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With China's rapid industrialization and urbanization in the process of socio-economic development, the extensive use of energy has resulted in a large amount of CO2 emissions, which puts great pressure on China's carbon emission reduction task. Through multivariate socio-economic data, this paper proposes an extraction and screening method of multivariate variables based on land-use types, and the downscaled spatial decomposition of carbon emissions at different scales was carried out by using the spatial lag model (SLM). This paper makes up for the shortcomings of previous studies, such as an insufficient modeling scale, simple modeling variables, limited spatio-temporal span of spatial decomposition, and no consideration of geographical correlation. Based on the results of the spatial decomposition of carbon emissions, this paper explores the spatial and temporal dynamics of carbon emissions at different scales. The results showed that SLM is capable of downscaling the spatialization of carbon emissions with high precision, and the continuity of the decomposition results at the provincial scale is stronger, while the differences of the decomposition results at the municipal scale are more obvious within the municipal units. In terms of the spatial and temporal dynamics of CO2 emissions, carbon emissions at both scales showed a significant positive correlation. The dominant spatial correlation types are "Low–Low" at the provincial level, and "Low–Low" and "High–High" at the municipal level. The smaller spatial scope is more helpful to show the geographic dependence and geographic differences of China's carbon emissions. The findings of this paper will help deepen the understanding of the spatial and temporal changes of carbon emissions in China. They will provide a scientific basis for the formulation of feasible carbon emission reduction policies. [ABSTRACT FROM AUTHOR]

Global biomass burning represents a significant source of carbon emissions, exerting a substantial influence on the global carbon cycle and climate change. As global carbon emissions become increasingly concerning, accurately quantifying the carbon emissions from biomass burning has emerged as a pivotal and challenging area of scientific research. This paper presents a comprehensive review of the primary monitoring techniques for carbon emissions from biomass burning, encompassing both bottom-up and top-down approaches. It examines the current status and limitations of these techniques in practice. The bottom-up method primarily employs terrestrial ecosystem models, emission inventory methods, and fire radiation power (FRP) techniques, which rely on the integration of fire activity data and emission factors to estimate carbon emissions. The top-down method employs atmospheric observation data and atmospheric chemical transport models to invert carbon emission fluxes. Both methods continue to face significant challenges, such as limited satellite resolution affecting data accuracy, uncertainties in emission factors in regions lacking ground validation, and difficulties in model optimization due to the complexity of atmospheric processes. In light of these considerations, this paper explores the prospective evolution of carbon emission monitoring technology for biomass burning, with a particular emphasis on the significance of high-precision estimation methodologies, technological advancements in satellite remote sensing, and the optimization of global emission inventories. This study aims to provide a forward-looking perspective on the evolution of carbon emission monitoring from biomass burning, offering a valuable reference point for related scientific research and policy formulation. [ABSTRACT FROM AUTHOR]

Public participation is playing an increasingly important role in environmental governance. This paper uses panel data from Chinese cities to evaluate the causal relationship between public participation, regional carbon emissions, and regional carbon intensity. We obtain the following conclusions: (1) Public participation significantly reduces regional carbon emissions and regional carbon intensity, which remains robust after a series of robustness and endogeneity discussions. (2) The carbon reduction effect of public participation performs better in eastern regions, regions with higher per capita income, and regions with a concentration of tertiary industries and talents. (3) We divided the public participation into resident participation and environment non-governmental organizations (ENGOs) participation. We found an excellent interactive emission reduction effect with resident participation and a good interaction between resident participation and government and environmental organizations. (4) This paper finds that promoting regional green technology innovation is a significant mechanism for public participation in achieving carbon emission reduction. (5) Finally, this paper found an "inverted U-shaped" non-linear relationship between public participation and regional carbon emissions. The results reveal the importance of public participation in regional carbon emissions and provide an empirical basis for promoting informal environmental regulation. [ABSTRACT FROM AUTHOR]

Under the influence of the dual policies of sustainable economic development and the national dual-carbon target, the establishment of an environmental protection department for the treatment of heavily polluting industries is imminent, and the country has launched pollution control policies and regulations to restrict the emission rights of heavily polluting industries. Therefore, this paper focuses on whether the restriction of emission rights in key industries has reduced carbon emissions. To achieve this, this paper uses panel data of prefecture-level cities in China from 2006 to 2019 and adopts a two-way fixed-effects DID model to systematically analyze the impact of the key pollution industry governance policies launched by the Ministry of Environmental Protection on CO2 emissions in 2017. And further analyze the role of variables such as green technology innovation patents and energy efficiency using this model, while parallel trend tests and placebo tests, and related policies are used to ensure the robustness of the regression results. This paper reveals that: (1) The heavy pollution industry governance policy implemented in 2017 can effectively reduce CO2 emissions in the cities of the treated group, and the effect is more significant in the year of policy implementation; (2) Green utility patents and energy-use efficiency are the effective mediating mechanisms to reduce CO2 emissions; (3) Over time, the effect of heavy pollution industry governance policy on CO2 emissions gradually decreases; (4) The reliability of the baseline regression results of this paper is proved by the use of parallel trend tests, placebo tests, and tests excluding the influence factors such as relevant policies in the same period. Therefore, the key polluting industries treatment policy launched by China's Ministry of Environmental Protection in 2017 under the recent dual-carbon policy development goals formulated by China, can effectively reduce carbon emissions; however, in the future economic development process, the government should give more consideration to the continuity of the policy impact and its coherence on economic development when implementing the policy. [ABSTRACT FROM AUTHOR]

In the context of carbon neutralization and carbon peak, carbon reduction in key industries has become a central topic in our country. As an important part of technological progress, it is necessary to study the effect of technology import on carbon emission reduction in key industries. Based on the panel data of 30 provinces. from 2011 to 2020, this paper used the fixed-effect model to analyze the emission reduction effect in key industries on the development status of technology import. The spatial econometric model was used to analyze the spatial characteristics of carbon emissions of technology import and key industries. Then, the mediating effect model was used to bring industrial technological innovations into the research category to analyze the mediating role of technology imports on the carbon emissions of key industries. Finally, a robustness test proved the reliability of the model. The findings were as follows: (1) Technology import significantly promoted carbon emission reduction in key industries; (2) In terms of the spatial relationship, technology import and carbon dioxide emissions had significant spillover effects, and there were trends of high and high aggregation and low and low aggregation, with the impact of technology import on carbon dioxide emissions having a siphon effect; (3) Industrial technological innovation played an intermediary role in this path, but it was a negative role, which was not, in general, conducive to the reduction of carbon emissions of key industries. On this basis, the paper puts forward several policy suggestions. [ABSTRACT FROM AUTHOR]

Urbanization is a significant indicator of city progress, and as urbanization advances, carbon emissions exhibit an increasing trend that must not be disregarded. Therefore, it is imperative to thoroughly examine the spatial and temporal variations as well as the factors influencing carbon emissions during the urbanization process. In this paper, based on the 2009–2019 PRD region, carbon emissions are measured from energy consumption, industrial production process, solid waste, and wastewater according to the IPCC coefficients, and spatial and spatial differences in carbon emissions are combined with spatial analysis and the drivers analyzed using the gray correlation scale. The results show that: (1) The total carbon emissions in the PRD region have been increasing over the study period, and the distribution of total carbon emissions shows a pattern of "strong in the east and weak in the west", with energy consumption accounting for the highest proportion of carbon emissions. (2) The global Moran Index of carbon emissions in the PRD has been decreasing, with low and low clustering concentrated in Shaoguan and Zhaoqing, high and high clustering concentrated in Dongguan and Shenzhen, and low and high clustering concentrated in Shenzhen and Guangzhou, with cold spots mainly concentrated in Zhaoqing and hot spots mainly distributed in Guangzhou, Shenzhen, and Dongguan. (3) The degree of economic growth has a substantial influence on carbon emissions in the PRD cities, and the influence of technical advancement has intensified. Guangzhou City is propelled by low-carbon regulations that have a more equitable influence on all elements. Zhuhai City has a more significant influence on energy intensity, while Foshan City has a more noticeable decrease in the effect of foreign investment. To address the issue of carbon emissions, the government should establish appropriate rules to regulate carbon emissions in areas with high emissions, foster collaborative efforts across cities, and encourage the growth of environmentally friendly enterprises. [ABSTRACT FROM AUTHOR]

