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1.
Erich Roeckner M. A. Giorgetta T. Crueger M. Esch Julia Pongratz 《Climatic change》2011,105(1-2):91-108
Using a coupled climate?Ccarbon cycle model, fossil fuel carbon dioxide (CO2) emissions are derived through a reverse approach of prescribing atmospheric CO2 concentrations according to observations and future projections, respectively. In the second half of the twentieth century, the implied fossil fuel emissions, and also the carbon uptake by land and ocean, are within the range of observational estimates. Larger discrepancies exist in the earlier period (1860?C1960), with small fossil fuel emissions and uncertain emissions from anthropogenic land cover change. In the IPCC SRES A1B scenario, the simulated fossil fuel emissions more than double until 2050 (17 GtC/year) and then decrease to 12 GtC/year by 2100. In addition to A1B, an aggressive mitigation scenario was employed, developed within the European ENSEMBLES project, that peaks at 530 ppm CO2(equiv) around 2050 and then decreases to approach 450 ppm during the twenty-second century. Consistent with the prescribed pathway of atmospheric CO2 in E1, the implied fossil fuel emissions increase from currently 8 GtC/year to about 10 by 2015 and decrease thereafter. In the 2050s (2090s) the emissions decrease to 3.4 (0.5) GtC/year, respectively. As in previous studies, our model simulates a positive climate?Ccarbon cycle feedback which tends to reduce the implied emissions by roughly 1 GtC/year per degree global warming. Further, our results suggest that the 450 ppm stabilization scenario may not be sufficient to fulfill the European Union climate policy goal of limiting the global temperature increase to a maximum of 2°C compared to pre-industrial levels. 相似文献
2.
In this study a scenario model is used to examine if foreseen technological developments are capable of reducing CO2 emissions in 2050 to a level consistent with United Nations Framework Convention on Climate Change (UNFCCC) agreements, which aim at maximizing the temperature rise to 2 °C compared to pre-industrial levels. The model is based on a detailed global environmentally extended supply–use table (EE SUT) for the year 2000, called EXIOBASE. This global EE SUT allows calculating how the final demand in each region drives activities in production sectors, and hence related CO2 emissions, in each region. Using this SUT framework, three scenarios have been constructed for the year 2050. The first is a business-as-usual scenario (BAU), which takes into account population, economic growth, and efficiency improvements. The second is a techno-scenario (TS), adding feasible and probable climate mitigation technologies to the BAU scenario. The third is the towards-2-degrees scenario (2DS), with a demand shift or growth reduction scenario added to the TS to create a 2 °C scenario. The emission results of the three scenarios are roughly in line with outcomes of typical scenarios from integrated assessment models. Our approach indicates that the 2 °C target seems difficult to reach with advanced CO2 emission reduction technologies alone.
Policy relevance
The overall outlook in this scenario study is not optimistic. We show that CO2 emissions from steel and cement production and air and sea transport will become dominant in 2050. They are difficult to reduce further. Using biofuels in air and sea transport will probably be problematic due to the fact that agricultural production largely will be needed to feed a rising global population and biofuel use for electricity production grows substantially in 2050. It seems that a more pervasive pressure towards emission reduction is required, also influencing the basic fabric of society in terms of types and volumes of energy use, materials use, and transport. Reducing envisaged growth levels, hence reducing global gross domestic product (GDP) per capita, might be one final contribution needed for moving to the 2 °C target, but is not on political agendas now. 相似文献
3.
