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Compared to cast-in-situ construction, prefabricated construction reduces the generation of construction waste; however, construction waste cannot be entirely eliminated through prefabrication and can be generated at each stage of its life cycle. This paper generates a system dynamics model, comprising two causal-loop diagrams and one stock-flow diagram, to simulate the effectiveness of policies on decarbonizing prefabricated concrete building waste. The model can predict the annual and total construction waste, along with the associated carbon emissions, under different policy scenarios in China by 2030. This paper focuses on prefabricated concrete buildings in China, with specific attention to the wastage of concrete, bricks, mortar, and metal. In single-factor scenario simulations, increasing landfilling fee is the most effective policy for waste decarbonization, potentially reducing carbon emissions by 31%. Increasing prefabrication rate and enhancing regulation degree at the design phase of prefabrication can directly reduce prefabricated building waste generation, subsequently resulting in an 18% and 7% carbon emissions reduction. Multi-factor scenario simulations demonstrate that the simultaneous application of all four policies is most effective, achieving a 44% reduction in carbon emissions. This research establishes a theoretical framework for prefabricated concrete building waste management and provides the Chinese government with practical insights on optimizing policies for waste decarbonization in the dynamic landscape of prefabrication. • This paper develops the prefabricated building waste generation and disposal systems. • The model predicts the construction waste and associated carbon emissions by 2030. • Raising landfill fee is an effective policy for decarbonizing construction waste by 31.06%. • Prefabrication rate reaching 100% can reduce 18.04% of carbon emissions from waste. • Applying all policies is most effective, achieving a 44.34% carbon emissions reduction. [ABSTRACT FROM AUTHOR]

Product service systems (PSS) are an example of a novel business model billed as having the potential to significantly reduce the environmental burdens of production and consumption processes. However, despite widespread interest in PSS, consensus regarding their actual environmental impacts, particularly with regard to salient issues such as global warming, is lacking. Hence this paper explores existing research to investigate the state of the art regarding the climatic impacts of PSS, alongside the set of factors that influence climatic impacts. The paper comprises a systematic review of peer-reviewed academic literature, quantifying the extent to which different types of PSS have the capacity to reduce greenhouse gas emissions across multiple product categories. Our study shows that significant reductions in climatic emissions are possible, but PSS are in many cases associated with more modest reductions and, in some cases, increased emissions. Further, we observe no clear differences in climatic impacts according to the type of PSS model that is deployed. Rather, differences in climatic impact are influenced by factors such as production and design alongside use-phase impacts and contextual factors such as transportation and the energy mix. The study argues that further research is needed to establish a more robust baseline upon which to draw conclusions regarding the sources of climatic impacts, and outlines fruitful ways for companies to tackle the complexities of climatic emissions that are beyond their control. • In some cases, product service systems can reduce climatic impacts by up to 80%. • In other cases, climatic impacts increase compared to traditional product sales. • Climatic impacts are influenced by use intensity, transportation and production. • Other contextual factors such as the energy mix play a role. • More quantitative assessments are needed with less reliance on estimations. [ABSTRACT FROM AUTHOR]

A good risk warning model is an effective way to guarantee the stable operation of the carbon market and exert its emission reduction function. This paper takes the China's pilot carbon market as the research object and measures the carbon market risk by ARMA-GARCH-VaR. Then, influential factors are selected as non-market characteristics from the perspective of causality and incorporated into the risk warning model, and SMOTE and SMOTEENN are introduced to deal with the unbalanced samples. Results show that (1) The risk fluctuations of Beijing and Shenzhen carbon market are large, and the risk fluctuations of Guangdong carbon market are relatively smooth in the early period and larger in the recent period. (2) Air quality, average daily temperature, CSI 300, power coal, natural gas, European carbon market, exchange rate, and Baidu index are all important factors in the risk volatility of carbon market. (3) The Classification Decision Tree (CDT) has the best performance. CDT has the best performance in Guangdong carbon market, SMOTE-CDT has the best performance in Hubei carbon market, and SMOTEENN-CDT has the best performance in Shanghai carbon market, in which SMOTEENN-CDT has a 76% Recall. The non-equilibrium treatment improves the overall Recall, and the risk warning model after non-equilibrium treatment can avoid missing important risk points. This paper can provide a certain degree of reference for the improvement of carbon trading market and risk management. [Display omitted] • A carbon market warning model is constructed. • The average VaR of the carbon trading markets in Shenzhen and Beijing is larger. • CDT performs better in market risk warning. • The model improves 34.8% in the avoidance of risk compared with other models. [ABSTRACT FROM AUTHOR]