As global warming intensifies, reducing carbon emissions has become a global common mission. Tourism transportation is one of the important sources of carbon emissions, and reducing its carbon emissions is a key part of achieving China's carbon reduction goals. Based on the panel data of various provinces and cities in North China from 2000 to 2022, this paper calculates the carbon emissions of tourism transportation by using the carbon emission coefficients of different transportation modes in different segments. Moreover, the temporal and spatial evolution of the tourism economy is systematically analyzed. The Tapio decoupling model and LMDI addition decomposition model are used to analyze the relationship between carbon emissions and tourism economic growth and the effects of 11 influencing factors on carbon emissions. The results show that: (1) The carbon emission of tourism transportation in North China has experienced four stages: a steady growth period, a transitional adaptation period, a stable equilibrium period, and a drastic decline period. The overall carbon emission level of tourism transportation is as follows: Hebei Province > Shanxi Province > Inner Mongolia Autonomous Region > Beijing City > Tianjin City. (2) The decoupling coefficient between tourism traffic carbon emissions and economic development fluctuates but mainly shows a weak decoupling state. (3) In terms of influencing factors, passenger size and passenger density have the greatest impact on the carbon emissions of tourism transportation. [ABSTRACT FROM AUTHOR]

In recent years, global warming has become increasingly severe, and the ecological and environmental problems facing mankind have become increasingly serious. As the main areas of transportation activities, cities are also the main places of carbon emissions. As a necessary condition for human's daily-life travel, it is particularly important to calculate the carbon emissions from urban transportation. Due to the different characteristics of economy and population in different regions of a city, the carbon emissions of urban buses show different characteristics in terms of temporal and spatial distribution. The developments of science and technology promote the application of big data analysis to specific practical life, enabling people to research and solve problems from a new perspective. This paper uses the GPS data of urban buses in Sanya City, China, to identify operation conditions from urban buses, and calculates the distance and time under different conditions. Based on the measured data of carbon emissions, this paper visualizes the distribution characteristics of carbon emissions by density analysis; explains the time distribution characteristics by the visual analysis of carbon emissions in different time periods, working days and rest days, and different energy types; and illustrates the spatial distribution characteristics by the spatial distributions of carbon emissions from Sanya's buses on working days and rest days, as well as in different routes, providing reference for a low-carbon development of urban green transport. [ABSTRACT FROM AUTHOR]

CO2 is the main greenhouse gas. Urban spatial development, land use, and so on may be affected by CO2 and climate change. The main questions studied in this paper are as follows: What are the drivers of CO2 emissions of expanding megacities? How can they be analyzed from different perspectives? Do the results differ for megacities at different stages of development? Based on the XGBoost model, this paper explored the complex factors affecting CO2 emissions by using data of four Chinese megacities, Beijing, Tianjin, Shanghai, and Chongqing, from 2003 to 2017. The main findings are as follows: The XGBoost model has better applicability and accuracy in predicting carbon emissions of expanding megacities, with root mean square error (RMSE) as low as 0.036. Under the synergistic effect of multiple factors, population, land size, and gross domestic product are still the primary driving forces of CO2 emissions. Population density and population become more important in the single-factor analysis. The key drivers of CO2 emissions in megacities at respective developmental stages are different. This paper provides methods and tools for accurately predicting CO2 emissions and measuring the critical drivers. Furthermore, it could provide decision support for megacities to make targeted carbon-emission-reduction strategies based on their own developmental stages. [ABSTRACT FROM AUTHOR]

Wildfires are becoming more frequent due to the global climate change. Large amounts of greenhouse gases emitted by wildfires can lead to increases in extreme climate events. Accurately estimating the greenhouse gas carbon dioxide (CO2) emissions from wildfires is important for mitigation of climate change. In this paper, we develop a novel method to estimate wildfire CO2 emissions from the relationship between local CO2 emissions and XCO2 anomalies. Our method uses the WRF-Chem assimilation system from OCO-2 XCO2 retrievals which coupled with Data Assimilation Research Testbed (DART). To validate our results, we conducted three experiments evaluating the wildfire CO2 emissions over the conterminous United States. The four-month average wildfire emissions from July to October in 2015∼2018 were estimated at 4.408 Tg C, 1.784 Tg C, 1.514 Tg C and 2.873 Tg C, respectively. Compared to the average of established inventories CT2019B, FINNv1.5 and GFASv1.2 fire emissions, our estimates fall within one standard deviation, except for 2017 due to lacking of OCO-2 XCO2 retrievals. These results suggest that the regional carbon assimilation system, such as WRF-Chem/DART, using OCO-2 XCO2 retrievals has a great potential for accurately tracking regional wildfire emissions. [ABSTRACT FROM AUTHOR]

Black carbon (BC) emissions from shipboard diesel engines are the next potentially important issue of interest to the International Maritime Organization (IMO) and are considered to have a significant impact on the climate environment and human health. However, theories and technologies regarding the mechanisms of black carbon formation, oxidizing and influencing factors, emission detection methods, and abatement techniques are still missing in science and engineering. This paper provides a comprehensive overview of relevant advances in international maritime regulations, the frontier theory on formation mechanisms, comprehensive physical and chemical properties, and the potential reduction measures and control measures of emissions. These results suggest that BC is produced in the combustion flame of fuel and is related to the nucleation as well as the formation of PAHs. It helps to understand the initial generation process of black carbon and reduce its emission by studying it in detail and revealing some key factors, including micromorphology, nanostructural features, surface functional groups, oxidizing activity, size distribution, and elemental composition. Further, an in-depth understanding of the complex characteristics of BC can also help to identify viable BC measurement techniques and instrumentation for marine engines, thereby enhancing emission regulation. Overall, extensive technology can reduce BC emissions from marine diesel engines by approximately 50%. The information contained in this report can be used as a significant reference to further explore the BC formation mechanism and develop exclusive BC emission control strategies. [ABSTRACT FROM AUTHOR]

This paper attempts to develop a calculation model to estimate the carbon dioxide (CO2) emissions during the mixing process of asphalt mixtures and explore energy-saving and emission reduction technologies. Based on a comprehensive analysis of the mixer's working mechanism, mixing quality requirement, and theoretical deductions, a CO2 emission model for the mixing process of asphalt mixtures is established. The model highlights the significant impact of mixing time on both mixing quality and carbon emissions. The model demonstrates that the mixing quality improves with an increase in mixing time, but the degree of improvement diminishes after an initial significant enhancement, eventually stabilizing. Importantly, excessive mixing time does not significantly improve the mixing quality; conversely, an extended mixing time has a notable impact on carbon emissions. Results show that when the deviation of the asphalt content is changed from 0.3% to 0.2% for a 5% asphalt content mixture, the mixing time and resulting CO2 emissions increase by 14%; similarly, when the deviation is 0.1%, the mixing time and resulting CO2 emissions increase by nearly 40%. Additionally, the agitator's capacity also significantly influences the CO2 emissions. For a project of a given scale, increasing the agitator capacity leads to a reduction in total carbon emissions during the mixing process. Compared to a type 1500 agitator, employing agitators of types 3000, 4000, and 5000 can achieve reductions in total CO2 emissions by 26.3%, 32.9%, and 36.8%, respectively. Therefore, for large-scale engineering projects aiming to minimize CO2 emissions during the mixing process, it is essential to determine the optimal mixing time to avoid excessive mixing and select a larger capacity agitator, preferably type 4000 or higher. These findings could support the development of effective emission reduction measures in the field of road construction, thereby contributing to the achievement of emission reduction targets and promoting the advancement of sustainable road development. [ABSTRACT FROM AUTHOR]

