The Veil of Kyoto and the politics of greenhouse gas mitigation in Australia

This paper investigates how the Kyoto Protocol has framed political discourse and policy development of greenhouse gas mitigation in Australia. We argue that ‘Kyoto’ has created a veil over the climate issue in Australia in a number of ways. Firstly, its symbolic power has distracted attention from actual environmental outcomes while its accounting rules obscure the real level of carbon emissions and structural trends at the nation-state level. Secondly, a public policy tendency to commit to far off emission targets as a compromise to implementing legislation in the short term has also emerged on the back of Kyoto-style targets. Thirdly, Kyoto’s international flexibility mechanisms can lead to the diversion of mitigation investment away from the nation-state implementing carbon legislation. A final concern of the Kyoto approach is how it has shifted focus away from Australia as the world’s largest coal exporter towards China, its primary customer. While we recognise the crucial role aspirational targets and timetables play in capturing the imagination and coordinating action across nations, our central theme is that ‘Kyoto’ has overshadowed the implementation of other policies in Australia. Understanding how ‘Kyoto’ has framed debate and policy is thus crucial to promoting environmentally effective mitigation measures as nation-states move forward from COP15 in Copenhagen to forge a post-Kyoto international agreement. Recent elections in 2009 in Japan and America and developments at COP15 suggest positive scope for international action on climate change. However, the lesson from the 2007 election and subsequent events in Australia is a caution against elevating the symbolism of ‘Kyoto-style’ targets and timetables above the need for implementation of mitigation policies at the nation-state level

Arsenic, cadmium, and lead pollution and uptake by rice (Oryza sativa L.) grown in greenhouse

Purpose: Hunan province is well-known for its extensive base-metal extraction and smelting industries. However, the legacies of excavation operations, transportation, and selective smelting activities within Hunan have resulted in the generation of large quantities of mine wastes, which will become the sources of metal contamination in the environment. Thus, there is an increasingly important health issue underlying the study of arable land pollution and transfer of As, Cd, and Pb in the paddy soil–rice system.
Materials and methods: Paddy soils collected from mining- and smelting-impacted areas in Hunan province and rice seed (Oryza sativa L. cv Jia Hua-1) were used for pot experiments under greenhouse conditions. One 30-day-old seedling was transplanted into one pot containing 5.0 kg pretreated soil. At harvest, rice grains and shoots were washed with distilled water to remove surface soil, and oven-dried at 65°C for 96 h until a constant weight was reached. Roots were washed carefully with distilled water for the next process of extracting iron plaque using dithionite–citrate–bicarbonate solution. Total concentrations of As, Cd, and Pb in soil and rice plant tissues were measured by inductively coupled plasma mass spectrometer.
Results and discussion: Total concentrations of As, Cd, and Pb in the soils collected from 12 mining- and smelting-impacted areas in Hunan province were much higher than Hunan background values and exceeded the maximum concentration limit for soils set by the Ministry of Environmental Protection. The yields of rice grain from Pb/Zn mining and smelting sites were negatively correlated to overall pollution scores. Distributions of As, Cd, and Pb in rice plant followed: root >> shoot > husk > whole grain. About 30.1–88.1% of As, 11.2–43.5% of Cd, and 14.0–33.9% of Pb were accumulated in iron plaque on root surfaces.
Conclusions: High concentrations of As, Cd, and Pb are observed in paddy soils from mining- and smelting-impacted areas in Hunan province, indicating those paddy soils suffer serious combined heavy metal contamination. In particular, Cd is the dominant contaminant followed by As and Pb in paddy soils from most locations. The distributions of As, Cd, and Pb in rice tissue were: root >> shoot > husk > whole grain. Concentrations of Pb in all whole grain and of As and Cd in 50% of whole grain samples exceeded Chinese Hygienic Standard values for food.

Arbuscular mycorrhizal fungal hyphae reduce soil erosion by surface water flow in a greenhouse experiment

The role of arbuscular mycorrhizal fungi (AMF) in resisting surface flow soil erosion has never been tested experimentally. We set up a full factorial greenhouse experiment using Achillea millefolium with treatments consisting of addition of AMF inoculum and non-microbial filtrate, non-AMF inoculum and microbial filtrate, AMF inoculum and microbial filtrate, and non-AMF inoculum and non-microbial filtrate (control) which were subjected to a constant shear stress in the form of surface water flow to quantify the soil detachment rate through time. We found that soil loss can be explained by the combined effect of roots and AMF extraradical hyphae and we could disentangle the unique effect of AMF hyphal length, which significantly reduced soil loss, highlighting their potential importance in riparian systems.

