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1.
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   

2.
Here we present two new metrics used for comparing climate impacts of emissions of different climate forcers: the Global Sea level rise Potential (GSP) and the Integrated Global Sea level rise Potential (IGSP). The GSP represents the Sea Level Rise (SLR) at a given time horizon due to an emission pulse of a forcer; the IGSP is similar but represents the time integrated SLR up to a given point in time. The GSP and IGSP are presented relative to the SLR caused by a comparable emission pulse of carbon dioxide. The metrics are assessed using an Upwelling-Diffusion Energy Balance Model (UDEBM). We focus primarily on the thermosteric part of SLR, denoted GSPth. All of the examined climate forcers – even black carbon, a very Short-Lived Climate Forcer (SLCF) – have considerable influence on the thermosteric SLR on the century time scale. For a given time horizon and forcer, GSPth lies in between the corresponding metric values obtained using Global Warming Potential (GWP) and Global Temperature change Potential (GTP), whereas IGSPth ends up in the opposite end to GTP in the spectrum of compared metrics. GSPth and IGSPth are more sensitive for SLCFs than for the long-lived Greenhouse Gases (GHGs) to changes in the parameterization of the model (under the time horizons considered here). We also use a Semi-Empirical (SE) model to estimate the full SLR, and corresponding GSPSE and IGSPSE, as alternatives to the thermosteric approach. For SLCFs, GSPSE is greater than GSPth for all time horizons considered, while the opposite holds for long-lived GHGs such as SF6.  相似文献   

3.
The choice of stabilization target for CO2 concentration depends on the following: what is considered to be dangerous anthropogenic interference with the climate system; the forcings that might arise from non-CO2 gases; and the climate sensitivity. These three factors are specified here probabilistically, as probability density functions (pdfs), and combined to produce a pdf for the CO2 concentration target. There is a probability of 17% that the stabilization target should be less than the present level, and the median target is 536 ppm. The effects of reducing the emissions of non-CO2 gases and/or implementing adaptation strategies are considered probabilistically and shown to alter these figures significantly.  相似文献   

4.
Article 2 of the United Nations Framework Convention on Climate Change (UNFCCC) calls for stabilization of greenhouse gas (GHG) concentrations at levels that prevent dangerous anthropogenic interference (DAI) in the climate system. However, some of the recent policy literature has focused on dangerous climatic change (DCC) rather than on DAI. DAI is a set of increases in GHGs concentrations that has a non-negligible possibility of provoking changes in climate that in turn have a non-negligible possibility of causing unacceptable harm, including harm to one or more of ecosystems, food production systems, and sustainable socio-economic systems, whereas DCC is a change of climate that has actually occurred or is assumed to occur and that has a non-negligible possibility of causing unacceptable harm. If the goal of climate policy is to prevent DAI, then the determination of allowable GHG concentrations requires three inputs: the probability distribution function (pdf) for climate sensitivity, the pdf for the temperature change at which significant harm occurs, and the allowed probability (“risk”) of incurring harm previously deemed to be unacceptable. If the goal of climate policy is to prevent DCC, then one must know what the correct climate sensitivity is (along with the harm pdf and risk tolerance) in order to determine allowable GHG concentrations. DAI from elevated atmospheric CO2 also arises through its impact on ocean chemistry as the ocean absorbs CO2. The primary chemical impact is a reduction in the degree of supersaturation of ocean water with respect to calcium carbonate, the structural building material for coral and for calcareous phytoplankton at the base of the marine food chain. Here, the probability of significant harm (in particular, impacts violating the subsidiary conditions in Article 2 of the UNFCCC) is computed as a function of the ratio of total GHG radiative forcing to the radiative forcing for a CO2 doubling, using two alternative pdfs for climate sensitivity and three alternative pdfs for the harm temperature threshold. The allowable radiative forcing ratio depends on the probability of significant harm that is tolerated, and can be translated into allowable CO2 concentrations given some assumption concerning the future change in total non-CO2 GHG radiative forcing. If future non-CO2 GHG forcing is reduced to half of the present non-CO2 GHG forcing, then the allowable CO2 concentration is 290–430 ppmv for a 10% risk tolerance (depending on the chosen pdfs) and 300–500 ppmv for a 25% risk tolerance (assuming a pre-industrial CO2 concentration of 280 ppmv). For future non-CO2 GHG forcing frozen at the present value, and for a 10% risk threshold, the allowable CO2 concentration is 257–384 ppmv. The implications of these results are that (1) emissions of GHGs need to be reduced as quickly as possible, not in order to comply with the UNFCCC, but in order to minimize the extent and duration of non-compliance; (2) we do not have the luxury of trading off reductions in emissions of non-CO2 GHGs against smaller reductions in CO2 emissions, and (3) preparations should begin soon for the creation of negative CO2 emissions through the sequestration of biomass carbon.  相似文献   

