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With climate change, an increasingly important focus of scientific and policy discourse, the Russian government has aimed to position the country as one of the leaders of the global process for addressing climate change. This article reviews a breadth of literature to analyze the politico-economic situation in Russia with regard to international climate change negotiations, related domestic policies, societal attitudes, and climatic change impacts on Russia's territory. The analysis demonstrates how Russia has a pivotal role in influencing the future direction of international climate change mitigation and adaptation. Not only is Russia predisposed geographically to the impacts of climate change, but also it is a major emitter of greenhouse gases and a global supplier of fossil fuels, and remains a major force in international politics. This unique confluence of circumstances leaves Russia with a challenging dilemma. It can choose to acquiesce to short-term political and economic considerations, adopt weak mitigation measures, and face potentially significant impacts. Or it can apply its considerable attributes and powers to initiate an epoch of international action to secure a low-carbon climate-resilient future. Although the former will see Russia subsumed into the international malaise on climate change, the latter may both quench the nation's 'thirst for greatness' and fill the void of international leadership. © 2013 John Wiley & Sons, Ltd.

From Springer Nature via Jisc Publications Router ; History: received 2019-12-31, accepted 2020-05-11, registration 2020-05-12, pub-electronic 2020-06-12, online 2020-06-12, collection 2020-12 ; Publication status: Published ; Funder: Engineering and Physical Sciences Research Council (GB); Grant(s): EP/L016141/1 ; Funder: Engineering and Physical Sciences Research Council; doi: http://dx.doi.org/10.13039/501100000266; Grant(s): EPSRC Doctoral Training Partnership ; Abstract: The concept of "committed emissions" allows us to understand what proportion of the Paris-constrained and rapidly diminishing global carbon dioxide (CO2) budget is potentially taken up by existing infrastructure. Here, this concept is applied to international shipping, where long-lived assets increase the likelihood for high levels of committed emissions. To date, committed emissions studies have focussed predominantly on the power sector, or on global analyses in which shipping is a small element, with assumptions of asset lifetimes extrapolated from other transport modes. This study analyses new CO2, ship age and scrappage datasets covering the 11,000 ships included in the European Union's new emissions monitoring scheme (EU MRV), to deliver original insights on the speed at which new and existing shipping infrastructure must be decarbonised. These results, using ship-specific assumptions on asset lifetimes, show higher committed emissions for shipping than previous estimates based on asset lifetimes similar to the road transport sector. The estimated baseline committed emissions value is equivalent to 85–212% of the carbon budget for 1.5 °C that is available for these EU MRV ships, with the central case exceeding the available carbon budget. The sector does, however, have significant potential to reduce this committed emissions figure without premature scrappage through a combination of slow speeds, operational and technical efficiency measures, and the timely retrofitting of ships to use zero-carbon fuels. Here, it is shown that if mitigation measures are applied comprehensively through strong and rapid policy implementation in the 2020s, and if zero-carbon ships are deployed rapidly from 2030, it is still possible for the ships in the EU MRV system to stay within 1.5 °C carbon budgets. Alongside this, as there are wide variations between and within ship types, this new analysis sheds light on opportunities for decision-makers to tailor policy interventions to deliver more effective CO2 mitigation. Delays to appropriately stringent policy implementation would mean additional measures, such as premature scrappage or curbing the growth in shipping tonne-km, become necessary to meet the Paris climate goals.

Delivering reductions in greenhouse gas emissions from the aviation sector requires support and action from all tiers of government. There has been considerable focus on the policies that can be implemented at international and national levels; however, sub-national bodies can also play an important and influential role. In order to identify what this role may be, it is important for sub-national governments to have an understanding of the size of their potential emissions responsibility. At present there is no widely accepted methodology for the apportionment of either international or domestic aviation emissions to sub-national levels. This paper assesses a number of existing consumer- and producer-based CO2 apportionment regimes that could be used to allocate the emissions from aviation to regional and other sub-national levels. This is followed by the presentation of a new hybrid consumer-producer apportionment regime applicable to aviation. This new approach is designed to provide an emissions baseline for a region that reflects its share of responsibility for the UK's aviation emissions as both a producer of emissions and consumer of the services provided by aviation. © 2010 Elsevier Ltd.