Approximately 136,000 refuse trucks were in operation in the United States in 2007. These trucks burn approximately 1.2 billion gallons of diesel fuel a year, releasing almost 27 billion pounds of greenhouse gases. In addition to contributing to global climate change, diesel-fueled refuse trucks are one of the most concentrated sources of health-threatening air pollution in most cities. The landfills that they ultimately place their waste in are the second largest source of human-related methane emissions in the United States, accounting for approximately 23 percent of these emissions in 2007. At the same time, methane emissions from landfills represent a lost opportunity to capture and use a significant energy resource. Many landfill-gas-to-energy (LFGTE) projects are underway in an attempt to curb emissions and make better use of this energy. The methane that is extracted from these landfills can be converted into a transportation fuel, sold as a pipeline-quality natural gas, operate turbines for electricity, or be flared. The unique relationship that occurs between refuse trucks' constant visits to the landfill and the ability of the landfill itself to produce a transportation fuel creates an ability to accomplish emissions reduction in two sectors with the implementation of using landfill gas to fuel refuse trucks. Landfill owners and operators are very reluctant to invest in large capital LFGTE projects without knowing their long-term feasibility. The costs and benefits associated with each LFGTE project have been presented in such a way that owners/operators can make informed decisions based on economics while also implementing clean energy technology. Owners/operators benefit from larger economic returns, and the citizens of the surrounding cities benefit from better air quality. This research focused on six scenarios: converting landfill gas (LFG) to liquefied natural gas (LNG) for use as a transportation fuel, converting LFG to compressed natural gas (CNG) for use as a transportation fuel, converting LFG to pipeline-quality natural gas, converting LFG to electricity, flaring LFG, and doing nothing. For the test case of a 280-acre landfill, the option of converting LFG to CNG for use as a transportation fuel provided the best benefit-cost ratio at 5.63. Other significant benefit-cost findings involved the LFG-to-LNG option, providing a 5.51 benefit-cost ratio. Currently, the most commonly used LFGTE option of converting LFG to electricity provides only a 1.35 benefit-cost ratio while flaring which is the most common mitigation strategy provides a 1.21, further providing evidence that converting LFG to LNG/CNG for use as a transportation fuel provides greater economic benefits than the most common LFGTE option or mitigation strategy.

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For many years, the development of an Emissions Trading Scheme to mitigate against climate change has been one of the most controversial political issues in New Zealand, particularly since the obligation for emission reduction is placed on some of New Zealand‘s most productive organisations. This thesis explores the variation in corporate responses to climate change and searches for the underlying drivers which motivate and/or inhibit action. A sample of organisations obligated to reduce emissions under the New Zealand Emissions Trading Scheme was selected, and interviews were conducted with senior managers with designated responsibility for the issue. A narrative analysis of interview transcripts was used as the methodology. The Bansal and Roth (2000) Model of Corporate Ecological Responsiveness was selected as a framework to consider the motivating logics (including competitiveness, legitimacy, and social responsibility) emerging from the narratives, and insights from other theoretical models applied. In some cases, the findings were explained in ways anticipated by the literature. But in other cases, the results diverged from expected outcomes. Competitiveness was the most commonly attributed motivation influencing corporate responses to climate change, followed by legitimation seeking and, least frequently, social responsibility. However, it was clear that most responses, and actions, were informed by mixed motives, rendering the Bansal and Roth model insufficient for capturing the complexity of organisational motivations underlying their responses to environmental issues. Factors of influence, particularly issue salience of consumers, played an important role in determining similarities and divergence of response to climate change issues. Where there were synergies between the factors, it encouraged proactive organisational actions. The results showed a range in managerial attitudes and organisational responses to climate change, in relation to risks and opportunities. Some results suggested that organisations respond in similar ways to climate change based on a convergence of institutional pressures, whereas in other cases organisations seemed to be driven to seek a competitive advantage in being as different as legitimately possible, leading to a divergence in responses. This research revealed that political and market uncertainties were seen as a barrier to corporate response. Where synergies existed between economic, institutional and market forces, it was attractive for firms to innovate and differentiate. Overall, the insights gained from this study may provide a greater understanding of the concerns of the business community towards climate change and what conditions will be most conductive to encouraging corporate climate change action.

Aviation is at a turning point. Considerable improvements in aircraft emissions efficiencies are expected through technological improvements, air traffic management, and managerial strategies. But global demand for air travel is increasing at an even faster rate. Mostly for political reasons, aviation has been left behind in international efforts to tackle climate change. However, increasing pressure is on the industry for immediate action, thus making further delays impossible. / This thesis is an attempt to determine the best possible course of action for the industry. To this end, it begins by assessing contemporary understanding of aviation's impact on the environment, and provides an overview of efforts being made toward reducing aircraft emissions. It then examines various policymaking tools available to best address the issue, concluding with an emissions trading system. Finally, design characteristics of such a system are suggested, and used to provide an analysis of the European attempt to include aviation into its own emissions trading system.

Thesis (Ph. D.)--UCLA, 2008. / Vita. Includes bibliographical references (leaves 197-198).

Thesis (B.A.)--Haverford College, Dept. of Political Science, 2009. / Includes bibliographical references.

Thesis (Ph.D.)--University of Florida, 2008. / Adviser: Lawrence Kenny. Includes bibliographical references.

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