A review of the use of LNG versus HFO in maritime industry

China is one of the largest contributors to global greenhouse gas (GHG) emissions, and the livestock sector is a major source of non-CO2 GHG emissions. Mitigation of GHG emissions from the livestock sector is beneficial to the sustainable development of the livestock sector in China. This study investigated the provincial level of GHG emissions from the livestock sector between 2000 and 2020 in China, to determine the driving factors affecting the provincial-level GHG emissions from the livestock sector, based on the logarithmic mean Divisia index (LMDI) model, which took into account of technological progress, livestock structure, economic factor, and agricultural population. Moreover, a gray model GM (1, 1) was used to predict livestock GHG emissions in each province until 2030 in China. The results showed that the GHG of Chinese livestock sector was decreased from 195.1 million tons (MT) CO2e in 2000 to 157.2 MT CO2e in 2020. Henan, Shandong, and Hebei provinces were the main contributors to the reduction in Chinese livestock GHG emissions, with their livestock GHG emissions reduced by 60.1%, 53.5% and 45.5%, respectively, in 2020 as compared to 2000. The reduction in GHG emissions from the Chinese livestock sector can be attributed to two main factors: technological progress and the shrinking of the agricultural laborers. In contrast, the agricultural economic development model with high input and high emissions showed a negative impact on GHG emission reduction in China’s livestock sector. Furthermore, the different livestock structure in each province led to different GHG reduction effects on the livestock sector. Under the gray model GM (1,1), the GHG emissions of the livestock sector will be reduced by 33.7% in 2030 as compared with 2020 in China, and the efficiency factor will account for 76.6% of the positive effect of GHG reduction in 2030. The eastern coastal region will be the main contributor to the reduction of GHG emissions from the Chinese livestock sector in 2030. Moreover, recommendations (such as upgrading livestock management methods and promoting carbon emission mitigation industries) should be proposed for the environmentally sustainable development of the livestock sector in the future.

Shipping remains a crucial element of global trade and commerce, facilitating over 90% of international trade by volume. The maritime industry’s advanced logistics chains are vital for the timely delivery of goods, supporting both economic growth and employment. However, it is also a significant source of pollution, accounting for approximately 3% of global greenhouse gas (GHG) emissions, and contributing 13% of nitrogen oxides (NOx) and 12% of sulfur oxides (SOx). Additionally, shipping emits harmful pollutants, including particulate matter (PM), black carbon (BC), and methane (CH4). These emissions not only impact the global climate but also pose severe health risks to communities near shorelines, contributing to asthma, respiratory and cardiovascular diseases, lung cancer, and premature death.The International Maritime Organization (IMO) is actively engaged in mitigating these environmental impacts as part of its support for the UN Sustainable Development Goal 13, which addresses climate change in alignment with the 2015 Paris Agreement. The IMO has implemented several regulations to curb GHG emissions from shipping, beginning with mandatory energy efficiency measures introduced on July 15, 2011. Subsequent regulations include the Initial IMO GHG Strategy (2018) and the updated Strategy on Reduction of GHG Emissions from Ships (2023). The 2023 strategy sets ambitious targets to achieve near-zero GHG emissions from international shipping by around 2050, with interim goals of reducing emissions by at least 20% by 2030 and 70-80% by 2040. It also aims to cut the carbon intensity of international shipping by at least 40% by 2030, measured as CO2 emissions per unit of transport work. As of January 1, 2023, ships are required to calculate their Energy Efficiency Existing Ship Index (EEXI) and establish an annual operational Carbon Intensity Indicator (CII), with ratings from A to E indicating energy efficiency (International Maritime Organization).In response to evolving regulations aimed at reducing GHG emissions, we propose a machine learning framework to improve emission predictions, with a particular focus on the Saint Lawrence River. Currently, emissions in the Canadian shipping sector are calculated a posteriori, with Environment and Climate Change Canada (ECCC) providing a national marine emissions inventory and a comprehensive visualization tool. This tool enables users to analyze shipping activities and emissions across Canada by filtering data through various parameters.Our proposed work is designed to predict GHG emissions for vessels navigating the Saint Lawrence River, with plans for broader application across Canada. By employing a bottom-up methodology, we create a detailed emissions inventory based on individual vessel activities, leveraging Automatic Identification System (AIS) data to capture the spatiotemporal dynamics of shipping (Spire). To enhance accuracy, we incorporate vessel-specific information from CLARKSONS, including engine type, fuel type, and power, along with meteorological data such as current speed to account for external factors affecting emissions. Machine learning models, particularly deep learning techniques, are employed in the prediction phase, enabling the model to continually improve with new data. This scalable approach not only enhances environmental monitoring but also supports national efforts to reduce GHG emissions from marine transportation across Canada.

