Amid a growing call for reducing atmospheric concentrations of CO2 to 350 parts per million, a group of economists maintains that striving to meet that target is a smart investment — and the best insurance policy humanity could buy.

The climate change news from Washington is cautiously encouraging. No one in power is listening to the climate skeptics any more; the economic stimulus package included real money for clean energy; a bill capping U.S. carbon emissions emerged, battered but still standing, from the House of Representatives, and might even survive the Senate. This, along with stricter emission standards in Europe and a big push for clean energy and efficiency standards in China, provides grounds for hope for genuine progress on emissions reduction.

But while climate policy is finally moving forward, climate science is moving faster. One discovery after another suggests the world is warming faster, and climate damages are appearing sooner, than anyone had expected. Much of the policy discussion so far has been aimed at keeping the atmospheric concentration of CO2 below 450 parts per million (ppm) — which was until recently thought to be low enough to prevent dangerous levels of warming. But last year, James Hansen, NASA’s top climate scientist, argued that paleoclimatic evidence shows 450 ppm is the threshold for transition to an ice-free earth. This would imply a catastrophic rise in sea levels, eventually flooding all coastal cities and regions.

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American cars with turbochargers are currently few and far between, but that may soon be changing. While a significant and sustained increase in the price of fuel would greatly boost demand for turbochargers, auto manufacturers’ need to comply with carbon emissions and fuel economy targets will be the primary drivers of the domestic turbocharger market. When compared with cars with similar horsepower, those with turbocharged smaller engines can reduce emissions by 20 to 40 percent, and can increase fuel economy by 15 to 20 percent.

As is often the case, the U.S. lags Europe in adoption of this technology, partly because it has primarily been used with diesel engines. Turbochargers are now used in about half of all European cars. By comparison, U.S. penetration is at just five percent.

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Global emissions of carbon dioxide will drop 3 percent in 2009, including a 5.9 percent decrease in the United States, as a result of the economic recession, according to energy forecasts.

A decrease in industrial activity accounts for three-quarters of the global emissions decline, the International Energy Agency reported at United Nations climate talks in Bangkok. The rest of the decline is the result of nations switching to renewable energy sources and nuclear power.

In the U.S., coal demand will likely drop 9 percent this year as electricity demand slips and more states switch to natural gas in the face of stiffer government oversight of greenhouse gas emissions, according to the U.S. Energy Information Administration. Economic recovery would likely reverse the trend, and the agency predicts a 1.1 percent increase in CO2 emissions in 2010.

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Article appearing courtesy of Yale Environment 360.

The Obama administration has announced it will use its regulatory powers to limit CO2 emissions from 14,000 major sources, a move that puts pressure on Congress to pass a climate bill and signals to other nations the U.S.’s willingness to slow global warming.

Lisa Jackson, administrator of the Environmental Protection Agency (at left), said her agency would begin regulating CO2 as a pollutant at coal-burning power plants, refineries, and big industrial complexes, which account for 70 percent of U.S. greenhouse gas emissions.

The EPA will initially use its authority to force these emitters to employ “best available technology” to implement energy-efficiency measures and reduce emissions, but eventually the agency could place emissions caps on these facilities.

“We are not going to continue with business as usual,” Jackson said. “We have the tools and the technology to move forward today, and we are using them.”

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In Cape Town, South Africa, as well as in many U.S. cities, wealthy suburban dwellers choke roads driving into the city, eschewing the public transit that shuttles blue collar workers. The addition of bus and rail lines in the city’s center in anticipation of hosting the 2010 World Cup has city leaders increasing efforts to get people out of their cars and on to public transit.

In Cape Town, most white collar workers drive themselves to work, fearing crime on trains and on the 20-seat shared taxis that shuttle one-third of inner city commuters. Business leaders from the Cape Town Partnership, along with the University of Michigan and Ford, are working with the city’s largest employers to get more of the 400,000 daily commuters moving by alternative modes of transportation by establishing mobility hubs.

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The United States has entered a new energy era, ending a century of rising carbon emissions. As the U.S. delegation prepares for the international climate negotiations in Copenhagen in December, it does so from a surprisingly strong position, one based on a dramatic 9 percent drop in U.S. carbon emissions over the past two years and the promise of further huge reductions.

Prominent among these carbon-cutting initiatives are stronger automobile fuel-economy standards, appliance efficiency standards, and the potential to heat, cool and light buildings with carbon-free sources of electricity.

On the supply side are efforts supporting the development of U.S. wind, solar and geothermal energy resources.

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The U.S. Department of Energy has granted a $43 million loan to a Massachusetts-based company to prove the value of a new technology in which spinning flywheels are used to improve the efficiency of the electric grid. Beacon Power Corp. will build a 20-megawatt flywheel plant in upstate New York in which flywheels spinning up to 16,000 times per minute will act as a sort of short-term power storage system for the state’s electrical distribution system, according to the Associated Press.

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In spite of the fact that President Obama is facing an uphill battle – in his own party – on domestic climate change legislation; and, with China taking every opportunity to hide behind their “developing” status, both the US and China used the UN General Assembly to ramp up rhetoric on climate change. To misquote the Bard, “methinks they doth protest too much.”

With every new splashy promise made, the December climate change conference in Copenhagen is threatening to become little more than a public relations event with little real concerted action. More climate talks are on the agenda for the G20 in Pittsburgh, but Obama and his team should avoid making the push for global leadership on climate change into a new breed of arms race because its a battle that the US cannot win.

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Several interesting CleanTechies articles on LEED have covered the topic from different angles — this one will add a new perspective by giving  a commercial example (and make a strong case for going green).

What is LEED?

LEED stands for Leadership in Energy and Environmental Design. The certification is given based on an exam facilitated by the Green Building Certification Institute on behalf of the US Green Building Council (USGBC). Multiple structures and projects are eligible for LEED certification and each is judged based on a set of criteria. LEED ratings are available for New Construction, Existing Buildings, Commercial Interiors, Core and Shell (total building minus interior), Homes, Neighborhood Development, Schools and Retail. Points are given in six categories including: Sustainable Sites, Water Efficiency, Energy & Atmosphere, Materials & Resources, Indoor Environmental Quality and Innovation & Design Process. Based on the score a structure receives, it will receive a label which allows an easy understanding for just how many of the LEED features the project incorporates.

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The combination of electric motors and diesel engines has worked well in locomotives and heavy trucks for years, but carmakers haven’t been successful in getting beyond the concept car stage for light duty vehicles. Five years after I started writing about the potential for diesel hybrids, the passenger vehicle market is still relatively quiet — but that at last may change.

The premium paid for diesel engines and additional cost of an electric motor has scared off auto manufacturers. However, the two powertrains have compelling complementary performance characteristics. For city driving, electric motors (powered by batteries that recapture energy from frequent braking) provide needed acceleration. Diesel engines thrive in comparison to gasoline engines when hauling heavy loads and maintaining highway speeds.

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