• Energy Research
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• 11. Sustainability close
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A metafrontier slack-based efficiency measure is presented to measure environmental efficiency for various regions in China. The objective of the new approach is to investigate the change of environmental efficiency while incorporating group heterogeneities and all variable slack and environmental pollutants into environmental efficiency analysis. Global production technology is used to improve the discriminating power of environmental efficiency measurement. An empirical analysis of regional environmental efficiency is carried out incorporating sulfur dioxide emissions and the chemical oxygen demand (COD) of China’s regions from 2000–2011. Results indicate that excessive emissions pollution is the major cause of environmental inefficiency. Most of the regions return environmental efficiency values. Significant regional technology gaps in environmental efficiency are found between the east, central, and west areas. Finally, some policy implications are presented from the empirical results.

AbstractThis paper is about to quantify the effect of China's urbanization on greenhouse gas (GHG) emissions by separating the part driven by the economic growth from the whole effect. In order to be accurate to estimate unknown parameters, this paper follows the method of Blanchard & Quah (1989), in which identifying conditions are set by assuming some shocks have no long-term effect on corresponding explained variables. We conclude that 1) Urbanization shock has an inverted hump-shaped effect on GHG emissions, in other words, nowadays the process of China's urbanization has been accompanied with saving energy and reducing emissions; 2) The growth rate of GHG emissions, owning to the GDP shock, can be raised by almost 1.53% annually and the urbanization level approximately contributes to 18% of the change of CO2 emissions based on empirical results; 3) China's emission reductions, in the short run, are actualy in expense of decreasing economic growth and delaying the p rocess of its urbanization.

Hot flue gas evaporation technology is an effective strategy for zero liquid discharge of desulfurization wastewater. However, there is a potential risk that heavy metals such as Hg may be released from the wastewater during evaporation, disrupting the original balance of the power plant or even exceeding the Hg emission standard. Wastewater evaporation and Hg release behavior were obtained using a single droplet drying system. At an evaporation temperature of 300 °C, approximately 18.5% of Hg was released in the constant wet-bulb temperature period, and the remaining was released in the following evaporation periods. Furthermore, a fixed-bed experiment, in combination with density functional theory calculations, was used to investigate the possible migration mechanisms of released Hg. The results revealed that high HCl concentration, introduced fly ash, and precipitated evaporation products play a crucial role in the fate of Hg, and 85.3% of Hg finally turned into less harmful particulate-bound Hg. This study provides a new and effective strategy for evaluating the migration process of pollutants in wastewater treatment. Moreover, it will serve as an essential reference for advanced wastewater treatment and heavy metals control technologies in the future.

Abstract In recent years, the government and community have focused extensive attention on food waste recycling to achieve sustainable waste management. However, the motivation of stakeholders from the commercial and industrial sector to change recycling behaviour has not received enough attention. This study aimed to identify, prioritise, and quantify the relationships between key latent variables that affect the food waste recycling behaviour of relevant industries in Hong Kong (i.e. representatives from the hotel, food and beverages, and property management industries). This study integrated semi-structured interviews and a survey questionnaire on the basis of the Theory of Planned Behaviour, setting it apart from conventional studies on food waste behavioural factors. Qualitative content analysis and quantitative structural equation modelling were performed to analyse the interview and questionnaire responses, followed by correlation analysis to quantify the relationships between variables. The results demonstrate that food waste recycling behaviour is determined by three latent variables—administrative incentives and corporate support, logistics and management incentives, and economic incentives. Administrative incentives and corporate support demonstrate significant effects on recycling behaviour. Moral attitudes show a strong positive correlation with administrative incentives and corporate support. Similarly, there is a significant positive correlation between moral attitudes and logistics and management incentives. Administrative incentives and corporate support is the determining variable for the hotel and food and beverages industries, whereas logistics and management incentives are of the highest concern to property management representatives. These findings can facilitate the development of stakeholder-oriented policy to encourage corporate behavioural change towards food waste recycling for sustainable resource circulation.

