What drives the temporal and spatial differences of CO2 emissions in the transport sector? Empirical evidence from municipalities in China

Energy Policy ◽  
2021 ◽  
Vol 159 ◽  
pp. 112607
Author(s):  
Xianmei Liu ◽  
Rui Peng ◽  
Chao Zhong ◽  
Mingyue Wang ◽  
Pibin Guo
Author(s):  
Yuxiang Liu ◽  
Songyuan Yang ◽  
Xianmei Liu ◽  
Pibin Guo ◽  
Keyong Zhang

AbstractThe paper aims to investigate the influencing factors that drive the temporal and spatial differences of CO2 emissions for the transportation sector in China. For this purpose, this study adopts a Logistic Mean Division Index (LMDI) model to explore the driving forces of the changes for the transport sector’s CO2 emissions from a temporal perspective during 2000–2017 and identifies the key factors of differences in the transport sector’s CO2 emissions of China’s 15 cities in four key years (i.e., 2000, 2005, 2010, and 2017) using a multi-regional spatial decomposition model (M-R). Based on the empirical results, it was found that the main forces for affecting CO2 emissions of the transport sector are not the same as those from temporal and spatial perspectives. Temporal decomposition results show that the income effect is the dominant factor inducing the increase of CO2 emissions in the transport sector, while the transportation intensity effect is the main factor for curbing the CO2 emissions. Spatial decomposition results demonstrate that income effect, energy intensity effect, transportation intensity effect, and transportation structure effect are important factors which result in enlarging the differences in city-level CO2 emissions. In addition, the less-developed cities and lower energy efficiency cities have greater potential to reduce CO2 emissions of the transport sector. Understanding the feature of CO2 emissions and the influencing factors of cities is critical for formulating city-level mitigation strategies of the transport sector in China. Overall, it is expected that the level of economic development is the main factor leading to the differences in CO2 emissions from a spatial-temporal perspective.


Genetics ◽  
1975 ◽  
Vol 81 (1) ◽  
pp. 143-162 ◽  
Author(s):  
David L Shellenbarger ◽  
J Dawson Mohler

ABSTRACT Temperature-conditional mutations of the Notch locus were characterized in an attempt to understand the organization of a "complex locus" and the control of its function in development. Among 21 newly induced Notch alleles, about one-half are temperature-conditional for some effects, and three are temperature-sensitive for viability. One temperature-sensitive lethal, l(1)Nts1, is functionally non-complementing for all known effects of Notch locus mutations and maps at a single site within the locus. Among the existing alleles involved in complex patterns of interallelic complementation, Ax59d5 is found to be temperature-sensitive, while fag, spl, and l(1)N are temperature-independent. Whereas temperature-sensitive alleles map predominantly to the right-most fifth of the locus, fag, spl, and l(1)N are known to map to the left of this region. Temperature-shift experiments demonstrate that fag, spl, and l(1)N cause defects at specific, non-overlapping times in development.—We conclude (1) that the Notch locus is a single cistron (responsible for a single functional molecule, presumably a polypeptide); (2) that the right-most fifth of the locus is, at least in part, the region involved in coding for the Notch product; (3) that the complexity of interallelic complementation is a developmental effect of mutations that cause defects at selected times and spaces, and that complementation occurs because the mutant defects are temporally and spatially non-overlapping; and (4) that mutants express selected defects due to critical temporal and spatial differences in the chemical conditions controlling the synthesis or function of the Notch product. The complexity of the locus appears to reside in controlling the expression (synthesis or function) of the Notch product in development.


2021 ◽  
Vol 13 (4) ◽  
pp. 2225
Author(s):  
Ralf Peters ◽  
Janos Lucian Breuer ◽  
Maximilian Decker ◽  
Thomas Grube ◽  
Martin Robinius ◽  
...  

Achieving the CO2 reduction targets for 2050 requires extensive measures being undertaken in all sectors. In contrast to energy generation, the transport sector has not yet been able to achieve a substantive reduction in CO2 emissions. Measures for the ever more pressing reduction in CO2 emissions from transportation include the increased use of electric vehicles powered by batteries or fuel cells. The use of fuel cells requires the production of hydrogen and the establishment of a corresponding hydrogen production system and associated infrastructure. Synthetic fuels made using carbon dioxide and sustainably-produced hydrogen can be used in the existing infrastructure and will reach the extant vehicle fleet in the medium term. All three options require a major expansion of the generation capacities for renewable electricity. Moreover, various options for road freight transport with light duty vehicles (LDVs) and heavy duty vehicles (HDVs) are analyzed and compared. In addition to efficiency throughout the entire value chain, well-to-wheel efficiency and also other aspects play an important role in this comparison. These include: (a) the possibility of large-scale energy storage in the sense of so-called ‘sector coupling’, which is offered only by hydrogen and synthetic energy sources; (b) the use of the existing fueling station infrastructure and the applicability of the new technology on the existing fleet; (c) fulfilling the power and range requirements of the long-distance road transport.


2021 ◽  
Vol 5 (1) ◽  
pp. 25
Author(s):  
Souhir Abbes

In this paper, we use the Logarithmic Mean Divisia Index (LMDI) to apply decomposition analysis on Carbon Dioxide (CO2) emissions from transport systems in seven Eastern European countries over the period between 2005 and 2015. The results show that “economic activity” is the main factor responsible for CO2 emissions in all the countries in our sample. The second factor causing increase in CO2 emissions is the “fuel mix” by type and mode of transport. Modal share and energy intensity affect the growth of CO2 emissions but in a less significant way. Finally, only the “population” and “emission coefficient” variables slowed the growth of these emissions in all the countries, except for Slovenia, where the population variable was found to be responsible for the increase in CO2 emissions. These results not only contribute to advancing the existing literature but also provide important policy recommendations.


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