Extinction risk from climate change

Climate change over the past ,30 years has produced numerous shifts in the distributions and abundances of species1,2 and has been implicated in one species-level extinction3. Using projections of species’ distributions for future climate scenarios, we assess extinction risks for sample regions that cover some 20% of the Earth’s terrestrial surface. Exploring three approaches in which the estimated probability of extinction shows a powerlaw relationship with geographical range size, we predict, on the basis of mid-range climate-warming scenarios for 2050, that 15–37% of species in our sample of regions and taxa will be ‘committed to extinction’. When the average of the three methods and two dispersal scenarios is taken, minimal climate-warming scenarios produce lower projections of species committed to extinction (,18%) than mid-range (,24%) and maximum change (,35%) scenarios. These estimates show the importance of rapid implementation of technologies to decrease greenhouse

Spatial Allocation of Material Flow Analysis: A Geographic Information System Application of Material Flow Analysis in Ireland

This study concerns the spatial allocation of material flows, with emphasis on construction material in the Irish housing sector. It addresses some of the key issues concerning anthropogenic impact on the environment through spatial temporal visualisation of the flow of materials, wastes and emissions at different spatial levels. This is presented in the form of a spatial model, Spatial Allocation of Material Flow Analysis (SAMFA), which enables the simulation of construction material flows and associated energy use. SAMFA parallels the Island Limits project (EPA funded under 2004-SD-MS-22-M2), which aimed to create a material flow analysis of the Irish economy classified by industrial sector. SAMFA further develops this by attempting to establish the material flows at the subnational geographical scale that could be used in the development of local authority (LA) sustainability strategies and spatial planning frameworks by highlighting the cumulative environmental impacts of the development of the built environment. By drawing on the idea of planning support systems, SAMFA also aims to provide a cross-disciplinary, integrative medium for involving stakeholders in strategies for a sustainable built environment and, as such, would help illustrate the sustainability consequences of alternative The pilot run of the model in Kildare has shown that the model can be successfully calibrated and applied to develop alternative material flows and energy-use scenarios at the ED level. This has been demonstrated through the development of an integrated and a business-as-usual scenario, with the former integrating a range of potential material efficiency and energysaving policy options and the latter replicating conditions that best describe the current trend. Their comparison shows that the former is better than the latter in terms of both material and energy use. This report also identifies a number of potential areas of future research and areas of broader application. This includes improving the accuracy of the SAMFA model (e.g. by establishing actual life expectancy of buildings in the Irish context through field surveys) and the extension of the model to other Irish counties. This would establish SAMFA as a valuable predicting and monitoring tool that is capable of integrating national and local spatial planning objectives with actual environmental impacts. Furthermore, should the model prove successful at this level, it then has the potential to transfer the modelling approach to other areas of the built environment, such as commercial development and other key contributors of greenhouse emissions. The ultimate aim is to develop a meta-model for predicting the consequences of consumption patterns at the local scale. This therefore offers the possibility of creating critical links between socio technical systems with the most important challenge of all the limitations of the biophysical environment.

Quantifying the Energy & carbon emissions implications of a 10% electric vehicles target

EU Directive 2009/28/EC on Renewable Energy requires each Member State to ensure 10% of transport energy (excluding aviation and marine transport) comes from renewable sources by 2020 (10% RES-T target). In addition to the anticipated growth in biofuels, this target is expected to be met by the increased electrification of transport coupled with a growing contribution from renewable energy to electricity generation. Energy use in transport accounted for nearly half of Ireland’s total final energy demand and about a third of energy-related carbon dioxide emissions in 2007. Energy use in transport has grown by 6.3% per annum on average in the period 1990 – 2007. This high share and fast growth relative to other countries highlights the challenges Ireland faces in meeting ambitious renewable energy targets. The Irish Government has set a specific target for Electric Vehicles (EV) as part of its strategy to deliver the 10% RES-T target. By 2020, 10% of all vehicles in its transport fleet are to be powered by electricity. This paper quantifies the impacts on energy and carbon dioxide emissions of this 10% EV target by 2020. In order to do this an ‘EV Car Stock’ model was developed to analyse the historical and future make-up of the passenger car portion of the fleet to 2025. Three scenarios for possible take-up in EVs were examined and the associated energy and emissions impacts are quantified. These impacts are then compared to Ireland’s 10% RES-T target and greenhouse gas (GHG) emissions reduction targets for 2020. Two key findings of the study are that the 10% EV target contributes 1.7% to the 10% RES-T target by 2020 and 1.4% to the 20% reduction in Non-ETS emissions by 2020 relative to 2005.

