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This paper develops a framework for a financial, economic, and stakeholder analysis of a residential rooftop solar net-metering program. The empirical focus of the paper is the net-metering program in Ontario, Canada, but the methodology is applicable to evaluating other public programs. The results highlight that without the Federal Government's subsidy for the initial investment cost, net-metered solar systems are not financially viable for representative households. Moreover, the stakeholder analysis reveals that for each additional net-metered system installed in Ontario, non-net-metered households experience financial losses of six times the benefits to the net-metered households. The net losses to the Federal Government of Canada and the Canadian economy are five and nine times the benefit to the net-metered households, respectively. The only stakeholder who benefits marginally is the Government of Ontario. In terms of environmental benefits, our estimate of the cost of greenhouse gas abatement by residential net-metered solar is 325 CAD per ton of CO 2 , which is significantly higher than the current (65 CAD in 2023) and future (170 CAD by 2030) national carbon price set by the Government of Canada. [ABSTRACT FROM AUTHOR]

Policy-makers are investigating ways to reduce greenhouse gas emissions of the transportation sector. Many government agencies have studied the effects of pavement type and characteristics on fuel consumption. Such models, valid for a particular set of simulation conditions, suggest that rigid pavements perform better than flexible pavements. However, it is unclear how this type of model can be applied at the scale of a realistic road network. This paper proposes a statistical approach to assess the relative importance of pavement type and characteristics on fuel consumption of heavy vehicle traffic by considering the specificities of meteorological conditions, heavy vehicles, and driver behaviours. A case study in Canada showed that the potential advantage of using rigid pavements was offset by cold climate effects and the consideration of a realistic statistical payload distribution. Road roughness accounted on average for 1.1% of total fuel consumption, with an increased value of 1.9% in January. [ABSTRACT FROM AUTHOR]

The government of Quebec (Canada) is trying to find a useful outlet for the mixed waste glass pilling up in its landfills. One solution to consider is the use of fine glass powder from mixed waste glass as alternative cementitious materials (ACM) in concrete, using an open-loop circular-economy principle. To quantify the environmental feasibility of this concept, life cycle assessment (LCA) methodology, in combination with a real case study (i.e., a concrete sidewalk in Montreal, Canada) are both assessed. More specifically, two different scenarios are compared, the business-as-usual (BAU) concrete production model, and a glass powder (GP) concrete production process model. All modeling efforts are performed using SimaPro 8.2 software, the Ecoinvent 3.2 database and the IMPACT 2002 + impact method. Finally, a Monte Carlo simulation, in addition to different sensitivity analyses, are carried out to assess the influence of data uncertainty and key parameter changes, such as the distance from suppliers, potential lifetime extension of the concrete, and possible particulate emissions during GP production. Results show the environmental benefits of using GP as an ACM in terms of every indicator. Moreover, the significant contribution of cement production in the environmental burden of concrete is noted. It appears as the main hotspot in most midpoint indicators, and in all four endpoint indicators. It is especially highlighted as a global warming indicator, with 74% of the greenhouse gasses (GHG) related to cement production for the BAU scenario and 68% for the GP scenario. The emissions of particles into the atmosphere (such as CO 2 , NOx, and SOx) from the clinker kiln chimney plays a major role in the overall environmental impact of concrete production. Another key result is the importance of transportation distance of the base materials, which could reverse the conclusion. The originality of this paper relies on the environmental assessment of the up-cycling of GP as a supplementary cementitious materials (SCM) in concrete. Indeed, this study allows for a better understanding of environmental impact of concrete and highlights the extent to which environmental benefits remain when mixed waste glass is used in an open-loop circular-economy context. At a larger scale, this study aims to encourage all municipalities/government that are struggling with common waste – such as mixed waste glass -- to find industrial symbioses at a local scale. [ABSTRACT FROM AUTHOR]

This paper tests for the applicability of the Environmental Kuznets Curve (EKC) hypothesis at the Canadian and provincial/territorial levels using greenhouse gas emissions as an indicator for environmental degradation. The hypothesis is tested using provincial and territorial panel data from 1990 to 2014. The results vary depending on the econometric estimation method. The pooled regression results are mixed, with the EKC hypothesis confirmed at the Canadian level and in half of the provinces and territories. However, the fixed-effects regression results confirm the EKC hypothesis at the Canadian level and in all provinces and territories. The results also highlight the significance of technological change and province/territory specific characteristics in determining the level of greenhouse gas emissions. [ABSTRACT FROM AUTHOR]

