DOCSLIB.ORG

Rethinking Offsetting for a Net Zero World

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Rethinking Offsetting for a Net Zero World Foreword 03 Lord Deben Net Zero explained 04 Professor Carly McLachlan e true price of fashion 08 Dr Patsy Perry Decoupling aviation and shipping 12 Professor Alice Larkin Rethinking osetting for a Net Zero world 16 Dr John Broderick, Dr Joe Blakey and Professor Matthew Paterson Small nuclear, big dierence? 20 Professor Richard Taylor e oshore wind challenge 24 Professor Mike Barnes Getting serious about CO 2 removal 29 Dr Claire Gough and Dr Andrew Wele Fixing the food chain; accountability in emissions 32 Professor Sarah Bridle Everyday water demand: How to reduce emissions in unseen sectors 35 Dr Claire Hoolohan and Dr Alison Browne Energy equity in the drive for Net Zero 39 Professor Stefan Bouzarovski and Professor Stephanie Pincetl F oreword Lord Deben he impacts of climate change are becoming ere is much work to do. Industries and businesses clear for all to see. Extreme weather events such must have long-term signals that encourage them to T as the recent ooding in the UK have brought invest in zero-carbon options. Partnerships will be home the risks of the changing climate. Scientists say needed across industry, academia, government and the with certainty that human activity lies behind these third sector to ensure new skills are developed to create changes. e need to act couldn’t be clearer. a net zero compatible workforce. Similar collaboration In June last year, the UK Parliament passed new is needed to deliver innovative solutions to some of the legislation on the advice of the Committee on Climate thorniest challenges we face, such as how to capture and Change, which I chair. It commits the UK to reduce store large amounts of CO 2. its greenhouse gas emissions to net zero by 2050. e Involving the public in the many changes ahead is pledges which have followed signal a clear ambition from critical. e net zero transition will not go unnoticed as local authorities, businesses and academic institutions to we shi to lower-carbon forms of heating in our homes, come together to help meet this vital goal. as we opt for electric rather than petrol and diesel Targets alone, however, are only an intention. ey vehicles, as we choose to walk and cycle more. require policies, informed by the best available evidence, at all begins this year, in the year of climate largely set by government, to deliver the UK’s net zero action. e private sector, academia, NGOs and transition over the next 30 years. e scale of action, and government must come together to ensure that the UK’s the level of coordination that entails across the public leadership on climate change is clear as we host the and private sectors, is challenging. Achieving net zero is pivotal UN Climate Summit in November in Glasgow. a must for our planet, but the shi away from fossil fuels is is our chance to show the world that we are serious will also modernise our economy, and bring cleaner air, about righting the wrongs of the past. It’s an opportunity more nutritious diets, new industries, and jobs. we must seize. Lord Deben is Chairman of the Committee on Climate Change. He was the UK’s longest-serving Secretary of State for the Environment (1993 to 1997). He has held several other high-level ministerial posts, including Secretary of State for Agriculture, Fisheries and Food (1989 to 1993), and has consistently championed the strong links between environmental concerns and business interests. 2 3 Net Zero explained Professor Carly McLachlan he Paris Agreement commits us to keeping heating and industry have proven much more stubborn Our plans for net zero must be and osetting schemes is that their consideration may the global temperature rise this century to reduce. e Committee on Climate Change (CCC) explicit on the balance between stie the changes to policy, regulation and investment to 'well below' 2°C above pre-industrial track 24 indicators to assess progress on climate action required to get to absolute zero. is is exacerbated T emissions reduction and GGR and levels and to pursue eorts to limit the increase to in the UK. In their latest progress report they found if cheap, and potentially unveried, oset products 1.5°C. e Intergovernmental Panel on Climate that only seven of these were on track and of these, how both of these elements will be are available on the market and if economic models Change Report on 1.5°C made clear that climate only two were outside of the power sector. On a global sustainably delivered. assume that GGR can be delivered for a lower cost impacts are already being experienced as a result of scale emissions continue to rise, despite decades than emissions reductions. For example, the United the approximately 1°C of warming