Is it time to abolish company car benefits? An analysis of transport behaviour in Germany and implications for climate change

Company cars have received considerable attention because of their partial tax-exemption and the changes in travel behaviour they stimulate, including car model choices, distances driven, and car ownership patterns. This paper is the first to present evidence on actual transport behaviour change, based on mobility and fuel diaries, and comparing a sample of 624 company cars and 9328 private cars in Germany. Analysis confirms that company cars belong to the more heavily motorized car segments (with an average 97?kW, as opposed to 79?kW of private cars), and are driven more than private cars (24,672?km per year, compared to 12,828?km per year for private cars). Company car benefits also increase average household vehicle numbers by 25%. Results show that it is imperative to distinguish company cars of company owners relative to those driven by employees, as negative externalities increase significantly where company cars are used by the latter. Abolishing company car benefits could significantly reduce emissions from passenger road transport and stimulate change in the country’s automotive industries towards a lower-carbon path. As Germany is not currently on track to meet its climate mitigation targets, this would be a timely policy shift.

Key policy insights

• Company car benefits increase transport demand, car ownership, and average vehicle fleet engine power. These effects are particularly relevant for employees.

• Company cars have, in spite of their larger size and greater engine power, a (modestly) better fuel economy than private cars, possibly because they represent more recent and hence more efficient car models.

• A policy focus on vehicle fuel efficiency improvements will fail to reduce the German car fleet’s CO₂ emissions to a sustainable level.

• Abolishing company car benefits could yield a significant reduction in GHG emissions from passenger road transport.

• Company car subsidies are an out-dated mode of support for the fossil-fuel based automotive industry.

     

German car buyers’ willingness to pay to reduce CO2 emissions

Motorized individual transport strongly contributes to global CO₂ emissions, due to its intensive usage of fossil fuels. Current political efforts addressing this issue (i.e. emission performance standards in the EU) are directed towards car manufacturers. This paper focuses on the demand side. It examines whether CO₂ emissions per kilometer is a relevant attribute in car choices. Based on a choice experiment among potential car buyers from Germany, a mixed logit specification is estimated. In addition, distributions of willingness-to-pay measures for an abatement of CO₂ emissions are obtained. The results suggest that the emissions performance of a car matters substantially, but its consideration varies heavily across the sampled population. In particular, some evidence on gender, age and education effects on climate concerns is provided.     

Better cars or older cars?: Assessing CO2 emission reduction potential of passenger vehicle replacement programs

The primary motivation for the vehicle replacement schemes that were implemented in many countries was to encourage the purchase of new cars. The basic assumption of these schemes was that these acquisitions would benefit both the economy and the environment as older and less fuel-efficient cars were scrapped and replaced with more fuel-efficient models. In this article, we present a new environmental impact assessment method for assessing the effectiveness of scrappage schemes for reducing CO₂ emissions taking into account the rebound effect, driving behavior for older versus new cars and entire lifecycle emissions for during the manufacturing processes of new cars. The assessment of the Japanese scrappage scheme shows that CO₂ emissions would only decrease if users of the scheme retained their new gasoline passenger vehicles for at least 4.7 years. When vehicle replacements were restricted to hybrid cars, the reduction in CO₂ achieved by the scheme would be 6–8.5 times higher than the emissions resulting from a scheme involving standard, gasoline passenger vehicles. Cost–benefit analysis, based on the emission reduction potential, showed that the scheme was very costly. Sensitivity analysis showed that the Japanese government failed to determine the optimum, or target, car age for scrapping old cars in the scheme. Specifically, scrapping cars aged 13 years and over did not maximize the environmental benefits of the scheme. Consequently, modifying this policy to include a reduction in new car subsidies, focused funding for fuel-efficient cars, and modifying the target car age, would increase environmental benefits.     