Road transportation is responsible for 23% of Canada's Greenhouse Gas (GHG) inventory due to complete dependence on fossil fuels. Decarbonizing the transportation sector using alternative energy sources is one of the most effective strategies to achieve GHG emission reduction targets. Alternative transportation modes such as electric and hydrogen fuel cell based vehicles are considered as scalable technologies for decarbonizing the transportation sector. However, there is a knowledge gap for a systematic investigation approach on regional viability of aforementioned vehicles. The main objective of this paper is to evaluate the financial feasibility and environmental impact of the electric light duty vehicles (LD-EVs) and hydrogen fuel cell light duty vehicles (LD-HFCVs) use in Canada. A life cycle thinking based approach has been proposed to compare costs and emissions of transportation based on electric and Hydrogen with traditional fossil fuel. The carbon offset saving was used to quantify the economic impact of GHG reduction. The carbon taxes for selected provinces were recommended as a potential policy implementation to reduce transport based GHG emissions. The results indicate that the provinces with low emission factor electric grids have a higher potential for LD-EV based transportation system in terms of costs and footprint. Presently LD-HFCVs are less desirable due to high purchase and operational cost. Development of a Hydrogen based transportation system through the production of cost effective hydrogen is preferable for provinces with a higher emission factor electric grids. [ABSTRACT FROM AUTHOR]

Accurate estimation of greenhouse gas emissions and detailed monitoring of the carbon cycle are important for mitigation of and adaptation to climate change. On agricultural land, annual herbaceous vegetation is not considered a carbon sink, whereas perennial woody vegetation accumulates biomass over multiple years and does represent a carbon sink. This paper presents a study to estimate aboveground woody carbon stock in 1990 and its annual change from 1990 to 2000 on Canada’s cropland. The cropland was stratified into zones according to soils, climate and cropping systems, within which sample plots were randomly selected and paired aerial photographs corresponding to circa 1990 and 2000 were interpreted to detect changes in perennial woody vegetation such as trees, shrubs, orchards and vineyards. Woody biomass volumes lost as a result of land use change and gained as a result of planting and growth were estimated using species composition and growth rates typical of each zone, as obtained from published literature, forest reports and charts and forestry expert knowledge. Census of agriculture data was used to scale up the sample level results to zone and national levels. Results showed that on Canada’s cropland, the aboveground woody carbon stock in 1990 was 33.7 ± 8.8 Tg. Between 1990 and 2000, the area covered by woody vegetation was affected negatively by removals and positively through planting and natural regeneration, leading to a net reduction in area. There was an annual increase of about 78.3 Gg over all cropland in Canada, with a net decrease in some ecozones. Although this is a comparatively small increase with a large uncertainty, it indicates that changes in woody carbon on cropland in Canada over the 1990–2000 period were relatively insignificant. Further studies may be needed to refine the carbon estimates and reduce uncertainties. [ABSTRACT FROM AUTHOR]

Abstract: Biofuels are being embraced worldwide as sustainable alternatives to fossil fuels, because of their potential to promote energy security and reduce greenhouse gas emissions, while providing opportunities for job creation and economic diversification. However, biofuel production also raises a number of environmental concerns. One of these is the risk of biological invasion, which is a key issue with second generation biofuel crops derived from fast-growing perennial grasses and woody plant species. Many of the most popular second generation crops proposed for cultivation in the U.S. and Canada are not native to North America, and some are known to be invasive. The development of a large-scale biofuel industry on the continent could lead to the widespread introduction, establishment, and spread of invasive plant species if invasive risks are not properly considered as part of biofuel policy. In this paper, we evaluate the risk of biological invasion posed by the emerging second generation biofuel industry in the U.S. and Canada by examining the invasive risk of candidate biofuel plant species, and reviewing existing biofuel policies to determine how well they address the issue of invasive species. We find that numerous potentially invasive plant species are being considered for biofuel production in the U.S. and Canada, yet invasive risk receives little to no attention in these countries' biofuel policies. We identify several barriers to integrating invasive species and biofuel policy, relating to policy analytical capacity, governance, and conflicting policy objectives. We recommend that governments act now, while the second generation biofuel industry is in its infancy, to develop robust and proactive policy addressing invasive risk. Policy options to minimize biological invasions include banning the use of known invasive plant species, ongoing monitoring of approved species, and use of buffer zones around cultivated areas. [Copyright &y& Elsevier]

Abstract: Waste-to-energy provides a solution to two problems: waste management and energy generation. An integrated anaerobic waste valorization process is an interesting option, but because of investments cost and low energy value in the province of Quebec, it is hard for a municipality to commit to that solution. This paper investigated the economic possibilities to manage organic material, organic fraction of municipal solid waste, and municipal wastewater sludge by anaerobic digestion for a 150,000 inhabitant municipality, with consideration to energy generation and greenhouse gas emission reduction. Using the biogas to co-generation solution brings a payback time on investment (PBT) of 3.7years with electricity price at 0.10$Cdn/kWh. The addition of manure from surrounding farms increases the biogas production by 37%, but increases the PBT to 6.8years unless the leftover digestate can be used for agronomic valorization; then it becomes economically advantageous. The natural gas purchasing cost is too low to promote the enrichment of biogas into renewable natural gas. However, this scenario has the lowest energetic payback time (3.3years) and reduces the most greenhouse gas emissions (4261tCO2eq/a). [Copyright &y& Elsevier]

