A Study on Evolution and Driving Forces of Carbon Dioxide Emissions

Solving the problem of carbon dioxide emissions

This cross-national study employs a time-series cross-sectional Prais-Winsten regression model with panel-corrected standard errors to examine the relationship between renewable energy consumption and economic growth, and its impact on total carbon dioxide emissions and carbon dioxide emissions per unit of GDP. Findings indicate that renewable energy consumption has its largest negative effect on total carbon emissions and carbon emissions per unit of GDP in low-income countries. Contrary to conventional wisdom, renewable energy has little influence on total carbon dioxide emissions or carbon dioxide emissions per unit of GDP at high levels of GDP per capita. The findings of this study indicate the presence of a “renewable energy paradox,” where economic growth becomes increasingly coupled with carbon emissions at high levels of renewable energy, and the negative effect of economic growth on carbon emissions per unit of GDP lessens as renewable energy increases. These findings suggest that public policy should be directed at deploying renewable energy in developing countries, while focusing on non-or-de-growth strategies accompanied with renewable energy in developed nations.

As the largest emitter of greenhouse gases in the world, the peak values of Chinese CO2 emissions have attracted extensive attention at home and abroad. The carbon dioxide emissions of the Chinese transportation industry, accounting for 9.5% of total carbon dioxide emissions, is one of the high-emission industries, and its total carbon dioxide emissions continue to rise. Therefore, the accurate prediction of the peak values of carbon dioxide emissions from the Chinese transportation industry is helpful for China to formulate a reasonable policy of carbon dioxide emissions control. This paper, firstly, selects six major factors affecting the carbon dioxide emissions of the Chinese transportation industry. They are the Gross Domestic Product (GDP), population, urbanization rate, energy consumption structure, energy intensity, and industrial structure. Then, it builds a prediction model of carbon dioxide emissions based on Support Vector Regression (SVR). Finally, it analyses the sensitivity of each factor. The predicted results show that, under the baseline scenario, they will reach a peak of 1365.71 million tons in 2040; under the low-carbon scenario, the carbon dioxide emissions of Chinese transportation will peak at 1115.43 million tons in 2036; and in the high-carbon scenario, the peak value will occur in 2046 and the carbon dioxide emissions will be 1738.18 million tons. In order to promote the early peak of carbon dioxide emissions from the transportation industry, it is, firstly, necessary to change the mode of economic growth and appropriately reduce the speed of economic development. Secondly, the energy intensity of the transportation industry is reduced and the utilization rate of clean energy is improved. Thirdly, the industrial structure is optimized. Fourthly, the carbon dioxide emissions of the transportation industry caused by the increased urbanization rate are reasonably controlled.

Investigating the effect of carbon tax and carbon quota policy to achieve low carbon logistics operations

Summary Cities, contributing more than 75% of global carbon emissions, are at the heart of climate change mitigation. Given cities' heterogeneity, they need specific low-carbon roadmaps instead of one-size-fits-all approaches. Here, we present the most detailed and up-to-date accounts of CO2 emissions for 294 cities in China and examine the extent to which their economic growth was decoupled from emissions. Results show that from 2005 to 2015, only 11% of cities exhibited strong decoupling, whereas 65.6% showed weak decoupling, and 23.4% showed no decoupling. We attribute the economic-emission decoupling in cities to several socioeconomic factors (i.e., structure and size of the economy, emission intensity, and population size) and find that the decline in emission intensity via improvement in production and carbon efficiency (e.g., decarbonizing the energy mix via building a renewable energy system) is the most important one. The experience and status quo of carbon emissions and emission-GDP (gross domestic product) decoupling in Chinese cities may have implications for other developing economies to design low-carbon development pathways.

This paper studies whether GDP can be replaced by GGDP and become the sole indicator of the nation’s economic development. As we know, GGDP is a key indicator of measuring the country’s economic health. So the total amount of carbon dioxide emission was chosen as an index to measure the climate, and the correlation between the total amount of GGDP and the total carbon dioxide emission was analyzed using the Spearman correlation coefficient. We calculate the weight of each country’s total carbon dioxide emissions, using TOPSIS algorithm based on entropy weight method, and then carry out the least squares linear regression for the total carbon dioxide emission and GGDP in each country, and obtain the linear regression equation. Add the weights to the six linear regression equations, and get the linear regression equation of the total carbon dioxide emission and GGDP. Through the analysis of the resulting model, GGDP can be used as one of the criteria to measure the health of a country’s economy, because it can really reflect the impact on climate change and, under certain circumstances, the economic level. Due to the uncertainty and unfairness of GGDP, GDP as a measure of national economy is still the mainstream and cannot be replaced by GGDP.

