Abstract

This paper introduces the development of Carbon Capture and Storage (CCS) technology, the progress in CCS demonstration projects, and regulations and policies related to CCS. Barriers and limitations for the large-scale deployment of CCS are discussed. CCS and different technological solutions for emission reduction (e.g., energy conservation and renewable energy) are compared. The analysis shows that China should carefully evaluate the negative impacts of CCS deployment and needs to enhance the research and development input in CCS in order to master core technologies of CCS systems. Furthermore, CCS incentives should depend on actual CCS development. Based on the current situation, China may need to focus on retrofitting existing thermal power plants with CCS technology, so CCS can be promoted for future large-scale application. Fan, Y., L. Zhu, and X. Zhang, 2011: Analysis of global CCS technology, regulations and its potential for emission reduction with focus on China. Adv. Clim. Change Res., 2 (2), doi: 10.3724/SP.J.1248.2011.00057.

Abstract

Based on the annual production data collected by the Statistic Center of the Ministry of Railways of the People’s Republic of China, we calculated the energy saving and direct emission reductions of CO2, soot, SO2, CO, NOx and Cn Hm of electrified railways, and analyzed their dynamic characteristics during the period of 1975–2007. The results show that during this period, the annual mean values of energy saving is 1.23×106 tce, and direct emission reduction of CO2, soot, SO2, CO, NOx and Cn Hm are 4.267×106 t, 20.5×103 t, 3.0×103 t, 9.6×103 t, 67.9×103 t, and 6.9×103 t per year, respectively. The annual average increasing rates of energy saving is 139×103 tce, and direct emission reduction of CO2, soot, SO2, CO, NOx and Cn Hm are 483×103 t, 2.3×103 t, 0.34×103 t, 1.1×103 t, 7.7×103 t and 0.78×103 t per year, respectively. The electrified railways have played an important role in decreasing the energy consumption and air pollutant emissions of China’s railway system. The results of this study could provide some reference knowledge for future reductions of energy consumption and waste gas emission in China’s railway transportation. He, J., and Y. Xu, 2011: Energy saving and emission reduction estimations of electrified railways in China. Adv. Clim. Change Res., 2 (4), doi:10.3724/SP.J.1248.2011.00211.

Abstract

HFC-134a is the most important alternative to CFC-12 used in the mobile air-conditioner sector in China. The consumption of HFC-134a has been increasing rapidly in recent years. It becomes the most consumed HFC in the sector. Selecting 2005 as the base line year, future consumption and emission amounts of HFC-134a are estimated through an analysis of a combined scenario: 1) replacement by non-HFC-134a blends, 2) good practice in servicing, 3) technology promotion, and 4) government policies on control of HFC-134a emissions. The analysis shows that HFC-134a consumption and emissions will continue to increase in the next 10 years. The projected HFC-134a consumption will approach 20, 150 t and 34, 875 t in 2010 and 2015 respectively, while the estimated emission amounts will reach 16, 065 t and 30, 186 t (i.e., 21 Mt CO2 -eq and 39 Mt CO2 -eq emissions) correspondingly. Compared with the business-as-usual scenario, the expected emission reductions in 2010 and 2015 will range between 6.7 Mt CO2 -eq and 13.0 Mt CO2 -eq. Hu, J., D. Wan, C. Li, et al., 2010: Forecasting of consumption and emission of HFC-134a used in mobile air-conditioner sector in China. Adv. Clim. Change Res., 1, doi: 10.3724/SP.J.1248.2010.00020.

Abstract

Fuel economy is a key aspect to reduce operating costs and improve efficiency of freight traffic, thus increasing truck competitiveness. The main objective of the IMPERIUM project (IMplementation of Powertrain Control for Economic and Clean Real driving EmIssion and ConsUMption) is to achieve fuel consumption reduction by 20% (diesel and urea) whilst keeping the vehicle within the legal limits for pollutant emissions. The approach relies on three stages targeting the improvement of the control strategy: (a) direct optimisation of the control of the main components (engine, exhaust after-treatment, transmission, waste heat recovery, e-drive) to maximize their performances, (b) global powertrain energy manager to coordinate the different energy sources and optimize their use depending on the current driving situation, (c) providing a more comprehensive understanding of the mission (eHorizon, mission-based learning) such that the different energy sources can be planned and optimized on a long term. The IMPERIUM consortium consists of major European actors and is able to provide a 100% European value chain for the development of future powertrain control strategies for trucks. This paper addresses the opportunities for powertrain optimization from the control strategy point of view, by modeling the physical behaviour of the truck, presenting the existing control strategies, and finally identifying the opportunities for additional, look-ahead mission-related information.

Abstract

This study was conceived on the basis of a request by Ukraine’s Ministry of Agricultural Policies and Food (MoAPF). In 2013, the MoAPF explored the World Bank’s interest for investing in grain hoppers, following a deficit of hoppers and concerns about related difficulties for grain transport. In response, the World Bank secured resources from the Multi Donor Trust Fund for Trade and Development (TF016693) to carry out a review of grain logistics in Ukraine in order to better understand the challenges facing the sector. The objectives of this report are to assess the functioning of the grain logistics system, identify bottlenecks and put forward practical recommendations for investments and reform. Research points to five key drivers of current high logistics costs: (i) lack of regulatory clarity and sub-optimal management of public assets that create barriers to private investments; (ii) underutilization of river transport, (iii) underinvestment in rail transport; (iv) inefficiencies in storage management, and (v) excessive use of road transport. However, there are two important limitations of the report that should be taken into account. First, the ongoing crisis remains a source of uncertainty. It has so far had limited impact on grain production and logistics, yet access to finance has become more difficult and other impacts might arise in the future. Second, there are two areas that the report does not address: customs and ports. Both are important elements of logistics costs and deserve a comprehensive analysis in the future.

Abstract

This paper is made NOx pollution emitted by port auxiliary vessels, specifically by harbour tugs, due to its unique operating characteristics of operation, require a large propulsion power changes discontinuously, also possess some peculiar technical characteristics, large tonnage and high propulsive power, that differentiate them from other auxiliary vessels of the port. Taking into account all the above features, there are no studies of the NOx emission engines caused by different working regimes of power because engine manufacturers have not measured these emissions across the range of operating power, but usually we only report the pollution produced by its engines to a maximum continuous power. Document type: Article

Abstract

This paper describes a methodology for the application of Multi-Criteria Decision-Making (MCDM) on the technology selection for emissions reduction from shipping under uncertainties and incomplete information. Nine criteria in four aspects, including technological (maturity), economic (capital cost and operation cost), environmental (effects of SO "sub"x"/sub", NO "sub"x"/sub", GHG, and PM reduction), and social-political aspects (government support and social acceptability), were used for the sustainability assessment. The study aims at developing the methodology for technology selection for emissions reduction from shipping by combining Fuzzy Analytic Hierarchy Process (AHP) and VIKOR. Fuzzy AHP was used to determine the weights of the evaluation criteria and the relative performance of the alternatives with respect to each evaluation criterion, and VIKOR was used to prioritize the alternative technologies. The two methods of VIKOR and the traditional AHP were combined to validate the proposed methodology. Three alternative technologies of low sulphur fuel, scrubber and LNG were studied using the proposed model, and the results indicate that the proposed methodology is capable of assisting the decision-makers to select the most sustainable technology for emissions reduction from shipping under uncertainties and incomplete information.