Total greenhouse gas emissions of 40 industrialized countries rose to a near all-time high in 2005, continuing the upward trend of the year before, according to data submitted to the secretariat of the United Nations Framework Convention on Climate Change (UNFCCC).

The increases in emissions came from both the continued growth in highly industrialized
countries and the revived economic growth in former East bloc nations. At the sectoral level,
emissions from the transport sector grew at the highest rate.

Taken together, the countries that signed and ratified the Kyoto Protocol are projected to
achieve reductions on the order of 11% for the first Kyoto commitment period, from 2008
to 2012, provided policies and measures adopted by these countries deliver the reductions as
projected. The Kyoto Protocol commits industrialized countries to a 5% reduction target in
2008-2012 compared to 1990 levels.

But while the European Union as a whole is projected to achieve its objective making use
of the “Kyoto mechanisms” such as emissions trading, other Kyoto Parties are projected to see
an upward trend in emissions.

The UN Climate Change Secretariat presented the emissions data and projections about
two weeks ahead the United Nations Climate Conference in Bali, at which negotiations on a
post-2012 climate change deal are expected to be launched.

Originally Syndicated via RSS from Green Car Congress

An individual commuter switching from single occupancy driving to public transit can reduce his or her daily carbon emissions by 20 pounds—more than 4,800 pounds in a year—according to a new study prepared for the American Public Transportation Association (APTA) by Science Applications International Corporation (SAIC).

The research points out that due to increases in vehicle miles traveled, the problem of pollution from vehicle emissions is accelerating. Greenhouse gas emissions from mobile sources have grown 27% from 1990 to 2004. Autos and light duty trucks represent about 61% of the total mobile source of greenhouse gas emissions. The report says single occupancy drivers switching their work commute to public transportation is one of the more effective ways to reduce the nation’s vehicle miles traveled while reducing harmful carbon dioxide.

Public transportation use should be at the top of the list of ways for households to become greener. While it is good public policy to require more fuel efficient automobiles, increasing the use of transit can have a more immediate impact on our nation’s transportation fuel consumption

—William Millar, APTA president

APTA is calling on Congress to incorporate public transportation into a national climate strategy that includes providing additional funding levels for more public transportation investment; providing tax credits to major employers who spend resources to support mass transit ridership programs; and tax credits to developers for mixed development residential, commercial and transportation sites that encourage greater use of public transportation.

Resources:

• Public Transportation’s Contribution to Greenhouse Gas Reduction

Originally Syndicated via RSS from Green Car Congress

Originally Syndicated via RSS from Green Car Congress

Greenhouse gas emissions in the US economy. Click to enlarge.

Total US greenhouse gas (GHG) emissions were 7,075.6 million metric tons carbon dioxide equivalent (MMTCO₂e) in 2006, a decrease of 1.5% from the 2005 level, according to Emissions of Greenhouse Gases in the United States 2006, a report by the Energy Information Administration (EIA).

Total greenhouse gas emissions from the transportation sector rose 0.5% from 2005 to 2006, reaching 2,010.3 MMTCO₂e. Carbon dioxide emissions represented 93.75% of total transportation GHG in 2006 (1,884.7 MMTCO₂).

Transportation sector emissions from gasoline and diesel fuel combustion generally parallel total vehicle miles traveled. Click to enlarge.

Transportation sector carbon dioxide emissions in 2006 were 407.5
million metric tons higher than in 1990, an increase that represents
46.4% of the growth in unadjusted energy-related carbon dioxide
emissions from all sectors over the
period.

Since 1999, the transportation sector has led all US end-use sectors in emissions of carbon dioxide. Petroleum combustion is the largest source of carbon dioxide emissions in the transportation sector, as opposed to electricity-related emissions in the other end-use sectors.

Increases in ethanol fuel consumption in recent years have mitigated the growth in transportation sector emissions somewhat (emissions from energy inputs to ethanol production plants are counted in the industrial sector).

US GHG emissions per unit of Gross Domestic Product (GDP), or GHG-intensity, fell from 653 metric tons per million 2000 constant dollars of GDP (MTCO₂e/$Million GDP) in 2005 to 625 MTCO₂e /$Million GDP in 2006, a decline of 4.2%. Since 1990, the annual average decline in GHG-intensity has been 2.0%.