Climate impact of transportation A model comparison

Transportation contributes to a significant and rising share of global energy use and GHG emissions. Therefore modeling future travel demand, its fuel use, and resulting CO₂ emission is highly relevant for climate change mitigation. In this study we compare the baseline projections for global service demand (passenger-kilometers, ton-kilometers), fuel use, and CO₂ emissions of five different global transport models using harmonized input assumptions on income and population. For four models we also evaluate the impact of a carbon tax. All models project a steep increase in service demand over the century. Technology change is important for limiting energy consumption and CO₂ emissions, the study also shows that in order to stabilise or even decrease emissions radical changes would be required. While all models project liquid fossil fuels dominating up to 2050, they differ regarding the use of alternative fuels (natural gas, hydrogen, biofuels, and electricity), because of different fuel price projections. The carbon tax of 200 USD/tCO₂ in 2050 stabilizes or reverses global emission growth in all models. Besides common findings many differences in the model assumptions and projections indicate room for further understanding long-term trends and uncertainty in future transport systems.     

Vehicle tax policies and new passenger car CO2 performance in EU member states

This article explores the causes for differences in the average CO₂ emissions intensity of the new passenger car (NPC) fleet in member states (MS) across Europe. Although EU policies mitigating CO₂ emissions from NPCs have been in place since 1999, MS strongly diverge in the absolute amount and relative change in emissions over the last decade. The authors employ a qualitative approach to analyse the factors, in particular national vehicle taxes, contributing to this divergence and the relative contribution of national and European policies in reducing national CO₂ emissions from NPCs. The analysis shows that there has been a significant reduction in CO₂ emissions intensity of NPCs since 2007 across most MS, compared with the six years previous to that date. This would indicate that EU-wide policies, such as the CO₂ vehicles regulation, along with the economic recession in 2008, have influenced national NPC CO₂ emissions. Generally, countries with CO₂-differentiated vehicle taxes are observed as more likely to have achieved greater reductions in CO₂ emissions. However, over the same period there have been many confounding factors, such as economic instability in the EU, that also influence NPC emissions. Using more detailed case study analyses of six countries, the authors find that there is scope for well-designed national vehicle tax policies to drive NPC emissions down further than the EU average. In countries with the highest success rate, such as the Netherlands, the design of the vehicle tax, as part of a well-aligned policy package, has been very important in delivering the biggest reductions in CO₂ emissions from NPCs.

POLICY RELEVANCE

The transport sector continues to be an intractable source of CO₂ emissions. Governments around the world are seeking effective policies to deal with the increase in passenger car CO₂ emissions appropriate to their own circumstances. This article examines the experience of EU MS with CO₂-differentiated vehicle taxes in reducing CO₂ emissions in the context of other national and international contributing factors. It should therefore both be useful to policy makers and contribute to climate policy research in general.     

基于WRF模式的京津冀地区地表大气CO2浓度的模拟研究

在“双碳”目标背景下，从国家层面到地方层面，区域、城市、行业企业都在制定和实施双碳目标行动计划。CO₂模拟因其客观性和高时空分辨率等优势，在城市碳排放研究中深受重视。本研究以京津冀地区为研究区域，采用Picarro仪器高精度观测的2019—2020年CO₂数据，利用WRF模式进行CO₂传输模拟，分析了CO₂浓度变化的季节特征，评估了模式在城区中心、城郊及背景3个观测站点的模拟效果，并对边界层高度及化石燃料碳排放等可能影响CO₂浓度的因素进行了研究。3个观测站点分别为北京中国科学院大气物理研究所325 m气象塔观测站（北京站）、河北香河观测站（香河站）和上甸子区域本底观测站（上甸子站）。模拟结果表明：上甸子站优于香河站，香河站优于北京站，在冬季尤其明显；CO₂浓度的高值区主要分布在城区、电厂和工业区，尤其是唐山、石家庄和邯郸地区，大量交通、工业排放导致CO₂浓度明显上升，且高值区的范围在冬季最大；就日平均变化和日变化而言，边界层高度与CO₂浓度存在相反变化趋势；3个站点的化石燃料碳排放（FFECO2）与近地面总CO₂浓度存在正相关关系，冬春季的相关性高于夏秋季，且FFECO2的占比从大到小依次为北京站、香河站、上甸子站；CO₂传输模拟的不确定性存在空间差异和季节变化。     

