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As the world's largest carbon emitter, China is under great pressure to cut down carbon emissions. Understanding the evolution of carbon emissions across Chinese cities is important for policymakers when allocating carbon emission quota among these cities. This paper draws upon the Open-source Data Inventory for Anthropogenic CO2 to calculate city-level per capita carbon emissions in China from 2001 to 2016. Overall, we find that per capita carbon emissions of Chinese cities have been generally on the rise during the 2001–2016 period. However, there has been on average a modest decline in per capita carbon emissions of cities in China's Yangtze River Delta region and Pearl River Delta region from 2011 to 2016, after a remarkable increase during the 2001–2011 period. Besides, the average north-south gap has been enlarged, with northern cities having a relatively higher level of per capita carbon emissions. [ABSTRACT FROM AUTHOR]

Globally as well as in China, cities have contributed to most of economic output and have accordingly given rise to most of CO2 emissions. In particular, given unprecedented urbanization, cities will play an even greater role in shaping energy demand and CO2 emissions. Therefore, cities are the key to meeting its proposed carbon intensity target in 2020 and whatever climate commitments beyond 2020 that China may take. Given the paramount importance of cities, China is practicing low carbon city (LCC) development. Against this background, this paper first summarizes the general situation and main characteristics of China's LCC development. The paper then indentifies eight problems and challenges for China's LCC development including the absence of sound carbon accounting systems, lack of low-carbon specific evaluation system, rare use of market-based instruments, insufficient government-enterprise interactions, excessive budget dependence on land concession, increasing difficulty in further carbon mitigation, inevitable emissions growth due to rising living standards, and coal-dominant energy structure in the foreseeable future. Since these challenges are not applied to one or few cities, but are to all cities across the country, finally, the paper discusses how governments, in particular the central government, should address these problems and challenges. Given that China has faced great difficulty ensuring that local governments act in accordance with centrally-directed policies, the paper in particular discusses ways to incentivize local governments not to focus on economic growth alone and to move away from a heavy reliance on land concession. The paper ends with emphasizing on putting a price on carbon a crucial step for China's endeavor of harnessing the market forces to reduce its energy consumption and carbon emissions and genuinely transiting into a low-carbon economy. [ABSTRACT FROM AUTHOR]

South China’s Guangdong Province, the Chinese largest provincial economy and the global 14th biggest economy, has been facing a huge challenge of achieving economic growth without emission growth. Developing new strategy for making economic growth compatible carbon reduction requires better understanding of the decoupling carbon emission from economic growth. In this paper, we conduct a comprehensive decoupling and decomposition analysis of carbon emission from economic output in Guangdong Province from a sector perspective. We firstly calculate carbon emission in six sectors based on the energy consumption of each sector and carbon coefficient of 13 types of fuels during 2000–2014, and then quantify the decoupling status between CO2 emissions and economic growth in those six sectors by using the Tapio decoupling index, finally, investigate the influencing factors of emissions by using the decomposition techniques. The modeling results show that agricultural sector has strong decoupling, industrial, transport and others sectors are weak decoupling; construction and trade sectors are expansive negative decoupling. We also find that energy intensity and economic output are the major factors influencing carbon emission, also the effects of energy structure and emission factor among six sectors are studied. Some policy recommendations finally are put forward. [ABSTRACT FROM AUTHOR]

To offer a fresh angle on the state capacity to advance decarbonization, this article brings into dialog political economies of scale and the Mannian notion of state infrastructural power, animating this conceptual cross-fertilization with an analysis of China's evolving policy framework for decarbonization. This article begins with building the conceptual construct of scalar practice as a source of state infrastructural power and categorizing three key scalar practices, namely, interscalar rearranging, interregional reshuffling, and urban‒rural scalar mixing. Building upon this, the article critically evaluates China's policy framework and state actions against the notion of infrastructural power: the Chinese state applies noncoercive means to elicit support, extract resources, and coordinate actions while transitioning to decarbonization-driven accumulation regimes, and these noncoercive means are mobilized together with coercive means through the art of scalar structuration that (re)defines central–local, urban‒rural, and interregional relations. Overall, this study elucidates how state-orchestrated processes of (re)territorialization for the decarbonization agenda give rise to the expansion of the state's autonomous power in relation to civil society, albeit in a manner that manifests contested power struggle and conflicting internal logics. [ABSTRACT FROM AUTHOR]

