Environmental Engineering Reference
In-Depth Information
products all the way to final delivery to the end
customer. Logistics is supported by supply chain
management which represents the contractual
linkage of organizations with a common strategic
goal. Metaphorically, logistics involves a flow of
blood and oxygen through a physical body which
is the supply chain. Logistics involves the procure-
ment of material for the production process; the
storage and distribution of inputs and outputs; and
the sale of outputs to customers along the supply
chain. The logistical activity which is critical to
all of these-and the one most likely to generate
significant greenhouse gas (GHG) emissions-is
transportation.
In the United States, the transportation sector,
at 34% (in 2007) accounted for the largest share
of human-generated carbon dioxide emissions.
It grew by about 19% over 1995 to 2007 while
growth in emissions from commercial, industrial
and residential sources remained flat. Within trans-
portation itself the mode with the biggest share is
the passenger car at 34% followed by light-duty
trucks (28%), medium and heavy duty trucks
(21%), aircraft (9%), rail (3%) and ships (2%)
(Transportation Statistics Annual Report; pp. 5-6).
People traveling to and from work; transporting
passengers for business or pleasure; and haul-
ing cargo for production and sales are, as noted,
the largest source of carbon dioxide emissions.
This is a result of the reliance on logistics and
supply chain management for economic growth
and social activities. As companies seek cheaper
sources of labor and other resources; strive for
higher revenue through expanding into foreign
markets; embark on logistical programs such as
lean manufacturing and just-in-time purchasing,
more transportation will be occurring and over
larger expanses.
set a global standard for the reduction in carbon
dioxide emissions. Without a legal authority to
impose any sort of rules, the best it can do is
to provide political guidance. Of course, to see
global emissions drop to some past year's level,
the developed countries would have to cut emis-
sions to a higher degree than developing countries
so that the latter can still grow economically (and
perhaps socially as well). Developed countries
have access to technology and politically-aware
populaces which are willing to accept (or at least
discuss) taxes, cap-and-trade, and other pollution
premiums attached to production. Together they
are also the largest source of GHG emissions.
But the largest single source of carbon emissions,
China, is understandably less willing to be pinned
down to any binding and measurable carbon re-
duction target. The world economic downturn of
2008 only served to strain the discussion further
as China wished to see its export engine continue
and, indeed, some Western nations switched gears
to the pressing concerns of job protection and fiscal
stimuli. Fossil fuels are relatively abundant and
cheap compared to Green energy technologies.
Nonetheless, the Copenhagen Accord of Decem-
ber 2009 did pledge $10 billion in transfers per year
for three years from developed to less developed
countries in order to assist with carbon dioxide
reductions. And China agreed to reduce its level
of carbon intensity (as a proportion of product
outputs) by 40-45% by 2020 ( The Economist . p.
43). At this point in time, Green energy sources
(e.g., solar and wind) are not as efficient as fossil
fuels because they cannot facilitate the same level
of production. This is a research and development
problem. And switching a portion of the production
process over to Green energy technology would
just serve to raise costs at this point. Why would
a firm do so at this stage?
Environmental sustainability, eco-friendliness,
and Green activities, among other terms, are given
weight in many quarters of the marketplace. Busi-
nesses are now tapping into society's concern
GREEN INITIATIVES
From the Kyoto Protocols to the Copenhagen
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