CO2 emissions from fossil energy have caused global climate problems and threatened human survival. However, there are few studies on the spatiotemporal distribution and driving factors of carbon emissions. This paper takes the Yangtze River Delta (YRD) urban agglomeration as the research object and analyzes the spatiotemporal heterogeneity of carbon dioxide emissions and their driving factors from 2000 to 2017. First, a series of preprocessing, such as resample, interpolation, and image clipping, are conducted on the CO2 emission data and nighttime light remote sensing images. Second, the dynamic time wrapping (DTW) and hierarchical clustering algorithms were involved in manipulating the CO2 emission data. Consequently, the cities' and CO2 emissions' time series were classified into four categories and three stages separately. Finally, the geographical detector model (GDM) and geographical and temporal weighted regression (GTWR) are coupled to evaluate the spatiotemporal heterogeneity and quantify the driving factors. The results show the following: (1) The spatiotemporal distribution of CO2 emissions has spatial consistency from 2000 to 2017. High-emission areas are concentrated in economically developed areas such as Shanghai, Suzhou, and Wuxi. The results are consistent with previous research. (2) Regional aggregation is a revealed new trend. CO2 emissions in the target urban areas are gradually converging into economic center cities and diverse class cities, e.g., Shanghai and Ningbo. (3) In cities of different economic development levels, the driving factors of CO2 emissions are different. The secondary sector and urban infrastructure dominate in the early stages of developed cities. On top of that, the influence of the tertiary industry is more significant in the later development stages. According to the results, in the urban development process, humans should not only pursue the increase in speed but also pay attention to the negative impact of the economic development process on the ecological environment. Besides, since the spatiotemporal characteristics and dominant factors of urban carbon emissions are different in each stage of development, the formulation of carbon reduction policies should be associated with urban features. [ABSTRACT FROM AUTHOR]

How to decouple economic growth from carbon dioxide emissions and achieve low-carbon transformation of the Chinese economy has become an urgent problem that needs to be solved. Firstly, the Tapio index is used to identify China's carbon peak status, and then the Technology Choice Index (TCI) and economic complexity are introduced into the comprehensive factor analysis framework for carbon dioxide emissions. Key influencing factors are identified using random forest and ridge regression. On this basis, a novel sparrow search algorithm–long short-term memory (SSA-LSTM) model which has more prediction accuracy compared with past studies is constructed to predict the dynamic evolution trend of carbon dioxide emissions, and in combination with scenario analysis, the path towards the carbon peak is simulated. The following conclusions are obtained: The benchmark scenario peaks in 2031, with a peak of 12.346 billion tons, and the low-carbon scenario peaks in 2030, with a peak of 11.962 billion tons. The extensive scenario peaks in 2037, with a peak of 13.291 billion tons. Under six scenarios, it can be concluded that energy intensity is the key factor in reducing the peak. These research results provide theoretical support for decision-makers to formulate emission reduction policies and adjust the carbon peak path. [ABSTRACT FROM AUTHOR]

China has made remarkable achievements in reducing carbon emissions in recent years. However, there is still much reduction room before achieving carbon neutrality. In Beijing, the capital of China, it is a strategic choice to respond to global climate change by promoting green and low-carbon development. This paper calculates the carbon dioxide emissions of key industries in Beijing and analyzes the temporal evolution trend of carbon emissions. Carbon dioxide emissions in Beijing before 2030 are predicted based on the grey prediction GM (1,1) and BP neural network model. The effects of factors of carbon dioxide emissions are discussed using the threshold regression model under different economic conditions. The results show that energy consumption intensity, GDP per capita, and the ownership of civil cars have a positive impact on carbon dioxide emissions, while the number of permanent residents and urban green space areas have a negative impact on carbon dioxide emissions. These findings of carbon emission prediction and influencing factors contribute to carbon reduction path design. Related policy implications on carbon emission reduction are put forward from the aspects of promoting industrial upgrading, accelerating the construction of advanced economic structures, optimizing transportation structures, and strengthening green building development. [ABSTRACT FROM AUTHOR]

Hybrid Electric Vehicles (HEVs) are a prominent solution for reducing CO2 emissions from transport in Europe. They are equipped with at least two propulsion energy converters, an Internal Combustion Engine (ICE) and one or more Electric Machines (EMs), operated in a way to exploit synergies and achieve fuel efficiency. Because of the variety in configurations and strategies, the use of simulation is essential for vehicle development and characterisation of energy consumption. This paper introduces a novel simulation approach to estimate the CO2 emissions from different hybrid architectures (series, parallel, power-split) and electrification degrees (mild, full, plug-in and range extender) that is relatively simple, flexible and accurate. The approach identifies the optimal power split between the energy converters for any given time in a driving cycle according to three evaluation levels: supervisor, ICE manager and optimiser. The latter relies on the Equivalent Consumption Minimisation Strategy (ECMS) and the limitations imposed by the other two layers. Six light-duty HEVs with different hybrid architectures were tested to support the development of the approach. The results show an indicative accuracy of ±5%, enabling to run assessments of hybrid powertrain solutions and supporting regulatory and consumer information initiatives. [ABSTRACT FROM AUTHOR]

The concentration of carbon dioxide and methane in the atmosphere has significantly increased over the last 60 years. One of the factors in the growth of methane and its homologue emissions is the intense thawing of gas hydrates, mainly from the Arctic shelf, which remains one of the less studied sources of atmospheric hydrocarbon emissions. Oxidation of methane and light-saturated hydrocarbons by ozone in the upper part of the atmosphere leads to the formation of CO2. The analysis of several datasets presented in this paper allows us to find the correlation between CH4 and CO2 concentrations in the atmosphere. This finding suggests that methane and its homologues released from gas hydrates mainly in the Arctic shelf zone become a significant source of carbon dioxide in the atmosphere. Because the amount of hydrocarbons located in gas hydrate deposits on the Arctic shelf is huge, further evolution of this process can become a serious challenge. [ABSTRACT FROM AUTHOR]

As a market-based instrument for transportation demand management, a transport fee-charging policy can not only effectively reduce traffic congestion, but also improve air quality. Considering the urgent need to improve urban transport fee-charging policies and reduce transport carbon emissions, the paper focuses on the role of the performance of fee-charging policies in reducing the carbon emissions of urban transport. In this study, we propose a methodological framework for the performance evaluation of urban traffic carbon emission fee-charging policies. First, we analyze the current situation of the implementation of fee-charging policies and their relationship with urban traffic congestion. Subsequently, we analyze changing trends of carbon emissions associated with transportation travel in Beijing in recent years, to identify the main sources of carbon emissions from transport. Finally, we used the DEA method to evaluate the performance of the fee policies for urban transport, which are meant to reduce carbon emissions, analyze their implementation efficiency, and then discuss the main factors affecting their efficiency. The results show that with the implementation of fee-charging policies, urban traffic congestion has eased. The overall carbon dioxide (CO2) emissions from transportation in Beijing grew rapidly. CO2 emissions generated by car travel are the main source of carbon emissions from transportation in Beijing. The average value of the overall technical efficiency (TE) of Beijing's fee-charging policies to reduce transportation carbon emissions from 2006 to 2018 is 0.962, indicating that the overall implementation of Beijing's fee-charging policies has been effective. Adjustments to the fee structure reduce motor vehicle travel to an extent, increase the proportion of green travel, and reduce the intensity of transportation carbon emissions. The technical non-efficiency in Beijing's fee-charging policy is mainly due to non-efficiency of scale, followed by pure technical non-efficiency. Appropriately adjusting the fee structures imposed by different policies would help to improve the efficiency of policy implementation. [ABSTRACT FROM AUTHOR]

China's economy has made significant strides in the past three decades. As a direct result of China's "one belt, one road" (OBOR) initiative, the country's rate of industrialization and urbanization is currently the fastest in the entire world. This rapid development is largely dependent on the enormous amounts of energy currently being consumed and forms the foundation of the world's high levels of carbon emissions. It is generally agreed that the production of greenhouse gases, particularly carbon dioxide, is the primary contributor to the current state of climate change. In this paper, a CO2 emission prediction model based on Bi-LSTM is constructed. In order to conduct empirical tests on the model, this study uses data from South Asian countries and China from 2001 to 2020. China's CO2 emissions from 2022 to 2030 were predicted along with those of other countries in order to study the combined effects of the scientific and technological progress, industrial structures, and energy structure factors affecting CO2 emissions. When compared with the LSTM and GRU methods, the Bi-LSTM model's results produced lower MAE, MSE, and MAPE values, indicating that it performs better. According to the findings, carbon emissions represent a significant problem that will become much worse in the future due to China and India's high emissions, particularly in the next 10 years, if the government does not implement policies that help reduce those emissions. [ABSTRACT FROM AUTHOR]

