The preparation of urban adaptation plans in Poland required application of tools, hitherto rarely used in geographical sciences. One of them is the risk matrix, the application of which originates from management science. The original application of the risk matrix is the business environment. The first prepared municipal plan for adaptation in Poland is The Climate Change adaptation strategy for the city of Warsaw by 2030 (The City of Warsaw 2019). The ongoing analytical work related to the preparation of this plan for adaptation was completed with the preparation of the draft strategy in 2017. The preparation of the draft took place during a workshop held with a group of stakeholders, called the Warsaw Climate Change Adaptation Roundtable (the so-called “WOSAK”). During this workshop, a risk matrix was used for the first time to determine climate risk in Warsaw. Subsequently, the method was used in other cities in Poland. This paper will present the basis for the application of the risk matrix method, in the assessment of a city’s climate risk. The results and evaluation of the application of the method in the city’s adaptation plans prepared so far by the team of the Institute for Sustainable Development Foundation, will also be presented.

W artykule przedstawiono metodę obliczenia emisji gazów cieplarnianych z transportu osobowego w Warszawie na podstawie wyników systematycznie prowadzonego badania ankietowego Barometr Warszawski. Uzyskane wyniki dla roku 2015 porównano do dwóch innych dostępnych oszacowań dla tego okresu. Sumaryczna emisja w przedstawionej metodzie jest bardzo zbliżona do wcześniejszych opracowań i wynosi niewiele ponad 1,4 mln kg CO2eq. Znaczne różnice ujawniają się jednak na poziomie rozbicia na środki transportu – transport indywidualny wydaje się być znacznie przeszacowany, zaś zbiorowy niedoszacowany. W artykule omówiono możliwe źródła różnic oraz przedstawiono rekomendacje mogące prowadzić do zwiększenia wiarygodności prezentowanej metody. GHG emissions of pasanger transport in Warsaw based on the Warsaw Barometer data This paper presents a method for calculating greenhouse gas emissions from passenger transport in Warsaw based on the results of the systematically conducted Warsaw Barometer survey. The results obtained for 2015 were compared to two other available estimates for this period. The total emissions in the presented method are very similar to previous studies and amount to just over 1.4 million kg CO2eq. However, significant differences emerge at the level of the breakdown by mode of transport – individual transport appears to be significantly overestimated, while collective transport appears to be underestimated. The article discusses the possible sources of the differences and makes recommendations that could lead to an increase in the reliability of the method presented.

The city is characterised by a specific climate. Depending on the type of land use, the characteristics of the land cover, such as colour and the permeability of the surface, or the construction materials used in the urban space - there are locally large horizontal and vertical differences in air temperature in the city, defined by the local energy balance of the surface area. The varies are represented by the topoclimatic units. Each of the topoclimatic types can be characterised by a specific sensitivity to the occurrence of high air temperature, which has its direct impact on the parameters of thermal bioregulation of an individual living in the urban space. The analysis of topoclimatic conditions is presented on the example of two towns near Warsaw: Mińsk Mazowiecki and Wołomin. We then demonstrate the relationship between topoclimate and human thermal stress under conditions of high and extremely high air temperature. We present how targeted actions in urban space can shape topoclimates and consequently mitigate the effects of heat waves. These measures are of considerable importance in the context of adaptation to forecast climate change. In our opinion, modelling of human thermal stress should be one of the key parameters in spatial planning, among others, as a part of health risk management.

This article presents the results of the calculation of energy and CO2 emission intensities in relation to the unit of passenger transport activity for various modes of public transport, cars and motorcycles for Warsaw in 2015. The results are compared with similar information from other countries and regions that comes from international comparisons and are summarized in this article. The results for Warsaw show that intensity indicators are comparable to other cities, with noteworthy lowintensity indicators for city public transport buses. An important achievement of the author is calculation of the energy and CO2 emission intensities for various modes of transport in Polish conditions and for a single city: Warsaw. GHG EMISSIONS AND TRANSPORT ENERGY INTENSITYEnrgy use in transport has become one of the most studied topics since the 1970s and first oil peak. Gradually, technologies and laws were upgraded, so that cars, trains and other modes of transport could become less energy-consuming and, at the same time, more environmentally friendly. In fact, initially, energy efficiency of vehicles was enforced by the air pollution regulations, which started with the 1970s USA Clean Air Act. Europe followed with regulations in this respect in the early 1970s with United Nations Economic Commission for Europe (UNECE) Regulation 15 amendments. Since the 1990s, this trend has increased with acceleration of climate change and the need to mitigate emissions of greenhouse gases (GHGs). The emissions of greenhouse gases, especially CO2, usually go hand in hand with the energy consumption of a given mode of transport; therefore, this led to an additional boost to increase the energy efficiency of transport and further to minimize the energy intensity of various modes of transport. Nowadays, some of the most important indicators of transport environmental performance are energy and GHG emission intensities. Many times, GHG emission intensity is limited only to CO2, which, for most modes of transport, except aviation [15], contributes the most toward GHG emissions. To fill the gap in calculations of such indicators, the main aim of this article is to show the results of energy and CO2 emission intensity calculations for various modes of transport in the Warsaw transportation system in 2015. Energy and CO2 emission indicatorsThere are many ways to calculate the energy performance of various modes of transport. In various studies, results of these kinds of calculations can be found, shown as energy used divided by different factors such as GDP [19], vehicle use factor (vehicle-km) [3], mass of the transport mode (kilograms) [4,21], unit of transport activity (passenger-km or ton-km) [11,21], load factor (passenger, ton) [24] and population (number of inhabitants) [7,17]. Leaving the discussion about the relevancy of