GHG emissions from primary aluminum production in China: Regional disparity and policy implications

Hao, Han; Geng, Yong; Wen, Haiying

doi:10.1016/j.apenergy.2015.05.056

Cited by 76 publications

(35 citation statements)

References 9 publications

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“…The first is the uncertainty of energy statistics. Previous research on China's CO 2 emissions accounting collected energy consumption data from China's national statistics bureau [32][33][34][35][36][37][38][39][40][41]. However, there was a 20% gap between the aggregated energy consumption from 30 provinces and national consumption.…”

Section: Introductionmentioning

confidence: 99%

New provincial CO2 emission inventories in China based on apparent energy consumption data and updated emission factors

et al. 2016

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Section: Introductionmentioning

confidence: 99%

New provincial CO2 emission inventories in China based on apparent energy consumption data and updated emission factors

et al. 2016

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“…As the marginal cost of a switch to PFPB technology falls below the expected ETS carbon price, the baseline assumption is that with the natural turnover of capital, all EU member states will have phased in PFPB technology by 2020 . Primary aluminium production in China is estimated at 55 % of the global production capacity of 58.3 Mt in 2015 (USGS, 2016) and with almost all production facilities employing PFPB technology (Hao et al, 2016). For other non-EU regions, current technology used in primary aluminium smelters is, in the baseline, assumed to remain until 2050.…”

Section: Baseline Scenariomentioning

confidence: 99%

Global emissions of fluorinated greenhouse gases 2005–2050 with abatement potentials and costs

Purohit

Höglund-Isaksson

2017

Atmos. Chem. Phys.

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Abstract. This study uses the GAINS model framework to estimate current and future emissions of fluorinated greenhouse gases (F-gases), their abatement potentials, and costs for twenty source sectors and 162 countries and regions, which are aggregated to produce global estimates. Global F-gas (HFCs, PFCs, and SF 6 ) emissions are estimated at 0.7 Pg CO 2 eq. in 2005 with an expected increase to 3.7 Pg CO 2 eq. in 2050 if application of control technology remains at the current level. There are extensive opportunities to reduce emissions using existing technology and alternative substances with low global warming potential. Estimates show that it would be technically feasible to reduce cumulative F-gas emissions from 81 to 11 Pg CO 2 eq. between 2018 and 2050. A reduction in cumulative emissions to 23 Pg CO 2 eq. is estimated to be possible at a marginal abatement cost below 10 EUR t −1 CO 2 eq. We also find that future F-gas abatement is expected to become relatively more costly for developing than developed countries due to differences in the sector contribution to emissions and abatement potentials.

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“…One possible further step is to extend the comparison of energy efficiency to a larger scope. For example, to compare the energy efficiency across the sectors of transport, building, industry [77], etc. This will contribute to identifying energy efficiency improvement opportunities from a larger scope.…”

Section: Discussionmentioning

confidence: 99%

Measuring Energy Efficiency in China’s Transport Sector

Hao¹,

Liu²,

Liu³

et al. 2017

Energies

Self Cite

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Abstract:Energy efficiency is one of the key factors affecting energy consumption and greenhouse gas (GHG) emissions. By focusing on China's transport sector, this study comprehensively reviews and compares the energy efficiency performance of passenger vehicles, light-duty commercial vehicles, commercial road transport, commercial water transport, aviation transport and railway transport, and identifies the opportunities for further energy efficiency improvements. It is found that railway transport exhibited the greatest improvement in energy efficiency during the past decade, which was mainly driven by progress in its electrification. Passenger vehicles have also experienced considerable energy efficiency improvements, which can be mainly attributed to the establishment of mandatory fuel consumption standards. In contrast, commercial road transport has shown the least improvement, due to insufficient policy implementations. Based on the analysis, it is recommended that, as China's present policy framework to improve energy efficiency in the transport sector is generally effective, it should be consistently maintained and successively improved. Electrification represents a major opportunity for improvement of energy efficiency in the transport sector. Such potential should be fully tapped for all transport modes. Greater effort should be put into improving the energy efficiency of commercial road transport. The policy instruments utilized to improve the energy efficiency of heavy-duty vehicles should be as intensive and effective as the policy instruments for passenger vehicles.

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GHG emissions from primary aluminum production in China: Regional disparity and policy implications

Cited by 76 publications

References 9 publications

New provincial CO2 emission inventories in China based on apparent energy consumption data and updated emission factors

New provincial CO2 emission inventories in China based on apparent energy consumption data and updated emission factors

Global emissions of fluorinated greenhouse gases 2005–2050 with abatement potentials and costs

Measuring Energy Efficiency in China’s Transport Sector

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