Paper 6. consequences of climate change for the mink economy: impacts and responses

The impacts of climate change on the agricultural, energy, forestry, and water sectors of MINK would reverberate negatively throughout the regional economy. Allowing for sectoral adjustments to the new climate, however, the decline in regional income and production would not likely exceed 1–2%. The largest economy-wide impacts would be by way of the agricultural and water sectors. The impacts by way of forestry and energy would be negligible, unless the nation adopts a program of massive reforestation to capture CO₂, which would positively affect the regional economy.     

我国甲烷排放情景分析:IPAC模型结果

近期发布的IPCC第六次评估报告再次强调了短寿命期温室气体减排对温升减缓的作用。甲烷是最重要的短寿命期非CO₂温室气体。在各国提出各自新的减排目标之后,针对甲烷减排的行动方案也越来越多。甲烷减排正在成为下一阶段各国和全球合作的重点领域之一。本文在我国碳减排目标下的能源转型基础上,结合其他非能源活动的减排排放源的减排技术选择基础上,利用IPAC模型对未来甲烷的排放情景进行了分析。在模型设定的两个情景分析基础之上,研究发现,到2050年的能源转型可明显减少能源活动的甲烷排放,和2015年相比能源活动的排放可减少67％。和其他行业相比,能源部门的甲烷减排具有更好的协同性。如果考虑进一步减排甲烷,则需要在考虑其他大气污染物减排的基础上,可通过实现天然气的进一步减排来实现。同时其他部门的甲烷减排也具有很大潜力,低甲烷排放情景可以实现到2050年将甲烷排放减少到1 494万吨,和2015年相比全范围排放可减排58％。     

A global stocktake of the Paris pledges: Implications for energy systems and economy

The United Nations-led international climate change negotiations in Paris in December 2015 (COP21) trigger and enhance climate action across the globe. This paper presents a model-based assessment of the Paris Agreement. In particular, we assess the mitigation policies implied by the Intended Nationally Determined Contributions (INDCs) put forward in the run-up to COP21 by individual member states and a policy that is likely to limit global warming to 2 °C above pre-industrial levels. We combine a technology-rich bottom-up energy system model with an economy-wide top-down CGE model to analyse the impact on greenhouse gas emissions, energy demand and supply, and the wider economic effects, including the implications for trade flows and employment levels. In addition, we illustrate how the gap between the Paris mitigation pledges and a pathway that is likely to restrict global warming to 2 °C can be bridged. Results indicate that energy demand reduction and a decarbonisation of the power sector are important contributors to overall emission reductions up to 2050. Further, the analysis shows that the Paris pledges lead to relatively small losses in GDP, indicating that global action to cut emissions is consistent with robust economic growth. The results for employment indicate a potential transition of jobs from energy-intensive to low-carbon, service oriented sectors.     

Role of the Tibetan plateau glaciers in the Asian summer monsoon

The expected growth in the demand for passenger and freight services exacerbates the challenges of reducing transport GHG emissions, especially as commercial low-carbon alternatives to petroleum fuels are limited for shipping, air and long-distance road travel. Biofuels can offer a pathway to significantly reduce emissions from these sectors, as they can easily substitute for conventional liquid fuels in internal combustion engines. In this paper, we assess the potential of bioenergy to reduce transport GHG emissions through an analysis leveraging various integrated assessment models and scenarios, as part of the 33rd Energy Modeling Forum study (EMF-33). We find that bioenergy can contribute a significant, albeit not dominant, proportion of energy supply to the future transport sector: in scenarios aiming to keep the temperature increase below 2 °C by the end of the twenty-first century, models project that in 2100 bioenergy can provide on average 42 EJ/yr (ranging from 5 to 85 EJ/yr) for transport (compared to 3.7 EJ in 2018), mainly through lignocellulosic fuels. This makes up 9–62% of final transport energy use. Only a small amount of bioenergy is projected to be used in transport through electricity and hydrogen pathways, with a larger role for biofuels in road passenger transport than in freight. The association of carbon capture and storage (CCS) with bioenergy technologies (BECCS) is a key determinant in the role of biofuels in transport, because of the competition for biomass feedstock to provide other final energy carriers along with carbon removal. Among models that consider CCS in the biofuel conversion process the average market share of biofuels is 21% in 2100 (ranging from 2 to 44%), compared to 10% (0–30%) for models that do not. Cumulative direct emissions from the transport sector account for half of the emission budget (from 306 to 776 out of 1,000 GtCO₂). However, the carbon intensity of transport decreases as much as other energy sectors in 2100 when accounting for process emissions, including carbon removal from BECCS. Lignocellulosic fuels become more attractive for transport decarbonization if BECCS is not feasible for any energy sectors. Since global transport service demand increases and biomass supply is limited, its allocation to and within the transport sector is uncertain and sensitive to assumptions about political as well as technological and socioeconomic factors.

