Engaging attribute tradeoffs in clean energy portfolio development

Cap and Trade Legislation for Greenhouse Gas Emissions

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.

Exploring the public's willingness to reduce air pollution and greenhouse gas emissions from private road transport in Catalonia

Background Climate change has become a concern of both policy makers and consumers. Transportation constitutes a key source of greenhouse gas (GHG) emissions; hence, alternative transportation fuels with reduced GHG emissions are of increasing interest as a potential strategy for decreasing emissions. However, consumer views on achieving emission reductions through the use of alternative fuels have not been widely studied. Understanding consumer preferences related to alternative fuels is relevant as new fuel options become available. Methods This study uses a two-step cluster analysis of opinion variables to segment consumers into four market segments (Potential activists, Environmentals, Neutrals, and National interests). Cluster profiles are examined based on demographics and opinion variables related to concerns about national security, food versus fuel, perceived effects of personal actions, perceived effects of other's actions, and environmental issues. Willingness to pay (WTP) for reductions in GHG emissions through purchases of ethanol blends is estimated via conjoint analysis from a national survey. Results Estimates reveal that WTP varies in significance and magnitude across the four segments. In particular, the Environmentals market cluster is the only cluster consistently willing to pay a premium for emission reductions. Conclusions Market opinion clusters play a significant role in WTP for emission reductions through purchases of E85. Results suggest the existence of a potential niche market consisting of consumers with strong environmental concerns who are willing to pay a premium for renewable fuels in order to reduce GHG emissions.

The Australian Government is facing the considerable challenges to cut back greenhouse gas emissions to five percent under 2000 levels by the year 2020. One of the substantial emission sectors in Australia is agriculture and the Australian Government is pursuing policies to incentivise emission reductions by farmers. These incentives are driven by the Carbon Farming Initiative (CFI), which is a national programme that financially compensates farmers who take measures to reduce their greenhouse gas emissions or increase carbon storage in soils and vegetation. Next to mitigating greenhouse gas concentrations, carbon farming practices can be accompanied by so-called ‘co-benefits’ such as positive effects on biodiversity, increasing the value of landscape aesthetics and the reduction of soil erosion. These co-benefits will generate social and environmental values that are not only experienced by farmers but also by other citizens. A better understanding of the values that the public attaches to these co-benefits can play an important role to support farmers in their carbon farming practices. This is because if projects deliver more benefits next to carbon mitigation, buyers might be willing pay a higher price for the carbon credits. In this study, we measure the public’s willingness to pay (WTP) for the co-benefits of carbon farming. A choice experiment was conducted among Australian citizens that included three environmental attributes: carbon emission reductions, increase in native vegetation and a reduction in soil erosion. The results of multi-nominal logit models and mixed logit models show that Australians are likely to receive welfare benefits from carbon mitigation activities that also provide biodiversity benefits. This means that carbon farming policies could potentially be broadened to capture co-benefits and not be restricted to solely carbon sequestration. Public incentives that aim to change agricultural land management could therefore include higher payments for carbon credits that generate additional environmental co-benefits.

Public willingness to pay for hydrogen stations expansion policy in Korea: Results of a contingent valuation survey

Better information on greenhouse gas (GHG) emissions and mitigation potential in the agricultural sector is necessary to manage these emissions and identify responses that are consistent with the food security and economic development priorities of countries. Critical activity data (what crops or livestock are managed in what way) are poor or lacking for many agricultural systems, especially in developing countries. In addition, the currently available methods for quantifying emissions and mitigation are often too expensive or complex or not sufficiently user friendly for widespread use.The purpose of this focus issue is to capture the state of the art in quantifying greenhouse gases from agricultural systems, with the goal of better understanding our current capabilities and near-term potential for improvement, with particular attention to quantification issues relevant to smallholders in developing countries. This work is timely in light of international discussions and negotiations around how agriculture should be included in efforts to reduce and adapt to climate change impacts, and considering that significant climate financing to developing countries in post-2012 agreements may be linked to their increased ability to identify and report GHG emissions (Murphy et al 2010, CCAFS 2011, FAO 2011).

