Assessment of greenhouse gases emission from civil aviation in Russia

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.     

Non-energy use of fossil fuels and resulting carbon dioxide emissions: bottom–up estimates for the world as a whole and for major developing countries

We present and apply a simple bottom–up model for estimating non-energy use of fossil fuels and resulting CO₂ (carbon dioxide) emissions. We apply this model for the year 2000: (1) to the world as a whole, (2) to the aggregate of Annex I countries and non-Annex I countries, and (3) to the ten non-Annex I countries with the highest consumption of fossil fuels for non-energy purposes. We find that worldwide non-energy use is equivalent to 1,670 ± 120 Mt (megatonnes) CO₂ and leads to 700 ± 90 Mt CO₂ emissions. Around 75% of non-energy use emissions is related to industrial processes. The remainder is attributed to the emission source categories of solvent and other product use, agriculture, and waste. Annex I countries account for 51% (360 ± 50 Mt CO₂) and non-Annex I countries for 49% (340 ± 70 Mt CO₂) of worldwide non-energy use emissions. Among non-Annex I countries, China is by far the largest emitter of non-energy use emissions (122 ± 18 Mt CO₂). Our research deepens the understanding of non-energy use and related CO₂ emissions in countries for which detailed emission inventories do not yet exist. Despite existing model uncertainties, we recommend NEAT-SIMP to inventory experts for preparing correct and complete non-energy use emission estimates for any country in the world.     

Greenhouse gas emissions from Indian livestock

Livestock constitutes an integral component of Indian agriculture sector and also a major source of GHGs emissions. The study presents a detailed inventory of GHG emissions at district/state level from different age-groups, indigenous and exotic breed of different Indian livestock categories estimated using the recent census 2003 and country-specific emission coefficients based on IPCC guidelines. The total methane emission including enteric fermentation and manure management of livestock was estimated at 11.75 Tg/year for the year 2003. Enteric fermentation constitutes ~91 % of the total methane emissions from Indian livestock. Dairy buffalo and indigenous dairy cattle together contribute 60 % of the methane emissions. The total nitrous oxide emission from Indian livestock for the year 2003 is estimated at 1.42 Gg/year, with 86.1 % contribution from poultry. The total GHGs emission from Indian livestock is estimated at 247.2 Mt in terms of CO₂ equivalent emissions. Although the Indian livestock contributes substantially to the methane budget, the per capita emission is only 24.23 kgCH₄/animal/year. Using the remote sensing derived potential feed/fodder area available for livestock, the average methane flux was calculated as 74.4 kg/ha. The spatial patterns derived in GIS environment indicated the regions with high GHGs emissions that need to be focused subsequently for mitigation measures. The projected estimates indicate a likely increase of 40 % in methane emissions from buffalo population.     

The global scale,distribution and growth of aviation: Implications for climate change

Prior to the COVID-19 crisis, global air transport demand was expected to triple between 2020 and 2050. The pandemic, which reduced global air travel significantly, provides an opportunity to discuss the scale, distribution and growth of aviation until 2018, also with a view to consider the climate change implications of a return to volume growth. Industry statistics, data provided by supranational organizations, and national surveys are evaluated to develop a pre-pandemic understanding of air transport demand at global, regional, national and individual scales. Results suggest that the share of the world’s population travelling by air in 2018 was 11%, with at most 4% taking international flights. Data also supports that a minor share of air travelers is responsible for a large share of warming: The percentile of the most frequent fliers – at most 1% of the world population - likely accounts for more than half of the total emissions from passenger air travel. Individual users of private aircraft can contribute to emissions of up to 7,500 t CO₂ per year. Findings are specifically relevant with regard to the insight that a large share of global aviation emissions is not covered by policy agreements.     

