Informing urban greenhouse gas quantification and mitigation using high-resolution CO2 emissions: a case study in Baltimore, USA

2020 ◽  
Author(s):  
Geoffrey Roest ◽  
Kevin Gurney ◽  
Scot Miller ◽  
Jianming Liang
Keyword(s):  
Energy Consumption ◽  
Greenhouse Gas ◽  
Atmospheric Carbon Dioxide ◽  
Greenhouse Gas Emission ◽  
Atlantic Coast ◽  
Ghg Emissions ◽  
The United States ◽  
Point Sources ◽  
Electricity Production ◽  
Colonial Era

<p>As atmospheric carbon dioxide (CO<sub>2</sub>) levels continue to rise, a global effort to mitigate greenhouse gas (GHG) emissions is underway. Urban domains, which are responsible for more than 70% of global anthropogenic CO<sub>2</sub> emissions, are emerging as leaders in mitigation policy and planning – especially in the United States of America (US), which has formally withdrawn from the Paris Agreement. However, cities face obstacles in developing comprehensive and spatially explicit GHG inventories to inform specific actions and goals. The Vulcan emission product provides highly resolved Scope 1 fossil fuel CO<sub>2</sub> (FFCO<sub>2</sub>) emissions in space and time for the entire US, while the Hestia emission products utilize even more granular spatiotemporal data within four US urban domains. Here, we present results from Hestia for Baltimore – a colonial-era city on the Atlantic Coast of the US. Scope 1 FFCO<sub>2</sub> emissions are dominated by energy consumption in buildings, onroad vehicle emissions, and industrial point sources. Large, systematic differences exist between Hestia and Baltimore’s self-reported GHG inventory, which follows the Global Protocol for Community-scale Greenhouse Gas Emission Inventories (GPC). These differences include entire sectors being omitted from emissions reporting due to a determination of ownership (e.g. Scope 1 vs. Scope 3), data gaps and limitations, and a conflation of Scope 1 and Scope 2 electricity production emissions. Urban planning may be better informed by utilizing additional data sources on fuel and energy consumption – especially fuel and energy that are not provided by a centralized utility – to develop comprehensive GHG emission estimates.</p>

scholarly journals Informing urban climate planning with high resolution data: the Hestia fossil fuel CO2 emissions for Baltimore, Maryland

2020 ◽  
Author(s):  
Geoffrey Scott Roest ◽  
Kevin R Gurney ◽  
Scot M Miller ◽  
Jianming Liang
Keyword(s):  
Greenhouse Gas ◽  
Fossil Fuel ◽  
Ghg Emissions ◽  
Point Sources ◽  
The Self ◽  
Greenhouse Gas Mitigation ◽  
Electricity Production ◽  
Ghg Mitigation ◽  
High Resolution Data ◽  
Atmospheric Monitoring

Abstract Background: Cities contribute more than 70% of global anthropogenic carbon dioxide (CO2) emissions and are leading the effort to reduce greenhouse gas (GHG) emissions through sustainable planning and development. However, urban greenhouse gas mitigation often relies on self-reported emissions estimates that may be incomplete and unverifiable via atmospheric monitoring of GHGs. We present the Hestia Scope 1 fossil fuel CO2 (FFCO2) emissions for the city of Baltimore, Maryland – a gridded annual and hourly emissions data product for 2010 through 2015 (Hestia-Baltimore v1.6). We also compare the Hestia-Baltimore emissions to overlapping Scope 1 FFCO2 emissions in Baltimore’s self-reported inventory for 2014. Results: The Hestia-Baltimore emissions in 2014 totaled 1487.3 kt C (95% confidence interval of 1,158.9 – 1,944.9 kt C), with the largest emissions coming from onroad (34.2% of total city emissions), commercial (19.9%), residential (19.0%), and industrial (11.8%) sectors. Scope 1 electricity production and marine shipping were each generally less than 10% of the city’s total emissions. Baltimore’s self-reported Scope 1 FFCO2 emissions included onroad, natural gas consumption in buildings, and some electricity generating facilities within city limits. The self-reported Scope 1 FFCO2 total of 1,182.6 kt C was similar to the sum of matching emission sectors and fuels in Hestia-Baltimore v1.6. However, 20.5% of Hestia-Baltimore’s emissions were in sectors and fuels that were not included in the self-reported inventory. Petroleum use in buildings were omitted and all Scope 1 emissions from industrial point sources, marine shipping, nonroad vehicles, rail, and aircraft were categorically excluded.Conclusions: The omission of petroleum combustion in buildings and categorical exclusions of several sectors resulted in an underestimate of total Scope 1 FFCO2 emissions in Baltimore’s self-reported inventory. Accurate Scope 1 FFCO2 emissions, along with Scope 2 and 3 emissions, are needed to inform effective urban policymaking for system-wide GHG mitigation. We emphasize the need for comprehensive Scope 1 emissions estimates for emissions verification and measuring progress towards Scope 1 GHG mitigation goals using atmospheric monitoring.

