Climate change is here - we all need to do our part
“Climate change is here - we all need to do our
part.”
Monday 23rd
September 2019.
Press Release: Citizens Environmental Advocacy
Centre
Climate change is
happening.
CEAC –
compendium facts tribute to ‘Climate Change
Week’
https://www.stuff.co.nz/science/115098866/exceptionally-rare-warming-above-antarctica-may-be-affecting-nzs-weather
• So
how do we get more out of life by using less energy and
lower the air pollution/emissions that is increasing global
warming?
ANSWER; Use public transport
and rail freight rather than the National Party policy to
commit 90% of all NZ’s freight task to road freight but
this Government (EY) 2016 transport study shows we need far
more rail use.
https://www.kiwirail.co.nz/assets/Uploads/documents/70bd71037f/The-Value-of-the-Rail-in-New-Zealand.pdf
http://www.scoop.co.nz/stories/PO1908/S00391/ceac-supports-tribunal-criticism-of-crown-freshwater-failure.htm
On
August 29th 2019 CEAC wrote an article showing how
our rural area was exposed from overuse of truck freight
that will cause road runoff pollutants into our waterways
now since (quote) ‘our environment is
now increasing with more trucks carrying all stock,
aggregate, fertilser, supplies for farming, eg; fencing,
draining pipes, earthmoving equipment, aggregate, stock
feed, and many other supplies, so history now tells us that
these trucks are also causing more carbon/emissions and
pollutants from ‘road runoff of effluent, and vehicle
contaminants’ EG; tyre dust, brake/clutch oil/exhaust
pollutants as discussed in our press release.’
(unquote)
• How can we reduce (micro-plastics) along with other pollutant impacts to our steams/rivers/lakes/aquifers/drinking water/coastal regions?
IMPORTANT TO CONSIDER;
We must also stop the discharge of those tyre dust micro-plastics ‘road runoff’ into our coastal estuaries as this allows the microplastics to be carried by tidal/current flows to our polar ice shelves and snowfields which will increase snow and ice melting as a team of German scientists two weeks ago discovered tyre particulates have been discovered ice the polar snow and icecaps. https://phys.org/news/2017-02-tiny-plastic-particles-tyres-clogging.html
https://onlinelibrary.wiley.com/doi/full/10.1002/app.45701
While
NZ could become a world leader by finally producing the
first ‘new commercially available ‘eco-friendly vehicle
tyre composition’ since it has been science tested but yet
to go into production,
‘Eco-friendly vehicle tyre
composition’ has been on the scientific horizon and has
been known since 2001, - so why is it not in widespread use
by now?
Perhaps ‘Big Oil’ felt it would damage their
financial status after an oil free component vehicle tyre
may be popular as they can be made of grass, trees, corn,
and perhaps no petrochemicals may be needed to build the
first “Eco-tyre?
(QUOTE) “According to the
Rubber Manufacturers Association, each tire produced takes 7
gallons of oil”
These two documents
provide the evidence to show about “road dust from tyres
is an overlooked pollutant of our waterways.
Tyre dust is
micro-plastics.
https://ec.europa.eu/environment/integration/research/newsalert/pdf/277na4_en.pdf
https://pubs.acs.org/doi/abs/10.1021/es400871j
• If the world is to limit the effects of global
warming, drastic changes must be made and the
Intergovernmental Panel on Climate Change (IPCC) report https://www.ipcc.ch/sr15/
Executive Summary.
• All must be taken
seriously now along with; “Comparison of Tire and
Road Wear Particle Concentrations in Sediment for Watersheds
in France, Japan, and the United States by Quantitative
Pyrolysis GC/MS Analysis” report on sediments for
watersheds.