While global greenhouse gas (GHG) emissions are still rising, a number of countries have emerged with a sustained record of emissions reductions. In this article, we identify these countries and examine their progress, exploring how fast, how deep, and in which sectors they have reduced emissions. We analyse changes in all major GHG emissions sources, with both production – and consumption-based accounting, but exclude very small countries with high volatility, along with land-use, land-use change and forestry CO2 emissions. We find that 24 countries have sustained reductions in annual CO2 and GHG emissions between 1970 and 2018, in total equalling 3.2 GtCO2eq since their respective emissions peaks. In all but three countries, overall GHG reductions are less than energy and industrial CO2 reductions alone. We group countries into three types of emissions pathway: six former Eastern Bloc countries, where emissions declined rapidly in the 1990s and have continued on a downward trajectory since; six Long-term decline countries, which have sustained reductions since the 1970s; and 12 Recent peak countries, whose emissions decline began in the 2000s. In all cases, emissions reductions were achieved primarily in the energy systems sector, specifically in electricity and heat generation, which still remains the largest source of emissions in most countries. By contrast, in the transport sector, emissions tend to be stable or increasing. Transport is the second largest source of current emissions in Recent peak and Long-term decline countries. While the total GHG reductions of these 24 countries are trivial compared to recent global emissions growth, some have achieved a decline of up to 50% in their annual emissions, showing what is possible even under very moderate climate action. Most countries achieved emissions reductions alongside sustained economic growth, and some approached the fast annual rates of change that will be needed across the world in the coming decades to limit warming to 2°C. This raises the hope that more substantive climate policy, as planned in a growing number of countries, may bring about deeper and more rapid emissions reductions than some may expect today. Key policy insights 24 countries have sustained CO2 and GHG emissions reductions between 1970 and 2018 The annual emissions reductions of some countries are within the range of those needed to limit global warming to 2°C, but not consistently, nor across all underlying sectors Most emissions reductions were achieved in the energy sector; transport emissions have remained stable or continue to grow

Advanced wastewater treatment processes and novel technologies are adopted to improve nutrient removal from wastewater so as to meet stringent discharge standards. Municipal wastewater treatment plants are one of the major contributors to the increase in the global greenhouse gas (GHG) emissions and therefore it is necessary to carry out intensive studies on quantification, assessment and characterization of GHG emissions in wastewater treatment plants, on the life cycle assessment from GHG emission prospective, and on the GHG mitigation strategies. Greenhouse Gas Emission and Mitigation in Municipal Wastewater Treatment Plants summarises the recent development in studies of greenhouse gases’ (CH4 and N2O) generation and emission in municipal wastewater treatment plants. It introduces the concepts of direct emission and indirect emission, and the mechanisms of GHG generations in wastewater treatment plants’ processing units. The book explicitly describes the techniques used to quantify direct GHG emissions in wastewater treatment plants and the protocol used by the Intergovernmental Panel on Climate Change (IPCC) to estimate GHG emission due to wastewater treatment in the national GHG inventory. Finally, the book explains the life cycle assessment (LCA) methodology on GHG emissions in consideration of the energy and chemical usage in municipal wastewater treatment plants. In addition, the strategies to mitigate GHG emissions are discussed. The book provides an overview for researchers, students, water professionals and policy makers on GHG emission and mitigation in municipal wastewater treatment plants and industrial wastewater treatment processes. It is a valuable resource for undergraduate and postgraduate students in the water, climate, and energy areas; for researchers in the relevant areas; and for professional reference by water professionals, government policy makers, and research institutes. ISBN: 9781780406305 (Print) ISBN: 9781780406312 (eBook) ISBN: 9781780409054 (ePUB)

Greenhouse gas emissions from the shipping industry are one of the important causes of global climate change. Marine transportation, although indispensable and has made a significant contribution to economic development, emits about 940 million tons of carbon dioxide (CO2) each year, accounting for about 2.5% of global greenhouse gas (GHG) emissions according to the Third IMO GHG Study 2014. As one of the major shipping nations, China has been committed to solving the problems of GHG control through extensively global cooperation with international organizations and other countries at all times. China has also continuously improved domestic legislation and strengthen law enforcement for the purpose of reducing gas emissions from shipping since the year of 2000. Although China has made quite a number of achievements in energy saving and GHG emission reduction in the shipping industry. on the road to green shipping, China still faces various problems and challenges. By analyzing the status of shipping industries and the practices in GHG control in shipping sector in China and discussing the obstacles in the Improvement of Ship EE & GHG Emission Reduction and Evaluations under the current circumstance, this paper proposed further actions to be taken to reduce GHG emissions in shipping sectors in China.