In response to the growing emphasis on green packing, e-commerce businesses actively pursue sustainable solutions that balance cost reduction with environmental conservation. Traditional research on three-dimensional bin packing has concentrated on maximizing spatial utilization under fixed box dimensions. However, in the practical context of e-commerce, packing boxes exhibit a wide range of sizes within a single warehouse. Customizing packing to prevent material and space wastage has become crucial for sustainable development. This paper innovates traditional three-dimensional packing research by introducing open dimensions instead of fixed ones. It addresses challenges in e-commerce packing, such as multiple orders and diverse bin shapes, to formulate a mixed-integer programming model. Focused on the carbon emission lifecycle's usage phase for packing boxes, the model aims to minimize associated costs while ensuring that items' weight, the center of gravity, sufficient support, and non-overlapping placement are maintained during the packing process. It also incorporates one-dimensional and two-dimensional fixed bin sizes. To solve this model, the paper proposes an improved hybrid genetic algorithm for stack sequence optimization. This algorithm systematically optimizes the dimensions for each box type. Building upon this, the study introduces an algorithm capable of estimating packing material consumption and the percentage reduction in carbon emissions during the packing process, given the known variability in packing box utilization. These two algorithms are integrated into an open-dimension packing box warehouse management ecological closed loop system designed for the B2B e-commerce context. In experiments with the proposed model and algorithms, the results demonstrate an average packing rate improvement of 10%–12% compared to alternative methods. Additionally, packing material consumption and carbon emissions are reduced by approximately 16.56%–19.85%, confirming the effectiveness of the proposed approach. • Open dimension model boosts green e-commerce packing efficiency. • Stacking algorithm lifts space use up to 12%. • Material and emissions cut 16%–20% on space gains. • Eco warehouse system enables box reuse and material recycle. [ABSTRACT FROM AUTHOR]

Geopolymers are novel aluminosilicate inorganic polymers. The preparation of geopolymers has the potential to minimize the environmental impacts of solid wastes through a reduction in both resource depletion and pollution. Owing to their high mechanical performance, resource/energy conservation, and low-carbon emission, waste-based geopolymer materials (WGM) have attracted increasing attention in recent years. This paper reviews the research and application of WGM in solid waste disposal, wastewater treatment, and greenhouse gas emission reduction. The potential raw materials for producing WGM from available solid wastes are classified into three categories, highlighting significant differences among these wastes. Moreover, this paper comprehensively reviews the current status of WGM with different forms and functions used in the wastewater treatment field, along with their effect mechanisms. Additionally, this paper extensively elucidates the significant contributions of WGM in reducing greenhouse gas emissions. The wide range of raw materials, multifunctionality for water treatment, and low greenhouse gas emission characteristics of WGM ensure its practical and economically feasible application as an environmentally functional material. Owing to these characteristics, this paper outlines the future development prospects of WGM, further highlighting its advantages in preparation and practical application. This review provides references for addressing future challenges and promoting the development of WGM, contributing to its accelerated application in sustainable development and environmental protection. • WGM has great potential for the disposal and high value-added utilization of solid waste from different fields. • Based on the functional diversity, WGM has shown significant advantages in wastewater treatment. • GHG emission characteristics of WGM in application determine it is a low carbon material. [ABSTRACT FROM AUTHOR]

As a significant source of carbon emissions, road logistics operators are under increasing pressure from governments and customers to find ways to decarbonize as part of broader global efforts to reach net zero. Decarbonization of road logistics relies on the widespread diffusion of existing and emerging technological transport solutions. These include alternative fuel vehicles, battery technologies, renewable energy and charging solutions. All promise to reduce carbon emissions, but their implementation remains challenging, expensive, and risky. As early adopters of alternative fuel vehicles have reported, transitioning from fossil fuels poses challenges that must be prepared for and understood to minimize the obstacles to genuine emissions reductions in road logistics. A considerable volume of academic research has been published advocating emission reduction solutions and providing detailed analyses of their potential positive environmental impacts. However, to our knowledge, no frameworks integrate these analyses with practical insights into current and anticipated challenges for road logistics operators transitioning from fossil fuels to a decarbonized future. This paper analyses contemporary evidence and insights on current and future issues and presents an integrated framework for road freight logistics decarbonization challenges. The framework primarily focuses on decarbonization through alternative fuels and analyses three categories of challenges from socio-technical, economic, and environmental perspectives. The three categories of challenges relate to alternative fuel vehicles and fleets, alternative fuel distribution infrastructure and renewable energy generation. The underlying principle of the framework is to provide a practical tool that supports a more informed view of both the advantages and challenges of transitioning to alternative fuels. This research contributes to the body of knowledge by providing a framework to help direct future research into tackling these logistics decarbonization challenges. The insights presented in this paper may also inform practitioners by sensitizing them to potential roadblocks in the transition away from fossil fuels. • Framework integrating road freight logistics decarbonization challenges. • Analyse alternative fuels, alternative fuel distribution and renewable energy. • Three perspectives on decarbonization: socio-technical, economic, and environmental. • Highlight logistics services provider strategies to minimize risk and uncertainty. [ABSTRACT FROM AUTHOR]