Greenhouse gas emissions from global cities under SSP/RCP scenarios, 1990 to 2100

Projections of greenhouse gas (GHG) emissions are critical to enable a better understanding and anticipation of future climate change under different socio-economic conditions and mitigation strategies. The climate projections and scenarios assessed by the Intergovernmental Panel on Climate Change, following the Shared Socioeconomic Pathway (SSP)-Representative Concentration Pathway (RCP) framework, have provided a rich understanding of the constraints and opportunities for policy action. However, the current emissions scenarios lack an explicit treatment of urban emissions within the global context. Given the pace and scale of urbanization, with global urban populations expected to increase from about 4.4 billion today to about 7 billion by 2050, there is an urgent need to fill this knowledge gap. Here, we estimate the share of global GHG emissions driven by urban areas from 1990 to 2100 based on the SSP-RCP framework. The urban consumption-based GHG emissions are presented in five regional aggregates and based on a combination of the urban population share, 2015 urban per capita CO₂eq carbon footprint, SSP-based national CO₂eq emissions, and recent analysis of urban per capita CO₂eq trends. We find that urban areas account for the majority of global GHG emissions in 2015 (61.8%). Moreover, the urban share of global GHG emissions progressively increases into the future, exceeding 80% in some scenarios by the end of the century. The combined urban areas in Asia and Developing Pacific, and Developed Countries account for 65.0% to 73.3% of cumulative urban consumption-based emissions between 2020 and 2100 across the scenarios. Given these dominant roles, we describe the implications for potential urban mitigation in each of the scenario narratives in order to meet the goal of climate neutrality within this century.     

Two-Year Observation of Fossil Fuel Carbon Dioxide Spatial Distribution in Xi'an City

The need for atmospheric carbon dioxide(CO_2) reduction in the context of global warming is widely acknowledged by the global scientific community.Fossil fuel CO_2(CO_(2ff)) emissions occur mainly in cities,and can be monitored directly with radiocarbon(~(14) C).In this research,annual plants [Setaria viridis(L.) Beauv.] were collected from 26 sites in 2013 and2014 in the central urban district of Xi'an City.The △~(14)C content of the samples were analyzed using a 3 MV Accelerator Mass Spectrometer,and CO_(2ff) concentrations were calculated based on mass balance equations.The results showed that the CO_(2ff) mixing ratio ranged from 15.9 to 25.0 ppm(part per million,equivalent to μmol mol~(-1)),with an average of 20.5 ppm in 2013.The range of measured values became larger in 2014,from 13.9 ppm to 33.1 ppm,with an average of 23.5 ppm.The differences among the average CO_(2ff) concentrations between the central area and outer urban areas were not statistically significant.Although the year-to-year variation of the CO_(2ff) concentration was significant(P 0.01),there was a distinctly low CO_(2 ff) value observed in the northeast corner of the city.CO_(2 ff) emiissions from vehicle exhaust and residential sources appeared to be more significant than two thermal power plants,according to our observed CO_(2 ff) spatial distribution.The variation of pollution source transport recorded in our observations was likely controlled by southwesterly winds.These results could assist in the optimal placement of regional CO_2 monitoring stations,and benefit the local government in the implementation of efficient carbon emission reduction measures.     

Variation in the climatic response to SRES emissions scenarios in integrated assessment models

Integrated assessment models (IAMs) have commonly been used to understand the relationship between the economy, the earth’s climate system and climate impacts. We compare the IPCC simulations of CO₂ concentration, radiative forcing, and global mean temperature changes associated with five SRES ‘marker’ emissions scenarios with the responses of three IAMs—DICE, FUND and PAGE—to these same emission scenarios. We also compare differences in simulated temperature increase resulting from moving from a high to a low emissions scenario. These IAMs offer a range of climate outcomes, some of which are inconsistent with those of IPCC, due to differing treatments of the carbon cycle and of the temperature response to radiative forcing. In particular, in FUND temperatures up until 2100 are relatively similar for the four emissions scenarios, and temperature reductions upon switching to lower emissions scenarios are small. PAGE incorporates strong carbon cycle feedbacks, leading to higher CO₂ concentrations in the twenty-second century than other models. Such IAMs are frequently applied to determine ‘optimal’ climate policy in a cost–benefit approach. Models such as FUND which show smaller temperature responses to reducing emissions than IPCC simulations on comparable timescales will underestimate the benefits of emission reductions and hence the calculated ‘optimal’ level of investment in mitigation.     