that has already of international commitments, increasingly stark States and Saudi Arabia arguing against the adoption occurred. e dierences in impacts between warnings about climate impacts, and announcements of through international osets. Net zero intuitively of language stressing the need for removals to be 1.5°C and 2°C are stark, and yet so far, the specic ambitious plans and targets. sounds like a stronger commitment than the UK additional rather than alternatives to emissions commitments made globally on reducing emissions Against this backdrop the UK has recently adopted previously made. However, there are a number of risks reduction at the UN Environmental Assembly. Here align with approximately 3°C of warming. a target of reaching net zero GHG emissions by 2050, and challenges that this new terminology presents we have clear evidence at an international scale of e UK is widely seen as being at the vanguard replacing the previous target of an 80% reduction by that we must tackle head on to ensure a net zero target GGR being used to justify continued investment and of international climate policy and action. It was the 2050 based on 1990 levels. is change followed the supports a more ambitious programme of climate expansion of fossil fuels internationally. rst country to adopt legally binding climate change CCC’s Net Zero Report which analysed the need for, action than the one it replaces. Focusing on net zero could also be a potential targets through the Climate Change Act in 2008. Based and benets of, targeting net zero emissions by 2050, as deterrent to fully utilising our GGR or carbon on emissions here in the UK (including international well as the challenges in meeting such a commitment. What should be prioritised? sink capacity. For example, e National Trust has aviation and shipping), the UK has achieved a 40% We must resist the urge to think only about the net recently announced ambitious tree planting and land reduction in greenhouse gas (GHG) emissions What does Net Zero mean? zero target date. We need to focus not just on getting to management schemes to lock up carbon. However, (at since 1990. However, when we look at consumption e ‘net’ part of this term is vital because it combines zero, but our pathway of emissions reduction. To limit least for now) they articulate this ambition in terms emissions (including the emissions embedded in goods into a single term goals of both reducing our emissions temperature increases in line with the Paris Agreement, of balancing their own organisational emissions, and services that we buy from other countries) our total and providing emissions ‘removals’ so that overall this signicant and rapid cuts in emissions are needed now. hitting net zero in 2030 and committing to meeting emissions are about 50% larger than the emissions here balances to zero. ere are a variety of technologies and For example, our work setting local authority level the CCC goal of 17% of forest land cover nationally. in the UK. e data for these ‘consumption emissions’ practices proposed which have the potential to remove energy-only carbon budgets has indicated the need for To fully exploit the potential climate benet from our only starts in 1997, and since then we’ve only managed CO 2 from the atmosphere. e rationale for including 10-15% per annum reductions for Greater Manchester land, some organisations may have to be supported to around a 10% reduction. GGR (Greenhouse Gas Removal) in a plan for net zero to be aligned with the Paris Agreement commitments. become ‘net negative’. e vast majority of our emissions reductions is that there are some sectors that prove very dicult e UK’s net zero 2050 goal refers to all greenhouse have come from the power sector; food, mobility, or even impossible to reduce completely to zero, as gases – but some sectors, for example, road transport What can be done? identied by colleagues in the article ‘Rethinking and electricity, can and will need to move faster. Our plans for net zero must be explicit on the balance osetting for a Net Zero world.’ between emissions reduction and GGR and how both e UK’s net zero 2050 goal e CCC plan recommends that the UK should GGR and emissions reductions; a joined up approach of these elements will be sustainably delivered. Just refers to all greenhouse gases – deliver these GGRs within national borders. Such an Whilst some sectors will not be able to reach zero, as many organisations or sectors may have thought approach supports the UK taking responsibility and we must remember that many sectors do have the they were in the 20% remaining emissions of the but some sectors can and will control over the contribution we make to climate potential to get to, or very close to, ‘absolute zero,’ such previous 80% by 2050 target, there is now a risk that need to move faster.
