1.Introduction 2020 is an unusual year in which the COVID-19 pandemic has raged through the globe,infecting tens of millions of people and killing hundreds of thousands.The pandemic has not only wreaked havoc on publi...1.Introduction 2020 is an unusual year in which the COVID-19 pandemic has raged through the globe,infecting tens of millions of people and killing hundreds of thousands.The pandemic has not only wreaked havoc on public health systems,economic activities,and people's lives,but also has greatly affected and will continue to reshape the world's political,economic,and trade patterns.展开更多
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 ...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 CO_(2) capture and storage technology to coal-based transportation solutions.展开更多
It is necessary for China to refocus its energy conservation effort from the industrial sector (field) to all three sectors simultaneously, i.e. industry, construction and transport. In addition, it should also make s...It is necessary for China to refocus its energy conservation effort from the industrial sector (field) to all three sectors simultaneously, i.e. industry, construction and transport. In addition, it should also make significant effort for conserving energy on general technical equipment that are used in large quantities and for a variety of applications. Therefore, there is a need to integrate industrial, construction and transport sectors, i.e. the integration between key technologies and widely used technologies, between hard and soft management, between energy-saving technologies and comprehensive resource utilization technologies. According to estimates, if China’s energy consuming sectors adopted appropriate energy-saving technologies, total energy-savings (using 2010 as the baseline) would be 200 million, 450 million, 650 million and 800 million tons of standard coal in 2015, 2020, 2025 and 2030, respectively.展开更多
Energy consumption for transport purposes has increased rapidly in China over the past decade. China’s transport industry has undergone remarkable developments in energy conservation through structural, technological...Energy consumption for transport purposes has increased rapidly in China over the past decade. China’s transport industry has undergone remarkable developments in energy conservation through structural, technological and managerial measures. The paper analyzes energy-conservation policies and measures related to road transport in China. The paper also identifies constraints for these policies and measures. The transport management authorities face a series of difficulties associated with methods, costs, public awareness, and management systems. Suggestions for improvement are also offered, including promotion of energy-efficient private vehicles, advances in business vehicle energy conservation, exploiting the energy potential of urban traffic and infrastructure development for energy-efficient clean vehicles.展开更多
The LanzaTech process can convert carbon monoxide-containing gases produced by industries, such as steel manufacturing, into valuable fuel products. The life-cycle analysis （LCA） of energy use and greenhouse gas emi...The LanzaTech process can convert carbon monoxide-containing gases produced by industries, such as steel manufacturing, into valuable fuel products. The life-cycle analysis （LCA） of energy use and greenhouse gas emissions from the LanzaTech process has been developed for a Chinese setting using the original Tsinghua China Automotive LCA model along with a customized module developed principally for the process. The LCA results demonstrate that LanzaTech gas-to-liquid （GTL） processing in China＇s steel manufacturing is favorable in terms of life-cycle fossil energy and can reduce greenhouse gas emissions by approximately 50% compared with the conventional petroleum gasoline. The LanzaTech process, therefore, shows advantages in both energy-savings and a reduction in greenhouse gas emissions when compared with most bio-ethanol production pathways in China.展开更多
This paper studies the pathways of peakingCO_(2) emissions of Dezhou city in China, by employing abottom-up sector analysis model and considering futureeconomic growth, the adjustment of the industrialstructure, and t...This paper studies the pathways of peakingCO_(2) emissions of Dezhou city in China, by employing abottom-up sector analysis model and considering futureeconomic growth, the adjustment of the industrialstructure, and the trend of energy intensity. Two scenarios(a business-as-usual (BAU) scenario and a CO_(2) mitigationscenario (CMS)) are set up. The results show that in theBAU scenario, the final energy consumption will peak at25.93 million tons of coal equivalent (Mtce) (16% growthversus 2014) in 2030. In the CMS scenario, the finalenergy will peak in 2020 at 23.47 Mtce (9% lower versuspeak in the BAU scenario). The total primary energyconsumption will increase by 12% (BAU scenario) anddecrease by 3% (CMS scenario) in 2030, respectively,compared to that in 2014. In the BAU scenario, CO_(2)emission will peak in 2025 at 70 million tons of carbondioxide (MtCO_(2)), and subsequently decrease gradually in2030. In the CMS scenario, the peak has occurred in 2014,and 60 MtCO_(2) will be emitted in 2030. Active policiesincluding restructuring the economy, improving energyefficiency, capping coal consumption, and using more low・carbon /carbon free fuel are recommended in Dezhou citypeaked CO_(2) emission as early as possible.展开更多
