• Energy Research
• 13. Climate action close
• 7. Clean energy close
• 9. Industry and infrastructure close
• Sustainability close

In recent years, the global economy has become more closely related among countries, and people’s pursuit of economic growth has caused the destruction of the environment. This paper selected panel data from 30 provinces in China from 1997 to 2020 to investigate the dynamic relationship between trade liberalization, financial development and carbon dioxide emissions by constructing a PVAR model. We also consider technology as an important variable for studying the effect on carbon dioxide emissions. We draw the following conclusions. First, financial development promotes carbon dioxide emissions, while trade liberalization has no significant impact on carbon dioxide emissions. Second, China’s trade liberalization promotes financial development, which has limited support for international trade. Third, there is a two-way causal relationship between financial development and carbon dioxide emissions, and there is also a two-way causal relationship between trade liberalization and financial development. Finally, there is a significant inverted “U” curve relationship between trade liberalization and innovation efficiency, environmental regulation and innovation. According to the results, we believe that openness to trade impacts emissions of carbon dioxide, opening a new function path: namely, trade openness and financial development result in high carbon dioxide emissions; consequently, China has relied on this process in the development of their financial system.

How can urban policies and planning approaches help in achieving a safer mobility and carbon reduction in the transport sector? The attention of planners and policy makers towards the promotion of sustainability and reduction of environmental impacts has grown in recent years. This paper investigates the role that Urban Planning plays in the long term towards a safer and climate friendlier mobility, highlighting the need for integrated approaches gathering spatial planning and mobility management. After a review of several urban policies and planning strategies, initiatives, and approaches, mainly based on the urban scale, the paper presents an urban regeneration case study leading to an increase of pedestrian accessibility at the neighborhood level. This can be seen as a support tool to foster sustainable, safe, and climate friendly mobility in cities. The results of the performed analysis show a dependency of accessibility from two different factors: the distribution of services and the capillarity of the soft mobility network, which can contribute to creating a more walkable space.

Due to climate change and current efforts to reduce emissions in the construction sector, this study evaluates and discusses the results of a comparative cradle-to-grave Life Cycle Assessment (LCA), with a main focus on Global Warming Potential for functionally equivalent carbon-reinforced concrete (CRC) and steel-reinforced concrete (SRC) façade panels for the first time. The novelty of this study is the focus on construction waste and, in particular, the worst-case application of non-recycled construction waste. The use of CRC requires a lower concrete thickness than SRC because the carbon fiber reinforcement does not corrode, in contrast to steel reinforcement. Façade panels of the same geometrical dimensions and structural performance were defined as functional units (FU). Assuming an End-of-Life (EoL) scenario of 50% landfill and 50% recycling, the Global Warming Potential (GWP, given in CO2 equivalent (CO2e)) of the CRC façade (411–496 kg CO2e) is shown to perform better than or equal to the SRC façade (492 kg CO2e). Changing the assumption of CRC to a worst-case scenario, going fully to landfill and not being recycled (single life cycle), turns the GWP results in favor of the SRC façade. Assuming a 50-year service life for the SRC façade panel and relativizing the emissions to the years, the more durable CRC façade performs much better. Finally, depending on the system boundary, the assumed EoL and lifetime, CRC can represent a lower-emission alternative to a functionally equivalent component made of SRC. The most important and “novel” result in this study, which also leads to future research opportunities, is that delicate adjustments (especially concerning EoL scenarios and expected service life) can lead to completely different recommendations for decision-makers. Only by combining the knowledge of LCA experts, structural engineers, and builders optimal decisions can be made regarding sustainable materials and building components.

The Urban Heat Island (UHI) is the phenomenon of altered increased temperatures in urban areas compared to their rural surroundings. UHIs grow and intensify under extreme hot periods, such as during heat waves, which can affect human health and also increase the demand for energy for cooling. This study applies remote sensing and land use/land cover (LULC) data to assess the cooling effect of varying urban vegetation cover, especially during extreme warm periods, in the city of Munich, Germany. To compute the relationship between Land Surface Temperature (LST) and Land Use Land Cover (LULC), MODIS eight-day interval LST data for the months of June, July and August from 2002 to 2012 and the Corine Land Cover (CLC) database were used. Due to similarities in the behavior of surface temperature of different CLCs, some classes were reclassified and combined to form two major, rather simplified, homogenized classes: one of built-up area and one of urban vegetation. The homogenized map was merged with the MODIS eight-day interval LST data to compute the relationship between them. The results revealed that (i) the cooling effect accrued from urban vegetation tended to be non-linear; and (ii) a remarkable and stronger cooling effect in terms of LST was identified in regions where the proportion of vegetation cover was between seventy and almost eighty percent per square kilometer. The results also demonstrated that LST within urban vegetation was affected by the temperature of the surrounding built-up and that during the well-known European 2003 heat wave, suburb areas were cooler from the core of the urbanized region. This study concluded that the optimum green space for obtaining the lowest temperature is a non-linear trend. This could support urban planning strategies to facilitate appropriate applications to mitigate heat-stress in urban area.