Load more

Recommended publications
  • Carbon Dioxide Removal, Including Carbon Sequestration in Natural Systems
    CARBON DIOXIDE REMOVAL, INCLUDING CARBON SEQUESTRATION IN NATURAL SYSTEMS Position Summary 1. Most current scenarios that keep global warming within the Paris Agreement’s 1.5°C limit rely on removing large amounts of carbon dioxide from the atmosphere using a mix of land-based carbon sinks and technological removal approaches, in addition to accelerated action to cut emissions. 2. Immediate efforts must prioritise cutting greenhouse gas emissions rapidly and deeply, as less emissions entering the atmosphere means there is less need for carbon dioxide removal later in the century. Relying on carbon dioxide removal to any significant extent is a high-risk approach given uncertainties to its deliverability at scale. Thus: ○ Carbon dioxide removal must not delay or replace efforts to cut greenhouse gas emissions. ○ Pathways that rapidly cut emissions and minimise the need for carbon dioxide removal must be prioritised. 3. However, some carbon dioxide removal is likely needed to limit global temperature rise to 1.5°C, both to cancel out hard-to-mitigate residual emissions and/or to reduce atmospheric carbon dioxide concentration in the event of temperature overshoot scenarios. 4. There are a range of approaches that could, in principle, be used to remove carbon dioxide from the atmosphere at very large scale, but all carry risks and their social acceptability can differ depending on the context. ○ All carbon dioxide removal approaches have potential trade-offs and/or scale limitations and no single approach will be the full removal solution in the most 1.5°C scenarios. ○ We should prioritise those approaches which remove carbon dioxide from the atmosphere and permanently sequester it in natural systems – particularly those which have proven benefits for people and nature as well as climate.
    [Show full text]
  • Environmental Impact of Aviation - Wikipedia 6/8/20, 1004 AM
    Environmental impact of aviation - Wikipedia 6/8/20, 1004 AM Environmental impact of aviation The environmental impact of aviation occurs because aircraft engines emit heat, noise, particulates and gases which contribute to climate change[1][2] and global dimming.[3] Airplanes emit particles and gases such as carbon dioxide (CO2), water vapor, hydrocarbons, carbon monoxide, nitrogen oxides, sulfur oxides, lead, and black carbon which interact among themselves and with the atmosphere.[4] Despite more fuel-efficient and less polluting turbofan and turboprop engines, the rapid growth of air travel contributes to an increase in total pollution attributable to aviation. From 1992 to 2005, passenger kilometers increased 5.2 percent per year. In the European Union, greenhouse gas emissions from [5] aviation increased by 87 percent between 1990 and 2006. A C-141 Starlifter leaves contrails over Antarctica. Comprehensive research shows that despite anticipated efficiency innovations to airframes, engines, aerodynamics and flight operations, there is no end in sight, even many decades out, to rapid growth in CO2 emissions from air travel and air freight,[6][7] due to projected continual growth in air travel.[8][9] This is because international aviation emissions escaped international regulation until the ICAO triennial conference in 2016 agreed on the CORSIA offset scheme.[10] In addition, due to low or non- existent taxes on aviation fuel, air travel enjoys a competitive advantage over other transportation modes due to lower fares.[11][12] Unless
    [Show full text]
  • CO2 Abatement Goals for International Shipping
    Climate Policy ISSN: 1469-3062 (Print) 1752-7457 (Online) Journal homepage: https://www.tandfonline.com/loi/tcpo20 CO2 abatement goals for international shipping Michael Traut, Alice Larkin, Kevin Anderson, Christophe McGlade, Maria Sharmina & Tristan Smith To cite this article: Michael Traut, Alice Larkin, Kevin Anderson, Christophe McGlade, Maria Sharmina & Tristan Smith (2018) CO2 abatement goals for international shipping, Climate Policy, 18:8, 1066-1075, DOI: 10.1080/14693062.2018.1461059 To link to this article: https://doi.org/10.1080/14693062.2018.1461059 © 2018 The Author(s). Published by Informa UK Limited, trading as Taylor & Francis Group Published online: 19 Apr 2018. Submit your article to this journal Article views: 1430 View Crossmark data Citing articles: 1 View citing articles Full Terms & Conditions of access and use can be found at https://www.tandfonline.com/action/journalInformation?journalCode=tcpo20 CLIMATE POLICY 2018, VOL. 18, NO. 8, 1066–1075 https://doi.org/10.1080/14693062.2018.1461059 RESEARCH ARTICLE CO2 abatement goals for international shipping Michael Traut a, Alice Larkin a, Kevin Andersona, Christophe McGladeb, Maria Sharmina a and Tristan Smithb aTyndall for Climate Change Research, University of Manchester, Manchester, UK; bUCL Energy Institute, London, UK ABSTRACT ARTICLE HISTORY The Paris Agreement, which entered into force in 2016, sets the ambitious climate Received 23 August 2017 change mitigation goal of limiting the global temperature increase to below 2°C Accepted 30 March 2018 and ideally 1.5°C. This puts a severe constraint on the remaining global GHG emissions budget. While international shipping is also a contributor to KEYWORDS CO2 budgets; International anthropogenic GHG emissions, and CO2 in particular, it is not included in the Paris shipping; Paris Agreement Agreement.