Abstract: The objective of this paper is to assess the economic impacts of reducing greenhouse gas emissions by decreasing industrial output in Canada to a level that will meet the target set out in the Kyoto Protocol. The study uses an ecological–economic Input–Output model combining economic components valued in monetary terms with ecologic components – GHG emissions – expressed in physical terms. Economic and greenhouse gas emissions data for Canada are computed in the same sectoral disaggregation. Three policy scenarios are considered: the first one uses the direct emission coefficients to allocate the reduction in industrial output, while the other two use the direct plus indirect emission coefficients. In the first two scenarios, the reduction in industrial sector output is allocated uniformly across sectors while it is allocated to the 12 largest emitting industries in the last one. The estimated impacts indicate that the results vary with the different allocation methods. The third policy scenario, allocation to the 12 largest emitting sectors, is the most cost effective of the three as the impacts of the Kyoto Protocol reduces Gross Domestic Product by 3.1% compared to 24% and 8.1% in the first two scenarios. Computed economic costs should be considered as upper-bounds because the model assumes immediate adjustment to the Kyoto Protocol and because flexibility mechanisms are not incorporated. The resulting upper-bound impact of the third scenario may seem to contradict those who claim that the Kyoto Protocol would place an unbearable burden on the Canadian economy. [Copyright &y& Elsevier]

This paper summarizes greenhouse gas (GHG) emissions measurements obtained during several recent studies conducted by Environment Canada, Emissions Research and Measurement Division (ERMD). A variety of heavy-duty vehicles and engines operating on a range of different fuels including diesel, biodiesel, compressed natural gas (CNG), hythane (20% hydrogen, 80% CNG), and liquefied natural gas (LNG), and with different advanced aftertreatment technologies were studied by chassis dynamometer testing, engine dynamometer testing or on-road testing. Distance-based emission rates of CO2, CH4, and N2O are reported. Fuel consumption calculated by carbon balance from measured emissions is also reported. The measurement results show, for heavy-duty diesel vehicles without aftertreatment, that while CO2 emissions dominate, CH4 emissions account for between 0% and 0.11% and N2O emissions account for between 0.16% and 0.27% of the CO2-equivalent GHG emissions. Both of the aftertreatment technologies (diesel oxidation catalyst and active regeneration diesel particle filter) studied increased N2O emissions compared to engine out emissions while CH4 emissions remain essentially unchanged. No effect on tailpipe GHG emissions was found with the use of up to 20% biodiesel when the engine was equipped with an oxidation catalyst. Biodiesel use did show some reductions in tailpipe GHG emissions as compared to ULSD without aftertreatment and with the use of a diesel particle filter. Natural gas and hythane also offer decreased GHG emissions (10–20%) at the tailpipe when compared with diesel. Emission factors (gL−1 fuel) for CH4 and N2O are suggested for heavy-duty vehicles fueled with diesel-based fuels and natural gas. These emission factors are substantially lower than those recommended for use by IPCC methodologies for developing national inventories. [Copyright &y& Elsevier]

Abstract: Biomass is considered carbon neutral, and displacement of fossil fuel-based power by biomass-based power is one means to mitigate greenhouse gases. Large forest areas in British Columbia (BC), Canada, are infested by the mountain pine beetle (MPB). Dead wood from the infestation is expected to vastly exceed the ability of the pulp and lumber industry to utilize it; current estimates are that 200–600 millionm3 of wood will remain unharvested over the next 20 years. Regions where the damaged wood is not harvested will experience loss of jobs in the forestry sector, increased risk of forest fire hazard, carbon emissions from burned or decaying wood, and uncertainty about timing of replanting since this usually occurs at harvest. This paper reports the results of a detailed preliminary techno-economic analysis of producing power from MPB killed wood. Power plant size and location are critical factors affecting overall power cost. Overall cost of power rises steeply at sizes below 300MW net power output. By locating the power plant in an area of high infestation, transportation distances can be minimized. A 300MW power plant would consume 64millionm3 of wood over a 20-year lifetime, and hence is a significant sink for otherwise unharvestable wood. Cost estimates are based on harvesting of whole dead trees with roadside chipping and transport to a central power plant located in either the Nazko or Quesnel regions of BC. A circulating fluidized bed boiler with a conventional steam cycle is a currently available technology demonstrated at 240MW in Finland. The estimated power cost is $68 to $74 per MWh, which is competitive with other “green power” values in BC. Given recent values of export power in the Pacific Northwest, a 300MW MPB power plant is viable with a carbon credit below $15 per tons of CO2. [Copyright &y& Elsevier]

