Climate change impacts on crop yield: evidence from China.

When estimating climate change impact on crop yield, a typical assumption is constant elasticity of yield with respect to a climate variable even though the elasticity may be inconstant. After estimating both constant and inconstant elasticities with respect to temperature and precipitation based on provincial panel data in China 1980-2008, our results show that during that period, the temperature change contributes positively to total yield growth by 1.3% and 0.

The recreational value of different winter conditions in Oslo forests: a choice experiment.

Cross-country skiing is important to many Norwegians as exercise and recreation during winter. The most heavily used areas for cross-country skiing are the forests near the capital city Oslo. Here, observed and predicted climate change lead to reduced snow days.

Global-scale seasonally resolved black carbon vertical profiles over the Pacific.

[1] Black carbon (BC) aerosol loadings were measured during the High-performance Instrumented Airborne Platform for Environmental Research Pole-to-Pole Observations (HIPPO) campaign above the remote Pacific from 85°N to 67°S. Over 700 vertical profiles extending from near the surface to max ∼14 km altitude were obtained with a single-particle soot photometer between early 2009 and mid-2011. The data provides a climatology of BC in the remote regions that reveals gradients of BC concentration reflecting global-scale transport and removal of pollution.

Why herd size matters - mitigating the effects of livestock crashes.

Analysing the effect of pastoral risk management strategies provides insights into a system of subsistence that have persevered in marginal areas for hundreds to thousands of years and may shed light into the future of around 200 million households in the face of climate change. This study investigated the efficiency of herd accumulation as a buffer strategy by analysing changes in livestock holdings during an environmental crisis in the Saami reindeer husbandry in Norway. We found a positive relationship between: (1) pre- and post-collapse herd size; and (2) pre-collapse herd size and the number of animals lost during the collapse, indicating that herd accumulation is an effective but costly strategy.

Global-mean temperature change from shipping toward 2050: improved representation of the indirect aerosol effect in simple climate models.

We utilize a range of emission scenarios for shipping to determine the induced global-mean radiative forcing and temperature change. Ship emission scenarios consistent with the new regulations on nitrogen oxides (NO(x)) and sulfur dioxide (SO(2)) from the International Maritime Organization and two of the Representative Concentration Pathways are used as input to a simple climate model (SCM). Based on a complex aerosol-climate model we develop and test new parametrizations of the indirect aerosol effect (IAE) in the SCM that account for nonlinearities in radiative forcing of ship-induced IAE.

Climate effects of emission standards: the case for gasoline and diesel cars.

Passenger transport affects climate through various mechanisms involving both long-lived and short-lived climate forcers. Because diesel cars generally emit less CO(2) than gasoline cars, CO(2) emission taxes for vehicle registrations and fuels enhance the consumer preference for diesel cars over gasoline cars. However, with the non-CO(2) components, which have been changed and will be changed under the previous and upcoming vehicle emission standards, what does the shift from gasoline to diesel cars mean for the climate mitigation? By using a simple climate model, we demonstrate that, under the earlier emissions standards (EURO 3 and 4), a diesel car causes a larger warming up to a decade after the emissions than a similar gasoline car due to the higher emissions of black carbon and NO(X) (enhancing the O(3) production).

Alternative "global warming" metrics in life cycle assessment: a case study with existing transportation data.

The Life Cycle Assessment (LCA) impact category "global warming" compares emissions of long-lived greenhouse gases (LLGHGs) using Global Warming Potential (GWP) with a 100-year time-horizon as specified in the Kyoto Protocol. Two weaknesses of this approach are (1) the exclusion of short-lived climate forcers (SLCFs) and biophysical factors despite their established importance, and (2) the use of a particular emission metric (GWP) with a choice of specific time-horizons (20, 100, and 500 years). The GWP and the three time-horizons were based on an illustrative example with value judgments and vague interpretations.

Growth in emission transfers via international trade from 1990 to 2008.

Despite the emergence of regional climate policies, growth in global CO(2) emissions has remained strong. From 1990 to 2008 CO(2) emissions in developed countries (defined as countries with emission-reduction commitments in the Kyoto Protocol, Annex B) have stabilized, but emissions in developing countries (non-Annex B) have doubled. Some studies suggest that the stabilization of emissions in developed countries was partially because of growing imports from developing countries.

Quantifying the air quality cobenefits of the clean development mechanism in China.

The Clean Development Mechanism's (CDM) contribution to sustainable development in host countries has come under criticism in recent years. Yet, there are no detailed country-wide estimates of air quality cobenefits from CDM projects. In this paper, we estimate the SO(2), PM(2.

Consistency between satellite-derived and modeled estimates of the direct aerosol effect.

In the Intergovernmental Panel on Climate Change Fourth Assessment Report, the direct aerosol effect is reported to have a radiative forcing estimate of -0.5 Watt per square meter (W m(-2)), offsetting the warming from CO2 by almost one-third. The uncertainty, however, ranges from -0.

Global temperature responses to current emissions from the transport sectors.

Transport affects climate directly and indirectly through mechanisms that cause both warming and cooling of climate, and the effects operate on very different timescales. We calculate climate responses in terms of global mean temperature and find large differences between the transport sectors with respect to the size and mix of short- and long-lived effects, and even the sign of the temperature response. For year 2000 emissions, road transport has the largest effect on global mean temperature.

Climate forcing from the transport sectors.

Although the transport sector is responsible for a large and growing share of global emissions affecting climate, its overall contribution has not been quantified. We provide a comprehensive analysis of radiative forcing from the road transport, shipping, aviation, and rail subsectors, using both past- and forward-looking perspectives. We find that, since preindustrial times, transport has contributed approximately 15% and 31% of the total man-made CO2 and O3 forcing, respectively.