Assessing the Effects of Climate Policy on Companies' Greenhouse Gas Emissions

The fuel-cycle energy use and greenhouse gas (GHG) emissions associated with the application of fuel cells to combined heat and power (CHP) generation and combined heat, hydrogen, and power (CHHP) generation are evaluated and compared with the combustion technologies of internal combustion engines and microturbines, as well as with the various technologies associated with hydrogen production and grid-electricity generation in the United States. Two types of fuel cells are considered in this analysis: a phosphoric acid fuel cell (PAFC) capable of following either heat or electric load and a molten carbonate fuel cell (MCFC) that typically follows the electric load. Three types of facilities (hospital, large office building, and warehouse) are examined in two different climatic regions (Chicago and Los Angeles) to span a wide range of electric-to-heat load ratios. Two different approaches for fuel cycle analysis of CHP and CHHP applications are considered in this analysis: a total demand approach and a displacement approach. The total demand approach provides an accurate assessment of the impact of actual demand on total energy use and GHG emissions, while the displacement approach projects the potential for more energy savings and GHG emissions benefits relative to the supply of electricity from the grid generation mix. The fuel cycle results are primarily impacted by the efficiencies of hydrogen production and electric power generation, as well as by the utility factor of the co-produced heat. The energy use and GHG emissions associated with the electric power generation represent the majority of the fuel-cycle’s total energy use and emissions for all pathways. More energy and GHG emissions benefits are realized from fuel cell technologies with increased use of available coproduced heat. In general, CHHP systems exhibit more energy and GHG emission benefits than CHP systems for any of the investigated fuel cell technologies.

At a time when the US federal government failed to act on climate change, California's success as a subnational climate policy leader has been widely celebrated. However, California's landmark climate law drove a wedge between two segments of the state's environmental community. On one side was a coalition of “market-oriented” environmental social movement organizations (SMOs), who allied with private corporations to advance market-friendly climate policy. On the other side was a coalition of “justice-oriented” environmental SMOs, who viewed capitalist markets as the problem and sought climate policy that would mitigate the uneven distribution of environmental harms within the state. The social movement literature is not well equipped to understand this case, in which coalitional politics helped one environmental social movement succeed in its policy objectives at the expense of another. In this chapter, we draw on legislative and regulatory texts, archival material, and interviews with relevant political actors to compare the policymaking influence of each of these coalitions, and we argue that the composition of the two coalitions is the key to understanding why one was more successful than the other. At the same time, we point out the justice-oriented coalition's growing power, as market-oriented SMOs seek to preserve their legitimacy.

Major US electric utility climate pledges have the potential to collectively reduce power sector emissions by one-third

Climate policy impacts on building energy use, emissions, and health: New York City local law 97

Energy-related activities are a major contributor of greenhouse gas (GHG) emissions. A growing body of knowledge clearly depicts the links between human activities and climate change. Over the last century the burning of fossil fuels such as coal and oil and other human activities has released carbon dioxide (CO2) emissions and other heat-trapping GHG emissions into the atmosphere and thus increased the concentration of atmospheric CO2 emissions. The main human activities that emit CO2 emissions are (1) the combustion of fossil fuels to generate electricity, accounting for about 37% of total U.S. CO2 emissions and 31% of total U.S. GHG emissions in 2013, (2) the combustion of fossil fuels such as gasoline and diesel to transport people and goods, accounting for about 31% of total U.S. CO2 emissions and 26% of total U.S. GHG emissions in 2013, and (3) industrial processes such as the production and consumption of minerals and chemicals, accounting for about 15% of total U.S. CO2 emissions and 12% of total ...

One of the priorities of the “Europe 2020” strategy is to combat climate change and to reduce greenhouse gases (GHG) emissions. The key elements for the climate policy framework for the European Commission for 2020 are as follows: (1) reducing GHG emissions by 40% in comparison to the level in 1990; (2) increasing the share of renewable energy in the use of final energy to 27%; (3) increasing the energetic efficiency by 27%. Those are ambitious goals which will require the Member States to increase their efforts in all the sectors of the economy. In 2015 the GHG emissions in the EU fell by 23.7% in comparison to the level in 1990. All the sectors, apart from the transport sector contributed to the emission reduction in the years 1990–2015. The transport emission increased by 13.3% in that period in comparison to the year 1990, which is particularly worrisome. This is important because the fuels use in the transport sector contributed to approximately 20% of all the GHG emissions in the EU in 2015. The article presents the factors and the tools which significantly affect the achievement of the goals set in the Green Paper: a 2030 framework for energy and climate policies, which concern the transport sector and the indicated guidelines and instruments supporting them. The road transport will be extensively analysed as it is the transport mode which shows an extraordinary growth tendency and it is a vital barrier in the achievement of the goals set in the area of “Climate change and GHG emission reduction”. The article presents the results of the research, which show the impact of various identified tools on the achievement of the threepriorities of the climate policy. The multivariate analysis of variance (MANOVA) was used, in which the dependent variables were: the GHG emission levels, the use of renewable energy and the energy intensity of transport. The results were calculated based on the data from 28 Member States and the model was verified.

