The European Union balancing between CO2 reduction commitments and growth policies: decomposition analyses

Kaivo‐oja, Jari; Luukkanen, Jyrki

doi:10.1016/s0301-4215(03)00124-1

Cited by 42 publications

(13 citation statements)

References 19 publications

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“…At the moment, the EU15 countries as a whole seem to have severe problems in achieving the minus 8% target (Kaivo-oja and Luukkanen, 2004). This view is supported by the IEA (2003) statistics as none of the countries succeeded in achieving any reduction in the transport sector between 1990 and 2001.…”

Section: Discussionmentioning

confidence: 94%

Towards a theory of decoupling: degrees of decoupling in the EU and the case of road traffic in Finland between 1970 and 2001

2005

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Traditionally, the transport literature reflects the view that traffic volumes, road traffic volumes in particular, are coupled with Gross Domestic Product (GDP). Recently published literature also argues that the carbon dioxide (CO 2 ) emissions from transport, passenger cars in particular, have not shown any decoupling from transport volumes for some years. This article presents a theoretical framework for decoupling, defining the difference between decoupling, coupling and negative decoupling. These are further broken down to weak, strong and expansive/recessive degrees of decoupling, laying emphasis on the absolute increase or decrease of the variables. The result section presents data of the development of the relationships between GDP, traffic volumes and CO 2 emissions from transport in the EU15 countries between 1970 and 2001, including the special case of Finnish road traffic. The aggregate EU15 data show a change from expansive negative decoupling to expansive coupling regarding passenger transport, and from weak decoupling to expansive negative decoupling regarding freight transport. Weak decoupling of transport CO 2 emissions from GDP could also be observed. Weak decoupling of all the three aspects (freight, passenger and CO 2 ) could be seen in the UK, Sweden and Finland in the 1990s. In Finland, the statistics show weak decoupling of GDP from road traffic volume and strong decoupling of road traffic volume and CO 2 emissions from road traffic between 1990 and 2001. Four hypothetical explanations of the Finnish phenomenon are put forward in this article: policy towards sustainable mobility, green urban lifestyle, increasing income differences, and statistical misinterpretation. Each explanation is backed up with some quantitative evidence in observable trends in Finland during the 1990s. q

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Section: Discussionmentioning

confidence: 94%

Towards a theory of decoupling: degrees of decoupling in the EU and the case of road traffic in Finland between 1970 and 2001

2005

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“…LMDI 분석 방법론은 온실가스 배출량 및 에너지 소비 특 성을 분석하는 방법론으로써 분해 과정에서 디비지아 지수 와 로그평균가중치를 사용하고, 다른 분해 분석 방법론에 비 해서 이론적인 기초와 적용 가능성 및 편리성 등의 뛰어난 특징을 가진 것으로 여겨진다 [5]. 최근 LMDI 분해분석 방법론을 이용하여 에너지 소비나 온실가스 배출특성에 대한 연구가 활발히 진행(Kaivo-oja와 Luukkanen [6], Ang [7], Oh [8], Liu [9])되고 있다. 특히 Kwon [10]는 영국의 차량(car travel), Papagiannaki [11]는 그리스와 덴마크의 승용차(passenger cars), Mendiluce [12]는 스페인의 승용 및 화물 수송(passenger transport and freight)에 대해 분해분석을 하였다.…”

Section: 었다 하지만 기존 연구는 온실가스 배출량 산정 및 배출 계수 개발 등의 연구였고 배출 특성에 기반한 연구unclassified

LMDI Decomposition Analysis on Characteristics of Greenhouse Gas Emission from the Line of Railroad in Korea

Lee¹,

Lim²,

Kim³

et al. 2012

Journal of the Korean society for railway

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Korean government is enforcing 'Greenhouse gas target management' in order to achieve Greenhouse gas reduction target. To attain Greenhouse gas reduction target, companies in Korea must establish their GHG inventory system and analysis their GHG emissions characteristics for deduction of mitigation measures. LMDI(Log Mean Divisia Index) decomposition analysis is widely used to understand characteristics of GHG emission and energy consumption. In this paper, the characteristics of GHG emission from the line of railroad in Korea is respectively analyzed in terms of conversion effect, intensity effect, production effect and distance effect. Data of railroad GHG emission from 2000 to 2007 are used. As a result, total effect of railroad's GHG emission is 96,813tCO 2 eq. Production effect (39,865tCO 2 eq) and distance effect (327,923tCO 2 eq) affect increase of railroad GHG emissions while Conversion effect (-158,161tCO 2 eq) and intensity effect (-112,814tCO 2 eq) influence decrease of the emissions.

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“…They show that the decline of CO 2 emissions during the 1970s is mainly caused by measures to promote energy efficiency, as a response to the oil crisis. Kaivo-oja and Luukkanen (2004) broaden this analysis by studying energy transitions in all European countries plus Norway and they instead use a complete decomposition analysis. They show that there are large differences among the individual countries.…”

Section: Development Trajectories and Energy Transitionsmentioning

confidence: 99%

Decomposition of CO2 Emissions over 1980-2003 in Turkey

Lise

2005

SSRN Journal

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Standard-Nutzungsbedingungen:Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Zwecken und zum Privatgebrauch gespeichert und kopiert werden.Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich machen, vertreiben oder anderweitig nutzen.Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, gelten abweichend von diesen Nutzungsbedingungen die in der dort genannten Lizenz gewährten Nutzungsrechte. Terms of use: Documents in Decomposition of CO2 emissions over 1980-2003 in Turkey SummaryThere is a multi-dimensional need for studying the energy situation in Turkey and to obtain insight into the development of CO2 emissions. On the one hand, recent projections of the OECD show that Turkey has a yearly GDP growth potential of over 7%. On the other hand, recent projections of UNDP and World Bank indicate that the level of CO2 emission is going to rise six-fold by 2025 with respect to the level of emissions in 1990.It is a great challenge to both meet the growth target and keep the CO2 under control. Thereupon, this paper tries to unfold factors that explain CO2 emissions by undertaking a complete decomposition analysis for Turkey over the period 1980-2003. The analysis shows, as is common to relatively fast growing economies, that the biggest contributor to the rise in CO2 emissions is the expansion of the economy (scale effect). The carbon intensity and the change in composition of the economy, which nearly move in tandem, also contribute to the rise in CO2 emissions, albeit at a slower rate. The energy intensity of the economy, which is decreasing, is responsible for a modest reduction in CO2 emissions. Hence, in congruence with the scale effect, we do not find a decoupling of carbon emissions and economic growth in Turkey over the period 1980-2003.

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The European Union balancing between CO2 reduction commitments and growth policies: decomposition analyses

Cited by 42 publications

References 19 publications

Towards a theory of decoupling: degrees of decoupling in the EU and the case of road traffic in Finland between 1970 and 2001

Towards a theory of decoupling: degrees of decoupling in the EU and the case of road traffic in Finland between 1970 and 2001

LMDI Decomposition Analysis on Characteristics of Greenhouse Gas Emission from the Line of Railroad in Korea

Decomposition of CO2 Emissions over 1980-2003 in Turkey

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