scholarly journals Informing urban climate planning with high resolution data: the Hestia fossil fuel CO2 emissions for Baltimore, Maryland

2020 ◽  
Author(s):  
Geoffrey Scott Roest ◽  
Kevin R Gurney ◽  
Scot M Miller ◽  
Jianming Liang
Keyword(s):  
Greenhouse Gas ◽  
Co2 Emissions ◽  
Fossil Fuel ◽  
Urban Climate ◽  
Ghg Emissions ◽  
Point Sources ◽  
Greenhouse Gas Mitigation ◽  
Electricity Production ◽  
High Resolution Data ◽  
Atmospheric Monitoring

Abstract Background Cities contribute more than 70% of global anthropogenic carbon dioxide (CO2) emissions and are leading the effort to reduce GHG emissions through sustainable planning and development. However, urban greenhouse gas mitigation often relies on self-reported emissions estimates that may be incomplete and unverifiable via atmospheric monitoring. We present the Hestia Scope 1 fossil fuel CO2 emissions for the city of Baltimore, Maryland – a gridded annual and hourly emissions data product for 2010 through 2015.Results The emissions in the base year of 2011 totaled 1431.5 kt C, with the largest emissions coming from onroad (35.0% of total city emissions), commercial (18.3%), residential (16.7%), and industrial (12.6%) sectors. Scope 1 electricity production and marine shipping were each generally less than 10% of the city’s total emissions. Baltimore’s self-reported Scope 1 emissions of 1,182.6 kt C were 22.8% lower than Hestia-Baltimore emission in 2014, largely due to the omission of petroleum consumption in buildings and several sectors that largely fall outside the city’s regulatory purview – industrial point sources, marine shipping, nonroad vehicles, rail, and aircraft.Conclusions We emphasize the need for comprehensive, Scope 1-only emissions estimates for emissions verification and measuring progress towards greenhouse gas mitigation goals using atmospheric monitoring, but we also acknowledge that city planners may desire a greater mix of scope 1, 2, and 3 emissions with an emphasis on activities under local policy control.

scholarly journals Informing urban climate planning with high resolution data: the Hestia fossil fuel CO2 emissions for Baltimore, Maryland

2020 ◽  
Author(s):  
Geoffrey Scott Roest ◽  
Kevin R Gurney ◽  
Scot M Miller ◽  
Jianming Liang
Keyword(s):  
Greenhouse Gas ◽  
Fossil Fuel ◽  
Ghg Emissions ◽  
Point Sources ◽  
The Self ◽  
Greenhouse Gas Mitigation ◽  
Electricity Production ◽  
Ghg Mitigation ◽  
High Resolution Data ◽  
Atmospheric Monitoring

Abstract Background Cities contribute more than 70% of global anthropogenic carbon dioxide (CO2) emissions and are leading the effort to reduce greenhouse gas (GHG) emissions through sustainable planning and development. However, urban greenhouse gas mitigation often relies on self-reported emissions estimates that may be incomplete and unverifiable via atmospheric monitoring of GHGs. We present the Hestia Scope 1 fossil fuel CO2 (FFCO2) emissions for the city of Baltimore, Maryland – a gridded annual and hourly emissions data product for 2010 through 2015 (Hestia-Baltimore v1.6). We also compare the Hestia-Baltimore emissions to overlapping Scope 1 FFCO2 emissions in Baltimore’s self-reported inventory for 2014. Results The Hestia-Baltimore emissions in 2014 totaled 1487.3 kt C (95% confidence interval of 1,158.9 – 1,944.9 kt C), with the largest emissions coming from onroad (34.2% of total city emissions), commercial (19.9%), residential (19.0%), and industrial (11.8%) sectors. Scope 1 electricity production and marine shipping were each generally less than 10% of the city’s total emissions. Baltimore’s self-reported Scope 1 FFCO2 emissions included onroad, natural gas consumption in buildings, and some electricity generating facilities within city limits. The self-reported Scope 1 FFCO2 total of 1,182.6 kt C was similar to the sum of matching emission sectors and fuels in Hestia-Baltimore v1.6. However, 20.5% of Hestia-Baltimore’s emissions were in sectors and fuels that were not included in the self-reported inventory. Petroleum use in buildings were omitted and all Scope 1 emissions from industrial point sources, marine shipping, nonroad vehicles, rail, and aircraft were categorically excluded.Conclusions The omission of petroleum combustion in buildings and categorical exclusions of several sectors resulted in an underestimate of total Scope 1 FFCO2 emissions in Baltimore’s self-reported inventory. Accurate Scope 1 FFCO2 emissions, along with Scope 2 and 3 emissions, are needed to inform effective urban policymaking for system-wide GHG mitigation. We emphasize the need for comprehensive Scope 1 emissions estimates for emissions verification and measuring progress towards Scope 1 GHG mitigation goals using atmospheric monitoring.

