UK carbon offset schemes 'failing to reduce emissions'

Expansion of carbon offsetting and clean development mechanism is locking developing nations into a high-carbon path, report warns

• John Vidal, environment editor
• guardian.co.uk, Tuesday 2 June 2009 17.59 BST

Britain is the world centre of a multibillion dollar "carbon offset" industry which is failing to lower global greenhouse gas emissions, a major report from Friends of the Earth claimed today.

The authors urged governments meeting this week in Bonn for UN climate change talks to drop plans to expand offsetting schemes, which allow rich countries to invest in projects that reduce emissions in poor countries as an alternative to more expensive emission reductions in their own countries.

Offsetting is set to expand enormously if the 192 governments meeting in Bonn allow forests, nuclear power and other sources of "clean energy" to count towards emissions reductions as part of a UN climate treaty expected to be agreed in Copenhagen this December..

The problem, said the report, is that offset schemes are delivering much lower greenhouse gas cuts than the science says are needed to avoid catstrophic climate change. Offsetting supports the idea that the cuts can be made in either rich or in poor countries " ... when it is clear that action is needed in both," said the report. "Offsets are a dangerous distraction ... It is almost impossible to prove that offsetting projects would not have happened without the offset finance. Nor is it possible to calculate accurately how much carbon a project is saving," it added.

Offsetting has been promoted heavily by the UK government in Europe and the UN as a painless way of reducing global emissions. The idea has mushroomed in the last five years with the rapid growth of the UN's clean development mechanism (CDM) which attracts investment money to poorer countries in new projects. These are expected to deliver more than half of the EU's planned carbon reductions to 2020.

"The clean development mechanism is supposed to be a way of making the same level of carbon cuts as would otherwise happen, but more cost effectively. At best it shifts a cut in a developed country to one in a developing one. In practice, it does not even do this," said Andy Atkins, executive director of Friends of the Earth UK.

Moreover, said the report, the CDM is locking in poor countries to a high-carbon path, with some big CDM projects approved for even major fossil fuel power stations. "A large part of CDM revenues are subsidising carbon intensive industries or projects building fossil fuel power stations."

Two previous analyses of the CDM suggested that companies routinely abuse the UN-backed offsetting scheme, wasting billions of pounds.

The UK government has already used offsetting as a way to justify high carbon investments in major projects like the expansion of Heathrow, it said. "Offsetting makes it far more likely that developed countries will continue on a high-carbon path, choosing to buy cheap permits rather than invest in low-carbon infrastructure," said the report's authors.

Nearly 30% of the world's 2,500 CDM projects originate in London, although not all the projects offset UK emissions.

NASA Satellite Detects Red Glow to Map Global Ocean Plant Health

From: Editor, ENN
Published June 1, 2009 10:28 AM

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A study published by NASA uses satellite remote sensing technology to measure the amount of fluorescent red light emitted by ocean phytoplankton and assess how efficiently the microscopic plants are turning sunlight and nutrients into food through photosynthesis. They can also study how changes in the global environment alter these processes, which are at the center of the ocean food web.

Researchers have conducted the first global analysis of the health and productivity of ocean plants, as revealed by a unique signal detected by a NASA satellite. Ocean scientists can now remotely measure the amount of fluorescent red light emitted by ocean phytoplankton and assess how efficiently the microscopic plants are turning sunlight and nutrients into food through photosynthesis. They can also study how changes in the global environment alter these processes, which are at the center of the ocean food web.

"This is the first direct measurement of the health of the phytoplankton in the ocean," said Michael Behrenfeld, a biologist who specializes in marine plants at the Oregon State University in Corvallis, Ore. "We have an important new tool for observing changes in phytoplankton every week, all over the planet."

The findings were published this month in the journal Biogeosciences and presented at a news briefing on May 28.

The fluorescence data from the Moderate Resolution Imaging Spectroradiometer (MODIS) gives scientists a tool that enables research to reveal where waters are iron-enriched or iron-limited, and to observe how changes in iron influence plankton. The iron needed for plant growth reaches the sea surface on winds blowing dust from deserts and other arid areas, and from upwelling currents near river plumes and islands.

The new analysis of MODIS data has allowed the research team to detect new regions of the ocean affected by iron deposition and depletion. The Indian Ocean was a particular surprise, as large portions of the ocean were seen to "light up" seasonally with changes in monsoon winds.

Climate change could mean stronger winds pick up more dust and blow it to sea, or less intense winds leaving waters dust-free. Some regions will become drier and others wetter, changing the regions where dusty soils accumulate and get swept up into the air. Phytoplankton will reflect and react to these global changes.

The image shows a data-based map of the "fluorescence yield" of phytoplankton in the oceans during 2004. "Fluorescence yield" is the fraction of absorbed sunlight that is given off by the plants as fluorescence and it changes with the health or stress of the phytoplankton. More fluorescence is emitted when waters are low in key nutrients such as iron. Credit: NASA's Scientific Visualization Studio.

Interestingly, the regions of highest fluorescence yield are almost exclusively in the Southern Hemisphere. The interactions of Southern Hemisphere and Northern Hemisphere oceanic and atmospheric circulations will be important factors in understanding the significance of these new findings.

For more information: http://www.nasa.gov/topics/earth/features/modis_fluorescence.html

Brazilian beef industry blamed for Amazon deforestation

From: Merco Press
Published June 1, 2009 09:52 AM

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Boots and training shoes are not the first things that spring to mind when you think about the causes of rainforest destruction and climate change, but just because the connection isn’t obvious doesn’t mean it isn’t realm, says Greenpeace in a new report, "Slaughtering the Amazon".

