3.3.2 The Main Mitigation Options in the Transport Sector
In 1995, the transport sector contributed 22% of global energy-related carbon
dioxide emissions; globally, emissions from this sector are growing at a rapid
rate of approximately 2.5% annually. Since 1990, principal growth has been in
the developing countries (7.3% per year in the AsiaPacific region) and
is actually declining at a rate of 5.0% per year for the EITs. Hybrid gasoline-electric
vehicles have been introduced on a commercial basis with fuel economies 50%-100%
better than those of comparably sized four-passenger vehicles. Biofuels produced
from wood, energy crops, and waste may also play an increasingly important role
in the transportation sector as enzymatic hydrolysis of cellulosic material
to ethanol becomes more cost effective. Meanwhile, biodiesel, supported by tax
exemptions, is gaining market share in Europe. Incremental improvements in engine
design have, however, largely been used to enhance performance rather than to
improve fuel economy, which has not increased since the SAR. Fuel cell powered
vehicles are developing rapidly, and are scheduled to be introduced to the market
in 2003. Significant improvements in the fuel economy of aircraft appear to
be both technically and economically possible for the next generation fleet.
Nevertheless, most evaluations of the technological efficiency improvements
(Table TS.3) show that because of growth in demand for
transportation, efficiency improvement alone is not enough to avoid GHG emission
growth. Also, there is evidence that, other things being equal, efforts to improve
fuel efficiency have only partial effects in emission reduction because of resulting
increases in driving distances caused by lower specific operational costs.
3.3.3 The Main Mitigation Options in the Industry Sector
Industrial emissions account for 43% of carbon released in 1995. Industrial
sector carbon emissions grew at a rate of 1.5% per year between 1971 and 1995,
slowing to 0.4% per year since 1990. Industries continue to find more energy
efficient processes and reductions of process-related GHGs. This is the only
sector that has shown an annual decrease in carbon emissions in OECD economies
(-0.8%/yr between 1990 and 1995). The CO2 from EITs declined most strongly (-6.4%
per year between 1990 and 1995 when total industrial production dropped).
Differences in the energy efficiency of industrial processes between different
developed countries, and between developed and developing countries remain large,
which means that there are substantial differences in relative emission reduction
potentials between countries.
Improvement of the energy efficiency of industrial processes is the most significant
option for lowering GHG emissions. This potential is made up of hundreds of
sector-specific technologies. The worldwide potential for energy efficiency
improvement compared to a baseline development for the year 2010
is estimated to be 300-500MtC and for the year 2020 700-900MtC. In the latter
case continued technological development is necessary to realize the potential.
The majority of energy efficiency improvement options can be realized at net
Another important option is material efficiency improvement (including recycling,
more efficient product design, and material substitution); this may represent
a potential of 600MtC in the year 2020. Additional opportunities for CO2
emissions reduction exist through fuel switching, CO2 removal and
storage, and the application of blended cements.
A number of specific processes not only emit CO2, but also non-CO2
GHGs. The adipic acid manufacturers have strongly reduced their N2O
emissions, and the aluminium industry has made major gains in reducing the release
of PFCs (CF4, C2F6). Further reduction of non-CO2
GHGs from manufacturing industry to low levels is often possible at relatively
low costs per tonne of C-equivalent (tCeq) mitigated.
Sufficient technological options are known today to reduce GHG emissions from
industry in absolute terms in most developed countries by 2010, and to limit
growth of emissions in this sector in developing countries significantly.
|Table TS.3: Projected energy intensities
for transportation from 5-Laboratory Study in the USAa
|New passenger car l/100km
|New light truck l/100km
|Light-duty fleet l/100kmb
|Aircraft efficiency (seat-l/100km)
|Freight truck fleet l/100km
|Rail efficiency (tonne-km/MJ)
3.3.4 The Main Mitigation Options in the Agricultural Sector
Agriculture contributes only about 4% of global carbon emissions from energy
use, but over 20% of anthropogenic GHG emissions (in terms of MtCeq/yr) mainly
from CH4 and N2O as well as carbon from land clearing.
There have been modest gains in energy efficiency for the agricultural sector
since the SAR, and biotechnology developments related to plant and animal production
could result in additional gains, provided concerns about adverse environmental
effects can be adequately addressed. A shift from meat towards plant production
for human food purposes, where feasible, could increase energy efficiency and
decrease GHG emissions (especially N2O and CH4 from the
agricultural sector). Significant abatement of GHG emissions can be achieved
by 2010 through changes in agricultural practices, such as:
- soil carbon uptake enhanced by conservation tillage and reduction of land
- CH4 reduction by rice paddy irrigation management, improved fertilizer
use, and lower enteric CH4 emissions from ruminant animals;
- avoiding anthropogenic agricultural N2O emissions (which for
agriculture exceeds carbon emission from fossil fuel use) through the use
of slow release fertilizers, organic manure, nitrification inhibitors, and
potentially genetically-engineered leguminous plants. N2O emissions
are greatest in China and the USA, mainly from fertilizer use on rice paddy
soils and other agricultural soils. More significant contributions can be
made by 2020 when more options to control N2O emissions from fertilized
soils are expected to become available.
Uncertainties on the intensity of use of these technologies by farmers are
high, since they may have additional costs involved in their uptake. Economic
and other barriers may have to be removed through targetted policies.