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To achieve the targets in the Paris Climate Change Agreement, carbon capture, utilization and storage (CCUS) will be one of the critical carbon mitigation technologies. For China, the biggest carbon emitter with coal-dominated energy structure, CCUS is expected to play more and more important roles for carbon emissions reduction. This paper looks at a method for designing a pipeline network system for large-scale CO2 capture, utilization, and storage (CCUS) in China. On the basis of performing a moderately significant literature review of past papers and models dating back to the early 2000’s, a updated multi-stage mixed integer programming (MIP) model for carbon source and sink matching (SSM) in ChinaCCUS DSS (Decision Support System) is developed. The Jing-Jin-Ji (Beijing–Tianjin–Hebei) region suffering from increasingly serious air pollution is chose as a case study to address the SSM issue with application of the updated model. The modeling results show that around 2200 km pipeline with investment of around $1.6 billion needed to be built to transport the cumulative sequestrated emissions of 1620 Mt CO 2 in the planning period of 2020–2050. Compared to the single-stage programming, the multi-stage programming could result to better pipeline connectivity. [ABSTRACT FROM AUTHOR]

To cope with global warming, China has promulgated Enhanced actions on climate change : China ’ s intended nationally determined contributions and will start the national carbon emissions trading market in 2017. Carbon emissions are distributed by the form of free quota and paid quota. However, few literatures have focused on how the economy and the environment would be changed by the change of free quota ratio. This paper establishes the 10 scenarios of different free quota ratio of carbon emissions rights and uses a dynamic, recursive computable general equilibrium (CGE) model to simulate the carbon emissions trading market, to explore the relationship between free quota ratio and carbon trading price, and the impact of carbon trading scheme (ETS) on China’s economy and environment. The results show that free quota ratio will not have a direct impact on gross domestic product (GDP) and other economic and environment indicators but carbon trading prices. The prices and the rate of free payment in the current pilot cities in China are still relatively conservative. It is possible to reach emission peak, 8.21 billion ton, in 2025 and accumulative CO 2 reduction from 2017 to 2030 is 20.02 billion tons, or 59.60% of 2010 world’s total CO 2 emission. Cement, minerals, electricity and nonferrous metals under ETS will suffer great losses, so subsidy should be considered. Finally, we suggested that China should reduce the total carbon rights to increase the carbon price in 2017, and gradually reducing the proportion of free quota, from 90% in 2017 to 50% or less in 2030, by which the peak year of CO 2 emission can meet in 2025. We also suggest that ETS is an effective strategy for CO 2 reduction and the ratio should be gradually reduced in ETS to prevent violent fluctuation of carbon price in China. [ABSTRACT FROM AUTHOR]

• This paper estimates carbon emissions released by household travel demand from 47 Japanese cities. • Carbon footprint generated by private transport is found as 1.4 to 13.9 times higher than public transport. • Gasoline's direct combustion is found as the most significant reason to generate the regional difference. • The highest total carbon footprint is found in cities with fewer population. Considering its substantial and increasing contribution to global climate change, the household sector shows potential for larger carbon reductions. Among different household activities, household individual travel demands due to private or public transportation affect the environment via both direct or indirect emissions. To develop insights from a city-level perspective, carbon emissions released due to household travel demands in 47 Japanese cities were estimated in this study using the most recent available data. Given the differences in traveling preferences, spatial distribution and cluster analyses by city were also conducted. The results indicate that cities with a larger carbon footprint usually had a smaller population, whereas in megacities, less carbon per capita was released. The direct combustion of gasoline and train use were the most important factors influencing regional differences in direct and indirect emissions, respectively. The findings also indicate that customized carbon mitigation strategies that consider individual preferences and city size have a better chance of achieving decarbonization of citizen transportation in Japan. [ABSTRACT FROM AUTHOR]