Total estimated US GHG emissions in 2006 consisted of 5,934.4 million metric tons of carbon dioxide (83.8% of total emissions), 605.1 MMTCO₂e of methane (8.6% of total emissions), 378.6 MMTCO₂e of nitrous oxide (5.4% of total emissions), and 157.6 MMTCO₂e of hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulfur hexafluoride (SF6) (2.2% of total emissions).

Emissions of carbon dioxide from energy consumption and industrial processes, which had risen at an average annual rate of 1.2% per year from 1990 to 2005, declined by 1.8% in 2006. The decline in carbon dioxide emissions from 2005 to 2006 can be attributed to a 0.5% decline in overall energy demand and a decrease in the carbon intensity of electricity generation.

Favorable weather patterns, where both heating and cooling degree-days were lower in 2006 than 2005, and higher energy prices, were the primary causes of lower total energy consumption. The decline in carbon intensity of electricity generation was driven by increased use of natural gas, the least carbon-intensive fossil fuel, and greater reliance on non-fossil fuel energy sources.

Methane emissions, meanwhile, decreased by 0.4%, while nitrous oxide emissions rose by 2.9%. Emissions of HFCs, PFCs, and SF6, a group labeled collectively as “high-GWP gases” because their high heat trapping capabilities, fell by 2.2%.

The 2006 emissions decrease is only the third decline in annual emissions since 1990.  Since 1990, US GHG emissions have grown at an average annual rate of 0.9%. GHG emissions in 2006 were 15.1% higher than those in 1990.

Resources

• Emissions of Greenhouse Gases in the United States 2006

Originally Syndicated via RSS from Green Car Congress

Filed under: Legislation and Policy

One of the first stories I wrote when I started here last year was about the lawsuit filed by then California Attorney General Bill Lockyer against six automakers. As I approach the end of my first year, that story has drawn to a close. Lockyer had filed a public nuisance lawsuit claiming that greenhouse gas emissions were damaging California.

In San Francisco U.S. District Judge Martin Jenkins has dismissed the case on the grounds that it could not be determined to what extent global warming damage was the fault of automakers. In his ruling Jenkins wrote:

"The Court finds that injecting itself into the global warming thicket at this juncture would require an initial policy determination of the type reserved for the political branches of government,"

The merits of the case were always dubious and now it looks like California will have to continue pursuing changes through the legislative process.

[Source: Reuters]

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BOLD MOVES: THE FUTURE OF FORD Step behind the curtain at Ford Motor. Experience the documentary first-hand.

Originally Syndicated via RSS from AutoblogGreen

Originally Syndicated via RSS from Green Car Congress

Filed under: Legislation and Policy

Rep. John Dingell (D-Dearborn, MI) has created a legislative proposal to reduce greenhouse gas emissions as much as by 60 to 80 percent in 2050. How? By creating a tax on fuels and CO2 emissions. The amount: $50 per ton of CO2 and 50 cents a gallon for gasoline. It will include the elimination of tax exemptions for large homes as well. Dingell also supports the Hill-Terry initiative that is trying to raise mileage standards by 40 percent in 2022.

"In order to reduce greenhouse gases and make the planet safe and healthy for future generations it will take a significant investment from all of us," Dingell said. "A fee on carbon emissions requires a tithe from all citizens and industries, but no one entity will be unfairly leveled with a devastating burden. More importantly, it provides an incentive for change in our economy and our way of life. I welcome public input on how this policy proposal can best balance our environmental and economic concerns and I look forward to receiving feedback."

Citizens can add their feedback on his Congress webpage (follow the Read link). However, the question is how this initiative will move ahead as next year elections approach?

Related:

• Toyota calls for Congress to pass Hill-Terry CAFE bill
• Dingell will kill CAFE

[Source: U.S. House, Detroit News]

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BOLD MOVES: THE FUTURE OF FORD Step behind the curtain at Ford Motor. Experience the documentary first-hand.