5.
Aviation constitutes about 2.5% of all energy-related CO2 emissions and in addition there are non-CO2 effects. In 2016, the ICAO decided to implement a Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) and in 2017 the EU decided on faster emission reductions in its Emissions Trading System (EU ETS), which since 2012 includes the aviation sector. The effects of these policies on the expected development of air travel emissions from 2017 to 2030 have been analyzed. For the sample country Sweden, the analysis shows that when emissions reductions in other sectors are attributed to the aviation sector as a result of the EU ETS and CORSIA, carbon emissions are expected to reduce by ?0.8% per year (however if non-CO2 emissions are included in the analysis, then emissions will increase). This is much less than what is needed to achieve the 2°C target. Our analysis of potential national aviation policy instruments shows that there are legally feasible options that could mitigate emissions in addition to the EU ETS and CORSIA. Distance-based air passenger taxes are common among EU Member States and through increased ticket prices these taxes can reduce demand for air travel and thus reduce emissions. Tax on jet fuel is an option for domestic aviation and for international aviation if bilateral agreements are concluded. A quota obligation for biofuels is a third option.

Key policy insights

  • Existing international climate policies for aviation will not deliver any major emission reductions.

  • Policymakers who want to significantly push the aviation sector to contribute to meeting the 2°C target need to work towards putting in place tougher international policy instruments in the long term, and simultaneously implement temporary national policy instruments in the near-term.

  • Distance-based air passenger taxes, carbon taxes on jet fuel and quota obligations for biofuels are available national policy options; if they are gradually increased, and harmonized with other countries, they can help to significantly reduce emissions.

  相似文献   

6.
With advancing climate change there is a growing need to include short-lived climate forcings in cost-efficient mitigation strategies to achieve international climate policy targets. Tools are required to compare the climate impact of perturbations with distinctively different atmospheric lifetimes and atmospheric properties. We present a generic approach for relating the climate effect of short-lived climate forcers (SLCF) to that of CO2 emissions. We distinguish between three alternative types of metric-based factors that can be used to derive CO2 equivalences for SLCF: based on forcing, activity and fossil fuel consumption. We derive numerical values for a wide range of parameter assumptions and apply the resulting generalised approach to the practical example of aviation-induced cloudiness. The evaluation of CO2 equivalences for SLCF tends to be more sensitive to SLCF specific physical uncertainties and the normative choice of a discount rate than to the choice of a physical or economic metric approach. The ability of physical metrics to approximate economic-based metrics alters with changing atmospheric concentration levels and trends. Under reference conditions, physical CO2 equivalences for SLCF provide sufficient proxies for economic ones. The latter, however, allow detailed insight into structural uncertainties. They provide CO2 equivalences for SLCF in short term strategies in the face of failing climate policies, and a temporal evolution of CO2 equivalences over time that is noticeably better in line with cost-efficient climate stabilisation.  相似文献   