Roads play a vital role in transportation systems, and their construction and maintenance expenses are high. Those reasons make crucial the examination of factors that accelerate road deterioration and those factors' negative impacts on societies. Climatic-related elements, especially temperature and precipitation, significantly affect the quality and lifespans of roads. The Intergovernmental Panel on Climate Change has reported that increasing greenhouse gas (GHG) emissions is causing changes in climate and that the rate of change has accelerated during the past several decades. To assess the impacts of changing climatic parameters on flexible-pavement performance, this study used 32 climate models to evaluate the performance of interstate, primary, and secondary roads across 11 diverse locations with varying traffic and climatic conditions. The study's findings reveal that changing climate exacerbates pavement distresses, leading to reduced pavement lifespans and increased numbers of reconstruction projects, which in turn raise demands for materials and equipment and contribute to higher GHG emissions. The effects of changing climate and changing climate's associated economic and environmental costs make the application of various engineering solutions to enhance pavement resilience essential, as described in this paper, in the absence of comprehensive emissions reduction strategies. [Display omitted] [ABSTRACT FROM AUTHOR]

The concept of a circular food economy, particularly through insect farming using food waste, has gained increasing attention in recent years. This approach holds the potential to reduce the environmental impacts of food production by repurposing food waste as insect feed, while simultaneously offering an alternative source of protein. Although the environmental advantages of insect farming are well established, limited research exists on insect farming in colder regions with cleaner grid electricity, such as Quebec, Canada. In this paper, a framework is developed to evaluate the greenhouse gas emissions of a mealworm farm within a circular economy context. The benefits of circular economy practices are assessed through multiple different feed acquisition scenarios (virgin feed and feed diverted from composting, anaerobic digestion, and landfilling). Furthermore, the benefits of mealworm farming are assessed through a comparative analysis with other sources of protein. The framework consists of five stages: feed acquisition, transformation, heating, transportation, and fertilizer production. The results show that farming mealworms using virgin feed emits +14.94 Kg CO 2 eq/Kg protein. However, using diverted food waste as feed eliminates the need for conventional waste management and leads to a reduction of greenhouse gas emissions of −1.54, −2.48, and −16.39 Kg CO 2 eq/Kg protein for food waste diverted from composting, anaerobic digestion, and landfilling, respectively. This study highlights that mealworm farming with virgin feed generates lower greenhouse gas emissions compared to beef and pork and is on par with chicken production. Overall, this study demonstrates the environmental superiority of mealworm farming, whether or not food waste is utilized, in a Canadian context. [Display omitted] • Circular economy and insect farming can decrease agriculture's carbon footprint. • Upcycling food waste yields carbon-negative edible insects. • Mealworms fed by diverting organic waste from landfill emit −16 KgCO 2 eq/Kg protein. • Mealworms fed virgin grains emit +15 KgCO 2 eq/Kg protein. • Virgin-grain-fed insects have impacts similar to chicken but lower than beef or pork. [ABSTRACT FROM AUTHOR]

Because transport in the port hinterlands heavily depends on roads with negative externalities, much social interest has been in modal shifts (MSs) to rail and shipping with lower environmental impact. Currently, leading industry sectors to ambitiously embrace technological innovations to decarbonize—consequently, in line with these changes, the significance of MSs should change; however, no previous studies have comprehensively presented the overall CO 2 emissions and transport mode shares for future regional cargo transport. This paper presents a scenario analysis of CO 2 emission reductions in the Japanese domestic hinterland of international maritime container transport based on future scenarios of technological innovation and change in shipper behavior. The simulation results using the global logistics intermodal network simulation model showed that up to 87% CO 2 reduction is possible, and the primary driver for this is technological innovation. Moreover, the significance of MSs fluctuates depending on the advancement of technological innovation, suggesting that MSs hold a degree of import as a decarbonization measure during the transitional phase toward carbon neutrality (CN) as technological innovation advances. The results of this study, which fluctuated considerably by scenario and timing, have policy implications with respect to the path to be followed toward CN, including whether to promote MSs. • Scenario analysis of CO 2 emission reductions in Japanese maritime transportation. • Up to 87% CO 2 reduction possible using technological innovation. • Significance of modal shifts fluctuated with the degree of technological innovation. • Policy implications suggesting that the path toward carbon neutrality is crucial. [ABSTRACT FROM AUTHOR]

In 2015, the Chinese government set ultra-low emission standards for thermal power to alleviate the pressure of increasing total pollutants from energy demand. This paper analyzes the policy effect of ultra-low emission in different regions based on panel data of 1202 thermal power enterprises, and the results of hierarchical linear model show that the total amount of air pollutants emitted by thermal power enterprises showed a decreasing trend during 2017–2021, realizing the dual control of concentration and total amount. Due to the differences in primary energy structure, industrial structure and economic development level of different regions, the total emission reduction of thermal power pollutants is affected differently. First, the proportion of the region's secondary industry in the region's GDP is negatively correlated with the decrease of the total pollutant emission of local thermal power enterprises. Second, the higher the per capita GDP of the region, the more significant the decrease in the total amount of pollutants, economic development is conducive to pollutant emission reduction. Third, the higher the proportion of thermal power in local energy, the more obvious the reduction of total pollutant emissions of thermal power enterprises, indicating that the implementation of ultra-low emission policies in these regions is more thorough. In addition, the environmental protection tax plays a positive role in the total emission reduction, and the higher the sulfur dioxide tax rate, the more significant the reduction of total pollutants of thermal power enterprises. To further reduce the total amount of pollutants in thermal power, more coordinated efforts of environmental and economic policies are needed. [Display omitted] • The ultra-low emission policy can achieve dual control of pollutants. • The total pollutant emission reduction has obvious regional differences. • Environmental protection tax can reduce the total amount of pollutants. • The coordinated emission reduction of different pollutants is not obvious. [ABSTRACT FROM AUTHOR]