This paper explores the nexus between agricultural production, renewable energy, foreign direct investment (FDI), and carbon emissions in Africa, where there is limited evidence on the topic. Relying on panel data covering thirty-one African countries obtained from the World Bank World Development Indicators and FAOSTAT databases, we answered the question of whether agricultural production (proxied by livestock production, fertilizer consumption, and land under cereal cultivation), the use of renewable energy, and FDI increase or reduce carbon emissions. Using the panel autoregressive distributed lag model for analysis, our results show that net FDI, fertilizer consumption, livestock production significantly increased carbon emissions, both in the short run and long run. Meanwhile, renewable energy use consumption significantly decreased carbon emissions, both in the short run and long run. Specifically, a 1% increase in net FDI increased total carbon emissions by 0.003% in the short run and by 0.01% in the long run. Renewable energy consumption significantly decreased carbon emissions, both in the short run and long run. A 1% increase in renewable energy consumption decreased total carbon emissions by 0.16% in the short run and by 0.22% in the long run. Additionally, fertilizer consumption and livestock production significantly increased carbon emissions in the short run and long run. A 1% increase in fertilizer consumption increased total carbon emissions by 0.01% in the short run and by 0.04% in the long run, while a 1% increase in livestock production increased total carbon emissions by 0.20% in the short run and by 0.56% in the long run. The findings call for investment in renewable energy technologies and consumption while advocating for large-scale uptake of climate-smart agriculture, and environmentally friendly targeted foreign direct investments on the continent. [ABSTRACT FROM AUTHOR]

Global biomass burning represents a significant source of carbon emissions, exerting a substantial influence on the global carbon cycle and climate change. As global carbon emissions become increasingly concerning, accurately quantifying the carbon emissions from biomass burning has emerged as a pivotal and challenging area of scientific research. This paper presents a comprehensive review of the primary monitoring techniques for carbon emissions from biomass burning, encompassing both bottom-up and top-down approaches. It examines the current status and limitations of these techniques in practice. The bottom-up method primarily employs terrestrial ecosystem models, emission inventory methods, and fire radiation power (FRP) techniques, which rely on the integration of fire activity data and emission factors to estimate carbon emissions. The top-down method employs atmospheric observation data and atmospheric chemical transport models to invert carbon emission fluxes. Both methods continue to face significant challenges, such as limited satellite resolution affecting data accuracy, uncertainties in emission factors in regions lacking ground validation, and difficulties in model optimization due to the complexity of atmospheric processes. In light of these considerations, this paper explores the prospective evolution of carbon emission monitoring technology for biomass burning, with a particular emphasis on the significance of high-precision estimation methodologies, technological advancements in satellite remote sensing, and the optimization of global emission inventories. This study aims to provide a forward-looking perspective on the evolution of carbon emission monitoring from biomass burning, offering a valuable reference point for related scientific research and policy formulation.

The paper utilized a panel dataset to investigate the effects of the impact factors, namely, economic growth, energy intensity, energy consumption, urbanisation, passenger vehicles and transport infrastructure investments on carbon emissions (CO2-eq). The transport sector of the main buoyant economic provinces of South Africa for a consecutive period of five years was investigated using STIRPAT models. Carbon emissions coefficient method, (CECM) is made applicable to determine the quantification of the forms of fossil fuels utilized in the transportation sector. The characterized parametric panel dataset for Gauteng, KwaZulu-Natal and Western Cape were assessed from 2016 to 2020 to make objective function determinations. The results indicate that GDP and passenger vehicles contributed largely to CO2-eq emissions, however, the impact varies across the three provinces. Energy intensity and the approach to energy consumption are significant in mitigating carbon emissions, which is due to the possibilities of high fuel efficiency and pollution decrease. The outcome of the research advances climate change mitigation strategy and proffers the required attention to policy makers in South Africa and Africa as a continent. [ABSTRACT FROM AUTHOR]

In order to reduce the environmental impact caused by CO2 emissions from ships and achieve the goal of green shipping, a spray tower using NaOH solution for the absorption of CO2 has been established in this paper. Using the characteristics of a 6135G128ZCa marine diesel engine, the CO2 absorption system was designed and mathematical models of CO2 absorption efficiency were developed. The effects of the variation in engine exhaust gas temperature, the concentration of NaOH solution, the exhaust gas velocity, different load conditions, and different nozzle types on the absorption efficiency of CO2 were thoroughly investigated experimentally. Moreover, the mechanism of CO2 absorption was analyzed. The developed model was verified by comparing the test results with the simulation results. The results of the study proved that using NaOH solution to absorb CO2 from ship exhausts could reduce the level of CO2 emissions from ships by more than 20%, which indicates that this technology could be used in the future to reduce the level of CO2 emissions from ships. [ABSTRACT FROM AUTHOR]

This paper analyzes the relative content of CO2 emissions embedded in regional supply chains in four different countries in Latin America: Brazil, Chile, Colombia, and Mexico. We estimate both the trade in value-added (TiVA) and the CO2 content embedded in interregional and foreign exports, mapping the relative intensity of CO2 emission levels on value chains. For that, we applied an inter-regional input-output model to determine the interplay between the CO2 emission embedded in goods of resource-based industries and their linkages with other economic industries, revealing a map of CO2 emissions on trade in value-added trade from a subnational dimension. The main result reveals an interregional dependence, indicating a higher level of embedded CO2 on value-added in each regional economy for resource-based industries, usually intense in CO2 emissions. This finding has considerable implications for the sustainable development goals of these subnational areas, as the spatial concentration of production leads to an unbalanced regional capacity for promoting reductions in CO2 emissions along with value chains. [ABSTRACT FROM AUTHOR]

The concept of low carbon is extended to the welfare dimension by considering the relationship between carbon emissions and the Human Development Index (HDI). This paper examines the decoupling between carbon emissions per capita and HDI and the welfare output of carbon emissions by using the data from 189 countries, from 1990 to 2019, as well as decomposes the drivers of the decoupling index and carbon emissions performance (CEP) in the example countries. The results show that most countries that achieve strong decoupling have very high human development, while the worst case is that a few countries with an extremely low human development achieved strong decoupling. Moreover, the status of strong decoupling in most countries is not stable, and there is a risk of transformation to another decoupling status. Although the CEP of most countries has gradually improved, very few countries have high CEP. Economic development effects are the primary inhibitor to achieving and maintaining strong decoupling in example countries. The main drivers of CEP improvement are the carbon productivity effects in the Czech Republic, Germany, and the United Kingdom, and the economic development effects in South Korea and Turkey. The main factors inhibiting the increase of CEP are the energy intensity effect in the Czech Republic, Germany, and the UK, and the welfare effect in South Korea and Turkey. These effects are all related to GDP. Economic activity broadly affects the decoupling index and CEP. Recommendations for maintaining HDI growth and reducing carbon emissions are made for countries with different human development. [ABSTRACT FROM AUTHOR]

With China’s rapid industrialization and urbanization in the process of socio-economic development, the extensive use of energy has resulted in a large amount of CO2 emissions, which puts great pressure on China’s carbon emission reduction task. Through multivariate socio-economic data, this paper proposes an extraction and screening method of multivariate variables based on land-use types, and the downscaled spatial decomposition of carbon emissions at different scales was carried out by using the spatial lag model (SLM). This paper makes up for the shortcomings of previous studies, such as an insufficient modeling scale, simple modeling variables, limited spatio-temporal span of spatial decomposition, and no consideration of geographical correlation. Based on the results of the spatial decomposition of carbon emissions, this paper explores the spatial and temporal dynamics of carbon emissions at different scales. The results showed that SLM is capable of downscaling the spatialization of carbon emissions with high precision, and the continuity of the decomposition results at the provincial scale is stronger, while the differences of the decomposition results at the municipal scale are more obvious within the municipal units. In terms of the spatial and temporal dynamics of CO2 emissions, carbon emissions at both scales showed a significant positive correlation. The dominant spatial correlation types are “Low–Low” at the provincial level, and “Low–Low” and “High–High” at the municipal level. The smaller spatial scope is more helpful to show the geographic dependence and geographic differences of China’s carbon emissions. The findings of this paper will help deepen the understanding of the spatial and temporal changes of carbon emissions in China. They will provide a scientific basis for the formulation of feasible carbon emission reduction policies.

