel) und 9 % (Banane).
Preisaufschläge (jeweils in %):

Apfel: konventionell 8 %, bio 4 %

Banane: konventionell 19 %, bio 9 %

Kartoffel: konventionell 12 %, bio 6 %

Tomate: konventionell 12 %, bio 5 %

Mozzarella: konventionell 52 %, bio 30 %

Gouda: konventionell 88 %, bio 33 %

Milch: konventionell 122 %, bio 69 %

Fleisch (gemischt): konventionell 173 %, bio 126 %

Die hohen Kosten tierischer Lebensmittel können vor allem durch die ressourcenintensive Aufzucht und Fütterung der Tiere erklärt werden. Für die Produktion von pflanzlichen Lebensmitteln fallen beispielsweise keine Emissionen durch die Verdauung der Tiere an, sowie Energieverbrauch während der Beheizung und Belüftung von Ställen.

Der Unterschied zwischen konventionellen und biologischen Preisaufschlägen ist vor allem durch die natürlicheren Produktionspraktiken im biologischen Landbau zu erklären: synthetische Stickstoffdünger, oder importierte Futtermittel beispielsweise, sind hier verboten oder nur sehr beschränkt zugelassen, was sich positiv auf die Ökobilanz dieser Produkte auswirkt.

Die Wissenschaftler*innen konnten die Methodik und Ergebnisse des Projekts unter anderem innerhalb eines Expertenworkshops zum Thema „True Cost Accounting" in der niederländischen Botschaft diskutieren. So erhoffen sie sich aus dem Praxisprojekt mit PENNY und den weiteren Forschungen die gesellschaftliche Diskussion voranzutreiben und auch mit politischen Entscheidungsträger*innen über mögliche Maßnahmen der Internalisierung ökologischer Folgekosten zu diskutieren.

Weitere Informationen
Das Praxisprojekt ist eingebunden in das Drittmittelprojekt „How much is the dish? - Maßnahmen zur Erhöhung der Biodiversität durch true cost accouting bei Lebensmitteln" (HoMaBiLe), unterstützt durch das Bundesministerium für Bildung und Forschung, welches zunächst bis September 2021 ebenfalls am Lehrstuhl für Nachhaltigkeitswissenschaft und angewandte Geographie der Universität Greifswald bearbeitet wird.
Link zum Medienfoto

Ansprechpartnerin an der Universität Greifswald
Amelie Michalke (M. Sc.)
Lehrstuhl für Nachhaltigkeitswissenschaft und Angewandte Geographie
Friedrich-Ludwig-Jahn-Straße 16, 17489 Greifswald
amelie.michalkeuni-greifswaldde
Profil auf Researchgate: www.researchgate.net/profile/Amelie_Michalke

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Was kosten uns Lebensmittel wirklich? Dieser Frage sind Forschende der Universität Greifswald und der Universität Augsburg in einem Praxisprojekt mit der PENNY Markt GmbH nachgegangen. Für dieses haben die Wissenschaftler*innen die ökologischen Folgekosten verschiedener Lebensmittel berechnet. Das Projekt soll den großen Unterschied des Verkaufspreises von Lebensmitteln und deren wirklichen Wert darlegen.

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Multimediales BBC-Dossier zum Thema Ernährung

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Klimaschonende Ernährung - Zahlen, Daten, Fakten 

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Klimaschonende Ernährung - Zahlen, Daten, Fakten 

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People across the world are becoming increasingly concerned about climate change: 8-in-10 people see climate change as a major threat to their country.

As I have shown before, food production is responsible for one-quarter of the world's greenhouse gas emissions.

There is rightly a growing awareness that our diet and food choices have a significant impact on our carbon 'footprint'. What can you do to really reduce the carbon footprint of your breakfast, lunches, and dinner?'Eating local' is a recommendation you hear often - even from prominent sources, including the United Nations. While it might make sense intuitively - after all, transport does lead to emissions - it is one of the most misguided pieces of advice.

Eating locally would only have a significant impact if transport was responsible for a large share of food's final carbon footprint. For most foods, this is not the case.

GHG emissions from transportation make up a very small amount of the emissions from food and what you eat is far more important than where your food traveled from.

Where do the emissions from our food come from?

In the visualization we see GHG emissions from 29 different food products - from beef at the top to nuts at the bottom.

For each product you can see from which stage in the supply chain its emissions originate. This extends from land use changes on the left, through to transport and packaging on the right.

This is data from the largest meta-analysis of global food systems to date, published in Science by Joseph Poore and Thomas Nemecek (2018).

In this study, the authors looked at data across more than 38,000 commercial farms in 119 countries.

In this comparison we look at the total GHG emissions per kilogram of food product. CO ₂ is the most important GHG, but not the only one - agriculture is a large source of the greenhouse gases methane and nitrous oxide. To capture all GHG emissions from food production researchers therefore express them in kilograms of 'carbon dioxide equivalents'. This metric takes account not just CO ₂ but all greenhouse gases.

The most important insight from this study: there are massive differences in the GHG emissions of different foods: producing a kilogram of beef emits 60 kilograms of greenhouse gases (CO ₂-equivalents). While peas emits just 1 kilogram per kg.

Overall, animal-based foods tend to have a higher footprint than plant-based. Lamb and cheese both emit more than 20 kilograms CO ₂-equivalents per kilogram. Poultry and pork have lower footprints but are still higher than most plant-based foods, at 6 and 7 kg CO ₂-equivalents, respectively.

For most foods - and particularly the largest emitters - most GHG emissions result from land use change (shown in green), and from processes at the farm stage (brown). Farm-stage emissions include processes such as the application of fertilizers - both organic ("manure management") and synthetic; and enteric fermentation (the production of methane in the stomachs of cattle). Combined, land use and farm-stage emissions account for more than 80% of the footprint for most foods.

Transport is a small contributor to emissions. For most food products, it accounts for less than 10%, and it's much smaller for the largest GHG emitters. In beef from beef herds, it's 0.5%.

Not just transport, but all processes in the supply chain after the food left the farm - processing, transport, retail and packaging - mostly account for a small share of emissions.

This data shows that this is the case when we look at individual food products. But studies also shows that this holds true for actual diets; for example, researcher Vilma Sandström and colleagues studied the footprint of diets across the EU. Food transport was responsible for only 6% of emissions, whilst dairy, meat and eggs accounted for 83%.

Eating local only slightly reduces your emissions

Eating local beef or lamb has many times the carbon footprint of most other foods. Whether they are grown locally or shipped from the other side of the world matters very little for total emissions.

Transport typically accounts for less than 1% of beef's GHG emissions: choosing to eat local has very minimal effects on its total footprint. You might think this figure is strongly dependent on where in the world you live, and how far your beef will have to travel, but in the 'dropdown box' below I work through an example to show why it doesn't make a lot of difference.

Whether you buy it from the farmer next door or from far away, it is not the location that makes the carbon footprint of your dinner large, but the fact that it is beef.

Example: how much does distance traveled impact the footprint of beef?

You might think this figure is strongly dependent on where in the world you live, and how far your beef will have to travel. If you live somewhere very remote you'd assume this must be much, much larger than if your beef is produced by your local farmer. But the key point here is that the difference in transport figures is very small relative to the total footprint of beef.Let's take the example of beef from a beef herd - the average footprint is approximately 60 kilograms of CO ₂ eq per kilogram of beef. Let's compare the transport footprint of buying from your local farmer (who turns out to be your neighbor), versus someone in the UK buying beef from Central America (approximately 9000 kilometers away).

Transporting food by boat emits 23 grams of CO ₂eq per tonne of product per kilometer. To transport the 9000 kilometers from Central America to the UK therefore emits 0.207 kilograms CO ₂eq [9000km * 23g per tonne-kilometer / 1000 / 1000 = 0.207 kg CO ₂eq per kg]. This is equivalent to 0.35% of the total footprint of the 60 kilograms of CO ₂ eq per kilogram of beef.

If you buy from your local farmer - let's assume you walk there, and have zero transport emissions - your beef footprint is 59.8 kilograms CO ₂ eq per kilogram [we calculate this as 60kg - 0.2kg]. It makes almost no difference.

Especially for foods with a large footprint, transport as a share of the food's total emissions is fairly insensitive to the distance travelled.

In a study published in Environmental Science & Technology, Christopher Weber and Scott Matthews (2008) investigated the relative climate impact of food miles and food choices in households in the US. Their analysis showed that substituting less than one day per week's worth of calories from beef and dairy products to chicken, fish, eggs, or a plant-based alternative reduces GHG emissions more than buying all your food from local sources.

By analysing consumer expenditure data, the researchers estimated that the average American household's food emissions were around 8 tonnes of CO ₂eq per year. Food transport accounted for only 5% of this (0.4 tCO ₂eq). This means that if we were to take the case where we assume a household sources all of their food locally, the maximum reduction in their footprint would be 5%. This is an extreme example because in reality there would still be small transport emissions involved in transporting food from producers in your area.

They estimated that if the average household substituted their calories from red meat and dairy to chicken, fish or eggs just one day per week they would save 0.3 tCO ₂eq. If they replaced it with plant-based alternatives they would save 0.46 tCO ₂eq. In other words, going 'red meat and dairy-free' (not totally meat-free) one day per week would achieve the same as having a diet with zero food miles.

There are also a number of cases where eating locally might in fact increase emissions. In most countries, many foods can only be grown and harvested at certain times of the year. But consumers want them year-round. This gives us three options: import goods from countries where they are in-season; use energy-intensive production methods (such as greenhouses) to produce them year-round; or use refrigeration and other preservation methods to store them for several months. There are many examples of studies which show that importing often has a lower footprint.

Hospido et al. (2009) estimate that importing Spanish lettuce to the UK during winter months results in three to eight times lower emissions than producing it locally. The same applies for other foods: tomatoes produced in greenhouses in Sweden used 10 times as much energy as importing tomatoes from Southern Europe where they were in-season.

Avoid the small share of foods that are air-freighted

The impact of transport is small for most products, but there is one exception: those which travel by air.

Many believe that air-freight is more common than it actually is. Very little food is air-freighted; it accounts for only 0.16% of food miles. But for the few products which are transported by air, the emissions can be very high: it emits 50 times more CO ₂ eq than boat per tonne kilometer.

Many of the foods people assume to come by air are actually transported by boat - avocados and almonds are prime examples. Shipping one kilogram of avocados from Mexico to the United Kingdom would generate 0.21kg CO ₂ eq in transport emissions. This is only around 8% of avocados' total footprint. Even when shipped at great distances, its emissions are much less than locally-produced animal products.

Which foods are air-freighted? How do we know which products to avoid?

They tend to be foods which are highly perishable. This means they need to be eaten soon after they've been harvested. In this case, transport by boat is too slow, leaving air travel as the only feasible option.

Some fruit and vegetables tend to fall into this category. Asparagus, green beans and berries are common air-freighted goods.

It is often hard for consumers to identify foods that have travelled by air because they're rarely labeled as such. This makes them difficult to avoid. A general rule is to avoid foods that have a very short shelf-life and have traveled a long way (many labels have the country of 'origin' which helps with this). This is especially true for foods where there is a strong emphasis on 'freshness': for these products, transport speed is a priority.

So, if you want to reduce the carbon footprint of your diet, avoid air-freighted foods where you can. But beyond this, you can have a larger difference by focusing on what you eat, rather than 'eating local'. Eating less meat and dairy, or switching from ruminant meat to chicken, pork, or plant-based alternatives will reduce your footprint by much more.

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You want to reduce the carbon footprint of your food? Focus on what you eat, not whether your food is local

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'Eat local' is a common recommendation to reduce the carbon footprint of your diet. How does the impact of what you eat compare to where it's come from?

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CO2-Abdruck des eigenen Essens ausrechnen

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Unilever Food Solutions - Visit Your Local Site | Unilever Food Solutions

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We believe a Foodservice Business Thrives only when the People who work there Thrive 👨🏽‍🍳 Food Trends/ Chef Training / Professional Products - order online & save.

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5 Prinzipien nachhaltiger Lebensmittel und Landwirtschft

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5 Prinzipien nachhaltiger Lebensmittel und Landwirtschft

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Diagramm und Text

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Eating locally grown food is good for your body and the environment

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Farming in a sustainable way has advantages for all ecosystems and organisms, even us. Here's why eating local and seasonal produce is a key part of sustainable agriculture.

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Diagramm auf der Basis von >100 Metastudien.
Detaillierter Hintergrundartikel dazu: https://ourworldindata.org/is-organic-agriculture-better-for-the-environment

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Teilen/Mieten von Kleidung als Beitrag zu nachhaltiger Lebensstil? 

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Teilen/Mieten von Kleidung als Beitrag zu nachhaltiger Lebensstil? 

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Text, Daten und Grafiken

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Renting clothes could be the future of fashion

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The rise of rental clothing outlets could mean a decline in waste and a more sustainable fashion industry.

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Artikel und Infografik, Q.: World Economic Forum

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Our food system is pushing nature to the brink. Here's what we need to do

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The natural world is headed for catastrophe unless we reduce food waste, improve our diets and diversify our calorie sources.

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These 11 companies are leading the way to a circular economy

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From smart bins that analyse our trash, to chemical-free dyes and roads made of of recycled plastic, these innovations are creating a more sustainable world.

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Infografik und Links zu weiteren Infografiken zu verwandten Themen

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We're all by now familiar with the term 'carbon footprint', but what about our water footprint? While most people have their upcoming bill in mind when taking a long shower or watering the lawn, does anyone really think about H20 when grocery shopping?

As the infographic below shows, depending on your diet, the food we buy can have a huge water footprint. If you buy 1kg of beef for a barbecue at the weekend, there has been an average of 15,415 liters of water used in its production!

Breaking up meat's monopoly as the most thirsty food type is nuts, with 9,063 liters of water needed to produce the average kilo. Further down the scale are fruits and vegetables, requiring 962 and 322 liters per kilogram respectively. In terms of the most water-efficient way to consume calories, the best option from this list is cereals -one kilocalorie demanding 0.51 liters.

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We're all by now familiar with the term 'carbon footprint', but what about our water footprint? While most people have their upcoming bill in mind when taking a long shower or watering the lawn, does anyone really think about H20 when grocery shopping?

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Infografik (und Kommentare) zur globalen Stromproduktion und dem Anteil der jew. Art der Erzeugung

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Infografik (und Kommentare) zur globalen Stromproduktion und dem Anteil der jew. Art der Erzeugung

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https://www.reddit.com/r/Infographics/comments/9n9m3z/global_electricity_generation_renewablenon/?_branch_match_id=580354852677788422

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127 votes, 11 comments. 162k members in the Infographics community.

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Blog eines landwirtschaftlichen think tanks zu technologischen Lösungsansatzen bezüglich Welternährung und Energieversorgung. Als Leitfragen-und Thesen-Generator  geeignet?

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The Breakthrough Institute is an environmental research center based in Oakland, California. Our research focuses on identifying and promoting technological solutions to environmental and human development challenges in three areas: energy, conservation, and food and farming.