Green finance is a financial innovation that directs capital allocation towards green industries. How will this affect regional carbon emissions? Based on the data on green finance and carbon emissions of 30 provinces in China from 2008 to 2019, this paper employs a multivariate linear regression model and a spatial econometric model to empirically study the impact of green finance on carbon emissions. The results find that (1) green finance significantly reduces provincial carbon emissions, specifically through promoting a cleaner energy structure and an advanced industrial structure, as well as improving the quality of green innovation. (2) Heterogeneity exists between regions. In eastern regions and areas characterized by high levels of marketization and minimal fiscal pressure, the role of green finance in promoting provincial carbon emission reduction is more pronounced. (3) Spatial econometric analysis found that green finance has a significant spatial spillover effect on carbon reduction in adjacent regions. Specifically, the flow of green resources and green ideas between provinces facilitates the formation of regional radiation, while green competition generates a siphon effect on neighboring regions. These findings provide some meaningful policy implications to achieve China's dual-carbon goal by promoting green finance. • Green finance has significantly reduced China's provincial carbon emissions. • The upgrading of energy structure and industrial structure is a positive channel to reduce carbon emissions. • Green innovation strengthens the carbon reduction effect of green finance, but reveals the potential "greenwashing". • Green finance has a significant spatial spillover effect on carbon reduction in adjacent regions. • Policymakers should develop flexible, dynamic and coordinated green finance development policies. [ABSTRACT FROM AUTHOR]

China's climate and environmental problems remained prominent. Energy transition was the key to improve climate and pollution, and it was at a critical period. Previous studies mostly focused on the impact of climate policies on the reduction of air pollutants and the environmental health impacts of individual sector or pathway policies. Thus, focusing on the synergistic abatement of CO 2 and air pollutants and health effects of energy transition in carbon neutrality was significant for building beautiful and healthy China. LEAP-HEA model was constructed to project energy demand, CO 2 and air pollutants, and assess energy transition's environmental health effects from 2020 to 2060. LMDI model was adopted to decompose the abatement contribution. Synergistic assessment index was used to estimate the coordinated abatement effects. Cost-effectiveness of energy transition and regional heterogeneity of PM 2.5 toxicity were not considered. The results indicated: (1) energy demand would decrease and structure would be optimized significantly under deep energy transition scenario. (2) Deep energy transition could promote earlier realization of carbon neutrality. It would contribute significantly to CO 2 and air pollutants abatement with strong synergistic effects. (3) Energy transition would reduce health risks with large economic benefits. Recommendations were proposed based on the conclusions. The framework of LEAP-HEA model. [Display omitted] • The synergistic abatement and health effect of energy transition were explored. • The models of LEAP, LMDI, exposure-response and the data of 2020 were used. • Energy transition would have significant synergistic abatement and health effect. • The paper has significance for promoting carbon neutrality and healthy China. [ABSTRACT FROM AUTHOR]

Achieving greenhouse gas emission reductions to meet the 1.5 °C target by 2050 is particularly challenging for the agricultural sector. Cleaner Growth Mitigation Measures (CG-MM) are practices and technologies which balance food production with greenhouse gas abatement and are also identified as being economically acceptable. This paper explores a large number of CG-MMs to assess their feasibility using a novel participatory filtering process. Each measure is explored through a series of mapping exercises with supply chain actors to identify the impact on greenhouse gases and their applicability to different farming systems. These are then refined in a series of farmer workshops to identify which measures were considered feasible. Results show that acceptance of CG-MMs by the industry and the farmers themselves is limited. A pessimistic estimate of 50–60% of potential abatement could be lost due to lack of acceptance of currently available CG-MMs within farming. This impacts expectations on decarbonisation trajectories for the agricultural sector to reach net zero by 2050. This also argues for targeted approaches in order to capture some of the lost abatement. • Cleaner growth mitigation measures are assessed at farming systems level. • Half of the potential abatement from cost-effective measures is considered feasible for farmers. • Agricultural support needs to be targeted to capture lost abatement from cleaner growth measures. [ABSTRACT FROM AUTHOR]

Given the urgency of the transition to renewable energy, this study examines the challenges and opportunities associated with the electrification of heavy-duty vehicles, particularly new energy construction dump trucks, in China. Through a combination of policy analysis and empirical research, it investigates drivers' purchase intentions towards these alternative energy vehicles in a designated study area. The findings reveal that while policies aimed at encouraging adoption are in place, drivers' purchase intentions remain low due to factors such as high costs, technical concerns, inadequate infrastructure, and satisfaction with existing trucks. Specifically, the study identifies key technical challenges, including battery performance and range limitations, and advocates for a shift in policy support towards product development to address these issues. Overall, the paper highlights the need for a comprehensive approach that combines policy incentives with technological advancements to promote the widespread adoption of new energy construction dump trucks in China and achieve sustainability and carbon neutrality goals in the transportation sector. [ABSTRACT FROM AUTHOR]