Originally Syndicated via RSS from AutoblogGreen

Annual CO2 emissions from shipping. Click to enlarge. Source: Corbett and Winebrake

Citing the “threat of global climate disruption,” California Attorney General Edmund G. Brown Jr. petitioned the United States Environmental Protection Agency (EPA) to adopt strict greenhouse gas regulations for ocean-going vessels. Earthjustice, a US public interest environmental law firm, filed a similar petition with the EPA on behalf of Oceana, Friends of the Earth and the Center for Biological Diversity.

Ocean-going vessels of more than 100 tons are estimated to emit up to 3% of the total world inventory of greenhouse gas emissions, according to the International Council on Clean Transportation (ICCT). This is more than the emissions attributable to almost any individual nation in the world except the US, Russia, China, Japan, India and Germany, according to the UN Department of Economic and Social Affairs. These emissions are projected to increase nearly 75% during the next 20 years.

Under the Clean Air Act, California has the authority to file a petition asking the EPA to establish CO₂ emissions standards. In the petition filed today, Brown asks the EPA to:

• Make a finding that carbon dioxide emissions from ocean-going vessels contribute to air pollution and endanger human health and welfare.

• Set standards for reducing such carbon dioxide emissions.

Brown said that under the reasoning of the United States Supreme Court’s holding in Massachusetts v. EPA, the Environmental Protection Agency has the authority to adopt standards for greenhouse gas emissions from vessels that enter US territorial waters.

The Earthjustice petition asks the Environmental Protection Agency to:

• Require marine vessels to increase their fuel efficiency, thereby reducing carbon dioxide and other pollutants.

• Require marine vessels to use cleaner fuels to reduce greenhouse gas and soot emissions.

• Extend these new regulations to all marine cargo vessels operating in US waters, whether they are registered in the United States or another country, to avoid disproportionate burdens on US ships and to reduce pollution emitted in US waters.

In addition to the other pollutants, shipping contributes significantly to global sulfur dioxide (SO₂) emissions as the average sulfur content (2.4%) of the fuel burned in marine diesel engines is high compared to other transport sectors.

The United Nations International Maritime Organization (IMO) has authority under international treaties to establish pollution standards for vessels but to date has failed to adopt controls on greenhouse gas emissions. At a recent meeting of the IMO Marine Environment Protection Committee, it was agreed to inventory greenhouse gases by 2009, but no commitment was made to regulate such emissions.

Resources:

• California Petition

• Earthjustice Petition

• Greenhouse Gas Impacts from Fuel Switching (Corbett and Winebrake)

• Carbon Dioxide Information Analysis Center (ORNL) National Fossil-Fuel CO₂ Emissions

• Air Pollution and Greenhouse Gas Emissions from Ocean-going Ships: Impacts, Mitigation Options and Opportunities for Managing Growth (ICCT)

• Study of Greenhouse Gases from Ships (International Maritime Organization)

• Eyring, V., Stevenson, D. S., Lauer, A., Dentener, F. J., Butler, T., Collins, W. J., Ellingsen, K., Gauss, M., Hauglustaine, D. A., Isaksen, I. S. A., Lawrence, M. G., Richter, A., Rodriguez, J. M., Sanderson, M., Strahan, S. E., Sudo, K., Szopa, S., van Noije, T. P. C., and Wild, O.: Multi-model simulations of the impact of international shipping on Atmospheric Chemistry and Climate in 2000 and 2030, Atmos. Chem. Phys., 7, 757-780, 2007

Originally Syndicated via RSS from Green Car Congress

WTW GHG emissions of select hydrogen production pathways (CO2-equivalent g/mi). The dotted red line represents the gasoline fuel baseline. Under AB 809, the average hydrogen powered vehicle would need to be 30% below the baseline.  GHG emissions via electrolysis in California are lower than the national average in the chart due to California’s mix of power generation. Click to enlarge. Source: Argonne, GM

Among a plethora of energy bills signed into law by California Governor Arnold Schwarzenegger last week was AB 809—a bill that sets limits on state funding for the production and use of hydrogen fuel for vehicles that is based on the well-to-wheels greenhouse gas profile of the vehicles using the hydrogen.

AB 809 mandates the development and adoption of hydrogen fuel regulations to ensure that state funding for the production and use of hydrogen fuel, as described in the California Hydrogen Highway Blueprint Plan, contributes to the reduction of greenhouse gas emissions, criteria air pollutant emissions, and toxic air contaminant emissions.