scholarly journals Informing urban climate planning with high resolution data: the Hestia fossil fuel CO2 emissions for Baltimore, Maryland

2020 ◽  
Vol 15 (1) ◽  
Author(s):  
Geoffrey S. Roest ◽  
K. R. Gurney ◽  
S. M. Miller ◽  
J. Liang
Keyword(s):  
Greenhouse Gas ◽  
Fossil Fuel ◽  
Ghg Emissions ◽  
Point Sources ◽  
The Self ◽  
Greenhouse Gas Mitigation ◽  
Electricity Production ◽  
Ghg Mitigation ◽  
High Resolution Data ◽  
Atmospheric Monitoring

Abstract Background Cities contribute more than 70% of global anthropogenic carbon dioxide (CO2) emissions and are leading the effort to reduce greenhouse gas (GHG) emissions through sustainable planning and development. However, urban greenhouse gas mitigation often relies on self-reported emissions estimates that may be incomplete and unverifiable via atmospheric monitoring of GHGs. We present the Hestia Scope 1 fossil fuel CO2 (FFCO2) emissions for the city of Baltimore, Maryland—a gridded annual and hourly emissions data product for 2010 through 2015 (Hestia-Baltimore v1.6). We also compare the Hestia-Baltimore emissions to overlapping Scope 1 FFCO2 emissions in Baltimore’s self-reported inventory for 2014. Results The Hestia-Baltimore emissions in 2014 totaled 1487.3 kt C (95% confidence interval of 1158.9–1944.9 kt C), with the largest emissions coming from onroad (34.2% of total city emissions), commercial (19.9%), residential (19.0%), and industrial (11.8%) sectors. Scope 1 electricity production and marine shipping were each generally less than 10% of the city’s total emissions. Baltimore’s self-reported Scope 1 FFCO2 emissions included onroad, natural gas consumption in buildings, and some electricity generating facilities within city limits. The self-reported Scope 1 FFCO2 total of 1182.6 kt C was similar to the sum of matching emission sectors and fuels in Hestia-Baltimore v1.6. However, 20.5% of Hestia-Baltimore’s emissions were in sectors and fuels that were not included in the self-reported inventory. Petroleum use in buildings were omitted and all Scope 1 emissions from industrial point sources, marine shipping, nonroad vehicles, rail, and aircraft were categorically excluded. Conclusions The omission of petroleum combustion in buildings and categorical exclusions of several sectors resulted in an underestimate of total Scope 1 FFCO2 emissions in Baltimore’s self-reported inventory. Accurate Scope 1 FFCO2 emissions, along with Scope 2 and 3 emissions, are needed to inform effective urban policymaking for system-wide GHG mitigation. We emphasize the need for comprehensive Scope 1 emissions estimates for emissions verification and measuring progress towards Scope 1 GHG mitigation goals using atmospheric monitoring.

scholarly journals China’s Electric Vehicle Deployment: Energy and Greenhouse Gas Emission Impacts

Energies ◽  
2018 ◽  
Vol 11 (12) ◽  
pp. 3353 ◽  
Author(s):  
Feiqi Liu ◽  
Fuquan Zhao ◽  
Zongwei Liu ◽  
Han Hao
Keyword(s):  
Energy Consumption ◽  
Greenhouse Gas ◽  
Local Governments ◽  
Greenhouse Gas Emission ◽  
Ghg Emissions ◽  
Road Transport ◽  
Transport Sector ◽  
Commercial Vehicles ◽  
Short Term ◽  
State And Local