BackgroundPolicies to mitigate climate change by reducing greenhouse gas (GHG) emissions can yield public health benefits by also reducing emissions of hazardous co-pollutants, such as air toxics and particulate matter. Socioeconomically disadvantaged communities are typically disproportionately exposed to air pollutants, and therefore climate policy could also potentially reduce these environmental inequities. We sought to explore potential social disparities in GHG and co-pollutant emissions under an existing carbon trading program—the dominant approach to GHG regulation in the US and globally.Methods and findingsWe examined the relationship between multiple measures of neighborhood disadvantage and the location of GHG and co-pollutant emissions from facilities regulated under California’s cap-and-trade program—the world’s fourth largest operational carbon trading program. We examined temporal patterns in annual average emissions of GHGs, particulate matter (PM2.5), nitrogen oxides, sulfur oxides, volatile organic compounds, and air toxics before (January 1, 2011–December 31, 2012) and after (January 1, 2013–December 31, 2015) the initiation of carbon trading. We found that facilities regulated under California’s cap-and-trade program are disproportionately located in economically disadvantaged neighborhoods with higher proportions of residents of color, and that the quantities of co-pollutant emissions from these facilities were correlated with GHG emissions through time. Moreover, the majority (52%) of regulated facilities reported higher annual average local (in-state) GHG emissions since the initiation of trading. Neighborhoods that experienced increases in annual average GHG and co-pollutant emissions from regulated facilities nearby after trading began had higher proportions of people of color and poor, less educated, and linguistically isolated residents, compared to neighborhoods that experienced decreases in GHGs. These study results reflect preliminary emissions and social equity patterns of the first 3 years of California’s cap-and-trade program for which data are available. Due to data limitations, this analysis did not assess the emissions and equity implications of GHG reductions from transportation-related emission sources. Future emission patterns may shift, due to changes in industrial production decisions and policy initiatives that further incentivize local GHG and co-pollutant reductions in disadvantaged communities.ConclusionsTo our knowledge, this is the first study to examine social disparities in GHG and co-pollutant emissions under an existing carbon trading program. Our results indicate that, thus far, California’s cap-and-trade program has not yielded improvements in environmental equity with respect to health-damaging co-pollutant emissions. This could change, however, as the cap on GHG emissions is gradually lowered in the future. The incorporation of additional policy and regulatory elements that incentivize more local emission reductions in disadvantaged communities could enhance the local air quality and environmental equity benefits of California’s climate change mitigation efforts.