7.
Benefit–cost analysis can serve as an informative input into the policy-making process, but only to the degree it characterizes the major impacts of the regulation under consideration. Recently, the US, amongst other nations, has begun to use estimates of the social cost of CO2 (SC-CO2) to develop analyses that more fully capture the climate change impacts of GHG abatement. The SC-CO2 represents the aggregate willingness to pay to avoid the damages associated with an additional tonne of CO2 emissions. In comparison, the social costs of non-CO2 GHGs have received little attention from researchers and policy analysts, despite their non-negligible climate impact. This article addresses this issue by developing a set of social cost estimates for two highly prevalent non-CO2 GHGs, methane and nitrous oxide. By extending existing integrated assessment models, it is possible to develop a set of social cost estimates for these gases that are consistent with the SC-CO2 estimates currently in use by the US federal government.Policy relevanceWithin the benefit–cost analyses that inform the design of major regulations, all Federal agencies within the US Government (USG) use a set of agreed upon SC-CO2 estimates to value the impact of CO2 emissions changes. However, the value of changes in non-CO2 GHG emissions has not been included in USG policy analysis to date. This article addresses that omission by developing a set of social cost estimates for two highly prevalent non-CO2 GHGs, methane and nitrous oxide. These new estimates are designed to be compatible with the USG SC-CO2 estimates currently in use and may therefore be directly applied to value emissions changes for these non-CO2 gases within the benefit–cost analyses used to evaluate future policies.  相似文献   

8.
The comprehensive approach adopted in the Kyoto Protocol relies on the use of 100-year Global Warming Potentials (GWPs) to convert emissions of various gases to `carbon dioxide (CO2) equivalents'. This particular set of weights, or metric, has a limited capacity to handle the large variations in atmospheric adjustment times, and emissions of various gases that are equal in terms of `CO2 equivalents' will not result in equal climatic effects. In this study, the 100-year GWP metric is assessed in the context of implementing the Kyoto Protocol. Using data from Norway, we explore how abatement policy formulated on the basis of 100-year GWPs compares to policies based on other metrics in terms of compliance costs and abatement profile, that is, the composition of the basket of gases reduced. We found that the costs for Norway change significantly when other metrics are used, but changes in the composition of the basket of gases are moderate. However, since compliance costs can be controlled through other mechanisms for post-Kyoto Protocols, the use of 100-year GWPs versus other metrics has little impact on the general formulation of Norwegian climate policy.  相似文献   

9.
This paper synthesizes results of the multi-model Energy Modeling Forum 27 (EMF27) with a focus on climate policy scenarios. The study included two harmonized long-term climate targets of 450 ppm CO2-e (enforced in 2100) and 550 pm CO2-e (not-to-exceed) as well as two more fragmented policies based on national and regional emissions targets. Stabilizing atmospheric GHG concentrations at 450 and 550 ppm CO2-e requires a dramatic reduction of carbon emissions compared to baseline levels. Mitigation pathways for the 450 CO2-e target are largely overlapping with the 550 CO2-e pathways in the first half of the century, and the lower level is achieved through rapid reductions in atmospheric concentrations in the second half of the century aided by negative anthropogenic carbon flows. A fragmented scenario designed to extrapolate current levels of ambition into the future falls short of the emissions reductions required under the harmonized targets. In a more aggressive scenario intended to capture a break from observed levels of stringency, emissions are still somewhat higher in the second half due to unabated emissions from non-participating countries, emphasizing that a phase-out of global emissions in the long term can only be reached with full global participation. A key finding is that a large range of energy-related CO2 emissions can be compatible with a given long-term target, depending on assumptions about carbon cycle response, non-CO2 and land use CO2 emissions abatement, partly explaining the spread in mitigation costs.  相似文献   

10.
Emission scenarios and global climate protection   总被引：1，自引：0，他引：1  
This paper evaluates the effectiveness of a wide range of emission scenarios in protecting climate (where ‘protecting climate’ Is used here to mean minimizing ‘dangerous anthropogenic interference with the climate system’ which results in impacts to society and the natural environment). Under baseline (no action) conditions there is a significant Increase in emissions, temperature and climate impacts. Controlling only CO2 emissions (ie freezing emissions in year 2000 at 1990 levels, and decreasing them afterwards at 1%/yr) and only in Annex I countries, does not significantly reduce the impacts observed under the baseline scenario. However, impacts are substantially reduced when emissions are controlled in both Annex I and non-Annex I countries, and when both CO2 and non-CO2 emissions are controlled. It was also found that stabilizing CO2 in the atmosphere below 450 ppm substantially reduces climate impacts. But in order to follow the pathway to stabilization at 450 ppm specified by the IPCC, global emissions can only slightly increase in the coming decades, and then must be sharply reduced. On the other hand, stabilizing CO2 in the atmosphere above 450 ppm can have significant impacts, which indicates that stabilization of greenhouse gases in the atmosphere will not necessarily provide a high level of climate protection. Results from these and other scenarios are synthesized and related to climate protection goals through a new concept — ‘safe emission corridors’. These corridors indicate the allowable range of near-term global emissions (equivalent CO2) which complies with specified short- and long-term climate goals. For an illustrative set of climate goals, the allowable anthropogenic global emissions in 2010 are computed to range from 7.3 to 14.5 GtC/yr equivalent CO2 (1990 level = approximately 9.6 GtC/ yr); when these limits are set twice as strict (ie divided by two), the allowable range becomes 7.6 to 9.3 GtC/yr. To fall within this lower corridor, global emissions must be lower in 2010 than in 1990.  相似文献   