The explosion of the vehicle market in China has caused a series of problems, like energy security, climate change, air pollution, etc. The deployment of electric vehicles (EVs) is considered an effective solution to address these problems. Thus, both the state and local governments in China have launched some policies and incentives to accelerate the development of EVs and the EV industry. Do EVs can effectively solve these problems in short term, viewed from the fleet point? Based on China’s most up-to-date deployment plan for EVs, this paper analyzes the energy consumption and greenhouse gas (GHG) emissions caused by China’s road transport sector in three different scenarios. The results indicate that, based on current planning, the energy consumption and GHG emissions of the whole fleet will peak in 2025 and 2027, at the level of around 403 mtoe (million tons of oil equivalent) and 1763 mt CO2 eq. (million tons of CO2 equivalent), respectively. The introduction of EVs will significantly reduce the reliance on fossil fuel in the long term, with increasing ownership, while, in the short term, the fuel economy regulation will still play a more important role. Policy makers should continually pay attention to this. Meanwhile, commercial vehicles, especially heavy-duty trucks will account for a bigger and bigger proportion in the energy consumption and GHG emissions of the whole fleet. Thus, to some extent the focus should shift from passenger vehicles to commercial vehicles. More measures could be implemented.

scholarly journals Trends in Greenhouse Gas Emissions and Renewable Energy Policies in the EU and USA, with Special Emphasis on the Transportation Sector

2020 ◽  
Vol 5 (2) ◽  
pp. 219-231
Author(s):  
Judit T. Kiss ◽  
Gábor Bellér ◽  
István Árpád ◽  
Dénes Kocsis
Keyword(s):  
Renewable Energy ◽  
Greenhouse Gas ◽  
Ghg Emissions ◽  
The United States ◽  
Electricity Production ◽  
Significant Shift ◽  
The European Union ◽  
Energy Policies ◽  
Transportation Sector ◽  
Renewable Energy Policies

The aim of this work is to review recent trends in the field of greenhouse gas (GHG) emissions and renewable energy policies of the European Union and the United States of America. During the last few decades, there was a significant shift within the political attitude towards these fields, therefore important changes were realized in the electricity production and the climate policy. In the present paper, we discuss the current situation focusing on the transportation segment.

Energy Consumption and Greenhouse Gas Emission of Alternative Vehicle Fuels in Thailand Using Well to Wheel Assessment

2012 ◽  
Vol 524-527 ◽  
pp. 2538-2544 ◽  
Author(s):  
Worayut Saibuatrong ◽  
Thumrongrut Mungcharoen
Keyword(s):  
Energy Consumption ◽  
Greenhouse Gas ◽  
Greenhouse Gas Emission ◽  
Raw Materials ◽  
Ghg Emissions ◽  
Fuel Production ◽  
Gas Emission ◽  
Full Life Cycle ◽  
Automobile Engines ◽  
Reduce Energy Consumption

Energy consumption and Greenhouse Gas (GHG) of major Alternative vehicle fuels (AVFs) in Thailand are estimated and compared with conventional fuels by means of full Life Cycle Assessment (LCA). The tool utilized here is the Well-to-Wheels (WtW) module of own model covering the entire lifecycle including: raw materials cultivation (or feedstock collection); fuel production; transportation and distribution; and application in automobile engines (ICE and hybrid engine), compared with conventional petroleum-based gasoline and diesel pathways. The model is based on Thailand’s national conditions with Tsinghua-CA3EM model. Part of this model structure has been adjusted to Thailand specific situations. Therefore, a majority of the parameters have been modified with local Thailand data. Results showed that the all alternative vehicle fuels can reduce energy consumption and GHG emissions compared to conventional fuels. Hybrid ICE engine to reduce energy consumption and GHG emissions when compared to the ICE engine. Biofuels-ICE engine, especially bioethanol from molasses, had the highest reduce energy consumption and GHG emissions. LPG- Hybrid ICE engine had the highest reduce energy consumption.

scholarly journals Fisheries: A Missing Link in Greenhouse Gas Emission Policies in South Korea

2021 ◽  
Vol 13 (11) ◽  
pp. 5858
Author(s):  
Kyumin Kim ◽  
Do-Hoon Kim ◽  
Yeonghye Kim
Keyword(s):  
Greenhouse Gas ◽  
Greenhouse Gas Emission ◽  
Ghg Emissions ◽  
Bioeconomic Model ◽  
Negative Externalities ◽  
Fishing Vessel ◽  
Gas Emission ◽  
Fishing Vessels ◽  
The Government ◽  
Different Levels