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.     

Substitution of Natural Gas for Coal: Climatic Effects of Utility Sector Emissions

Substitution of natural gas for coal is one means of reducing carbon dioxide (CO₂) emissions. However, natural gas and coal use also results in emissions of other radiatively active substances including methane (CH₄), sulfur dioxide (SO₂), a sulfate aerosolprecursor, and black carbon (BC) particles. Will switching from coal to gas reduce the net impact of fossil fuel use on global climate? Using the electric utility sector as an example, changes in emissions of CO₂, CH₄,SO₂ and BC resulting from the replacement of coal by natural gas are evaluated, and their modeled net effect on global mean-annual temperature calculated. Coal-to-gas substitution initially produces higher temperatures relative to continued coal use. This warming is due to reduced SO₂ emissionsand possible increases in CH₄ emissions, and can last from 1 to 30years, depending on the sulfur controls assumed. This is followed by a net decrease in temperature relative to continued coal use, resulting from lower emissions of CO₂ and BC. The length of this period and the extent of the warming or cooling expected from coal-to-gas substitution is found to depend on key uncertainties and characteristics of the substitutions, especially those related to: (1) SO₂ emissions and consequentsulphate aerosol forcing; and (2) the relative efficiencies of the power plantsinvolved in the switch.     

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.     

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.     

Managing atmospheric CO2

A coupled carbon cycle-climate model is used to compute global atmospheric CO₂ and temperature variation that would result from several future CO₂ emission scenarios. The model includes temperature and CO₂ feedbacks on the terrestrial biosphere, and temperature feedback on the oceanic uptake of CO₂. The scenarios used include cases in which fossil fuel CO₂ emissions are held constant at the 1986 value or increase by 1% yr^–1 until either 2000 or 2020, followed by a gradual transition to a rate of decrease of 1 or 2% yr^–1. The climatic effect of increases in non-CO₂ trace gases is included, and scenarios are considered in which these gases increase until 2075 or are stabilized once CO₂ emission reductions begin. Low and high deforestation scenarios are also considered. In all cases, results are computed for equilibrium climatic sensitivities to CO₂ doubling of 2.0 and 4.0 °C.Peak atmospheric CO₂ concentrations of 400–500 ppmv and global mean warming after 1980 of 0.6–3.2 °C occur, with maximum rates of global mean warming of 0.2–0.3 °C decade^–1. The peak CO₂ concentrations in these scenarios are significantly below that commonly regarded as unavoidable; further sensitivity analyses suggest that limiting atmospheric CO₂ to as little as 400 ppmv is a credible option.Two factors in the model are important in limiting atmospheric CO₂: (1) the airborne fraction falls rapidly once emissions begin to decrease, so that total emissions (fossil fuel + land use-induced) need initially fall to only about half their present value in order to stabilize atmospheric CO₂, and (2) changes in rates of deforestation have an immediate and proportional effect on gross emissions from the biosphere, whereas the CO₂ sink due to regrowth of forests responds more slowly, so that decreases in the rate of deforestation have a disproportionately large effect on net emission.If fossil fuel emissions were to decrease at 1–2% yr^–1 beginning early in the next century, emissions could decrease to the rate of CO₂ uptake by the predominantly oceanic sink within 50–100 yrs. Simulation results suggest that if subsequent emission reductions were tied to the rate of CO₂ uptake by natural CO₂ sinks, these reductions could proceed more slowly than initially while preventing further CO₂ increases, since the natural CO₂ sink strength decreases on time scales of one to several centuries. The model used here does not account for the possible effect on atmospheric CO₂ concentration of possible changes in oceanic circulation. Based on past rates of atmospheric CO₂ variation determined from polar ice cores, it appears that the largest plausible perturbation in ocean-air CO₂ flux due to changes of oceanic circulation is substantially smaller than the permitted fossil fuel CO₂ emissions under the above strategy, so tieing fossil fuel emissions to the total sink strength could provide adequate flexibility for responding to unexpected changes in oceanic CO₂ uptake caused by climatic warming-induced changes of oceanic circulation.     

