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Format:
Print
Author:
Propen, David
Dept./Program:
Community Development and Applied Economics
Year:
2010
Degree:
MS
Abstract:
Anthropogenic carbon dioxide (C0₂) and greenhouse gas (GHG) emissions already exceeds the sustainable scale of the earth's ecological waste absorption capacity, and accumulation of atmospheric stocks may soon carry the planetary system past a tipping point. At this point there exists a greater possibility of positive feedback loops such as methane release from thawing tundra, that could exacerbate rising sea levels, the rapid loss of sea ice, chaotic changes in climate, and constantly shifting shorelines. Reducing the anthropogenic flow of GHG emissions in all sectors, including the transportation sector, is recognized as a key component of mitigating climate change. The scope of this challenge demands that we examine all options available from the creation of new institutions to manage GHG emissions to redesigning our communities to encourage low-carbon travel behavior.
The articles in Chapters 2 and 3 address climate change from institutional and community perspectives. Chapter 2 examines the impacts of carbon offset credit markets upon cap-and-trade systems for GHG emissions, specifically, the sustainable flow of emissions with regards to the ecological waste absorption capacity, the costs associated with cap management, and the efficient allocation of resources to achieve least-cost emission reductions. How community characteristics in northern rural climates can encourage a significant shift towards alternative and sustainable transportation in northern rural climates is also unknown. This problem is compounded by research showing that individuals do not often consider climate change a salient issue and that motor cars are the most preferred mode for passenger road transport but the second greatest GHG emitters.
The first article, using a Vermont Common Asset Trust (VCAT) as a case study, quantifies the impact of four scenarios, an emissions cap with: (1) no carbon offset credit market, (2) an unlimited offset market, (3) a limited (capped) offset market, and (4) no offset market but with investments in complementary emission reduction projects. I compare the impacts of these scenarios across four parameters: emission reductions outside of an emissions cap, capital spent by emitting firms, rent accrued by offset providers, and revenue accrued by a trust. The second article utilizes data from the 2009 Transportation in Your Life survey and a logistic regression model to address the issue of microaccessibility and modal choice and the question of which specific community characteristics contribute to an increased probability oflow-carbon travel behavior in northern rural climates.
Results from the first article includethat if a VCATwere to engagein complementary payment for emission reduction projects, equivalent to those reductions otherwise achieved in a carbon offset credit market, these reductions could be accomplished at a cost savings of$605,850 while reducing Vermont's annual emission level to 0.07 MMtCO2e below the initial cap'. Results from the second article include that 'the importance of places you can walk to' had significant effects on increasing the probability of low-carbon travel behavior in northern rural climates as well as climate change consideration and a preference for low-carbon modes.
The paper recommends that a VCAT not implement an offset credit market alongside an emission allowance cap and that northern rural communities should place an increased emphasis on the importance of places one can walk to.