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für Schleswig-Holstein, zusammengestellt von Oliver Sesemann

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Typologie von Prof. Reinhold Leinfelder (@rleinf), FU Berlin & Anthropocene Working Group
Erste Unterrichtsideen: Einordnung der eigenen Haltung, Zuordnung von Zitaten aus den Medien, Entwicklung von Gegenargumenten

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Tipping Points / Kipp-Punkte: Aktueller Nature-Beitrag

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Tipping Points / Kipp-Punkte: Aktueller Nature-Beitrag

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Climate tipping points — too risky to bet against

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The growing threat of abrupt and irreversible climate changes must compel political and economic action on emissions.

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Wohnen in der Klimakrise: Die Wohnungsfrage als ökologische Frage

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Wohnen in der Klimakrise: Die Wohnungsfrage als ökologische Frage

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Neun Artikel zum Thema.

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Diese Debatte ist am 24.04.2020 in Bd. 8, Nr. 1/2 (2020) erschienen.
Die Debatte widmet sich dem Zusammenhang von sozialer und ökologischer Wohnungsfrage. Einem offenen Aufruf zur Einreichung von Beiträgen von Lisa Vollmer und Boris Michel sind erfreulich viele Wissenschaftler_innen und Aktivist_innen nachgekommen. Andreas Koch verweist darauf, dass die ökologische Frage nur im Rahmen einer politischen Ökologie zu verstehen ist, die die Kommodifizierung des Wohnens und die Dominanz bürgerlicher Wohnideale gleichermaßen konzeptualisiert. Lukas Häfner beschäftigt sich mit der Flächeninanspruchnahme als ökologischem Aspekt der Wohnungsfrage, der eng mit Einkommenshöhen und Wohnformen und damit sozialen Aspekten der Wohnungsfrage zusammenhängt. Auch Anton Brokow-Loga und Miriam Neßler stellen die Frage nach Flächengerechtigkeit als Frage der Verteilung von Wohnflächen. Michael Mießner und Michael Naumann zeigen, dass sich die Wohnungsfrage nicht nur in der Stadt stellt, sondern auch auf dem Land. Sie schlagen daher mögliche Themen einer kritischen Landforschung vor. Katrin Großmann erläutert, wie das ökologische Instrument der energetischen Modernisierung in seiner Ausgestaltung in Deutschland zu residentieller Segregation beiträgt. Sören Weißermel und Rainer Wehrhahn zeigen am Beispiel des einkommensschwachen Stadtteils Gaarden in Kiel die Konfliktfelder, die durch eine stadtpolitisch motivierte, aber privatwirtschaftlich umzusetzende energetische Sanierung entstehen. Klaus Geiselhart beschreibt anhand von konkreten Neubauprojekten in München einige Versuche, soziale und ökologische Ansprüche an das Wohnen zu integrieren. Bernhard Hohmann, Thomas Höflehner und Andrea Jany diskutieren ein Projekt, das unterschiedliche Akteure der Stadt Graz zusammenbringt, um Dachgärten als Gegenmittel zu Flächenversiegelung und Flächenkonkurrenz auf Wohngebäuden, aber auch für Gemeinschaftszwecke zu realisieren. Schließlich stellt Marc Amann das geplante Wohnprojekt „Neustart Tübingen" vor, in dem eine ganze Nachbarschaft entstehen soll, die sozialen und ökologischen Idealen des Wohnens verpflichtet ist. So ist eine breite Palette unterschiedlicher Aspekte der ökologisch und sozial gedachten Wohnungsfrage zusammengekommen. Wir freuen uns darauf, diese Aspekte in künftigen Ausgaben zu ergänzen und in einer Replik zusammen zu binden. Weitere Einreichungen sind also herzlich willkommen.

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Wohnen in der Klimakrise. Die Wohnungsfrage als ökologische Frage

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Diese Debatte ist am 24.04.2020 in Bd. 8, Nr. 1/2 (2020) erschienen. Die Debatte widmet sich dem Zusammenhang von sozialer und ökologischer Wohnungsfrage. Einem offenen Aufruf zur Einreichung von Beiträgen von Lisa Vollmer und Boris Michel sind erfreulich viele Wissenschaftler_innen und Aktivist_innen nachgekommen.

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Raumverteilung in den Städten: Fußgänger vs Straße

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Raumverteilung in den Städten: Fußgänger vs Straße

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Illustration als Impuls für Gestaltungsaufgabe im Kontext nachhaltige Raum-/Stadtplanung?

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Illustration: © Karl Jilg

Oft ist es uns gar nicht so richtig bewusst, aber: Unsere Städte sind auf Autos ausgerichtet. Der schwedische Grafiker Karl Jilg zeigt in einer einfachen, aber genialen Illustration, wie wenig Platz in Städten oft für Fußgänger*innen bleibt.

Fast alle Orte sind so gestaltet, dass Autos, nicht Fußgänger*innen oder Radfahrer*innen, sich darin möglichst bequem bewegen können. Wie prekär dadurch die Fortbewegung für Nicht-Autofahrer*innen werden kann, verdeutlicht diese beeindruckende Grafik.

Nach Informationen des US-Nachrichtenmagazins Vox hat der schwedische Künstler Karl Jilg die Zeichnung im Auftrag der staatlichen schwedischen Verkehrsbehörde angefertigt.

Indem der Künstler Straßen als tiefe Schluchten darstellt, macht er deutlich, wie wenig Raum den Fußgänger*innen bleibt: Schmale Bürgersteige führen am Abgrund entlang, wacklige Bretter führen als Fußgängerüberwege über die Schluchten.

Damit illustriert die Zeichnung auch, wie gefährlich es vielerorts sein kann, sich als Fußgänger*in durch die Stadt zu bewegen. Der Raum, in dem man sich zu Fuß halbwegs sicher bewegen kann, ist eng, stark befahrene Straßen zu überqueren oft schwierig und riskant. Fahrradfahrer*innen, denen in vielen Städten noch weniger Platz zur Verfügung steht, sind dabei noch gar nicht berücksichtigt.

Die Grafik sollten wir als Denkanstoß nehmen: Rund 40 Prozent der Erwerbstätigen nimmt derzeit auch für Kurzstrecken das Auto. Das ist nicht nur unnötig, sondern verschlechtert auch unsere Lebensqualität in den Städten. Oder andersherum: Je mehr Menschen sich zu Fuß und mit dem Fahrrad durch die Stadt bewegen, desto stärker der Anstoß für die Stadtplaner*innen, sich um sichere und gut ausgebaute Fuß- und Radwege zu kümmern.
Weiterlesen auf Utopia.de:
** Links zu Bezugsquellen sind teilweise Affiliate-Links: Wenn ihr hier kauft, unterstützt ihr aktiv Utopia.de, denn wir erhalten dann einen kleinen Teil vom Verkaufserlös.

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Schlagwörter: Auto Sozial

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Diese kluge Illustration zeigt, wie viel Raum wir an Autos verschwenden

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Illustration: © Karl Jilg Oft ist es uns gar nicht so richtig bewusst, aber: Unsere Städte sind auf Autos ausgerichtet. Der schwedische Grafiker Karl Jilg zeigt in einer einfachen, aber genialen Illustration, wie wenig Platz in Städten oft für Fußgänger*innen bleibt. Fast alle Orte sind so gestaltet, dass Autos, nicht Fußgänger*innen oder Radfahrer*innen, sich darin möglichst bequem bewegen können.

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Öffentliche Ausgaben für eine Wohnung in der Stadt vs in Suburbia (Bezug: USA)

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Öffentliche Ausgaben für eine Wohnung in der Stadt vs in Suburbia (Bezug: USA)

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Infografik, via: https://pbs.twimg.com/media/EKb9XXJUYAEBwcP?format=jpg&name=medium

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Fahrradzentriertes Mobilitätskonzept in den NL

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Fahrradzentriertes Mobilitätskonzept in den NL

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Twitter-Thread zum Thema.
Klick: https://twitter.com/modacitylife/status/1197836738246455296

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81% of the Dutch population lives within a 20 minute pedal of a rail station.

By unlocking the bike-train combination, residents are given access to the same housing and employment opportunities, and freed from the burden of car dependency.

A cycling city is an affordable city.

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81% of the Dutch population lives within a 20 minute pedal of a rail station.

By unlocking the bike-train combination, residents are given access to the same housing and employment opportunities, and freed from the burden of car dependency.

A cycling city is an affordable city. https://t.co/ya1gHu6eZp

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81% of the Dutch population lives within a 20 minute pedal of a rail station.

By unlocking the bike-train combination, residents are given access to the same housing and employment opportunities, and freed from the burden of car dependency.

A cycling city is an affordable city. pic.twitter.com/ya1gHu6eZp
— Melissa & Chris Bruntlett (@modacitylife) November 22, 2019

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81% of the Dutch population lives within a 20 minute pedal of a rail station.

By unlocking the bike-train combination, residents are given access to the same housing and employment opportunities, and freed from the burden of car dependency.

A cycling city is an affordable city. https://t.co/ya1gHu6eZp

# data[].attributes.attachment_link.metadata.attachment_props.original_text
81% of the Dutch population lives within a 20 minute pedal of a rail station.

By unlocking the bike-train combination, residents are given access to the same housing and employment opportunities, and freed from the burden of car dependency.

A cycling city is an affordable city. https://t.co/ya1gHu6eZp

# data[].attributes.attachment_link.metadata.attachment_props.text
81% of the Dutch population lives within a 20 minute pedal of a rail station.

By unlocking the bike-train combination, residents are given access to the same housing and employment opportunities, and freed from the burden of car dependency.

A cycling city is an affordable city.

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Twitter-Thread zur IW-Regionalstudie

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Ein Thread zur #IWRegionalstudie die wir gestern in Berlin vorgestellt haben und die von den Medien stark aufgegriffen wurde

Die Studie identifiziert 19 Regionen in Deutschland, die akute Probleme haben bei
1. Demographie
2. Wirtschaft 
3. Infrastruktur

https://t.co/Saps3RmB8x

# data[].attributes.wish_content.attachment_props.original_text
Ein Thread zur #IWRegionalstudie die wir gestern in Berlin vorgestellt haben und die von den Medien stark aufgegriffen wurde

Die Studie identifiziert 19 Regionen in Deutschland, die akute Probleme haben bei
1. Demographie
2. Wirtschaft 
3. Infrastruktur

https://t.co/Saps3RmB8x https://t.co/vPQPMntfFe

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Ein Thread zur #IWRegionalstudie die wir gestern in Berlin vorgestellt haben und die von den Medien stark aufgegriffen wurde

Die Studie identifiziert 19 Regionen in Deutschland, die akute Probleme haben bei
1. Demographie
2. Wirtschaft
3. Infrastrukturhttps://t.co/Saps3RmB8x pic.twitter.com/vPQPMntfFe
— Jens Suedekum (@jsuedekum) August 9, 2019

# data[].attributes.attachment_link.metadata.attachment_props_source.data.text
Ein Thread zur #IWRegionalstudie die wir gestern in Berlin vorgestellt haben und die von den Medien stark aufgegriffen wurde

Die Studie identifiziert 19 Regionen in Deutschland, die akute Probleme haben bei
1. Demographie
2. Wirtschaft 
3. Infrastruktur

https://t.co/Saps3RmB8x https://t.co/vPQPMntfFe

# data[].attributes.attachment_link.metadata.attachment_props.original_text
Ein Thread zur #IWRegionalstudie die wir gestern in Berlin vorgestellt haben und die von den Medien stark aufgegriffen wurde

Die Studie identifiziert 19 Regionen in Deutschland, die akute Probleme haben bei
1. Demographie
2. Wirtschaft 
3. Infrastruktur

https://t.co/Saps3RmB8x https://t.co/vPQPMntfFe

# data[].attributes.attachment_link.metadata.attachment_props.text
Ein Thread zur #IWRegionalstudie die wir gestern in Berlin vorgestellt haben und die von den Medien stark aufgegriffen wurde

Die Studie identifiziert 19 Regionen in Deutschland, die akute Probleme haben bei
1. Demographie
2. Wirtschaft 
3. Infrastruktur

https://t.co/Saps3RmB8x

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Amsterdam verbannt 11.000+ Parkplätze und alle sind begeistert. 

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Amsterdam verbannt 11.000+ Parkplätze und alle sind begeistert. 

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Impuls für Zukunftswerkstatt zum Thema nachhaltige Stadt-/ Raumplanung?

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Bewoonster Marli Huijer zit op een bankje onder haar raam: "Ik zie buren naar buiten komen. Vroeger bleven ze achter auto's verborgen. Rond zessen strijkt mijn partner neer en schuift altijd een buur aan. Dat doe je niet als een grote zwarte auto voor je neus staat. Bij moskeebezoekers roept het verhalen over hun geboortedorp op."

Huijer, voormalig Denker des Vaderlands, roemt het experiment, dat een maand lang in haar straat en de aanpalende Weesperzijde plaats vond. "Was het maar altijd zo." Wat is de grootste verandering? "Het heeft een enorme impact op je zintuigen. Je ruikt bloemen, ziet insecten. Zelfs de resonantie is anders. Een totaal andere leefomgeving", zegt ze.

E-bakfiets te huur

Na de zomer komt het Amsterdamse stadsbestuur met de Agenda Autoluw. Wethouder verkeer Sharon Dijksma wil 11.200 straatparkeerplekken (van de 265.000) opheffen vóór 2025. Veel bewoners gaat dat niet snel genoeg, en daarom begon deze buurt dit experiment: 'Proeftuin Weesperzijde'.

Om de hoek langs de Amstel wijst een initiatiefnemer, architect Maarten de Boer (67), op een container met vier elektrische fietsen. Te huur om deelmobiliteit te stimuleren. "Elk woonblok kreeg een e-bakfiets te huur." De Boer vond voor 50 auto's parkeerplek in garages van buurthotels en het Amstelstation.

Verrassend is dat het experiment uit de koker komt van autobezitters. "Die zijn hier vaak rijk, stemmen net als ik VVD, rijden Volvo en Range Rover. En ja, ook wij willen parkeerplekken inleveren om de buurt mooier te maken." De Boer haalde (rechtse én linkse) autobezitters over om hun auto een maand in een garage te stallen.

Opgedrongen proeftuin

Voorstanders spreken van een succes. Maar bij een experiment hoort verzet. Initiatiefnemer van de tegenstand is Mario Molina Espeleta: "Die proeftuin is ons opgedrongen. Absurd. De bezettingsgraad voor parkeren is hier 98 procent, dus ik moest nu meer rondjes rijden om een parkeerplek te vinden."

Taxidermist Molina wil best minder auto's, maar 'dan moet er een reëel alternatief zijn'. Hij vindt deelauto's een prima idee, maar niet voor hemzelf.

Marli Huijer is al decennia bewust autoloos. Zij is lovend over het nieuwe buurtgevoel dat tijdens de proef ontstond. Op een zondag aten ruim honderd buren samen aan een tafel die het hele straatje vulde. Het experiment zette haar tot denken aan: "De helft van de buren heeft geen auto. Waarom is het vanzelfsprekend dat wij altijd tegen dat blik aankijken, en zelfs meebetalen aan de dure ruimte die het inneemt?"

Een parkeerplaats adopteren en er een plantenbak plaatsen mag niet. "Je kunt alleen een auto kopen en die vol planten zetten." Raar dat autolozen niet meepraten, concludeert Huijer. En dat terwijl in Amsterdam slechts veertig procent van de huishoudens een auto bezit. De hoogleraar filosofie overweegt een platform te formeren om autolozen een stem in het debat te geven.