Asymmetries in tropical rainfall and circulation patterns in idealised CO2 removal experiments

Atmospheric CO₂ removal is currently receiving serious consideration as a supplement or even alternative to emissions reduction. However the possible consequences of such a strategy for the climate system, and particularly for regional changes to the hydrological cycle, are not well understood. Two idealised general circulation model experiments are described, where CO₂ concentrations are steadily increased, then decreased along the same path. Global mean precipitation continues to increase for several decades after CO₂ begins to decrease. The mean tropical circulation shows associated changes due to the constraint on the global circulation imposed by precipitation and water vapour. The patterns of precipitation and circulation change also exhibit asymmetries with regard to changes in both CO₂ and global mean temperature, but while the lag in global precipitation can be ascribed to different levels of CO₂ at the same temperature state, the regional changes cannot. Instead, ocean memory and heat transfer are important here. In particular the equatorial East Pacific continues to warm relative to the West Pacific during CO₂ ramp-down, producing an anomalously large equatorial Pacific sea surface temperature gradient and associated rainfall anomalies. The mechanism is likely to be a lag in response to atmospheric forcing between mixed-layer water in the east Pacific and the sub-thermocline water below, due to transport through the ocean circulation. The implication of this study is that a CO₂ pathway of increasing then decreasing atmospheric CO₂ concentrations may lead us to climate states during CO₂ decrease that have not been experienced during the increase.     

Comparative assessment of Japan's long-term carbon budget under different effort-sharing principles

This article assesses Japan's carbon budgets up to 2100 in the global efforts to achieve the 2?°C target under different effort-sharing approaches based on long-term GHG mitigation scenarios published in 13 studies. The article also presents exemplary emission trajectories for Japan to stay within the calculated budget.

The literature data allow for an in-depth analysis of four effort-sharing categories. For a 450?ppm CO₂e stabilization level, the remaining carbon budgets for 2014–2100 were negative for the effort-sharing category that emphasizes historical responsibility and capability. For the other three, including the reference ‘Cost-effectiveness’ category, which showed the highest budget range among all categories, the calculated remaining budgets (20th and 80th percentile ranges) would run out in 21–29 years if the current emission levels were to continue. A 550?ppm CO₂e stabilization level increases the budgets by 6–17 years-equivalent of the current emissions, depending on the effort-sharing category. Exemplary emissions trajectories staying within the calculated budgets were also analysed for ‘Equality’, ‘Staged’ and ‘Cost-effectiveness’ categories. For a 450?ppm CO₂e stabilization level, Japan's GHG emissions would need to phase out sometime between 2045 and 2080, and the emission reductions in 2030 would be at least 16–29% below 1990 levels even for the most lenient ‘Cost-effectiveness’ category, and 29–36% for the ‘Equality’ category. The start year for accelerated emissions reductions and the emissions convergence level in the long term have major impact on the emissions reduction rates that need to be achieved, particularly in the case of smaller budgets.

Policy relevance

In previous climate mitigation target formulation processes for 2020 and 2030 in Japan, neither equity principles nor long-term management of cumulative GHG emissions was at the centre of discussion. This article quantitatively assesses how much more GHGs Japan can emit by 2100 to achieve the 2?°C target in light of different effort-sharing approaches, and how Japan's GHG emissions can be managed up to 2100. The long-term implications of recent energy policy developments following the Fukushima nuclear disaster for the calculated carbon budgets are also discussed.     

