Abstract

The global warming potential (GWP) and global temperature potential (GTP) are two common metrics to calculate the CO2 equivalent of greenhouse gases (GHGs). If the country’s GHG emissions are calculated with GTP instead of GWP, the shares of the EU, USA, Japan, Canada and South Africa rise in the period 1990–2005, and those of Brazil, Australia, China, India, Mexico and Russia decrease. From 2015 to 2030, the projected shares of the EU, USA, Japan and China will increase, but those of Russia, Canada, Australia, India, Mexico and Brazil will decrease. The reduced shares of Brazil and Australia and increased share of the EU might be one of the important reasons that Brazil and Australia suggested to adopt GTP instead of GWP as early as possible, but the EU opposed it. Wang, C.-K., X.-Z. Luo, and H. Zhang, 2013: Shares differences of greenhouse gas emissions calculated with GTP and GWP for major countries. Adv. Clim. Change Res., 4 (2), doi: 10.3724/SP.J.1248.2013.127.

Abstract

China is one of the major producers of chlorodifluoromethane (HCFC-22) in the world. A large amount of fluoroform (HFC-23) is emitted during the production of HCFC-22. Emission factors of HFC-23 were calculated in accordance with the monitoring reports of eleven HFC-23 clean development mechanism (CDM) projects in China and the HFC-23 emissions in 2000–2010 as well as that in 2011–2020 were estimated and projected, respectively. It is expected that, by the end of 2020, emissions of HFC-23 in China will be as much as 230 Mt CO2 -eq. If HCFC-22 producers voluntarily reduced HFC-23 emissions, it would contribute 3.2%–3.6% to the national CO2 emission reduction target for 2020. Lin, H., Y.-L. Cui, and L.-R. Yang, 2013: Analysis of potential for HFC-23 emission reduction in China’s fluorine chemical industry. Adv. Clim . Change Res ., 4(4), doi: 10.3724/SP.J.1248.2013.260.

Abstract

Three types of low-carbon vehicle technologies in China are reviewed. Potential effects are listed for those integrated energy-saving technologies for conventional vehicles. Low carbon transitions, including alternative vehicle power train systems and fuels, are discussed on their development status and trends, including life cycle primary fossil energy use and greenhouse gas emissions of each pathway. To further support the low-carbon vehicle technologies development, integrated policies should seek to: (1) employ those integrated energy-saving technologies, (2) apply hybrid electric technology, (3) commercialize electric vehicles through battery technology innovation, (4) support fuel cell vehicles and hydrogen technology R&D for future potential applications, (5) boost the R&D of second generation biofuel technology, and (6) conduct further research on applying low-carbon technologies including CO2 capture and storage technology to coal-based transportation solutions. Ou, X., and X. Zhang, 2010: The status quo and development trend of low-carbon vehicle technologies in China. Adv. Clim. Change Res., 1, doi: 10.3724/SP.J.1248.2010.00034.

Abstract

Based on the principle of common but differentiated responsibilities, the UNFCCC has different requirements on national GHG inventories submitted by Annex I and non-Annex I parties. Since 2007, the transparency of mitigation actions by developing countries, the submission frequency of national communications cored on national inventory and the relevant international consultation and analysis have become the key issues in climate negotiations. Relevant responsibilities of developing countries showed an increasing trend. Through the analysis of these different requirements, particularly on technical review system of national inventories on developed countries and of the current situation of China’s inventory development, the challenges faced by China are identified and the corresponding countermeasures are also put forward, including improving institutional arrangements and statistic system, building country-specific and comprehensive database and preparing for time-series inventory development. Zhu, S.-L., and W.-T. Wang, 2013: Development of national greenhouse gas emissions inventories in the context of international climate negotiations. Adv. Clim. Change Res., 4 (1), doi: 10.3724/SP.J.1248.2013.060.

Abstract

By using methods of carbon footprint analysis, and impacts of population, affluence and technology (IPAT), this article analyzes the carbon footprints of residence and travel, and their influential factors for different urban residential incomes, using 1, 500 household questionnaires in Shijiazhuang city, Hebei province. The results show that the process of urban residents improving their living standards is also a driving factor in the increase of their carbon footprints, at the same time, the progress in technology has a positive impact on reducing the carbon footprints of urban residence. This article suggests that some measures, such as promoting energy-saving buildings and central heating supply, and establishing the convenient and comfortable public transport system, should be taken to reduce the carbon footprints of residence and travel in Shijiazhuang city. Zhuang, X., K. Jiang, and X. Zhao, 2011: Analysis of the carbon footprint and its environmental impact factors for living and travel in Shijiazhuang city. Adv. Clim. Change Res., 2(3), doi: 10.3724/SP.J.1248.2011.00159.