Minder vergunningen

Bestuurder van stadsdeelcommissie Oost, Rick Vermin (GroenLinks), betoogt dat hij geen meerderheid ziet voor één van beide kampen: "Helaas is vroeger zoveel ruimte gegeven aan de auto, dat de parkeerdruk heel hoog is. We kunnen geen plekken weghalen, zelfs niet voor deelauto's."

Ook hij is ongeduldig: "De hegemonie van de auto is voorbij. De Weesperzijde wordt na 15 jaar overleg in 2020 een fietsstraat, waar auto's in één richting te gast zijn." Uiteindelijk komen er minder vergunningen. "Maar dat kost tijd."

Bewoner De Boer vindt het jammer dat er geen deelauto's waren om te proberen. Hij concludeert dat een straatexperiment alleen lukt als een ruime meerderheid erachter staat. "In die straten moet de gemeente beginnen." Iedereen heeft nu gezien dat autobezitters willen meedenken. Ook belangrijk: "Voor wie het niet ziet zitten, moet je een oplossing bedenken."

Lees ook: GroenLinks krijgt zijn zin: de fiets wint

De heerschappij van de auto is voorbij, beloofde GroenLinks in haar gemeentelijke verkiezingsprogramma's. Kiezers in de grote steden hapten massaal toe. Komt er een revolutionaire omslag naar een stad met schone lucht waar voetgangers en fietsers de dienst uitmaken?

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Amsterdam wil 11.200 parkeerplaatsen opheffen. In Oost probeerden ze het een maand uit. 'Je ruikt de bloemen'

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Bewoonster Marli Huijer zit op een bankje onder haar raam: "Ik zie buren naar buiten komen. Vroeger bleven ze achter auto's verborgen. Rond zessen strijkt mijn partner neer en schuift altijd een buur aan. Dat doe je niet als een grote zwarte auto voor je neus staat.

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CO2-Fußabdruck-Rechner für die unterschiedlichen Transportmodi

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Compare energy consumption, CO2 emissions and other environmental impacts in respect of planes, cars and trains for passenger transport.

Why EcoPassenger?

The transport sector accounts for more than a quarter of worldwide greenhouse gas emissions. More importantly, transport has seen higher emissions growth than any other sector over the past number of decades, and this trend is set to continue.

The International union of railways (UIC) is keen to do its part by:

increasing awareness among transport users of the consequences of our everyday travel choices

supporting decision-making on how to facilitate sustainable choices

challenging existing practices, taking into account the entire energy chain and including energy life cycle costs

What is EcoPassenger?

A user-friendly online tool based on a sound scientific methodology

A calculator for comparison of the energy consumption, CO2 and exhaust atmospheric emissions of planes, cars and trains for passenger transport

fed with the most accurate and latest available data for all transport modes

developed through cooperation between UIC, the Sustainable Development Foundation, ifeu (the German Institute for Environment and Energy) and HaCon
(software)

The EcoPassenger methodology

EcoPassenger does not merely calculate the energy or the fuel it takes to run a train, car or plane. Calculations include emissions from cumulative energy consumption, including the energy used to produce the electricity or fuel, using a "well to wheel" approach.

The methodology used for rail services is based on the Environmental Strategy Reporting System, including dual reporting of the national mix and railways mix for companies seeking guarantees of origin of renewable energies.

EcoPassenger and EcoTransIT World were re-launched in cooperation with the European Environment Agency in Copenhagen in June 2008. The EcoPassenger methodology has been accepted as a contributor to the development of a European standard.

Integrating the EcoPassenger tool in your website

The EcoPassenger tool can be integrated in other websites, offering enhanced options for performing calculations with EcoPassenger that highlight the impact of personal choices on energy consumption, carbon emissions and local air pollution.

To implement the EcoPassenger tool on your website, please choose from one of the following:

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EcoPassenger - UIC - International union of railways

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Compare energy consumption, CO2 emissions and other environmental impacts in respect of planes, cars and trains for passenger transport. The transport sector accounts for more than a quarter of worldwide greenhouse gas emissions. More importantly, transport has seen higher emissions growth than any other sector over the past number of decades, and this trend is set to continue.

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Wenn Neubau in Klein- und Mittelstädten zum Problem wird

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Wenn Neubau in Klein- und Mittelstädten zum Problem wird

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WiWo-Artikel

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IW-Studie Wenn Neubau in Kleinstädten zum Problem wird

In einigen Kleinstädten wird viel zu viel gebaut, warnt das Institut der deutschen Wirtschaft in einer aktuellen Studie. Vor welchen Herausforderungen die Städte auf dem Land stehen - und wie es besser geht.

Wer das Wort Wohnungssuche hört, denkt womöglich an Besichtigungen in deutschen Metropolen mit dutzenden Interessenten. Oder an Demonstrationen in Berlin samt Transparenten an Hauswänden, die Ängste der Mieter skandieren, niedrigere Mieten oder gleich die Enteignung von Wohnungsgesellschaften fordern. Und das ist niemandem zu verübeln. In den großen Städten des Landes ist die Wohnungsnot nun mal am stärksten spürbar. Immerhin werden bis 2030 vor allem die Metropolen wie Berlin, Hamburg, München oder Köln mehr als fünf Prozent an Bevölkerung gewinnen. Verfügbarer und bezahlbarer Wohnraum ist hier bereits heute Mangelware.

Das geht aus einer aktuellen Studie des Instituts der deutschen Wirtschaft in Köln hervor. Genau diese Studie mit dem Titel „Ist der Wohnungsbau auf dem richtigen Weg?" lenkt den Blick allerdings zur Abwechslung auch mal auf das Land. Denn der Wohnungsbau in Klein- und Mittelstädten läuft keinesfalls problemlos ab. Jedoch sind die Nöte in der Provinz ganz andere als in den Metropolen: Es wird zu viel gebaut, zumindest mancherorts. Doch gerade die Devise „Bauen, bauen, bauen" soll doch in Städten wie Berlin endlich zu einer Entspannung auf dem Wohnungsmarkt führen. Zu viel bauen - geht das überhaupt?

Das geht. Etwa in Sachsen-Anhalt, in Sachsen, im Saarland und in Randgebieten Bayerns, wie es in der Studie heißt. Eine Folge von zu viel Neubau kann ein stark verändertes Stadtbild sein. Denn durch Neubaugebiete außerhalb der Stadt- und Dorfzentren der kleinen Städte verlieren Innenstadt und Fußgängerzone an Bedeutung. Der Leerstand, der mancherorts gar bei um die zehn Prozent liegt, kann sich im Stadtzentrum zusätzlich verschärfen. Die Konsequenz daraus: Die Städte müssen sich etwas Neues einfallen lassen als bauen, bauen, bauen.

„Kommunen fernab der Metropolen sollten ein besseres Flächenmanagement betreiben, um attraktiv zu bleiben und Leerstände in der Ortsmitte zu vermeiden." Es gilt „Umbau statt Neubau". In einem Drittel der deutschen Kreise sollte die Bautätigkeit im Neubau gebremst werden, um ein Überangebot zu vermeiden, heißt es in der Studie des Instituts der deutschen Wirtschaft.

Der Wohnraum in deutschen Großstädten ist knapp, es werden zu wenige Wohnungen gebaut. Das verdeutlicht auch eine neue Studie. In Kleinstädten ist die Entwicklung eine andere - jedoch auch nur mäßig erfreulich.

„Für Klein- und Mittelstädte ist es ganz entscheidend, die Stadt kompakt zu halten und Wohnflächen in fußläufiger Lage zur Innenstadt anzubieten", erklärt auch Peter Dehne, Professor für Planungsrecht und Baurecht an der Hochschule Neubrandenburg. „Hier sind Wohnungen in den vergangenen Jahren deutlich attraktiver geworden, auch für jüngere Leute." Voraussetzung dafür: Die Stadt müsse lebendig sein. Dehne weiß, dass es für kleinere Städte ausgesprochen schwierig sei, „gegen den Wegfall von Einzelhandel oder Gastronomie anzukämpfen".

Vielleicht gelingt das ja mit ausgefalleneren Wohnmodellen. „Auch in der Kleinstadt können Mietwohnungen äußerst attraktiv sein, vor allem, wenn man sie räumlich und gegebenenfalls auch organisatorisch verbindet mit Serviceeinrichtungen wie Kinder- oder Seniorenbetreuung oder sogar mit Mobilitäts- und Sharing-Angeboten", sagt Professor Dehne. Dafür seien kleinere Städte mit ihrer sozialen und räumlichen Nähe fast schon prädestiniert. Die richtige Einschränkung liefert Dehne allerdings direkt mit: „Das müssten sich einfach mehr Unternehmen trauen, doch die Hürde dafür ist noch recht groß."

Verständlicherweise. Denn „wer heute Wohnungen in Berlin baut, wird gewiss Mieter finden. Wer das im Zentrum einer Kleinstadt tut, kann sich da nicht ganz so sicher sein". Hinzu kommt das geringere Mietniveau, das laut Dehne rentierliche Investitionen begrenzt.

Der Professor für Planungs- und Baurecht vermutet, dass viele Kommunen mittlerweile sensibler bei der Ausweisung von Bauland, das recht abgetrennt von der Innenstadt liegt, vorgehen. „Doch immer noch ist das freistehende Einfamilienhaus auf der grünen Wiese begehrt. Außerdem ist die Ausweisung dieses meist freien Baulands wesentlich einfacher, als in der Innenstadt zu verdichten."

Dennoch geschehe das in den zentralen Lagen immer häufiger - so sollen auch ländliche Städte urban werden.

© Handelsblatt GmbH - Alle Rechte vorbehalten. Nutzungsrechte erwerben?

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IW-Studie: Wenn Neubau in Kleinstädten zum Problem wird

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In einigen Kleinstädten wird viel zu viel gebaut, warnt das Institut der deutschen Wirtschaft in einer aktuellen Studie. Vor welchen Herausforderungen die Städte auf dem Land stehen - und wie es besser geht. Wer das Wort Wohnungssuche hört, denkt womöglich an Besichtigungen in deutschen Metropolen mit dutzenden Interessenten.

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Diskurs zur "Verkehrswende": Urbane vs. ländliche Perspektiven 

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Diskurs zur "Verkehrswende": Urbane vs. ländliche Perspektiven 

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Ideen: Als Einstiegsimpuls, zur Formulierung von Positionen für Rollenspiele od. Diskussionsrunden, für eine SWOT-Analyse, zur Ermittlung von Wertmaßstäben, zur Diskursanalyse mit Wertequadrat oder Nachhaltigkeitsdreieck, als Impulsgeber für eine Zukunftswerkstatt, ...
Twitter-Thread: https://twitter.com/danielmack/status/1152926323381288965?s=20

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47 Mio. leben in 🇩🇪 in der #Provinz. Wäre falsch, die #Verkehrswende nur aus der Berlin-Mitte-Sicht zu diskutieren… 

#NewMobility heißt nicht weg vom Auto, sondern hin zu vernetzter Mobilität…

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47 Mio. leben in 🇩🇪 in der #Provinz. Wäre falsch, die #Verkehrswende nur aus der Berlin-Mitte-Sicht zu diskutieren… 

#NewMobility heißt nicht weg vom Auto, sondern hin zu vernetzter Mobilität… https://t.co/MPn6hAZ1RP

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47 Mio. leben in 🇩🇪 in der #Provinz. Wäre falsch, die #Verkehrswende nur aus der Berlin-Mitte-Sicht zu diskutieren… #NewMobility heißt nicht weg vom Auto, sondern hin zu vernetzter Mobilität… pic.twitter.com/MPn6hAZ1RP
— Daniel Mack (@danielmack) July 21, 2019

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47 Mio. leben in 🇩🇪 in der #Provinz. Wäre falsch, die #Verkehrswende nur aus der Berlin-Mitte-Sicht zu diskutieren… 

#NewMobility heißt nicht weg vom Auto, sondern hin zu vernetzter Mobilität… https://t.co/MPn6hAZ1RP

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47 Mio. leben in 🇩🇪 in der #Provinz. Wäre falsch, die #Verkehrswende nur aus der Berlin-Mitte-Sicht zu diskutieren… 

#NewMobility heißt nicht weg vom Auto, sondern hin zu vernetzter Mobilität… https://t.co/MPn6hAZ1RP

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47 Mio. leben in 🇩🇪 in der #Provinz. Wäre falsch, die #Verkehrswende nur aus der Berlin-Mitte-Sicht zu diskutieren… 

#NewMobility heißt nicht weg vom Auto, sondern hin zu vernetzter Mobilität…

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Infografik. Klick: https://i1.wp.com/plazaperspective.com/wp-content/uploads/2017/02/Multimodal-Street-comparison.jpg?resize=700%2C746

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Wann ist ÖPNV schneller als das Auto? Beispiel Kopenhagen

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Wann ist ÖPNV schneller als das Auto? Beispiel Kopenhagen

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Kartogramm. Klick: https://twitter.com/urbanthoughts11/status/1045312894437609477

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When you combine the bike with public transport, it's faster than going by car. 

This is from a report from The Capital Region of Denmark:

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When you combine the bike with public transport, it's faster than going by car. 

This is from a report from The Capital Region of Denmark:
https://t.co/1LuCyXLSGv

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When you combine the bike with public transport, it's faster than going by car.

This is from a report from The Capital Region of Denmark:pic.twitter.com/1LuCyXLSGv
— 21st Century City (@urbanthoughts11) September 27, 2018

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When you combine the bike with public transport, it's faster than going by car. 

This is from a report from The Capital Region of Denmark:
https://t.co/1LuCyXLSGv

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When you combine the bike with public transport, it's faster than going by car. 

This is from a report from The Capital Region of Denmark:
https://t.co/1LuCyXLSGv

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When you combine the bike with public transport, it's faster than going by car. 

This is from a report from The Capital Region of Denmark:

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Wie 13 Städte versuchen, autofrei zu werden

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Wie 13 Städte versuchen, autofrei zu werden

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Ideengeber für eine Zukunftswerkstatt?

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On Tuesday, Germany's highest administrative court ruled that, in an effort to improve urban air quality, cities can ban cars from some streets.

As The New York Times notes, the ruling could open the floodgates for cities around the country to go car-free.

Stuttgart and Düsseldorf - German cities with high pollution levels - will likely enact the first bans in the fall. Stuttgart, home to Mercedes-Benz and Porsche, has recently favored such bans. In 2017, Stuttgart announced that starting this year, it will keep diesel vehicles that don't meet emissions standards from entering the city on high-pollution days.

But German cities are not the only ones getting ready to take the car-free plunge. Urban planners and policy makers around the world have started to brainstorm ways that cities can create more space for pedestrians and lower CO2 emissions from diesel.

Here are 13 cities leading the car-free movement.
Oslo plans to permanently ban all cars from its city center by 2019 - six years before Norway's country-wide ban would go into effect.
The Norwegian capital will invest heavily in public transportation and replace 35 miles of roads previously dominated by cars with bike lanes.

"The fact that Oslo is moving forward so rapidly is encouraging, and I think it will be inspiring if they are successful," said Paul Steely White, the executive director of Transportation Alternatives, an organization that supports bikers in New York City and advocates for car-free cities.
Madrid's planned ban is even more extensive.
Madrid plans to ban cars from 500 acres of its city center by 2020, with urban planners redesigning 24 of the city's busiest streets for walking rather than driving.