     

城镇化背景下中国长期低碳转型路径研究

在中国经济步入新常态之际,为了研究城镇化背景下的长期碳排放趋势,构建了人口变动与能源系统互动的综合分析框架与社会经济-能源系统模型。结果显示,从2014年至2050年,预计有3亿人口从农村流向城市,并呈现从中小型城市逐步向大型和特大型城市汇集的趋势。人口流动趋势与人民生活质量改善结合,推动中国基础设施建设、工业产品生产和能源服务需求增长。基准情景下,2050年中国一次能源消费总量达到84亿tce,能源相关CO₂排放达到176亿t,比2013年增长83%;而在低碳转型情景下,通过技术创新,2050年中国一次能源消费需求可以控制在61亿tce左右,CO₂排放在2020—2025年间达峰,2050年比基准情景降低78%。低碳转型过程中,非化石能源电力和能效技术的减排潜力最大,工业和电力部门率先在2020年达峰,建筑和交通 ^①（①按照国际通行的能源系统部门划分标准和能耗概念,工业、建筑、交通均属于终端能源消费部门,其中建筑部门能耗指建筑运行能耗,而非建筑建造过程中的能耗;交通部门能耗指所有交通活动能耗,既包括交通运输业营运类运输工具的交通能耗,也包括私人、公务非营运类运输工具的交通能耗 ^[1]。）将在2030年左右达峰。实现低碳转型所需新增固定投资占GDP的1.5%,不会给国民经济带来重大负担。中国实施新型城镇化战略具有技术和经济可行性。     

Estimation of the economic impact of temperature changes induced by a shutdown of the thermohaline circulation: an application of <Emphasis Type="Italic">FUND</Emphasis>

The integrated assessment model FUND 2.8n is applied in an assessment to estimate the magnitude of the general market and non-market impacts of temperature changes caused by a possible shutdown of the thermohaline circulation (THC). The monetized impacts of this change in environmental conditions are determined for 207 individual countries for two scenarios: one warming scenario in which the THC weakens but remains intact, and another in which the THC breaks down. Eight different response patterns are identified. The dominant pattern is that a THC shutdown has an offsetting effect on the underlying warming trend. Depending on whether the impacts of warming are initially beneficial or detrimental, the economic effects of a THC shutdown show distinct regional variability. Key economic sectors affected are water resources and energy consumption, as well as cardiovascular and respiratory diseases among health impacts. The maximum national impact of a shutdown of the THC turns out to be of the magnitude of a few per cent of GDP, but the average global impact is much smaller. The results indicate that the temperature effect of a THC shutdown does not create an insurmountable economic threat on a global scale, but may cause severe damages to individual countries. However, a consideration of other climatic impacts such as precipitation and sea level changes is likely to alter the identified trends in economic development.     

