Global Temperature Change Potential Research Articles

Implications of alternative metrics for global mitigation costs and greenhouse gas emissions from agriculture

100-year Global Warming Potentials (GWPs) are used almost universally to compare emissions of greenhouse gases in national inventories and reduction targets. GWPs have been criticised on several grounds, but little work has been done to determine global mitigation costs under alternative physics-based metrics . We used the integrated assessment model MESSAGE to compare emission pathways and abatement costs for fixed and time-dependent variants of the Global Temperature Change Potential (GTP) with those based on GWPs, for a policy goal of limiting the radiative forcing to a specified level in the year 2100. We find that fixed 100-year GTPs would increase global abatement costs (discounted and aggregated over the 21st century) under this policy goal by 5–20 % relative to 100-year GWPs, whereas time-varying GTPs would reduce costs by about 5 %. These cost differences are smaller than differences arising from alternative assumptions regarding agricultural mitigation potential and much smaller than those arising from alternative radiative forcing targets. Using the land-use model GLOBIOM, we show that alternative metrics affect food production differently in different world regions depending on regional characteristics of future land-use change to meet growing food demand. We conclude that under scenarios of complete participation, the choice of metric has a limited impact on global abatement costs but could be important for the political economy of regional and sectoral participation in collective mitigation efforts, in particular changing costs and gains over time for agriculture and energy-intensive sectors.

Latitudinal variation of the effect of aviation NOx emissions on atmospheric ozone and methane and related climate metrics

We evaluate the response to regional and latitudinal changes in aircraft NOx emissions using several climate metrics (radiative forcing (RF), Global Warming Potential (GWP), Global Temperature change Potential (GTP)). Global chemistry transport model integrations were performed with sustained perturbations in regional aircraft and aircraft-like NOx emissions. The RF due to the resulting ozone and methane changes is then calculated. We investigate the impact of emission changes for specific geographical regions (approximating to USA, Europe, India and China) and cruise altitude emission changes in discrete latitude bands covering both hemispheres. We find that lower latitude emission changes (per Tg N) cause ozone and methane RFs that are about a factor of 6 larger than those from higher latitude emission changes. The net RF is positive for all experiments. The meridional extent of the RF is larger for low latitude emissions. GWPs for all emission changes are positive, with tropical emissions having the largest values; the sign of the GTP depends on the choice of time horizon.

Comparison of physically- and economically-based CO<sub>2</sub>-equivalences for methane

Abstract. There is a controversy on the role methane (and other short-lived species) should play in climate mitigation policies, and there is no consensus on what an optimal methane CO2-equivalence should be. We revisit this question by discussing some aspects of physically-based (i.e. global- warming potential or GWP and global temperature change potential or GTP) and socio-economically-based climate metrics. To this effect we use a simplified global damage potential (GDP) that was introduced by earlier authors and investigate the uncertainties in the methane CO2-equivalence that arise from physical and socio-economic factors. The median value of the methane GDP comes out very close to the widely used methane 100-yr GWP because of various compensating effects. However, there is a large spread in possible methane CO2-equivalences from this metric (1–99% interval: 10.0–42.5; 5–95% interval: 12.5–38.0) that is essentially due to the choice in some socio-economic parameters (i.e. the damage cost function and the discount rate). The main factor differentiating the methane 100-yr GTP from the methane 100-yr GWP and the GDP is the fact that the former metric is an end-point metric, whereas the latter are cumulative metrics. There is some rationale for an increase in the methane CO2-equivalence in the future as global warming unfolds, as implied by a convex damage function in the case of the GDP metric. We also show that a methane CO2-equivalence based on a pulse emission is sufficient to inform multi-year climate policies and emissions reductions, as long as there is enough visibility on CO2 prices and CO2-equivalences for the stakeholders.

