Reconciling Sectoral Abatement Strategies with Global Climate Targets: The Case of the Chinese Passenger Vehicle Fleet

2011 ◽  
Vol 46 (1) ◽  
pp. 140-147 ◽  
Author(s):  
Stefan Pauliuk ◽  
Ni Made A. Dhaniati ◽  
Daniel B. Müller
2021 ◽  
Author(s):  
Thomas Hale ◽  
Andreas Klasen ◽  
Norman Ebner ◽  
Bianca Krämer ◽  
Anastasia Kantzelis

As the world economy rapidly decarbonises to meet global climate goals, the export credit sector must keep pace. Countries representing over two-thirds of global GDP have now set net zero targets, as have hundreds of private financial institutions. Public and private initiatives are now working to develop new standards and methodologies for shifting investment portfolios to decarbonisation pathways based on science. However, export credit agencies (ECAs) are only at the beginning stages of this seismic transformation. On the one hand, the net zero transition creates risks to existing business models and clients for the many ECAs, while on the other, it creates a significant opportunity for ECAs to refocus their support to help countries and trade partners meet their climate targets. ECAs can best take advantage of this transition, and minimise its risks, by setting net zero targets and adopting credible plans to decarbonise their portfolios. Collaboration across the sector can be a powerful tool for advancing this goal.


2020 ◽  
Vol 11 (1) ◽  
Author(s):  
Xin He ◽  
Shiqi Ou ◽  
Yu Gan ◽  
Zifeng Lu ◽  
Steven Victor Przesmitzki ◽  
...  

Abstract For over ten years, China has been the largest vehicle market in the world. In order to address energy security and air quality concerns, China issued the Dual Credit policy to improve vehicle efficiency and accelerate New Energy Vehicle adoption. In this paper, a market-penetration model is combined with a vehicle fleet model to assess implications on greenhouse gas (GHG) emissions and energy demand. Here we use this integrated modeling framework to study several scenarios, including hypothetical policy tweaks, oil price, battery cost and charging infrastructure for the Chinese passenger vehicle fleet. The model shows that the total GHGs of the Chinese passenger vehicle fleet are expected to peak in 2032 under the Dual Credit policy. A significant reduction in GHG emissions is possible if more efficient internal combustion engines continue to be part of the technology mix in the short term with more New Energy Vehicle penetration in the long term.


2021 ◽  
Author(s):  
Jiandong Chen ◽  
Chong Xu ◽  
Ming Gao ◽  
Ding Li

Abstract China’s carbon peak greatly impacts global climate targets. Limited studies have comprehensively analyzed the influence of the COVID-19 pandemic, changing emission network, and recent carbon intensity (CI) reduction on the carbon peak and the corresponding mitigation implications. Using a unique dataset at different levels, we project China’s CO2 emission by 2035 and analyze the time, volume, driver patterns, complex emission network, and policy implications of China’s carbon peak in the post- pandemic era. We develop an ensemble time-series model with machine learning approaches as the projection benchmark, and show that China’s carbon peak will be achieved by 2021–2026 with > 80% probability. Most Chinese cities and counties have not achieved carbon peaks response to the priority-peak policy and the current implementation of CI reduction should thus be strengthened. While there is a "trade off" between the application of carbon emission reduction technology and economic recovery in the post-pandemic era, a close cooperation of interprovincial CO2 emission is also warranted.


2021 ◽  
Author(s):  
Jianxin Li ◽  
Huanran Liu ◽  
Mingnan Zhao ◽  
Yan Zhang ◽  
Ting Zhang ◽  
...  

2007 ◽  
Vol 122 (3) ◽  
pp. 319-328 ◽  
Author(s):  
Keli A. Braitman ◽  
Susan A. Ferguson ◽  
Kamal Elharam

2020 ◽  
Vol 12 (12) ◽  
pp. 5032 ◽  
Author(s):  
Antti Lajunen ◽  
Klaus Kivekäs ◽  
Jari Vepsäläinen ◽  
Kari Tammi

Different estimations have been presented for the amount of electric vehicles in the future. These estimations rarely take into account any realistic dynamics of the vehicle fleet. The objective of this paper is to analyze recently presented future scenarios about the passenger vehicle fleet estimations and create a foundation for the development of a fleet estimation model for passenger cars dedicated to the Finnish vehicle market conditions. The specific conditions of the Finnish light-duty vehicle fleet are taken into account as boundary conditions for the model development. The fleet model can be used for the estimation of emissions-optimal future vehicle fleets and the evaluation of the carbon dioxide emissions of transportation. The emission analysis was done for four different scenarios of the passenger vehicle fleet development in Finland. The results show that the high average age of the fleet and high number of older gasoline vehicles will slow down the reduction of carbon dioxide emissions during the next five to ten years even with a high adoption rate of electric vehicles. It can be concluded that lowering the average age, increasing biofuel mixing ratios, and increasing the amount of rechargeable electric vehicles are the most effective measures to reduce carbon dioxide emissions of the Finnish passenger vehicle fleet in the future.


2021 ◽  
Vol 168 (3-4) ◽  
Author(s):  
Adam Schlosser ◽  
Andrei Sokolov ◽  
Ken Strzepek ◽  
Tim Thomas ◽  
Xiang Gao ◽  
...  

AbstractWe present results from large ensembles of projected twenty-first century changes in seasonal precipitation and near-surface air temperature for the nation of South Africa. These ensembles are a result of combining Monte Carlo projections from a human-Earth system model of intermediate complexity with pattern-scaled responses from climate models of the Coupled Model Intercomparison Project Phase 5 (CMIP5). These future ensemble scenarios consider a range of global actions to abate emissions through the twenty-first century. We evaluate distributions of surface-air temperature and precipitation change over three sub-national regions: western, central, and eastern South Africa. In all regions, we find that without any emissions or climate targets in place, there is a greater than 50% likelihood that mid-century temperatures will increase threefold over the current climate’s two-standard deviation range of variability. However, scenarios that consider more aggressive climate targets all but eliminate the risk of these salient temperature increases. A preponderance of risk toward decreased precipitation (3 to 4 times higher than increased) exists for western and central South Africa. Strong climate targets abate evolving regional hydroclimatic risks. Under a target to limit global climate warming to 1.5 °C by 2100, the risk of precipitation changes within South Africa toward the end of this century (2065–2074) is commensurate to the risk during the 2030s without any global climate target. Thus, these regional hydroclimate risks over South Africa could be delayed by 30 years and, in doing so, provide invaluable lead-time for national efforts to prepare, fortify, and/or adapt.


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