This paper examines the environmental Kuznets curve (EKC) theory, augmenting the role of oil resources and energy consumption in carbon dioxide (CO2) emissions using the annual data of 11 African oil-producing countries from 1980 to 2014. We apply advanced panel cointegration and panel autoregressive distributive lag (ARDL) techniques coupled with Granger non-causality analysis to account for cross-sectional dependence and heterogeneity. The results of the augmented mean group (AMG) reveal that oil resources abundance degrades the environmental quality in Angola while abating CO2 emissions in Algeria, Gabon, Morocco, and Nigeria. Contrarily, energy consumption escalates pollution in the Congo Democratic Republic (COD), Côte d’Ivoire (CIV), Gabon, Morocco, and Tunisia. Our findings support the EKC hypothesis only in Cameroon, CIV, and Nigeria while exhibiting a U-shaped curve in Algeria and Morocco. Causality analysis unveils that oil resources Granger cause energy consumption, suggesting the balance between renewable and non-renewable energy sources. The current study has important policy implications for promoting green technology, economic diversification, service sector, and green investments.

In the karst area of southern China, karst water is important for supporting the sustainable production and home living for the local residents. Consequently, it is of significance to fully understand the water cycle, so as to make full use of water resources. In karst areas, epikarst and conduits are developed, participating in the hydrological cycle actively. For conventional lumped hydrologic models, it is difficult to simulate the hydrological cycle accurately. These models neglect to consider the variation of underlying surface and weather change. Meanwhile, for the original distributed hydrological model, the existence of epikarst and underground conduits as well as inadequate data information also make it difficult to achieve accurate simulation. To this end, the framework combining the advantages of lumped model–reservoir model and distributed hydrologic model–Soil and Water Assessment Tool (SWAT) model is established to simulate the water cycle efficiently in a karst area. Xianghualing karst watershed in southern China was selected as the study area and the improved SWAT model was used to simulate the water cycle. Results show that the indicators of ENS and R2 in the calibration and verification periods are both above 0.8, which is evidently improved in comparison with the original model. The improved SWAT model is verified to have better efficiency in describing the hydrological cycle in a typical karst area.

The land transformation process in the last decades produced the urbanization growth in flat and coastal areas all over the world. The combination of natural phenomena and human pressure is likely one of the main factors that enhance coastal dynamics. These factors lead to an increase in coastal risk (considered as the product of hazard, exposure, and vulnerability) also in view of future climate change scenarios. Although each of these factors has been intensively studied separately, a comprehensive analysis of the mutual relationship of these elements is an open task. Therefore, this work aims to assess the possible mutual interaction of land transformation and coastal management zones, studying the possible impact on local coastal communities. The idea is to merge the techniques coming from urban planning with data and methodology coming from the coastal engineering within the frame of a holistic approach. The main idea is to relate urban and land changes to coastal management. Then, the study aims to identify if stakeholders’ pressure motivated the deployment of rigid structures instead of shoreline variations related to energetic and sedimentary balances. The influence of coastal protection (described by an indicator taking into account the linear density of the rigid protection extension alongshore) measures have been considered. Finally, the economical performances in the period just after the land transformation have been studied by means of a dimensionless index based on the concept of the local unit. The method has been applied to the case study of the Abruzzo Region. Results reveal a large urbanization growth and a generalized over-protection of the coast with a resulting spatial alternation of shoreline retreat and advance. On the other hand, the analysis of the local economy reveals that the presence of tourism activities does not necessarily lead to an increase in the local economy. Indeed, the most important improvement in local economies in the region can be associated with coastal stretches characterized by a high environmental value.

Global warming (GW) and urban pollution focused a great interest on hybrid electric vehicles (HEVs) and battery electric vehicles (BEVs) as cleaner alternatives to traditional internal combustion engine vehicles (ICEVs). The environmental impact related to the use of both ICEV and HEV mainly depends on the fossil fuel used by the thermal engines, while, in the case of the BEV, depends on the energy sources employed to produce electricity. Moreover, the production phase of each vehicle may also have a relevant environmental impact, due to the manufacturing processes and the materials employed. Starting from these considerations, the authors carried out a fair comparison of the environmental impact generated by three different vehicles characterized by different propulsion technology, i.e., an ICEV, an HEV, and a BEV, following the life cycle analysis methodology, i.e., taking into account five different environmental impact categories generated during all phases of the entire life of the vehicles, from raw material collection and parts production, to vehicle assembly and on-road use, finishing hence with the disposal phase. An extensive scenario analysis was also performed considering different electricity mixes and vehicle lifetime mileages. The results of this study confirmed the importance of the life cycle approach for the correct determination of the real impact related to the use of passenger cars and showed that the GW impact of a BEV during its entire life amounts to roughly 60% of an equivalent ICEV, while acidifying emissions and particulate matter were doubled. The HEV confirmed an excellent alternative to ICEV, showing good compromise between GW impact (85% with respect to the ICEV), terrestrial acidification, and particulate formation (similar to the ICEV). In regard to the mineral source deployment, a serious concern derives from the lithium-ion battery production for BEV. The results of the scenario analysis highlight how the environmental impact of a BEV may be altered by the lifetime mileage of the vehicle, and how the carbon footprint of the electricity used may nullify the ecological advantage of the BEV.