A Historical Analysis of the Environmental Footprint of Peanut Production in the United States from 1980 to 2014

2016 ◽  
Vol 43 (2) ◽  
pp. 157-167 ◽  
Author(s):  
J.A. McCarty ◽  
S. Ramsey ◽  
H.N. Sandefur

ABSTRACT The last half century has seen a significant shift in agricultural practices, affecting productivity, resource use, and ultimately, environmental impacts. These increases have been the result of several developments, including increases in irrigation, the expanded application of fertilizers and pesticides, improved plant genetics, and the development of mechanized operations. Changes in production practices are highlighted here for peanut crops for the years 1980 to 2014. This study uses a resource efficiency methodology from cradle-to-farm gate to examine land use, energy efficiency, soil erosion (water and wind), irrigation water usage, and environmental/greenhouse gas emissions. During the historical period, yields increased from under 2000 kg/ha in the Southwest and an average of 3000 kg/ha in the Southeast and Virginia-Carolina regions to over 4000 kg/ha across all regions. Most of this increase occurred after the year 2000. Overall trends of nitrogen fertilizer applications per planted hectare were increasing; however, chemical protections, fuel use and electricity associated with cultivation, harvest, and drying declined. Energy utilization per hectare and kg of peanut showed steady declines over the last 40 years, particularly in the Southeast and Virginia-Carolina production regions. Results indicated that greenhouse gas (GHG) emissions have been on the decline across all production regions, from greater than 1 kg CO2e/kg peanut in the early 1980s to less than 0.6 kg CO2e/kg peanuts in 2013, a 40% decrease in GHG production.

2020 ◽  
Vol 5 (2) ◽  
pp. 219-231
Author(s):  
Judit T. Kiss ◽  
Gábor Bellér ◽  
István Árpád ◽  
Dénes Kocsis

The aim of this work is to review recent trends in the field of greenhouse gas (GHG) emissions and renewable energy policies of the European Union and the United States of America. During the last few decades, there was a significant shift within the political attitude towards these fields, therefore important changes were realized in the electricity production and the climate policy. In the present paper, we discuss the current situation focusing on the transportation segment.


Author(s):  
Ching-Shin Norman Shiau ◽  
Scott B. Peterson ◽  
Jeremy J. Michalek

Plug-in hybrid electric vehicle (PHEV) technology has the potential to help address economic, environmental, and national security concerns in the United States by reducing operating cost, greenhouse gas (GHG) emissions and petroleum consumption from the transportation sector. However, the net effects of PHEVs depend critically on vehicle design, battery technology, and charging frequency. To examine these implications, we develop an integrated optimization model utilizing vehicle physics simulation, battery degradation data, and U.S. driving data to determine optimal vehicle design and allocation of vehicles to drivers for minimum life cycle cost, GHG emissions, and petroleum consumption. We find that, while PHEVs with large battery capacity minimize petroleum consumption, a mix of PHEVs sized for 25–40 miles of electric travel produces the greatest reduction in lifecycle GHG emissions. At today’s average US energy prices, battery pack cost must fall below $460/kWh (below $300/kWh for a 10% discount rate) for PHEVs to be cost competitive with ordinary hybrid electric vehicles (HEVs). Carbon allowance prices have marginal impact on optimal design or allocation of PHEVs even at $100/tonne. We find that the maximum battery swing should be utilized to achieve minimum life cycle cost, GHGs, and petroleum consumption. Increased swing enables greater all-electric range (AER) to be achieved with smaller battery packs, improving cost competitiveness of PHEVs. Hence, existing policies that subsidize battery cost for PHEVs would likely be better tied to AER, rather than total battery capacity.


2017 ◽  
Vol 114 (48) ◽  
pp. E10301-E10308 ◽  
Author(s):  
Robin R. White ◽  
Mary Beth Hall