The building sector is a significant source of GHG emissions and has great potential for emission reductions. The effectiveness of building energy codes on energy savings and emission mitigation is of a primary concern to policy makers, but uncertainty in cost and benefit in different regions complicates code selection and implementation. The impacts of a specific building energy standard vary depending on the heating system's thermal efficiency and the heating fuel's carbon intensity. This paper examines the GHG emissions due to space heating for new construction single-detached households in Canada under different building energy codes and enforcement scenarios. The two codes considered are the BC step code and Passive House criteria. Three scenarios are examined reflecting different levels of stringency of standards between 2020 and 2032. The results show both BC step code and passive house criteria can help mitigate the space heating GHG emissions. There is no significant difference between the BC step code and the passive house criteria from the perspective of GHG emission reduction in the province of British Columbia; however, when implemented nationwide, the passive house criteria is 12% more effective in abating space heating GHG emissions than the most stringent level (i.e. Step 5) of BC step code. • Passive House criteria are more effective in reducing the space heating GHG emissions than BC Step Code does in Canada. • BC Step Code and Passive House criteria can save space heating GHG emissions of new single-houses by 77% and 89%, respectively. • Building performance standards are less impactful in regions where fuel carbon intensity is low. • No notable difference is found between BC Step Code and Passive House criteria in GHG emission reduction per unit area in BC. [ABSTRACT FROM AUTHOR]

• A Multi-Dimensional Hypothetical Fuzzy Risk Simulation model is developed. • Decision-makers' preference is reflected to develop the optimized policies. • Multi-dimensional risks in 2030 of various policy options are revealed. • A special case study of the Province of Saskatchewan, Canada, is conducted. • Hypothetical Extraction Method is used to estimate the comprehensive performances. Changing climate is one of the most challenging environment issues worldwide. The objective of this paper is to develop a Multi-Dimensional Hypothetical Fuzzy Risk Simulation Model to facilitate the Greenhouse Gases mitigation policy development and multi-dimensional risk simulation. In detail, the comprehensive performances of various industries are evaluated and analyzed through Hypothetical Extraction Method. The preferences of decision-makers are considered through Analytic Hierarchy Process and Fuzzy Technique for Order Preference by Similarities to Ideal Solution method to develop the optimized Greenhouse Gases mitigation policies. The multi-dimensional risks of optimized Greenhouse Gases mitigation policies are simulated through RAS method. A detailed case study of the Province of Saskatchewan, Canada, is conducted to illustrate the potential benefits of the proposed model and support the Greenhouse Gases mitigation policy development. It is found that Electric power generation, transmission and distribution sector is the key industry in Saskatchewan. The government supports are suggested to be allocated to the Electric power generation, transmission and distribution sector, since it will benefit the province from environmental, economic, and urban metabolic perspectives. [ABSTRACT FROM AUTHOR]

The industrial sector, accounting for 30% of global greenhouse gas (GHG) emissions, is among the key drivers of human-induced climate change impacts. Given this volume of emissions, the sector could play a critical role in mitigating climate change. Canada is among the top 10 global GHG emitters and its industrial sector is responsible for more than 39% of national emissions. GHG emissions from the sector increased by almost 32% between 1990 and 2017 and are expected to almost double by 2050 if no measures are taken. This paper aims to evaluate how different technical and economic factors have contributed to the increasing GHG emission trends in Canada's industrial sector between 1990 and 2014. The Logarithmic Mean Divisia Index was developed and implemented as the decomposition method. Results from the analysis suggest that activity level is the biggest contributor to the increase in industrial GHG emissions between 1990 and 2014, which ranged from 5 Mt CO 2 eq in 1994 to 57 Mt CO 2 eq in 2014 compared to the 1990 baseline. Increased shares of low carbon-intensive industries and fuel switching contribute to GHG emission mitigation from the sector. The structural change is responsible for GHG reductions of 1.1 and 23.4 Mt CO 2 eq in 2000 and 2014, respectively. The impacts from fuel mixs and increased shares of low-carbon fuel ranged from −1 Mt CO 2 eq in 1994 to 16 Mt CO 2 eq in 2011. Despite improvements in process-energy-intensity (i.e., the energy consumed per unit of product) in several industries, changes in economic energy intensity (energy consumed per unit of economic output) have resulted in increased GHG emissions. These changes are mainly driven by changes in the process-energy intensity of the oil sands mining sector, the largest contributor to industrial GHG emissions in Canada. Image 107490 • Historical GHG emissions trends from Canada's industrial sector were analyzed. • GHG emissions decomposition analysis was done for the years 1990–2014. • The impacts of driving factors on increasing GHG emission trends were examined. • Activity level was found to be the main driver of GHG emissions. • Fuel switching and electricity decarbonization mitigate industrial GHGs. [ABSTRACT FROM AUTHOR]