The initiative is part of the city's "sustainable mobility plan," which aims to reduce daily car usage from 29% to 23%. Drivers who ignore the new regulations will pay a fine of at least $100. And the most polluting cars will pay more to park.

"In neighborhoods, you can do a lot with small interventions," Mateus Porto and Verónica Martínez, who are both architects and urban planners from the local pedestrian advocacy group A PIE, told Fast Company. "We believe that regardless of what the General Plan says about the future of the city, many things can be done today, if there is political will."
People in Chengdu, China will be able to walk anywhere in 15 minutes or less.
Chicago-based architects Adrian Smith and Gordon Gill designed a new residential area for the Chinese city. The layout makes it easier to walk than drive, with streets designed so that people can walk anywhere in 15 minutes.

While Chengdu won't completely ban cars, only half the roads in the 80,000-person city will allow vehicles. The firm originally planned to make this happen by 2020, but zoning issues are delaying the deadline.
Hamburg is making it easier not to drive.
The German city plans to make walking and biking its dominant mode of transport. Within the next two decades, Hamburg will reduce the number of cars by only allowing pedestrians and bikers to enter certain areas.

The project calls for a gruenes netz, or a "green network," of connected spaces that people can access without cars. By 2035, the network will cover 40% of Hamburg and will include parks, playgrounds, sports fields, and cemeteries.
Bikes continue to rule the road in Copenhagen.
Today, over half of Copenhagen's population bikes to work every day, thanks to the city's effort to introduce pedestrian-only zones starting in the 1960s. The Danish capital now boasts more than 200 miles of bike lanes and has one of the lowest percentages of car ownership in Europe.

The latest goal is to build a superhighway for bikes that will stretch to surrounding suburbs. The first of 28 planned routes opened in 2014, and 11 more will be completed by the end of 2018. The city has also pledged to become completely carbon-neutral by 2025.
Paris will ban diesel cars and double the number of bike lanes.
When Paris banned cars with even-numbered plates for a day in 2014, pollution dropped by 30%. Now, the city wants to discourage cars from driving in the city center at all.

As of July 2016, all drivers with cars made before 1997 are not permitted to drive in the city center on weekdays. If they do, they will be fined, though they can drive there freely on the weekends.

The mayor says Paris also plans to double its bike lanes and limit select streets to electric cars by 2020. The city also continues to make smaller, short-term efforts to curb emissions - its first car-free day was in 2015, and it instated a car-free Sundays rule in 2016.
London asks drivers to pay a congestion charge.
Just like Paris, the mayor of London says the city will ban diesel cars by 2020.

Currently, the city discourages the use of diesel engines in some areas of the city by charging a fee of $12.50 per day for diesel cars that enter during peak hours. They call it a "congestion charge."

"London is already talking about an ultra low emission zone, banning all sorts of diesel vehicles," Stephen Joseph from the Campaign for Better Transport told The Telegraph. "This is not unlikely that they will be banned altogether in the same way Paris has done."

In July 2017, Britain as a whole announced that it would ban sales of new diesel and gas cars by 2040. The goal is to combat Britain's growing air pollution crisis, according to The Guardian.
Brussels, Belgium features the largest car-free area in Europe.
Most streets that surround Brussels' city square, stock exchange, and Rue Neuve (a major shopping street) have always been pedestrian-only. The roads make up the second largest car-free zone in Europe, behind Copenhagen.

In 2002, Brussels launched its first " Mobility Week," which was meant to encourage public transportation over private transport. And for one day every September, all cars are banned from the entire city center.

The city is looking for more ways to expand its car-free zones - one proposal would turn a popular four-lane boulevard into a pedestrian-only area. In January 2018, Brussels started banning diesel cars made prior to 1998. And this summer, the city will make public transport free on high-air-pollution days, according to The Guardian.
Berlin is building bike super-highways.
In 2008, the German capital created a low-emission zone banning all gas and diesel vehicles that fail to meet national emission standards. The area covers about 34 square miles in the city center and affect approximately one-third of Berlin's residents, according to Curbed.

Berlin also announced a plan in March 2017 to build a dozen bike super-highways, which will each stretch at least 13 feet wide and be blocked off from cars. The city began construction in late 2017.
Mexico City hopes to ban about two million cars from the city center.
In April 2016, Mexico City's local government decided to prohibit a portion of cars from driving into the city center two days every work week and two Saturdays per month. It determines which cars can drive on a given day using a rotating system based on license plate numbers.

According to the Associated Press, the policy applies to an estimated two million cars and helps to mitigate the city's high smog levels.
Bogotá has been working to kick cars off the streets since 1974.
In Bogotá, Colombia, over 75 miles of roads close to vehicles one day every week in an event that began in 1974, called Ciclovía. The city now has over 200 miles of bike-only lanes, too.

In 2013, the local government also implemented the Pico y Placa (Peak and Plate) program, which certain bans from driving during the peak traffic hour. The restriction applies to certain license plates on certain days of the week, depending if they are even or odd.
San Francisco wants to ban cars on one of its busiest streets.
In August 2017, San Francisco announced its plan to ban cars and add bike lanes on 2.2 miles of Market Street, one of the city's busiest boulevards, SF Gate reported. Throughout the city, there 125 miles of bike lanes total.

Eight years in the making, the $604 million plan aims to make Market Street more pedestrian-friendly. The project will take several years, but construction of the first phase started in early 2018.
New York City is decreasing car traffic in small doses.
While New York City isn't planning a car ban anytime soon, it is increasing the number of pedestrian areas, along with bike share, subway, and bus options.

Strips of land in popular areas like Times Square, Herald Square, and Madison Square Park are permanently pedestrian-only. On three Saturdays every August, hundreds of thousands of people take advantage of Summer Streets, an annual event that prohibits cars from driving on a major thoroughfare connecting Central Park to the Brooklyn Bridge, and opens roads for pedestrians.

Transportation Alternatives, based in NYC, also hopes to work with the city to create more pedestrian plazas. White said urban planners are no longer trying to optimize NYC and other places for drivers, and are instead thinking about cities differently.

"This is what everyday life could look like as if people mattered," White said. "The worst thing as an urban dweller is to be stuck with the auto as your only option."

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On Tuesday, Germany's highest administrative court ruled that, in an effort to improve urban air quality, cities can ban cars from some streets. As The New York Times notes, the ruling could open the floodgates for cities around the country to go car-free.

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Karte, die augenzwinkernd "typische" Quartiere und ihre subjektive Wahrnehmung darstellt.

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The 'Map of Every City' is a study of history, the urban fabric, personal experience and gentrification applied to the medium of a traditional city street map. Through its universality, it encompasses all cities, becoming what is essentially an all-in-one city map. By replacing place names with non-specific descriptions, city areas are reduced to cliched, recognisable enclaves unhitched to any specific time or place, while references to memories of gentrification change give the map a historical depth. The map can therefor be applied to people's experience of any number of cities. A large version of the map was produced as part of the advertising for the book "A Sticky Note Guide to Life" - this version of the map included empty sections that could be filled in by the public with their own memories or experiences.

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The 'Map of Every City' is a study of history, the urban fabric, personal experience and gentrification applied to the medium of a traditional city street map. Through its universality, it encompasses all cities, becoming what is essentially an all-in-one city map.

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Nachhaltige Stadt: Sinnbild für die "autogerechte" Stadt als kognitiver Konflikt zum Thema.

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Nachhaltige Stadt: Sinnbild für die "autogerechte" Stadt als kognitiver Konflikt zum Thema.

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"If you wouldn't build your house like this, why would you build your community this way?"

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If you wouldn't build your house like this, why would you build your community this way?

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Virtuelle Exkursion in Europas größten Hafen: Rotterdam

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Virtuelle Exkursion in Europas größten Hafen: Rotterdam

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... und seinen städtischen Wirtschaftsraum: Schülerinnen und Schüler untersuchen Strukturwandel und Standorttransformation: Wie nachhaltig kann ein Welthafen sein? Ist Rotterdam ein Modell für Resilienz?

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Niets van de haven missen nu je iets meer thuis zit? Dat kan! Ook vanuit huis valt er genoeg te beleven.
Neem een kijkje in de haven

Vanuit je luie stoel in de gaten houden welke schepen er door de Rotterdamse haven varen? Dat kan! In het havengebied vind je meer dan 10 webcams. Van het uiterste westelijke puntje van het havengebied, tot voorbij de Van Brienenoordbrug.

Via Port360 maak je een virtuele tour door de Rotterdamse haven. Bekijk ruim 42 kilometer aan havengebied middels 15 unieke 360 graden luchtfoto's.

RTV Rijnmond volgde vanaf 2008 de aanleg van Maasvlakte 2 en zond in 2012 en 2013 de serie 'MV2 Boven Water' uit met presentator Sebastiaan Labrie. Op ons YouTube-kanaal vind je de afleveringen terug, leuk om nog eens terug te kijken nu we weer even meer thuiszitten.

Volg je favoriete schip

Bekijk de geplande scheepsbezoeken van de zeeschepen in de haven van Rotterdam. Je vindt de verwachte schepen, schepen in de haven en vertrekkende schepen.

En er zijn nog meer websites die scheepsposities en bestemmingen bijhouden. Via bijvoorbeeld marinetraffic.com, myshiptracking.com of vesselfinder.com kun je precies zien waar jouw favoriete schip is.

Knutsel en kleur erop los

Met dit technische proefje ontdek je welk zand gebruikt is voor de aanleg van de Maasvlakte en waarom het zand op z'n plaats blijft liggen. Ga zelf aan de slag met knikkers en suikerklontjes.

Zin om een havenplaat in te kleuren? Wat dacht je van een containerschip, een sleephopperzuiger of een mammoet? Print jouw favoriet, pak je kleurpotloden en kleuren maar!

Op internet vind je ook heel veel knutselinspiratie. Zoek bijvoorbeeld eens op 'knutselen haven'. De ideeën vliegen je om je oren: een containerschip, een matroos van wc-rollen of maak zelf een memoryspel.

Toe aan een uitdaging? Waarom kies je niet voor een bouwplaat, te koop via bijvoorbeeld nautiek.nl of hobbyprof.nl? Van loodsboot tot binnenvaartschip, van SS Rotterdam tot Titanic.

Lekker (voor)lezen

Voor kinderen in de basisschoolleeftijd is het boek 'Het groot HavenABC' een aanrader. Van achterland tot zeeschip: Het groot HavenABC leert je alles over de haven.

Fred in de Haven, vanaf 5 jaar. Hond Fred is verdwaald en zoekt zijn baas. Tijdens zijn zoektocht komt hij in Rotterdam terecht en gaat aan de slag als waakhond bij een containerbedrijf. Deze en meer meer voorleestips vind je in de Havenkrant.

Voor thrillerschrijver Tjeerd Langstraat is de Rotterdamse haven een belangrijke inspiratiebron. Zijn boek 'Eeuwig donker' speelt zich dan ook af in Rotterdam. Twee rechercheurs doen onderzoek naar de gruwelijke moord op twee jonge loverboys.

Matthijs Dicke schreef een biografie over 'de laatste havenbaron' Jacques Schoufour. Het boek vertelt over de naoorlogse havenontwikkeling maar geeft ook een beeld van een rasondernemer.

Nog niet genoeg gekregen? Je blijft op de hoogte van alle havenontwikkelingen via onze social media-kanalen Facebook en Twitter, en via de Havenkrant online.

We vullen deze pagina regelmatig aan met nieuwe tips, dus kom gerust nog een keertje terug!

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Niets van de haven missen nu je iets meer thuis zit? Dat kan! Ook vanuit huis valt er genoeg te beleven. Neem een kijkje in de haven Vanuit je luie stoel in de gaten houden welke schepen er door de Rotterdamse haven varen? Dat kan!

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Forschungsprojekte der Universitäten Leide, Delft und Rotterdam zur Standorttransformation europäischer Hafenstädte. Im Aufbau.

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Current and upcoming issues discussed by our PortCityFutures members and relations

This blog is a communal effort of the PortCityFutures members. It displays different types of content, such as reviews of articles, opinionated pieces, reactions on current events and many more. Most articles are co-written to ensure the incorporation of knowledge from different backgrounds and disciplines. Enjoy reading!

Cultural Anthropology, Infrastructures and Envisioning Futures

This blog was originally posted on the leidenantropologyblog of CADS.
Port City Regions are global hubs which invite anthropologists, planners, geographers, and architects to rethink disciplinary foundations, interdisciplinary collaborations and future-making, as Sabine Luning, Andrew Littlejohn, and Carola Hein explain.
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Mapping Maritime Mindsets: Deep Maps from Inspiration to Feasibility

9 Nov 2020
Thomas van den Brink

Port cities have a certain ambiance, a culture that makes them different from other cities. This is embedded in tangible elements like ships, quays, waterfronts and warehouses, as well as in immaterial elements like language, myths, rituals, images, texts, sounds, and architectural form. Capturing this multiplicity, however, is difficult.
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Port Cities and Crisis: Reflections on What COVID-19 Revealed

2 Nov 2020
By Josef Konvitz

It is commonplace to say that crises reveal latent strengths and weaknesses. When the COVID-19 epidemic of 2020 hit, economies had barely returned to their pre-2008 level, meaning a net loss of several years of growth. Shipping is responsible for most of the world's trade, yet the growth of world trade, usually a leading indicator, was already lagging behind economic growth. Since circa 1990, probably due to climate change, natural catastrophes in coastal cities and regions have increased in cost and intensity. The worst is yet to come: rising sea levels affect nearly 1 billion people. We like to say that the weather is unpredictable, but now it seems as if forecasting the planet's future on the basis of global warming is less risky than predicting when international trade and travel will return to 2019 levels. Port cities face two different time-lines: one short-term, economic, the other medium-to-long term, environmental. Win-win solutions good for both will be rare.
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The Role of Port City Images in the Development of Maritime Mental Maps

26 Oct 2020
Winnie Goldsteen

Port cities have been a source of inspiration for painters through time. The dynamic life and diversity within these cities has sparked the imagination of artists and has resulted in a large number of port-related imagery like paintings and photographs. These images often focus on the waterfront where the city and water connect, and on port infrastructures representing maritime practices. Paintings with such a perspective are important pieces in collections of maritime museums worldwide.
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Oil in Oil (and Other Art Media): Painting the Petroleum Port

20 Oct 2020
Carola Hein
From the 1850s onward, petroleum took the world by storm. Following industrial drilling in Canada and North America in 1858 and 1859; in the early decades, it was particularly popular as lighting oil. Whereas the oil industry depends on water both for the refining process and for transportation, many early oil companies sited petroleum storage and refineries near rivers and in port cities. Old and new ports - Philadelphia, Rotterdam, Dunkirk, Abadan - offered ideal conditions for storage and refining, and were well located to serve as hubs in the emerging global network of oil. Artists noticed the new structures, and their admiration and curiosity were visible in their artwork. Heads of corporations and public leaders used the depictions for promotion, and perhaps decorated their offices with them.
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Taking Sustainable Port Development Seriously: Serious Gaming in the Port of Rotterdam

