scholarly journals Global anthropogenic methane emissions 2005–2030: technical mitigation potentials and costs

2012 ◽  
Vol 12 (5) ◽  
pp. 11275-11315 ◽  
Author(s):  
L. Höglund-Isaksson
Keyword(s):  
Methane Emissions ◽  
Social Planner ◽  
Model Framework ◽  
Mitigation Potential ◽  
Uncertainty Sources ◽  
Emissions Mitigation ◽  
The Social ◽  
Global Estimates ◽  
Gains Model ◽  
Mitigation Potentials

Abstract. This paper presents estimates of current and future global anthropogenic methane emissions, their technical mitigation potential and associated costs for the period 2005 to 2030. The analysis uses the GAINS model framework to estimate emissions, mitigation potentials and costs for all major sources of anthropogenic methane for 83 countries/regions, which are aggregated to produce global estimates. Global anthropogenic methane emissions are estimated at 323 Mt methane in 2005, with an expected increase to 414 Mt methane in 2030. Major uncertainty sources in emission estimates are identified and discussed. Mitigation costs are estimated defining two different cost perspectives; the social planner cost perspective and the private investor cost perspective.

scholarly journals Global anthropogenic methane emissions 2005–2030: technical mitigation potentials and costs

2012 ◽  
Vol 12 (19) ◽  
pp. 9079-9096 ◽  
Author(s):  
L. Höglund-Isaksson
Keyword(s):  
Methane Emissions ◽  
Social Planner ◽  
Model Framework ◽  
Mitigation Potential ◽  
Uncertainty Sources ◽  
Emissions Mitigation ◽  
Global Estimates ◽  
Gains Model ◽  
Global Emissions ◽  
Mitigation Potentials

Abstract. This paper presents estimates of current and future global anthropogenic methane emissions, their technical mitigation potential and associated costs for the period 2005 to 2030. The analysis uses the GAINS model framework to estimate emissions, mitigation potentials and costs for all major sources of anthropogenic methane for 83 countries/regions, which are aggregated to produce global estimates. Global emissions are estimated at 323 Mt methane in 2005, with an expected increase to 414 Mt methane in 2030. The technical mitigation potential is estimated at 195 Mt methane in 2030, whereof about 80 percent is found attainable at a marginal cost less than 20 Euro t−1 CO2eq when using a social planner cost perspective. With a private investor cost perspective, the corresponding fraction is only 30 percent. Major uncertainty sources in emission estimates are identified and discussed.

scholarly journals Global emissions of fluorinated greenhouse gases 2005–2050 with abatement potentials and costs

2017 ◽  
Vol 17 (4) ◽  
pp. 2795-2816 ◽  
Author(s):  
Pallav Purohit ◽  
Lena Höglund-Isaksson
Keyword(s):  
Greenhouse Gases ◽  
Developed Countries ◽  
Abatement Cost ◽  
Model Framework ◽  
Global Estimates ◽  
Reduce Emissions ◽  
Low Global Warming Potential ◽  
Gains Model ◽  
Global Emissions ◽  
Expected Increase

Abstract. This study uses the GAINS model framework to estimate current and future emissions of fluorinated greenhouse gases (F-gases), their abatement potentials, and costs for twenty source sectors and 162 countries and regions, which are aggregated to produce global estimates. Global F-gas (HFCs, PFCs, and SF6) emissions are estimated at 0.7 Pg CO2 eq.  in 2005 with an expected increase to 3.7 Pg CO2 eq.  in 2050 if application of control technology remains at the current level. There are extensive opportunities to reduce emissions using existing technology and alternative substances with low global warming potential. Estimates show that it would be technically feasible to reduce cumulative F-gas emissions from 81 to 11 Pg CO2 eq.  between 2018 and 2050. A reduction in cumulative emissions to 23 Pg CO2 eq.  is estimated to be possible at a marginal abatement cost below 10 EUR t−1 CO2 eq. We also find that future F-gas abatement is expected to become relatively more costly for developing than developed countries due to differences in the sector contribution to emissions and abatement potentials.

