Xiliang Zhang

Modeling Regional Transportation Demand in China and the Impacts of a National Carbon Policy

Chinas climate and energy policy commitments are stated at the national level, but they may have uneven impacts on the countrys regionally heterogeneous transport system. This work quantifies the expected provincial-level response of freight transport to an economywide policy targeting reductions in carbon emissions intensity. The analysis applies the China Regional Energy Model, a multisector, static, global, computable general equilibrium (CGE) model representing 30 individual provinces with physical accounts of energy and greenhouse gas emissions. The structure of road and nonroad freight (and passenger) sectors, the preparation of transport activity data, and a policy similar to announced goals that specify a 17% reduction in the carbon dioxide emissions intensity of gross domestic product are described. In the national aggregate and in most provinces, the road freight sector is most affected by the emissions intensity cap. The road freight sector contributes 24%–-versus 18% from nonroad freight and 51% from nontransport sectors–-of a 5.1% reduction in national refined oil demand. Significant regional differences are found in the impacts of a national-level, economywide policy. Steep reductions in freight activity occur in some of the poorest provinces, partly because they offer low-cost abatement opportunities, and the resulting adjustments across the economy affect transport demand. This research contributes a new tool capable of capturing the transport impact of sector- and province-specific policies in detail and providing a rigorous foundation for future dynamic CGE analyses. Potential impacts of energy and climate policy on regional transport systems are important inputs to policy and infrastructure investment decisions at the central and local levels.

Analysis: 100 Percent Renewable Energy Systems

Based on case studies from the United States, Denmark, and China, this chapter analyzes the problems and perspectives of converting the present energy system into a 100 percent renewable energy system using a smart energy systems approach. The design of 100 percent renewable energy systems involves three major technological changes: energy savings on the demand side, efficiency improvements in energy production, and the replacement of fossil fuels by various sources of renewable energy. Consequently, the analysis of these systems must include strategies for integrating renewable sources into complex energy systems influenced by energy savings and efficiency measures. The cases involve detailed hourly analyses and quantify resources and balancing problems within the electricity as well as the heating, transportation, and gas sectors. This chapter makes conclusions regarding the principles and methodologies, as well as the design and implementation, of 100 percent renewable energy systems.

The Status Quo and Development Trend of Low-carbon Vehicle Technologies in China

Three types of low-carbon vehicle technologies in China are reviewed. Potential effects are listed for those integrated energy-saving technologies for conventional vehicles. Low carbon transitions, including alternative vehicle power train systems and fuels, are discussed on their development status and trends, including life cycle primary fossil energy use and greenhouse gas emissions of each pathway. To further support the low-carbon vehicle technologies development, integrated policies should seek to: (1) employ those integrated energy-saving technologies, (2) apply hybrid electric technology, (3) commercialize electric vehicles through battery technology innovation, (4) support fuel cell vehicles and hydrogen technology R&D for future potential applications, (5) boost the R&D of second generation biofuel technology, and (6) conduct further research on applying low-carbon technologies including CO2 capture and storage technology to coal-based transportation solutions.

A general equilibrium analysis of floor prices for China’s national carbon emissions trading system

ABSTRACT China announced the official start of its national emissions trading system (ETS) construction programme in December 2017, making ETS the primary policy to achieve China’s domestic decarbonization targets and global climate change pledges. Unlike ETS designs in other regions, China’s ETS features a flexible cap that is linked to both reduced carbon intensity and activity levels. Therefore, total CO2 emissions are allowed to increase if economic growth is strong – an important design feature for developing countries that demand an increase in CO2 emissions at least in the near term. Therefore, to guarantee that the carbon price signal emerging from the ETS is strong enough to support the achievement of China’s climate change targets given uncertainties in economic growth, technology improvement and renewable energy development, China’s ETS needs a carbon price floor. In this study, we simulate carbon price paths in different scenarios representing different uncertainty realizations using the China-in-Global Energy Model (C-GEM) and find that a price path of

Multi-Criteria Renewable Energy Planning Decision-Making Model Based on VIKOR

4 before 2020,

Studies on the Integration of 1.5 th and 2 nd Generation Fuel Ethanol Production from Sweet Sorghum Stalks: Economic Performance, Energy Consumption and Carbon Emissions

8 between 2021 and 2025 and

Mathematical Decomposition for Influence Factors of Unit GDP Energy Consumption and Demonstration in China

12 between 2026 and 2030 (2011 constant price) is able to support the achievement of China’s climate pledges with a 90% chance. Therefore, this price path could be adopted as a feasible carbon price floor for China’s ETS. Key policy insights A carbon price floor in China’s ETS is needed to achieve China’s climate pledges under uncertainty. Multiple dimensions of uncertainties need to be considered when estimating the carbon price floor. Under our representative estimation, the carbon floor price path needs to be set at

Life Cycle Analysis on Energy Consumption and GHG Emissions of Secondary Energy in China in 2008

4 per ton before 2020,

Scenario analysis on alternative fuel/vehicle for China's future road transport: life-cycle energy demand and GHG emissions.

8 per ton between 2021 and 2025, and

Energy consumption and GHG emissions of six biofuel pathways by LCA in (the) People's Republic of China

12 per ton between 2026 and 2030.