21 Sep 2020
Maurice Jansen

Screenshot of Port Constructor

Many ports in the world are pivots of social dilemmas, such as coastal protection versus port expansion, attractive urban housing versus port activities, jobs versus automation, fossil versus renewable energy, and logistics efficiency versus strict border control. Such dilemmas can easily lead to conflicts if not managed well. In a mature port cluster, conflicting interests are usually accommodated by a settlement of differences, which is the outcome of a negotiation process. This approach suggests that the quality of cluster performance is a product of a zero-sum game - the gain for one goes at the expense of the other - or even a negative-sum game, when parties cannot come to an agreement at all. The biggest challenge of the 21st century is the development and implementation of methods that at the same time strengthen the economy and improve the environment, while making optimal use of the available space for port activities. One of these methods is serious gaming, which allows for better understanding of social dilemmas and mechanisms that drive decision making behaviour.
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The Color of Protection: Greening Port Cities in an Era of Rising Tides

7 Sep 2020
Andrew Littlejohn Ports, and their neighboring cities, are dense concatenations of infrastructures. Many of these are things enabling other things to move. Ships bear their loads through bays and, when heading inland, canals; at docks, stevedores load the wares onto lorries, which carry them along roads and across bridges; and all the while, pipes channel water, oil, or gas to and from facilities. Indeed, from a certain point of view these ports themselves appear infrastructures. They are nodes through which many things we use must pass on their way from sea to land; the connections established by these flows make such interior areas what they are. However, as noted in our recent call for papers, port cities also host another type of infrastructure. These are things not facilitating flows inland but preventing them, like seawalls, dikes, and other coastal defense structures. The latter aim, as I have written about previously (Littlejohn 2020), to 'saturate' space, meaning ensure control by confining all parts and parties to their 'proper' places (most notably the sea and rivers, which must be kept separate from the land).
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Writing Port Cities

19 Aug 2020
Carola Hein

This blog post was written for the PORTUS online magazine of RETE
In Invisible Cities, Italo Calvino famously imagined Marco Polo describing imaginary cities to Kublai Khan. Reflecting on his home city of Venice, he "put together, piece by piece, the perfect city," a city that is "discontinuous in space and time" [1]. The image of the contemporary port city similarly emerges from multiple pieces: port authorities promote the port's efficiency and future potential; local governments advertise the heritage value of historical waterfronts and old portequipment as part of urban sustainability in all its facets; and artists and the general public write up and photograph these places. Collectively, these multiple groups create locality-specific port cultures across time.
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Beirut Blast: A port city in crisis

On 4 th of August 2020, the Lebanese capital and port city, Beirut, was rocked by a massive explosion that has killed hundreds and injured thousands more, ravaging the heart of the city's nearby downtown business district and neighbouring housing areas, where more than 750,000 people live. The waterfront neighbourhood and a number of dense residential neighbourhoods in the city's eastern part were essentially flattened. Lebanese Government officials believe that the blast was caused by around 2,700 tonnes of ammonium nitrate stored near the city's cargo port without proper control for six years.
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The role of port cities in building a sustainable shared future: The Union for the Mediterranean Action Plan for Sustainable Urbanisation

The Mediterranean has long been at the heart of urban and rural development in all of its bordering countries. Sea-based trade and exchange has fuelled the development of numerous cities on the coast, on rivers and in the hinterland. Current challenges, from the climate crisis to migration, have put the Mediterranean again into focus. The COVID-19 crises shines additional light on the need for close collaboration in the fields of spatial and economic development, including port and port-related infrastructures. To provide a framework for sustainable and inclusive urban and regional development for the countries around the Mediterranean is the mission of the Union for the Mediterranean (UfM), an intergovernmental body that brings together all the countries of the European Union and 15 countries from the Southern and Eastern Mediterranean. On 22 May 2017, at the Second Ministerial Conference of the Union for the Mediterranean (UfM) in Cairo, the UfM has enacted the "Union for the Mediterranean Urban Agenda" (UfM, 2017). Since 2018, a team from the Delft University of Technology (Roberto Rocco, Remon Rooij, Carola Hein) has elaborated an Action Plan for Sustainable Urbanisation around the Mediterranean for the UfM.
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The Post-Covid Time: A Post-Normal or Pre-Environmental Time?

The European Green Deal, discussed in a previous blog post, offers a wide range of climate policies and measures. However, due to the current pandemic, the European Commission and Parliament have delayed the Green Deal's adoption. As of July 2020, the main topic preoccupying national leaders is the economic renewal of the European Union and consensus over the economic Recovery Package. These discussions are complex given the timing, the economic situation and the lack of convergence between actors. Moreover, they obscure the legal necessity to act upon existing agreements, from local to supranational levels, to mitigate environmental damage.
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Mapping Maritime Mindsets: Towards a Shared Methodology

13 Jul 2020
Yvonne van Mil, Vincent Baptist, Thomas van den Brink, Tianchen Dai, Hilde Sennema

The PortCityFutures team aims to study port city ecosystems and the concepts of ' maritime mindsets, port city cultures and values ' from a variety of disciplinary angles. In our subgroup, consisting of four PhD researchers and one postdoc, we assess various mapping techniques (geo-spatial, socio-cultural and mental mapping) to move towards a shared research methodology. In a blog series under the title 'Mapping Maritime Mindsets', we will monitor, document and share our research progress on mapping port city regions, and especially address the theoretical and methodological issues that we face during the process. Moreover, we ask guest writers to reflect on related themes and projects.
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Port cities as hubs of diversity and inclusivity: The case of Rotterdam

7 Jul 2020
This blog post was written for the Leiden-Delft-Erasmus magazine June 2020

Port cities are a particular type of territory and are often long-standing examples of resilience, bringing opportunities, wealth, and innovation to their nations and their citizens. They have developed at the crossroads of international trade and commerce and the intersection of sea and land. Flows of people through trade and migration have played a key role in their spatial, social and cultural development. Their strong local identities share legacies of diversity and cosmopolitanism, but also of colonialism and segregation. The Qingjing Mosque in Quanzhou, Fujian speaks of the exchange between Arabia and China along the maritime silk road. Hanseatic cities stand as an example of far-flung networks with districts for foreign traders-think of the German merchants who established Bryggen, the German dock, in Bergen, now a UNESCO world heritage site.
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A Guggenheim effect for Rotterdam South side?

Rotterdam-Zuid, a district that has grown near and along with the port of Rotterdam on the South side of the River Maas, is lacking behind in terms of economic growth and prosperity compared to the city district on the North bank. In terms of unemployment, income levels, education performance, and value of real estate, Rotterdam-Zuid performs worse on key performance indicators than Rotterdam as a whole and scores lowest compared to Amsterdam, The Hague and Utrecht, the three other major cities in The Netherlands[1]. For years, a national pact of institutional stakeholders have made considerable efforts to improve this urban area and make it more livable and attractive. South is slowly but surely catching up, but arguably as a function of the development of the North ( EVR 2020). The river is not just a physical barrier, there are also institutional barriers. What can the port city of Rotterdam do to involve 'South' and to realize its ambition for an inclusive and productive city? Does the South need a Guggenheim effect - a major overhaul through large investments in culture, such as done in Bilbao with the Guggenheim Museum - to incentivize larger urban redevelopments?
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Researching Historical Entertainment Culture across Port Cities: Why 'Pleasurescapes' Matter for 'PortCityFutures'

'Where people have fun, encounter happens. Where encounters take place, change begins. Are pleasurescapes in port cities Europe's true driving forces after all?'
The tagline of the HERA-funded project ' Pleasurescapes: Port Cities' Transnational Forces of Integration ', which looks into entertainment spaces of European port cities throughout recent history, suggests that this research topic has been rather neglected up to now. The 'Pleasurescapes' project proposes to (re)discover this theme within a collaborative European framework. For a long time, historical research that dealt with port cities has favored traditional maritime-industrial perspectives in investigating these particular urban hubs. Over the past few years, however, more publications have come out that focus on the socio-cultural significance and legacies of ports, and that offer new, creative approaches to study port city identities and representations (see among others Van de Laar 2013; Mah 2014; Beaven, Bell and James 2016; and Milne 2016). The 'Pleasurescapes' project intends to further build on these research directions, while also incorporating a significant influence from the field of cultural studies, to put the spotlight on past public spaces of entertainment in European port cities.
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Measuring health in port cities

Urban public health is extraordinarily relevant currently, but health in port cities holds a critical place in history, too. Monitoring potential epidemics in port cities in the 19 th century was critical to long distance trade. In 1878 New Orleans a sailor "jumped quarantine," introduced yellow fever to the city, and sparked an epidemic killing thousands. Public health debates in port cities continue as shipping brings together people, goods, and foreign microbes. Air pollution from ships and industries affect the neighboring areas. The port city of Rotterdam is an ideal place to explore the impacts of port activities on health and environmental justice. Interdisciplinary research by Bachelor students at Leiden University College provides examples of methodologies and outcomes connected to health and inequality in Rotterdam.
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The Port City's 'Cine-scapes'

Cinema acts as a significant mediator between urban reality and the imaginary sensory experience of the fictive world. Viewing the city through the lens of a camera enables us to build new narratives. Films have captured port cities within the flows of, goods, people, and ideas, making them ever-present in shared memories, historical narratives and urban nostalgia. Cultural production plays a role in the on-going construction of local port cultures, whether films, festivals, music, literature, theater, advertisements, or events. Telling the story of the port city - its past, present, and future; its buildings and its people - contributes strongly to the creation of port city cultures.[i] The big screen can help viewers to perceive complex port city regions, learning from their history, understanding cultural values and developing shared urban narratives to tackle the upcoming challenges. In a broader sense, port city's 'Cine-scape'-to use a term coined by Richard Koeck,[ii] puts the cinematic approach to port cities into the spotlight.
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Who owns the city after all? Can sea cruise tourism help develop Amsterdam as a 'City in Balance'?

The city and region of Amsterdam, together with the historical and cultural sights of the city, offers excellent facilities for ocean cruises, which contributes greatly in economic growth and employment. Meanwhile, a significant value conflict (Mager, 2020) exists among stakeholders. To deal with 'over-tourism' and maintain a 'City in Balance ' (City of Amsterdam, 2016; Municipality of Amsterdam, 2019), since late 2010s the city has endeavored to take measures to reduce the number of budget travelers, and attract more higher-paying tourists (Aalbers & Sabat, 2012; Kavaratzis & Ashworth, 2007).
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New Neapolis: A Creative Teaming Up of Port Cities

In January 2020, Rotterdam-based artist Gyz La Rivière released a new film project, entitled New Neapolis, in which he connects his Dutch hometown to three other European port cities: Liverpool, Marseille and Naples. Grouped together, they form 'New Neapolis', building on the ancient name of Naples that meant 'new city'. Following an earlier book publication of the same name, and accompanied by an exhibition, La Rivière conceived New Neapolis as a metropolitan league that turns the national underdog position of all its members into an advantage. Compared to the stately capitals London, Paris and Rome, New Neapolis builds on the international network of the port cities and their inhabitants' traditional 'can do'-mentality to strive for a shared, utopian future.
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Maritime Mindsets of Rotterdam's Port Communities

23 Apr 2020
Sarah Sannen

Rotterdam is a major port city of The Netherlands, with a colourful history of trade, war and immigration. As the port of Rotterdam, the biggest port in Europe, has largely moved out of the city, the City of Rotterdam aims to compensate for this with festivals, museums and other events to engage and strengthen the maritime mindset. This institutionalised and heavily funded approach is centred on securing Rotterdam's reputation as a globally leading port city. There is more than a top-down intervention to construct a maritime mindset. Smaller communities near the port itself have their own. They are further from the main hub of activity and political centre, have less centralised funding and are not a priority in the City's strategy. But that wouldn't tell the whole story.
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The European Green Deal: New Opportunities for Port Cities?

With the European Green Deal made public last December, the new European Commission took the first steps to transforming Europe into the first climate neutral continent by 2050. The Green Deal offers a wide range of climate policies and measures that directly affect European cities and citizens. Whereas port cities are high polluters and important economic concentrations, they are not mentioned in the European Green Deal as such. However, to make the ''effective and fair transition'' that the Commission aims for, port cities could make a difference as they concentrate key economic and industrial facilities and are key to the EU's long-term economic competitiveness.
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Change of perspective: value-based deliberations for improved port-city relations

3 Apr 2020
Tino Mager In the course of the 20th century, some port cities, especially larger ones, have experienced an increasing separation of their port and city areas. Not only are they spatially separating from each other; they also follow different agendas in economic, ecological and cultural terms. At times, communication between port and city can be severely impaired due to diverging interests, for example, when port and city leaders respectively pursue diverging agendas in terms of energy generation, for example from fossil or renewable sources. Port cities around the world face these dualities, some captured in the visualization of PortCityFutures. For the benefit of the larger port city region, they need to find answers that benefit both actors. A first step towards a shared perspective is through the development of shared values. As members of the PortCityFutures group, we argue that port and city actors can better negotiate, and find solutions for their differing interests, when they focus on underlying values.
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Are Cities, Ports, and Port Cities Systems? From Optimizing to Co-Creating Resilience

In the context of rising sea levels, "resilience" is a growing priority for many ports and cities. Resilience typically refers, as Olsson et al write, to a system's ability to cope with stress. How much stress the infrastructures, institutions, and inhabitants of cities and ports-and port cities-can absorb is certainly an important question. However, there are limits to how far those governing and managing them can, or should, think of them as "systems". Perhaps the most important issue is whether or not what we call "society" actually functions like a system-or, put differently, the kind of "system" imagined by engineers, industrial ecologists, and others drawing on resilience theory to design spatial, institutional, and social measures. Social scientists, including anthropologists, have long criticized such thinking's implicit functionalism: the assumption that we can break society into parts, with distinct functions, that when properly aligned can reach equilibrium. These theories lend themselves easily to managerial approaches: all one needs to do is optimize the system. However, they neglect how our societies often do not, in fact, fit neatly together.
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Port City Resilience: (Re-)Connecting Spaces, Institutions and Culture

17 Mar 2020
Carola Hein

Ports and cities and their surrounding regions coexist in a limited, shared space; today, they face multiple challenges, including climate change, energy transitions, digitization, or social transformations. These challenges require coordinated responses from all stakeholders: port authorities, city and regional governments, private and public actors, as well as NGOs and citizens. Historically, such collaborations are a trade mark of port cities around the world, their public and private stakeholders displaying great capacity for overcoming challenges meaningfully, forcefully and rapidly. Together, such stakeholders have dealt with a broad range of external and internal shocks to the advantage of both their ports and the neighboring cities.
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Current and upcoming issues discussed by our PortCityFutures members and relations This blog is a communal effort of the PortCityFutures members. It displays different types of content, such as reviews of articles, opinionated pieces, reactions on current events and many more. Most articles are co-written to ensure the incorporation of knowledge from different backgrounds and disciplines.

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Forschungsprojekte der Universitäten Leide, Delft und Rotterdam zur Standorttransformation europäischer Hafenstädte. Im Aufbau.

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Current and upcoming issues discussed by our PortCityFutures members and relations

This blog is a communal effort of the PortCityFutures members. It displays different types of content, such as reviews of articles, opinionated pieces, reactions on current events and many more. Most articles are co-written to ensure the incorporation of knowledge from different backgrounds and disciplines. Enjoy reading!