11.
The greenhouse gases emission (CO2, CH4, and N2O) from domestic and international aviation in the Russian Federation is assessed. In 2007, the total emission of CO2, CH4, and N2O amounted to 18.4 million tons of CO2-equivalent, which is 21% below the 1990 level. Carbon dioxide dominates in the component composition of the emissions, its part in 2007 accounted for 99.1% of the emission. Taking into account the tendency towards increasing fuel consumption due to intense aircraft traffic it can be expected that compared to the present level the greenhouse gases emissions in 2012 and 2020 will increase by 15 and 45%, respectively. Accounting for the increased aircraft emissions as well as plans of foreign countries to include the international aviation into the scheme of greenhouse gases emission allowance (trade credits) it is expedient to make more precise the greenhouse gases emissions from the Russian aviation based on the detailed flight data for all types of the aircraft.  相似文献   

12.
Today, the agricultural sector accounts for approximately 15% of total global anthropogenic emissions, mainly methane and nitrous oxide. Projecting the future development of agricultural non-CO2 greenhouse gas (GHG) emissions is important to assess their impacts on the climate system but poses many problems as future demand of agricultural products is highly uncertain. We developed a global land use model (MAgPIE) that is suited to assess future anthropogenic agricultural non-CO2 GHG emissions from various agricultural activities by combining socio-economic information on population, income, food demand, and production costs with spatially explicit environmental data on potential crop yields. In this article we describe how agricultural non-CO2 GHG emissions are implemented within MAgPIE and compare our simulation results with other studies. Furthermore, we apply the model up to 2055 to assess the impact of future changes in food consumption and diet shifts, but also of technological mitigation options on agricultural non-CO2 GHG emissions. As a result, we found that global agricultural non-CO2 emissions increase significantly until 2055 if food energy consumption and diet preferences remain constant at the level of 1995. Non-CO2 GHG emissions will rise even more if increasing food energy consumption and changing dietary preferences towards higher value foods, like meat and milk, with increasing income are taken into account. In contrast, under a scenario of reduced meat consumption, non-CO2 GHG emissions would decrease even compared to 1995. Technological mitigation options in the agricultural sector have also the capability of decreasing non-CO2 GHG emissions significantly. However, these technological mitigation options are not as effective as changes in food consumption. Highest reduction potentials will be achieved by a combination of both approaches.  相似文献   

13.
In the context of recent discussions at the UN climate negotiations we compared several ways of calculating historical greenhouse gas (GHG) emissions, and assessed the effect of these different approaches on countries’ relative contributions to cumulative global emissions. Elements not covered before are: (i) including recent historical emissions (2000–2010), (ii) discounting historical emissions to account for technological progress; (iii) deducting emissions for ‘basic needs’; (iv) including projected emissions up to 2020, based on countries’ unconditional reduction proposals for 2020. Our analysis shows that countries’ contributions vary significantly based on the choices made in the calculation: e.g. the relative contribution of developed countries as a group can be as high as 80 % when excluding recent emissions, non-CO2 GHGs, and land-use change and forestry CO2; or about 48 % when including all these emissions and discounting historical emissions for technological progress. Excluding non-CO2 GHGs and land-use change and forestry CO2 significantly changes relative historical contributions for many countries, altering countries’ relative contributions by multiplicative factors ranging from 0.15 to 1.5 compared to reference values (i.e. reference contribution calculations cover the period 1850-2010 and all GHG emissions). Excluding 2000–2010 emissions decreases the contributions of most emerging economies (factor of up to 0.8). Discounting historical emissions for technological progress reduces the relative contributions of some developed countries (factor of 0.8) and increases those of some developing countries (factor of 1.2–1.5). Deducting emissions for ‘basic needs’ results in smaller contributions for countries with low per capita emissions (factor of 0.3–0.5). Finally, including projected emissions up to 2020 further increases the relative contributions of emerging economies by a factor of 1.2, or 1.5 when discounting pre-2020 emissions for technological progress.  相似文献   