Much of the existing literature on greenhouse gas peaking focuses on carbon dioxide (CO 2) emissions, however there is a lack of research on peaking methane (CH 4) emissions, the second-largest greenhouse gas. This paper attempts to determine and classify the peaking status of anthropogenic CH 4 emissions in 188 economies over the period 1970–2021 using a trend analysis model and a decoupling model. Fifty-eight economies achieved a peak in total CH 4 emissions, and 125 economies achieved a peak in CH 4 emissions per capita, showing marked spatial-temporal variation. Emissions generated by the agricultural sector peaked in 84 economies, followed by the energy sector in 63 economies, and the waste sector in 34 economies. Of these, the most volatile was the peak in emissions in the energy sector. There were 45 benign peaking economies and 13 pseudo-peaking economies. The majority of developed economies showed strong decoupling after reaching their peaks. The agricultural sector had the most peak economies which achieved strong decoupling. Among the factors influencing national pathways to peak CH 4 emissions, technological progress driving CH 4 emissions reductions in benign peak economies is the most important. This study provides targeted strategies for global and national CH 4 emissions reduction, particularly given the historical trend and current profile of economies at different levels of emissions evolution. • Peaking status of CH 4 emissions in 188 economies during 1970–2021 is evaluated. • 58 economies peaked in total CH 4 emissions and 125 in per capita emissions. • Agriculture-, energy- and waste-related emissions show various peaking patterns. • There are 45 benign peaking economies and 13 pseudo-peaking economies. • Factors influencing national pathways to peak CH 4 emissions are identified. [ABSTRACT FROM AUTHOR]

The quest for sustainability and reduction of human impact on the planet has led to discussions about environmental efficiency in the manufacture and use of automotive vehicles. The advancement of environmental and government laws has encouraged the automotive industry to seek constant improvements in safety, fuel economy and reduction of greenhouse gas emissions. To achieve these goals, reducing the weight of vehicles has been considered a relevant strategy, with several research and development efforts in search of high-tech materials and innovative design. The assessment of the life cycle of vehicles, from the extraction of raw materials to the end of their useful life, is essential for estimating environmental impacts. In this context, this paper focuses on the life cycle analysis of vehicles with new generation steel structures (Body in White Solution) compared to current steels (Body in White Baseline), aiming at reducing greenhouse gas emissions by reducing of the thickness of the steel plates, maintaining the mechanical properties necessary to guarantee the safety of the vehicle. The methodology of this study was divided into the evaluation of Body in White (BIW) mass in current steels (Baseline) and in advanced high resistance steels (Solution); detailing the vehicular life cycle from the extraction of materials to its end of life; in the estimation of greenhouse gas emissions through simulation and in the comparison of vehicle emissions with BIW in current steels and in advanced high resistance steels. As a result, it was possible to observe that, in the comparison of the CO 2 footprint, modeled in the Eco Audit, there is a 15% reduction in emissions in the CO 2 footprint for the BIW solution, as well as a 7% reduction in the C eq total , in the on-site test and a saving of 260.40 L in fuel consumption, that is, the reduction in vehicle weight plays a significant role in reducing CO 2 emissions, providing a mitigation factor for global warming. [Display omitted] • There is a 15% reduction in emissions in the CO2 footprint for the BIW solution. • There is a 7% reduction in the Ceq total, in the on-site test. • Reduction in vehicle weight plays a significant role in reducing CO2 emissions. • Providing a mitigation factor for global warming. • There is a fuel economy of 260.4 L over the vehicle's life cycle. [ABSTRACT FROM AUTHOR]

It is crucial for long-term carbon emission reduction to analyze how the government affects enterprises and customers to reduce carbon emissions and purchase low-carbon products. A tripartite evolutionary game among the government, enterprises, and customers is constructed. In addition, the evolutionary courses of the game among the behaviors of government, enterprises, and customers are examined. On this basis, the influence of internal and external factors on the results is analyzed. MATLAB software is used for numerical simulation analysis to simulate the influence of some parameters on the decision-making of game players. The analysis demonstrates that: the subsidy for enterprises has a more significant influence on the behavior of the government than on those made by enterprises and customers. At this point, enterprises and customers will take more account of the government's decision, which will lead to the strategies of "low-carbon production mode" and "purchasing low-carbon products," respectively. This paper focuses on the impacts of the low-carbon consumption subsidy policy and the "carbon inclusion" system on the evolution of the three parties. When carbon credits are at a reasonable level and low-carbon consumption subsidies are combined with carbon inclusion mechanism, it may be observed that the former is more effective in encouraging customers to purchase low-carbon products. In other words, this is the situation where the two policy implementations are most effective. Simultaneously, it will motivate enterprises to reduce carbon emissions and the government to positively regulate. • This study adopts the research perspective of carbon emission reduction. • A tripartite evolutionary game model is proposed to study stakeholders' strategies. • Government subsidy policies and carbon inclusion mechanism favor game outcomes. • Governmental policies in low-carbon consumption must be strengthened. [ABSTRACT FROM AUTHOR]

