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The majority of the total greenhouse gas (GHG) emissions in China are energy-related. Thus, full understanding of energy-related GHG emissions is crucial for local governments to establish a baseline for tracking emission trends and developing mitigation strategies. In this paper, we present a survey-based GHG emission accounting method for sectoral energy consumption and apply it in Xiaolan, a typical town of Zhongshan. The method combines scope and sectoral analyses on the basis of local statistical approach, and pays more attention to data collection process. Scenarios of core findings in the study are list as below: (1) The energy-related GHG emissions of Xiaolan in 2010 was 2,072,444 tons of carbon dioxide equivalents (CO 2 e). Of this, 31.83% was Scope 1 emissions (direct emissions) and 68.17% was Scope 2 emissions (indirect emissions); (2) Emissions from “manufacturing”, “residents”, and “power, gas & water production and supply” made up 90.27%, among which, “manufacturing” represents the biggest emitting sector as 69.09%; (3) In 2010, the per capita GHG emissions was lower than that in most of the other Chinese cities, but higher than several Asian cities including Amman and Tokyo. Some strategic approaches to reduce GHG emissions were proposed: (1) save energy and improve energy efficiency; (2) optimize energy structure and develop low-carbon energy; (3) update manufacturing structure; (4) improve GHG emission management for the resident sector. Finally, we identified a number of key research issues to advance the town level GHG emission method for future research needs. This paper provides a useful method to understand and profile GHG emissions for towns. [ABSTRACT FROM AUTHOR]

Alleviating global climate change requires the development and adoption of green innovation. This study compares the impact of cooperative and independent green innovation on carbon reduction based on the panel data covering 252 cities in China from 2003 to 2019. We examine the heterogeneous impacts of cooperative green innovation across units, and explain the transmission mechanism. The two-way fixed effects model and interaction model are adopted. Results show that: (1) Cooperative green innovation can reduce carbon emissions more effectively than independent green innovation. A 1% increase in cooperative green patents (inventions) will reduce carbon emissions by 0.023% (0.037%), while independent green patents or inventions play a weak role. (2) For research and development (R&D) partners, firms' cooperative green innovation has a stronger positive effect on carbon reduction than research organizations. The carbon reduction effect of cooperative green innovation is better for listed firms and universities. (3) Mechanism analysis shows cooperative green innovation can reduce carbon emissions by improving the industrial structure and decreasing energy intensity. These effects are stronger when cities have more talent, funds and higher marketability. (4) We also find that listed firms' cooperative green inventions with a ten-year lag can still reduce carbon emissions effectively. Cooperative green innovation is conducive to carbon reduction among eastern and central cities of China. [Display omitted] • This paper explores the impact of green innovation on carbon reduction from the new perspective of cooperation. • Cooperative green innovation is more effective than independent green innovation in carbon reduction. • Cooperative green innovation of listed firms and universities is more conducive to carbon reduction. • Cooperative green innovation can optimize the industrial structure and decrease energy intensity for better carbon reduction. • Cooperative green innovation with more talent, funds and market has better carbon reduction effect. [ABSTRACT FROM AUTHOR]

Abstract: The unprecedented resources and energy needed to support the high growth of urbanization with the emerging issues of environmental degradation and GHG emissions is increasingly dramatic in China. A series of national and local policies have been implemented for achieving the co-benefits of reducing emissions of greenhouse gas (GHG) and air pollution for China's sustainable development. In this paper, the achievement of climate change mitigation and air pollution reduction in different sectors through implementing policies is reviewed. This paper reports on the types of policy measures that have been introduced in two cases (i.e. Tiexi District of Shenyang and Baoshan District of Shanghai) to affect air quality and energy efficiency improvements, which are then collectively examined in terms of their impacts on GHG and air pollutant emissions. Recommendations are made for achieving co-benefits effectively through the integrated approach by comprehensively concentrating on the short and long-term environmental protection and energy conservation at local and national levels based on the analysis made in the paper. The limited coordination and lack of capacity in different government bodies may be the main barriers to the implementation of a co-benefits approach. Enhancing the cooperation and capacity building could overcome these obstacles. [Copyright &y& Elsevier]