Environmental degradation remains a pressing global concern, prompting many nations to adopt measures to mitigate carbon emissions. In response to international pressure, China has committed to achieving a carbon peak by 2030 and carbon neutrality by 2060. Despite extensive research on China's overall carbon emissions, there has been limited focus on individual provinces, particularly less developed provinces. Jiangxi Province, an underdeveloped province in southeastern China, recorded the highest GDP (Gross Domestic Product) growth rate in the country in 2022, and it holds significant potential for carbon emission reduction. This study uses data from Jiangxi Province's 14th Five-Year Plan and Vision 2035 to create three carbon emission reduction scenarios and predict emissions. The extended STIRPAT (Stochastic Impacts by Regression on Population, Affluence, and Technology), along with various visualisation techniques, is employed to analyse the impacts of population size, primary electricity application level, GDP per capita, the share of the secondary industry in fixed-asset investment, and the number of civilian automobiles owned on carbon emissions. The study found that there is an inverted U-shaped curve relationship between GDP per capita and carbon emissions, car ownership is not a major driver of carbon emissions, and the development of primary electricity has significant potential as a means for reducing carbon emissions in Jiangxi Province. If strict environmental protection measures are implemented, Jiangxi Province can reach its peak carbon target by 2029, one year ahead of the national target. These findings provide valuable insights for policymakers in Jiangxi Province to ensure that their environmental objectives are met. [ABSTRACT FROM AUTHOR]

The escalating concern over global warming has garnered significant international attention, with carbon emission intensity emerging as a crucial barrier to sustainable economic development across various regions. While previous studies have largely focused on annual scales, this study introduces a novel examination of Tianjin's quarterly carbon emission intensity and its influencing factors from 2012 to 2022 using quarterly data and the Logarithmic Mean Divisia Index (LMDI) model. The analysis considers the carbon emission effects of thermal power generation, the power supply structure, power intensity effects, and economic activity intensity. The results indicate a general decline in Tianjin's carbon emission intensity from 2012 to 2020, followed by an increase in 2021 and 2022. This trend, exhibiting significant seasonal fluctuations, revealed the highest carbon emission intensity in the first quarter (an average of 1.4093) and the lowest in the second quarter (an average of 1.0019). Economic activity intensity emerged as the predominant factor influencing carbon emission intensity changes, particularly notable in the second quarter (an average of −0.0374). Thermal power generation and electricity intensity effects were significant in specific seasons, while the power supply structure's impact remained relatively minor yet stable. These findings provide essential insights for formulating targeted carbon reduction strategies, underscoring the need to optimize energy structures, enhance energy efficiency, and account for the seasonal impacts of economic activity patterns on carbon emissions. [ABSTRACT FROM AUTHOR]

Diesel pallet trucks, a type of heavy-duty diesel trucks (HDDTs), have historically been a vital component in logistics and transport due to their high payload capacity. However, they also present significant challenges, particularly in terms of emissions which contribute substantially to urban air pollution. Traditional HDDTs emission measurement methods, such as engine bench tests and those used in laboratory settings, often fail to capture real-world emission behaviors accurately. This study specifically examines the real-world emission characteristics of diesel pallet trucks exceeding 30 t under varying loads (unloaded, half loaded, and fully loaded) and different road conditions (urban, suburban, and high-speed). Considering that data quality is the key to the accuracy of the scheme, this research utilized a portable emission measurement system (PEMS) to capture real-time emissions data of carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOX), and total hydrocarbons (THC). Key findings demonstrate a direct correlation between vehicle load and emission factors, with the emission factors for CO2, CO, and NOX increasing by 39.5%, 105.4%, and 22.7%, respectively, from unloaded to fully loaded states under comprehensive operating conditions. Regression analyses further provide an emission factor prediction model for HDDPTs, underscoring the continuous relationship between speed, load, and emission rates. These findings provide a scientific basis for pollution control strategies for diesel trucks. [ABSTRACT FROM AUTHOR]

CO2 emissions prediction plays a key role in atmospheric environment management and regional sustainable development. Taking the Four Provinces of Mountains and Rivers (Henan, Hebei, Shandong, and Shanxi) in China as an example, the Autoregressive Integrated Moving Average Model (ARIMA) and random forest importance analysis were used to calculate the future trend of the CO2 emission–influencing factors and obtain the main influencing factors. Based on the above, BP neural network (BPNN), support vector machine (SVR), and random forest (RF) models were used to predict the future apparent CO2 emissions of the four provinces. The results show that, in general, population, coal consumption, and per capita GDP are the main factors influencing CO2 emissions. The RF model has the best prediction performance; for instance, RMSE (81.86), R2 (0.905), and MAE (64.69). The prediction results show that the total apparent CO2 emissions of the Four Provinces of Mountains and Rivers will peak in 2028 (with a peak of about 4500 Mt). The apparent CO2 emissions of Henan, Hebei, and Shandong Province peaked in 2011 (with a peak of about 654 Mt), 2013 (with a peak of about 657 Mt), and 2020 (with a peak of about 1273 Mt), respectively. Shanxi is forecast to reach its peak (with a peak of about 2486 Mt) in 2029. The apparent CO2 emissions of all provinces showed an obvious downward trend after reaching their peak. Henan, Hebei Shandong, and Shanxi showed a significant downward trend in 2018, 2023, and 2032, respectively. [ABSTRACT FROM AUTHOR]

The achievement of dual carbon goals varies significantly across Chinese provinces due to the differences in resource endowments and socioeconomic development levels. These variations impose distinct pressures for transitioning along different socioeconomic development paths. Exploration of orderly carbon reduction paths for each province is, thus, crucial, but current predictions have not adequately integrated provincial development plans and carbon emission convergence trends. This study combines the Intergovernmental Panel on Climate Change (IPCC's) shared socioeconomic pathways (SSPs) with a dual-layer target-setting approach based on trends in carbon emissions and each province's five-year plans. The scalable stochastic impacts by regression on population, affluence, and technology (STIRPAT) model and ridge regression method were employed to identify the factors influencing carbon emissions. Carbon peak values and timing were then predicted for provinces under different scenarios. The results indicate that total carbon emissions are primarily influenced by provincial economic level and population, with spatial and temporal variations in the driving factors. Carbon emissions are ranked from low to high in the following order: SSP1, SSP2, and SSP5. Provinces were categorized into four tiers based on their peak times: early, on-time, delayed, and significantly delayed peaking. Under SSP1, 24 provinces would achieve carbon peaking as scheduled. Under SSP2, only 17 provinces would achieve carbon peaking on time. Among the first-tier provinces, Beijing and Shanghai would achieve peak carbon five to eight years ahead of schedule; the second-tier provinces of Henan, Fujian, Guangdong, and Inner Mongolia would achieve peak carbon by 2030; the third tier would achieve carbon peak before 2035; and the fourth tier would gradually reach peak carbon before 2050. Policy implications for differentiated carbon peak paths are proposed for different regions based on these findings. [ABSTRACT FROM AUTHOR]

Urban areas contribute to over 80% of carbon dioxide emissions, and considerable efforts are being undertaken to characterize spatiotemporal variations of CO2 (carbon dioxide) at a city, regional, and national level, aiming at providing pipelines for carbon mission reduction. The complex underlying surface composition of urban areas makes process-based and physiology-based models inadequate for simulating carbon flux in this context. In this study, long short-term memory (LSTM), support vector machine (SVM), random forest (RF), and artificial neural network (ANN) were employed to develop and investigate their viability in estimating carbon flux at the ecosystem level. All the data used in our study were derived from the long-term chronosequence observations collected from the flux towers within urban complex underlying surface, along with meteorological reanalysis datasets. To assess the generalization ability of these models, the following statistical metrics were utilized: coefficient of determination (R2), root mean square error (RMSE), and mean absolute error (MAE). Our analysis revealed that the RF model performed the best in simulating carbon flux over long time series, with the highest R2 values reaching up to 0.852, and exhibiting the smallest RMSE and MAE values at 0.293 μmol·m−2·s−1 and 0.157 μmol·m−2·s−1. As a result, the RF model was chosen for simulating carbon flux at spatial scale and assessing the impact of urban impervious surfaces in the simulation. The results showed that the RF model performs well in simulating carbon flux at the spatial scale. The input of impervious surface area index can improve the performance of the RF model in simulating carbon flux, with R2 values of 84.46% (with the impervious surface area index in) and 83.74% (without the impervious surface area index in). Furthermore, the carbon flux in Fengxian District, Shanghai, exhibited significant spatial heterogeneity: the CO2 flux in the western part of Fengxian District was less than in the eastern part, and the CO2 flux gradually increased from the west to the east. In addition, we creatively introduced the diurnal impervious surface area index based on the Kljun model, and clarified the influence of impervious surface on the spatiotemporal simulation of CO2 flux over the complex urban underlying surface. Based on these findings, we conclude that the RF models can be effectively applied for estimating carbon flux on the complex underlying urban surface. The results of our study reduce the uncertainty in modeling carbon cycling in terrestrial ecosystems, and make the variety of models for the carbon cycling of terrestrial ecosystems more diverse. [ABSTRACT FROM AUTHOR]