Cultural Anthropology, Infrastructures and Envisioning Futures

This blog was originally posted on the leidenantropologyblog of CADS.
Port City Regions are global hubs which invite anthropologists, planners, geographers, and architects to rethink disciplinary foundations, interdisciplinary collaborations and future-making, as Sabine Luning, Andrew Littlejohn, and Carola Hein explain.
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Mapping Maritime Mindsets: Deep Maps from Inspiration to Feasibility

9 Nov 2020
Thomas van den Brink

Port cities have a certain ambiance, a culture that makes them different from other cities. This is embedded in tangible elements like ships, quays, waterfronts and warehouses, as well as in immaterial elements like language, myths, rituals, images, texts, sounds, and architectural form. Capturing this multiplicity, however, is difficult.
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Port Cities and Crisis: Reflections on What COVID-19 Revealed

2 Nov 2020
By Josef Konvitz

It is commonplace to say that crises reveal latent strengths and weaknesses. When the COVID-19 epidemic of 2020 hit, economies had barely returned to their pre-2008 level, meaning a net loss of several years of growth. Shipping is responsible for most of the world's trade, yet the growth of world trade, usually a leading indicator, was already lagging behind economic growth. Since circa 1990, probably due to climate change, natural catastrophes in coastal cities and regions have increased in cost and intensity. The worst is yet to come: rising sea levels affect nearly 1 billion people. We like to say that the weather is unpredictable, but now it seems as if forecasting the planet's future on the basis of global warming is less risky than predicting when international trade and travel will return to 2019 levels. Port cities face two different time-lines: one short-term, economic, the other medium-to-long term, environmental. Win-win solutions good for both will be rare.
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The Role of Port City Images in the Development of Maritime Mental Maps

26 Oct 2020
Winnie Goldsteen

Port cities have been a source of inspiration for painters through time. The dynamic life and diversity within these cities has sparked the imagination of artists and has resulted in a large number of port-related imagery like paintings and photographs. These images often focus on the waterfront where the city and water connect, and on port infrastructures representing maritime practices. Paintings with such a perspective are important pieces in collections of maritime museums worldwide.
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Oil in Oil (and Other Art Media): Painting the Petroleum Port

20 Oct 2020
Carola Hein
From the 1850s onward, petroleum took the world by storm. Following industrial drilling in Canada and North America in 1858 and 1859; in the early decades, it was particularly popular as lighting oil. Whereas the oil industry depends on water both for the refining process and for transportation, many early oil companies sited petroleum storage and refineries near rivers and in port cities. Old and new ports - Philadelphia, Rotterdam, Dunkirk, Abadan - offered ideal conditions for storage and refining, and were well located to serve as hubs in the emerging global network of oil. Artists noticed the new structures, and their admiration and curiosity were visible in their artwork. Heads of corporations and public leaders used the depictions for promotion, and perhaps decorated their offices with them.
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Taking Sustainable Port Development Seriously: Serious Gaming in the Port of Rotterdam

21 Sep 2020
Maurice Jansen

Screenshot of Port Constructor

Many ports in the world are pivots of social dilemmas, such as coastal protection versus port expansion, attractive urban housing versus port activities, jobs versus automation, fossil versus renewable energy, and logistics efficiency versus strict border control. Such dilemmas can easily lead to conflicts if not managed well. In a mature port cluster, conflicting interests are usually accommodated by a settlement of differences, which is the outcome of a negotiation process. This approach suggests that the quality of cluster performance is a product of a zero-sum game - the gain for one goes at the expense of the other - or even a negative-sum game, when parties cannot come to an agreement at all. The biggest challenge of the 21st century is the development and implementation of methods that at the same time strengthen the economy and improve the environment, while making optimal use of the available space for port activities. One of these methods is serious gaming, which allows for better understanding of social dilemmas and mechanisms that drive decision making behaviour.
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The Color of Protection: Greening Port Cities in an Era of Rising Tides

7 Sep 2020
Andrew Littlejohn Ports, and their neighboring cities, are dense concatenations of infrastructures. Many of these are things enabling other things to move. Ships bear their loads through bays and, when heading inland, canals; at docks, stevedores load the wares onto lorries, which carry them along roads and across bridges; and all the while, pipes channel water, oil, or gas to and from facilities. Indeed, from a certain point of view these ports themselves appear infrastructures. They are nodes through which many things we use must pass on their way from sea to land; the connections established by these flows make such interior areas what they are. However, as noted in our recent call for papers, port cities also host another type of infrastructure. These are things not facilitating flows inland but preventing them, like seawalls, dikes, and other coastal defense structures. The latter aim, as I have written about previously (Littlejohn 2020), to 'saturate' space, meaning ensure control by confining all parts and parties to their 'proper' places (most notably the sea and rivers, which must be kept separate from the land).
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Writing Port Cities

19 Aug 2020
Carola Hein

This blog post was written for the PORTUS online magazine of RETE
In Invisible Cities, Italo Calvino famously imagined Marco Polo describing imaginary cities to Kublai Khan. Reflecting on his home city of Venice, he "put together, piece by piece, the perfect city," a city that is "discontinuous in space and time" [1]. The image of the contemporary port city similarly emerges from multiple pieces: port authorities promote the port's efficiency and future potential; local governments advertise the heritage value of historical waterfronts and old portequipment as part of urban sustainability in all its facets; and artists and the general public write up and photograph these places. Collectively, these multiple groups create locality-specific port cultures across time.
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Beirut Blast: A port city in crisis

On 4 th of August 2020, the Lebanese capital and port city, Beirut, was rocked by a massive explosion that has killed hundreds and injured thousands more, ravaging the heart of the city's nearby downtown business district and neighbouring housing areas, where more than 750,000 people live. The waterfront neighbourhood and a number of dense residential neighbourhoods in the city's eastern part were essentially flattened. Lebanese Government officials believe that the blast was caused by around 2,700 tonnes of ammonium nitrate stored near the city's cargo port without proper control for six years.
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The role of port cities in building a sustainable shared future: The Union for the Mediterranean Action Plan for Sustainable Urbanisation

The Mediterranean has long been at the heart of urban and rural development in all of its bordering countries. Sea-based trade and exchange has fuelled the development of numerous cities on the coast, on rivers and in the hinterland. Current challenges, from the climate crisis to migration, have put the Mediterranean again into focus. The COVID-19 crises shines additional light on the need for close collaboration in the fields of spatial and economic development, including port and port-related infrastructures. To provide a framework for sustainable and inclusive urban and regional development for the countries around the Mediterranean is the mission of the Union for the Mediterranean (UfM), an intergovernmental body that brings together all the countries of the European Union and 15 countries from the Southern and Eastern Mediterranean. On 22 May 2017, at the Second Ministerial Conference of the Union for the Mediterranean (UfM) in Cairo, the UfM has enacted the "Union for the Mediterranean Urban Agenda" (UfM, 2017). Since 2018, a team from the Delft University of Technology (Roberto Rocco, Remon Rooij, Carola Hein) has elaborated an Action Plan for Sustainable Urbanisation around the Mediterranean for the UfM.
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The Post-Covid Time: A Post-Normal or Pre-Environmental Time?

The European Green Deal, discussed in a previous blog post, offers a wide range of climate policies and measures. However, due to the current pandemic, the European Commission and Parliament have delayed the Green Deal's adoption. As of July 2020, the main topic preoccupying national leaders is the economic renewal of the European Union and consensus over the economic Recovery Package. These discussions are complex given the timing, the economic situation and the lack of convergence between actors. Moreover, they obscure the legal necessity to act upon existing agreements, from local to supranational levels, to mitigate environmental damage.
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Mapping Maritime Mindsets: Towards a Shared Methodology

13 Jul 2020
Yvonne van Mil, Vincent Baptist, Thomas van den Brink, Tianchen Dai, Hilde Sennema

The PortCityFutures team aims to study port city ecosystems and the concepts of ' maritime mindsets, port city cultures and values ' from a variety of disciplinary angles. In our subgroup, consisting of four PhD researchers and one postdoc, we assess various mapping techniques (geo-spatial, socio-cultural and mental mapping) to move towards a shared research methodology. In a blog series under the title 'Mapping Maritime Mindsets', we will monitor, document and share our research progress on mapping port city regions, and especially address the theoretical and methodological issues that we face during the process. Moreover, we ask guest writers to reflect on related themes and projects.
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Port cities as hubs of diversity and inclusivity: The case of Rotterdam

7 Jul 2020
This blog post was written for the Leiden-Delft-Erasmus magazine June 2020

Port cities are a particular type of territory and are often long-standing examples of resilience, bringing opportunities, wealth, and innovation to their nations and their citizens. They have developed at the crossroads of international trade and commerce and the intersection of sea and land. Flows of people through trade and migration have played a key role in their spatial, social and cultural development. Their strong local identities share legacies of diversity and cosmopolitanism, but also of colonialism and segregation. The Qingjing Mosque in Quanzhou, Fujian speaks of the exchange between Arabia and China along the maritime silk road. Hanseatic cities stand as an example of far-flung networks with districts for foreign traders-think of the German merchants who established Bryggen, the German dock, in Bergen, now a UNESCO world heritage site.
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A Guggenheim effect for Rotterdam South side?

Rotterdam-Zuid, a district that has grown near and along with the port of Rotterdam on the South side of the River Maas, is lacking behind in terms of economic growth and prosperity compared to the city district on the North bank. In terms of unemployment, income levels, education performance, and value of real estate, Rotterdam-Zuid performs worse on key performance indicators than Rotterdam as a whole and scores lowest compared to Amsterdam, The Hague and Utrecht, the three other major cities in The Netherlands[1]. For years, a national pact of institutional stakeholders have made considerable efforts to improve this urban area and make it more livable and attractive. South is slowly but surely catching up, but arguably as a function of the development of the North ( EVR 2020). The river is not just a physical barrier, there are also institutional barriers. What can the port city of Rotterdam do to involve 'South' and to realize its ambition for an inclusive and productive city? Does the South need a Guggenheim effect - a major overhaul through large investments in culture, such as done in Bilbao with the Guggenheim Museum - to incentivize larger urban redevelopments?
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Researching Historical Entertainment Culture across Port Cities: Why 'Pleasurescapes' Matter for 'PortCityFutures'

'Where people have fun, encounter happens. Where encounters take place, change begins. Are pleasurescapes in port cities Europe's true driving forces after all?'
The tagline of the HERA-funded project ' Pleasurescapes: Port Cities' Transnational Forces of Integration ', which looks into entertainment spaces of European port cities throughout recent history, suggests that this research topic has been rather neglected up to now. The 'Pleasurescapes' project proposes to (re)discover this theme within a collaborative European framework. For a long time, historical research that dealt with port cities has favored traditional maritime-industrial perspectives in investigating these particular urban hubs. Over the past few years, however, more publications have come out that focus on the socio-cultural significance and legacies of ports, and that offer new, creative approaches to study port city identities and representations (see among others Van de Laar 2013; Mah 2014; Beaven, Bell and James 2016; and Milne 2016). The 'Pleasurescapes' project intends to further build on these research directions, while also incorporating a significant influence from the field of cultural studies, to put the spotlight on past public spaces of entertainment in European port cities.
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Measuring health in port cities

Urban public health is extraordinarily relevant currently, but health in port cities holds a critical place in history, too. Monitoring potential epidemics in port cities in the 19 th century was critical to long distance trade. In 1878 New Orleans a sailor "jumped quarantine," introduced yellow fever to the city, and sparked an epidemic killing thousands. Public health debates in port cities continue as shipping brings together people, goods, and foreign microbes. Air pollution from ships and industries affect the neighboring areas. The port city of Rotterdam is an ideal place to explore the impacts of port activities on health and environmental justice. Interdisciplinary research by Bachelor students at Leiden University College provides examples of methodologies and outcomes connected to health and inequality in Rotterdam.
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The Port City's 'Cine-scapes'

Cinema acts as a significant mediator between urban reality and the imaginary sensory experience of the fictive world. Viewing the city through the lens of a camera enables us to build new narratives. Films have captured port cities within the flows of, goods, people, and ideas, making them ever-present in shared memories, historical narratives and urban nostalgia. Cultural production plays a role in the on-going construction of local port cultures, whether films, festivals, music, literature, theater, advertisements, or events. Telling the story of the port city - its past, present, and future; its buildings and its people - contributes strongly to the creation of port city cultures.[i] The big screen can help viewers to perceive complex port city regions, learning from their history, understanding cultural values and developing shared urban narratives to tackle the upcoming challenges. In a broader sense, port city's 'Cine-scape'-to use a term coined by Richard Koeck,[ii] puts the cinematic approach to port cities into the spotlight.
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Who owns the city after all? Can sea cruise tourism help develop Amsterdam as a 'City in Balance'?

The city and region of Amsterdam, together with the historical and cultural sights of the city, offers excellent facilities for ocean cruises, which contributes greatly in economic growth and employment. Meanwhile, a significant value conflict (Mager, 2020) exists among stakeholders. To deal with 'over-tourism' and maintain a 'City in Balance ' (City of Amsterdam, 2016; Municipality of Amsterdam, 2019), since late 2010s the city has endeavored to take measures to reduce the number of budget travelers, and attract more higher-paying tourists (Aalbers & Sabat, 2012; Kavaratzis & Ashworth, 2007).
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New Neapolis: A Creative Teaming Up of Port Cities

In January 2020, Rotterdam-based artist Gyz La Rivière released a new film project, entitled New Neapolis, in which he connects his Dutch hometown to three other European port cities: Liverpool, Marseille and Naples. Grouped together, they form 'New Neapolis', building on the ancient name of Naples that meant 'new city'. Following an earlier book publication of the same name, and accompanied by an exhibition, La Rivière conceived New Neapolis as a metropolitan league that turns the national underdog position of all its members into an advantage. Compared to the stately capitals London, Paris and Rome, New Neapolis builds on the international network of the port cities and their inhabitants' traditional 'can do'-mentality to strive for a shared, utopian future.
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Maritime Mindsets of Rotterdam's Port Communities

23 Apr 2020
Sarah Sannen

Rotterdam is a major port city of The Netherlands, with a colourful history of trade, war and immigration. As the port of Rotterdam, the biggest port in Europe, has largely moved out of the city, the City of Rotterdam aims to compensate for this with festivals, museums and other events to engage and strengthen the maritime mindset. This institutionalised and heavily funded approach is centred on securing Rotterdam's reputation as a globally leading port city. There is more than a top-down intervention to construct a maritime mindset. Smaller communities near the port itself have their own. They are further from the main hub of activity and political centre, have less centralised funding and are not a priority in the City's strategy. But that wouldn't tell the whole story.
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The European Green Deal: New Opportunities for Port Cities?