The issue of climate change has become an increasing concern for the international community. At the same time, climate change and, particularly, global warming affects the amount of energy required in China and the structure of this demand, thereby influencing the amount of CO 2 (carbon dioxide) emissions produced. To investigate the possible influence of climate change on China's CO 2 emissions, this paper utilizes the degree-day method to calculate the heating degree days (HDD) and cooling degree days (CDD) in 29 provinces in China from 1995 to 2011. A series of appropriate econometric models are subsequently estimated to measure the impact of climate change on CO 2 emissions per capita. To enhance the explanatory power of the estimation results, several indicators, such as income per capita, industry structure, urbanization rate and population density, are incorporated in the estimation equations as control variables. The estimation results indicate that the feedback effect of climate change on China's carbon emissions is statistically significant but not large in magnitude. During the sample period between 1995 and 2011, approximately 1.687% of China's increased total CO 2 emissions could be attributed to climate change. Moreover, the impacts of climate change on different regions of China are notably different. For example, the influence of HDD on CO 2 emissions per capita are most significant in the middle and southern regions, while the impacts of CDD are most significant in the eastern and northern regions. However, there is no obvious evidence that climate change has affected CO 2 emissions in the western region. [ABSTRACT FROM AUTHOR]

Abstract: In recent years, heavy metal pollution accidents were reported frequently in China. The atmospheric heavy metal pollution is drawing all aspects of attention. This paper summarizes the recent research results from our studies and previous studies in recent years in China. The level, temporal variation, seasonal variation and size distribution of the heavy metals of atmospheric Lead(Pb), Vanadium(V), Manganese(Mn), Nickel(Ni), Chromium(Cr), Cadmium(Cd), Copper(Cu), Zinc(Zn) and Arsenic(As) were characterized in China. The emission characteristics and sources of atmospheric heavy metals and As in China were reviewed. Coal burning, iron and steel industry and vehicle emission are important sources in China. Control policies and effects in China were reviewed including emission standards, ambient air quality standards, phase out of leaded gasoline and so on, and further works for atmospheric heavy metals control were suggested. The comprehensive heavy metals pollution control measures and suggestions were put forward based on the summarization of the development and experience of the atmospheric heavy metal pollution control abroad. [Copyright &y& Elsevier]

Abstract: The effects of black carbon (BC) aerosol on climate warming have been the study focus in the recent decade, and the reduction of BC is now expected to have significant near-term climate change mitigation. Large uncertainties of BC optical properties, however, still exist and seriously restrict the ability to quantify BC''s climate effects. In this study, advanced instrumentation (a three-wavelength photoacoustic soot spectrometer (PASS-3) and a single particle soot photometer (SP2)) were used to measure black carbon aerosol and analyze its optical properties in a mega-city in South China, Shenzhen, during the summer of 2011. The results indicated that the average BC mass concentration was 4.0 ± 3.1 μg m−3 during the campaign, accounting for ∼11% of the total PM2.5 mass concentration. The PM2.5 light absorption at 405, 532 and 781 nm was 37.1 ± 28.1, 25.4 ± 19.0 and 17.6 ± 12.9 Mm−1, respectively. The average absorption Angstrom exponent of PM2.5 in visual spectrum (AAE405–781 nm) was 1.1 ± 0.1 during the campaign, indicating that the light absorbing carbon mainly came from vehicular emissions, with little contributions from biomass burning emissions. The mass absorption efficiency (MAE) of BC at 532 nm ranged from 5.0 to 8.5 m2 g−1 during the campaign, with an average of 6.5 ± 0.5 m2 g−1, and showed an obvious diurnal pattern with high values in the daytime. The average percentage of internally mixed BC was 24.3 ± 7.9% during the campaign, showing significant positive correlation relationship with the MAE of BC. More quantitative data analysis indicated that the internally mixed BC would amplify MAE by about 7% during the campaign, which stands in accordance with the new finding of a very recent Science magazine paper (Cappa et al., 2012) that the BC absorption enhancement due to internal mixing in the real atmosphere is relatively low, in apparent contrast to theoretical model predictions. [Copyright &y& Elsevier]

Abstract: China is a large developing country with high carbon intensity. It is likely that China will have to face the challenge of CBTA (carbon motivated border tax adjustments) in future. Meanwhile, CBTA would create price gap between CBTA users and target countries, and change the competitiveness of different producers. Under such circumstances, this paper seeks to contribute to the debate on CBTA by focusing on the potential impacts of CBTA on different regions of China from a perspective of competitiveness. We adopt two geographical divides in China (eastern–central–western zones, high-trade-openness to low-trade-openness regions), and simulate the potential impacts across regions through a general equilibrium model. Our simulation results show that CBTA would affect competitiveness of different producers, their comparative advantages, relative trade shares, outputs and emissions. CBTA would induce structure change of the economy, and result in a shift of industrial output toward non-industrial output. There are significant differences in the effects of CBTA among different regions in China. CBTA would result in a relocation of outputs across regions in China. Therefore, CBTA would also have impact on China’s regional development policy. [Copyright &y& Elsevier]