Growing global concern over greenhouse gas emissions has led to a demand for understanding and addressing carbon emissions, with China being one of the main contributors to global carbon emissions, committed to reach the carbon peak by 2030. As a result, much previous research has delved into the drivers of carbon emissions in China; however, few studies have included new energy factors in the extended STIRPAT model when analysing the data, employed more advanced visualisation techniques such as force-directed diagrams, and explored factors outside of the industrial and energy sectors in determining China's ability to reach their environmental goals. In this study, we use the extended STIRPAT model to analyse a more diverse range of drivers for carbon emissions in China and discuss methods to reach peak carbon emissions through the implementation of environmental policies. Using data from China's 14th Five-Year Plan and Vision 2035 to set up two simulation scenarios, we predict China's carbon emissions, introducing ridge regression to ensure validity, and employing big data and visualisation techniques to aid in interpreting results. Our findings suggest that China needs to implement more stringent environmental policies to meet its commitment to reach peak carbon emissions by 2030, revealing that factors such as per capita arable land area, per capita GDP, the proportion of people living in extreme poverty, the level of tourism development, the use of fossil fuels, and new energy technologies have a significant impact on China's carbon emissions. As such, we can recommend more stringent policies relating to the agricultural, energy, and tourism sectors to help China achieve their goal of carbon peak by 2030. [ABSTRACT FROM AUTHOR]

It is of great scientific value to study the spatial differences and influencing factors of carbon emission intensity (CEI) in urban agglomerations (UAs), and it also has reference significance for China in formulating energy-saving and emission-reduction policies to achieve the target of carbon neutrality. Taking 165 prefecture-level cities in 19 UAs in China from 2007 to 2019 as the research object, this study investigated the spatial differences of CEI in UAs using exploratory spatial data analysis and explored the influencing factors of CEI via Geodetector. The results showed the following: (1) The CEI of the UAs showed a downward trend. (2) The CEI of the UAs has typical spatial agglomeration characteristics, where the North comprises mainly high-high and low-high types, whereas the South is primarily high-low and low-low types. (3) The influencing factors of CEI have undergone a transformation from industrial structure to population urbanization. [ABSTRACT FROM AUTHOR]

In recent years, global warming has become increasingly severe, and the ecological and environmental problems facing mankind have become increasingly serious. As the main areas of transportation activities, cities are also the main places of carbon emissions. As a necessary condition for human’s daily-life travel, it is particularly important to calculate the carbon emissions from urban transportation. Due to the different characteristics of economy and population in different regions of a city, the carbon emissions of urban buses show different characteristics in terms of temporal and spatial distribution. The developments of science and technology promote the application of big data analysis to specific practical life, enabling people to research and solve problems from a new perspective. This paper uses the GPS data of urban buses in Sanya City, China, to identify operation conditions from urban buses, and calculates the distance and time under different conditions. Based on the measured data of carbon emissions, this paper visualizes the distribution characteristics of carbon emissions by density analysis; explains the time distribution characteristics by the visual analysis of carbon emissions in different time periods, working days and rest days, and different energy types; and illustrates the spatial distribution characteristics by the spatial distributions of carbon emissions from Sanya’s buses on working days and rest days, as well as in different routes, providing reference for a low-carbon development of urban green transport.

Public participation is playing an increasingly important role in environmental governance. This paper uses panel data from Chinese cities to evaluate the causal relationship between public participation, regional carbon emissions, and regional carbon intensity. We obtain the following conclusions: (1) Public participation significantly reduces regional carbon emissions and regional carbon intensity, which remains robust after a series of robustness and endogeneity discussions. (2) The carbon reduction effect of public participation performs better in eastern regions, regions with higher per capita income, and regions with a concentration of tertiary industries and talents. (3) We divided the public participation into resident participation and environment non-governmental organizations (ENGOs) participation. We found an excellent interactive emission reduction effect with resident participation and a good interaction between resident participation and government and environmental organizations. (4) This paper finds that promoting regional green technology innovation is a significant mechanism for public participation in achieving carbon emission reduction. (5) Finally, this paper found an “inverted U-shaped” non-linear relationship between public participation and regional carbon emissions. The results reveal the importance of public participation in regional carbon emissions and provide an empirical basis for promoting informal environmental regulation.

China has clearly put forward the strategic goals of reaching the "Carbon Emission Peak" by 2030, and achieving "Carbon Neutrality" by 2060. To achieve these goals, it is necessary to precisely understand the spatial distribution characteristics of historical carbon emissions in different regions. This paper has selected a representative national-level urban agglomeration in China, the Harbin–Changchun urban agglomeration, to study the temporal and spatial distribution characteristics of carbon emissions in its counties. This paper has constructed global and local Moran's I indexes for the 103 counties in this urban agglomeration by using the carbon emission values reflected by night light data from 1997 to 2017 to perform global and local autocorrelation analysis on a spatial level. The results show that: (1) the main characteristic of carbon emission clustering in the Harbin–Changchun urban agglomeration is similar clustering; (2) the changes in carbon emissions of the Harbin–Changchun urban agglomeration have a strong correlation with relevant policies. For example, due to the impact of the "Twelfth Five-Year Plan" policies, in 2013, the global county-level Moran's I index of the carbon emissions in the Harbin–Changchun urban agglomeration decreased by 0.0598; (3) the areas where high carbon emission values cluster together ("High–High Cluster") and low carbon emission values cluster together ("Low–Low Cluster") in the Harbin–Changchun urban agglomeration are highly concentrated, and the clusters are closely related to the development level of different regions. [ABSTRACT FROM AUTHOR]

The COVID-19 pandemic resulted in stay-at-home policies and other social distancing behaviors in the United States in spring of 2020. This paper examines the impact that these actions had on emissions and expected health effects through reduced personal vehicle travel and electricity consumption. Using daily cell phone mobility data for each U.S. county, we find that vehicle travel dropped about 40% by mid-April across the nation. States that imposed stay-at-home policies before March 28 decreased travel slightly more than other states, but travel in all states decreased significantly. Using data on hourly electricity consumption by electricity region (e.g., balancing authority), we find that electricity consumption fell about 6% on average by mid-April with substantial heterogeneity. Given these decreases in travel and electricity use, we estimate the county-level expected improvements in air quality, and, therefore, expected declines in mortality. Overall, we estimate that, for a month of social distancing, the expected premature deaths due to air pollution from personal vehicle travel and electricity consumption declined by approximately 360 deaths, or about 25% of the baseline 1500 deaths. In addition, we estimate that CO2 emissions from these sources fell by 46 million metric tons (a reduction of approximately 19%) over the same time frame. [ABSTRACT FROM AUTHOR]