Anthropogenic climate change, caused by greenhouse gas (GHG) emissions, will have negative if not catastrophic consequences for the livelihoods of many across the globe. With the Paris Agreement in 2015, most countries have pledged to reduce territorial GHG emissions. Per-capita emission levels are highest in today's rich countries, and many have started reducing their emissions. Current middle-income economies such as China, Ghana, India or Indonesia have experienced rapid economic, population, and emission growth in recent years, and today's poor countries are projected to be responsible for the lion's share of growth in energy demand and emissions in the coming decades. As of 2019, middle-income countries were responsible for over half of global GHG emissions. While the implementation of climate policies in middle-income countries is crucial for global mitigation efforts, the same is difficult to defend for low-income countries due to justified growth ambitions and very low historical and current emission levels. Besides switching to renewable energy sources for electricity generation, carbon pricing – either through taxes or trading schemes – as well as fossil fuel subsidy removal are arguably the most important mitigation policy tools available. These policies increase energy prices at least in the short term, thus incurring costs that may harm sustainable development goals. People and firms adapted their behaviour to low and often subsidized fossil energy. Many firms rely on generators powered by cheap diesel, while large parts of the population rely on cheap transportation and buy LPG cookstoves due to subsidized fuel prices. Clean cooking fuel adoption objectives may be hampered by taxing the fossil fuel LPG – the only viable clean cooking fuel in many regions of the world. Rising energy prices come with negative welfare consequences for households that may directly threaten poverty reduction efforts. Further, potential competitiveness losses of firms can dampen economic development prospects. Economic development has always been associated with both an increase in per-capita emissions and a decrease in poverty rates, although considerable country-level heterogeneity exists. For instance, China's and Thailand's growth have been associated with steep rises in per-capita emissions (and steep declines in poverty rates), while India's, Indonesia's, and Ghana's emission trajectories are much flatter. South African and Mexican growth rates and per-capita emissions have been relatively stagnant in the past 30 years, but these countries achieved considerable reductions in poverty rates. The trade-offs between climate policy and economic development may explain why only few middle-income countries (and no low-income country) have implemented carbon pricing to date. Those countries that have implemented carbon pricing have done so at very low price levels. The removal of fossil fuel subsidies, labelled as "second-best" climate policy for developing countries, has been more frequent. In addition to public welfare and economic growth concerns, the implementation of policies raising energy prices is frequently met with public protests – be it in China, Ecuador, France, Kazakhstan, Kenya or Mexico. These incidences are likely related to in some cases considerable short-term costs of such policies, which are clearly important from a political economy perspective, irrespective of long-term gains. Policy design needs to take into account these costs in order to avoid adverse consequences and to increase public acceptance. For instance, well-designed social transfer schemes can in theory compensate for welfare losses among the poorer population, and reforms can be phased in gradually to avoid sudden price shocks. This dissertation investigates the impact of rising energy prices, caused by different policies, on different segments of society in two lower-middle-income countries – Ghana and Indonesia – and an upper-middle income country, that is, Mexico. The analyses shed light on the short-term impacts of an increase in energy prices on the performance of small firms in Mexico and on large manufacturing firms in Indonesia, on household welfare impacts and consumption-based GHG emission reduction potential of carbon taxes in Mexico, and on the impact of fossil fuel subsidy removal on clean cooking fuel objectives in Ghana. These analyses hence provide evidence on the effects of climate policies in developing countries and their immediate trade-offs with sustainable development goals. This empirical basis can inform decision makers on how to design complementary policies aimed at mitigating adverse impacts for sustainable development, and thus may also contribute to a more rapid introduction of mitigation policies.

Health Care and Climate Change: Challenges and Pathways to Sustainable Health Care.

As part of the Net Zero Carbon Water Cycle Program (NZCWCP) for Victoria state in Australia, we have sought to understand the potential to reduce household energy consumption and related Greenhouse Gas (GHG) emissions by influencing water use. Digital metering data disaggregated into 57 million discrete water usage events across 105 households at a resolution of 10 millilitres at 10 second intervals from June 2017 to March 2020, from a previous Yarra Valley Water (Melbourne, Australia) study, was analysed, together with the dynamic relationship between the multiple energy sources (natural gas, grid electricity, solar) used to heat water for showers in each hour of the day. Water-related energy (WRE) use, including water desalination and treatment, pumping, heating, wastewater collection and treatment, comprised 12.6% of Australia’s primary energy use in 2019. Water heating (by natural gas and electricity) comprised the largest component of WRE use for across residential, commercial, and industrial sectors. Furthermore, 69% of Victoria’s total water usage was by residential customers in 2020-2021. WRE GHG emissions were around 3.8% of Victoria’s total GHG emissions in 2018. Showers (~50% of residential WRE), system losses (~27% of residential WRE), and clothes washers (~9% of residential WRE) are the three largest components of WRE consumption. The main objective of this work is the creation of industry-accessible tools to improve knowledge and management options from the understanding of reductions in cost and GHG emissions from household showering WRE use. Potential options considered, to reduce water and energy use, as well as associated GHG emissions and customer utility bills, include (a) behaviour management such as water and energy pricing to change time of use behaviours, and (b) the adoption of efficient shower head improvements. Shower WRE and GHG emissions were found able to be strongly impacted by small changes in daily routines. GHG emissions reduction from showering could be reduced up to 20 (in summer) - 22% (in winter) by shifting demand time of showering or replacing residential showerheads. Extrapolated to state and Australian scales, reductions in water usage could be up to 14 GL (Victoria) and 144 GL (Australia), and reductions in GHG emissions 1,600 ktCO2eq (Victoria) and 17,300 ktCO2eq (Australia). It provides fundamental new information which could inform a suite of new management options to impact water-related energy from showers, and related GHG emissions and customer water and energy cost.