CO2 emission clusters within global supply chain networks: Implications for climate change mitigation

Production and consumption of goods and services are interlinked through complex global supply-chain networks; so are the greenhouse gas emissions associated with them. Using a model that represents global supply-chain networks, we identified supply-chain clusters with high CO₂ emissions within more than 300 million individual supply chains. We distinguished 4756 significant CO₂ clusters and found that in 2008, global supply-chain networks associated with U.S. transport equipment and construction demand included relatively large CO₂ clusters in China, accounting for 17% and 10%, respectively, of the U.S. CO₂ footprint. Of added importance is the fact that these two clusters in China had annual growth rates of 42% and 58%, respectively, during the period 1995–2008. Our results show the importance for climate policy of monitoring these CO₂ clusters that dominate CO₂ emissions in global supply chains, and they offer insights on where climate policy can be effectively directed.     

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.     

Countries’ contributions to climate change: effect of accounting for all greenhouse gases, recent trends, basic needs and technological progress

In the context of recent discussions at the UN climate negotiations we compared several ways of calculating historical greenhouse gas (GHG) emissions, and assessed the effect of these different approaches on countries’ relative contributions to cumulative global emissions. Elements not covered before are: (i) including recent historical emissions (2000–2010), (ii) discounting historical emissions to account for technological progress; (iii) deducting emissions for ‘basic needs’; (iv) including projected emissions up to 2020, based on countries’ unconditional reduction proposals for 2020. Our analysis shows that countries’ contributions vary significantly based on the choices made in the calculation: e.g. the relative contribution of developed countries as a group can be as high as 80 % when excluding recent emissions, non-CO₂ GHGs, and land-use change and forestry CO₂; or about 48 % when including all these emissions and discounting historical emissions for technological progress. Excluding non-CO₂ GHGs and land-use change and forestry CO₂ significantly changes relative historical contributions for many countries, altering countries’ relative contributions by multiplicative factors ranging from 0.15 to 1.5 compared to reference values (i.e. reference contribution calculations cover the period 1850-2010 and all GHG emissions). Excluding 2000–2010 emissions decreases the contributions of most emerging economies (factor of up to 0.8). Discounting historical emissions for technological progress reduces the relative contributions of some developed countries (factor of 0.8) and increases those of some developing countries (factor of 1.2–1.5). Deducting emissions for ‘basic needs’ results in smaller contributions for countries with low per capita emissions (factor of 0.3–0.5). Finally, including projected emissions up to 2020 further increases the relative contributions of emerging economies by a factor of 1.2, or 1.5 when discounting pre-2020 emissions for technological progress.     

The danger of overvaluing methane’s influence on future climate change

Minimizing the future impacts of climate change requires reducing the greenhouse gas (GHG) load in the atmosphere. Anthropogenic emissions include many types of GHG’s as well as particulates such as black carbon and sulfate aerosols, each of which has a different effect on the atmosphere, and a different atmospheric lifetime. Several recent studies have advocated for the importance of short timescales when comparing the climate impact of different climate pollutants, placing a high relative value on short-lived pollutants, such as methane (CH₄) and black carbon (BC) versus carbon dioxide (CO₂). These studies have generated confusion over how to value changes in temperature that occur over short versus long timescales. We show the temperature changes that result from exchanging CO₂ for CH₄ using a variety of commonly suggested metrics to illustrate the trade-offs involved in potential carbon trading mechanisms that place a high value on CH₄ emissions. Reducing CH₄ emissions today would lead to a climate cooling of approximately ~0.5 °C, but this value will not change greatly if we delay reducing CH₄ emissions by years or decades. This is not true for CO₂, for which the climate is influenced by cumulative emissions. Any delay in reducing CO₂ emissions is likely to lead to higher cumulative emissions, and more warming. The exact warming resulting from this delay depends on the trajectory of future CO₂ emissions but using one business-as usual-projection we estimate an increase of 3/4 °C for every 15-year delay in CO₂ mitigation. Overvaluing the influence of CH₄ emissions on climate could easily result in our “locking” the earth into a warmer temperature trajectory, one that is temporarily masked by the short-term cooling effects of the CH₄ reductions, but then persists for many generations.