With the growing global concern about construction industry emissions, a potentially useful approach to reduce such emissions could be to obligate the contractual parties to establish emissions-related construction contract provisions. Unfortunately, implementation of such initiatives has been limited in the practice. This study is motivated by the realization from previous studies that it is feasible to use contract clauses to regulate contractor use of equipment in a manner that reduces emissions and that there exist opportunities to establish frameworks that could facilitate implementation. In this paper, a framework is developed for designing and evaluating a green-performance variation clause. The framework involves a model whose objective is to maximize the net present value (NPV) by minimizing greenhouse gas emissions from the contractor's equipment fleet. The model addresses the uncertainties associated with the analysis inputs using Monte Carlo simulation, and the model outcomes are the probabilities of a positive NPV of emissions associated with the Owner and the contractor separately. The framework is demonstrated using a case study in road construction. The case study results yielded the following probabilities that a positive NPV for each of the two parties: 52% and 70% for the Owner and the contractor, respectively. This result suggests that using the developed framework, contract clauses can be designed at the pre-procurement phase to promote mutual and voluntary adoption of emissions-reducing practices at the subsequent phase (construction) of road development. This is shown to yield outcomes that are attractive (thereby, encouraging obligated parties to pursue emissions reduction) and the attractiveness is consistent across the parties. The proposed framework, which is consistent with green contracting, can generally help promote sustainability-related goals and outcomes related to construction projects. [ABSTRACT FROM AUTHOR]

The issue of carbon emissions has become increasingly urgent in tandem with the rapid growth of the economy in the Pearl River Delta region. This paper uses kernel density estimation and standard deviation ellipses based on Pearl River Delta data from 2012 to 2021 to explore the spatiotemporal evolution trends of green financing and carbon emissions. Additionally, it uses a spatial Durbin model to examine the spatial effects of green finance on carbon emissions. The results indicate the following: Firstly, over the years, green finance shows an overall increasing trend, with an internal spatial pattern characterized by higher levels in the northeast and lower levels in the southwest. In contrast, carbon emissions are decreasing, with an internal spatial pattern characterized by higher levels in the southwest and lower levels in the northeast. Secondly, more and more green financing initiatives are aiming towards the Pearl River Delta's northeast, suggesting a more significant concentration of such initiatives there than elsewhere. At the same time, carbon emissions seem to converge on the southwest of the Pearl River Delta, which could indicate that this area generally has greater carbon emission levels. Finally, the spatial effect results reveal that improving green finance levels can significantly inhibit carbon emission levels in the Pearl River Delta region. Evidence of spatial spillover effects indicates that the carbon emissions in neighboring areas are influenced to some extent. This study on green finance and carbon emissions' spatiotemporal characteristics and spatial impact gives a development path and theoretical support for sustainable development goals in the global economy. • Studied the spatial evolution direction of green finance and carbon emissions. • Studied the spatial spillover effects of carbon emissions. • Studied the impact of green finance on carbon emissions. • Provided decision-making reference for carbon emission reduction. [ABSTRACT FROM AUTHOR]

In 2022, Saudi Arabia's anthropogenic greenhouse gas emissions amounted to 810 million tons of CO 2 e. The country has pledged to cut its emissions by 278 million tons of CO 2 e per year by 2030. This paper contributes a modeling view on the climate-related effects of various energy policies on the Saudi energy system. We use an energy system model designed to represent seven sectors in the Saudi economy. In addition to a baseline, which entails the continuation of current domestic policies, we look at a scenario that incorporates some of the plans announced by the Saudi government. We also examine the baseline scenario with a cap on total CO 2 emissions equal to those exhibited with the announced plans. The model then makes the necessary decisions to abate CO 2. We find that the energy system contributes 130 million tons of CO 2 e to the nationally determined contribution amount in 2030. Also, a non-prescriptive scenario that caps energy-system CO 2 emissions produces the same emissions reductions as the announced plans while lowering the present cost by 2030 by $70 billion. The corresponding implicit marginal abatement cost of CO 2 approaches 35 $/tonCO 2 by 2045. This cost would displace around half of crude and fuel oil use in the Saudi energy system. • Saudi Arabia plans to cut annual greenhouse gas emissions by 278 million tonsCO 2 e. • We use a multi-sector model built from the ground up for Saudi Arabia. • The energy system can contribute 130 million tons of CO 2 e in reductions in 2030. • We find a scenario that achieves GHG abatement at a lower cost than official plans. • The marginal value attributed to CO 2 approaches 35 $ per tonCO 2 by 2045. [ABSTRACT FROM AUTHOR]