    [Show full text]
  • Responding to the Climate Emergency: How Are UK Universities Establishing Sustainable Workplace Routines for Flying and Food?
    Climate Policy ISSN: (Print) (Online) Journal homepage: https://www.tandfonline.com/loi/tcpo20 Responding to the climate emergency: how are UK universities establishing sustainable workplace routines for flying and food? Claire Hoolohan, Carly McLachlan, Christopher Jones, Alice Larkin, Christina Birch, Sarah Mander & John Broderick To cite this article: Claire Hoolohan, Carly McLachlan, Christopher Jones, Alice Larkin, Christina Birch, Sarah Mander & John Broderick (2021): Responding to the climate emergency: how are UK universities establishing sustainable workplace routines for flying and food?, Climate Policy, DOI: 10.1080/14693062.2021.1881426 To link to this article: https://doi.org/10.1080/14693062.2021.1881426 © 2021 The Author(s). Published by Informa View supplementary material UK Limited, trading as Taylor & Francis Group Published online: 27 Feb 2021. Submit your article to this journal Article views: 1766 View related articles View Crossmark data Full Terms & Conditions of access and use can be found at https://www.tandfonline.com/action/journalInformation?journalCode=tcpo20 CLIMATE POLICY https://doi.org/10.1080/14693062.2021.1881426 RESEARCH ARTICLE Responding to the climate emergency: how are UK universities establishing sustainable workplace routines for flying and food? Claire Hoolohan a,b, Carly McLachlana,b, Christopher Jonesa, Alice Larkin a, Christina Bircha, Sarah Mandera,b and John Broderick a aTyndall Centre for Climate Change Research, School of Engineering, University of Manchester, Manchester, UK; bESRC Centre for Climate Change and Social Transformation (CAST), University of Manchester, Manchester, UK ABSTRACT ARTICLE HISTORY Scope 3 emissions from the UK higher education sector are globally significant, and Received 7 September 2020 long-distance air travel and catering are particularly emissions-intensive aspects of Accepted 21 January 2021 workplace routine.
    [Show full text]
  • The Challenge of Decarbonizing Heavy Transport
    THE CHALLENGE OF DECARBONIZING HEAVY TRANSPORT SAMANTHA GROSS OCTOBER 2020 EXECUTIVE SUMMARY Many jurisdictions are focused on achieving very low or net-zero greenhouse gas (GHG) emissions by mid-century, bringing a spotlight to the biggest challenges in decarbonization. The transportation sector is responsible for about one-quarter of global GHG emissions and emissions are growing, even in the developed world where other emissions are generally flat. Liquid fuels made from oil dominate the sector; they are easy to transport and store, contain a great deal of energy for their weight and volume, and enable use of internal combustion engines. The degree of difficulty in decarbonizing transport varies across the sector. Electrification is relatively easy for smaller vehicles that travel shorter distances carrying lighter loads. For these vehicles, the added weight of a battery is less of a hindrance and the inherently simpler and more efficient electric motor and drivetrain (the system that delivers power from the motor to the wheels) make up for some of the weight penalty. However, the heavier forms of transportation are among the fastest growing, meaning that we must consider solutions for these more difficult vehicles as well. The challenge of decarbonizing these sectors and the technologies to overcome these challenges are global, but this paper focuses on policy options in the United States. Medium and heavy trucking and other forms of heavy ground transportation represent a middle ground in the decarbonization challenge. Vehicles that travel set routes in limited areas represent the low-hanging fruit for electrification. City buses, urban delivery vehicles, and equipment at ports can be recharged at a central location or at wireless pads along the way, and these vehicles are leading the way in heavy vehicle decarbonization.
    [Show full text]