Manure happens: re-examining mitigation potential from waste-to-resource in agricultural ecosystems

2020 ◽  
Author(s):  
Zhangcai Qin
Keyword(s):  
Life Cycle ◽  
Ghg Emissions ◽  
Mitigation Option ◽  
Mitigation Potential ◽  
Agricultural Ecosystems ◽  
Life Cycle Perspective ◽  
Emissions Mitigation ◽  
Reactive Gases ◽  
Mitigation Potentials

<p>Using animal waste (manure) for soil amendments have been recognized as an efficient strategy for farm management, as well as for soil preservation and greenhouse gas (GHG) emissions mitigation. It is believed that manure can improve soil quality, increase soil organic carbon (SOC) level and therefore potentially mitigate GHG emissions. However, recent studies reported that use of manure in the field can cause large amount of nitrous oxide (N<sub>2</sub>O) emissions which in many cases offset the amount of SOC sequestered in agricultural ecosystems and eventually lead to net GHG emissions. In this report, we intended to investigate this management related mitigation option holistically, by modeling the full GHG budgets from a life cycle perspective. GHG emissions and some reactive gases (e.g., VOCs, NO) were specifically included in the manure life cycle. By re-examining the system boundary in previous studies, we show that use of manure does not necessarily cause large GHG emissions as previously reported. Net GHG emissions or mitigation potentials depend on not only SOC and N<sub>2</sub>O emissions <em>in situ</em>, but also emissions and reactive gases beyond the farmgate and those would have been released anyway.</p>

scholarly journals Global emissions of fluorinated greenhouse gases 2005–2050 with abatement potentials and costs

2016 ◽  
Author(s):  
Pallav Purohit ◽  
Lena Höglund-Isaksson
Keyword(s):  
Greenhouse Gases ◽  
Developed Countries ◽  
Abatement Cost ◽  
Model Framework ◽  
Gas Emissions ◽  
Global Estimates ◽  
Reduce Emissions ◽  
Low Global Warming Potential ◽  
Gains Model ◽  
Global Emissions

Abstract. This study uses the GAINS model framework to estimate current and future emissions of the fluorinated greenhouse gases HFCs/HCFCs, PFCs and SF6 (F-gases), their abatement potentials and costs for twenty source sectors and 162 countries/regions, which are aggregated to produce global estimates. Global F-gas emissions are estimated at 0.95 Pg CO2eq in 2005 with an expected increase to 3.7 Pg CO2eq in 2050 if application of control technology remains at the current level. There are extensive opportunities to reduce emissions using existing technology and alternative substances with low global warming potential. Estimates show that it would be technically feasible to reduce cumulative F-gas emissions by 86 percent between 2018 and 2050. A reduction in cumulative emissions by 72 percent is estimated possible at a marginal abatement cost below 10 € / t CO2eq. We also find that future F-gas abatement is expected to be relatively more costly for developing than for developed countries due to differences in the sector distribution of emissions and abatement potentials.

Pricing of Connected and Autonomous Vehicles in Mixed-Traffic Networks

2021 ◽  
pp. 036119812098585
Author(s):  
Paolo Delle Site
Keyword(s):  
Autonomous Vehicles ◽  
Marginal Cost ◽  
User Behavior ◽  
Social Planner ◽  
Traffic Networks ◽  
Mixed Traffic ◽  
The Third ◽  
First Case ◽  
Marginal Cost Pricing ◽  
The Social

For networks with human-driven vehicles (HDVs) only, pricing with arc-specific tolls has been proposed to achieve minimization of travel times in a decentralized way. However, the policy is hardly feasible from a technical viewpoint without connectivity. Therefore, for networks with mixed traffic of HDVs and connected and autonomous vehicles (CAVs), this paper considers pricing in a scenario where only CAVs are charged. In contrast to HDVs, CAVs can be managed as individual vehicles or as a fleet. In the latter case, CAVs can be routed to minimize the travel time of the fleet of CAVs or that of the entire fleet of HDVs and CAVs. We have a selfish user behavior in the first case, a private monopolist behavior in the second, a social planner behavior in the third. Pricing achieves in a decentralized way the social planner optimum. Tolls are not unique and can take both positive and negative values. Marginal cost pricing is one solution. The valid toll set is provided, and tolls are then computed according to two schemes: one with positive tolls only and minimum toll expenditure, and one with both tolls and subsidies and zero net expenditure. Convergent algorithms are used for the mixed-behavior equilibrium (simplicial decomposition algorithm) and toll determination (cutting plane algorithm). The computational experience with three networks: a two-arc network representative of the classic town bypass case, the Nguyen-Dupuis network, and the Anaheim network, provides useful policy insight.