The integrated global temperature change potential (iGTP) and relationships between emission metrics

The Kyoto Protocol compares greenhouse gas emissions (GHGs) using the global warming potential (GWP) with a 100 yr time-horizon. The GWP was developed, however, to illustrate the difficulties in comparing GHGs. In response, there have been many critiques of the GWP and several alternative emission metrics have been proposed. To date, there has been little focus on understanding the linkages between, and interpretations of, different emission metrics. We use an energy balance model to mathematically link the absolute GWP, absolute global temperature change potential (AGTP), absolute ocean heat perturbation (AOHP), and integrated AGTP. For pulse emissions, energy conservation requires that AOHP = AGWP − iAGTP/λ and hence AGWP and iAGTP are closely linked and converge as AOHP decays to zero. When normalizing the metrics with CO2 (GWP, GTP, and iGTP), we find that the iGTP and GWP are similar numerically for a wide range of GHGs and time-horizons, except for very short-lived species. The similarity between the iGTPX and GWPX depends on how well a pulse emission of CO2 can substitute for a pulse emission of X across a range of time-horizons. The ultimate choice of emission metric(s) and time-horizon(s) depends on policy objectives. To the extent that limiting integrated temperature change over a specific time-horizon is consistent with the broader objectives of climate policy, our analysis suggests that the GWP represents a relatively robust, transparent and policy-relevant emission metric.

Valuing the non-CO2 climate impacts of aviation

The non-CO2 climate impact of aviation (NOx and contrails) is assessed and emissions weighting factors (EWFs) i.e., the factor by which aviation CO2 emissions should be multiplied to get the CO2-equivalent emissions for annual fleet average conditions are estimated. The EWFs are estimated using two economic metrics. One is based on the relative damage cost between non-CO2 forcers and CO2. The other is based on the cost-effective valuation between the non-CO2 forcers and CO2 given an upper ceiling on the global annual average surface temperature (set at 2 K above pre-industrial levels). We also estimate EWFs using three physical metrics, Global Warming Potential (GWP), Global Temperature change Potential (GTP) and Sustained GTP (SGTP) and compare our results with the economics based metrics. Given best estimates on the forcing contributions from CO2, contrails and NOx from aviation and by using a discount rate of 3%/year, the RDC based metric gives an EWF equal to 1.4 (slightly higher than EWFs based on GWP and SGTP using a 100 year time horizon). EWF using the cost-effective approach depends on the time that remains before stabilization occurs. It is roughly equal to unity until a few years before the temperature reaches its ceiling, and approximately 2 when stabilization has taken place. EWFs based on GTP resemble those based on CETO when the time left to when stabilization occurs is sufficiently large. Once stabilization has occurred CETO values resemble RDC based values. If aviation-induced cirrus clouds are included, uncertainties increase and the EWFs for GWP, SGTP and RDC based metrics end up in the range 1.3–2.9, while EWFs for GTP and CETO remain close to unity in the near term.

Economics- and physical-based metrics for comparing greenhouse gases

A range of alternatives to the Global Warming Potential (GWP) have been suggested in the scientific literature. One of the alternative metrics that has received attention is the cost-effective relative valuation of greenhouse gases, recently denoted Global Cost Potential (GCP). However, this metric is based on complex optimising integrated assessment models that are far from transparent to the general scientist or policymaker. Here we present a new analytic metric, the Cost-Effective Temperature Potential (CETP) which is based on an approximation of the GCP. This new metric is constructed in order to enhance general understanding of the GCP and elucidate the links between physical metrics and metrics that take economics into account. We show that this metric has got similarities with the purely physical metric, Global Temperature change Potential (GTP). However, in contrast with the GTP, the CETP takes the long-term temperature response into account.

Estimating the climate and air quality benefits of aviation fuel and emissions reductions