Recent studies demonstrate that fisheries are massive contributors to global greenhouse gas (GHG) emissions. The average Korean fishing vessel is old, fuel-inefficient, and creates a large volume of emissions. Yet, there is little research on how to address the GHG emissions in Korean fisheries. This study estimated the change in GHG emissions and emission costs at different levels of fishing operations using a steady-state bioeconomic model based on the case of the Anchovy Tow Net Fishery (ATNF) and the Large Purse Seine Fishery (LPSF). We conclude that reducing the fishing efforts of the ATNF and LPSF by 37% and 8% respectively would not only eliminate negative externalities on the anchovy and mackerel stock respectively, but also mitigate emissions and emission costs in the fishing industry. To limit emissions, we propose that the Korean government reduce fishing efforts through a vessel-buyback program and set an annual catch limit. Alternatively, the government should provide loans for modernizing old fishing vessels or a subsidy for installing emission abatement equipment to reduce the excessive emissions from Korean fisheries.

scholarly journals Energy Consumption and Greenhouse Gas Emissions of Nickel Products

Energies ◽  
2020 ◽  
Vol 13 (21) ◽  
pp. 5664
Author(s):  
Wenjing Wei ◽  
Peter B. Samuelsson ◽  
Anders Tilliander ◽  
Rutger Gyllenram ◽  
Pär G. Jönsson
Keyword(s):  
Energy Consumption ◽  
Greenhouse Gas Emissions ◽  
Greenhouse Gas ◽  
Process Model ◽  
Ghg Emissions ◽  
Primary Energy ◽  
Nickel Metal ◽  
Gas Emissions ◽  
Nickel Smelting ◽  
Ore Grade

The primary energy consumption and greenhouse gas emissions from nickel smelting products have been assessed through case studies using a process model based on mass and energy balance. The required primary energy for producing nickel metal, nickel oxide, ferronickel, and nickel pig iron is 174 GJ/t alloy (174 GJ/t contained Ni), 369 GJ/t alloy (485 GJ/t contained Ni), 110 GJ/t alloy (309 GJ/t contained Ni), and 60 GJ/t alloy (598 GJ/t contained Ni), respectively. Furthermore, the associated GHG emissions are 14 tCO2-eq/t alloy (14 tCO2-eq/t contained Ni), 30 t CO2-eq/t alloy (40 t CO2-eq/t contained Ni), 6 t CO2-eq/t alloy (18 t CO2-eq/t contained Ni), and 7 t CO2-eq/t alloy (69 t CO2-eq/t contained Ni). A possible carbon emission reduction can be observed by comparing ore type, ore grade, and electricity source, as well as allocation strategy. The suggested process model overcomes the limitation of a conventional life cycle assessment study which considers the process as a ‘black box’ and allows for an identification of further possibilities to implement sustainable nickel production.

Impacts of Government Policies, Fuel Cell Cost, and Battery Cost on Greenhouse Gas Emission of Light-Duty Vehicles

2013 ◽  
Author(s):  
Swithin S. Razu ◽  
Shun Takai
Keyword(s):  
Public Policy ◽  
Fuel Cell ◽  
Greenhouse Gas ◽  
Greenhouse Gas Emission ◽  
Ghg Emissions ◽  
Government Policies ◽  
Alternative Fuel Vehicles ◽  
Enterprise Model ◽  
The Government ◽  
The Impact

The aim of this paper is to study the impact of public government policies, fuel cell cost, and battery cost on greenhouse gas (GHG) emissions in the US transportation sector. The model includes a government model and an enterprise model. To examine the effect on GHG emissions that fuel cell and battery cost has, the optimization model includes public policy, fuel cell and battery cost, and a market mix focusing on the GHG effects of four different types of vehicles, 1) gasoline-based 2) gasoline-electric hybrid or alternative-fuel vehicles (AFVs), 3) battery-electric (BEVs) and 4) fuel-cell vehicles (FCVs). The public policies taken into consideration are infrastructure investments for hydrogen fueling stations and subsidies for purchasing AFVs. For each selection of public policy, fuel cell cost and battery cost in the government model, the enterprise model finds the optimum vehicle design that maximizes profit and updates the market mix, from which the government model can estimate GHG emissions. This paper demonstrates the model using FCV design as an illustrative example.

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