Structural changes in carbon dioxide (CO2) emissions in the United Kingdom (UK): an emission multiplier product matrix (EMPM) approach

2020 ◽  
Vol 25 (8) ◽  
pp. 1545-1564
Author(s):  
Yousaf Ali ◽  
Rosita Pretaroli ◽  
Muhammad Sabir ◽  
Claudio Socci ◽  
Francesca Severini
Author(s):  
Funda Hatice Sezgin ◽  
Yilmaz Bayar ◽  
Laura Herta ◽  
Marius Dan Gavriletea

This study explores the impact of environmental policies and human development on the CO2 emissions for the period of 1995–2015 in the Group of Seven and BRICS economies in the long run through panel cointegration and causality tests. The causality analysis revealed a bilateral causality between environmental stringency policies and CO2 emissions for Germany, Japan, the United Kingdom, and the United States of America, and a unilateral causality from CO2 emissions to the environmental stringency policies for Canada, China, and France. On the other hand, the analysis showed a bilateral causality between human development and CO2 emissions for Germany, Japan, the United Kingdom, and the United States of America, and unilateral causality from CO2 emissions to human development in Brazil, Canada, China, and France. Furthermore, the cointegration analysis indicated that both environmental stringency policies and human development had a decreasing impact on the CO2 emissions.


2021 ◽  
Vol 13 (7) ◽  
pp. 3660
Author(s):  
Rathna Hor ◽  
Phanna Ly ◽  
Agusta Samodra Putra ◽  
Riaru Ishizaki ◽  
Tofael Ahamed ◽  
...  

Traditional Cambodian food has higher nutrient balances and is environmentally sustainable compared to conventional diets. However, there is a lack of knowledge and evidence on nutrient intake and the environmental greenness of traditional food at different age distributions. The relationship between nutritional intake and environmental impact can be evaluated using carbon dioxide (CO2) emissions from agricultural production based on life cycle assessment (LCA). The objective of this study was to estimate the CO2 equivalent (eq) emissions from the traditional Cambodian diet using LCA, starting at each agricultural production phase. A one-year food consumption scenario with the traditional diet was established. Five breakfast (BF1–5) and seven lunch and dinner (LD1–7) food sets were consumed at the same rate and compared using LCA. The results showed that BF1 and LD2 had the lowest and highest emissions (0.3 Mt CO2 eq/yr and 1.2 Mt CO2 eq/yr, respectively). The food calories, minerals, and vitamins met the recommended dietary allowance. The country’s existing food production system generates CO2 emissions of 9.7 Mt CO2 eq/yr, with the proposed system reducing these by 28.9% to 6.9 Mt CO2 eq/yr. The change in each food item could decrease emissions depending on the type and quantity of the food set, especially meat and milk consumption.


2018 ◽  
Vol 10 (8) ◽  
pp. 2754
Author(s):  
Heikki Liimatainen ◽  
Phil Greening ◽  
Pratyush Dadhich ◽  
Anna Keyes

The potential effects of implementing longer and heavier vehicles (LHVs) in road freight transport have been studied in various countries, nationally and internationally, in Europe. These studies have focused on the implementation of LHVs on certain types of commodities and the experience from countries like Finland and Sweden, which have a long tradition of using LHVs, and in which LHVs used for all types of commodities have not been widely utilised. This study aimed to assess the impacts of long and heavy vehicles on various commodities in the United Kingdom based on the Finnish experiences in order to estimate the possible savings in road freight transport vehicle kilometres, costs, and CO2 emissions in the United Kingdom if LHVs would be introduced and used similarly to in Finland in the transport of various commodities. The study shows that the savings of introducing longer and heavier vehicles in the United Kingdom would be 1.5–2.6 billion vehicle kms, £0.7–1.5 billion in transport costs, and 0.35–0.72 Mt in CO2 emissions. These findings are well in line with previous findings in other countries. The results confirm that considerable savings in traffic volume and emissions can be achieved and the savings are very likely to outweigh possible effects of modal shift from rail to road.


Author(s):  
Theodore Hanein ◽  
Marco Simoni ◽  
Chun Long Woo ◽  
John L Provis ◽  
Hajime Kinoshita

The calcination of calcium carbonate (CaCO3) is a major contributor to carbon dioxide (CO2) emissions that are changing our climate. Moreover, the calcination process requires high temperatures (~900°C). A novel...