But it's not only shoes. Products as diverse as handbags and ready meals, and companies as big as Tesco, BMW, IKEA and Kraft also rely on Amazon leather. Practically all Western world consumers have some by-product of Amazon destruction in our homes somewhere, whether we like it or not. Effectively, these brands are driving this destruction by buying beef and leather products from unscrupulous suppliers in Brazil points out the Greenpeace report.

The report says the cattle industry is the single biggest cause of deforestation in the world as trees are cleared to make way for ranches. And the Brazilian government is also fuelling the process by offering billions of dollars in loans to support the expansion of the cattle industry. President Lula de Silva has pledged to double his country's share of the global beef market by 2018. The report contrasts these investments with Lula da Silva's recent promise to cut deforestation by 72% by the same date and to set up an international fund for protecting the Amazon.

Three Laws of Car Fuel Economy

Okay, the price of car fuel is going through the roof. What are we going to do about it? Drive less?--That's a very good way to stop global warming. Not a good way to be at Aunt Martha's picnic this weekend.

We could get a super-efficient car (like mine--gets 65 mpg) or get a super-efficient engine (like the one under development--see the full theory at http://www.ernsblog.com/), but you would probably miss the picnic. How about some ways to really cut the cost of gasoline TODAY?

That brings me to a new set of rules. You might say they are Rogers' Laws of Car Fuel Economy. These were mostly known before. They may not actually work for everybody's car, depending on how the car was engineered. A well-engineered car should follow the rules to a "T."

Here are the rules. By following them, you should be able to cut your fuel costs by 20% or more, starting today!

Three Laws of Car Fuel Economy
Ernest Rogers May, 2008

1. In highway driving, for each 5 mph that you slow down, your mileage will increase by 10%.
_______

2. For any trip with a present average speed of (mph) and fuel consumption of (mpg), if you speed up to save time, the extra fuel you will use can be estimated by—

Extra gallons = (mph /mpg) x (minutes saved /35)

In words, if you divide your normal speed by your usual mpg, then multiply by minutes you want to save (by speeding up) and divide by 35, that’s the amount of extra fuel you can expect to use. It is a handy rule to see the fuel cost for speeding to save time.
_______

3. Very efficient drivers use pedals less and can get 30% better mileage than inefficient drivers.

New engine cycle is 60% efficient

Analysis of a new engine design is complete! Here are some facts about it:


1. Utilizes a new thermodynamic cycle

2. Will run on most fuels interchangeably with very low emissions

3. Initial design is a compact engine, 130 hp

4. Over 60% efficient over most of its operating range

5. Which means it can help to stop global warming!


We are now looking at ways to fund construction of the small prototype engine. Any suggestions or offers of assistance are welcome. I may be reached at Ernsdesk@aol.com


The engine design is built around a new "thermodynamic cycle." This is a simplified model of how the engine works, which ignores all the messy details of a real engine such as friction, heat loss, and inertia. The cycle is described as a sequence of operations on a captive ideal gas. The new engine cycle is a combination of two old cycles, the Atkinson (or Miller) cycle and the Diesel cycle: the Atkinson-Diesel cycle.

Oh, no, you can't use this ideal cycle formula to design the exact engine and determine its efficiency, but it gives direction to the analysis. A separate program is used for the actual engine design.

I wanted to post the complete description of the cycle and derivation of the cycle efficiency here, but the equations didn't come over in the document. Send me an email if you would like a copy of the complete Atkinson-Diesel cycle description.

LATEST MILEAGE NEWS

LATEST MILEAGE NEWS

Mileage of the Beetle and drag reducer have been significantly increased by lowering rolling resistance of the car's tires. Currently, mileage is close to 65 miles per gallon at 65 miles per hour.

This car is now about as good as it gets. Further steps available to reach even higher fuel economy are:

1. Adding an electric drive (e.g., hybrid conversion)
2. Redesign the car body for lowest drag
3. Incorporate an improved engine.

I am beginning to work on all of these. These steps are much harder than the past modifications to the Beetle. I hope to be able to report on progress later this year.

Ernie Rogers

CAN WE BUILD MORE EFFICIENT ENGINES?

Stop global warming


Yes, I think we can. The present internal combustion engine was mostly developed in a time when fuel cost and efficiency were not imperatives. We need to go back to the early days of engine devleopment and reassess the way designers handled branches in the design road. We may have overlooked some better choices way back when the discovery of oil in Oklahoma and Texas seemed to say that there would be cheap gasoline forever.

One of these early branches in the road was a choice between four-stroke cycle engines and two-stroke cycle engines for automobiles. At the time, we used carburetors to feed fuel to the cylinders. In this context, the four-stroke engine is a far better choice. (More efficient and less polluting.)

But, the trend today is toward injection of fuel directly into the cylinders. With this modern option, the two-stroke cycle actually provides a far more efficient engine. Here are some other choices that need to be reviewed:

1. Engines are only designed for either gasoline or diesel, and nothing else.
2. Compression ratios are lower than one would choose for best efficiency.
3. Engine design principles are not based on a need to reduce weight.

Some people are looking at the exciting possibilities still left to be explored. A possible outcome may be radically new engine types in the near future.

Ernie Rogers