Abstract. To track progress towards keeping global warming well below 2 ∘C or even 1.5 ∘C, as agreed in the Paris Agreement, comprehensive up-to-date and reliable information on anthropogenic emissions and removals of greenhouse gas (GHG) emissions is required. Here we compile a new synthetic dataset on anthropogenic GHG emissions for 1970–2018 with a fast-track extension to 2019. Our dataset is global in coverage and includes CO2 emissions, CH4 emissions, N2O emissions, as well as those from fluorinated gases (F-gases: HFCs, PFCs, SF6, NF3) and provides country and sector details. We build this dataset from the version 6 release of the Emissions Database for Global Atmospheric Research (EDGAR v6) and three bookkeeping models for CO2 emissions from land use, land-use change, and forestry (LULUCF). We assess the uncertainties of global greenhouse gases at the 90 % confidence interval (5th–95th percentile range) by combining statistical analysis and comparisons of global emissions inventories and top-down atmospheric measurements with an expert judgement informed by the relevant scientific literature. We identify important data gaps for F-gas emissions. The agreement between our bottom-up inventory estimates and top-down atmospheric-based emissions estimates is relatively close for some F-gas species (∼ 10 % or less), but estimates can differ by an order of magnitude or more for others. Our aggregated F-gas estimate is about 10 % lower than top-down estimates in recent years. However, emissions from excluded F-gas species such as chlorofluorocarbons (CFCs) or hydrochlorofluorocarbons (HCFCs) are cumulatively larger than the sum of the reported species. Using global warming potential values with a 100-year time horizon from the Sixth Assessment Report by the Intergovernmental Panel on Climate Change (IPCC), global GHG emissions in 2018 amounted to 58 ± 6.1 GtCO2 eq. consisting of CO2 from fossil fuel combustion and industry (FFI) 38 ± 3.0 GtCO2, CO2-LULUCF 5.7 ± 4.0 GtCO2, CH4 10 ± 3.1 GtCO2 eq., N2O 2.6 ± 1.6 GtCO2 eq., and F-gases 1.3 ± 0.40 GtCO2 eq. Initial estimates suggest further growth of 1.3 GtCO2 eq. in GHG emissions to reach 59 ± 6.6 GtCO2 eq. by 2019. Our analysis of global trends in anthropogenic GHG emissions over the past 5 decades (1970–2018) highlights a pattern of varied but sustained emissions growth. There is high confidence that global anthropogenic GHG emissions have increased every decade, and emissions growth has been persistent across the different (groups of) gases. There is also high confidence that global anthropogenic GHG emissions levels were higher in 2009–2018 than in any previous decade and that GHG emissions levels grew throughout the most recent decade. While the average annual GHG emissions growth rate slowed between 2009 and 2018 (1.2 % yr−1) compared to 2000–2009 (2.4 % yr−1), the absolute increase in average annual GHG emissions by decade was never larger than between 2000–2009 and 2009–2018. Our analysis further reveals that there are no global sectors that show sustained reductions in GHG emissions. There are a number of countries that have reduced GHG emissions over the past decade, but these reductions are comparatively modest and outgrown by much larger emissions growth in some developing countries such as China, India, and Indonesia. There is a need to further develop independent, robust, and timely emissions estimates across all gases. As such, tracking progress in climate policy requires substantial investments in independent GHG emissions accounting and monitoring as well as in national and international statistical infrastructures. The data associated with this article (Minx et al., 2021) can be found at https://doi.org/10.5281/zenodo.5566761.

Agricultural activities are a substantial contributor to global greenhouse gas (GHG) emissions, accounting for about 58% of the world's anthropogenic non-carbon dioxide GHG emissions and 14% of all anthropogenic GHG emissions, and agriculture is often viewed as a potential source of relatively low-cost emissions reductions. We estimate the costs of GHG mitigation for 36 world agricultural regions for the 2000–2020 period, taking into account net GHG reductions, yield effects, livestock productivity effects, commodity prices, labor requirements, and capital costs where appropriate. For croplands and rice cultivation, we use biophysical, process-based models (DAYCENT and DNDC) to capture the net GHG and yield effects of baseline and mitigation scenarios for different world regions. For the livestock sector, we use information from the literature on key mitigation options and apply the mitigation options to emission baselines compiled by EPA.

