An International Regulatory Framework for Risk Governance of Carbon Capture and Storage

This essay was prepared as part of a workshop on carbon capture and sequestration held by the International Risk Governance Council (IRGC) in Washington, DC, from March 15–16, 2007. The goal of the workshop was to bring together researchers, practitioners, and regulators from Europe, the United States, and Australia to outline the attributes that an effective regulatory regime for carbon capture and storage should possess. This essay focuses specifically on providing an overview of eight fundamental elements that we believe any effective international and national regulatory structure must address: 1) classification of carbon dioxide (CO2); 2) oversight of CO2 capture and storage; 3) site ownership and storage rights; 4) site operation and management; 5) long-term management and liability; 6) regulatory compliance and enforcement; 7) links to CO2 markets and trading mechanisms; and 8) risk communication and public acceptance. This essay is one of 12 collected for the workshop, and the recommendations herein are the views of the authors and do not reflect the views of their agencies, the IRGC, or specific workshop discussions.carbon sequestration, geologic storage, risk, regulation

An International Regulatory Framework for Risk Governance of Carbon Capture and Storage

CO2 capture and storage (CCS) in geological structures and its possible risks have been topics of extensive study in recent years. In contrast, the legal and regulatory structures necessary to support widespread capture and long-term, secure storage have received far less attention. This essay seeks to bridge this gap by building on existing CCS risk literature and outlining some of the key components of an international risk governance framework necessary for the widespread diffusion of CCS. The discussion is summarized by making preliminary recommendations on attributes that an effective regulatory regime for CCS should possess

Konsekvenser för bränsleförsörjningen av klimatförändringar. Biobränslen och naturgas

Projektet som presenteras i denna rapport omfattar analys av konsekvenser för biobränsle- och naturgasförsörjningen av klimatförändringar samt identifiering av åtgärder för att säkerställa säker leverans av bränslenProjektet som presenteras i denna rapport omfattar analys av konsekvenser för biobränsle- och naturgasförsörjningen av klimatförändringar samt identifiering av åtgärder för att säkerställa säker leverans av bränsle

Abatement costs for carbon dioxide reductions in the transport sector

In the process of developing policy instruments to reduce the emissions of greenhouse gases (GHG) it is important to know the abatement costs. The purpose of this report is to examine the abatement costs for measures that reduce the emissions of fossil carbon dioxide from the transport sector. Interviews were made with Swedish companies that may affect these emissions. Six measure categories have been examined. Only measures that the companies have implemented or are planning to implement are included in the study. The data provided by the companies have formed the basis for calculations of abatement costs and reduction potentials. The abatement costs and reduction potentials depend to a large extent on the assumed fuel prices and emission factors. Fuel prices including taxes (but excluding VAT ) and emission factors based on LCA -data from literature are used in the report. A sensitivity analysis with other fuel prices and emission factors, reflecting the importance of these input parameters, has been performed. In this study abatement costs for 26 carbon dioxide reducing measures, grouped into six different categories, have been calculated. The majority of the measures are included in the categories 'investment in new vehicles' and 'ecodriving'. The overall result shows that efficiency measures are cheaper than fuel-shift measures. The cheapest fuel-shift measure (low blending of bio fuels) has a negative cost (about -1500 SEK / ton CO2) when taxes are included, while most other fuel-shift measures are considerably more expensive. Most efficiency measures had abatement costs far below 0 SEK / ton CO2. The abatement costs for fuel-shift measures are much higher in the transport sector than in the energy sector, under comparable circumstances. No national reduction potentials have been calculated for the measures in this study, neither has any MAC -curves been constructed. This was not in the scope of this study. Further studies are recommended to include these aspects, preferably based on the measures in this report. In addition to descriptions of abatement costs, descriptions of the road transport categories and the measures provide valuable insights into the transport sector. The differences between the road transport categories, e.g. between road freight transport and buses, provide different possibilities to implement carbon dioxide reducing measures.In the process of developing policy instruments to reduce the emissions of greenhouse gases (GHG) it is important to know the abatement costs. The purpose of this report is to examine the abatement costs for measures that reduce the emissions of fossil carbon dioxide from the transport sector. Interviews were made with Swedish companies that may affect these emissions. Six measure categories have been examined. Only measures that the companies have implemented or are planning to implement are included in the study. The data provided by the companies have formed the basis for calculations of abatement costs and reduction potentials. The abatement costs and reduction potentials depend to a large extent on the assumed fuel prices and emission factors. Fuel prices including taxes (but excluding VAT ) and emission factors based on LCA -data from literature are used in the report. A sensitivity analysis with other fuel prices and emission factors, reflecting the importance of these input parameters, has been performed. In this study abatement costs for 26 carbon dioxide reducing measures, grouped into six different categories, have been calculated. The majority of the measures are included in the categories 'investment in new vehicles' and 'ecodriving'. The overall result shows that efficiency measures are cheaper than fuel-shift measures. The cheapest fuel-shift measure (low blending of bio fuels) has a negative cost (about -1500 SEK / ton CO2) when taxes are included, while most other fuel-shift measures are considerably more expensive. Most efficiency measures had abatement costs far below 0 SEK / ton CO2. The abatement costs for fuel-shift measures are much higher in the transport sector than in the energy sector, under comparable circumstances. No national reduction potentials have been calculated for the measures in this study, neither has any MAC -curves been constructed. This was not in the scope of this study. Further studies are recommended to include these aspects, preferably based on the measures in this report. In addition to descriptions of abatement costs, descriptions of the road transport categories and the measures provide valuable insights into the transport sector. The differences between the road transport categories, e.g. between road freight transport and buses, provide different possibilities to implement carbon dioxide reducing measures