近十年来我国气候变暖影响研究的若干进展

近年来，我国政府和科技界十分关注气候王馥棠变暖对我国经济发展可能影响的评估, 开展了许多重大项目和课题的研究。该文仅就气候变暖对我国自然植被、农业、森林、水资源、能源利用和区域海平面上升等领域影响评估研究的若干有意义的初步结果简要归纳和评述如下:取自不同GCM模型的未来气候变化情景下的影响评估模拟表明，我国的特征性自然植被类型将会发生明显的变化。同当前气候（1951~1980年）下的模拟分布相比，到2050年我国几乎所有地方的农业种植制度均将发生较大变化；气候变暖将导致复种指数增加和种植方式多样化，但降水与蒸散之间可能出现的负平衡和土壤水分胁迫的增加以及生育期的可能缩短，最终将导致我国主要作物的产量下降。气候变暖对我国水资源最明显的影响将会发生在黄淮海流域，这个区域的水资源供需短缺将大大提高。同时，气候变暖将改变我国室内取暖和降温的能源需求关系:北方冬季取暖的能源消耗将减少, 而南方夏季降温的能源消耗将会增加。海平面的上升将使我国三个主要沿海低洼脆弱区，即珠江三角洲、长江三角洲和黄河三角洲，面临部分遭受海水淹没的威胁。     

Post-2012 CDM multi-criteria analysis of industries in six Asian countries: Iranian case study

The prospects of the Clean Development Mechanism (CDM) and for carbon income, up to and beyond 2012, in the industrial sectors of Iran and five other Asian countries are investigated. The attractiveness and suitability of each host country, the status of their industrial sectors (based on four post-2012 scenarios), and the post-2012 potential of the CDM (or similar carbon projects) in these sectors are all examined. A multi-criteria analysis of Iran, Saudi Arabia, the UAE, Qatar, China, and India, based on seven sets of criteria (institutional, regulatory, economic, political, social, CDM experience, and energy production/consumption), is conducted, and the post-2012 potential carbon incomes of each country – based on CO₂e emissions of industrial processes – are calculated. Finally, the Iranian industrial sector and the impact of deregulation of energy prices are examined. The post-2012 potential savings in the Iranian industrial sector are calculated based on energy savings, carbon income, and environmental savings. The results indicate that there is strong demand for investment and new technology in this sector to combat several-fold energy price increases. Moreover, high-priced carbon credits could play a meaningful role in post-2012 energy policies in this sector.

Policy relevance

This research is the first study to quantify the carbon market potentials in the industrial sectors of the selected Organization of the Petroleum Exporting Countries (OPEC) members. The Kyoto Protocol is considered by most OPEC countries to be a mixed bag of threats and opportunities and they have shown ambivalence towards it, mainly due to the threat a reduction of fossil fuel consumption poses to their economies. On the other hand, energy efficiency is a desirable goal for their industrial sectors. Iran, as an OPEC member country with vast energy resources, has mostly ignored the CDM during the first commitment period of the Kyoto Protocol and has performed poorly on CDM implementation. However, the current deregulation of energy prices in Iran, with profound cuts in energy subsidies, would definitely alter the perspective of its industrial decision makers on the post-2012 carbon potentials.     

Delivering on the Sustainable Development Goals through long-term infrastructure planning