Air transport cruise altitude restrictions to minimize contrail formation

Abstract

While quantification of the effects of NO _x and water vapor is still at an early stage there is evidence that contrail formation could make a significant contribution to global warming. This paper builds on previous research that analyzed a policy of restricting air transport cruise altitudes to eliminate contrail formation. Our previous work [Transport. Res. D 7(6) (2002) 451], examined altitude restrictions in European airspace and concluded that this could be a beneficial policy for reducing climate change impacts from aviation. Since most of the flights in European airspace are short-haul flights, this paper evaluates the trade-offs between altitude restrictions, fuel burn and journey times for longer haul flights of up to 6000 nm. Our focus is on the North Atlantic and US airspace and we examine potential contrail fraction to determine optimal cruise altitudes for reducing contrail formation. Changes in fuel burn and travel times associated with flight levels of 18,000 and 31,000 ft for different aircraft types are analyzed. We find that, in most cases, CO₂ emission increases would be unlikely to entirely counteract the benefit of possible reductions in contrail formation. For some aircraft types, the percentage increase in emitted CO₂ was found to be strongly dependent on journey length. In general, journey times appear not to be a major issue except for some aircraft types. Our results suggest that reducing aircraft cruise altitudes could be a beneficial policy for mitigating climate change impacts from the aviation sector. This is clearly dependent on aircraft type and the distances traveled, but more importantly on ambient atmospheric conditions which can vary significantly between regions and due to daily variation. This suggests that real time flight planning to minimize contrail formation should be investigated as a possible climate mitigation policy.     

Air transport cruise altitude restrictions to minimize contrail formation

While quantification of the effects of NO_x and water vapor is still at an early stage there is evidence that contrail formation could make a significant contribution to global warming. This paper builds on previous research that analyzed a policy of restricting air transport cruise altitudes to eliminate contrail formation. Our previous work [Transport. Res. D 7(6) (2002) 451], examined altitude restrictions in European airspace and concluded that this could be a beneficial policy for reducing climate change impacts from aviation. Since most of the flights in European airspace are short-haul flights, this paper evaluates the trade-offs between altitude restrictions, fuel burn and journey times for longer haul flights of up to 6000 nm. Our focus is on the North Atlantic and US airspace and we examine potential contrail fraction to determine optimal cruise altitudes for reducing contrail formation. Changes in fuel burn and travel times associated with flight levels of 18,000 and 31,000 ft for different aircraft types are analyzed. We find that, in most cases, CO₂ emission increases would be unlikely to entirely counteract the benefit of possible reductions in contrail formation. For some aircraft types, the percentage increase in emitted CO₂ was found to be strongly dependent on journey length. In general, journey times appear not to be a major issue except for some aircraft types. Our results suggest that reducing aircraft cruise altitudes could be a beneficial policy for mitigating climate change impacts from the aviation sector. This is clearly dependent on aircraft type and the distances traveled, but more importantly on ambient atmospheric conditions which can vary significantly between regions and due to daily variation. This suggests that real time flight planning to minimize contrail formation should be investigated as a possible climate mitigation policy.     

International and national climate policies for aviation: a review

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.

     

The importance of reduced meat and dairy consumption for meeting stringent climate change targets

For agriculture, there are three major options for mitigating greenhouse gas (GHG) emissions: 1) productivity improvements, particularly in the livestock sector; 2) dedicated technical mitigation measures; and 3) human dietary changes. The aim of the paper is to estimate long-term agricultural GHG emissions, under different mitigation scenarios, and to relate them to the emissions space compatible with the 2 °C temperature target. Our estimates include emissions up to 2070 from agricultural soils, manure management, enteric fermentation and paddy rice fields, and are based on IPCC Tier 2 methodology. We find that baseline agricultural CO₂-equivalent emissions (using Global Warming Potentials with a 100 year time horizon) will be approximately 13 Gton CO₂eq/year in 2070, compared to 7.1 Gton CO₂eq/year 2000. However, if faster growth in livestock productivity is combined with dedicated technical mitigation measures, emissions may be kept to 7.7 Gton CO₂eq/year in 2070. If structural changes in human diets are included, emissions may be reduced further, to 3–5 Gton CO₂eq/year in 2070. The total annual emissions for meeting the 2 °C target with a chance above 50 % is in the order of 13 Gton CO₂eq/year or less in 2070, for all sectors combined. We conclude that reduced ruminant meat and dairy consumption will be indispensable for reaching the 2 °C target with a high probability, unless unprecedented advances in technology take place.     