With the European Green Deal made public last December, the new European Commission took the first steps to transforming Europe into the first climate neutral continent by 2050. The Green Deal offers a wide range of climate policies and measures that directly affect European cities and citizens. Whereas port cities are high polluters and important economic concentrations, they are not mentioned in the European Green Deal as such. However, to make the ''effective and fair transition'' that the Commission aims for, port cities could make a difference as they concentrate key economic and industrial facilities and are key to the EU's long-term economic competitiveness.
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Change of perspective: value-based deliberations for improved port-city relations

3 Apr 2020
Tino Mager In the course of the 20th century, some port cities, especially larger ones, have experienced an increasing separation of their port and city areas. Not only are they spatially separating from each other; they also follow different agendas in economic, ecological and cultural terms. At times, communication between port and city can be severely impaired due to diverging interests, for example, when port and city leaders respectively pursue diverging agendas in terms of energy generation, for example from fossil or renewable sources. Port cities around the world face these dualities, some captured in the visualization of PortCityFutures. For the benefit of the larger port city region, they need to find answers that benefit both actors. A first step towards a shared perspective is through the development of shared values. As members of the PortCityFutures group, we argue that port and city actors can better negotiate, and find solutions for their differing interests, when they focus on underlying values.
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Are Cities, Ports, and Port Cities Systems? From Optimizing to Co-Creating Resilience

In the context of rising sea levels, "resilience" is a growing priority for many ports and cities. Resilience typically refers, as Olsson et al write, to a system's ability to cope with stress. How much stress the infrastructures, institutions, and inhabitants of cities and ports-and port cities-can absorb is certainly an important question. However, there are limits to how far those governing and managing them can, or should, think of them as "systems". Perhaps the most important issue is whether or not what we call "society" actually functions like a system-or, put differently, the kind of "system" imagined by engineers, industrial ecologists, and others drawing on resilience theory to design spatial, institutional, and social measures. Social scientists, including anthropologists, have long criticized such thinking's implicit functionalism: the assumption that we can break society into parts, with distinct functions, that when properly aligned can reach equilibrium. These theories lend themselves easily to managerial approaches: all one needs to do is optimize the system. However, they neglect how our societies often do not, in fact, fit neatly together.
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Port City Resilience: (Re-)Connecting Spaces, Institutions and Culture

17 Mar 2020
Carola Hein

Ports and cities and their surrounding regions coexist in a limited, shared space; today, they face multiple challenges, including climate change, energy transitions, digitization, or social transformations. These challenges require coordinated responses from all stakeholders: port authorities, city and regional governments, private and public actors, as well as NGOs and citizens. Historically, such collaborations are a trade mark of port cities around the world, their public and private stakeholders displaying great capacity for overcoming challenges meaningfully, forcefully and rapidly. Together, such stakeholders have dealt with a broad range of external and internal shocks to the advantage of both their ports and the neighboring cities.
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Current and upcoming issues discussed by our PortCityFutures members and relations This blog is a communal effort of the PortCityFutures members. It displays different types of content, such as reviews of articles, opinionated pieces, reactions on current events and many more. Most articles are co-written to ensure the incorporation of knowledge from different backgrounds and disciplines.

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(Augenzwinkernde) Karte, möglicher Gesprächsanlass?
Klick: https://www.reddit.com/r/MapPorn/comments/9l1vi0/horizontal_population_distribution_in_europe_oc/

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r/MapPorn - Horizontal population distribution in Europe [OC]

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925 votes and 77 comments so far on Reddit

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Transformation, Strukturwandel: Risiko der Automatisierung von Berufen

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Transformation, Strukturwandel: Risiko der Automatisierung von Berufen

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Interaktives Diagramm; Idee: zur Identifizierung von zukunftsfähigen Standorten?

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Higher Risk of Job Automation in Lower Paying Jobs | Created with Datawrapper

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COVID-19 aus Perspektive des Globalen Südens

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COVID-19 aus Perspektive des Globalen Südens

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Vergleich (engl.) zwischen den Implikationen der Ebola-19-Epidemie und der COVID-Pandemie legt interessante Aspekte von "Entwicklung" offen.

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Debating Ideas is a new section that aims to reflect the values and editorial ethos of the African Arguments book series, publishing engaged, often radical, scholarship, original and activist writing from within the African continent and beyond. It will offer debates and engagements, contexts and controversies, and reviews and responses flowing from the African Arguments books.

In February 2020, we were still following the case numbers of the Ebola Virus Disease (EVD) epidemic in North Kivu, Eastern Congo, which by then were finally coming down. At the same time, we were also following the news of the Covid-19 pandemic which had spread within China and thereafter in Europe and in the US. By then, most African governments, just as those in Europe or the US weeks before, were still seeing it as a distant problem and no measures had been taken in preparation.

On March 3, the last patient with the Ebola was discharged in North Kivu Province, the epidemic having lasted more than two years. On March 10, the first case of Covid-19 was confirmed in Kinshasa. It took two weeks for the authorities to take a firm decision to lock down the city, prohibit mobility between the capital and other provinces, and ban access to Congolese territory for any international flight. Panic set in for most Congolese citizens who felt they had never experienced such a global crisis before.

Moving from one crisis to the next raises the question: what can be learned from the Ebola epidemic for the Covid-19 pandemic? Are inhabitants of the most affected regions better prepared for Covid-19? Will the lessons learnt from the Ebola epidemic help citizens in the entire country to adapt to the new pandemic too? What are the similarities and differences between these two epidemics or pandemic?

We stress that such comparisons are crucial to anticipate the impact of the Covid-19 pandemic in the country and through which measures it can be averted. However, the remarkable speed of the Covid-19 pandemic, which seems to outpace its own future, makes it almost impossible to anticipate with certainty what might come next. In fact, this moment of uncertainty in the Covid-19 pandemic reminds us of the many unexpected developments in the Ebola epidemics - most notability the emergence of mistrust - for which the emergency response was not fully prepared. As we write this commentary, a new EVD death has been reported in North Kivu province after slightly more than 20 days. Such flare-ups are anticipated. They nonetheless raise the question of whether more cases will emerge and if the emergency response still passes the test of being trusted, which it eventually earned, in order to contain this flare-up quickly.

The most important comparisons, as we maintain in this commentary, are those comparisons that citizens themselves do in order to assess the government's response, make sense of the situation, and act accordingly. One of the crucial insights we gained from our recently conducted research project 'Humanizing the design of the Ebola response in eastern DRC' (August 2019-January 2020; funded by the R2HC Elhra programme) is the following: there is a tendency in social science research during humanitarian crises to adopt the perspectives and terminologies of public health interventions to assess citizens' behaviours and perceptions, and how they might be corrected. This tendency blatantly ignores the fact that those targeted by the emergency response also evaluate and assess the rationality of public health measures. In this respect, mistrust is not only rooted in traditional beliefs or conspiracy theory but is also formed by citizens' assessment of the rationality of the emergency response to the EVD epidemic. Taking these comparisons and assessments seriously is crucial for understanding to what extent people will adapt to the current Covid-19 pandemic.

Hence for this piece we draw on a series of interviews conducted for the radio station of the Pole Institute, 'Pole FM radio', in which we asked residents in the two Eastern Congolese cities Goma and Beni how they are preparing to protect themselves against Covid-19. The answers illuminate how the experience of living through the EVD epidemic shapes individuals' and communities' responses to Covid-19.

A young woman, for instance, who works as a receptionist in a local hotel told us:

' With Coronavirus, I am much more alert than with Ebola. At my workplace, we have increased basic hygiene measures taken against Ebola fivefold. We learned that Corona is more virulent. So, the situation we have experienced with Ebola has allowed us to be much more careful and conscientious in the event of an epidemic. '

A similar comparison is provided by a vendor in Himbi district of Goma who told us that in retail outlets and pharmaceutical stores, disinfectant gels have become rare; everyone wants to get them to ensure their personal hygiene. As he explained:

' When Ebola started, the sale of disinfectant products was very low, we hardly sold them. But when the epidemic worsened, we sold them more and more, but we had never reached the level of sale we are reaching now since the announcement of the Corona virus in Kinshasa. Our stocks are empty and we do not hesitate to replenish them again. This really proves that Ebola has helped us a lot to realise the importance of protecting ourselves by disinfecting our hands and our environment. '

As these two accounts suggest, for residents in Goma, Covid-19 poses a greater threat than EVD. In fact, in the case of Covid-19, citizens have not waited for funding from NGOs to raise awareness or take important preventative measures. Head teachers decided to close their schools even before the government officially declared that all public spaces should be closed down and most NGOs in Goma bought masks and distributed them to their staff a week before the state of emergency and the closure of the borders on March, 24. People are painfully aware that Covid-19 response measures, like hand washing, self-isolation, or social distancing presume a working infrastructure that ensures the availability of water, electricity, and, more importantly, food supplies. Hence, it is simply not possible to implement these measures to the same degree in the Democratic Republic of Congo as in Europe since access to basic services is still poor. The faster this pandemic and the restrictions are over, the better.

Most respondents agree that the transmission of Covid-19 will be far more difficult to control and contain than in the case of the EVD epidemic and that Covid-19 poses a greater risk of spreading quickly over the entire country. Indeed, at this very moment, the cases have a greater geographical span than was the case in the recent and past Ebola epidemics in the country. After the first Covid-19 cases in Kinshasa, six more cases were detected in Beni and in Goma, making the people aware of the highly dynamic spatial spread compared to the Ebola epidemic.

This raises an another important question, as Paul Richards has been pointing out for the case of Sierra Leone: to what extent can the capacities of resilience and innovation that emerged out of the creative adaptation to the Ebola epidemic in North Kivu and Ituri provinces inform the country-wide response to the Covid-19 pandemic?

On the institutional level, the national government has rapidly put systems in place to control travellers and promote hand washing, especially at the border, in the airports, etc. Moreover, the laboratories established during the EVD epidemic are now used for testing of Covid-19. It is planned that Covid-19 screening will soon become possible in the laboratories of Goma and Lubumbashi. Such measures leave the impression that citizens and authorities know the mechanisms they learned from the Ebola epidemic. So far, people testing positive for Covid-19 are put under quarantine without any serious contestation from communities, unlike during the Ebola epidemic. Therefore, one of the most relevant experiences the country learned from the Ebola outbreak is the targeted quarantining of all categories of Covid-19 patients. Furthermore, there seems to be a fairly strong social, administrative, health, political and epidemiological memory that can allow the country to fight against Covid-19. In particular the leadership of the epidemiologist Professor Jean-Jacques Muyembe, who was in charge of the Ebola response and who is now in charge of Covid-19 measures, seems to contribute significantly to lessen the panic of citizens.

Nonetheless, and this is another central insight from our research on the EVD epidemic, it is also crucial to situate the above-mentioned comparisons between EVD and Covid-19. As our interlocutors told us during the research: 'Chaque cas, chaque village a ses réalités'. Each case, family, or village has its own reality. Epidemics are contingent upon a multiplicity of factors, which at times confront the emergency response with unexpected challenges. It is crucial to note that the Ebola epidemic was concentrated in North Kivu province and Ituri province, which in everyday parlance is called the Greater North ('le Grand Nord'). Goma, the capital of North Kivu province, had only one EVD case. More importantly it has been relatively stable compared to the epicentres of the EVD epidemic, where an ongoing war was palpably inhibiting the emergency response. The national capital, Kinshasa, is 1,700 kilometres and politically even further away from the epicentres of the Ebola epidemic.

Hence, asked if people in Beni would take the measures for Covid-19 seriously after having lived through the Ebola epidemic, a medical doctor, with whom we worked during the Ebola epidemic, told us that:

' because the area has been affected by Ebola it has certain advantages over other unaffected areas. The population is used to check points and the majority of households have handwashing facilities, which they use correctly. At the entrance of public places, you can find hand washing devices and thermo flashes to take the temperature. This is a significant achievement for the people of Beni. So, the population is already prepared as far as these measures to limit contamination are concerned.'

Another research informant from the local association of taxi drivers told us that they had already held meetings to develop guidelines for all taxi drivers to implement the recommended protection measures.

' Although this is a financial loss for us, we quickly became aware of the risk, and no longer want to experience the same drama. ... We can say that the population of Beni will not mount resistance to Corona [protection measures], thanks to the strong sensitisations to which it was exposed during the epidemic of the Ebola Virus Disease. Discussions with these populations in Beni help to understand how Ebola experience has contributed to the production of knowledge on serious diseases and how it can spread in the community. With this new acquired knowledge, the population is much more proactive, and more able and willing than before to prevent, manage and avoid the disease.'

These accounts suggest that the Ebola epidemic has indeed raised awareness and probably also compliance. The last comment about not wanting to experience 'the same drama' again makes another crucial point. A comparison of EVD and Covid-19 has to consider that the history of the EVD epidemic in this region is also a history of unpreparedness shaped by a multiplicity of factors: cancelled elections, attacks by armed groups, deteriorated state-society relations and political marginalisation. In total, the EVD epidemic lasted for more than two years despite the availability of effective treatment and vaccines. After the first Ebola case was confirmed in August 2018 and the emergency response was rolled out, the relationship between those mounting the response and the communities deteriorated steadily fostering mistrust and even violent resistance. We regularly heard extreme comments like 'Ebola does not exist, it is only an invention to make money from Western people'; 'Ebola is business', 'we will not wash our hands and we will not die from it'; or 'you who believe it, do it.' These sentences had become slogans in the streets, public places and some debates. Mistrust and resistance reduced from August 2019 onwards after the emergency response started to learn to adapt to the communities too and started to take seriously people's expectations of fair and decent treatment. For example, accommodating people's expectations in the area of staff recruitment and payment was crucial to address the conviction that Ebola is nothing more than business. Creative adaptations like the decentralisation of care and treatment were also initiated to reduce mistrust (Shuchman 2019; Park et al. 2020). However, these adaptations came late and only after resistance and mistrust had become rampant.

In this regard we note a certain discord in the way in which information on Coronavirus is being disseminated by political and health authorities in the country, such that once again the population starts to doubt the information provided by these authorities. Moreover, in the face of inconsistencies in communication, which bring the whole response system into disrepute, a very large part of the population will search for other sources of information, with the risk of a high level of disinformation which in turn might exacerbate panic among the people. Preventing this panic requires trust, especially in those who have the responsibility of informing the population and responding to the crisis. So far it does not look bad in Congo, but everything depends on contingent events.

During the Ebola epidemic, both international and Congolese experts realised quite late that the dominant approach in biomedicine, the transfer of medical knowledge and instructions for action, was not sufficient to create trust. The three dynamics that made it difficult to control the Ebola outbreak in North Kivu are also crucial for the Covid-19 response: the undersupply of medicines for other diseases, the problematic practice of centralised and quarantine-oriented treatment centres that hindered social contact and thus the flow of communication, and the population's long and existential experience of state neglect and violence. Addressing these problems means creating trust by taking both people's assessment of the rationality of the emergency response and their multiple realities seriously.
References
Park, S.-J., Morisho, N., Muhindo, K.W., Anoko, J., Gobat, N., Brown, H. and Borchert, M., 2020, 'What do adaptations tell us about the production of trust? Shifting the "burden of change" from people to the response', Humanitarian Exchange: Special Feature Responding to Ebola in the Democratic Republic of Congo 22: 24-26.

Shuchman, M., 2019, 'NGOs push for decentralised Ebola treatment in Dr Congo', The Lancet 393: 2110-11.

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Same but Different? A Comparison of Ebola Virus Disease and Covid-19 After the Ebola Epidemic in Eastern DRC (2018-20) | African Arguments

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Debating Ideas is a new section that aims to reflect the values and editorial ethos of the African Arguments book series, publishing engaged, often radical, scholarship, original and activist writing from within the African continent and beyond. It will offer debates and engagements, contexts and controversies, and reviews and responses flowing from the African Arguments books.