As a major contributor to agricultural greenhouse gas (GHG) emissions, it has been suggested that reducing animal agriculture or consumption of animal-derived foods may reduce GHGs and enhance food security. Because the total removal of animals provides the extreme boundary to potential mitigation options and requires the fewest assumptions to model, the yearly nutritional and GHG impacts of eliminating animals from US agriculture were quantified. Animal-derived foods currently provide energy (24% of total), protein (48%), essential fatty acids (23–100%), and essential amino acids (34–67%) available for human consumption in the United States. The US livestock industry employs 1.6 × 106 people and accounts for $31.8 billion in exports. Livestock recycle more than 43.2 × 109 kg of human-inedible food and fiber processing byproducts, converting them into human-edible food, pet food, industrial products, and 4 × 109 kg of N fertilizer. Although modeled plants-only agriculture produced 23% more food, it met fewer of the US population’s requirements for essential nutrients. When nutritional adequacy was evaluated by using least-cost diets produced from foods available, more nutrient deficiencies, a greater excess of energy, and a need to consume a greater amount of food solids were encountered in plants-only diets. In the simulated system with no animals, estimated agricultural GHG decreased (28%), but did not fully counterbalance the animal contribution of GHG (49% in this model). This assessment suggests that removing animals from US agriculture would reduce agricultural GHG emissions, but would also create a food supply incapable of supporting the US population’s nutritional requirements.


2019 ◽  
Author(s):  
Alan Jenn ◽  
Inês Azevedo ◽  
Jeremy Joseph Michalek

The transportation sector is currently the largest contributor of greenhouse gas (GHG) emissions in the United States, and light-duty vehicles produce the majority of transportation emissions. Federal standards for fleet-averaged vehicle GHG emission rates and their corresponding corporate average fuel economy standards cap GHG emissions of the US light-duty vehicle fleet. In addition, two key policies aim to encourage a future fleet transition to alternative fuel vehicle (AFV) technologies: (1) incentives that treat AFVs favorably in the federal GHG standard, and (2) state zero-emission vehicle (ZEV) policy, which mandates AFV sales in some states. While each of these AFV policies can encourage AFV adoption, we show that net GHG emissions increase when both policies are present simultaneously. Specifically, we estimate changes in life cycle GHG emissions and gasoline consumption, relative to a pure federal fleet GHG standard (without AFV incentives or mandates), resulting from the introduction of (1) AFV incentives in federal fleet GHG policy, (2) state ZEV mandates, and (3) the combination of the two. We find that under fairly general conditions the combined AFV policies produce higher GHG emissions than either policy alone. This result is a consequence of state mandates increasing AFV sales in the presence of federal incentives that relax the fleet GHG standard when AFVs are sold. Using AFV sales projections from the Energy Information Administration and the California Air Resources Board, we estimate that the combined policies produce an increase on the order of 100 million tons of CO2 emissions cumulatively for new passenger cars sold from 2012 through 2025 relative to a pure GHG standard. AFV incentives in the GHG standard conflate policy goals by encouraging AFV adoption at the cost of higher fleet GHG emissions, and they permit even higher fleet GHG emissions when other policies, such as the ZEV mandate, increase AFV adoption.


2015 ◽  
Vol 12 (2) ◽  
pp. 92-106 ◽  
Author(s):  
Nikolaos Sariannidis ◽  
George Konteos ◽  
Grigoris Giannarakis

This paper investigates the impact of a plausible set of determinants, namely, greenhouse gas (GHG) emissions, Dow Jones Sustainability Index (DJSI), anti-bribery policy, the industry’s profile and the company’s size on the extent of CSR disclosure in the United States (US). The Environmental, Social and Governance (ESG) disclosure score is used as a proxy for the extent of CSR disclosure calculated by Bloomberg, incorporating different - in terms of importance - disclosure items. The relationship between the extent of CSR disclosure and its determinants was examined using multiple linear regression analysis incorporating 133 companies listed in S&P Composite 1500 Index for the year 2011. The results illustrate that the company’s size, GHG emissions, DJSI and anti-bribery policy are significantly positively associated with the extent of CSR disclosure. In addition, there are significant differences among the industries’ profile concerning the extent of CSR disclosure. The results cannot be generalized because the sample is based on US listed companies for the year 2011. This study presents initial empirical data investigating different types of disclosures and determinants which extend the scope of previous studies


Author(s):  
Nikhil Kaushal ◽  
Ching-Shin Norman Shiau ◽  
Jeremy J. Michalek

Plug-in hybrid electric vehicle (PHEVs) technology has the potential to address economic, environmental, and national security concerns in the United States by reducing operating cost, greenhouse gas (GHG) emissions and petroleum consumption. However, the net implications of PHEVs depend critically on the distances they are driven between charges: Urban drivers with short commutes who can charge frequently may benefit economically from PHEVs while also reducing fuel consumption and GHG emissions, but drivers who cannot charge frequently are unlikely to make up the cost of large PHEV battery packs with future fuel cost savings. We construct an optimization model to determine the optimal PHEV design and optimal allocation of PHEVs, hybrid-electric vehicles (HEVs) and conventional vehicles (CVs) to drivers in order to minimize net cost, fuel consumption, and GHG emissions. We use data from the 2001 National Household Transportation Survey to estimate the distribution of distance driven per day across vehicles. We find that (1) minimum fuel consumption is achieved by assigning large capacity PHEVs to all drivers; (2) minimum cost is achieved by assigning small capacity PHEVs to all drivers; and (3) minimum greenhouse gas emissions is achieved by assigning medium-capacity PHEVs to drivers who can charge frequently and large-capacity PHEVs to drivers who charge less frequently.