Estimates of the Climate Response to Aircraft CO2 and NO x Emissions Scenarios

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 (NO_x) 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 NO_x 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 NO_x emissions), a proposed new combustor technology which reduces specific NO_x 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.     

Assessment of atmospheric carbon sequestration in forest products

An integrated assessment of carbon balance in biomass removed during lumbering and transformed into products of forest, woodworking, and pulp and paper industry is conducted. Carbon sequestration was calculated with the IPCC technique. Depending on the economic state of the forest complex, from 1961 to 2005, its products can be both a source of emission of about 15 Mt CO₂ per year and a pool that can uptake up to 54.1 Mt CO₂ per year. In 2004, 28.3 Mt CO₂ or 1.4% equivalent emission from other national economy sectors came to forest products from the atmosphere. Rational use of forest products and reduced non-productive losses of raw wood can lead to a significant contribution of the forest complex to decrease in greenhouse gas emissions into the atmosphere.     

中国实施铁路电气化的节能减排量估算

基于中国铁路部门逐年统计数据,计算了1975-2007年中国电气化铁路带来的逐年节能量和CO2、烟尘、SO2、CO、NOx与CnHm的直接减排量,并分析了其变化特点.结果表明,33年来电气化铁路使得中国铁路运输行业年均节省123.0万t标准煤的能源消耗,节能量年均增长13.9万t标准煤;CO2、烟尘、SO2、CO、NO...     

Valuing the non-CO2 climate impacts of aviation

The non-CO₂ climate impact of aviation (NO_x 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 NO_x 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.     

The effects of rerouting aircraft around the arctic circle on arctic and global climate

Climate data suggest greater warming over the Arctic than lower latitudes, and the most abundant direct source of black carbon and other climate-relevant pollutants over the Arctic is cross-polar flights by international aviation. A relevant question is whether rerouting cross-polar flights to circumnavigate the Arctic Circle reduces or enhances such warming. To study this issue, a model accounting for subgrid exhaust plumes from each individual commercial flight worldwide was used with 2006 global aircraft emission inventories that treated cross-polar flights and flights rerouted around the Arctic Circle (66.56083 °N), respectively. Rerouting increased fuel use by 0.056?% in the global average, mostly right outside the Arctic Circle, but most of the associated black carbon and other emissions were removed faster because they were now over latitudes of greater precipitation and lesser stability. Rerouting also reduced fuel use and emissions within the Arctic Circle by 83?% and delayed pollutant transport to the Arctic. The Arctic reduction in pollutants, particularly of black carbon, decreased Arctic and global temperature and increased Arctic sea ice over 22?years. Although the slight increase in total CO₂ emissions due to rerouting may dampen the benefit of rerouting over more decades, rerouting or even partial rerouting (allowing cross-polar flights during polar night only) may delay the elimination of Arctic sea ice, which will otherwise likely occur within the next 2–3 decades due to global warming in general. Rerouting may increase worldwide fuel plus operational costs by only ~$99 million/yr, 47–55 times less than an estimated 2025 U.S.-alone cost savings due to the global warming reduction from rerouting.     

Emissions of Nitrous Oxide and Methane from Conventional and Alternative Fuel Motor Vehicles

This paper provides estimates of emissions of two important but often not well-characterized greenhouse gas (GHG) emissions related to transportation energy use: methane (CH₄) and nitrous oxide (N₂O). The paper focuses on emissions of CH₄ and N₂O from motor vehicles because unlike emissions of CO₂, which are relatively easy to estimate, emissions of CH₄ and N₂O are a function of many complex aspects of combustion dynamics and of the type of emission control systems used. They therefore cannot be derived easily and instead must be determined through the use of published emission factors for each combination of fuel, end-use technology, combustion conditions, and emission control system. Furthermore, emissions of CH₄ and N₂O may be particularly important with regard to the relative CO₂-equivalent GHG emissions of the use of alternative transportation fuels, in comparison with the use of conventional fuels. By analyzing a database of emission estimates, we develop emission factors for N₂O and CH₄ from conventional vehicles, in order to supplement recent EPA and IPCC estimates, and we estimate relative emissions of N₂O and CH₄ from different alternative fuel passenger cars, light-duty trucks, and heavy-duty vehicles.     