Mitigating Curtailment and Carbon Emissions through Load Migration between Data Centers

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

Kupang city is growth rapidly and located in a strategic position between Australia and Timor Leste. A sharp increase of GHG emission along with environmental pollution, contamination of water, air and improper waste disposal practices as its consequence to the global environment. The city’s government ambition to evaluate impact of economic activity on greenhouse gases (GHG) emission contribution. This paper outlined pollutant sectors that contribute substantially to GHG emission in Kupang along with its structure, and count an estimated amount of emission coefficients for 27 economy sectors. More in-depth explanation about indirect coefficient pollutant emission which beneficial not only for calculation of the emission amount but more as inventory data for LCA. The paper is investigated review the trends of some priority sectors, then introduction of indirect coefficients of pollutant sectors, and showed the Pollutant Emission Structure for Kupang. After that, an estimated amount of Kupang GHG emission under BAU is also counted and confirmed. The paper only considers GHG emission issues while air pollutant emission only be provided as inventory data but will not be used as exogenous data for this paper. In the final part a brief explanation and implications of GHG emission policy in Kupang are identified. A detailed of input-output data for individual process are provided includes all groups of processes or industry sectors relevant to economy activities in Kupang City. A time period for Global Warming Potential (GWP) 20 year and 100 years are used to forecasted amounts share of total GHG emission in Kupang and Indonesia by 2020 compared to 2010. As results first, the GHG emission and air pollutant coefficients for 27 sectors in Kupang based on method is presented in NIES which use to count the GHG emission. These also become an Inventory data for researchers of regional science in Indonesia, however, geography and socioeconomic conditions in every region is different, so that some criteria will be applied. Second, found total GHG emission in Kupang is $1.0164\mathrm{x} 10^{-3}$ Gt or around 0.047% compared to total GHG emission by 2010 and 0.034% compared to total GHG emission by 2020 in Indonesia. The study suggests to government consider a proper method in decide a reliable environmental policy and technical measures to reach GHG emission targets by 2020. Third, total share of CO 2 e in Indonesia emitted from Kupang for GWP 20 years and 100 years respectively were came out as follow.

Taking Stock of Strategies on Climate Change and the Way Forward: A Strategic Climate Change Framework for Australia

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 ...

An important source of anthropogenic greenhouse gas (GHG) emissions is the air transport sector, which accounts for approximately 2% of global GHG emissions. Therefore, reducing GHG emissions from aircrafts has become a major challenge for transportation authorities worldwide. In recent years, much research has focused on tax ideas related to the CO2 emissions produced by air transport, such as the voluntary carbon offset (VCO). This study investigates the willingness of economy class air passengers to pay to compensate for the CO2 emissions produced during their journeys from Taiwan to Hong Kong. Together with the Spike model, a framework known as the contingent valuation (CV) method offers a way to investigate how much the air passenger would be willing to pay to offset a journey’s airplane-generated CO2 emissions. The Spike model was applied to address the problem of zero willingness to pay (WTP). The results obtained in this study are consistent with the results found in previous studies and therefore can provide valuable insights into pricing strategies for airlines.

The transportation sector accounts for over 20 percent of greenhouse gas (GHG) emissions in Colorado which without intervention will grow to over 30 million metric tons (MMT) of GHG emissions per year. This study seeks to develop a specific characterization of the Colorado fuel and transportation system using a customized life cycle assessment (LCA) model. The model (CO-GT) was developed as an analytical tool to define Colorado’s 2020 baseline life cycle GHG emissions for the transportation sector, and to examine Colorado-specific pathways for GHG reductions through fuel types and volumes changes that might be associated with a state clean fuel standard (CFS). By developing a LCA of transportation fuels that is specific to the state of Colorado’s geography, fleet makeup, policies, energy sector and more, these tools can evaluate various proposals for the transition towards a more sustainable state transportation system. The results of this study include a quantification of the Colorado-specific roles of clean fuels, electricity, extant policies, and fleet transition in projections of the state’s 2030 transportation sector GHG emissions. Relative to a 2020 baseline, electrification of the vehicle fleet is found to reduce state-wide lifecycle GHG emissions by 7.7 MMT CO2e by 2030, and a model CFS policy able to achieve similar reductions in the carbon intensity of clean fuels as was achieved by California in the first 10 years of its CFS policies is found to only reduce state-wide lifecycle GHG emissions by 0.2 MMT CO2e by 2030. These results illustrate the insensitivity of Colorado’s transportation fleet GHG emissions reductions to the presence of CFS policies, as proposed to date.