Through the provision of a range of essential services, infrastructure systems profoundly influence development. At a time of increasing global investment in infrastructure, there is a need to support practitioners in making informed choices in order to achieve progress toward sustainable development objectives. Using the 2030 Agenda for Sustainable Development (the SDGs) as a framework to structure infrastructure decision-making and trade-offs, this analysis develops a performance indicator system that assesses the potential development implications of a portfolio of infrastructure investments and policies. We develop metrics to assess the performance of infrastructure-linked targets. We then embed these metrics in a systems model that allows for the quantification of future infrastructure needs and the assessment of portfolios of infrastructure investments and policies that contribute to meeting these needs. These methods are applied to the small-island country of Curaçao, demonstrating the potential for meeting the SDGs through adoption of strategies of cross-sectoral infrastructure investments and policies in the energy, water, wastewater and solid waste sectors. In the face of growing demands for infrastructure services, we find that inaction with regard to infrastructure supply and demand will lead to a 28% decrease in average SDG achievement across these targets by 2030. We assemble a portfolio of interventions that provide infrastructure services across these four sectors that enable achievement of 19 SDG targets directly linked to infrastructure. These interventions imply scaling up of infrastructure where there are gaps in service provision, ranging from an overall 10% increase in the water sector to a 368% increase in waste sector infrastructure from current capacities by 2030. Achieving the SDGs does not necessarily imply more infrastructure: in the energy sector the sustainable policy implies demand reductions of 32% from current levels. Nearly 50% of the assessed targets require intervention in more than one sector, emphasising the interdependent nature of the infrastructure system. The analysis addresses future uncertainties around the key drivers of residential population and tourism growth on the island by modelling infrastructure needs for alternate scenario projections. Averaged across the four sectors, these needs range from −14% (low) to +5% (high) in relation to the moderate projection. The analysis provides the first step towards a practical means of utilising infrastructure to deliver the SDGs, using quantitative indicators to underpin effective decision-making.     

Adaptation of California’s electricity sector to climate change

Climate change is likely to pose considerable new challenges to California’s electricity sector. This paper primarily focuses on the adaptation challenges of an important component of the energy arena: electricity demand in the residential and commercial sectors and electricity supply. The primary challenge to California’s electricity sector will likely be the increase in demand for air conditioning as a result of rising temperatures. In addition, renewable energy sources, which are an increasing share of the electricity portfolio, are particularly vulnerable to climate change. Many of the key players have been actively considering the implications of climate change. Because electricity generation accounts for nearly 30% of greenhouse gas emissions, this sector has been a target of the state’s efforts to reduce emissions. Fortunately, many of the same tools can simultaneously improve the sector’s resilience to a changing climate. Demand management strategies and supply diversification are both important strategies. Local governments can play a central role in encouraging the adoption of more energy efficient building codes and the use of more renewable sources, such as solar energy. The positive steps taken by many local governments are encouraging. Steps to increase public awareness are an important, often missing component, however. Increases in research, development, and demonstration to improve system resiliency and develop new energy conservation tools are also needed.     

Climate change mitigation scenarios and policies and measures: the case of Kazakhstan

This article illustrates the main difficulties encountered in the preparation of GHG emission projections and climate change mitigation policies and measures (P&M) for Kazakhstan. Difficulties in representing the system with an economic model have been overcome by representing the energy system with a technical-economic growth model (MARKAL-TIMES) based on the stock of existing plants, transformation processes, and end-use devices. GHG emission scenarios depend mainly on the pace of transition in Kazakhstan from a planned economy to a market economy. Three scenarios are portrayed: an incomplete transition, a fast and successful one, and even more advanced participation in global climate change mitigation, including participation in some emission trading schemes. If the transition to a market economy is completed by 2020, P&M already adopted may reduce emissions of CO₂ from combustion by about 85 MtCO₂ by 2030 – 17% of the emissions in the baseline (WOM) scenario. One-third of these reductions are likely to be obtained from the demand sectors, and two-thirds from the supply sectors. If every tonne of CO₂ not emitted is valued up to US$10 in 2020 and $20 in 2030, additional P&M may further reduce emissions by 110 MtCO₂ by 2030.     

中国交通部门中长期低碳发展路径研究

交通部门在中长期具有很高的碳排放增长潜力,对我国低碳转型有重要影响。构建自下而上的能源系统模型PECE-LIU2017及其交通模块,设置未来交通发展的基准、NDC和低碳3个情景,深入分析交通需求背后的驱动因子及发展趋势,制定交通部门中长期低碳发展路径。结果显示,随着经济发展和人均收入水平提高,未来我国交通需求将持续增长。NDC情景下,交通部门有望在2038年左右达峰。在低碳情景下,我国交通部门2050年CO₂排放将从基准情景30亿t降低为6亿t,并在2030年左右达峰,为我国中长期低碳发展目标贡献17.5%的累计减排量。2016—2050年低碳交通固定投资需求为15.7万亿元人民币,占我国中长期低碳投资总需求的53%。通过提高燃油经济性、推广新能源汽车以及发挥城市公共出行最大潜力,交通部门能够以技术可行的方式实现低碳转型,并对我国长期低碳发展战略做出重要贡献。     