https://pubs.acs.org/doi/abs/10.1021/es400871j
QUOTE:
“Comparison of Tire and Road Wear Particle
Concentrations in Sediment for Watersheds in France, Japan,
and the United States by Quantitative Pyrolysis GC/MS
Analysis
Abstract
Impacts of
surface runoff to aquatic species are an ongoing area of
concern. Tire and road wear particles (TRWP) are a
constituent of runoff, and determining accurate TRWP
concentrations in sediment is necessary in order to evaluate
the likelihood that these particles present a risk to the
aquatic environment. TRWP consist of approximately equal
mass fractions of tire tread rubber and road surface mineral
encrustations. Sampling was completed in the Seine (France),
Chesapeake (U.S.), and Yodo-Lake Biwa (Japan) watersheds to
quantify TRWP in the surficial sediment of watersheds
characterized by a wide diversity of population densities
and land uses. By using a novel quantitative pyrolysis-GC/MS
analysis for rubber polymer, we detected TRWP in 97% of the
149 sediment samples collected. The mean concentrations of
TRWP were 4500 (n = 49; range = 62-11 600), 910 (n = 50;
range = 50-4400) and 770 (n = 50; range = 26-4600) g/g
d.w. for the characterized portions of the Seine, Chesapeake
and Yodo-Lake Biwa watersheds, respectively. A subset of
samples from the watersheds (n = 45) was pooled to evaluate
TRWP metals, grain size and organic carbon correlations by
principal components analysis (PCA), which indicated that
four components explain 90% of the variance. The PCA
components appeared to correspond to (1) metal alloys
possibly from brake wear (primarily Cu, Pb, Zn), (2) crustal
minerals (primarily Al, V, Fe), (3) metals mediated by
microbial immobilization (primarily Co, Mn, Fe with TOC),
and (4) TRWP and other particulate deposition (primarily
TRWP with grain size and TOC). This study should provide
useful information for assessing potential aquatic effects
related to tire service life.
‘Impacts of
surface runoff to aquatic species are an ongoing area of
concern. Tire and road wear particles (TRWP) are a
constituent of runoff, and determining accurate TRWP
concentrations in sediment is necessary in order to evaluate
the likelihood that these particles present a risk to the
aquatic environment.” UNQUOTE
This is very definitive study results using GCMS technology and we are at serious risk of extreme watershed pollution from road runoff using all road freight and public transport, and this is why CEAC is advocating use of rail.
https://ec.europa.eu/environment/integration/research/newsalert/pdf/277na4_en.pdf
According to the European Commission Environmental Integration Research the road dust (tyre dust) evidence is confirmed under the heading “Road dust; an overlooked pollutant.”
Many
scientific studies have linked particulate air pollution to
daily death rates in cities. However, most have focused
either on fine particles (less than 2.5 micrometres (µm)
diameter), which originate from vehicle exhausts, or on the
combined effect of all particles under 10µm diameter,
collectively termed PM10.
The total
amount of PM10 is regulated under EU law, but the effects of
coarse particles (2.5-10µm) are less well known, although
laboratory studies suggest that short-term exposure may have
serious health effects. In Stockholm, measures to reduce non
tail-pipe emissions have included banning the use of private
cars with studded tires in some streets to reduce road
wear.
The road material is also
important - as the harder it is, the lower the emissions
(but this results in more noise than soft asphalt). In the
new study, Swedish researchers calculated the concentration
of coarse particles at a roof-top monitoring station in
central Stockholm, using the difference between measurements
of PM10 and PM2.5. They compared the daily averages of
coarse particles for 2000-2008 with the number of daily
deaths (excluding deaths due to external causes), using
information from the Swedish Cause of Death
Register.
There were 93,398 deaths
during the study period, or, on average, 28.4 per day, and
on average coarse particles made up 42% of total PM10
concentration. The researchers found that an increase in the
coarse particle concentration of 10µg/m3 , resulted in a
1.7% increase in the daily death rate.
This relationship was associated with average
levels on the day before death and the actual day,
indicating a short-time lag. When these results were
corrected for the presence of fine particles and other
pollutants (ozone and carbon monoxide), the estimated effect
of coarse particles decreased a little, but was still higher
than the estimated effect of fine particles.
The increase in daily death rate was higher in
late winter and spring (November-May) than in summer and
autumn (Jun-Oct): 1.69% compared to 1.31%. This corresponded
to higher coarse particle levels during this period;
concentrations of over 20µg/m3 were found on 148 days
during November-May compared to just four days at other
times of year.
Although this study
does not examine causes of death, experimental studies have
linked exposure to coarse particles with pulmonary
inflammation, impairment of the nervous system and
development of cardiac arrhythmias. Having already accounted
the effect of factors such as weather (temperature and
humidity) on daily mortality, the researchers attribute the
higher concentrations of coarse particles during
November-May to a greater amount of suspended road sediment
caused by the use of studded winter tyres, road salt and
traction sand in winter.