Abstract: Climate change poses huge challenges to the sustainable development of human society. As a major CO2 emission source, decarbonization of power sector is fundamental for CO2 emission abatement. Therefore, considering the “carbon lock-in” effects, it’s critical to formulate an appropriate roadmap for low-carbon generation technologies. In this paper, key low-carbon technology solutions are firstly identified according to their developing prospects and the fundamental realities of China’s power sector. Then, costs, reduction effects and potentials for the key technology options are evaluated. On this basis, typical scenarios are selected and a scenario set is established which identifies and incorporates the key low carbon factors, and a multi-scenario analysis is implemented to China’s power sector based on a comprehensive power mix planning model. Then, contributions of CO2 reduction among the key technology solutions are revealed. Prospect for CO2 emission reduction is discussed, which informs the possible emission trajectories towards 2030. Finally, low-carbon technology roadmaps under specific scenarios are elaborated, which implies corresponding optimal evolution of power generation mix. [Copyright &y& Elsevier]

Abstract: This paper reports findings of a recent field study that characterized the on-road emissions of individual diesel vehicles in and around Beijing, China during November and December of 2009. We successfully sampled 230 individual trucks on 4 major expressways around the city as well as 57 individual buses in the city using refined mobile chasing techniques and fast response instruments. Emission factors (EF) for carbon monoxide (CO), black carbon (BC) and particulate matter with diameters less than 0.5 μm (PM0.5) are derived from the measurements, which are consistent with the results from laboratory dynamometer tests. The PM0.5 number emission factor distributions demonstrate consistent bimodal modes with peaks around 10 nm and 80 nm, while the mass emission factor distributions demonstrate a unimodal maximum around 110 nm for a majority of the trucks. The BC emissions are shown to be highly correlated with the mass emission of particles with 100–250 nm diameters, which are in good agreement with the results from previous studies. A number of important policy implications are discussed based on the results from this study. First, we identified “heavy emitters” in the on-road fleet we encountered, finding that 5% of diesel trucks in this sample are responsible for 50% of total BC emissions, and 20% of the trucks are responsible for 50% CO and PM0.5 number emissions, 60% PM0.5 mass emissions and over 70% of BC emissions. This suggests that emissions control programs should include identifying and removing heavy emitters from the road or improving their emissions. Second, the BC and PM0.5 number emission factors of trucks registered in regions outside Beijing are significantly higher than those of Beijing-registered trucks, suggesting that improving engine and fuel standards in Beijing alone is not sufficient in reducing the traffic-related air pollution in Beijing. Third, the significantly lower emissions from Euro IV and CNG buses compared to the Euro II and Euro III buses support that introducing clean-burning buses is an effective way to reduce the overall vehicle emissions for the pollutants studied. Fourth, our refined chasing method demonstrates a cost-effective approach to characterize the emissions from a large number of on-road diesel vehicles. Further studies with large sample sizes are critical to constructing more accurate mobile emission inventories to represent the on-road vehicle population. [Copyright &y& Elsevier]

Abstract: The automobile industry in China has rapidly developed in recent years which resulted in an increase in gasoline usage and greenhouse gas (GHG) emissions. Focus on climate change has also accelerated to grow pressure on reducing vehicle weight and improving fuel efficiency. Aluminum (Al) as a light metal has demonstrated a great potential for weight savings in applications such as engine blocks, cylinder heads, wheels, hoods, tailgates etc. However, primary Al production requires intensive energy and the cost of Al is more than traditional steel, which may affect the total benefits realized from using Al in automobiles. Therefore, it is very essential to conduct a study to quantify the life cycle GHG emissions and energy consumption if the plan is to achieve fleet-wide Al intensive vehicles. This paper describes a life cycle assessment (LCA) methodology and the general modeling assumptions used to evaluate the impact of Al intensive vehicle on GHG emissions and energy consumption. The results indicated that the reductions in life cycle GHG emissions and energy consumption were not significant when the maximum Al content in an automobile is 145 kg, which is the average level of Al usage in automobiles in North America. A neural network methodology was used to forecast the vehicle stock in China from 2010 to 2020 and a vehicle fleet model was established to track GHG emissions and energy consumption of the vehicle fleet. A material availability factor was also introduced into the LCA methodology to further assist decision makers in providing rational proposals for a widespread implementation of Al in automobiles. A sensitivity analysis was also conducted to study the impact of the Al content in a vehicle on the final outcomes. The GHG emissions and energy consumption could be further reduced when the Al content in an automobile increases. [ABSTRACT FROM AUTHOR]