The expected growth in the demand for passenger and freight services exacerbates the challenges of reducing transport GHG emissions, especially as commercial low-carbon alternatives to petroleum fuels are limited for shipping, air and long-distance road travel. Biofuels can offer a pathway to significantly reduce emissions from these sectors, as they can easily substitute for conventional liquid fuels in internal combustion engines. In this paper, we assess the potential of bioenergy to reduce transport GHG emissions through an analysis leveraging various integrated assessment models and scenarios, as part of the 33rd Energy Modeling Forum study (EMF-33). We find that bioenergy can contribute a significant, albeit not dominant, proportion of energy supply to the future transport sector: in scenarios aiming to keep the temperature increase below 2 °C by the end of the twenty-first century, models project that in 2100 bioenergy can provide on average 42 EJ/yr (ranging from 5 to 85 EJ/yr) for transport (compared to 3.7 EJ in 2018), mainly through lignocellulosic fuels. This makes up 9–62% of final transport energy use. Only a small amount of bioenergy is projected to be used in transport through electricity and hydrogen pathways, with a larger role for biofuels in road passenger transport than in freight. The association of carbon capture and storage (CCS) with bioenergy technologies (BECCS) is a key determinant in the role of biofuels in transport, because of the competition for biomass feedstock to provide other final energy carriers along with carbon removal. Among models that consider CCS in the biofuel conversion process the average market share of biofuels is 21% in 2100 (ranging from 2 to 44%), compared to 10% (0–30%) for models that do not. Cumulative direct emissions from the transport sector account for half of the emission budget (from 306 to 776 out of 1,000 GtCO2). However, the carbon intensity of transport decreases as much as other energy sectors in 2100 when accounting for process emissions, including carbon removal from BECCS. Lignocellulosic fuels become more attractive for transport decarbonization if BECCS is not feasible for any energy sectors. Since global transport service demand increases and biomass supply is limited, its allocation to and within the transport sector is uncertain and sensitive to assumptions about political as well as technological and socioeconomic factors.
相似文献4.
A. Potgieter H. Meinke A. Doherty V. O. Sadras G. Hammer S. Crimp D. Rodriguez 《Climatic change》2013,117(1-2):163-179
Climate projections over the next two to four decades indicate that most of Australia’s wheat-belt is likely to become warmer and drier. Here we used a shire scale, dynamic stress-index model that accounts for the impacts of rainfall and temperature on wheat yield, and a range of climate change projections from global circulation models to spatially estimate yield changes assuming no adaptation and no CO2 fertilisation effects. We modelled five scenarios, a baseline climate (climatology, 1901–2007), and two emission scenarios (“low” and “high” CO2) for two time horizons, namely 2020 and 2050. The potential benefits from CO2 fertilisation were analysed separately using a point level functional simulation model. Irrespective of the emissions scenario, the 2020 projection showed negligible changes in the modelled yield relative to baseline climate, both using the shire or functional point scale models. For the 2050-high emissions scenario, changes in modelled yield relative to the baseline ranged from ?5 % to +6 % across most of Western Australia, parts of Victoria and southern New South Wales, and from ?5 to ?30 % in northern NSW, Queensland and the drier environments of Victoria, South Australia and in-land Western Australia. Taking into account CO2 fertilisation effects across a North–south transect through eastern Australia cancelled most of the yield reductions associated with increased temperatures and reduced rainfall by 2020, and attenuated the expected yield reductions by 2050. 相似文献
5.
Martin Achtnicht 《Climatic change》2012,113(3-4):679-697
Motorized individual transport strongly contributes to global CO2 emissions, due to its intensive usage of fossil fuels. Current political efforts addressing this issue (i.e. emission performance standards in the EU) are directed towards car manufacturers. This paper focuses on the demand side. It examines whether CO2 emissions per kilometer is a relevant attribute in car choices. Based on a choice experiment among potential car buyers from Germany, a mixed logit specification is estimated. In addition, distributions of willingness-to-pay measures for an abatement of CO2 emissions are obtained. The results suggest that the emissions performance of a car matters substantially, but its consideration varies heavily across the sampled population. In particular, some evidence on gender, age and education effects on climate concerns is provided. 相似文献
6.