Systemanalys av CCS vid kraftvärme

Betydelsen ur koldioxidsynpunkt av att avskilja koldioxid vid kraftvärme jämfört med kondens samt vid anläggningar nära eller långt från lagringsplats har översiktigt studerats med hjälp av fallstudier. Analyserna har gjorts genom att jämföra ett system med ett kraftvärmeverk och ett kondenskraftverk som tillsammans ska generera samma mängd el och värme i samtliga ovanstående fall, dvs. både då ingen av anläggningarna har CCS och då antingen den ena eller andra förses med CCS.Betydelsen ur koldioxidsynpunkt av att avskilja koldioxid vid kraftvärme jämfört med kondens samt vid anläggningar nära eller långt från lagringsplats har översiktigt studerats med hjälp av fallstudier. Analyserna har gjorts genom att jämföra ett system med ett kraftvärmeverk och ett kondenskraftverk som tillsammans ska generera samma mängd el och värme i samtliga ovanstående fall, dvs. både då ingen av anläggningarna har CCS och då antingen den ena eller andra förses med CCS

Dynamic calculations of climate impact of long-term energy scenarios

This report is only available in English

Emissioner från transport av biodrivmedel och flytande biobränslen Beräkningsexempel enligt STEMFS 2011:2

Förnybartdirektivets[1] hållbarhetskriterier anger krav på växthusgasreduktion för biodrivmedel, biogas och flytande biobränslen jämfört med det fossila alternativet. I direktivet anges också hur beräkning ska göras av växthusgasutsläpp i hela produktions-kedjan. I Sverige utgår metodiken från Energimyndighetens föreskrifter om hållbarhets-kriterier för biodrivmedel och flytande biobränslen (STEMFS 2011:2). Beräkningarna ska omfatta hela livscykeln omfattande flera steg, bland annat utvinning, transport och användning.IVL Svenska Miljöinstitutet har på uppdrag av Energimyndigheten tagit fram beräkningsexempel för utsläpp från transportsteget för några biobränslen. Exemplen omfattar importerad tallbeckolja, biogas från avloppsreningsslam och importerad etanol från sockerrör. Dessa har valts för att illustrera transporterna för tre bränslen med förhållandevis långa transportkedjor och med hänsyn till användningen i Sverige.Emissionerna omfattar alltså endast etd (utsläpp från transport och distribution) i Energimyndig-hetens riktlinjer för beräkning av växthus-gas-emissioner enligt STEMFS 2011:2 (kap 7, §10). Exemplen gäller för transport av 1 MJ av respektive biobränsle/bio-drivmedel. Huvud-sakliga datakällor är NTM Nätverket för transport och miljö (NTM 2011a, b), varifrån även större delen av metodiken för transportberäkningarna hämtats, och Miljöfaktaboken 2011 (Gode m.fl., 2011).[1] Europaparlamentet och rådets direktiv 2009/28/EG om främjande av energi från förnybara energikällor

Accelerating energy efficiency improvement in the public sector, using Energy Performance Contracting - a workshop on Nordic experiences and needs for improvements

This report provides documentation on a workshop on experiences of Energy Performance Contracting (EPC) in the Nordic countries, aiming to identify strengths, weaknesses and needs for improvements. The results of surveys undertaken to inform presentations and discussions at the workshop are reported. Furthermore, the outcomes of the discussions during the workshop and resulting recommend actions for different actors to further and accelerate the use of EPC in the public sector are reported. Target groups for this documentation are existing and potential EPC customers, providers and policy-makersThis report provides documentation on a workshop on experiences of Energy Performance Contracting (EPC) in the Nordic countries, aiming to identify strengths, weaknesses and needs for improvements. The results of surveys undertaken to inform presentations and discussions at the workshop are reported. Furthermore, the outcomes of the discussions during the workshop and resulting recommend actions for different actors to further and accelerate the use of EPC in the public sector are reported. Target groups for this documentation are existing and potential EPC customers, providers and policy-maker