2015 ◽  
Vol 112 (34) ◽  
pp. E4681-E4688 ◽  
Author(s):  
William J. Parton ◽  
Myron P. Gutmann ◽  
Emily R. Merchant ◽  
Melannie D. Hartman ◽  
Paul R. Adler ◽  
...  

The Great Plains region of the United States is an agricultural production center for the global market and, as such, an important source of greenhouse gas (GHG) emissions. This article uses historical agricultural census data and ecosystem models to estimate the magnitude of annual GHG fluxes from all agricultural sources (e.g., cropping, livestock raising, irrigation, fertilizer production, tractor use) in the Great Plains from 1870 to 2000. Here, we show that carbon (C) released during the plow-out of native grasslands was the largest source of GHG emissions before 1930, whereas livestock production, direct energy use, and soil nitrous oxide emissions are currently the largest sources. Climatic factors mediate these emissions, with cool and wet weather promoting C sequestration and hot and dry weather increasing GHG release. This analysis demonstrates the long-term ecosystem consequences of both historical and current agricultural activities, but also indicates that adoption of available alternative management practices could substantially mitigate agricultural GHG fluxes, ranging from a 34% reduction with a 25% adoption rate to as much as complete elimination with possible net sequestration of C when a greater proportion of farmers adopt new agricultural practices.


2021 ◽  
Vol 118 (37) ◽  
pp. e2021936118
Author(s):  
Jeremy Gregory ◽  
Hessam AzariJafari ◽  
Ehsan Vahidi ◽  
Fengdi Guo ◽  
Franz-Josef Ulm ◽  
...  

Concrete is a critical component of deep decarbonization efforts because of both the scale of the industry and because of how its use impacts the building, transportation, and industrial sectors. We use a bottom-up model of current and future building and pavement stocks and construction in the United States to contextualize the role of concrete in greenhouse gas (GHG) reductions strategies under projected and ambitious scenarios, including embodied and use phases of the structures’ life cycle. We show that projected improvements in the building sector result in a reduction of 49% of GHG emissions in 2050 relative to 2016 levels, whereas ambitious improvements result in a 57% reduction in 2050, which is 22.5 Gt cumulative saving. The pavements sector shows a larger difference between the two scenarios with a 14% reduction of GHG emissions for projected improvements and a 65% reduction under the ambitious scenario, which is ∼1.35 Gt. This reduction occurs despite the fact that concrete usage in 2050 in the ambitious scenario is over three times that of the projected scenario because of the ways in which concrete lowers use phase emissions. Over 70% of future emissions from new construction are from the use phase.


Biomedicine ◽  
2021 ◽  
Vol 41 (4) ◽  
pp. 692-693
Author(s):  
Manjula Shantaram