The Chinese economy is actively switching to the use of gas in the energy sector and in the residential sector. At the same time, with the scale of the Chinese economy, coal will be in demand for a long time, since technological and economic reasons make it difficult to quickly abandon this raw material in favor of less carbon-intensive types of energy resources. China is the world's largest consumer and importer of energy resources, whose structure has long relied on the use of coal for electricity generation. Stable economic growth and the development of industrial production in the country have caused serious environmental problems associated with the emission of carbon dioxide into the atmosphere. The article discusses the main aspects of the current situation of energy consumption in China in the context of the peak of carbon emissions in 2030. The author conducted a meta-regression analysis, the results are shown in Table 1. The framework of China's climate policy is considered in detail, as well as how China will reach a peak in carbon emissions by 2030. The regression results show that all variables are significant for peak CO2 emissions, with the exception of the variable rate of decrease in the intensity of carbon emissions at the peak of carbon emissions (peakCEI), significant for the time of peak carbon emissions, with the exception of the variable paper type (PTY), impact factor (IF), classification of the share of coal at the peak of carbon emissions (yblcal) and the share of coal at the peak of carbon emissions (pnf). According to the author, in the future China should conduct in-depth research in these areas, including studying the optimal path to the carbon peak based on the cost-benefit theory, improve methods of accounting for greenhouse gas inventories, actively promote the progress of clean energy technologies, improving the quality of economic development, etc.

A novel method for carbon dioxide emission forecasting based on improved Gaussian processes regression

Based on the latest national carbon dioxide emissions data released from the International Energy Agency (IEA), the carbon dioxide emissions trends of BRICS were analyzed in three aspects: the total carbon dioxide emissions, the emission intensity calculated using purchasing power parties (PPP) and per capita carbon dioxide emissions. The results show that the total carbon dioxide emissions among BRICS presented an increasing trend in different extent. On the other hand, the emission intensity calculated using PPP of BRICS showed a decreasing trend. The per capita carbon dioxide emissions of BRICS also presented an increasing trend in different extent. The Russian Federation and South Africa’s per capita carbon dioxide emissions were higher than the World’s average level, whilst those of India, Brazil and China were lower than the World’s average level, which is far less than the level of the OECD countries.

In this work, to ensure that Western China achieves the goal of peaking carbon emissions while developing, considering Guangxi as an example, based on the statistical data of population, economy, society, energy, urban development, and other dimensions from 2000 to 2021, the total amount of carbon emissions and sinks from 2000 to 2021 was calculated according to the recommended formula of the Intergovernmental Panel on Climate Change （IPCC）, the key factors affecting carbon emissions based on the ridge regression were identified, the STIRPAT carbon emission prediction model was constructed, and the carbon emissions of Guangxi from 2022 to 2040 were predicted for the three scenarios of different development paths. The results showed that the total carbon dioxide emissions （CO2） in Guangxi showed an overall upward trend from 2000 to 2021, growing from 95.49 Mt in 2000 to 390.15 Mt in 2021, with an average annual growth rate of 6.93%. Energy structure, industrial structure, and urbanization ratio were the three significant influencing factors on carbon emissions in Guangxi. The carbon emissions could be 623.32 Mt and 591.20 Mt by 2040 in the high-carbon scenario and the medium-carbon scenario, respectively, while in the low-carbon scenario, the carbon emissions could reach a peak at 531.99 Mt in 2035. In the three designed scenarios, Guangxi needs to face different emission reduction pressures to realize carbon peaking, and only the low-carbon development path can achieve carbon peaking before 2040. If carbon peaking in Guangxi needs to be achieved by 2030, green, low-carbon, and high-quality development should be further strengthened.

