No solvency Other factors reduce biodiversity
Dudley and Stolton No date[“Air pollution and biodiversity: a review” Nigel Dudley Sue Stolton http://www.equilibriumresearch.com/upload/document/airpollutionandbiodi4f9.pdf]
Biodiversity Over the past few decades, habitat loss has been the greatest single threat to biodiversity and ecosystem stability in most parts of the world. As a result, conservation effort has been directed towards reduction of these threats through establishment of reserves and protected areas and also, more recently, through changes in management. However, establishment of conservation areas offer little protection against change from air pollution, and research has now shown that many "protected areas" are, in fact, being reduced in value through the impacts of air pollution226. Indeed, protected areas may be particularly at risk. Recent analysis within Europe has suggested that conservation areas will suffer a disproportionately greater risk of pollution damage, as measured by critical loads, than the environment as a whole227. National parks and other conservation areas have tended to be established on land that is less suitable for agriculture or other commercial uses228, and thus often on acidic or base-poor soils, where effects of acidification are generally more acute.
Environmental destruction inev until addressing of social issues
Jaslin U. Salmon Ph.D. Jamaica January 2003 “IMPACT OF AGRICULTURAL AND ENVIRONMENTAL POLICIES ON SOCIO-ECONOMIC DEVELOPMENT IN LATIN AMERICA AND CARIBBEAN” http://www.iispec.org/main/file/IMPACT%20OF%20AGR%20&%20ENVIR%20POLICIES.pdf
There are several factors that have contributed to the current state of affairs in Latin America. In the region as well as in other parts of the world, there is a tendency to focus on specific instances of danger to the environment rather than on social causes; approaches to sustainable development tend to give disproportionate attention to the
18rainforests (especially Amazonia), to the neglect of other areas; because there is the notion that environmental destruction is an inevitable by-product of economic growth, environmentalist and policy makers are failing to explore the connection between political power and environmental destruction (Dore, 1996).
SOLVENCY Nonunique Emissions CO2 reduction is inevitable and within 40 years
Maizlish et al, Center for Chronic Disease Prevention and Health Promotion
California Department of Public Health, 11
(Neil Maizlish, James Woodcock, Sean Co, Bart Ostro, Amir Fanai, CDPH, “Health Co-Benefits and Transportation-Related Reductions in
Greenhouse Gas Emissions in the Bay Area:”, 11/21/11, http://www.cdph.ca.gov/programs/CCDPHP/Documents/ITHIM_Technical_Report11-21-11rev3-6-12.pdf)
For cars and light trucks, Lutsey 40 estimated CO2 reductions from 2000 to 2050 expected from¶ incremental engineering changes (drive train, accessories, refrigerants), penetration of gaselectric¶ hybrid vehicles and light duty diesels, increased biofuels usage, and the penetration of¶ electric vehicles. For incremental changes consistent with the BAU scenario, a 16% reduction is¶ predicted by 2035. The combination of all other technologies is predicted to reduce CO2¶ emissions by an additional 9% to 33.5%.¶ Annual aggregate carbon emissions at baseline were estimated from CO2 emission rates per¶ mile traveled for passenger vehicles in the SF Bay Area and from the annual miles of car-driver¶ travel estimated by BATS. The methods for calculating these carbon dioxide emission rates are¶ based on travel demand models and have been published elsewhere42. Aggregate CO2¶ emission reductions for the BAU and LCD scenarios applied percentage-wise reductions¶ estimated by Lutsey 40 to the 2000 baseline (Table 6). In the active transport scenarios, annual¶ car-driver miles per person were reduced by the active transport miles per person and multiplied¶ by the emission factor of 1.175 lbs. CO2/mi and the total projected population for 2035 38. Active¶ transport miles were credited entirely to car-driver miles holding car-passenger miles constant at¶ BAU levels. (Active transport miles were not apportioned to car-driver and car-passenger miles in their BAU ratio.)
Permafrost US and international community is currently researching further into permafrost and climate change
Schuur, Edward and Abbott, Benjamin 30 November 2011 “Climate change: high risk of permafrost thaw” Edward Schuur is in the Department of Biology at the University of Florida, Gainesville, Florida 32611, USA.¶ Edward A. G. Schuur¶ Benjamin Abbott is in the Institute of Arctic Biology at the University of Alaska, Fairbanks, Alaska 99775, USA. http://www.nature.com/nature/journal/v480/n7375/full/480032a.html
The scientific community needs to collect more data and develop more-sophisticated models to test the hypotheses presented by this survey. Fortunately, awareness of the problem is increasing and these are starting to happen. The US Department of Energy, for example, has initiated a project called Next-Generation Ecosystem Experiments — Arctic, which aims to improve the representation of these processes in large-scale models. NASA is pursuing an Arctic–Boreal Vulnerability Experiment, which aims to improve satellite observations of this region. The Vulnerability of Permafrost Carbon Research Coordination Network funded by the US National Science Foundation, of which we are part, is bringing together people and observations to synthesize results and validate models. These are just some of the many international initiatives aimed at filling these research gaps.¶ In the meantime, our survey outlines the additional risk to society caused by thawing of the frozen north, and underscores the urgent need to reduce atmospheric emissions from fossil-fuel use and deforestation. This will help to keep permafrost carbon frozen in the ground.¶
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