For the first time, data on the emission of climate-active gases from soils of different types of use of the south taiga sub-zone were obtained. Soils of the boreal belt are key elements of the global carbon cycle. They determine the sink and emission of climate-active gases. Soils near large cities are a major carbon sink, in the face of climate change, soils from sinks can become a source of carbon and contribute significantly to climate change on the planet. Studies of FCO2 and FCH4 fluxes were carried out on the territory of the monitoring site "Ladoga" located in the southern taiga subzone in soils of land not used in agriculture, former agriculture lands, and wetlands. During the chamber measurements, a portable gas analyzer GLA131-GGA (ABB, Canada) was used. The chamber was placed on the soil, after which the concentration of CO2, CH4 and H2O in the mobile chamber was recorded. As a result of the study it was found that the lowest emission of carbon dioxide is characteristic of soils developing on the soils of wetland and is 0.64 gCO2/(m2*year). Which is associated with a high degree of hydrophobicity of the territory and changes in the redox regime. The highest emission of carbon dioxide is registered in soils on the land not used in agriculture and is 4.16 gCO2/(m2*year). This is due to the formation of predominantly labile forms of carbon in the soil, which can be relatively rapidly involved in the carbon cycle and affect the active emission of carbon from the soil. According to the data obtained on FCH4 emission from soils, it was found that soils of land not used in agriculture and former agriculture lands were net sinks, while soils of wetlands were characterized by CH4 source, the emission was from 0.05 to 0.83 gCH4/(m2*year). The results obtained indicate spatial heterogeneity and changes in the carbon cycle within the monitoring site "Ladoga", which are due to the change of plant communities and habitat type. Monitoring the release of important greenhouse gases in close proximity to major urban areas is an important task in the face of predicted climate change and increasing rates of urbanization. [ABSTRACT FROM AUTHOR]

The monitoring of anthropogenic CO2 emissions, which increase the atmospheric CO2 concentration, plays the most important role in the management of emission reduction and control. With the massive increase in satellite-based observation data related to carbon emissions, a data-driven machine learning method has great prospects for predicting anthropogenic CO2 emissions. Training samples, which are used to model predictions of anthropogenic CO2 emissions through machine learning algorithms, play a key role in obtaining accurate predictions for the spatial heterogeneity of anthropogenic CO2 emissions. We propose an approach for predicting anthropogenic CO2 emissions using the training datasets derived from the clustering of the atmospheric CO2 concentration and the segmentation of emissions to resolve the issue of the spatial heterogeneity of anthropogenic CO2 emissions in machine learning modeling. We assessed machine learning algorithms based on decision trees and gradient boosting (GBDT), including LightGBM, XGBoost, and CatBoost. We used multiple parameters related to anthropogenic CO2-emitting activities as predictor variables and emission inventory data from 2019 to 2021, and we compared and verified the accuracy and effectiveness of different prediction models based on the different sampling methods of training datasets combined with machine learning algorithms. As a result, the anthropogenic CO2 emissions predicted by CatBoost modeling from the training dataset derived from the clustering analysis and segmentation method demonstrated optimal prediction accuracy and performance for revealing anthropogenic CO2 emissions. Based on a machine learning algorithm using observation data, this approach for predicting anthropogenic CO2 emissions could help us quickly obtain up-to-date information on anthropogenic CO2 emissions as one of the emission monitoring tools. [ABSTRACT FROM AUTHOR]

The effects of emissions of diesel engines on black carbon and particle number concentrations, as well as climate-relevant aerosol properties, are explored for a summertime period in the Eastern U.S. using the chemical transport model PMCAMx-UF. A 50% reduction in diesel particulate emissions results in lower (23%) black carbon mass concentrations, as expected, and similar changes both in magnitude (27–30%) and spatial pattern for the absorption coefficient. However, an average 2% increase in the total particle number concentrations is predicted due to a decrease in the coagulation and condensation sinks and, at the same time, a 2% decrease in N100 (particles larger than 100 nm) concentrations. The diesel reduction results suggest that mitigation of large diesel particles and/or particle mass emissions can reduce climate-relevant properties related to the absorption of black carbon and provide health benefits; however, the changes could also have the unintended effect of increased ultrafine particle number concentrations. Changes in cloud condensation nuclei are predicted to be significantly less than expected, assuming a proportional reduction during this photochemically active period. Doubling the diesel emissions results in a domain-averaged 3% decrease in total particle number concentrations and a 3% increase in N100 concentrations. PM2.5 BC concentrations increase on average by 46%, and similar changes (52–60%) are predicted for the absorption coefficient. Extinction coefficients for both perturbation simulations changed by only a few percent due to the dominance of scattering aerosols in the Eastern U.S. during this period characterized by high photochemical activity. [ABSTRACT FROM AUTHOR]

With further urbanization, household consumption firmly plays a key role in China's national carbon emissions. However, current research concerning carbon issues has mainly focused on urban household consumption, and few studies have paid attention to herder households, leading to a research gap in the field of low-carbon shifting related to nomadic economies. In this study, we interviewed more than one-thousand herder households in the Sanjiangyuan region of the Qinghai–Tibet Plateau in China. The household carbon emissions and their influencing factors were investigated across the herder households of 15 counties. Our findings revealed the following: (1) There exist differences in the amounts of household carbon emissions and their compositions in the Sanjiangyuan region. From the perspective of spatial distribution, the emission hotspots are mainly concentrated in the eastern part of the Sanjiangyuan region. (2) At the prefecture level, average personal emissions were larger in the Hainan Prefecture (3.26 t ce/year), while they were approximately 1.36 times that of the Huangnan Prefecture (2.4 t ce/year), though with smaller personal emissions. The indirect carbon emissions of the four prefectures all occupied larger percentages of household carbon emissions that were mainly contributed by food consumption and housing. (3) Family type was the main diver influencing personal carbon emissions in the Huangnan Prefecture, Guoluo Prefecture, and Yushu Prefecture. The more people living in the household, the lower the per capita carbon emissions. However, the effect size of potential carbon reductions was weakened when the number of family members rose to over three. (4) We propose that grazing prohibitions and low-carbon dietary shifts would contribute to low-carbon herder livelihoods, especially for small-sized households that should be peer-to-peer targeted by regional government propaganda, which may help to strengthen the implementation of in-depth low-carbon promotions across the Sanjiangyuan region and even the overall Qinghai–Tibet Plateau. [ABSTRACT FROM AUTHOR]

In recent years, carbon emissions have become a hot spot issue, and countries have made efforts to control the increasing rate of CO2 concentration. Prior studies have mainly focused on the national total carbon emissions, but per capita carbon emissions are still poorly known. Here, we used multiple economic development indices to investigate the dynamics of per capita carbon emissions. Additionally, we used the Mann–Kendall test to assess the directions and magnitudes of trends and to investigate abrupt changes in per capita carbon emissions. Our results showed the highest positive growth rate of 0.439 mts/yr in Oman, and the highest negative growth rate of −0.462 mts/yr in the United Arab Emirates. Hurst Index analysis showed that about 86% of countries will keep the current trends of carbon emissions if current mitigation measures remain unchanged. Furthermore, we analyzed the shift in the center of gravity for per capita carbon emissions and used the contribution decomposition method to identify the drivers for the shift, which changed direction in 2004. The main driver behind the westward shift in the gravity center before 2004 was the fact that carbon emissions grew more strongly in the west than in the east before 2004, while the driver for behind the eastward shift in the gravity center after 2004 was a combination of emission reductions in the west and emission increases in the east. Our results highlighted the importance of understanding that the per capita CO2 emissions are clearly defined within the context of global carbon neutrality, which can help policymakers set more reasonable targets with which to better achieve carbon neutrality goals. [ABSTRACT FROM AUTHOR]

Urbanization is a significant indicator of city progress, and as urbanization advances, carbon emissions exhibit an increasing trend that must not be disregarded. Therefore, it is imperative to thoroughly examine the spatial and temporal variations as well as the factors influencing carbon emissions during the urbanization process. In this paper, based on the 2009–2019 PRD region, carbon emissions are measured from energy consumption, industrial production process, solid waste, and wastewater according to the IPCC coefficients, and spatial and spatial differences in carbon emissions are combined with spatial analysis and the drivers analyzed using the gray correlation scale. The results show that: (1) The total carbon emissions in the PRD region have been increasing over the study period, and the distribution of total carbon emissions shows a pattern of “strong in the east and weak in the west”, with energy consumption accounting for the highest proportion of carbon emissions. (2) The global Moran Index of carbon emissions in the PRD has been decreasing, with low and low clustering concentrated in Shaoguan and Zhaoqing, high and high clustering concentrated in Dongguan and Shenzhen, and low and high clustering concentrated in Shenzhen and Guangzhou, with cold spots mainly concentrated in Zhaoqing and hot spots mainly distributed in Guangzhou, Shenzhen, and Dongguan. (3) The degree of economic growth has a substantial influence on carbon emissions in the PRD cities, and the influence of technical advancement has intensified. Guangzhou City is propelled by low-carbon regulations that have a more equitable influence on all elements. Zhuhai City has a more significant influence on energy intensity, while Foshan City has a more noticeable decrease in the effect of foreign investment. To address the issue of carbon emissions, the government should establish appropriate rules to regulate carbon emissions in areas with high emissions, foster collaborative efforts across cities, and encourage the growth of environmentally friendly enterprises.