Emissions of Nitrous Oxide and Methane from Conventional and Alternative Fuel Motor Vehicles 总被引：1，自引：0，他引：1
This paper provides estimates of emissions of two important but often not well-characterized greenhouse gas (GHG) emissions related to transportation energy use: methane (CH4) and nitrous oxide (N2O). The paper focuses on emissions of CH4 and N2O from motor vehicles because unlike emissions of CO2, which are relatively easy to estimate, emissions of CH4 and N2O are a function of many complex aspects of combustion dynamics and of the type of emission control systems used. They therefore cannot be derived easily and instead must be determined through the use of published emission factors for each combination of fuel, end-use technology, combustion conditions, and emission control system. Furthermore, emissions of CH4 and N2O may be particularly important with regard to the relative CO2-equivalent GHG emissions of the use of alternative transportation fuels, in comparison with the use of conventional fuels. By analyzing a database of emission estimates, we develop emission factors for N2O and CH4 from conventional vehicles, in order to supplement recent EPA and IPCC estimates, and we estimate relative emissions of N2O and CH4 from different alternative fuel passenger cars, light-duty trucks, and heavy-duty vehicles. 相似文献
7.
L. D. Danny Harvey 《Climatic change》1995,29(1):53-89
The relative costs and CO2 emission reduction benefits of advanced centralized fossil fuel electricity generation, hybrid photovoltaic-fossil fuel electricity generation, and total solar electricity generation with hydrogen storage are compared. Component costs appropriate to the year 2000–2010 time frame are assumed throughout. For low insolation conditions (160 W m–2 mean annual solar radiation), photovoltaic electricity could cost 5–13 cents/kWh by year 2000–2010, while for high insolation conditions (260 W m–2) the cost could be 4–9 cents/kWh. Advanced fossil fuel-based power generation should achieve efficiencies of 50% using coal and 55% using natural gas. Carbon dioxide emissions would be reduced by a factor of 2 to 3 compared to conventional coal-based electricity production in industrialized countries. In a solar-fossil fuel hybrid, some electricity would be supplied from solar energy whenever the sun is shining and remaining demand satisfied by fossil fuels. This increases total capital costs but saves on fuel costs. For low insolation conditions, the costs of electricity increases by 0–2 cents/kWh, while the cost of electricity decreases in many cases for high insolation conditions. Solar energy would provide 20% or 30% of electricity demand for the low and high insolation cases, respectively. In the solar-hydrogen energy system, some photovoltaic arrays would provide current electricity demand while others would be used to produce hydrogen electrolytically for storage and later use in fuel cells to generate electricity. Electricity costs from the solar-hydrogen system are 0.2–5.4 cents/kWh greater than from a natural gas power plant, and 1.0–4.5 cents/kWh greater than from coal plant for the cost and performance assumptions adopted here. The carbon tax required to make the solar-hydrogen system competitive with fossil fuels ranges from $70–660/tonne, depending on the cost and performance of system components and the future price of fossil fuels.Leakage of hydrogen from storage into the atmosphere, and the eventual transport of a portion of the leaked hydrogen to the stratosphere, would result in the formation of stratospheric water vapor. This could perturb stratospheric ozone amounts and contribute to global warming. Order-of-magnitude calculations indicate that, for a leakage rate of 0.5% yr–1 of total hydrogen production -which might be characteristic of underground hydrogen storage - the global warming effect of solarhydrogen electricity generation is comparable to that of a natural gas-solar energy hybrid system after one year of emission, but is on the order of 1% the impact of the hybrid system at a 100 year time scale. Impacts on stratospheric ozone are likely to be minuscule. 相似文献
8.