Previous
studies have found that road dust accounts for up to 90% of
PM10 during winter in Stockholm. These results suggest that,
alongside vehicle exhausts, exposure to coarse particles via
road traffic is an important public health concern. The
researchers recommend that the coarse particle fraction of
PM10 is controlled separately under EU legislation to
prevent exceeding maximum PM10 limits, particularly in
cities where studded tyres are used.
Reducing the use of studded tires by imposing
fines in cities has been a successful way to reduce coarse
particles in countries such as Norway, but in other
countries where the sources are much more diverse and less
obvious, there is a lack of efficient abatement strategies.
Sources of coarse particles that are difficult to control
include wear of brake linings, wear of tires and desert dust
transported to cities (such as in Spain) from nearby arid
(desert) areas. Source: Meister, K. Johansson, C. &
Forsberg, B. (2011) Estimated short-term effects of coarse
particles on daily mortality in Stockholm, Sweden.
Environmental Health Perspectives. DOI
10.1289/ehp.1103995.
This study is
free to view at: http://ehp03.niehs.nih.gov/article/info%3Adoi%2F10.1289%2Fehp.1103995
Contact: kadri.meister@envmed.umu.se Theme(s):
Air pollution, Environment and health, Urban environments
Road dust: an overlooked urban pollutant
a landmark report from the
Intergovernmental Panel on Climate Change (IPCC) says.
.
QUOTE;
https://www.ipcc.ch/sr15/
Executive
Summary
This chapter frames the context,
knowledge-base and assessment approaches used to understand
the impacts of 1.5°C global warming above pre-industrial
levels and related global greenhouse gas emission pathways,
building on the IPCC Fifth Assessment Report (AR5), in the
context of strengthening the global response to the threat
of climate change, sustainable development and efforts to
eradicate poverty.
Human-induced warming reached
approximately 1°C (likely between 0.8°C and 1.2°C)
above pre-industrial levels in 2017, increasing at 0.2°C
(likely between 0.1°C and 0.3°C) per decade
(high confidence). Global warming is defined
in this report as an increase in combined surface air and
sea surface temperatures averaged over the globe and over a
30-year period. Unless otherwise specified, warming is
expressed relative to the period 1850–1900, used as an
approximation of pre-industrial temperatures in AR5. For
periods shorter than 30 years, warming refers to the
estimated average temperature over the 30 years centred on
that shorter period, accounting for the impact of any
temperature fluctuations or trend within those 30 years.
Accordingly, warming from pre- industrial levels to the
decade 2006–2015 is assessed to be 0.87°C (likely
between 0.75°C and 0.99°C). Since 2000, the estimated
level of human-induced warming has been equal to the level
of observed warming with a likely range of ±20%
accounting for uncertainty due to contributions from solar
and volcanic activity over the historical period (high
confidence). {1.2.1}
Warming greater than the
global average has already been experienced in many regions
and seasons, with higher average warming over land than over
the ocean (high confidence). Most land
regions are experiencing greater warming than the global
average, while most ocean regions are warming at a slower
rate. Depending on the temperature dataset considered,
20–40% of the global human population live in regions
that, by the decade 2006–2015, had already experienced
warming of more than 1.5°C above pre-industrial in at least
one season (medium confidence). {1.2.1,
1.2.2}
Past emissions alone are unlikely
to raise global-mean temperature to 1.5°C above
pre-industrial levels (medium confidence),
but past emissions do commit to other changes, such as
further sea level rise (high confidence). If all
anthropogenic emissions (including aerosol-related) were
reduced to zero immediately, any further warming beyond the
1°C already experienced would likely be less than
0.5°C over the next two to three decades (high
confidence), and likely less than 0.5°C on a
century time scale (medium confidence), due to the
opposing effects of different climate processes and drivers.