Rapidly increased greenhouse gas emissions by Pacific white shrimp aquacultural intensification and potential solutions for mitigation in China

Why carbon leakage matters and what can be done against it

Researchers at Argonne National Laboratory expanded the Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model and incorporated the fuel economy and electricity use of alternative fuel/vehicle systems simulated by the Powertrain System Analysis Toolkit (PSAT) to conduct a well-to-wheels (WTW) analysis of energy use and greenhouse gas (GHG) emissions of plug-in hybrid electric vehicles (PHEVs). The WTW results were separately calculated for the blended charge-depleting (CD) and charge-sustaining (CS) modes of PHEV operation and then combined by using a weighting factor that represented the CD vehicle-miles-traveled (VMT) share. As indicated by PSAT simulations of the CD operation, grid electricity accounted for a share of the vehicle's total energy use, ranging from 6% for a PHEV 10 to 24% for a PHEV 40, based on CD VMT shares of 23% and 63%, respectively. In addition to the PHEV's fuel economy and type of on-board fuel, the marginal electricity generation mix used to charge the vehicle impacted the WTW results, especially GHG emissions. Three North American Electric Reliability Corporation regions (4, 6, and 13) were selected for this analysis, because they encompassed large metropolitan areas (Illinois, New York, and California, respectively) and provided a significant variation of marginal generation mixes. The WTW results were also reported for the U.S. generation mix and renewable electricity to examine cases of average and clean mixes, respectively. For an all-electric range (AER) between 10 mi and 40 mi, PHEVs that employed petroleum fuels (gasoline and diesel), a blend of 85% ethanol and 15% gasoline (E85), and hydrogen were shown to offer a 40-60%, 70-90%, and more than 90% reduction in petroleum energy use and a 30-60%, 40-80%, and 10-100% reduction in GHG emissions, respectively, relative to an internal combustion engine vehicle that used gasoline. The spread of WTW GHG emissions among the different fuel production technologies and grid generation mixes was wider than the spread of petroleum energy use, mainly due to the diverse fuel production technologies and feedstock sources for the fuels considered in this analysis. The PHEVs offered reductions in petroleum energy use as compared with regular hybrid electric vehicles (HEVs). More petroleum energy savings were realized as the AER increased, except when the marginal grid mix was dominated by oil-fired power generation. Similarly, more GHG emissions reductions were realized at higher AERs, except when the marginal grid generation mix was dominated by oil or coal. Electricity from renewable sources realized the largest reductions in petroleum energy use and GHG emissions for all PHEVs as the AER increased. The PHEVs that employ biomass-based fuels (e.g., biomass-E85 and -hydrogen) may not realize GHG emissions benefits over regular HEVs if the marginal generation mix is dominated by fossil sources. Uncertainties are associated with the adopted PHEV fuel consumption and marginal generation mix simulation results, which impact the WTW results and require further research. More disaggregate marginal generation data within control areas (where the actual dispatching occurs) and an improved dispatch modeling are needed to accurately assess the impact of PHEV electrification. The market penetration of the PHEVs, their total electric load, and their role as complements rather than replacements of regular HEVs are also uncertain. The effects of the number of daily charges, the time of charging, and the charging capacity have not been evaluated in this study. A more robust analysis of the VMT share of the CD operation is also needed.

Energy use and greenhouse gas emissions in organic and conventional farming systems in the Netherlands

Greenhouse gas (GHG) emissions is one of the major environmental concerns of shale gas development. To better understand this specific environmental impact, this chapter develops a hybrid life cycle inventory (LCI) model to estimate the energy use and greenhouse gas (GHG) emissions of China’s shale gas development. Results suggest a total average energy use per well of 123 TJ (range: 74–165 TJ) and total average GHG emissions per well of 9505 tCO2e (range: 5346–13551 tCO2e). Most of the energy use and GHG emissions are indirect impacts embodied in fuels and materials. Energy use and GHG emissions from the drilling stage comprise the largest share in both totals due to large amounts of diesel used as fuel in the well drilling process and the materials used in the well casing process. Furthermore, the comparison shows that the energy use and GHG emissions of shale gas development in China will be much higher than the U.S.KeywordsShale gas developmentLife-cycle analysisGHG emissionsEnergy useEmbodied energy