14.
The allocation of CO2 emissions to specific sources is a major policy issue for international aviation, especially for determining allocations for emissions trading schemes. This paper addresses the problem by recommending a possible methodology to allocate emissions to specific sources using detailed air traffic data. The basis for the calculations is an air traffic sample for one full-day of traffic from the UK. In order to analyse aircraft fuel burn use and hence CO2 emissions, the Reorganized Air Traffic Control Mathematical Simulator (RAMS Plus) and the Advanced Emission Model (AEM III) are used. The results from these detailed simulations are compared with two of the most widely-used aviation CO2 emission estimates to have been made for the UK: the SERAS study and NETCEN estimate. Their estimates for the year 2000 are 26.1 and 31.4 Mt, respectively. In addition, the most recent NETCEN estimate for the year 2003 is 34.1 Mt of CO2. Our estimate of total aviation CO2 emissions, using detailed simulations and real air traffic data, is 34.7 Mt for the year 2004. In addition, emission estimates are compared with two global aviation emission inventories: AERO2K and SAGE. Contributions of the highest-emitting flights and aircraft types are identified. International departures dominate; 6% of flights account for 50% of total emissions. The largest aircraft emit the most per flight-km, although not per passenger-km. Different methodologies and their implications are also discussed.  相似文献   

15.
Evaluating Global Warming Potentials with historical temperature   总被引：3，自引：2，他引：1  
Global Warming Potentials (GWPs) are evaluated with historical temperature by applying them to convert historical CH4 and N2O emissions to equivalent CO2 emissions. Our GWP analysis is based on an inverse estimation using the Aggregated Carbon Cycle, Atmospheric Chemistry, and Climate Model (ACC2). We find that, for both CH4 and N2O, indices higher than the Kyoto GWPs (100-year time horizon) would reproduce better the historical temperature. The CH4 GWP provides a best fit to the historical temperature when it is calculated with a time horizon of 44 years. However, the N2O GWP does not approximate well the historical temperature with any time horizon. We introduce a new exchange metric, TEMperature Proxy index (TEMP), that is defined so that it provides a best fit to the temperature projection of a given period. By comparing GWPs and TEMPs, we find that the inability of the N2O GWP to reproduce the historical temperature is caused by the GWP calculation methodology in IPCC using simplifying assumptions for the background system dynamics and uncertain parameter estimations. Furthermore, our TEMP calculations demonstrate that indices have to be progressively updated upon the acquisition of new measurements and/or the advancement of our understanding of Earth system processes.  相似文献   

16.
We have compiled historical greenhouse gas emissions and their uncertainties on country and sector level and assessed their contribution to cumulative emissions and to global average temperature increase in the past and for a the future emission scenario. We find that uncertainty in historical contribution estimates differs between countries due to different shares of greenhouse gases and time development of emissions. Although historical emissions in the distant past are very uncertain, their influence on countries?? or sectors?? contributions to temperature increase is relatively small in most cases, because these results are dominated by recent (high) emissions. For relative contributions to cumulative emissions and temperature rise, the uncertainty introduced by unknown historical emissions is larger than the uncertainty introduced by the use of different climate models. The choice of different parameters in the calculation of relative contributions is most relevant for countries that are different from the world average in greenhouse gas mix and timing of emissions. The choice of the indicator (cumulative GWP weighted emissions or temperature increase) is very important for a few countries (altering contributions up to a factor of 2) and could be considered small for most countries (in the order of 10%). The choice of the year, from which to start accounting for emissions (e.g. 1750 or 1990), is important for many countries, up to a factor of 2.2 and on average of around 1.3. Including or excluding land-use change and forestry or non-CO2 gases changes relative contributions dramatically for a third of the countries (by a factor of 5 to a factor of 90). Industrialised countries started to increase CO2 emissions from energy use much earlier. Developing countries?? emissions from land-use change and forestry as well as of CH4 and N2O were substantial before their emissions from energy use.  相似文献   