Abstract In this study we consider the implications of our current understanding of aviation climate impacts as it relates to the ratio of non-CO 2 to CO 2 effects from aviation. We take as inputs recent estimates from the literature of the magnitude of the component aviation impacts and associated uncertainties. We then employ a simplified probabilistic impulse response function model for the climate and a range of damage functions to estimate the ratio of non-CO 2 to CO 2 impacts of aviation for a range of different metrics, scientific assumptions, future background emissions scenarios, economic growth scenarios, and discount rates. We take cost-benefit analysis as our primary context and thus focus on integral metrics that can be related to damages: the global warming potential, the time-integrated change in surface temperature, and the net present value of damages. We also present results based on an endpoint metric, the global temperature change potential. These latter results would be more appropriate for use in a cost-effectiveness framework (e.g., with a well-defined policy target for the anthropogenic change in surface temperature at a specified time in the future). We find that the parameter that most influences the ratio of non-CO 2 to CO 2 impacts of aviation is the discount rate, or analogously the time window used for physical metrics; both are expressions of the relative importance of long-lived versus short-lived impacts. Second to this is the influence of the radiative forcing values that are assumed for aviation-induced cloudiness effects. Given the large uncertainties in short-lived effects from aviation, and the dominating influence of discounting or time-windowing, we find that the choice of metric is relatively less influential. We express the ratios of non-CO 2 to CO 2 impacts on a per unit fuel burn basis so that they can be multiplied by a social cost of carbon to estimate the additional benefits of fuel burn reductions from aviation beyond those associated with CO 2 alone (all else being equal). For a non-CO 2 to CO 2 ratio based on economic damage costs, we find a central value of 1.8 at a 3% discount rate, with a range from 0.6 to 2.5 for the upper and lower bounds of scientific and scenario-based uncertainty. Since estimating the co-benefits in this way is an important requirement for cost-benefit analyses, we also provide estimates of the air quality benefits of aviation fuel burn reduction in a similar format. We find the marginal damage costs of aircraft emissions below 3000 feet to be of similar magnitude to the climate costs on a per unit fuel burn basis, or an order of magnitude smaller on a per flight basis since we take no account of the air quality impacts of emissions above 3000 feet where the majority of fuel is consumed for the fleet.

How vegetation impacts affect climate metrics for ozone precursors

We examine the effect of ozone damage to vegetation as caused by anthropogenic emissions of ozone precursor species and quantify it in terms of its impact on terrestrial carbon stores. A simple climate model is then used to assess the expected changes in global surface temperature from the resulting perturbations to atmospheric concentrations of carbon dioxide, methane, and ozone. The concept of global temperature change potential (GTP) metric, which relates the global average surface temperature change induced by the pulse emission of a species to that induced by a unit mass of carbon dioxide, is used to characterize the impact of changes in emissions of ozone precursors on surface temperature as a function of time. For NOx emissions, the longer‐timescale methane perturbation is of the opposite sign to the perturbations in ozone and carbon dioxide, so NOx emissions are warming in the short term, but cooling in the long term. For volatile organic compound (VOC), CO, and methane emissions, all the terms are warming for an increase in emissions. The GTPs for the 20 year time horizon are strong functions of emission location, with a large component of the variability owing to the different vegetation responses on different continents. At this time horizon, the induced change in the carbon cycle is the largest single contributor to the GTP metric for NOx and VOC emissions. For NOx emissions, we estimate a GTP20 of −9 (cooling) to +24 (warming) depending on assumptions of the sensitivity of vegetation types to ozone damage.

Radiative forcing due to changes in ozone and methane caused by the transport sector

The year 2000 radiative forcing (RF) due to changes in O3 and CH4 (and the CH4-induced stratospheric water vapour) as a result of emissions of short-lived gases (oxides of nitrogen (NOx), carbon monoxide and non-methane hydrocarbons) from three transport sectors (ROAD, maritime SHIPping and AIRcraft) are calculated using results from five global atmospheric chemistry models. Using results from these models plus other published data, we quantify the uncertainties. The RF due to short-term O3 changes (i.e. as an immediate response to the emissions without allowing for the long-term CH4 changes) is positive and highest for ROAD transport (31 mW m �2 ) compared to SHIP (24 mW m �2 ) and AIR (17 mW m �2 ) sectors in four of the models. All five models calculate negative RF from the CH4 perturbations, with a larger impact from the SHIP sector than for ROAD and AIR. The net RF of O3 and CH4 combined (i.e. including the impact of CH4 on ozone and stratospheric water vapour) is positive for ROAD (þ16(� 13) (one standard deviation) mW m �2 ) and AIR (þ6(� 5) mW m �2 ) traffic sectors and is negative for SHIP (� 18(� 10) mW m �2 ) sector in all five models. Global Warming Potentials (GWP) and Global Temperature change Potentials (GTP) are presented for AIR NOx emissions; there is a wide spread in the results from the 5 chemistry models, and it is shown that differences in the methane response relative to the O3 response drive much of the spread.