Since the choice of material for the construction of single-family houses has a major impact on the buildings' total carbon dioxide emissions, this study examines the carbon dioxide emissions from various structural frame (frame) materials used for single-family houses in the Nordic countries. The analysed frame materials are wood, concrete, and steel as they are the most frequently chosen for single-family houses in these countries. To map the carbon dioxide emissions from the frame materials, a literature review of existing life cycle analyses of the materials is conducted. To present the results, a typical wall is employed for each material; the width and height of the walls are 1 m, while the depth varies for the different materials. The walls are designed to illustrate the results, which are reported in kg CO2/m3. Moreover, the study includes interviews with housing manufacturers to get the building industry's views on the choice of frame material with regard to carbon dioxide emissions. The results show that there are major differences in the carbon dioxide emissions from the three frame materials. The wooden, steel, and concrete frames emit 96 kg CO2/m3, 209 kg CO2/m3, and 602 kg CO2/m3, respectively. The results confirm that the wooden frame has the lowest carbon dioxide emissions, which makes it the most environmentally friendly frame in the Nordic countries when compared with the steel and concrete frames.

Global effects of climate change due to greenhouse gas emission are increasing this need to be given more attention. Also further improvements required for the global long-term demand of air transportation and reduction the net greenhouse gas emissions as a contributor to climate change mitigation. This study aimed at examining the carbon emission from domestic air traffic operations in Nigerian with view to mitigating climate change impact from aviation sector. in line with International Civil Aviation Organization resolution A38-18 of 2013 targeting annual emission reduction by at least 2% from 2021 to 2050. Carbon Emission Calculation Methodology was adapted in assessing total carbon dioxide emission by some Nigerian domestic airline in 2019. Cluster and purposive sampling methods were used in selecting the aircrafts. Results indicate B737 as the most commonly used aircraft in domestic routes with 44.9% fleet in the period. 71.5% of routes had fuel consumption to Carbon dioxide emission ratio of 1:3. Azman air had the highest percentage (83%) of the commonest aircraft type (B737s). Again it had 5,984 domestic trips on a cumulative distance of 3,521,218 kilometers with total carbon dioxide emission of 55,729,531 kgCO2. Pearson correlation analysis indicated positive relationship between great circle distance, fuel consumption and carbon dioxide emission on each route and collectively with a high level of significance (r = 0.798, P = 0.001). Sustainable improvement of airspace infrastructures to reduce flying time and carbon dioxide emission. Environmental economics market based measures should be applied to aviation operations to ensure environmental sustainability

Greenhouse gas emissions are a major driver of global climate change, prompting increasing attention to the role of financial systems in supporting environmental sustainability. In this context, understanding how financial development influences emissions in emerging economies has become critically important. According to the findings of the long-term estimation, financial development has a direct negative impact on total greenhouse gas emissions and carbon dioxide emissions. Meanwhile, economic growth, trade openness, and population growth exert positive effects on these emissions. Although financial development negatively influences emissions, its interaction with economic growth and population dynamics is complex and may indirectly affect emissions through these factors. In addition, the error correction coefficient found for each country is negative and significant. The panel causality results indicate a unidirectional causal relationship between economic growth and total greenhouse gas emissions and carbon dioxide emissions. These findings are important for governments developing environmental policies, as they show how financial development can improve environmental impacts and help create sustainability-focused policies.

Life cycle carbon dioxide emissions for fill dams

Abstract. This synthesis discusses the emissions of carbon dioxide from fossil-fuel combustion and cement production. While much is known about these emissions, there is still much that is unknown about the details surrounding these emissions. This synthesis explores our knowledge of these emissions in terms of why there is concern about them; how they are calculated; the major global efforts on inventorying them; their global, regional, and national totals at different spatial and temporal scales; how they are distributed on global grids (i.e., maps); how they are transported in models; and the uncertainties associated with these different aspects of the emissions. The magnitude of emissions from the combustion of fossil fuels has been almost continuously increasing with time since fossil fuels were first used by humans. Despite events in some nations specifically designed to reduce emissions, or which have had emissions reduction as a byproduct of other events, global total emissions continue their general increase with time. Global total fossil-fuel carbon dioxide emissions are known to within 10 % uncertainty (95 % confidence interval). Uncertainty on individual national total fossil-fuel carbon dioxide emissions range from a few percent to more than 50 %. This manuscript concludes that carbon dioxide emissions from fossil-fuel combustion continue to increase with time and that while much is known about the overall characteristics of these emissions, much is still to be learned about the detailed characteristics of these emissions.