This paper is the inaugural attempt to investigate the herding behavior of firms in the context of environmental orientation to achieve the UN SDGs (Sustainable Development Goals) in the ASEAN region. Insights from the previous literature infer that peer effect is visibly seen in firms across various fields, especially amongst their CSR and ESG performance. Using data from the Thai listed firms, we document strong evidence of peer effects concerning environmental performance and its dimensions (emission reduction, product innovation, and resource reduction). The targeted time frame for the current study is from 2009 to 2019 for which we analyze the firms listed on the Thailand Stock Exchange (SET). Moreover, the results of our study support the fact that mimicking behavior is one of the common behaviors that is followed by the majority of the firms keeping in view their varied purposes which include enhancing their market reputation, increasing profits, attracting shareholders and investors and most importantly raising their sustainability standing. Thus, overall our study highlights the main perspective that peer effects and herding behavior a common practices amongst firms concerning their environmental policies. [ABSTRACT FROM AUTHOR]

In order to probe collaborative environmental governance (CEG) in China's "1 + N" policy framework for carbon peak and carbon neutrality, this paper applies the Actor-network theory (ANT) as an analytical framework to explore carbon reduction policy coordination. We then model ANT's relations with an evolutionary game theory (EGT) model to examine the evolutionarily stable strategies in CO 2 emission reduction by various actors including the central government, local governments, commercial banks, and polluting enterprises. Our objective is to examine policy coordination as the key enabler for governing success via an ANT-based mechanism design in China's institutional context. Combining the strength of ANT with a four-party EGT model, we investigate how to improve policy coordination to mobilize the actor-network for promoting CEG. Simulations are conducted to examine the effectiveness of policy coordination involving multiple policy instruments for controlling carbon emissions. The central government fulfills leadership in translating the interests of other actors and shaping the desired collaborative network. Without proper coordination, environmental policies may counteract each other. Government transfers and subsidies have direct impacts, but in the long run enhanced competitiveness and profitability of enterprises represent the intrinsic key to CEG success. From a methodology perspective, policy simulation in an EGT framework represents a novel addition to the research toolbox that expands ANT. [ABSTRACT FROM AUTHOR]

To mitigate climate change and achieve sustainable development, Chinese governments have introduced "1+N" "dual-carbon" policy system aimed at reducing CO 2 emissions, transforming energy structures and controlling pollution. An effective policy mix and synergy is crucial for achieving the emission reduction targets and for ensuring the effectiveness of the policies, and it is therefore of great practical importance to provide a pathway for policy synergy based on assessing policy effectiveness. This paper selects three policies, namely the carbon Emission Trading System (ETS), Coal Control and Clean Utilization (CCCU), and Green Financial Reform and Innovation Pilot Zone (GFPZ), sets up ten scenarios, adopts difference-in-differences (DID) models to evaluate the impact, and give a pathway for policy synergy. The results show that ETS, CCCU, and GFPZ policies have significant positive effects on carbon emission reduction, energy structure transformation, and industrial environmental pollution control, respectively; CCCU has synergistic effects with ETS and GFPZ policies in controlling coal consumption and increasing the completion of industrial pollution control investments, respectively; while GFPZ policies have conflicting effects with CCCU and ETS in reducing carbon emissions and coal consumption, the GFPZ policy has conflicting effects with CCCU and ETS in reducing carbon emissions and controlling coal consumption. Finally, the study proposes a phased policy support system around carbon emission reduction in the power generation industry, energy structure transformation, and industrial environmental pollution control before 2030 and from 2030 to 2060. [ABSTRACT FROM AUTHOR]

The sustained growth of global aviation emissions has highlighted the urgent need for using Sustainable Aviation Fuels (SAFs) to replace traditional aviation fuels to mitigate emissions. SAFs can potentially reduce greenhouse gas emissions by 50%–90% compared to conventional jet fuels. This paper collected aviation emissions data from South American routes between 2019 and 2021, and the GWP100 method was used to convert CH 4 and N 2 O emissions into CO 2 equivalents. Additionally, emissions from the South American route between 2023 and 2070 were predicted, as well as the amount of subsidy required to promote the use of SAFs under four different scenarios. The result shows that adopting SAFs could reduce approximately 69.3 million to 113.53 million tons of CO 2 -equivalent emissions in South America by 2070. However, the South American aviation industry will likely embrace using SAFs only if the carbon trading price exceeds 0.273 times the difference between SAFs and jet fuel prices. • This study calculates the emission reduction effects under four scenarios. • The GWP100 method is used to convert non-CO 2 emissions into CO 2 equivalent emissions. • SAFs can reduce 69.3–113.53 million tons of CO 2 -equivalent emissions by 2070. • Using SAFs is profitable when carbon price exceeds 0.273 times SAFs-kerosene price gap. • Using SAFs earlier will increase subsidies by $3.65–4.56 billion every five years. [ABSTRACT FROM AUTHOR]