Uncertainties of global warming metrics: CO2 and CH4

We present a comprehensive evaluation of uncertainties in the Global Warming Potential (GWP) and Global Temperature Change Potential (GTP) of CH4, using a simple climate model calibrated to AOGCMs and coupled climate‐carbon cycle models assessed in the IPCC Fourth Assessment Report (AR4). In addition, we estimate uncertainties in these metrics probabilistically by using a method that does not rely on AOGCMs but instead builds on historical constraints and uncertainty estimates of current radiative forcings. While our mean and median GWPs and GTPs estimates are consistent with previous studies, our analysis suggests that uncertainty ranges for GWPs are almost twice as large as estimated in the AR4. Relative uncertainties for GTPs are larger than for GWPs, nearly twice as high for a time horizon of 100 years. Given this uncertainty, our results imply the possibility for substantial future adjustments in best‐estimate values of GWPs and in particular GTPs.

Transport impacts on atmosphere and climate: Shipping

Emissions of exhaust gases and particles from oceangoing ships are a significant and growing contributor to the total emissions from the transportation sector. We present an assessment of the contribution of gaseous and particulate emissions from oceangoing shipping to anthropogenic emissions and air quality. We also assess the degradation in human health and climate change created by these emissions. Regulating ship emissions requires comprehensive knowledge of current fuel consumption and emissions, understanding of their impact on atmospheric composition and climate, and projections of potential future evolutions and mitigation options. Nearly 70% of ship emissions occur within 400 km of coastlines, causing air quality problems through the formation of ground-level ozone, sulphur emissions and particulate matter in coastal areas and harbours with heavy traffic. Furthermore, ozone and aerosol precursor emissions as well as their derivative species from ships may be transported in the atmosphere over several hundreds of kilometres, and thus contribute to air quality problems further inland, even though they are emitted at sea. In addition, ship emissions impact climate. Recent studies indicate that the cooling due to altered clouds far outweighs the warming effects from greenhouse gases such as carbon dioxide (CO 2) or ozone from shipping, overall causing a negative present-day radiative forcing (RF). Current efforts to reduce sulphur and other pollutants from shipping may modify this. However, given the short residence time of sulphate compared to CO 2, the climate response from sulphate is of the order decades while that of CO 2 is centuries. The climatic trade-off between positive and negative radiative forcing is still a topic of scientific research, but from what is currently known, a simple cancellation of global mean forcing components is potentially inappropriate and a more comprehensive assessment metric is required. The CO 2 equivalent emissions using the global temperature change potential (GTP) metric indicate that after 50 years the net global mean effect of current emissions is close to zero through cancellation of warming by CO 2 and cooling by sulphate and nitrogen oxides.

Transport impacts on atmosphere and climate: Metrics

The transport sector emits a wide variety of gases and aerosols, with distinctly different characteristics which influence climate directly and indirectly via chemical and physical processes. Tools that allow these emissions to be placed on some kind of common scale in terms of their impact on climate have a number of possible uses such as: in agreements and emission trading schemes; when considering potential trade-offs between changes in emissions resulting from technological or operational developments; and/or for comparing the impact of different environmental impacts of transport activities. Many of the non-CO 2 emissions from the transport sector are short-lived substances, not currently covered by the Kyoto Protocol. There are formidable difficulties in developing metrics and these are particularly acute for such short-lived species. One difficulty concerns the choice of an appropriate structure for the metric (which may depend on, for example, the design of any climate policy it is intended to serve) and the associated value judgements on the appropriate time periods to consider; these choices affect the perception of the relative importance of short- and long-lived species. A second difficulty is the quantification of input parameters (due to underlying uncertainty in atmospheric processes). In addition, for some transport-related emissions, the values of metrics (unlike the gases included in the Kyoto Protocol) depend on where and when the emissions are introduced into the atmosphere – both the regional distribution and, for aircraft, the distribution as a function of altitude, are important. In this assessment of such metrics, we present Global Warming Potentials (GWPs) as these have traditionally been used in the implementation of climate policy. We also present Global Temperature Change Potentials (GTPs) as an alternative metric, as this, or a similar metric may be more appropriate for use in some circumstances. We use radiative forcings and lifetimes from the literature to derive GWPs and GTPs for the main transport-related emissions, and discuss the uncertainties in these estimates. We find large variations in metric (GWP and GTP) values for NO x , mainly due to the dependence on location of emissions but also because of inter-model differences and differences in experimental design. For aerosols we give only global-mean values due to an inconsistent picture amongst available studies regarding regional dependence. The uncertainty in the presented metric values reflects the current state of understanding; the ranking of the various components with respect to our confidence in the given metric values is also given. While the focus is mostly on metrics for comparing the climate impact of emissions, many of the issues are equally relevant for stratospheric ozone depletion metrics, which are also discussed.