I. BACKGROUND II. CLIMATE CHANGE IMPACTS IN ARIZONA III. EXECUTIVE ORDER 2005-02 AND THE CLIMATE CHANGE ADVISORY GROUP IV. EXECUTIVE ORDER 2006-13 V. ARIZONA'S CLEAN CAR GHG STANDARDS VI. ARIZONA'S RENEWABLE ENERGY STANDARD VII. THE WESTERN CLIMATE INITIATIVE VIII. OTHER REGIONAL EFFORTS A. Arizona-Sonora Climate Change Initiative B. Southwest Climate Change Initiative C. The Climate Registry IX. OTHER ARIZONA EFFORTS A. Executive Order 2005-05 B. Smart Growth & the Growth Scorecard X. CONCLUSION I. BACKGROUND In the absence of meaningful federal action, it has been up to the states to show leadership on this critical issue. And that is exactly what we have done. Governor Janet Napolitano (1) Arizona is one of the newest and fastest growing states in the country. Over the last twenty years, Arizona's population has nearly doubled. (2) During that same time, greenhouse gas (GHG) emissions in Arizona have skyrocketed, due substantially to the state's population growth. An inventory and forecast of Arizona's GHG emissions prepared in 2005 for the Arizona Climate Change Advisory Group (CCAG) at the direction of then-Governor Janet Napolitano found that, between 1990 and 2005, Arizona's net GHG emissions increased by nearly 56 percent, from an estimated 59.3 million metric tons carbon dioxide equivalent (MMtCO2e) to an estimated 92.6 MMtCO2e. (3) Two sectors directly related to Arizona's rapid population growth--transportation and electricity--accounted for nearly 80 percent of Arizona's total GHG emissions in 2005. (4) Both sectors are growing at relatively high rates as Arizona's population grows. Indeed, with Arizona's population expected to continue to grow at a vigorous pace in the decades ahead, (5) the 2005 inventory and forecast projected that Arizona's GHG emissions would increase 148 percent over 1990 levels by 2020 if steps are not taken to reduce the emissions. (6) Because of Arizona's reliance on gasoline-fueled automobiles and demand for electricity produced by coal-fired power plants, Arizona's GHG emissions increased at a rate more than twice the national average during 1990-2005. (7) Further, Arizona's projected 148 percent growth-rate between 1990 and 2020 is more than three times the projected national average over the same period. (8) Arizona's forecasted GHG increase is the highest known projected emissions growth rate in the country. (9) On the other hand, because of Arizona's mild winters and relative absence of manufacturing and heavy industry, the state's per capita GHG emissions (the total level of statewide emissions divided by state population) is significantly less than the national average: 14 MtCO2e versus 22 MtCO2e. (10) Moreover, while the percentage of GHG emissions from electricity production in Arizona is greater than the national average, Arizona gets slightly less electricity from coal and more from low-GHG-emitting sources, such as nuclear power, hydroelectric power and renewable energy (such as solar and biomass). (11) While Arizona's high emissions growth rate presents challenges, it also provides major opportunities. Because nearly 80 percent of Arizona's GHG emissions are directly related to energy and transportation, Arizona can significantly reduce its GHG emissions by focusing on those sectors. Improved energy efficiency, increased use of renewable energy sources, building new infrastructure right, and increased use of cleaner transportation modes, technologies and fuels are key elements in accomplishing these reductions. They are also all essential ingredients of a new, greener economy toward which the state must move in any event. (12) II. CLIMATE CHANGE IMPACTS IN ARIZONA It is critical that Arizona take action to reduce its GHG emissions because the scientific evidence is clear that Arizona and the Southwest will be especially hard-hit by the impacts of climate change in the future. …