If one has a passion for the planet, then this is the right time to drastically lower the carbon emissions. A carbon footprint is the total amount of greenhouse gases (including carbon dioxide and methane) that are generated by our actions. The average carbon footprint for a person in the United States is 16 tons, one of the highest rates in the world. Some carbon emissions will probably never be eradicated entirely from certain industries, such as air travel or construction. When emissions cannot be further reduced, carbon offsetting is the next best thing, says Winters (1). Offsetting emissions is paying for or investing in organisations that can extract carbon from the atmosphere to help others reduce their footprint. It could include investing in reforestation projects or new technologies that suck carbon out of the atmosphere and sequester it underground permanently, technologies to replace jet fuel with alternative green fuels, or switching fossil-fuel-powered facilities with hydrogen-powered facilities.    Unless the global economy meets the aims of the Paris Agreement, keeping climate change well below 2°C, the world is expected to suffer extreme weather conditions leading to mass migration and global catastrophe. The argument for global companies to reduce their greenhouse gas (GHG) emissions is clearer than it has ever been. Business operations around the world are now subject to greater climate and transition risks. Consumers are insisting for eco-friendly products and responsible corporate behaviours. Investors are increasingly embracing capital-allocation strategies that take environmental, social, and governance (ESG) issues into account. Policy makers and government organizations are exploring the potential regulation of carbon emissions. The more aggressive the targets, the better the results.   In COP26 climate summit in Glasgow held in November 2021, it was made clear that the current climate crisis has been precipitated by unsustainable lifestyles and wasteful consumption patterns mainly in the developed countries. The world needs to awaken to this reality. Globally, the building and construction sectors account for nearly 40% of global energy-related carbon dioxide emissions in constructing and operating buildings (2). Current building codes address operating energy but do not typically address the impacts of embodied carbon in building materials and products. However, more than half of all GHG emissions is related to materials management (including material extraction and manufacturing) when aggregated across industrial sectors (3).   In order to reduce our carbon footprint, we can start an eco-friendlier life. In winter, instead of heating, insulate the loft and walls which will make sure our home retains heat during the winter and stays cool in summer. By switching to a company that provides electricity from solar, wind, or hydroelectric energy, we can reduce our household emissions. Buy energy efficient electrical appliances. Additionally, make sure to turn off and unplug anything we are not using. It takes energy and resources to process and deliver water to our homes. So, by using less water, we can help the environment and lower our carbon footprint. The food we eat can have a significant impact on the environment. For example, meat and dairy products require a lot of land, water and energy to produce. They also create a lot of methane, a greenhouse gas. Moreover, food shipped from overseas uses a lot more resources than local produce. By eating fewer animal products, especially red meat, (or choosing a plant-based diet) and shopping for locally sourced food, we can make a big difference.  Why not support our local farmers’ market?   Powering empty rooms and office space is a huge energy drain. By making sure we turn off lights and appliances when they are not in use, we can make sure we are not wasting power. we can also request to install automatic, movement-sensing lights and energy-saving LED bulbs to address the issue. It has never been easier to collaborate with others online. Whether through sharing documents using cloud storage or video conferencing instead of travelling, we can reduce our waste and emissions. Try moving away from printed documents where possible, and encourage others to work on their digital skills for the workplace. Cycling and walking are two of the most environmentally friendly ways to travel. And, not only are they good for the planet, but they are also good for our health. If we can, choose to cycle or walk to work where possible. ‘Reduce, reuse, recycle’ is a popular slogan. Companies of all sizes use a host of different products in their day-to-day running. Whether it has things like paper, electronic devices, packaging, or water, it all has a carbon footprint. By reducing the amount of waste, we generate, reusing IT equipment, and recycling waste, we can make a real difference. Single use plastics may be convenient, yet they are fairly dreadful for the environment. Not only do they pollute our waterways and oceans, but they also require energy to produce and recycle. We can stop using things like disposable coffee cups and cutlery to reduce our company’s carbon footprint. Instead of preaching, let us practise and bring a change.


Energies ◽  
2020 ◽  
Vol 13 (8) ◽  
pp. 2063 ◽  
Author(s):  
Jakub Sikora ◽  
Marcin Niemiec ◽  
Anna Szeląg-Sikora ◽  
Zofia Gródek-Szostak ◽  
Maciej Kuboń ◽  
...  

Optimization of plant fertilization is an important element of all quality systems in primary production, such as Integrated Production, GLOBAL G.A.P. (Good Agriculture Practice) or SAI (Sustainable Agriculture Initiative). Fertilization is the most important element of agricultural treatments, affecting the quantity and quality of crops. The aim of the study was to assess greenhouse gas (GHG) emissions in the cultivation of Chinese cabbage, depending on the technological variant. The factor modifying the production technology was the use of fertilizers with a slow release of nutrients. One tonne of marketable Chinese cabbage crop was selected as the functional unit. To achieve the research goal, a strict field experiment was carried out. Calculation of the total amount of GHG emitted from the crop was made in accordance with ISO 14040 and ISO 14044. The system boundaries included the production and use of fertilizers and pesticides, energy consumption for agricultural practices and the emission of gases from soil resources and harvesting residue. The use of slow-release fertilizers resulted in a greater marketable yield of cabbage compared to conventional fertilizers. The results of the research indicate a significant potential for the use of slow-release fertilizers in reducing agricultural emissions. From the environmental and production point of view, the most favourable variant is the one with 108 kg N·ha−1 slow-release fertilizers. At a higher dose of this element, no increase in crop yield was observed. At this nitrogen dose, a 30% reduction in total GHG emissions and a 50% reduction in fertilizer emissions from the use of per product functional unit were observed. The reference object was fertilization in accordance with production practice in the test area.


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