Agricultural activities are a substantial contributor to global greenhouse gas (GHG) emissions, accounting for about 58% of the world's anthropogenic non‐carbon dioxide GHG emissions and 14% of all anthropogenic GHG emissions, and agriculture is often viewed as a potential source of relatively low‐cost emissions reductions. We estimate the costs of GHG mitigation for 36 world agricultural regions for the 2000–2020 period, taking into account net GHG reductions, yield effects, livestock productivity effects, commodity prices, labor requirements, and capital costs where appropriate. For croplands and rice cultivation, we use biophysical, process‐based models (DAYCENT and DNDC) to capture the net GHG and yield effects of baseline and mitigation scenarios for different world regions. For the livestock sector, we use information from the literature on key mitigation options and apply the mitigation options to emission baselines compiled by EPA.

As global urbanization accelerates, it is projected that 68% of the world’s population will live in cities by 2050, leading to more high-rise buildings and a growing environmental impact from elevators. The IPCC Sixth Assessment Report emphasizes the need to reduce global greenhouse gas (GHG) emissions by 43% by 2030 and 60% by 2035. A circular economy strategy and GHG reduction for elevators is essential to meet these targets. Currently, most GHG emissions from elevators are generated during production and operation, with the industry primarily focusing on reducing operational emissions. However, eco-design and GHG reduction in production are necessary. This study examines the potential for reducing GHG emissions from elevators through the eco-design of materials, evaluated using life cycle assessment (LCA). As a representative example, a 9-person machine room-less elevator for apartment buildings was evaluated. The LCA results demonstrated that the primary source of emissions during the production stage is the steel components, including the car structure and the rail within the hoist way. To examine future emission trends, scenarios for the power emission factor in 2030 and 2035 were initially set up. Based on these scenarios, emissions during the production stage of the elevator were projected when the steel materials used are blast furnace iron produced from iron ore as the raw material. Subsequently, emissions in 2030 and 2035 were evaluated for several scenarios in which steel materials are composed of a mixture of blast furnace iron, electric arc furnace (EAF) iron produced by electro-refining of iron scrap, and hydrogen direct reduction iron (H2-DRI) produced by direct reduction of iron ore with hydrogen. Furthermore, scenarios were established in which partial reuse of steel components was implemented in addition to the types of steel materials mentioned above, and emissions were evaluated accordingly. These studies indicate that while the utilization of EAF iron and H2-DRI is effective in achieving the 2030 reduction target, it falls short of achieving the 2035 target. However, the scenario of reusing steel components, in addition to the aforementioned factors, gives a reasonable prospect of meeting the 2035 target. The results indicate that combining the use of low-emission materials with the reuse of parts based on a circular economy is a fundamental strategy for eco-design in the production stage of elevators. Implementing this in conjunction with existing measures such as energy conservation will make a significant contribution to preventing global warming associated with urbanization.

The Sixth Assessment Report by the Intergovernmental Panel on Climate Change (IPCC) stresses the urgency to rapidly reduce global Greenhouse Gas (GHG) emissions to contain global warming. The main focus in the design of bulk vessels for several decades has been maximizing cargo-carrying capacity at the lowest build cost. Reduction in energy consumption and emissions, if achieved at all, was heavily limited by the main design focus. This paper decarbonizes bulk shipping by combining ship design and alternative power. The results indicate: First, building more slender bulk vessels that are powered with wind-assisted propulsion reduces fuel consumption and GHG emissions by around 25% at an abatement cost of less than Zero, i.e., free of charge; Second, when combining slender hull and wind-assisted propulsion with Zero-carbon fuels, a 100% GHG reduction comes at an abatement cost of 328 USD per ton of CO2, which is still significantly less than the 459 USD per ton of CO2 with Zero-carbon fuels only.