A warming greater than 1.5°C is therefore not geophysically
unavoidable: whether it will occur depends on future rates
of emission reductions. {1.2.3, 1.2.4}
1.5°C
emission pathways are defined as those that, given current
knowledge of the climate response, provide a one- in-two to
two-in-three chance of warming either remaining below 1.5°C
or returning to 1.5°C by around 2100 following an
overshoot. Overshoot pathways are characterized by
the peak magnitude of the overshoot, which may have
implications for impacts. All 1.5°C pathways involve
limiting cumulative emissions of long-lived greenhouse
gases, including carbon dioxide and nitrous oxide, and
substantial reductions in other climate forcers (high
confidence). Limiting cumulative emissions requires
either reducing net global emissions of long-lived
greenhouse gases to zero before the cumulative limit is
reached, or net negative global emissions (anthropogenic
removals) after the limit is exceeded. {1.2.3, 1.2.4,
Cross-Chapter Boxes 1 and 2}
This report assesses
projected impacts at a global average warming of 1.5°C and
higher levels of warming. Global warming of 1.5°C
is associated with global average surface temperatures
fluctuating naturally on either side of 1.5°C, together
with warming substantially greater than 1.5°C in many
regions and seasons (high confidence), all of which
must be considered in the assessment of impacts. Impacts at
1.5°C of warming also depend on the emission pathway to
1.5°C. Very different impacts result from pathways that
remain below 1.5°C versus pathways that return to 1.5°C
after a substantial overshoot, and when temperatures
stabilize at 1.5°C versus a transient warming past 1.5°C
(medium confidence). {1.2.3, 1.3}
Ethical
considerations, and the principle of equity in particular,
are central to this report, recognizing that many of the
impacts of warming up to and beyond 1.5°C, and some
potential impacts of mitigation actions required to limit
warming to 1.5°C, fall disproportionately on the poor and
vulnerable (high confidence). Equity has
procedural and distributive dimensions and requires fairness
in burden sharing both between generations and between and
within nations. In framing the objective of holding the
increase in the global average temperature rise to well
below 2°C above pre-industrial levels, and to pursue
efforts to limit warming to 1.5°C, the Paris Agreement
associates the principle of equity with the broader goals of
poverty eradication and sustainable development, recognising
that effective responses to climate change require a global
collective effort that may be guided by the 2015 United
Nations Sustainable Development Goals.
{1.1.1}
Climate adaptation refers to the actions
taken to manage impacts of climate change by reducing
vulnerability and exposure to its harmful effects and
exploiting any potential benefits. Adaptation takes
place at international, national and local levels.
Subnational jurisdictions and entities, including urban and
rural municipalities, are key to developing and reinforcing
measures for reducing weather- and climate-related risks.
Adaptation implementation faces several barriers including
lack of up-to-date and locally relevant information, lack of
finance and technology, social values and attitudes, and
institutional constraints (high confidence).
Adaptation is more likely to contribute to
sustainable development when policies align with mitigation
and poverty eradication goals (medium confidence).
{1.1, 1.4}
Ambitious mitigation actions are
indispensable to limit warming to 1.5°C while achieving
sustainable development and poverty eradication (high
confidence). Ill-designed responses, however,
could pose challenges especially – but not exclusively –
for countries and regions contending with poverty and those
requiring significant transformation of their energy
systems. This report focuses on ‘climate-resilient
development pathways’, which aim to meet the goals of
sustainable development, including climate adaptation and
mitigation, poverty eradication and reducing inequalities.
But any feasible pathway that remains within 1.5°C involves
synergies and trade-offs (high confidence).
Significant uncertainty remains as to which pathways are
more consistent with the principle of equity.
{1.1.1,
1.4}
Multiple forms of knowledge, including
scientific evidence, narrative scenarios and prospective
pathways, inform the understanding of 1.5°C. This
report is informed by traditional evidence of the physical
climate system and associated impacts and vulnerabilities of
climate change, together with knowledge drawn from the
perceptions of risk and the experiences of climate impacts
and governance systems. Scenarios and pathways are used to
explore conditions enabling goal-oriented futures while
recognizing the significance of ethical considerations, the
principle of equity, and the societal transformation needed.
{1.2.3, 1.5.2}
There is no single answer to the
question of whether it is feasible to limit warming to
1.5°C and adapt to the consequences. Feasibility
is considered in this report as the capacity of a system as
a whole to achieve a specific outcome. The global
transformation that would be needed to limit warming to
1.5°C requires enabling conditions that reflect the links,
synergies and trade-offs between mitigation, adaptation and
sustainable development. These enabling conditions are
assessed across many dimensions of feasibility –
geophysical, environmental-ecological, technological,
economic, socio-cultural and institutional – that may be
considered through the unifying lens of the Anthropocene,
acknowledging profound, differential but increasingly
geologically significant human influences on the Earth
system as a whole. This framing also emphasises the global
interconnectivity of past, present and future
human–environment relations, highlighting the need and
opportunities for integrated responses to achieve the goals
of the Paris Agreement. {1.1, Cross-Chapter Box 1}
Clearly climate change is here. - We all
collectively need to do our part.
CEAC.