2020 ◽  
Vol 9 (3) ◽  
pp. 241
Author(s):  
Mohammad Sharif Zami

Despite the fact that contemporary earth construction may open up new avenues to cutting down CO2 emissions, a review of literature reveals that there is sparse research to date identifying reasons behind why there may be resistance to earth construction as a sustainable construction material in the United Kingdom. The aim of this paper is to formulate a conceptual framework that facilitates a clearer understanding of factors affecting the acceptance of earth as a sustainable material in the UK. To achieve this aim, this study adopted a research methodological framework comprising of an extensive review of literature, the Delphi technique, and in-depth interviews. The conceptual framework provides insight into factors related to the UK context specifically including a lack of technological innovation, resources, well-established supply chain networks, training facilities in universities and building codes. These issues may be addressed through the promotion of earthen architecture as a method of cutting CO2 emissions and introducing earth construction modules in relevant degree programs. Keywords: conceptual framework, factors, building material, earth, environmental sustainability


2008 ◽  
Vol 8 (2) ◽  
pp. 7373-7389 ◽  
Author(s):  
A. Stohl

Abstract. Most atmospheric scientists agree that greenhouse gas emissions have already caused significant changes to the global climate system and that these changes will accelerate in the near future. At the same time, atmospheric scientists who – like other scientists – rely on international collaboration and information exchange travel a lot and, thereby, cause substantial emissions of carbon dioxide (CO2). In this paper, the CO2 emissions of the employees working at an atmospheric research institute (the Norwegian Institute for Air Research, NILU) caused by all types of business travel (conference visits, workshops, field campaigns, instrument maintainance, etc.) were calculated for the years 2005–2007. It is estimated that more than 90% of the emissions were caused by air travel, 3% by ground travel and 5% by hotel usage. The travel-related annual emissions were between 1.9 and 2.4 t CO2 per employee or between 3.9 and 5.5 t CO2 per scientist. For comparison, the total annual per capita CO2 emissions are 4.5 t worldwide, 1.2 t for India, 3.8 t for China, 5.9 t for Sweden and 19.1 t for Norway. The travel-related CO2 emissions of a NILU scientist, occurring in 24 days of a year on average, exceed the global average annual per capita emission. Norway's per-capita CO2 emissions are among the highest in the world, mostly because of the emissions from the oil industry. If the emissions per NILU scientist derived in this paper are taken as representative for the average Norwegian researcher, travel by Norwegian scientists would nevertheless account for a substantial 0.2% of Norway's total CO2 emissions. Since most of the travel-related emissions are due to air travel, water vapor emissions, ozone production and contrail formation further increase the relative importance of NILU's travel in terms of radiative forcing.


2019 ◽  
Vol 19 (23) ◽  
pp. 14949-14965 ◽  
Author(s):  
Catherine C. Ivanovich ◽  
Ilissa B. Ocko ◽  
Pedro Piris-Cabezas ◽  
Annie Petsonk

Abstract. While individual countries work to achieve and strengthen their nationally determined contributions (NDCs) to the Paris Agreement, the growing emissions from two economic sectors remain largely outside most countries' NDCs: international shipping and international aviation. Reducing emissions from these sectors is particularly challenging because the adoption of any policies and targets requires the agreement of a large number of countries. However, the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO) have recently announced strategies to reduce carbon dioxide (CO2) emissions from their respective sectors. Here we provide information on the climate benefits of these proposed measures, along with related potential measures. Given that the global average temperature has already risen 1 ∘C above preindustrial levels, there is only 1.0 or 0.5 ∘C of additional “allowable warming” left to stabilize below the 2 or 1.5 ∘C thresholds, respectively. We find that if no actions are taken, CO2 emissions from international shipping and aviation may contribute roughly equally to an additional combined 0.12 ∘C to global temperature rise by end of century – which is 12 % and 24 % of the allowable warming we have left to stay below the 2 or 1.5 ∘C thresholds (1.0 and 0.5 ∘C), respectively. However, stringent mitigation measures may avoid over 85 % of this projected future warming from the CO2 emissions from each sector. Quantifying the climate benefits of proposed mitigation pathways is critical as international organizations work to develop and meet long-term targets.


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