17.
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   

18.
We present emissions corridors for the 21st century reducing the risk of collapse of the Atlantic thermohaline circulation (THC) while considering expectations about the socio-economically acceptable pace of emissions reductions. Emissions corridors embrace the range of CO2 emissions that are compatible with normatively defined policy goals or ‘guardrails’. They are calculated along the conceptual and methodological lines of the tolerable windows approach. We investigate the sensitivity of the emissions corridors to key uncertain physical quantities (i.e. climate sensitivity and North Atlantic hydrological sensitivity, emissions of non-CO2 greenhouse gases and sulfate aerosols) as well as to the guardrails. Results indicate a large dependency of the width of the emissions corridor on climate and hydrological sensitivity: for low values of the climate and/or hydrological sensitivity, the corridor boundaries are far from being transgressed by business-as-usual emissions scenarios for the 21st century. In contrast, for high values of both quantities already low non-intervention scenarios leave the corridor in the early decades of this century. The width of the CO2 emissions corridor is also affected by the emissions pathway of non-CO2 greenhouse gases and sulfate aerosols, but to a lesser extent. We further find that the choice of the policy goal strongly influences the shape of the emissions corridor. Pursuit of a more ambitious THC target, for instance, tightens the corridor considerably. More strict expectations concerning the socio-economically admissible pace of emissions reduction (expressed in terms of a maximum emissions reduction rate and a transition time towards a de-carbonizing economy) act in the same direction. This indicates that a trade-off between THC and socio-economic guardrails may be unavoidable in the case of very tight emissions corridors.  相似文献   

19.
Previous research has demonstrated that soil carbon sequestration through adoption of conservation tillage can be economically profitable depending on the value of a carbon offset in a greenhouse gas (GHG) emissions market. However adoption of conservation tillage also influences two other potentially important factors, changes in soil N2O emissions and CO2 emissions attributed to changes in fuel use. In this article we evaluate the supply of GHG offsets associated with conservation tillage adoption for corn-soy-hay and wheat-pasture systems of the central United States, taking into account not only the amount of carbon sequestration but also the changes in soil N2O emission and CO2 emissions from fuel use in tillage operations. The changes in N2O emissions are derived from a meta-analysis of published studies, and changes in fuel use are based on USDA data. These are used to estimate changes in global warming potential (GWP) associated with adoption of no-till practices, and the changes in GWP are then used in an economic analysis of the potential supply of GHG offsets from the region. Simulation results demonstrate that taking N2O emissions into account could result in substantial underestimation of the potential for GHG mitigation in the central U.S. wheat pasture systems, and large over-estimation in the corn-soy-hay systems. Fuel use also has quantitatively important effects, although generally smaller than N2O. These findings suggest that it is important to incorporate these two effects in estimates of GHG offset potential from agricultural lands, as well as in the design of GHG offset contracts for more complete accounting of the effect that no-till adoption will have on greenhouse gas emissions.  相似文献   

20.
Metrics are often used to compare the climate impacts of emissions from various sources, sectors or nations. These are usually based on global-mean input, and so there is the potential that important information on smaller scales is lost. Assuming a non-linear dependence of the climate impact on local surface temperature change, we explore the loss of information about regional variability that results from using global-mean input in the specific case of heterogeneous changes in ozone, methane and aerosol concentrations resulting from emissions from road traffic, aviation and shipping. Results from equilibrium simulations with two general circulation models are used. An alternative metric for capturing the regional climate impacts is investigated. We find that the application of a metric that is first calculated locally and then averaged globally captures a more complete and informative signal of climate impact than one that uses global-mean input. The loss of information when heterogeneity is ignored is largest in the case of aviation. Further investigation of the spatial distribution of temperature change indicates that although the pattern of temperature response does not closely match the pattern of the forcing, the forcing pattern still influences the response pattern on a hemispheric scale. When the short-lived transport forcing is superimposed on present-day anthropogenic CO2 forcing, the heterogeneity in the temperature response to CO2 dominates. This suggests that the importance of including regional climate impacts in global metrics depends on whether small sectors are considered in isolation or as part of the overall climate change.  相似文献   

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