A combination of linear response models is used to estimate the transient changes in the global means of carbon dioxide (CO2) concentration, surface temperature, and sea level due to aviation. Apart from CO2, the forcing caused by ozone (O3) changes due to nitrogen oxide (NOx) emissions from aircraft is also considered. The model is applied to aviation using several CO2 emissions scenarios, based on reported fuel consumption in the past and scenarios for the future, and corresponding NOx emissions. Aviation CO2 emissions from the past until 1995 enlarged the atmospheric CO2 concentration by 1.4 ppmv (1.7% of the anthropogenic CO2 increase since 1800). By 1995, the global mean surface temperature had increased by about 0.004 K, and the sea level had risen by 0.045 cm. In one scenario (Fa1), which assumes a threefold increase in aviation fuel consumption until 2050 and an annual increase rate of 1% thereafter until 2100, the model predicts a CO2 concentration change of 13 ppmv by 2100, causing temperature increases of 0.01, 0.025, 0.05 K and sea level increases of 0.1, 0.3, and 0.5 cm in the years 2015, 2050, and 2100, respectively. For other recently published scenarios, the results range from 5 to 17 ppmv for CO2 concentration increase in the year 2050, and 0.02 to 0.05 K for temperature increase. Under the assumption that present-day aircraft-induced O3 changes cause an equilibrium surface warming of 0.05 K, the transient responses amount to 0.03 K in surface temperature for scenario Fa1 in 1995. The radiative forcing due to an aircraft-induced O3 increase causes a larger temperature change than aircraft CO2 forcing. Also, climate reacts more promptly to changes in O3 than to changes in CO2 emissions from aviation. Finally, even under the assumption of a rather small equilibrium temperature change from aircraft-induced O3 (0.01 K for the 1992 NOx emissions), a proposed new combustor technology which reduces specific NOx emissions will cause a smaller temperature change during the next century than the standard technology does, despite a slightly enhanced fuel consumption. Regional effects are not considered here, but may be larger than the global mean responses. 相似文献
9.
Aluminium is an energy intensive material with an environmental footprint strongly dependent on the electricity mix consumed by the smelting process. This study models prospective environmental impacts of primary aluminium production according to different integrated assessment modeling scenarios building on Shared Socioeconomic Pathways and their climate change mitigation scenarios. Results project a global average carbon intensity ranging between 8.6 and 18.0 kg CO2 eq/kg in 2100, compared to 18.3 kg CO2 eq/kg at present, that could be further reduced under mitigation scenarios. Co-benefits with other environmental indicators are observed. Scaling aluminium production impacts to the global demand shows total emission between 1250 and 1590 Gt CO2 eq for baseline scenarios by 2050 while absolute decoupling is only achievable with stringent climate policy changing drastically the electricity mix. Achieving larger emission reductions will require circular strategies that go beyond primary material production itself and involve other stakeholders along the aluminium value chain. 相似文献
10.
Global greenhouse gas (GHG) emissions models generally project a downward trend in CO2 emissions from land use change, assuming significant crop yield improvements. For some crops, however, significant yield gaps persist whilst demand continues to rise. Here we examine the land use change and GHG implications of meeting growing demand for maize. Integrating economic and biophysical models at an unprecedented spatial resolution, we show that CO2 emissions from land conversion may rise sharply if future yield growth follows historical trends. Our results show that ~4.0 Gt of additional CO2 would be emitted from ~23 Mha agricultural expansion from 2015 to 2026, under historical yield improvement trends. If yield gaps are closed expeditiously, however, GHG emissions can be reduced to ~1.1 Gt CO2 during the period. Our results highlight the urgent need to close global yield gaps to minimize agricultural expansion and for continued efforts to constrain agricultural expansion in carbon-rich lands and forests. 相似文献
11.
Ralph M. Rotty 《Climatic change》1986,9(3):311-325
Wood continues to be a major fuel source for vast numbers of the world's people. Even in the highly industrialized countries, use of wood and wood wastes as fuel produces a small (in comparison to fossil fuels) but non-negligible amount of CO2. Although information on the worldwide harvest and use of wood is not as complete or as reliable as fossil fuel data, this paper uses what is available and develops annual estimates of CO2 emissions for the period 1968–1983. Woods are separated into two types, coniferous and non-coniferous, and average content and carbon amounts are estimated for each type. Wood utilization is divided into several categories, e.g., fuelwood, lumber, poles, and use of wood wastes as fuels in the lumber and paper industries is included. Results are given for major world regions. In recent years the worldwide CO2 emissions from wood used as fuels is estimated to be about one-tenth as much as CO2 emissions from fossil fuels. This does not include fires in the forests, either associated with forest clearing or those from natural causes. 相似文献
12.