Abstract Detailed estimates of carbon dioxide emissions at fine spatial scales are critical to both modelers and decision makers dealing with global warming and climate change. Globally, traffic-related emissions of carbon dioxide are growing rapidly. This paper presents a new method based on a multiple linear regression model to disaggregate traffic-related CO2 emission estimates from the parish-level scale to a 1 × 1 km grid scale. Considering the allocation factors (population density, urban area, income, road density) together, we used a correlation and regression analysis to determine the relationship between these factors and traffic-related CO2 emissions, and developed the best-fit model. The method was applied to downscale the traffic-related CO2 emission values by parish (i.e. county) for the State of Louisiana into 1-km2 grid cells. In the four highest parishes in traffic-related CO2 emissions, the biggest area that has above average CO2 emissions is found in East Baton Rouge, and the smallest area with no CO2 emissions is also in East Baton Rouge, but Orleans has the most CO2 emissions per unit area. The result reveals that high CO2 emissions are concentrated in dense road network of urban areas with high population density and low CO2 emissions are distributed in rural areas with low population density, sparse road network. The proposed method can be used to identify the emission “hot spots” at fine scale and is considered more accurate and less time-consuming than the previous methods.

Abstract As the state is vigorously promoting the construction of new urbanization in China, it is of great practical significance to study the interaction between urbanization, economic growth, and environmental pollution in three directions for the scientific planning of urbanization. Based on panel data of 30 provinces and cities in China during 2006–2015, we built the “Urbanization economic growth model” and a “simultaneous equation model.” The results show that urbanization promotes economic growth through the accumulation of physical capital, knowledge capital, and human capital; that the relationship between economic growth and urbanization is a benign interaction; that environmental pollution has a significant inhibitory effect on urbanization; and that there is an environmental Kuznets inverted U curve between economic growth and environmental pollution, and between urbanization and environmental pollution. On this basis, this paper puts forward some policy suggestions on how to enhance the positive interaction between urbanization and economic growth and promote the construction of new green urbanization.

Abstract Plug-in electric vehicles (PEV) appears to have sales momentum in major personal vehicle markets but are still at the early market stage. Opportunities to accelerate PEV adoption can be discovered through comprehensive total cost of ownership (TCO) analysis. Understanding the cost-effective electric ranges of PEVs for consumers, manufacturers, and the society is critical for any discussion of PEV mass markets. This study expanded the traditional TCO approach by (1) fully considering heterogeneous consumer driving patterns, (2) quantifying the charging inconvenience and range anxiety cost of battery-electric vehicles (BEVs), and (3) monetizing both tangible and intangible PEV policies. Uncertainties were handled through Monte Carlo simulation. The results suggest that BEVs with an electric range of 250–350 km have the lowest TCO in cities with government-enacted purchase limitations, and internal combustion engine vehicles (ICEVs) have the lowest TCO in cities without purchase limitations, even when considering PEV subsidies. The lowest TCO for some consumer groups is obtained by BEVs with an electric range of 400–450 km, especially in northern China, where the weather is colder. The cost-effective all-electric range for BEVs in each city in 2025 will decrease due to improved battery performance in cold environments and an expanded charging infrastructure. Based on TCO, plug-in hybrid electric vehicles (PHEVs) are currently more suitable for drivers with a high average daily mileage or a large mileage variance. However, by 2025, BEVs with a long driving range may become a more cost-effective choice for these drivers.

Using a population dataset of China, this study analyzes the spatial pattern of rural migration and urbanization and their coupling coordination relationship and investigates the causes of their spatial heterogeneity. Results show that rural migration and urbanization from 1978 to 2017 can be divided into three stages, i.e., the recovery and development stage, the stable and rapid development stage, and the stage of promoting the citizenization of the rural migrant population. From 2000 to 2010, counties with average annual growth rates of the ratio of rural migration (GRM) ranging from 0 to 5.00% showed a spatial pattern of ubiquitous distribution, while there were significant spatial inequalities in the average annual growth rates of the urbanization rate of the residential population (GUR) and hukou-registered population (GUH). Since urbanization and rural migration are two synergistic processes, coupling coordination degrees (CCDs) between GRM and GRU as well as GRM and GUH were generally between 0.60 and 0.80. Due to the gaps in socioeconomic development, spatial distance, and the policy system, they also showed regional heterogeneity, and there were notable differences in CCD between rural migration and urbanization of residential and hukou-registered populations. Finally, we propose that China should implement targeted and people-oriented measures to guide rural migration, promote new-type urbanization, and achieve integrated urban–rural development.