The impact of climatic variations on British economic growth, 1856–1913

The impact of climatic change on the output and productivity long swings of the agricultural sector and the aggregate economy is considered for the period 1850–1913. Various economic explanations for the observed swings are examined and are found to be inadequate. The agro-climatic relationship is found to be of critical importance in accounting for the swings of the agricultural sector and some of the aggregate variations. This relationship is not found to remain constant over time. There is evidence of reduced climatic impact and the non-weather sensitive sectors filtered out much of the impact of climatic change on the aggregate economy during 1890–1913.The author is Fellow of Peterhouse, Cambridge and Assistant Lecturer in Economic History, University of Cambridge, England.     

Assessment of surface air warming in northeast China, with emphasis on the impacts of urbanization

Based on homogenized land surface air temperature (SAT) data (derived from China Homogenized Historical Temperature (CHHT) 1.0), the warming trends over Northeast China are detected in this paper, and the impacts of urban heat islands (UHIs) evaluated. Results show that this region is undergoing rapid warming: the trends of annual mean minimum temperature (MMIT), mean temperature (MT), and mean maximum temperature (MMAT) are 0.40 C decade^?1, 0.32 C decade^?1, and 0.23 C decade^?1, respectively. Regional average temperature series built with these networks including and excluding “typical urban stations” are compared for the periods of 1954–2005. Although impacts of UHIs on the absolute annual and seasonal temperature are identified, UHI contributions to the long-term trends are less than 10% of the regional total warming during the period. The large warming trend during the period is due to a regime shift in around 1988, which accounted for about 51% of the regional warming.     

IPCC AR6报告解读:强化技术和管理创新的交通运输部门减碳路径北大核心CSCD

IPCC第六次评估报告第三工作组报告交通运输章评估了该行业温室气体的减缓措施和转型路径。1990年以来,全球交通运输部门温室气体排放量一直增长,2019年已经成为全球第四大排放源,仅次于电力、工业以及农业、林业和其他土地利用(AFOLU)部门,其增长速度超过其他最终用途行业。报告强调了交通减排的重要性,主要的减排措施包括三方面:首先是减少需求,其次是对陆路交通部门进行脱碳,再次是对重型的水运和航空运输等进行脱碳。评估的多种燃料和动力技术处于不同的商业化水平,它们未来应用时间节点和规模各有不同。对于陆路交通来说,需要继续推进电气化;对于水运和航空来说需要进一步应用低碳技术,并优化国际管理机制;从中长期来看,所有部门都需要强调运输服务需求管理和运输效率的提升。情景相关的文献评述分析表明,全球温升目标要求全经济部门采取减排措施,特别是交通电气化的减排潜力在很大程度上取决于电力部门的脱碳。如果不采取减缓措施,交通运输部门排放在2050年可能增长65%(相对2010年);如果成功实施减缓战略,该部门的排放量将减少68%,这也与全球1.5℃温升目标要求相一致。关于这些减缓措施的分析和判断,对我国交通运输部门实现碳中和与碳达峰具有重要的参考意义。     

Effects of projected climate change on energy supply and demand in the Pacific Northwest and Washington State