We present and apply a simple bottom–up model for estimating non-energy use of fossil fuels and resulting CO2 (carbon dioxide) emissions. We apply this model for the year 2000: (1) to the world as a whole, (2) to the aggregate of Annex I countries and non-Annex I countries, and (3) to the ten non-Annex I countries with the highest consumption of fossil fuels for non-energy purposes. We find that worldwide non-energy use is equivalent to 1,670 ± 120 Mt (megatonnes) CO2 and leads to 700 ± 90 Mt CO2 emissions. Around 75% of non-energy use emissions is related to industrial processes. The remainder is attributed to the emission source categories of solvent and other product use, agriculture, and waste. Annex I countries account for 51% (360 ± 50 Mt CO2) and non-Annex I countries for 49% (340 ± 70 Mt CO2) of worldwide non-energy use emissions. Among non-Annex I countries, China is by far the largest emitter of non-energy use emissions (122 ± 18 Mt CO2). Our research deepens the understanding of non-energy use and related CO2 emissions in countries for which detailed emission inventories do not yet exist. Despite existing model uncertainties, we recommend NEAT-SIMP to inventory experts for preparing correct and complete non-energy use emission estimates for any country in the world. 相似文献
13.
Previous attempts to estimate the supply of greenhouse gas emission reductions from reduced emissions from deforestation (RED) have generally failed to incorporate policy developments, country-specific abilities and political willingness to supply offsets for developed countries’ emissions. To address this, we estimate policy-appropriate projections of creditable emission reductions from RED. Two global forest carbon models are used to examine major assumptions affecting the generation of credits. The results show that the estimated feasible supply of RED credits is significantly below the biophysical mitigation potential from deforestation. A literature review identified an annual RED emission reduction potential between 1.6 and 4.3 Gt CO2e. Feasible RED supply estimates applying the OSIRIS model were 1.74 Gt CO2e annually between 2011 and 2020, with a cumulative supply of 17.4 Gt CO2e under an ‘own-efforts’ scenario. Estimates from the Forest Carbon Index were very low at $5/t CO2e with 8 million tonne CO2e annually, rising to 1.8 Gt CO2e at $20/t CO2e. Cumulative abatement between 2011 and 2020 was 9 billion Gt CO2e ($20/t CO2e). These volumes were lower, sometimes dramatically, at prices of $5/t CO2e suggesting a non-linear supply of credits in relation to price at a low payment level. For policy makers, the results suggest that inclusion of RED in a climate framework increases abatement potential, although significant constraints are imposed by political and technical issues. 相似文献
14.
近期发布的IPCC第六次评估报告再次强调了短寿命期温室气体减排对温升减缓的作用。甲烷是最重要的短寿命期非CO2温室气体。在各国提出各自新的减排目标之后,针对甲烷减排的行动方案也越来越多。甲烷减排正在成为下一阶段各国和全球合作的重点领域之一。本文在我国碳减排目标下的能源转型基础上,结合其他非能源活动的减排排放源的减排技术选择基础上,利用IPAC模型对未来甲烷的排放情景进行了分析。在模型设定的两个情景分析基础之上,研究发现,到2050年的能源转型可明显减少能源活动的甲烷排放,和2015年相比能源活动的排放可减少67％。和其他行业相比,能源部门的甲烷减排具有更好的协同性。如果考虑进一步减排甲烷,则需要在考虑其他大气污染物减排的基础上,可通过实现天然气的进一步减排来实现。同时其他部门的甲烷减排也具有很大潜力,低甲烷排放情景可以实现到2050年将甲烷排放减少到1 494万吨,和2015年相比全范围排放可减排58％。 相似文献
15.
