Carbon Intensities of Economies from the Perspective of Learning Curves

While some countries have achieved considerable development, many others still lack accessto the goods and services considered standard in the modern society. As CO2 emissions and development are often correlated, this paper employs the theoretical background of the Environmental Kuznets Curve (EKC) and the learning curves toolkit to analyze how carbon intensities have changed as countries move towards higher development (and cumulative wealth) levels. The EKC concept is then tested with the methodology of learning curves for the period between 1971 and 2010, so as to capture a dynamic picture of emissions trends and development. Results of both analyses reveal that empirical data fails to provide direct evidence of an EKC for emissions and development. The data does show, however, an interesting pattern in the dispersion of emissions levels for countries within the same HDI categories. While data does not show that countries grow more polluting during intermediary development stages, it does provide evidence that countries become more heterogeneous in their emission intensities as they develop, later re-converging to lower emission intensities at higher HDI levels. Learning rates also indicate heterogeneity among developing countries and relative convergence among developed countries. Given the heterogeneity of development paths among countries, the experiences of those which are managing to develop at low carbon intensities can prove valuable examples for ongoing efforts in climate change mitigation, especially in the developing world

Evaluating Synergies and Trade-Offs among Sustainable Development Goals (SDGs): Explorative Analyses of Development Paths in South Asia and Sub-Saharan Africa

Understanding the linkages between multiple targets of Sustainable Development Goals (SDGs) may help to integrate different sectoral programmes and develop coherent cross-sectoral policy to explore synergies. Synergy is interaction among two or more actions, which will lead to an impact greater or less than the sum of individual effects. Therefore, synergy can be positive or negative (trade-off). This paper aims at developing an analytical framework to evaluate sectoral linkages and examine potential synergies and trade-offs among various SDGs’ goals and targets. Synergies and trade-offs related to energy access (SDG7), clean water and sanitation access (SDG6), food security and sustainable agriculture (SDG2) and poverty alleviation (SDG1) have been evaluated from the perspective of developing countries using examples from South Asia (Bangladesh, Nepal, and Sri Lanka) and Sub-Saharan Africa (Ghana, Ethiopia and Rwanda), and historical data for the period between 1990 and 2012. The analytical framework includes both qualitative and quantitative methods. Network analysis technique has been used for exploring the conceptual linkage among different indicators, and capturing the targets associated with SDGs. Advanced Sustainability Analysis (ASA) developed under the European framework programme has been used for quantifying the synergies and trade-offs among sustainability indicators. The analysis showed strong synergy among various SDG targets. Interestingly, the potential synergy differs from country to country and over time. Ghana and Sri Lanka had relatively higher potential synergy, whereas Rwanda and Nepal had relatively lower potential synergy among the various targets. Higher synergy values were evidenced in those cases where the policy have recognized and emphasized on linkages among cross-sectoral targets.</p

Is European Iron and Steel Production Energy Efficient?

Poster presented at 2012 KTH Energy Dialogue. For more information, go to www.kth.se/energy.QC 20121204</p

Carbon Intensities of Economies from the Perspective of Learning Curves

While some countries have achieved considerable development, many others still lack accessto the goods and services considered standard in the modern society. As CO2 emissions and development are often correlated, this paper employs the theoretical background of the Environmental Kuznets Curve (EKC) and the learning curves toolkit to analyze how carbon intensities have changed as countries move towards higher development (and cumulative wealth) levels. The EKC concept is then tested with the methodology of learning curves for the period between 1971 and 2010, so as to capture a dynamic picture of emissions trends and development. Results of both analyses reveal that empirical data fails to provide direct evidence of an EKC for emissions and development. The data does show, however, an interesting pattern in the dispersion of emissions levels for countries within the same HDI categories. While data does not show that countries grow more polluting during intermediary development stages, it does provide evidence that countries become more heterogeneous in their emission intensities as they develop, later re-converging to lower emission intensities at higher HDI levels. Learning rates also indicate heterogeneity among developing countries and relative convergence among developed countries. Given the heterogeneity of development paths among countries, the experiences of those which are managing to develop at low carbon intensities can prove valuable examples for ongoing efforts in climate change mitigation, especially in the developing world.QC 20140514</p

Blood development in the drosophila lymph gland

EThOS - Electronic Theses Online ServiceGBUnited Kingdo

Gasoline pricing systems and the attractiveness of high-ethanol blends : The cases of Brazil and Sweden

Bioethanol fuel is considered by a number of countries as a tool to reduce the carbon intensity of the transport sector, improve energy security and promote rural development. (Macedo et al., 2008; Hoekman, 2009; Goldemberg, 2007). This has been reflected by the broader move towards biofuels taken by leading economic blocks. The European Union and United States have both manifested their intention to increase the share of biofuels in their final energy consumption (European Commission 2009; US Congress 2007). Most fuel-grade ethanol in the world is used as an oxygenate into gasoline (low blend) which allows the utilization of conventional fuel infrastructure. On the other hand, some countries opted for high-blend ethanol (E100 and E85) in their fuel pools as a way to offer a "green" alternative to gasoline. However, biofuels can only deliver an effective contribution to climate change mitigation if, at the end, they prove to be an attractive choice for consumers. This summary is based on work presented at the 3 rdInternational Scientific Conference on Energy Systems with IT, part of Energitinget 2010. It consists of a summary of an initial investigation from Pacini and Silveira (upcoming), with a deepened focus on a further examination on how gasoline pricing systems can be important in determining the attractiveness of high ethanol blends for the consumer (Pacini and Silveira, 2010).QC 2012021

On the road to fossil-free public transport : The case of Swedish bus fleets

Public transport is important for Sweden to acquire a fossil-fuel independent vehicle fleet by 2030. The aim of this paper is to assess the status of Swedish public bus fleets towards decarbonization, and explore factors affecting regional performance variations and fuel choices. Environmental performance indicators such as renewable fuel shares, CO2 emissions, and energy efficiency are analyzed nationally and regionally. Fuel preferences and best practices are investigated through a survey and interviews with experts working with strategic planning at Public Transport Authorities. Almost 60% of the bus transport volume ran on renewables in 2014 compared to 8% in 2007, but regional variations are significant, partly due to factors such as driving conditions, bus and fuel types, typical trip lengths, and climatic conditions. However, there is no strong correlation between population densities or bus transport volume and the share of renewables achieved. This places political will, strategic planning and policies to promote public transport as key factors affecting renewable fuel deployment. Environmental factors are a priority when choosing fuels, while barriers to renewable fuels are mainly economic and political. Meanwhile, despite the overall progress, achievements in energy efficiency improvement are falling short in comparison to emissions reduction and adoption of renewable fuels, thus requiring further attention.QC 20170213Fuel options for public bus fleets in Sweden - funded by f3 The Swedish Knowledge Centre on Renewable Transportation Fuel