As the world's biggest carbon dioxide(CO_(2))emitter and the largest developing country,China faces daunting challenges to peak its emissions before 2030 and achieve carbon neutrality within 40 years.This study fu...As the world's biggest carbon dioxide(CO_(2))emitter and the largest developing country,China faces daunting challenges to peak its emissions before 2030 and achieve carbon neutrality within 40 years.This study fully considered the carbon-neutrality goal and the temperature rise constraints required by the Paris Agreement,by developing six long-term development scenarios,and conducting a quantitative evaluation on the carbon emissions pathways,energy transformation,technology,policy and investment demand for each scenario.This study combined both bottom-up and top-down methodologies,including simulations and analyses of energy consumption of end-use and power sectors(bottom-up),as well as scenario analysis,investment demand and technology evaluation at the macro level(top-down).This study demonstrates that achieving carbon neutrality before 2060 translates to significant efforts and overwhelming challenges for China.To comply with the target,a high rate of an average annual reduction of CO_(2) emissions by 9.3%from 2030 to 2050 is a necessity,which requires a huge investment demand.For example,in the 1.5℃ scenario,an investment in energy infrastructure alone equivalent to 2.6%of that year's GDP will be necessary.The technological pathway towards carbon neutrality will rely highly on both conventional emission reduction technologies and breakthrough technologies.China needs to balance a long-term development strategy of lower greenhouse gas emissions that meets both the Paris Agreement and the long-term goals for domestic economic and social development,with a phased implementation for both its five-year and long-term plans.展开更多
This paper analyzes the full lifetime cost of battery electric vehicles （BEVs）, plug-in hybrid electric vehicles （PHEVs）, and fuel cell electric vehicles （FCEVs） in China in the near future. The full lifetime co...This paper analyzes the full lifetime cost of battery electric vehicles （BEVs）, plug-in hybrid electric vehicles （PHEVs）, and fuel cell electric vehicles （FCEVs） in China in the near future. The full lifetime cost comprises the initial and periodic cost of owning and operating the vehicle. Compared with the conventional gasoline vehi- cles, the full lifetime cost of the BEVs, PHEVs and FCEVs are approximately 1.5, 0.5 and 2.3 times more in the short term, respectively, due to the higher initial costs and higher non-energy-related costs though the fuel costs are lower. The results also suggest that with reasonably anticipatable technological progress in the long term, the lifetime cost of advanced electric vehicles （EVs） can be close to that of gasoline vehicles. It is found that two aspects of action are most important to make BEVs cost-effective： to support technology improvement to decrease the high cost of BEV and to formulate high energy cost of operating the conventional gasoline car. Moreover, it is important to decrease the non-energy operating costs including regis- tration fee, tax rate and etc., of BEVs at the same time.展开更多
基金Thanks for the support of the Special Fund for Global Green Development and Climate Change of Tsinghua University Education Foundation and the Energy Foundation.
文摘1.Introduction 2020 is an unusual year in which the COVID-19 pandemic has raged through the globe,infecting tens of millions of people and killing hundreds of thousands.The pandemic has not only wreaked havoc on public health systems,economic activities,and people's lives,but also has greatly affected and will continue to reshape the world's political,economic,and trade patterns.
基金co-supported by the China National Social Science Foundation(09&ZD029)MOE Project of Key Research Institute of Humanities and Social Sciences at Universities in China (2009JJD790029)+1 种基金Doctoral Thesis Fund of Beijing Municipal Science and Technology Commission (zz200923)the CAERC program(Tsinghua/ GM/SAIC-China)
文摘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 CO_(2) capture and storage technology to coal-based transportation solutions.
文摘It is necessary for China to refocus its energy conservation effort from the industrial sector (field) to all three sectors simultaneously, i.e. industry, construction and transport. In addition, it should also make significant effort for conserving energy on general technical equipment that are used in large quantities and for a variety of applications. Therefore, there is a need to integrate industrial, construction and transport sectors, i.e. the integration between key technologies and widely used technologies, between hard and soft management, between energy-saving technologies and comprehensive resource utilization technologies. According to estimates, if China’s energy consuming sectors adopted appropriate energy-saving technologies, total energy-savings (using 2010 as the baseline) would be 200 million, 450 million, 650 million and 800 million tons of standard coal in 2015, 2020, 2025 and 2030, respectively.
文摘Energy consumption for transport purposes has increased rapidly in China over the past decade. China’s transport industry has undergone remarkable developments in energy conservation through structural, technological and managerial measures. The paper analyzes energy-conservation policies and measures related to road transport in China. The paper also identifies constraints for these policies and measures. The transport management authorities face a series of difficulties associated with methods, costs, public awareness, and management systems. Suggestions for improvement are also offered, including promotion of energy-efficient private vehicles, advances in business vehicle energy conservation, exploiting the energy potential of urban traffic and infrastructure development for energy-efficient clean vehicles.
基金The project is co-supported by the National Natural Science Foundation of China （Grant Nos. 71041028, 71103109 and 71073095）, the National Social Science Foundation of China （Grant No. 09＆ZD029）, MOE Project of Key Research Institute of Humanities and Social Sciences at Universities in China （No. 2009JJD790029） and the CAERC program （Tsinghua/GM/SAIC-China）.
