AB 32 Fact Sheet - California Global Warming Solutions Act of 2006

Establishes first-in-the-world comprehensive program of regulatory and market mechanisms to achieve real, quantifiable, cost-effective reductions of greenhouse gases (GHG)

Alcohol, Volatile Fatty Acid, Phenol, and Methane Emissions from Dairy Cows and Fresh Manure

There are approximately 2.5 million dairy cows in California. Emission inventories list dairy cows and their manure as the major source of regional air pollutants, but data on their actual emissions remain sparse, particularly for smog-forming volatile organic compounds (VOCs) and greenhouse gases (GHGs). We report measurements of alcohols, volatile fatty acids, phenols, and methane (CH4) emitted from nonlactating (dry) and lactating dairy cows and their manure under controlled conditions. The experiment was conducted in an environmental chamber that simulates commercial concrete-floored freestall cow housing conditions. The fluxes of methanol, ethanol, and CH4 were measured from cows and/or their fresh manure. The average estimated methanol and ethanol emissions were 0.33 and 0.51 g cow−1 h−1 from dry cows and manure and 0.7 and 1.27 g cow−1 h−1 from lactating cows and manure, respectively. Both alcohols increased over time, coinciding with increasing accumulation of manure on the chamber floor. Volatile fatty acids and phenols were emitted at concentrations close to their detection limit. Average estimated CH4emissions were predominantly associated with enteric fermentation from cows rather than manure and were 12.35 and 18.23 g cow−1 h−1 for dry and lactating cows, respectively. Lactating cows produced considerably more gaseous VOCs and GHGs emissions than dry cows (P \u3c 0.001). Dairy cows and fresh manure have the potential to emit considerable amounts of alcohols and CH4 and research is needed to determine effective mitigation

Exploring impacts of process technology development and regional factors on life cycle greenhouse gas emissions of corn stover ethanol

This paper examines impacts of regional factors affecting biomass and process input supply chains and ongoing technology development on the life cycle greenhouse gas (GHG) emissions of ethanol production from corn stover in the U.S. Corn stover supply results in GHG emissions from -6 gCO2eq./MJ ethanol (Macon County, Missouri) to 13 gCO2eq./MJ ethanol (Hardin County, Iowa), reflecting location-specific soil carbon and N2O emissions responses to stover removal. Biorefinery emissions based on the 2011 National Renewable Energy Laboratory (NREL) process model are the single greatest emissions source (18 gCO2eq./MJ ethanol) and are approximately double those assessed for the 2002 NREL design model, due primarily to the inclusion of GHG-intensive inputs (caustic, ammonia, glucose). Energy demands of on-site enzyme production included in the 2011 design contribute to reducing the electricity co-product and associated emissions credit, which is also dependent on the GHG-intensity of regional electricity supply. Life cycle emissions vary between 1.5 and 22 gCO2eq./MJ ethanol (2011 design) depending on production location (98% to 77% reduction vs. gasoline). Using system expansion for co-product allocation, ethanol production in studied locations meet the Energy Independence and Security Act emissions requirements for cellulosic biofuels; however, regional factors and on-going technology developments significantly influence these results

Concentrations and risks of p ‐dichlorobenzene in indoor and outdoor air

Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/96332/1/ina796.pd

Planning hierarchical urban transit systems for reductions in greenhouse gas emissions

Public transit systems with high occupancy can reduce greenhouse gas (GHG) emissions relative to low-occupancy transportation modes, but current transit systems have not been designed to reduce environmental impacts. This motivates the study of the benefits of design and operational approaches for reducing the environmental impacts of transit systems. For example, transit agencies may replace level-of-service (LOS) by vehicle miles traveled (VMT) as a criterion in evaluating design and operational changes. In previous work, we explored the unintended consequences of lowering transit LOS on emissions in a single-technology transit system. Herein, we extend the analysis to account for a more realistic case: a transit system with a hierarchical structure (trunk and feeder lines) providing service to a city where demand is elastic. By considering the interactions between the trunk and the feeder systems, we provide a quantitative basis for designing and operating integrated urban transit systems that can reduce GHG emissions and societal costs. We find that highly elastic transit demand may cancel emission reduction potentials resulting from lowering LOS, due to demand shifts to lower occupancy vehicles. However, for mass transit modes, these potentials are still significant. Transit networks with buses, bus rapid transit or light rail as trunk modes should be designed and operated near the cost-optimal point when the demand is highly elastic, while this is not required for metro. We find that the potential for unintended consequences increases with the size of the city. Our results are robust to uncertainties in the costs and emissions parameters

Analysis of long-term observations of NOx and CO in megacities and application to constraining emissions inventories

Long-term atmospheric NOx/CO enhancement ratios in megacities provide evaluations of emission inventories. A fuel-based emission inventory approach that diverges from conventional bottom-up inventory methods explains 1970–2015 trends in NOx/CO enhancement ratios in Los Angeles. Combining this comparison with similar measurements in other U.S. cities demonstrates that motor vehicle emissions controls were largely responsible for U.S. urban NOx/CO trends in the past half century. Differing NOx/CO enhancement ratio trends in U.S. and European cities over the past 25 years highlights alternative strategies for mitigating transportation emissions, reflecting Europe's increased use of light-duty diesel vehicles and correspondingly slower decreases in NOx emissions compared to the U.S. A global inventory widely used by global chemistry models fails to capture these long-term trends and regional differences in U.S. and Europe megacity NOx/CO enhancement ratios, possibly contributing to these models' inability to accurately reproduce observed long-term changes in tropospheric ozone