Introduction: Although forecasting electric vehicles' growth in China was frequently reported in the literature, predicting electric vehicles market penetration as well as corresponding energy saving and carbon dioxide mitigation potential in a more suitable method is not well understood. Methods: This study chose the double species model to predict electric vehicles' growth trajectory under mutually competitive conditions between electric vehicles and internal combustion engine vehicles. For comparison, it set two scenarios: with 200 and 300 vehicles per thousand persons at 2050. To give details on energy saving and carbon dioxide mitigation potential induced by electric vehicles' market penetration, it further divided electric vehicles into five subgroups and internal combustion engine vehicles into seven subgroups, therein forming respective measurement formulas. Results: This paper solved the double species model and thus got its analytical formula. Then it employed the analytical formula to conduct an empirical study on electric vehicles market penetration in China from year 2010 to 2050. Under scenario 300, electric vehicles growth trajectory will emerge a quick growth stage during 2021–2035, thereafter keeping near invariant till 2050. Meanwhile, current internal combustion engine vehicles' quick growth will continue up to 2027, then holding constant during 2028–2040, afterwards following a 10-year slowdown period. Scenario 200 has similar features, but a 2-year delay for electric vehicles and a 5-year lead time for internal combustion engine vehicles were found. On average, scenario 300 will save 114.4 Mt oil and 111.5 Mt carbon dioxide emissions, and scenario 200 will save 77.1 Mt oil and 73.4 Mt carbon dioxide emissions each year. Beyond 2032, annual 50.0% of road transport consumed oil and 18.6% of carbon dioxide emissions from this sector will be saved under scenario 300. Discussion: Compared with scenario 200, scenario 300 was more suitable to predict electric vehicle market penetration in China. In the short-term electric vehicle penetration only brings about trivial effects, while in the long-term it will contribute a lot to both energy security and carbon dioxide mitigation. The contribution of this article provided a more suitable methodology for predicting electric vehicle market penetration, simulated two coupled trajectories of electric vehicles and internal combustion engine vehicles, and discussed relative energy-saving and climate effects from 2010 to 2050. [ABSTRACT FROM AUTHOR]

Introduction: Although forecasting electric vehicles' growth in China was frequently reported in the literature, predicting electric vehicles market penetration as well as corresponding energy saving and carbon dioxide mitigation potential in a more suitable method is not well understood. Methods: This study chose the double species model to predict electric vehicles' growth trajectory under mutually competitive conditions between electric vehicles and internal combustion engine vehicles. For comparison, it set two scenarios: with 200 and 300 vehicles per thousand persons at 2050. To give details on energy saving and carbon dioxide mitigation potential induced by electric vehicles' market penetration, it further divided electric vehicles into five subgroups and internal combustion engine vehicles into seven subgroups, therein forming respective measurement formulas. Results: This paper solved the double species model and thus got its analytical formula. Then it employed the analytical formula to conduct an empirical study on electric vehicles market penetration in China from year 2010 to 2050. Under scenario 300, electric vehicles growth trajectory will emerge a quick growth stage during 2021-2035, thereafter keeping near invariant till 2050. Meanwhile, current internal combustion engine vehicles' quick growth will continue up to 2027, then holding constant during 2028-2040, afterwards following a 10-year slowdown period. Scenario 200 has similar features, but a 2-year delay for electric vehicles and a 5-year lead time for internal combustion engine vehicles were found. On average, scenario 300 will save 114.4 Mt oil and 111.5 Mt carbon dioxide emissions, and scenario 200 will save 77.1 Mt oil and 73.4 Mt carbon dioxide emissions each year. Beyond 2032, annual 50.0% of road transport consumed oil and 18.6% of carbon dioxide emissions from this sector will be saved under scenario 300. Discussion: Compared with scenario 200, scenario 300 was more suitable to predict electric vehicle market penetration in China. In the short-term electric vehicle penetration only brings about trivial effects, while in the long-term it will contribute a lot to both energy security and carbon dioxide mitigation. The contribution of this article provided a more suitable methodology for predicting electric vehicle market penetration, simulated two coupled trajectories of electric vehicles and internal combustion engine vehicles, and discussed relative energy-saving and climate effects from 2010 to 2050. [ABSTRACT FROM AUTHOR]

There is an emerging literature estimating the marginal cost of carbon mitigation in China using distance function approaches; however, empirical estimates vary widely in magnitude and variation, which undermines support for policies to curb carbon emission. Applying three commonly used distance functions to China's provincial data from 2001 to 2010, we show that the variability can be partially explained by the difference in the input/output coverage and whether the estimated marginal abatement cost (MAC) is conditional on the abatement of other correlated pollutants. We also argue that the substantial heterogeneity in abatement cost estimates could be related to an economic interpretation that radial measures reflect the short-run MACs while non-radial measures reflect the long-run MACs. Our mean short-run MAC for carbon is 20 US$ per tonne, an amount that is very close to the carbon prices observed in China's recently launched pilot markets. [ABSTRACT FROM AUTHOR]

The article offers information related to energy and environment, including events from April to June 2013. It mentions that emissions of carbon dioxide per unit of energy produced worldwide dropped between 1990 and 2010 and there is a decline in global extreme poverty. According to the International Energy Agency (IEA), China and US are taking steps towards sealing a deal on global climate.