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Interessanter Ansatz, um über Entwicklung nachzudenken? Welche Projekte haben warum den größten Nutzen?

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This story is part of a group of stories called

Finding the best ways to do good.

Giving to charity is great, not just for the recipients but for the givers, too.

But it can be intimidating to know how to pick the best charity, especially when there are thousands of worthy causes to choose from. Here are a few simple tips that can help.

1) Check in with charity recommenders

It's of course possible to research charity options yourself, but it's probably better to outsource that labor to a careful, methodologically rigorous charity recommender like GiveWell. ( Charity Navigator and Guidestar can be useful resources too, but theydon't try to rank charities or assess which do the most good for the lowest cost.)

GiveWell currently lists eight top charities, listed in order of their funding needs. If you can only support one, they advise that you support the Malaria Consortium, which "can use funding most effectively in the near term."

Malaria Consortium, which helps distribute preventative antimalarial medication to children (a program known as "seasonal malaria chemoprevention").

Against Malaria Foundation, which buys and distributes insecticidal bed nets, primarily in sub-Saharan Africa but also in Papua New Guinea.

Helen Keller International, which provides technical assistance to, advocates for, and funds vitamin A supplementation programs in sub-Saharan Africa, which reduce child mortality.

Evidence Action's Deworm the World Initiative, END Fund, and Sightsavers, which all work on deworming programs to prevent parasitic infections.

GiveDirectly, which directly distributes donations to poor people in Kenya and Uganda, to spend as they see fit.

Schistosomiasis Control Initiative (SCI), which also does deworming work, but which GiveWell recommends refraining from donating to until they give more information on their near-term funding needs.

GiveWell chose those charities based on how much good additional donations would do, not necessarily how good the groups are overall; in other words, these are organizations that can put new funding to use, rather than sitting on it.

GiveWell takes that factor seriously. In 2013, it revoked its recommendation of Against Malaria on the grounds that the charity had not spent enough of the money it already raised. In 2014, GiveWell judged that Against Malaria once again had room for more funding, and restored it on the recommendation list. So you can expect Against Malaria, and the other recommended charities, to spend anything you donate effectively and reasonably promptly.

The group also takes disconfirming research seriously. In 2017, it recommended Evidence Action's No Lean Season, which offers no-interest loans to farmers in Bangladesh during the "lean season" between planting rice and harvesting it; the loans are conditional on a family member temporarily moving to a city or other area for short-term work. But a subsequent randomized evaluation found that the program didn't actually spur people to migrate or increase their incomes, and GiveWell and Evidence Action then agreed that it should no longer be a top charity; Evidence Action stopped soliciting funds for it and later shut it down.

GiveWell recommends that, if you want to maximize your giving, you give through GiveWell to dispense the money at its discretion; GiveWell gets regular information on which highly effective charities need more money and which ones don't, and can direct donations more efficiently than an individual donor. But if you're not comfortable giving through GiveWell, giving directly to any of the eight is fantastic.

2) Pick charities with research-based strategies

GiveWell's recommendations rely heavily on both evaluations done by charitable organizations and existing research literature on the kind of intervention the charities are trying to conduct.

For example, its recommendations of SCI, Sightsavers, the END Fund, and Deworm the World are based on research suggesting that providing children with deworming treatments could improve educational, economic, and other outcomes.

Research from the Poverty Action Lab at MIT suggests that giving away insecticidal bed nets for free - as the Against Malaria Foundation does - is vastly more effective than charging even small amounts for them.

And while cash certainly has its limits, hundreds of studies have found largely positive effects for the kind cash transfers that GiveDirectly distributes.

3) Give abroad

It's really hard to adequately express how much richer developed nations like the US are than developing ones like Kenya, Uganda, and other countries targeted by GiveWell's most effective charities. We still have extreme poverty, in the living-on-$2-a-day sense, but it's comparatively pretty rare and hard to target effectively. The poorest Americans also have access to health care and education systems that are far superior to those of developing countries. Giving to charities domestically is admirable, of course, but if you want to get the most bang for your buck in terms of saving lives, reducing illness, or improving overall well-being, you're going to want to give abroad.

Years ago, GiveWell actually looked into a number of US charities, like the Nurse-Family Partnership program for infants, the KIPP chain of charter schools, and the HOPE job-training program. It found that all were highly effective but were far more cost-intensive than the best foreign charities. KIPP and the Nurse-Family Partnership cost more than $10,000 per child served, while deworming programs like SCI's and Deworm the World's generally cost between $0.25 and $1 per child treated.

Alternatively, you could consider giving to non-humans. Animal charities, particularly those engaged in corporate pressure campaigns to better the treatment of farm animals, chickens in particular, can be effective in improving animal welfare. The charity evaluations in this area are much younger and less methodologically rigorous than GiveWell's, but Animal Charity Evaluators has named four animal groups that may be effective causes for donations:

4) If you do give locally, you can still consider impact

For years I would advocate to friends that they donate abroad, or to animal-specific charities, since their donation was likelier to have a concrete near-term impact there than in a human-based US charity, given how much money it costs to meaningfully help a resident of a rich country.

But I usually got a lot of pushback. People want to give to their specific communities, or particular causes they're passionate about for personal reasons (like curing a disease that killed a loved one, say). And they often want to use charity as a way to connect with broader trends in the news - by, say, donating to help provide representation for immigrant children on the US-Mexico border.

For years I didn't have much to say to that, other than to add that it's of course fine to give to your community and personal causes; this guide is mostly meant to offer alternate suggestions if you don't have existing philanthropic interests and are curious for ways to help.

But a new nonprofit has given some new, useful tools to people in this camp. ImpactMatters, co-founded by social entrepreneur Elijah Goldberg and economist Dean Karlan, attempts to quantify the bang-for-the-buck provided by charities in several different sectors. But whereas GiveWell is pretty opinionated about cause areas - it pushes hard toward charities that save lives or dramatically improve financial well-being - ImpactMatters isn't.

So you can specify that your goal is, say, to provide a night of shelter for a person experiencing homelessness, and ImpactMatters will provide you with a menu of nonprofits and their cost-per-night-of-housing. Fellowship Deliverance Ministries in Georgia, for instance, is estimated to provide a night of shelter for $2 per person. You can also narrow down by where you want to give: here's a list of San Francisco-specific charities, for instance.

ImpactMatters just launched for the 2019 giving season. And it has already sparked a bit of concern in some corners of the philanthropy world. Julia Coffman, director of the Center for Evaluation Innovation, had a thoughtful critique on Twitter, arguing that trying to quantify impact like this is "too reductionist" and that "Since many direct service orgs also do systems change, I worry cost-effectiveness in relation to impact penalizes orgs that expend $ addressing systemic and structural factors that affect both their clients' needs and their ability to deliver services in a cost-effective way."

That's fair - giving for societal change is really hard to do and even harder to evaluate. The causal inference behind ImpactMatters' estimates is also necessarily limited; they can't run whole experiments to evaluate the cost-effectiveness of every single charity, so instead they build detailed models to try to approximate an estimate of each charity's impact ( here's their methodology for emergency shelters for people experiencing homelessness, for instance).

But for a certain set of donors, ImpactMatters is a useful tool that might point them in the direction of nonprofits they hadn't known about previously, and which are doing good in their specific areas.

5) Consider meta-charities

Another option is giving to groups like GiveWell, Innovations for Poverty Action, the Life You Can Save, Giving What We Can, and 80,000 Hours that evaluate development approaches/charities and encourage effective giving. Suppose that every dollar given to Giving What We Can - which encourages people to pledge to donate at least 10 percent of their income until retirement - results in $1.20 in donations to the Against Malaria Foundation. If that's the case, then you should give to Giving What We Can until the marginal effect on donations to Against Malaria hits $1 or lower.

"If they can turn a dollar of donations into substantially more than a dollar of increased donations to effective charities, isn't that the best use of my money?" asks Jeff Kaufman, a software developer who with his wife, the fantastic effective altruism activist and organizer Julia Wise, gives about half his income to effective charities and meta-charities.

6) Saving lives isn't everything

If you only care about reducing early mortality and giving people more years to live, then you should give all your donations to the the Malaria Consortium, Helen Keller International or the Against Malaria Foundation. Malaria is a frequently fatal disease, and cost-effective interventions to reduce malaria infection are a great way to save lives. Similarly, Vitamin A supplementation, like HKI does, is an effective way of reducing child mortality.

But the rest of the charities GiveWell recommends don't mainly focus on reducing mortality. Quality of life matters, too. Parasitic infections hamper children's development and education, which can have negative consequences lasting decades. Having increased access to cash may not extend the life of a GiveDirectly recipient, but it does make life considerably more pleasant.

7) Don't give to a big charity

You'll notice that all of the charities GiveWell recommends are reasonably small, and some big names are absent. That's not an accident. In general, charity effectiveness evaluators are skeptical of large relief organizations, for a number of reasons.

Large organizations tend to be less transparent about where their money goes and also likelier to direct money to disaster relief efforts, which are usually less cost-effective, in general, than public health programs. "Overall, our impression is that your donation to these organizations is very hard to trace, but will likely supplement an agenda of extremely diverse programming, driven largely by governments and other very large funders," writes GiveWell co-founder Holden Karnofsky.

8) Maybe just give money directly to poor people

For years one of my primary charities was GiveDirectly, which is the only cause outside public health to get GiveWell's top rating, and, to my knowledge, the only charity devoted to unconditional cash transfers. I gave to them partly because there's a large body of research on the benefits of cash transfers, which I find quite compelling.

(I have ceased donating to them since Future Perfect started and instead give to GiveWell's top charities bucket, as a way to avoid conflicts of interest as I write more about charity. I view the GiveWell option as equivalent to investing in index funds to avoid any bias as a business reporter.)

But I donated to GiveDirectly mostly because I didn't trust myself to know what the world's poorest people need most. I've been profoundly lucky to never experience the kind of extreme poverty that billions of people worldwide have to endure. I have no idea what I would spend a cash transfer from GiveDirectly on if I were living on less than $2 a day in Uganda. Would I buy a bed net? Maybe! Or maybe I'd buy an iron roof. Or school tuition for loved ones. Or cattle.

But you know who does have a good sense of the needs of poor people in Uganda? Poor people in Uganda. They have a very good idea of what they need. Do they sometimes misjudge their spending priorities? Certainly; so do we all. And bed nets and deworming treatments appear to be underpurchased relative to the actual need for them. But generally, you should only give something other than cash if you are confident you know the recipients' needs better than they do. With the exception of bed nets - which really do seem underprovided when they're just put up for sale rather than given away for free - I'm not confident of that. So I gave cash.

As the World Bank's Jishnu Das once put it, "'Does giving cash work well' is a well-defined question only if you are willing to say that 'well' is something that WE, the donors, want to define for families whom we have never met and whose living circumstances we have probably never spent a day, let alone a lifetime, in." If you're not willing to say that, then you should strongly consider giving cash.

9) Give what you can (though if you can spare it, pledging to give 10 percent of your income would be fantastic)

One of the hardest problems in philanthropy is deciding how much to donate.

There are some people who argue the correct answer, unless you're near the end of your life, is nothing: you should, on this view, not give to charity during your career, and instead save as much of your money as possible and donate it when you die (my colleague Kelsey Piper explains why this is probably not a good approach).

Another approach is to "earn to give": take a high-paying job, typically in finance or tech, and give a huge share, like 40 to 50 percent, of your earnings away.

I wrote about people who do this back in 2013, and I know that many of the people I profiled still earn-to-give; for them, at least, this is a sustainable option. It's a really good career option if you like working in finance and tech, but frankly it's not the best option for most people, and there are a lot of amazing jobs - in scientific research, in the private sector, in direct charity or nonprofit or government work - where the typical person can do more good than they could by using their career as a mechanism through which to generate donation money.

So I suggest a more moderate course. I've signed the Giving What We Can pledge, which commits members to donating 10 percent of their annual income to highly effective charities. That is a totally reasonable number, comparable to alms in many religions, that requires relatively minimal sacrifice relative to what earn-to-give people do.
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Even if 10 percent is too much for you, though, don't despair. Giving $1 is better than giving $0. Perhaps the most important thing is to just get into the groove of donating, to make it a habit. I use direct deposit on my paychecks to make most of my charitable contributions, just so it's extremely automatic and hard for me to avoid doing. Going from not giving to giving a little, regularly, is a huge positive step.

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These are the charities where your money will do the most good

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Finding the best ways to do good. Giving to charity is great, not just for the recipients but for the givers, too. But it can be intimidating to know how to pick the best charity, especially when there are thousands of worthy causes to choose from.

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Der Globale Süden zwischen Chinese leadership und SDGs?

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Der Globale Süden zwischen Chinese leadership und SDGs?

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Lohnendes Hintergrundwissen für den #Entwicklungsdiskurs im #GeoUnterricht der Sek. II?
Mögliche Perspektive auf konkrete Raumbeispiele?

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EXECUTIVE SUMMARY

MAIN ARGUMENT

Under Xi Jinping, China has become more vocal about its dissatisfaction with the existing international order. Whereas its posture used to be mostly defensive, it has recently engaged in a more forward-leaning, assertive effort to reshape the system. Xi is confident in China's growing material power but is aware that the country still lacks "discourse power"-the ability to exert influence over the formulations and ideas that underpin the international order. Although the Chinese leadership has mobilized intellectual resources to fill this gap, it has not explicitly laid out an alternative vision of what the world should look like. However, a close reading of ongoing internal discussions and debates suggests that China's vision for a future system under its helm draws inspiration from traditional Chinese thought and past historical experiences. The collective intellectual effort reflects a yearning for partial hegemony, loosely exercised over large portions of the "global South"-a space that would be free from Western influence and purged of liberal ideals. The contours of this new system would not be traced along precise geographic or ideological lines but be defined by the degree of deference that those within China's sphere of influence are willing to offer Beijing.

POLICY IMPLICATIONS

The Chinese leadership's efforts to increase China's discourse power should not be dismissed or misconstrued as mere propaganda or empty slogans. Rather, they should be seen as evidence of the leadership's determination to alter the norms that underpin existing institutions and put in place the building blocks of a new international system coveted by the Chinese Communist Party.

The Chinese leadership's critique of the existing international order reveals its unswerving objection to the values on which this order has been built. At stake is not only the predominant position of the U.S. in the current system but more importantly the potential erosion of fundamental human rights, freedom of thought and expression, and self-government around the world.

The Chinese Communist Party seems to envision a new world order in which China enjoys only partial hegemony rather than rules the world. Nonetheless, a dual-centered system could eventually materialize in which emerging and developing countries may yet again become the battleground for global influence among great powers.

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EXECUTIVE SUMMARY MAIN ARGUMENT Under Xi Jinping, China has become more vocal about its dissatisfaction with the existing international order. Whereas its posture used to be mostly defensive, it has recently engaged in a more forward-leaning, assertive effort to reshape the system.

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"'Entwicklungshilfe' hilft nicht, aber Migration hilft"

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"'Entwicklungshilfe' hilft nicht, aber Migration hilft"

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Interview-Video als möglicher Impuls zum Perspektivwechsel auf das Thema Migration.
Regionales Beispiel Südamerika - Nordamerika.

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Will more US aid stem the tide of migrants fleeing Central America's economic crisis? | Fox News Video

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Insight from economist and NYU professor William Easterly.