Carbon dioxide is the main type of greenhouse gas emission, and carbon dioxide emission (i.e. carbon emission) is the average greenhouse gases emission of the production, trafficking, using and recycling of a certain product. All human activities emits carbon dioxides, but it can be reduced by decreasing industrial, enterprise carbon emission and pollution, and leading sustainable ways of lives. It would become the most important topic to be discussed in this century.
Showing posts with label greenhouse gas emission. Show all posts
Showing posts with label greenhouse gas emission. Show all posts
Friday, March 19, 2021
Friday, August 30, 2019
California Greenhouse Gas Emissions for 2000 to 2017 Trends of Emissions and Other Indicators
The annual statewide greenhouse gas (GHG) emission inventory is an important tool in
tracking progress towards meeting statewide GHG goals. The inventory for 2017 shows that
California’s GHG emissions continue to decrease. In 2017, emissions from GHG emitting
activities statewide were 424 million metric tons of CO2 equivalent (MMTCO2e), 5 MMTCO2e
lower than 2016 levels and 7 MMTCO2e below the 2020 GHG Limit of 431 MMTCO2e.
Consistent with recent years, these reductions have occurred while California’s economy has
continued to grow and generate jobs. Compared to 2016, California’s GDP grew 3.6 percent
while the carbon intensity of its economy declined by 4.5 percent. The most notable highlights in
the inventory include:
• For the first time since California started to track GHG emissions, in-state and total
electricity generation from zero-GHG sources (for purposes of the GHG inventory,
these include solar, hydro, wind, and nuclear) exceeded generation from GHGemitting sources.
• The transportation sector remains the largest source of GHG emissions in the state,
but saw a 1 percent increase in emissions in 2017, the lowest growth rate over the
past 4 years.
• Emissions from all other sectors have remained relatively constant in recent years,
although emissions from high Global Warming Potential (GWP) gases have continued
to increase as they replace Ozone Depleting Substances (ODS) banned under the
1987 Montreal Protocol.
source: https://ww3.arb.ca.gov/cc/inventory/pubs/reports/2000_2017/ghg_inventory_trends_00-17.pdf
tracking progress towards meeting statewide GHG goals. The inventory for 2017 shows that
California’s GHG emissions continue to decrease. In 2017, emissions from GHG emitting
activities statewide were 424 million metric tons of CO2 equivalent (MMTCO2e), 5 MMTCO2e
lower than 2016 levels and 7 MMTCO2e below the 2020 GHG Limit of 431 MMTCO2e.
Consistent with recent years, these reductions have occurred while California’s economy has
continued to grow and generate jobs. Compared to 2016, California’s GDP grew 3.6 percent
while the carbon intensity of its economy declined by 4.5 percent. The most notable highlights in
the inventory include:
• For the first time since California started to track GHG emissions, in-state and total
electricity generation from zero-GHG sources (for purposes of the GHG inventory,
these include solar, hydro, wind, and nuclear) exceeded generation from GHGemitting sources.
• The transportation sector remains the largest source of GHG emissions in the state,
but saw a 1 percent increase in emissions in 2017, the lowest growth rate over the
past 4 years.
• Emissions from all other sectors have remained relatively constant in recent years,
although emissions from high Global Warming Potential (GWP) gases have continued
to increase as they replace Ozone Depleting Substances (ODS) banned under the
1987 Montreal Protocol.
source: https://ww3.arb.ca.gov/cc/inventory/pubs/reports/2000_2017/ghg_inventory_trends_00-17.pdf
Tuesday, August 6, 2019
can’t expand airports after declaring a climate emergency – let’s shift to low-carbon transport instead
The world may finally be waking to the reality of the climate and ecological crisis, after 30 years of inaction. But while the UK parliament has declared a climate and ecological emergency, ongoing plans for airport expansions suggest we’re flying full-speed towards crisis rather than away from it.
Globally, greenhouse gas emissions from aviation are rising rapidly, and set to further escalate. Passenger numbers are rising far too fast for efficiency improvements and alternative technologies, such as electric or biofuel-powered engines, to keep up. What’s worse, the climate impact of flights is two to three times larger than their CO₂ emissions alone, due to the release of nitrogen oxides – powerful greenhouse gases – and the contrails planes leave in their wake which trap even more heat in the atmosphere. The aviation industry has also evaded fuel taxes, emissions regulations, and is often completely omitted in emissions accounting.
This is particularly important as cities are setting targets to reduce their carbon emissions. While many of these cities have airports, their climate strategies tend to focus on the emissions released within the city’s boundaries and from their electricity use. They don’t account for emissions from imported goods and services that are consumed in the city but produced elsewhere, nor from flights through their airports. Any emissions from residents travelling outside the city are generally omitted.
Source: https://theconversation.com/we-cant-expand-airports-after-declaring-a-climate-emergency-lets-shift-to-low-carbon-transport-instead-120740
Globally, greenhouse gas emissions from aviation are rising rapidly, and set to further escalate. Passenger numbers are rising far too fast for efficiency improvements and alternative technologies, such as electric or biofuel-powered engines, to keep up. What’s worse, the climate impact of flights is two to three times larger than their CO₂ emissions alone, due to the release of nitrogen oxides – powerful greenhouse gases – and the contrails planes leave in their wake which trap even more heat in the atmosphere. The aviation industry has also evaded fuel taxes, emissions regulations, and is often completely omitted in emissions accounting.
This is particularly important as cities are setting targets to reduce their carbon emissions. While many of these cities have airports, their climate strategies tend to focus on the emissions released within the city’s boundaries and from their electricity use. They don’t account for emissions from imported goods and services that are consumed in the city but produced elsewhere, nor from flights through their airports. Any emissions from residents travelling outside the city are generally omitted.
Source: https://theconversation.com/we-cant-expand-airports-after-declaring-a-climate-emergency-lets-shift-to-low-carbon-transport-instead-120740
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