Climate trade-off between black carbon and carbon dioxide emissions

There are various difficulties involved with comparing the effects of short-lived and long-lived atmospheric species on climate. Global warming potentials (GWPs) can be computed for pulse emissions of short-lived species. However, if the focus is on the long-term effect of a pulse emission occurring today, GWPs do not factor in the fact that if a radiative forcing is applied for a short period, the climate system has time to relax back to equilibrium. The concept of global temperature change potential (GTP) at a time horizon for an emission pulse has been proposed to circumvent this problem. Here we show how GTPs can be used to compare black carbon (BC) and CO 2 emissions and the methodology is illustrated with two concrete examples. In particular we discuss a trade-off situation where a decrease in BC emissions is associated with a fuel penalty and therefore an additional CO 2 emission. A parameter—which depends on the BC radiative effects, the BC emission reduction and the additional CO 2 emission—is defined and can be compared to a critical parameter to assess whether or not the BC emission reduction wins over the fuel penalty for various time horizons. We show how this concept can be generalised to compare the climate effects of carbon dioxide against a set of short-lived species and to account for differences in climate efficacy. Finally, the need for additional research is discussed in the light of current uncertainties.

Comparing the climate effect of emissions of short- and long-lived climate agents

Multi-gas climate agreements require a metric by which emissions of gases with different lifetimes and radiative properties can be placed on a common scale. The Kyoto Protocol to the United Nations Framework Convention on Climate Change uses the global warming potential (GWP) as such a metric. The GWP has attracted particular criticism as being inappropriate in the context of climate policy which seeks to restrict warming below a given target, because it gives equal weight to emissions irrespective of the target and the proximity to the target. The use of an alternative metric, the time-dependent global temperature change potential (GTP), is examined for its suitability and the prospects for it including very short-lived species. It retains the transparency and relative ease of use, which are attractive features of the GWP, but explicitly includes a dependence on the target of climate policy. The weighting of emissions using the GTP is found to be significantly dependent on the scenarios of future emissions and the sensitivity of the climate system. This may indicate that the use of any GTP-based weighting in future policymaking would necessitate regular revisions, as the global-mean temperature moves towards a specified target.

Alternatives to the Global Warming Potential for Comparing Climate Impacts of Emissions of Greenhouse Gases

The Global Warming Potential (GWP) is used within the Kyoto Protocol to the United Nations Framework Convention on Climate Change as a metric for weighting the climatic impact of emissions of different greenhouse gases. The GWP has been subjected to many criticisms because of its formulation, but nevertheless it has retained some favour because of the simplicity of its design and application, and its transparency compared to proposed alternatives. Here, two new metrics are proposed, which are based on a simple analytical climate model. The first metric is called the Global Temperature Change Potential and represents the temperature change at a given time due to a pulse emission of a gas (GTPP); the second is similar but represents the effect of a sustainedemission change (hence GTPS). Both GTPP and GTPS are presented as relative to the temperature change due to a similar emission change of a reference gas, here taken to be carbon dioxide. Both metrics are compared against an upwelling-diffusion energy balance model that resolves land and ocean and the hemispheres. The GTPP does not perform well, compared to the energy balance model, except for long-lived gases. By contrast, the GTPS is shown to perform well relative to the energy balance model, for gases with a wide variety of lifetimes. It is also shown that for time horizons in excess of about 100 years, the GTPS and GWP produce very similar results, indicating an alternative interpretation for the GWP. The GTPS retains the advantage of the GWP in terms of transparency, and the relatively small number of input parameters required for calculation. However, it has an enhanced relevance, as it is further down the cause–effect chain of the impacts of greenhouse gases emissions and has an unambiguous interpretation. It appears to be robust to key uncertainties and simplifications in its derivation and may be an attractive alternative to the GWP.