Impact of weather conditions on electric vehicle performance

Seasonal and day-to-day variations in travel behaviour and performance of private passenger vehicles can be partially explained by changes in weather conditions. Likewise, in the electricity sector, weather affects energy demand. The impact of weather conditions on private passenger vehicle performance, usership statistics and travel behaviour has been studied for conventional, internal combustion engine, vehicles. Similarly, weather-driven variability in electricity demand and generation has been investigated widely. The aim of these analyses in both sectors is to improve energy efficiency, reduce consumption in peak hours and reduce greenhouse gas emissions. However, the potential effects of seasonal weather variations on electric vehicle usage have not yet been investigated. In Ireland the government has set a target requiring 10% of all vehicles in the transport fleet to be powered by electricity by 2020 to meet part of its European Union obligations to reduce greenhouse gas emissions and increase energy efficiency. This paper fills this knowledge gap by compiling some of the published information available for internal combustion engine vehicles and applying the lessons learned and results to electric vehicles with an analysis of historical weather data in Ireland and electricity market data in a number of what-if scenarios. Areas particularly impacted by weather conditions are battery performance, energy consumption and choice of transportation mode by private individuals.

Natural gas as a sustainable transport fuel

Environmental concerns relating to gaseous emissions from transport have led to growth in the use of compressed natural gas vehicles worldwide with an estimated 13 million Natural Gas Vehicles (NGVs) currently in operation. Across Europe, many countries are replacing traditional diesel oil in captive fleets such as buses used for public transport and heavy and light goods vehicles used for freight and logistics with CNG vehicles. Initially this was to reduce localised air pollution in urban environments. However, with the need to reduce greenhouse gas emissions CNG is seen as a cleaner more energy efficient and environmental friendly alternative. This paper briefly examines the growth of NGVs in Europe and worldwide. Then a case study on CNG the introduction in Spain and Italy is presented. As part of the case study, policy interventions are examined. Finally, a statistical analysis of private and public refuelling stations in both countries is also provided. CNG can also be mixed with biogas. This study and the role of CNG is relevant because of the existing European Union Directive 2009/28/EC target, requiring that 10% of transport energy come from renewable sources, not alone biofuels such as biogas. CNG offers another alternative transport fuel.

Electric Vehicles - a well to wheel analysis

The European Union has set a target for 10% renewable energy in transport by 2020, which will be met using both biofuels and electric vehicles. In the case of biofuels, for the purposes of meeting the target, the biofuel must achieve greenhouse gas savings of 35% relative to the fossil fuel replaced. For biofuels, greenhouse gas savings can be calculated using life cycle analysis, or the European Union default values. In contrast, all electricity used in transport is considered to be the same, regardless of the source or the type of electric vehicle. However, the choice of the electric vehicle and electricity source will have a major impact on the greenhouse gas savings. This paper examines different electric-vehicle scenarios in terms of greenhouse gas savings, using a well-to-wheel life cycle analysis.

A study of the 10% electric vehicles target of the single electricity market

In late 2008, the Government of the Republic of Ireland set a specific target that 10% of all vehicles in its transport fleet be powered by electricity by 2020 in order to meet European Union renewable energy targets and greenhouse gas emissions reduction targets. International there are similar targets. This is a considerable challenge as in 2009, transport accounted for 29% of non-emissions trading scheme greenhouse gas emissions, 32% of energy-related greenhouse gas emissions, 21% of total greenhouse gas emissions and approximately 50% of energy-related non-emission trading scheme greenhouse gas emissions. In this paper the impacts of 10% electric vehicle charging on the single wholesale electricity market for the Republic of Ireland and Northern Ireland is examined. The energy consumed and the total carbon dioxide emissions generated under different charging scenarios is quantified and the results of the charging scenarios are compared to identify the best implementation strategy.