Estimating greenhouse gas emissions from cattle raising in Brazil

The study estimated, for the first time, the greenhouse gas emissions associated with cattle raising in Brazil, focusing on the period from 2003 to 2008 and the three principal sources: 1) portion of deforestation resulting in pasture establishment and subsequent burning of felled vegetation; 2) pasture burning; and 3) bovine enteric fermentation. Deforestation for pasture establishment was only considered for the Amazon and Cerrado. Emissions from pasture burning and enteric fermentation were accounted for the entire country. The consolidated emissions estimate lies between approximately 813 Mt CO₂eq in 2008 (smallest value) and approximately 1,090 Mt CO₂eq in 2003 (greatest value). The total emissions associated with Amazon cattle ranching ranged from 499 to 775 Mt CO₂eq, that of the Cerrado from 229 to 231 Mt CO₂eq, and that of the rest of the country between 84 and 87 Mt CO₂eq. The full set of emissions originating from cattle raising is responsible for approximately half of all Brazilian emissions (estimated to be approximately 1,055 Mt CO₂eq in 2005), even without considering cattle related sources not explicitly estimated in this study, such as energy use for transport and refrigeration along the beef and derivatives supply chain. The potential for reduction of greenhouse gas emissions offered by the Brazilian cattle industry is very high and might constitute Brazil’s most important opportunity for emissions mitigation. The study offers a series of policy recommendations for mitigation that can be implemented by public and private administrators at a low cost relative to other greenhouse gas reduction options.     

Interpreting CO<Subscript>2</Subscript> Fluxes Over a Suburban Lawn: The Influence of Traffic Emissions

Turf-grass lawns are ubiquitous in the United States. However direct measurements of land–atmosphere fluxes using the eddy-covariance method above lawn ecosystems are challenging due to the typically small dimensions of lawns and the heterogeneity of land use in an urbanised landscape. Given their typically small patch sizes, there is the potential that CO₂ fluxes measured above turf-grass lawns may be influenced by nearby CO₂ sources such as passing traffic. In this study, we report on two years of eddy-covariance flux measurements above a 1.5 ha turf-grass lawn in which we assess the contribution of nearby traffic emissions to the measured CO₂ flux. We use winter data when the vegetation was dormant to develop an empirical estimate of the traffic effect on the measured CO₂ fluxes, based on a parametrised version of a three-dimensional Lagrangian footprint model and continuous traffic count data. The CO₂ budget of the ecosystem was adjusted by 135gCm⁻² in 2007 and by 134gCm⁻² in 2008 to determine the natural flux, even though the road crossed the footprint only at its far edge. We show that bottom-up flux estimates based on CO₂ emission factors of the passing vehicles, combined with the crosswind-integrated footprint at the distance of the road, agreed very well with the empirical estimate of the traffic contribution that we derived from the eddy-covariance measurements. The approach we developed may be useful for other sites where investigators plan to make eddy-covariance measurements on small patches within heterogeneous landscapes where there are significant contrasts in flux rates. However, we caution that the modelling approach is empirical and will need to be adapted individually to each site.     

Comparison of PM2.5 and CO2 Concentrations in Large Cities of China during the COVID-19 Lockdown