scholarly journals Historic and modern approaches for discovery of abandoned wells for methane emissions mitigation in Oil Creek State Park, Pennsylvania

2021 ◽  
Vol 280 ◽  
pp. 111856
Author(s):  
Patricia M.B. Saint-Vincent ◽  
James I. Sams ◽  
Matthew D. Reeder ◽  
Mumbi Mundia-Howe ◽  
Garret A. Veloski ◽  
...  
Keyword(s):  
Methane Emissions ◽  
Emissions Mitigation ◽  
Abandoned Wells

scholarly journals Demand Subsidy versus Production Regulation: Development of New Energy Vehicles in a Competitive Environment

Mathematics ◽  
2021 ◽  
Vol 9 (11) ◽  
pp. 1280
Author(s):  
Zixuan Wang ◽  
Xiuzhang Li
Keyword(s):  
Social Welfare ◽  
Stackelberg Game ◽  
Positive Impact ◽  
Consumer Preference ◽  
Social Planner ◽  
Environmental Preferences ◽  
The Social ◽  
New Energy ◽  
Vehicle Market ◽  
New Energy Vehicles

In the competitive market environment, the growth of new energy vehicles (NEVs) faces many obstacles. Demand subsidy or production regulation-related policies are widely used to promote the development of NEVs. A comparative analysis of the effects of the two types of policies on the competitive vehicle market requires further study. To fill this gap, we investigate which type of policy is more preferable from the perspective of the social planner. In this paper, we construct a Stackelberg game with a welfare-maximizing social planner and two profit-maximizing manufacturers producing NEVs and fuel vehicles (FVs), respectively. Interestingly, although both types of policies can increase the quantity of NEVs, demand subsidy also promotes the growth of total vehicles at the same time; in contrast, production regulation reduces the total vehicles. Moreover, compared with the benchmark that no policy intervention, demand subsidy generally improves social welfare, while production regulation improves social welfare only with high consumer preference for NEVs. Nevertheless, production regulation always has a positive impact on the environment, whereas demand subsidy may have a positive impact only when the NEV is very environment friendly. The numerical results show that consumer environmental preferences and the regulation of environmental impact determine which type of policy dominates the other.

Why do firms oppose entry-deterring policies? Environmental regulation and entry deterrence

2014 ◽  
Vol 20 (2) ◽  
pp. 141-160 ◽  
Author(s):  
Ana Espínola-Arredondo ◽  
Félix Muñoz-García
Keyword(s):  
Environmental Regulation ◽  
Entry Deterrence ◽  
Social Planner ◽  
Policy Regimes ◽  
Incumbent Firm ◽  
The Social ◽  
Emission Fees

AbstractThis paper investigates the design of environmental regulation under different regimes: flexible and inflexible policies. We analyze under which settings strict emission fees can be used as an entry-deterring tool, and become socially optimal. Furthermore, we demonstrate that the incentives of the social planner and the incumbent firm are aligned regarding policy regimes ifentry can be easily deterred by setting a stringent regulation. Their incentives, however, can bemisaligned when entry becomes more costly to deter, leading the incumbent to actually preferenvironmental policies that attract entry.

Causation in Legal and Moral Reasoning

2017 ◽  
Author(s):  
David A. Lagnado ◽  
Tobias Gerstenberg
Keyword(s):  
Moral Reasoning ◽  
Causal Reasoning ◽  
Causal Model ◽  
Physical World ◽  
Causal Models ◽  
Responsibility Attribution ◽  
Model Framework ◽  
The Social ◽  
Legal Concepts ◽  
Legal Judgments

Causation looms large in legal and moral reasoning. People construct causal models of the social and physical world to understand what has happened, how and why, and to allocate responsibility and blame. This chapter explores people’s common-sense notion of causation, and shows how it underpins moral and legal judgments. As a guiding framework it uses the causal model framework (Pearl, 2000) rooted in structural models and counterfactuals, and shows how it can resolve many of the problems that beset standard but-for analyses. It argues that legal concepts of causation are closely related to everyday causal reasoning, and both are tailored to the practical concerns of responsibility attribution. Causal models are also critical when people evaluate evidence, both in terms of the stories they tell to make sense of evidence, and the methods they use to assess its credibility and reliability.

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