An improvement of methods for the inventory of greenhouse gas (GHG) emissions is necessary to ensure effective control of commitments to emission reduction. The national inventory reports play an important role, but do not reflect specifics of regional processes of GHG emission and absorption for large-area countries. In this article, a GIS approach for the spatial inventory of GHG emissions in the energy sector, based on IPCC guidelines, official statistics on fuel consumption, and digital maps of the region under investigation, is presented. We include mathematical background for the spatial emission inventory of point, line and area sources, caused by fossil-fuel use for power and heat production, the residential sector, industrial and agricultural sectors, and transport. Methods for the spatial estimation of emissions from stationary and mobile sources, taking into account the specifics of fuel used and technological processes, are described. Using the developed GIS technology, the territorial distribution of GHG emissions, at the level of elementary grid cells 2 km?×?2 km for the territory of Western Ukraine, is obtained. Results of the spatial analysis are presented in the form of a geo-referenced database of emissions, and visualized as layers of digital maps. Uncertainty of inventory results is calculated using the Monte Carlo approach, and the sensitivity analysis results are described. The results achieved demonstrated that the relative uncertainties of emission estimates, for CO2 and for total emissions (in CO2 equivalent), depend largely on uncertainty in the statistical data and on uncertainty in fuels’ calorific values. The uncertainty of total emissions stays almost constant with the change of uncertainty of N2O emission coefficients, and correlates strongly with an improvement in knowledge about CH4 emission processes. The presented approach provides an opportunity to create a spatial cadastre of emissions, and to use this additional knowledge for the analysis and reduction of uncertainty. It enables us to identify territories with the highest emissions, and estimate an influence of uncertainty of the large emission sources on the uncertainty of total emissions. Ascribing emissions to the places where they actually occur helps to improve the inventory process and to reduce the overall uncertainty. 相似文献
16.
The greenhouse gas emissions scenarios published by the IPCC in the Special Report on Emission Scenarios (SRES) continue to serve as a primary basis for assessing future climate change and possible response strategies. These scenarios
were developed between 1996 and 1999 and sufficient time has now passed to make it worth examining their consistency with
more recent data and projections. The comparison performed in this paper includes population, GDP, energy use, and emissions
of CO2, non-CO2 gases and sulfur. We find the SRES scenarios to be largely consistent with historical data for the 1990–2000 period and with
recent projections. Exceptions to this general observation include (1) in the long-term, relatively high population growth
assumptions; in some regions, particularly in the A2 scenario; (2) in the medium-term, relatively high economic growth assumptions
in the LAM (Latin America, Africa and Middle East) region in the A1 scenario; (3) in the short-term, CO2 emissions projections in A1 that are somewhat higher than the range of current scenarios; and (4) substantially higher sulfur
emissions in some scenarios than in historical data and recent projections. In conclusion, given the relatively small inconsistencies
for use as global scenarios there seems to be no immediate need for a large-scale IPCC-led update of the SRES scenarios that
is solely based on the SRES scenario performance vis-a-vis data for the 1990–2000 period and/or more recent projections. Based
on reported findings, individual research teams could make, and in some cases already have made, useful updates of the scenarios. 相似文献
17.
Limiting global warming to ‘well below’ 2°C above pre-industrial levels and pursuing efforts to limit the temperature increase even further to 1.5°C is an integral part of the 2015 Paris Agreement. To achieve these aims, cumulative global carbon emissions after 2016 should not exceed 940 – 390?Gt of CO2 (for the 2°C target) and 167 – ?48?Gt of CO2 (for the 1.5°C target) by the end of the century. This paper analyses the EU’s cumulative carbon emissions in different models and scenarios (global models, EU-focused models and national carbon mitigation scenarios). Due to the higher reductions in energy use and carbon intensity of the end-use sectors in the national scenarios, we identify an additional mitigation potential of 26–37 Gt cumulative CO2 emissions up to 2050 compared to what is currently included in global or EU scenarios. These additional reductions could help to both reduce the need for carbon dioxide removals and bring cumulative emissions in global and EU scenarios in line with a fairness-based domestic EU budget for a 2°C target, while still remaining way above the budget for 1.5°C.Key policy insights
Models used for policy advice such as global integrated assessment models or EU models fail to consider certain mitigation potential available at the level of sectors.