Meat and eggs produced by chickens represent an important economic resource in many economies. In future, global greenhouse gas (GHG) emissions produced by chickens will increase due to greater food demand. This study analyses the GHG emissions of chickens and identifies sustainable policy strategies for production intensification and GHG reduction. It advances beyond previous studies by combining GHG reduction and improving meat and egg production rather than reporting mitigation options only, and can thus provide low-emission pathways. The contemporaneous intensification of chicken production and GHG emission reduction are feasible for broiler, layer and backyard chickens in Moldova. For farmers, this important goal can be achieved by using feeds of good quality and high digestibility. An efficient utilization of feeds for backyard chickens (by a dietary replacement of 10% dry matter (DM) intake of fresh grass with 10% DM intake of barley) had the effect of reducing the total emissions to 78179, 79682 and 81238 tons of carbon dioxide-equivalent/year (t CO2-eq/year), increasing meat production to 2376, 2422 and 2469 t carcass weight/year and increasing egg production (in shell) to 47846, 48793, and 49741 t eggs/year with an increase of chickens of 2%, 6% and 10% per year, respectively. Policymakers can do a great deal to support the abatement of chicken emissions by developing long-term strategies, and regulations that are aimed towards mitigation targets and technologies. To effectively maximize emission reduction and increase production, however, policymakers must overcome the existing national barriers.Keywords: feed, greenhouse gas, manure, mitigation, policy

Greenhouse gas emissions from different municipal solid waste management scenarios in China: Based on carbon and energy flow analysis

Key factors affecting greenhouse gas emissions in the Canadian industrial sector: A decomposition analysis

The refining industry is the third-largest source of global greenhouse gas (GHG) emissions from stationary sources, so it is at the forefront of the energy transition and net zero pathways. The dynamics of contributors in this sector such as crucial countries, leading enterprises, and key emission processes are vital to identifying key GHG emitters and supporting targeted emission reduction, yet they are still poorly understood. Here, we established a global sub-refinery GHG emission dataset in a long time series based on life cycle method. Globally, cumulative GHG emissions from refineries reached approximately 34.1 gigatons (Gt) in the period 2000-2021 with an average annual increasing rate of 0.7%, dominated by the United States, EU27&UK, and China. In 2021, the top 20 countries with the largest GHG emissions of oil refining accounted for 83.9% of global emissions from refineries, compared with 79.5% in 2000. Moreover, over the past two decades, 53.9-57.0% of total GHG emissions came from the top 20 oil refining enterprises with the largest GHG emissions in 12 of these 20 countries. Retiring or installing mitigation technologies in the top 20% of refineries with the largest GHG emissions and refineries with GHG emissions of more than 0.1 Gt will reduce the level of GHG emissions by 38.0%-100.0% in these enterprises. Specifically, low-carbon technologies installed on furnaces and boilers as well as steam methane reforming will enable substantial GHG mitigation of more than 54.0% at the refining unit level. Therefore, our results suggest that policies targeting a relatively small number of super-emission contributors could significantly reduce GHG emissions from global oil refining.

BackgroundFood production accounts for 30% of global greenhouse gas (GHG) emissions. Less environmentally sustainable diets are also often more processed, energy-dense and nutrient-poor. To date, the environmental impact of diets have mostly been based on a limited number of broad food groups.ObjectivesWe link GHG emissions to over 3000 foods, assessing associations between individuals’ GHG emissions, their nutrient requirements and their demographic characteristics. We also identify additional information required in dietary assessment to generate more accurate environmental impact data for individual-level diets.MethodsGHG emissions of individual foods, including process stages prior to retail, were added to the UK Composition Of Foods Integrated Dataset (COFID) composition tables and linked to automated online dietary assessment for 212 adults over three 24-hour periods. Variations in GHG emissions were explored by dietary pattern, demographic characteristics and World Health Organization Recommended Nutrient Intakes (RNIs).ResultsGHG emissions estimates were linked to 98% (n = 3233) of food items. Meat explained 32% of diet-related GHG emissions; 15% from drinks; 14% from dairy; and 8% from cakes, biscuits and confectionery. Non-vegetarian diets had GHG emissions 59% (95% CI 18%, 115%) higher than vegetarian. Men had 41% (20%, 64%) higher GHG emissions than women. Individuals meeting RNIs for saturated fats, carbohydrates and sodium had lower GHG emissions compared to those exceeding the RNI.DiscussionPolicies encouraging sustainable diets should focus on plant-based diets. Substituting tea, coffee and alcohol with more sustainable alternatives, whilst reducing less nutritious sweet snacks, presents further opportunities. Healthier diets had lower GHG emissions, demonstrating consistency between planetary and personal health. Further detail could be gained from incorporating brand, production methods, post-retail emissions, country of origin, and additional environmental impact indicators.