Estimating the impacts on PM_2.5pollution and CO₂emissions by human activities in different urban regions is important for developing efficient policies.In early 2020,China implemented a lockdown policy to contain the spread of COVID-19,resulting in a significant reduction of human activities.This event presents a convenient opportunity to study the impact of human activities in the transportation and industrial sectors on air pollution.Here,we investigate the variations in air quality attributed to the COVID-19 lockdown policy in the megacities of China by combining in-situ environmental and meteorological datasets,the Suomi-NPP/VIIRS and the CO₂emissions from the Carbon Monitor project.Our study shows that PM_2.5concentrations in the spring of 2020 decreased by 41.87%in the Yangtze River Delta(YRD)and 43.30%in the Pearl River Delta(PRD),respectively,owing to the significant shutdown of traffic and manufacturing industries.However,PM_2.5concentrations in the Beijing-Tianjin-Hebei(BTH)region only decreased by 2.01%because the energy and steel industries were not fully paused.In addition,unfavorable weather conditions contributed to further increases in the PM_2.5concentration.Furthermore,CO₂concentrations were not significantly affected in China during the short-term emission reduction,despite a 19.52%reduction in CO₂emissions compared to the same period in 2019.Our results suggest that concerted efforts from different emission sectors and effective long-term emission reduction strategies are necessary to control air pollution and CO₂emissions.     

Historical and future anthropogenic emission pathways derived from coupled climate�Ccarbon cycle simulations

Using a coupled climate?Ccarbon cycle model, fossil fuel carbon dioxide (CO₂) emissions are derived through a reverse approach of prescribing atmospheric CO₂ concentrations according to observations and future projections, respectively. In the second half of the twentieth century, the implied fossil fuel emissions, and also the carbon uptake by land and ocean, are within the range of observational estimates. Larger discrepancies exist in the earlier period (1860?C1960), with small fossil fuel emissions and uncertain emissions from anthropogenic land cover change. In the IPCC SRES A1B scenario, the simulated fossil fuel emissions more than double until 2050 (17 GtC/year) and then decrease to 12 GtC/year by 2100. In addition to A1B, an aggressive mitigation scenario was employed, developed within the European ENSEMBLES project, that peaks at 530 ppm CO₂(equiv) around 2050 and then decreases to approach 450 ppm during the twenty-second century. Consistent with the prescribed pathway of atmospheric CO₂ in E1, the implied fossil fuel emissions increase from currently 8 GtC/year to about 10 by 2015 and decrease thereafter. In the 2050s (2090s) the emissions decrease to 3.4 (0.5) GtC/year, respectively. As in previous studies, our model simulates a positive climate?Ccarbon cycle feedback which tends to reduce the implied emissions by roughly 1 GtC/year per degree global warming. Further, our results suggest that the 450 ppm stabilization scenario may not be sufficient to fulfill the European Union climate policy goal of limiting the global temperature increase to a maximum of 2°C compared to pre-industrial levels.     

Direct air capture of CO2 with chemicals: optimization of a two-loop hydroxide carbonate system using a countercurrent air-liquid contactor

Direct Air Capture (DAC) of CO₂ with chemicals, recently assessed in a dedicated study by the American Physical Society (APS), is further investigated with the aim of optimizing the design of the front-end section of its benchmark two-loop hydroxide-carbonate system. Two new correlations are developed that relate mass transfer and pressure drop to the air and liquid flow velocities in the countercurrent packed absorption column. These relationships enable an optimization to be performed over the parameters of the air contactor, specifically the velocities of air and liquid sorbent and the fraction of CO₂ captured. Three structured Sulzer packings are considered: Mellapak-250Y, Mellapak-500Y, and Mellapak-CC. These differ in cost and pressure drop per unit length; Mellapak-CC is new and specifically designed for CO₂ capture. Scaling laws are developed to estimate the costs of the alternative DAC systems relative to the APS benchmark, for plants capturing 1 Mt of CO₂ per year from ambient air at 500 ppm CO₂ concentration. The optimized avoided cost hardly differs across the three packing materials, ranging from $518/tCO₂ for M-CC to $568/tCO₂ for M-250Y. The $610/tCO₂ avoided cost for the APS-DAC design used M-250 Y but was not optimized; thus, optimization with the same packing lowered the avoided cost of the APS system by 7 % and improved packing lowered the avoided cost by a further 9 % The overall optimization exercise confirms that capture from air with the APS benchmark system or systems with comparable avoided costs is not a competitive mitigation strategy as long as the energy system contains high-carbon power, since implementation of Carbon Capture and Storage, substitution with low-carbon power and end-use efficiency will offer lower avoided-cost strategies.     

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.