Global and EU models assume significant levels of CO2 emission reductions from carbon capture and storage to reach the 1.5°C target but also to reach the 2°C target.
Global and EU model scenarios are not compatible with a fair domestic EU share in the global carbon budget either for 2°C or for 1.5°C.
Integrating additional sectoral mitigation potential from detailed national models can help bring down cumulative emissions in global and EU models to a level comparable to a fairness-based domestic EU share compatible with the 2°C target, but not the 1.5°C aspiration.
18.
Jessica Strefler Gunnar Luderer Tino Aboumahboub Elmar Kriegler 《Climatic change》2014,125(3-4):319-331
In this paper we study the impact of alternative metrics on short- and long-term multi-gas emission reduction strategies and the associated global and regional economic costs and emissions budgets. We compare global warming potentials with three different time horizons (20, 100, 500 years), global temperature change potential and global cost potentials with and without temperature overshoot. We find that the choice of metric has a relatively small impact on the CO2 budget compatible with the 2° target and therefore on global costs. However it substantially influences mid-term emission levels of CH4, which may either rise or decline in the next decades as compared to today’s levels. Though CO2 budgets are not affected much, we find changes in CO2 prices which substantially affect regional costs. Lower CO2 prices lead to more fossil fuel use and therefore higher resource prices on the global market. This increases profits of fossil-fuel exporters. Due to the different weights of non-CO2 emissions associated with different metrics, there are large differences in nominal CO2 equivalent budgets, which do not necessarily imply large differences in the budgets of the single gases. This may induce large shifts in emission permit trade, especially in regions where agriculture with its high associated CH4 emissions plays an important role. Furthermore it makes it important to determine CO2 equivalence budgets with respect to the chosen metric. Our results suggest that for limiting warming to 2 °C in 2100, the currently used GWP100 performs well in terms of global mitigation costs despite its conceptual simplicity. 相似文献
19.
A terrestrial-biosphere carbon-sink has been included in global carbon-cycle models in order to reproduce past atmospheric CO2, 13C and 14C concentrations. The sink is of large enough magnitude that its effect on projections of future CO2 levels should not be ignored. However, the cause and mechanism of this sink are not well understood, contributing to uncertainty of projections. The estimated magnitude of the biospheric sink is examined with the aid of a global carbon-cycle model. For CO2 emissions scenarios, model estimates are made of the resulting atmospheric CO2 concentration. Next, the response of this model to CO2-emission impulses is broken down to give the fractions of the impulse which reside in the atmosphere, oceans, and terrestrial biosphere - all as a perturbation to background atmospheric CO2 concentration time-profiles that correspond to different emission scenarios. For a biospheric sink driven by the CO2-fertilization effect, we find that the biospheric fraction reaches a maximum of roughly 30% about 50 years after the impulse, which is of the same size as the oceanic fraction at that time. The dependence of these results on emission scenario and the year of the impulse are reported. 相似文献
20.
Christopher Green 《Climatic change》1992,22(4):265-291
There is growing scientific and public concern that increasing concentrations of greenhouse gases in the atmosphere will produce global warming and other climatic changes. Although economic activity is the main source of greenhouse gas emissions, information and incentive problems make it difficult to translate concern about global warming into economic behaviour and policy conducive to reducing emissions. The paper considers a set of near term (carbon tax), intermediate term (afforestation, energy efficiency) and long term (new non-fossil fuel technologies) strategies for reducing CO2 in the atmosphere. Each strategy has useful attributes, but shortcomings or limitations too. While the near term and intermediate term strategies can slow and perhaps reverse the growth of CO2 emissions, only a successful long term strategy of fostering the development of some promising non-fossil fuel technologies, such as solar and solar-hydrogen, can eventually halt the build-up of CO2 in the atmosphere. Moreover, public investment in the development of new non-fossil fuel technologies would largely obviate the information and incentive problems that currently stand in the way of an economically viable greenhouse policy. 相似文献