Even though hydrogen vehicles are, when operating (tank-to-wheels), zero emission vehicles, the method used to produce the hydrogen can drive up the overall greenhouse gas profile well past the average WTW baseline for a gasoline-fueled internal combustion engine vehicle. A comprehensive well-to-wheels analysis performed by Argonne National Laboratory and General Motors highlights the various outcomes of a large number of fuel production pathways and powertrain combinations.

At a minimum, the regulations must:

1. Require that, on a statewide basis, well-to-wheel (WTW) emissions of greenhouse gases for the average hydrogen powered vehicle fueled by hydrogen from fueling stations that receive state funds are at least 30% lower than emissions for the average new gasoline vehicle in California when measured on a per-mile basis.

2. Require that, on a statewide basis, no less than 33.3% of the hydrogen produced for, or dispensed by, fueling stations that receive state funds be made from eligible renewable energy resources. If the state board determines that there is insufficient availability of hydrogen fuel from eligible renewable resources to meet the 33.3% requirement, the state board may, after at least one public workshop and on a one-time basis, reduce the requirement by an amount not to exceed 10 percentage points. If the executive officer of the state board determines that it is not feasible for a public transit operator to use hydrogen fuel made from eligible renewable resources, the executive officer may exempt the operator from the requirements for a period of not more than five years and may extend the exemption for up to five additional years.

3. Require that all hydrogen fuel dispensed from fueling stations that receive state funds be generated in a manner so that local well-to-tank emissions of nitrogen oxides plus reactive organic gases are at least 50% lower than well-to-tank emissions of the average motor gasoline sold in California when measured on an energy equivalent basis.

4. Require that providers of hydrogen fuel for transportation in the state report to the state board the annual mass of hydrogen fuel dispensed and the method by which the dispensed hydrogen was produced and delivered.

Resources:

• AB 809

• Well-to-Wheels Analysis of Advanced Fuel/Vehicle Systems—A North American Study of Energy Use, Greenhouse Gas Emissions, and Criteria Pollutant Emissions (Argonne, GM; 2005)

Originally Syndicated via RSS from Green Car Congress

U.S. District Judge Anthony Ishii in Fresno, CA ruled states can limit greenhouse gases from vehicles. Automakers had argued "only the federal government can set fuel economy standards for all 50 states." Automakers would prefer to deal with just one rule, whatever it might be, across all 50 states. At the same time, they note that any stringent rules in California would become the basis across the nation given it's large market.

Judge Ishii disagreed with the automakers, saying state rules to limit greenhouse gases from vehicles do not conflict with federal fuel economy regulations. It was the third time this year California received backing from the courts, and the fourth time this year the automakers have had a set back.

The Supreme Court ruled the EPA must regulate emissions as pollutants unless it can back a refusal to do so with scientific evidence. A federal judge in Vermont upheld a law based on California's auto emission statute. And in November, the Ninth U.S. Circuit Court of Appeals in S.F. ruled the new mpg standard for SUVs and light trucks failed to account for the effect of fuel consumption on global warming.

"It would be the very definition of folly" to preclude the EPA from acting, given its responsibilities to protect public health, Ishii said. (Source: signonsandiego)

A similar ruling was made in Vermont and is currently being appealed.

California (and the many states which are following California's lead) want to enforce greenhouse gas limits (up to 30% lower emissions), but need a waiver from the EPA to do so. The EPA, under the Clean Air Act, is still working on whether to grant the waiver. The state has sued the agency to force a decision, and EPA Administrator Steven Johnson has promised to decide by the end of the year.

The Bush administration has called for a "single national regulatory standard for both fuel economy and tailpipe greenhouse gas emissions from vehicles."

Ishii noted that compliance "can be at least partially achieved through changes that are not directly reflected in fuel economy improvements," such as using other fuels and improving air conditioners. (source: SFGate)

Gov. Arnold Schwarzenegger called Wednesday's ruling "another important victory in the fight against global warming," adding, "California and other states will prevail in our goal to take aggressive action on climate change."

California has plans to reduce greenhouse-gas emissions by 30% from 2009 to 2016, under a plan passed by the California Air Resources Board in 2004. (Source: LATimes)

Originally Syndicated via RSS from Hybrid Car Review