为进一步深化民航碳排放核算与分析,采用ICAO标准排放计算模型,对江苏省九个民航机场2007—2016年起飞着陆(landing and takeoff,LTO)循环的碳排放量进行核算,并从碳排放的总量、垄断性、区域差异及排放强度的视角对机场碳排放的时间演...为进一步深化民航碳排放核算与分析,采用ICAO标准排放计算模型,对江苏省九个民航机场2007—2016年起飞着陆(landing and takeoff,LTO)循环的碳排放量进行核算,并从碳排放的总量、垄断性、区域差异及排放强度的视角对机场碳排放的时间演化特征进行分析.研究结果表明,江苏省机场碳排放赫希曼指数呈下降趋势,但排放垄断特征依旧明显;全省机场碳排放区域差异总体呈缓慢缩小趋势,其中苏南、苏中、苏北地区间的排放差异有所缩小,但各地区内的排放差异呈增大趋势;省内机场多数为"低排放-高强度"型,"低强度"型较少;全省机场环境库茨涅兹曲线未呈典型倒U形,以倒N形居多.展开更多
Rather than parking at nearby hourly parking lots, many passenger-picking-up vehicles prefer to idle at terminals and/or drive cycling around terminal facilities. As a result, extra vehicle emissions may be produced i...Rather than parking at nearby hourly parking lots, many passenger-picking-up vehicles prefer to idle at terminals and/or drive cycling around terminal facilities. As a result, extra vehicle emissions may be produced in an airport area. Even though there are limited studies on such emissions at airports, these estimations were normally based on the date emission models, which might cause bias in emission estimations. This paper proposes an approach to employ the floating car method and Global Positioning System （GPS） to record speeds and acceleration rates of idling and cycling vehicles at airport terminals. The tests were conducted under different time periods and traffic demands with different waiting time. The speeds and acceleration rates are synthesized to yield Vehicle Specific Power＇s （VSP） and Operational Mode （OM） distributions. Utilizing the Environmental Protection Agency （EPA） emission estimation model Motor Vehicle Emission Simulator （MOVES）, pollutants and green house gas emission indexes （e.g. NOx, CO, CO2 and HC） and fuel consumptions can be easily estimated. As an illustration of the proposed approach, the research team collected GPS data at a terminal in Houston William Hobby Airport （HOU）, and calculated the VSP distributions and OM distributions. Emissions of passenger-picking-up vehicles around these congested airport terminals.展开更多
As the largest developing country in the world, China has not be involved in the obligation of emissions reduction in the （〈Kyoto Protocol）） . But it has become the largest CO2 emissions countries in the world. Th...As the largest developing country in the world, China has not be involved in the obligation of emissions reduction in the （〈Kyoto Protocol）） . But it has become the largest CO2 emissions countries in the world. This makes China confronted with more pressure of carbon emissions reduction in the post-Kyoto era, and face great challenges in response to climate change issues. On one hand, China＇ s economic growth stage has decided that the situation of more energy consumption and increased carbon emissions is diffficult to reverse in the short term; On the other hand, the traditional policy under the control of total amount of carbon emission has largely restricted economic development. If a developing country in economic transition is carried out compulsory absolute amount of carbon reduction policies, its economic activity and social consumption will be imposed additional constraints inevitably, which will eventually lead to lower economic competitiveness and decline in social standards of living. Ultimately it will affect the good effects of carbon emissions reduction, so the policy can not achieve a satisfactory result. This paper introduces the financial mechanism into the carbon market model, extends the time of model from one phase to multi-phase. And this paper tries to establish a cross-time carbon credits trade system, and the current strength of the traditional carbon emission market trade model is extended. The paper designs two type of option mechanism model--call options trade carbon emissions model and put options carbon emissions model. Models＇ results show that choosing options tool to extend our traditional carbon market model can bring following impacts on carbon market development： trade costs have fallen, the carbon intensity also has descended, and has realized the flow of carbon intensity in diffident time; it enables manufacturers to effectively avoid the risk of carbon emissions trade; it increases the flexibility and maneuverability of the carbon trade market. Finally, the policy recommendations in the financial mechanisms carbon market trade are put forward.展开更多
文摘为进一步深化民航碳排放核算与分析,采用ICAO标准排放计算模型,对江苏省九个民航机场2007—2016年起飞着陆(landing and takeoff,LTO)循环的碳排放量进行核算,并从碳排放的总量、垄断性、区域差异及排放强度的视角对机场碳排放的时间演化特征进行分析.研究结果表明,江苏省机场碳排放赫希曼指数呈下降趋势,但排放垄断特征依旧明显;全省机场碳排放区域差异总体呈缓慢缩小趋势,其中苏南、苏中、苏北地区间的排放差异有所缩小,但各地区内的排放差异呈增大趋势;省内机场多数为"低排放-高强度"型,"低强度"型较少;全省机场环境库茨涅兹曲线未呈典型倒U形,以倒N形居多.
文摘Rather than parking at nearby hourly parking lots, many passenger-picking-up vehicles prefer to idle at terminals and/or drive cycling around terminal facilities. As a result, extra vehicle emissions may be produced in an airport area. Even though there are limited studies on such emissions at airports, these estimations were normally based on the date emission models, which might cause bias in emission estimations. This paper proposes an approach to employ the floating car method and Global Positioning System （GPS） to record speeds and acceleration rates of idling and cycling vehicles at airport terminals. The tests were conducted under different time periods and traffic demands with different waiting time. The speeds and acceleration rates are synthesized to yield Vehicle Specific Power＇s （VSP） and Operational Mode （OM） distributions. Utilizing the Environmental Protection Agency （EPA） emission estimation model Motor Vehicle Emission Simulator （MOVES）, pollutants and green house gas emission indexes （e.g. NOx, CO, CO2 and HC） and fuel consumptions can be easily estimated. As an illustration of the proposed approach, the research team collected GPS data at a terminal in Houston William Hobby Airport （HOU）, and calculated the VSP distributions and OM distributions. Emissions of passenger-picking-up vehicles around these congested airport terminals.
文摘As the largest developing country in the world, China has not be involved in the obligation of emissions reduction in the （〈Kyoto Protocol）） . But it has become the largest CO2 emissions countries in the world. This makes China confronted with more pressure of carbon emissions reduction in the post-Kyoto era, and face great challenges in response to climate change issues. On one hand, China＇ s economic growth stage has decided that the situation of more energy consumption and increased carbon emissions is diffficult to reverse in the short term; On the other hand, the traditional policy under the control of total amount of carbon emission has largely restricted economic development. If a developing country in economic transition is carried out compulsory absolute amount of carbon reduction policies, its economic activity and social consumption will be imposed additional constraints inevitably, which will eventually lead to lower economic competitiveness and decline in social standards of living. Ultimately it will affect the good effects of carbon emissions reduction, so the policy can not achieve a satisfactory result. This paper introduces the financial mechanism into the carbon market model, extends the time of model from one phase to multi-phase. And this paper tries to establish a cross-time carbon credits trade system, and the current strength of the traditional carbon emission market trade model is extended. The paper designs two type of option mechanism model--call options trade carbon emissions model and put options carbon emissions model. Models＇ results show that choosing options tool to extend our traditional carbon market model can bring following impacts on carbon market development： trade costs have fallen, the carbon intensity also has descended, and has realized the flow of carbon intensity in diffident time; it enables manufacturers to effectively avoid the risk of carbon emissions trade; it increases the flexibility and maneuverability of the carbon trade market. Finally, the policy recommendations in the financial mechanisms carbon market trade are put forward.