There is a keen interest in renewable energy sources (RES) as a key aspect of reducing the emissions of greenhouse gases (GHG). Supporting policies have facilitated citizen investments in renewable energy, as such investments can make a substantial contribution to emissions reduction. The problem, however, is that the factors affecting citizen willingness- to invest in renewable energy are still uncertain and tend to constantly change, highlighting the need to perform studies on the subject more frequently. As citizen investments in RES can contribute to emissions reduction, the aim of this study is to understand the factors that affect the willingness of citizens to invest in renewable energy. Using simple random sampling, a representative sample of 1536 citizens in an EU country was administered structured questionnaires, and the results were analyzed using logistic regression. It was shown that willingness to invest is affected by both financial and non-financial factors, such as citizens' agreement with the construction of renewable facilities near their residence, information sources for obtaining information about environmental and energy topics, satisfaction with the media's coverage of renewable investments, and their occupation. Results from this study raise substantial policy implications and may be used to improve the design of strategies for attracting citizen investments. [ABSTRACT FROM AUTHOR]

China implemented the China VI emission standard in 2020. The China VI emission standard has added requirements for the RDE (real-world driving emission) test. To evaluate vehicle CO2 emission for different vehicles, 10 conventional gasoline vehicles were tested under the RDE procedure using the PEMS (portable emission testing system) method. All vehicles tested meet the sixth emission regulation with a displacement of 1.4 L~2.0 L. Among the vehicles tested, the highest CO2 emission factor was 281 g/km and the lowest was 189 g/km, while the acceleration of RDE gets a wider distribution, varying from −2.5 m/s2 to 2.5 m/s2. The instantaneous mass emission rate could reach around 16 g/s. The amounts of total CO2 emission in the positive region and the negative region make up 82~89% and 11~18% of the overall CO2 emission during the entire RDE driving period, respectively. The same vehicle has a wide range of CO2 emission factors at different VSP (vehicle specific power) intervals. Different RDE test conditions can lead to large differences in CO2 emissions. [ABSTRACT FROM AUTHOR]

Controlling NOx and CO2 emissions from heavy-duty diesel vehicles (HDDVs) is receiving increasing attention. Accurate measurement of HDDV NOx and CO2 emissions is the prerequisite for HDDV emission control. Vehicle emission regulations srecommend the measurement of NOx and CO2 emissions from vehicles using an emission analyzer, which is expensive and unsuitable to measure a large number of vehicles in a short time. The on-board diagnostics (OBD) data stream of HDDVs provides great convenience for calculating vehicle NOx and CO2 emissions by providing the engine fuel flow rate, NOx sensor output, and air mass flow. The calculated vehicle NOx and CO2 emissions based on the OBD data were validated by testing a heavy-duty truck's emissions on the chassis dynamometer over the CHTC-HT driving cycle, showing that the calculated NOx and CO2 emissions based on the OBD data are consistent with the measured results by the emission analyzer. The calculated vehicle fuel consumptions based on the OBD data were close to the calculated results based on the carbon balance method and the measured results by the fuel flowmeter. The experimental results show that accessing vehicle NOx and CO2 emissions based on the OBD data is a convenient and applicable method. [ABSTRACT FROM AUTHOR]

A huge amount of carbon (C) is stored in permafrost regions. Climate warming and permafrost degradation induce gradual and abrupt carbon emissions into both the atmosphere and hydrosphere. In this paper, we review and synthesize recent advances in studies on carbon stocks in permafrost regions, biodegradability of permafrost organic carbon (POC), carbon emissions, and modeling/projecting permafrost carbon feedback to climate warming. The results showed that: (1) A large amount of organic carbon (1460–1600 PgC) is stored in permafrost regions, while there are large uncertainties in the estimation of carbon pools in subsea permafrost and in clathrates in terrestrial permafrost regions and offshore clathrate reservoirs; (2) many studies indicate that carbon pools in Circum-Arctic regions are on the rise despite the increasing release of POC under a warming climate, because of enhancing carbon uptake of boreal and arctic ecosystems; however, some ecosystem model studies indicate otherwise, that the permafrost carbon pool tends to decline as a result of conversion of permafrost regions from atmospheric sink to source under a warming climate; (3) multiple environmental factors affect the decomposability of POC, including ground hydrothermal regimes, carbon/nitrogen (C/N) ratio, organic carbon contents, and microbial communities, among others; and (4) however, results from modeling and projecting studies on the feedbacks of POC to climate warming indicate no conclusive or substantial acceleration of climate warming from POC emission and permafrost degradation over the 21st century. These projections may potentially underestimate the POC feedbacks to climate warming if abrupt POC emissions are not taken into account. We advise that studies on permafrost carbon feedbacks to climate warming should also focus more on the carbon feedbacks from the rapid permafrost degradation, such as thermokarst processes, gas hydrate destabilization, and wildfire-induced permafrost degradation. More attention should be paid to carbon emissions from aquatic systems because of their roles in channeling POC release and their significant methane release potentials. [ABSTRACT FROM AUTHOR]

More than 50% of the world's population lives in cities. Its buildings consume more than a third of the energy and generate 40% of the emissions. This makes cities in general and their buildings in particular priority points of attention for policymakers and utilities. This paper uses population density as a variable to know its influence on energy consumption and emissions produced in buildings. Furthermore, to show its effect more clearly, the influence of the climate was eliminated. The usual energy consumption in buildings is thermal and electrical. The study was carried out at the city level, both per inhabitant and per household. The area actually occupied by the city was considered. The proposed method was applied to the case of Spanish cities with more than 50,000 inhabitants. The results show that the higher the population density, the higher the energy consumption per inhabitant and household in buildings. The consumption of thermal energy is elastic, while that of electrical energy is inelastic, varying more than 100% between extreme groups. Regarding CO2 emissions, the higher the population density, the higher the emissions. Emissions of electrical origin barely vary by 2% and are greater than those of thermal origin. In addition, the proportion of emissions of electrical origin, with respect to the total, decreases with increasing population density from 74% to 55%. This research aims to help policymakers and utilities to take the appropriate measures that favor the use of renewable energies and reduce CO2 emissions. [ABSTRACT FROM AUTHOR]

The carbon reduction effect of technological innovation in the transportation industry is conducive to China's anticipated realization of carbon neutrality. Therefore, we evaluated carbon emission reduction effect of technological innovation in the transportation industry in China. Based on the panel data of 30 sample provinces in China (excluding Hong Kong, Macao, Taiwan and Tibet) from 2012 to 2018, using the Moran'I index and Getis-Ord Gi index, this paper analyzes the evolutionary trend and spatial autocorrelation of carbon emission in the transportation industry, and analyzes the impact of technological innovation on carbon emission levels of the transportation industry and its spatiotemporal differences by using the geographical and temporal weighted regression (GTWR) model by using ArcGIS 10.4 software. The conclusions are as follows: The carbon emission level of China's transportation industry generally has been rising steadily, showing a spatial distribution pattern of high emissions in the east and low emissions in the west. The cold spots are concentrated in the western region, and the hot spots are situated in the central and eastern regions. Technological innovation has a carbon reduction effect on the transportation industry in the eastern and north-eastern regions, while the effect in other regions is not obvious. However, there is an obvious "inverted U-shaped" relationship between technological innovation and the transportation industry's carbon emissions. The technological innovation in the transportation industry will have a significant carbon reduction effect after breaking through the technical pain points. This carbon reduction effect has a higher effect on the western region than on the eastern region. In addition, the economic development level, the fiscal expenditure proportion of the transportation industry, the higher education level, and the proportion of fixed asset investment in the transportation industry have played a positive role in reducing carbon in the transportation industry, but the spatial heterogeneity of this carbon reduction effect is relatively strong. Therefore, during the "14th Five-Year Plan" development period in China, it is necessary to continuously promote the low-carbon development of the transportation industry with technological innovation, while highlighting the differentiated carbon reduction governance, and consolidating the role of talents and fiscal support. [ABSTRACT FROM AUTHOR]