Co-benefits of climate mitigation on air quality and human health in Asian countries

Xie, Yang; Dai, Hancheng; Xu, Xin-Shun; Fujimori, Shinichiro; Hasegawa, Tomoko; Yi, Kan; Masui, Toshihiko; Kurata, Gakuji

doi:10.1016/j.envint.2018.07.008

Cited by 98 publications

(45 citation statements)

References 34 publications

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“…Climate change also causes non-market losses and damages such as adverse effects on human mortality or biodiversity. Climate mitigation can also induce welfare-increasing co-benefits such as health impacts like improved air quality (McCollum et al, 2013;West et al, 2013;Xie et al, 2018). In addition, the representation of climate damages as a simple function of annual temperatures and GDP neglects possible supranational spillover effects and market responses (Kalkuhl and Edenhofer, 2016;Wenz and Levermann, 2016;Willner et al, 2018).…”

Section: Discussionmentioning

confidence: 99%

“…There are many empirical impact studies on the micro-level [for, e.g. agriculture (Moore et al, 2017;Schlenker and Roberts, 2009), electricity (Wenz et al, 2017), labour productivity (Zhang et al, 2018;Zivin and Neidell, 2010)], which find high and often strongly non-linear economic damages from climate change. Burke et al (2015) demonstrate how disruptive changes on the micro-level can translate into a smooth non-linear GDP-temperature effect on the macro-level.…”

Section: Introductionmentioning

confidence: 99%

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The economically optimal warming limit of the planet

et al. 2019

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Abstract. Both climate-change damages and climate-change mitigation will incur economic costs. While the risk of severe damages increases with the level of global warming (Dell et al., 2014; IPCC, 2014b, 2018; Lenton et al., 2008), mitigating costs increase steeply with more stringent warming limits (IPCC, 2014a; Luderer et al., 2013; Rogelj et al., 2015). Here, we show that the global warming limit that minimizes this century's total economic costs of climate change lies between 1.9 and 2 ∘C, if temperature changes continue to impact national economic growth rates as observed in the past and if instantaneous growth effects are neither compensated nor amplified by additional growth effects in the following years. The result is robust across a wide range of normative assumptions on the valuation of future welfare and inequality aversion. We combine estimates of climate-change impacts on economic growth for 186 countries (applying an empirical damage function from Burke et al., 2015) with mitigation costs derived from a state-of-the-art energy–economy–climate model with a wide range of highly resolved mitigation options (Kriegler et al., 2017; Luderer et al., 2013, 2015). Our purely economic assessment, even though it omits non-market damages, provides support for the international Paris Agreement on climate change. The political goal of limiting global warming to “well below 2 degrees” is thus also an economically optimal goal given above assumptions on adaptation and damage persistence.

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Section: Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

The economically optimal warming limit of the planet

et al. 2019

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“…Many justify not including air pollutants in analyses by arguing that sources of GHG and these gases are the same. Numerous studies have confirmed that through measures created in order to reduce GHG emissions, the emission of air pollutants will also be reduced [14][15][16][17][18]. However, there are other examples in which this is not the case.…”

Section: Literature Reviewmentioning

confidence: 99%

Prediction of Exhaust Emission Costs in Air and Road Transportation

2019

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In this paper, the calculation of exhaust emission costs originating from aircraft and road vehicles in the base year 2017 and in the forecasting year 2032, in the Republic of Serbia, was carried out. The presented methodology includes a number of influential factors for air transport (airport capacity, number of operations, aircraft type, relevant engine, range) and for road transport (changing of traffic volumes, design and operating speeds, the quality of the pavement structure, type of terrain and category of road sections, dependence of exhaust emission from changes in vehicle speed). It was found that in the current operating conditions, the dominant costs in the total exhaust emission costs are the costs of nitrogen oxides (61%) in road transport, whilst carbon dioxide costs are dominant in air transport (52%). In the future, carbon dioxide costs will have a share of over 80% in the road transport sector and over 58% in the air transport sector in total exhaust emission costs. The average exhaust emission costs per one aircraft operation (international flights) will range from 141 to 145€. In road transport, the average exhaust emission costs at 100 km in 2032 will range from 1.8 to 2.2€.

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“…Analyzing co-benefits of climate change mitigation has received quite some attention from the research community; see Deng et al (2017) for a general review and Gao et al (2018) for a public health specific review. Recent literature on the nexus of climate change and air pollution analyzed the effects of different climate and air pollution policy scenarios in terms of reduced pollution concentration levels (Rao et al 2016), estimated the social costs of air pollution to be comparable with the mitigation cost (West et al 2013;Vandyck et al 2018), analyzed the health co-benefits under different distributions of climate change abatement efforts (Rafaj et al 2012;Markandya et al 2018), and focused on regional characteristics (Xie et al 2018;Li et al 2018). However, the magnitude of these benefits depends on the development of air pollution controls determining the emission factors of technologies as well as socioeconomic trends determining the potentially affected population size.…”

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confidence: 99%

Air quality co-benefits of ratcheting up the NDCs

et al. 2020

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The current nationally determined contributions, pledged by the countries under the Paris Agreement, are far from limiting climate change to below 2 • C temperature increase by the end of the century. The necessary ratcheting up of climate policy is projected to come with a wide array of additional benefits, in particular a reduction of today's 4.5 million annual premature deaths due to poor air quality. This paper therefore addresses the question how climate policy and air pollution-related health impacts interplay until 2050 by developing a comprehensive global modeling framework along the cause and effect chain of air pollution-induced social costs. We find that ratcheting up climate policy to a 2 • compliant pathway results in welfare benefits through reduced air pollution that are larger than mitigation costs, even with avoided climate change damages neglected. The regional analysis demonstrates that the 2 • C pathway is therefore, from a social cost perspective, a "no-regret option" in the global aggregate, but in particular for China and India due to high air quality benefits, and also for developed regions due to net negative mitigation costs. Energy and resource exporting regions, on the other hand, face higher mitigation cost than benefits. Our analysis further shows that the result of higher health benefits than mitigation costs is robust across various air pollution control scenarios. However, although climate mitigation results in substantial air pollution emission reductions overall, we find significant remaining emissions in the transport and industry sectors even in a 2 • C world. We therefore call for further research in how to optimally exploit climate policy and air pollution control, deriving climate change mitigation pathways that maximize co-benefits.

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Co-benefits of climate mitigation on air quality and human health in Asian countries

Cited by 98 publications

References 34 publications

The economically optimal warming limit of the planet

The economically optimal warming limit of the planet

Prediction of Exhaust Emission Costs in Air and Road Transportation

Air quality co-benefits of ratcheting up the NDCs

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