Abstract

Biomass energy would become the most potential renewable energies, for whether wind power or photovoltaic, would be restricted by the nature thus cannot provide stable power, while biomass energy is the only renewable energy that can be used in the form of gas, liquid or solid stage, it could replace the fossil energy, lead a positive influence on the control of the greenhouse gases. Across the globe, the biomass produced through photosynthesis is about 200 Gt, or 99 Gtce per year. If 10% of the biomass is utilized, more than 4 Gt of fuel ethanol and other bioenergy products can be produced, equivalent to 4.13 Gt of petroleum consumed by the world in 2014. Therefore, bioenergy can be a feasible alternative to fossil energy.

Abstract

This study reviewed the status of PM2.5 and tropospheric O3 observations in China (15–55°N, 72–136°E). Initially, the distribution of tropospheric O3 over the globe and China was determined based on satellite observations made during 2010–2013. The annual mean values were 29.78 DU and 33.97 DU over the globe and China, respectively. The distribution of PM2.5 and seasonal changes in concentrations in China were then simulated using an aerosol chemistry–climate coupled model system, with an annual mean value of 0.51 × 10−8 kg m−3 . The contributions from five different aerosols to the simulated PM2.5 concentrations in different seasons were also determined. The relationships among the emissions of aerosols, greenhouse gases and their precursors and radiative forcings were determined with reference to the (IPCC AR5) Intergovernmental Panel on Climate Change the Fifth Assessment Report. From these relationships, the possible effects of controlling O3 precursors and (PM) particulate matter on the climate were considered. The influence of the control of O3 precursors was not totally clear, and reducing emissions of short-lived greenhouse gases and black carbon was considered a secondary measure for short-term (the next 50 years) climate-change mitigation. Reducing emissions of CO2 is still the best strategy for meeting the target of a global average rise in surface air temperature of less than 2 °C. Near- and short-term emission reduction strategies are important for both effective environmental protection and climate-change mitigation.

Abstract

Paper presented at the Session: “Urban goods surveys”; The surveys specifically focused on the thorough knowledge of urban freight transport appeared about ten years ago. The local problematic of goods transport at local level was partially taken into account by the city planners and by the researchers: until recent years, the integration of goods transport in the total urban flows models was estimated applying a multiplying factor to car traffic. Delivering goods was not considered like a concern."br /"Because of the quick growth of car traffic in the cities, the main stakes changed too: the fight against traffic congestion, the management of the lack of space (shipment consolidation and storage), the attempts to reduce local environmental impacts and global externalities (energy saving, reduction of greenhouse gas emissions), and economic valuation of city centres (under the pressure of a slowed down economic growth)."br /"All these changes were taking place in a context in which available rooms for manoeuvre were limited by factors such as congestion, concerns about the quality of urban life and budget restriction. It resulted in a growing unease on the freight transport industry and the city authorities, the latter having little or no data, methods and references in order to elaborate a satisfactory policy framework. Document type: Part of book or chapter of book

Abstract

Publisher Summary This chapter describes a mathematical model for a pipeline infrastructure for CO2 sequestration and utilizes various mathematical programming techniques to find minimum cost strategies for building and operating this pipeline network. The greenhouse gas emissions from direct combustion of fuels can be greatly reduced if they are replaced with hydrogen produced from fossil sources, and if hydrogen production is coupled with capture and secure sequestration of the resulting CO2 at storage sites such as aquifers and depleted hydrocarbon reservoirs. The transportation of CO2 from fossil hydrogen plants to sequestration sites can be accomplished via a pipeline network. The design of this pipeline is an important aspect of the overall energy network. It has been proposed that the CO2 produced at sources such as fossil energy conversion facilities and industrial process plants could be captured, compressed to supercritical pressures, transported via pipelines, and stored in underground geologic formations such as depleted oil and natural gas reservoirs and deep saline aquifers. A nonlinear model of the CO2 pipeline system is described, with appropriate constraints, and the lowest cost system is found using a state-of-the-art nonlinear optimization software called LOQO. The chapter also presents ways to model the behavior of the system over time, and to model the impact of uncertainties. Document type: Part of book or chapter of book

Abstract

Finland has set ambitious long-term targets, which aim to reduce greenhouse gas emissions from the transport sector and the whole energy system by 2050. By utilising the energy system model STREAM, which includes the power, heat and transport sectors, this paper develops two alternative scenarios for the transport sector by 2050—one with a high percentage of electric vehicles (EV) and another with a high percentage of biofuels (BIO), and compares the scenario results with a known Carbon-Neutral Scenario (CNS) which is adopted from the Nordic Energy Technology Perspective (IEA in Nordic energy technology perspective—pathways to a carbon-neutral energy future, 2013a). The socio-economic value of the total system cost is computed and the system integration of the transport sector with the electricity and heating sectors is simulated with an hourly time resolution. This study finds that a Finnish transport sector with a high share of EV by 2050 leads to the lowest total annual system cost of the scenarios and yields a reduction by 2.3% compared to CNS. While the transport configuration in the BIO scenario achieves the highest total annual system cost which is 0.4% higher than CNS. The robustness of the results is tested through a sensitivity analysis which shows that the costs (investment and maintenance) of biodiesel cars and EV are the most sensitive parameters in the comparative analysis of the scenarios. Document type: Part of book or chapter of book