Greenhouse gas emission benefits of adopting new energy vehicles in Suzhou City, China: A case study

Energy-saving and emission-reduction potential of fuel cell heavy-duty trucks in China during the fuel life cycle

Exploring alternative fuels and advanced vehicle technology is a crucial strategy for vehicle emission reduction. Fuel cell heavy-duty trucks (FC-HDTs) have a promising application prospect to alleviate the high energy consumption and emissions of road freight, but their environmental performance during the fuel life cycle should be further studied. This study is aimed at evaluating the fossil fuel consumption and GHG emissions of FC-HDTs in China using the updated GREET model. The results show that (1) comparing various hydrogen production pathways, it is found that the coke oven gas (COG) pathway can provide the best environmental performance, while the energy consumption and greenhouse gas (GHG) emissions of the coal gasification (CG) and grid power water electrolysis (GPWE) pathways will be significantly decreased in the future. (2) Among the involved vehicles in China, FC-HDT with GVWR18 has the greatest energy-saving and emission-reduction potential. (3) The application of carbon capture and storage (CCS) technology in hydrogen production is conducive to improving the emission-reduction effect of FC-HDT while increasing its energy consumption slightly. The key to achieving upstream carbon neutrality is to optimize the hydrogen production structure and electricity mix, along with adjusting the hydrogen production process and transportation mode. Furthermore, the fuel economy and payload of the FC-HDT affect its environmental performance, indicating the importance of improving the technology of the drivetrain, fuel cell, and hydrogen storage tank.

Distributional employment impacts of the nationwide emission trading scheme in China

When evaluating climate policy, previous researchers tend to exaggerate positive employment benefits at aggregate level. Nevertheless, distributional employment at sectoral level is usually neglected, and consequently policy implementation may be impeded by the sectors with severe employment loss. Hence, distributional employment impacts of climate policy should be comprehensively studied. To achieve this target, in this paper, a Computable General Equilibrium (CGE) model is employed to simulate the Chinese nationwide Emission Trading Scheme (ETS). The CGE model results show that the ETS decreased total labor employment by approximately 3% in 2021, and then this negative impact will diminish to zero in 2024; the ETS will positively affect total labor employment in 2025-2030. The ETS increases labor employment in the electricity sectors and also agriculture, water, heat, and gas production sectors, as these sectors are complementary to the electricity sectors or do not have intensive use of electricity. In contrast, the ETS decreases labor employment in the sectors with intensive use of electricity, including the coal and petrol production, manufacturing, mining, construction, transport, and service sectors. Overall, a climate policy, which covers electricity generation only and is time-invariant, tends to have time-decreasing employment impacts. Because this policy increases labor employment in electricity generation from nonrenewable energy, it cannot help achieve low-carbon transition.

Impact assessment of crude oil mix, electricity generation mix, and vehicle technology on road freight emission reduction in China

To achieve net zero emissions, the global transportation sector needs to reduce emissions by 90% from 2020 to 2050, and road freight has a significant potential to reduce emissions. In this context, emission reduction paths should be explored for road freight over the fuel life cycle. Based on panel data from 2015 to 2020 in China, China's version of the GREET model was established to evaluate the impact of crude oil mix, electricity mix, and vehicle technology on China's reduction in road freight emissions. The results show that the import share of China's crude oil has increased from 2015 to 2020, resulting in an increase in the greenhouse gas (GHG) emission intensity of ICETs in the well-to-tank (WTT) stage by 7.3% in 2020 compared with 2015. Second, the share of China's coal-fired electricity in the electricity mix decreased from 2015 to 2020, reducing the GHG emission intensity of battery electric trucks (BETs), by approximately 6.5% in 2020 compared to 2015. Third, different vehicle classes and types of BETs and fuel cell electric trucks (FCETs) have different emission reduction effects, and their potentials for energy-saving and emission reduction at various stages of the fuel life cycle are different. In addition, in a comparative study of vehicle technology, the results show that (1) for medium-duty trucks (MDTs) and heavy-duty trucks (HDTs), FCETs have lower GHG emission intensity than BETs, and replacing diesel-ICETs can significantly reduce GHG emissions from road freight; (2) for light-duty trucks (LDTs), BETs and FCETs have the highest GHG emission reduction potential; thus, improving technologies such as electricity generation, hydrogen fuel production, hydrogen fuel storage, and transportation will help to improve the emission reduction capabilities of BETs and FCETs. Therefore, policymakers should develop emission standards for road freight based on vehicle class, type, and technology.