Abstract: This paper uses multivariate co-integration Granger causality tests to investigate the correlations between carbon dioxide emissions, energy consumption and economic growth in China. Some researchers have argued that the adoption of a reduction in carbon dioxide emissions and energy consumption as a long term policy goal will result in a closed-form relationship, to the detriment of the economy. Therefore, a perspective that can make allowances for the fact that the exclusive pursuit of economic growth will increase energy consumption and CO2 emissions is required; to the extent that such growth will have adverse effects with regard to global climate change. [ABSTRACT FROM AUTHOR]

Abstract: Monthly nitrogen isotopes of ammonium and nitrate in wet deposition in the city of Guangzhou, and the causes of their variability, are reported in this paper. Nitrate δ15N showed nearly constant values around zero in the dry season (October to April), but oscillating values from negative to positive in the rainy season (May to September). By contrast, ammonium δ15N displayed lower values during the rainy season than in the dry season. The rural area north of the city was considered as the prominent source of ammonium and nitrate in spring and early summer (May and June), as suggested by their concurrent negative isotopic trends and higher NH4 +/NO3 − ratios. From July to September, different dominating sources from the city, i.e., fossil fuel combustion for nitrate, and sewage and waste emission for ammonium, caused disparate δ15N trends of the two species, showing positive nitrate δ15N, but still negative ammonium δ15N. During the cool dry season, the high values of ammonium δ15N and concurrently low NH4 +/NO3 − ratios suggested the decrease in NH3 volatilization and relatively important thermogenic origin of ammonium, but the intermediate nitrate δ15N values around zero may be a result of a balanced emission of NOx from the city and the rural areas. The isotopic effects of chemical conversion of NOx to nitrate and washout of nitrate were ruled out as significant causes of nitrate δ15N variability, but ammonium washout, during which 15N is assumed to be preferentially removed, may partly contribute to the ammonium δ15N variability. [Copyright &y& Elsevier]

In this paper, we report the results and analysis of a recent field campaign in August 2007 investigating the impacts of emissions from transportation on air quality and community concentrations in Beijing, China. We conducted measurements in three different environments, on-road, roadside and ambient. The carbon monoxide, black carbon and ultrafine particle number emission factors for on-road light-duty vehicles are derived to be 95gkg−1-fuel, 0.3gkg−1-fuel and 1.8×1015 particleskg−1-fuel, respectively. The emission factors for on-road heavy-duty vehicles are 50gkg−1-fuel, 1.3gkg−1-fuel and 1.1×1016 particleskg−1-fuel, respectively. The carbon monoxide emission factors from this study agree with those derived from remote sensing and on-board vehicle emission testing systems in China. The on-road black carbon and particle number emission factors for Chinese vehicles are reported for the first time in the literature. Strong traffic impacts can be observed from the concentrations measured in these different environments. Most clear is a reflection of diesel truck traffic activity in black carbon concentrations. The comparison of the particle size distributions measured at the three environments suggests that the traffic is a major source of ultrafine particles. A four-day traffic control experiment conducted by the Beijing Government as a pilot to test the effectiveness of proposed controls was found to be effective in reducing extreme concentrations that occurred at both on-road and ambient environments. [Copyright &y& Elsevier]

Emissions reduction in industrial processes, i.e. clean production, is an essential requirement for sustainable development. Fossil fuel combustion is the main emission source for gas pollutants, such as NOX, SO2 and CO2, and coal is now a primary energy source used worldwide with coal combustion being the greatest atmospheric pollution source in China. This paper analyzes flue gas cleaning by ammonia scrubbing (FGCAS) for power plants to remove gaseous pollutants, such as NOX, SO2 and CO2, and presents the conceptual zero emission design for power plants. The byproducts from the FGCAS process can be used in agriculture or for gas recovery. Experimental results presented for SO2 removal from the simulated flue gas in a continuous flow experiment, which was similar to an actual flue gas system, showed that the effectiveness of the ammonia injection or scrubbing depends on the temperature. The FGCAS process can effectively remove SO2, but the process temperature should be below 60 °C or above 80 °C for SO2 reduction by NH3 scrubbing. [Copyright &y& Elsevier]