文摘The LanzaTech process can convert carbon monoxide-containing gases produced by industries, such as steel manufacturing, into valuable fuel products. The life-cycle analysis （LCA） of energy use and greenhouse gas emissions from the LanzaTech process has been developed for a Chinese setting using the original Tsinghua China Automotive LCA model along with a customized module developed principally for the process. The LCA results demonstrate that LanzaTech gas-to-liquid （GTL） processing in China＇s steel manufacturing is favorable in terms of life-cycle fossil energy and can reduce greenhouse gas emissions by approximately 50% compared with the conventional petroleum gasoline. The LanzaTech process, therefore, shows advantages in both energy-savings and a reduction in greenhouse gas emissions when compared with most bio-ethanol production pathways in China.
基金the National Natural Science Foundation of China(Grant Nos.71690243,71373142,71774095,and 71690244)the Low Carbon Research Project of Dezhou city,Shandong province,China(No.2013009).
文摘This paper studies the pathways of peakingCO_(2) emissions of Dezhou city in China, by employing abottom-up sector analysis model and considering futureeconomic growth, the adjustment of the industrialstructure, and the trend of energy intensity. Two scenarios(a business-as-usual (BAU) scenario and a CO_(2) mitigationscenario (CMS)) are set up. The results show that in theBAU scenario, the final energy consumption will peak at25.93 million tons of coal equivalent (Mtce) (16% growthversus 2014) in 2030. In the CMS scenario, the finalenergy will peak in 2020 at 23.47 Mtce (9% lower versuspeak in the BAU scenario). The total primary energyconsumption will increase by 12% (BAU scenario) anddecrease by 3% (CMS scenario) in 2030, respectively,compared to that in 2014. In the BAU scenario, CO_(2)emission will peak in 2025 at 70 million tons of carbondioxide (MtCO_(2)), and subsequently decrease gradually in2030. In the CMS scenario, the peak has occurred in 2014,and 60 MtCO_(2) will be emitted in 2030. Active policiesincluding restructuring the economy, improving energyefficiency, capping coal consumption, and using more low・carbon /carbon free fuel are recommended in Dezhou citypeaked CO_(2) emission as early as possible.
文摘As the world's biggest carbon dioxide(CO_(2))emitter and the largest developing country,China faces daunting challenges to peak its emissions before 2030 and achieve carbon neutrality within 40 years.This study fully considered the carbon-neutrality goal and the temperature rise constraints required by the Paris Agreement,by developing six long-term development scenarios,and conducting a quantitative evaluation on the carbon emissions pathways,energy transformation,technology,policy and investment demand for each scenario.This study combined both bottom-up and top-down methodologies,including simulations and analyses of energy consumption of end-use and power sectors(bottom-up),as well as scenario analysis,investment demand and technology evaluation at the macro level(top-down).This study demonstrates that achieving carbon neutrality before 2060 translates to significant efforts and overwhelming challenges for China.To comply with the target,a high rate of an average annual reduction of CO_(2) emissions by 9.3%from 2030 to 2050 is a necessity,which requires a huge investment demand.For example,in the 1.5℃ scenario,an investment in energy infrastructure alone equivalent to 2.6%of that year's GDP will be necessary.The technological pathway towards carbon neutrality will rely highly on both conventional emission reduction technologies and breakthrough technologies.China needs to balance a long-term development strategy of lower greenhouse gas emissions that meets both the Paris Agreement and the long-term goals for domestic economic and social development,with a phased implementation for both its five-year and long-term plans.
基金Acknowledgements The project was supported by the National Natural Science Foundation of China （Grant Nos. 71041028 and 71103109）, the National Social Science Foundation of China （No. 09＆ZD029）, MOE Project of Key Research Institute of Humanities and Social Sciences at Universities in China （No. 2009JJD790029） and the CAERC program （Tsinghua/GM/ SAIC-China）.
文摘This paper analyzes the full lifetime cost of battery electric vehicles （BEVs）, plug-in hybrid electric vehicles （PHEVs）, and fuel cell electric vehicles （FCEVs） in China in the near future. The full lifetime cost comprises the initial and periodic cost of owning and operating the vehicle. Compared with the conventional gasoline vehi- cles, the full lifetime cost of the BEVs, PHEVs and FCEVs are approximately 1.5, 0.5 and 2.3 times more in the short term, respectively, due to the higher initial costs and higher non-energy-related costs though the fuel costs are lower. The results also suggest that with reasonably anticipatable technological progress in the long term, the lifetime cost of advanced electric vehicles （EVs） can be close to that of gasoline vehicles. It is found that two aspects of action are most important to make BEVs cost-effective： to support technology improvement to decrease the high cost of BEV and to formulate high energy cost of operating the conventional gasoline car. Moreover, it is important to decrease the non-energy operating costs including regis- tration fee, tax rate and etc., of BEVs at the same time.