Research has shown that automation, carpooling, and electrification combined in a mobility on demand framework have the potential for theoretically large emissions reductions. However, less research has been done regarding consumer preferences and behavioral responses to this vision of transportation of the future. In this paper we use choice experiment data collected from an online ride-hailing survey to quantify consumer preferences for these technologies. Our results suggest there are major barriers to consumers' willing to ride in such vehicles. We find that respondents require large discounts to ride in driverless vehicles or to carpool with other passengers, even holding ride time constant. Though they are open to riding in EVs and HEVs, they are not willing to pay more to do so. Safety concerns and an unwillingness to ride with strangers appear to be the primary drivers of these preferences. [ABSTRACT FROM AUTHOR]

Digital technologies are a key driver of carbon peaking and carbon neutrality. However, as the physical foundation supporting digital technology, how digital infrastructure affects carbon emissions is unclear. Based on the panel data from 2008 to 2019, this paper examines the impact of the Broadband China Policy on carbon emissions by adopting a multi-period difference-in-differences (DID) method. The empirical findings indicate that, first, digital infrastructure development plays a significant role in reducing carbon emissions in China. Second, the Broadband China Policy significantly reduces carbon emissions especially in China's low-carbon emission regions, high-level digitization regions, and non-resource-cursed regions. Third, the implementation of the Broadband China Policy facilitates carbon emissions reduction through the promotion of green technology progress, optimization of industrial structures, green transformation of residents' lifestyles, and electrification of energy mix. Finally, the Broadband China Policy has a positive spatial spillover effect on the carbon intensity in the surrounding regions of pilot cities, but it has no significant effect on the total carbon emissions and per capita carbon emissions in the surrounding regions. The results provide important insights for digital infrastructure construction to achieve a win-win situation for economic development and emission reduction. • It explores the impact of Broadband China Policy on carbon emissions reduction. • Digital infrastructure development has positive impact on reducing carbon emissions. • The reduction effect is heterogeneous in regions with different characteristics. • Carbon emissions can be reduced at both industrial and individual levels. [ABSTRACT FROM AUTHOR]

The significant carbon emissions generated by China's sludge treatment industry cannot be ignored. However, with only a few recent well-executed studies on carbon emission reduction in the sludge treatment field, the literature awaits a more comprehensive assessment and prediction whether the sludge treatment industry can achieve the dual-carbon target. This article aims to fill this gap, holistically examining the carbon emission reduction potential in the industry. Using the moving average method and IPCC method, the projected carbon emission value of sludge treatment in China from 2021 to 2030 indicates a total net carbon emission of 0.3 million tons by 2030. This suggests that the sludge treatment industry is on track to meet the carbon peak target, leaving surplus carbon quotas or credits available to assist other industries for carbon emissions reductions. The study also finds that only incineration and composting demonstrate the potential to be able to partially offset carbon emissions through resource utilization in certain stages or processes. Therefore, the current sludge treatment methods do not yield comprehensive emission reduction effects and cannot provide sufficient contribution to China's dual carbon goals. To address this issue, the paper explores a new scheme that focuses on improving the sludge treatment process. The scheme comparative analysis reveals that, even with all sludge treatment methods optimized, the total net carbon emissions of the industry could only be reduced to 0.058 million tons. This reduction falls short of significantly mitigating carbon emissions to achieve the carbon neutrality goal. Therefore, industries unable to achieve substantial net carbon reduction may need to explore alternative measures, such as carbon sinks, to ultimately attain carbon neutrality. [ABSTRACT FROM AUTHOR]

China has implemented the coal-to-clean-energy shift policy in rural areas of northern China to improve air quality, optimize energy structure and reduce greenhouse gas emissions, resulting in a significant increase in natural gas and electricity consumption. The policies shifts can reduce CO 2 emissions, but methane emissions from switching processes may contribute to short-term climate impacts. The climate impact during the policy transition is still unclear. Thus, this paper developed a lifecycle greenhouse gas (GHG) emissions framework for coal-to-clean-energy policies in rural northern China. The GHG emissions for heating and cooking, the two most energy intensive activities, were calculated. Four scenarios were designed based on energy types and equipment. Uncertainties in estimating lifecycle GHG emissions under different scenarios were analyzed. The technology warming potential values were calculated for the conversion of scenarios. Besides, the environmental benefits of natural gas versus electricity under emission reduction targets were compared. According to our findings, the total GHG emissions reduction of coal-to-clean-energy shift policies in rural northern China under global warming potential on a 100-year scale (GWP 100) is 1.83 million metric ton CO 2 equivalent (MMT CO 2 eq) in 2018. Since the climate benefits of policy shifts are driven by chosen technical routes, replacing coal with natural gas should be prioritized; heating with natural gas boilers can maximize GHG emissions reduction and climate benefits. By 2038, the climate benefits of electricity will be far superior to those of natural gas, based on emission reduction targets and electrical mix. There are numerous opportunities to reduce GHG emissions in China's energy sector, and there is a need for the energy industry to obtain better emissions data as well as to increase efforts to reduce GHG emissions. [Display omitted] • The coal-to-clean-energy policy in rural areas has a positive climate benefit. • Priority should be given to replacing coal with natural gas in policy execution. • Heating and cooking with electricity will maximize climate benefits from 2038. • Climate impact caused by CH 4 emission during the energy lifecycle can't be ignored. [ABSTRACT FROM AUTHOR]