Climate strongly affects energy supply and demand in the Pacific Northwest (PNW) and Washington State (WA). We evaluate potential effects of climate change on the seasonality and annual amount of PNW hydropower production, and on heating and cooling energy demand. Changes in hydropower production are estimated by linking simulated streamflow scenarios produced by a hydrology model to a simulation model of the Columbia River hydro system. Changes in energy demand are assessed using gridded estimates of heating degree days (HDD) and cooling degree days (CDD) which are then combined with population projections to create energy demand indices that respond both to climate, future population, and changes in residential air conditioning market penetration. We find that substantial changes in the amount and seasonality of energy supply and demand in the PNW are likely to occur over the next century in response to warming, precipitation changes, and population growth. By the 2040s hydropower production is projected to increase by 4.7–5.0% in winter, decrease by about 12.1–15.4% in summer, with annual reductions of 2.0–3.4%. Larger decreases of 17.1–20.8% in summer hydropower production are projected for the 2080s. Although the combined effects of population growth and warming are projected to increase heating energy demand overall (22–23% for the 2020s, 35–42% for the 2040s, and 56–74% for the 2080s), warming results in reduced per capita heating demand. Residential cooling energy demand (currently less than one percent of residential demand) increases rapidly (both overall and per capita) to 4.8–9.1% of the total demand by the 2080s due to increasing population, cooling degree days, and air conditioning penetration.     

The geography of global urban greenhouse gas emissions: an exploratory analysis

The purpose of this paper is to describe global urban greenhouse gas emissions by region and sector, examine the distribution of emissions through the urban-to-rural gradient, and identify covariates of emission levels for our baseline year, 2000. We use multiple existing spatial databases to identify urban extent, greenhouse gas emissions (CO₂, N₂O, CH₄ and SF₆) and covariates of emissions in a “top-down” analysis. The results indicate that urban activities are significant sources of total greenhouse gas emissions (36.8 and 48.6 % of total). The urban energy sector accounts for between 41.5 and 66.3 % of total energy emissions. Significant differences exist in the urban share of greenhouse gas emissions between developed and developing countries as well as among source sectors for geographic regions. The 50 largest urban emitting areas account for 38.8 % of all urban greenhouse gas emissions. We find that greenhouse gas emissions are significantly associated with population size, density, growth rates, and per capita income. Finally, comparison of our results to “bottom-up” estimates suggest that this research’s data and techniques are best used at the regional and global scales.     

中国交通部门低碳排放措施和路径研究综述

为实现2℃全球温升控制目标,中国交通部门亟待低碳转型.分析了当前交通部门的温室气体排放现状和发展趋势,结合已有减排措施的减排潜力和减排成本,探究中国交通部门未来低碳发展的可能路径.在未来若干年,中国交通部门碳排放将长期保持较快增长,其中道路运输在总排放中的占比仍然较高,而民航运输碳排放增速最快.现有减排措施主要可分为交...     

Effects of a dynamic ocean on simulated climate sensitivity to greenhouse gases

The potential effects of a dynamic ocean on climate change are assessed by comparison of a simulation from 1880 into the future by the CSIRO (Mark 2) coupled atmosphere–ocean general circulation model with equilibrium results from a mixed-layer ocean (MLO) version of the model. At 2082, when the effective CO ₂ is tripled, the global warming in the coupled model is barely half the 3×CO ₂ MLO result, largely because of oceanic heat uptake, as diagnosed using an effective heat capacity. The effective ocean depth continues to increase during a further 1700 years with stabilized tripled CO ₂, by which time the mean ocean warming reaches the upper ocean value. Some reduction of the coupled model warming is due to the effective sensitivity (for 2×CO ₂), determined from the radiative response to the forcing, being persistently 0.2 K lower than the MLO model value. A regional energy and feedback analysis shows that this is largely due to an overall equatorward oceanic heat transport anomaly, which reduces the high-latitude warming in the coupled model. The global warming at 3800 is around 95% of the anticipated equilibrium value, which is matched by the result of a simple energy balance model for the approach to equilibrium. The geographical effect of the oceanic heat transport is confirmed using a mixed-layer model with perturbed oceanic heat convergence. The eastern equatorial Pacific warming is enhanced by over 1 K, and rainfall is perturbed in an ENSO-like pattern.