Energy demand and greenhouse gas emissions of urban passenger transport in the Internet era: A case study of Beijing

Fan, Jing-Li; Wang, Jiaxing; Li, Fengyu; Yu, Hao; Zhang, Xian

doi:10.1016/j.jclepro.2017.07.106

Cited by 82 publications

(18 citation statements)

References 32 publications

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“…The contributions of this paper are as follows: First, different from only studying carbon peak values and time (Liu J. et al, 2018;Chen et al, 2020;Zhao et al, 2021), this paper focuses on peak quality and puts forward the judgment criteria of peak quality. Second, different from the study of individual countries and regions (Fan et al, 2017;Zhang and Su, 2020), from a regional perspective, the differences of the peak time, the peak value, and the peak quality in China and its eastern, central, and western regions are compared, which is conducive to the Chinese government to set the carbon peak goal at the regional level, so as to help China realize its carbon peak commitment in 2030 on time.…”

Section: Introductionmentioning

confidence: 99%

A Race Between Economic Growth and Carbon Emissions: How Will the CO2 Emission Reach the Peak in Transportation Industry?

Zhou

Liu

et al. 2022

Front. Energy Res.

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Promoting carbon emissions of the transportation industry to reach the peak as soon as possible is an effective way to control carbon emissions in China. Combined with the logarithmic mean Divisia index (LMDI) model and the Tapio decoupling model, this paper tries to predict and analyze the time, path, and quality of carbon peaking in the transportation industry in China and its eastern, central, and western regions. The research shows the following: 1) Under the “benchmark scenario,” the transportation industry in China and its three regions will not achieve the international commitment of achieving peak carbon emissions by 2030. 2) Under the “radical scenario,” the peak time of China’s transportation industry can be reached in 2027, which is 5 years earlier, 10% peak value lower than that in the “benchmark scenario.” In that scenario, in transportation industry, the eastern region will reach the carbon peak in 2025 and the central and western regions will both reach the carbon peak in 2028. By then, the peak quality of carbon emissions will be better than that under the “benchmark scenario” in transportation industry. This paper can provide theoretical support for promoting carbon emission reductions and carbon peaking in China’s transportation industry.

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Section: Introductionmentioning

confidence: 99%

A Race Between Economic Growth and Carbon Emissions: How Will the CO2 Emission Reach the Peak in Transportation Industry?

Zhou

Liu

et al. 2022

Front. Energy Res.

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“…-Energy-saving and emission reduction as a result of the decrease of the vehicle fleet due to car-sharing and moto-sharing projects [105,106].…”

Section: Sustainable Mobility (Sm) Scenariomentioning

confidence: 99%

Long-Term Forecast of Energy and Fuels Demand Towards a Sustainable Road Transport Sector in Ecuador (2016–2035): A LEAP Model Application

et al. 2020

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The total energy demand in the transport sector represented 48.80% of the total consumption in Ecuador throughout 2016, where 89.87% corresponded to the road transport sector. Therefore, it is crucial to analyze the future behavior of this sector and assess the economic and environmental measures towards sustainable development. Consequently, this study analyzed: (1) the total energy demand for each vehicle class and fuel type; (2) the GHG (greenhouse gas) emissions and air pollutants NO x and PM 10 ; and (3) the cost attributed to the fuel demand, between 2016 and 2035. For this, four alternative demand scenarios were designed: BAU: Business As Usual; EOM: Energy Optimization and Mitigation; AF: Alternative Fuels; and SM: Sustainable Mobility using Long-range Energy Alternatives Planning system. After analysis, the EOM, AF, and SM scenarios have advantages relative to BAU, where SM particularly stands out. The results show that SM compared to BAU, contributes with a 12.14% (141,226 kBOE) decrease of the total energy demand, and the economic savings for this fuel demand is of 14.22% (26,720 MUSD). Moreover, global NO x and PM 10 emissions decreased by 14.91% and 13.78%, respectively. Additionally, accumulated GHG emissions decreased by 13.49% due to the improvement of the fuel quality for the vehicles that mainly consume liquefied petroleum gas, natural gas, and electricity.Sustainability 2020, 12, 472 2 of 26 consumption levels related to liquid fuels, they have a faster growth forecast of approximately three times between 2015 and 2040. For example, the consumption of natural gas for passenger and cargo transport would increase by almost 500% in the same period [5].Between 2000 and 2012, in several Latin American countries, the energy demand in the road transport sector has been continuously increasing with high intensity every year; in Paraguay, it grew by 11%, in Panama and Bolivia by 5%, in Argentina and Costa Rica by 4% [6]. This trend has remained relatively constant, generating a significant increase in the vehicle fleet, with a 3.5% average each year, which is mainly composed of cars [7].In 2012, in the countries of this same region, the transport sector had a total energy consumption share of 27% in the case of Nicaragua to 55% in the case of Ecuador. Inside this sector, road transport demanded around 85% of the total energy consumption, excluding Panama, where air transport continues to be very significant with 30% of the total energy consumption in the transport sector due to its geographical condition [8].The high levels of liquid petroleum fuels consumption in road transport cause great concern at the global level but mainly in emerging market countries such as India, China, the United States of America, and large regions such as the European Union, Latin America, Southeast Asian, Eastern Europe, the Middle East, and Africa, which are the world's most energy demanded.This concern is primarily related to the following reasons: (1) the localized polluting gases emissions within cities that reduce the ...

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“…It is predicted that emissions from the transport sector will grow by between 125% and 150% by 2030; moreover, China's transport sector will contribute about one-third of the total CO 2 emissions [5,6]. As cities contain high population densities and increasing human activities, the most pressing problems are often correlated with urban passenger transport [7][8][9]. Notably, urban passenger transport has received increasing concern for its impact on energy consumption, urban pollution and public health and is also the area where the most effective carbon mitigation could be made, which is perceived as playing a key role in sustainable development [10,11].…”

Section: Introductionmentioning

confidence: 99%

What Influences the Choice Between Private Car and Public Transport for Shopping Trips? Impact of Socio-economic and Built Environment Factors

Guo

2018

jaes

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Shifting toward sustainable daily travel will play a significant role in the future of sustainable development and the lowering of carbon emissions. This study provides an in-depth comparison of transport mode choice and corresponding CO 2 emissions between private cars and public transport used for shopping trips based on individual data from a travel survey conducted in Shenyang, China. The analysis found that bus travel accounted for the majority of motorized transportation. Public transport users were closely distributed along the bus or metro lines, and aggregated private car users were mainly clustered within the second circumferential road. Furthermore, average per trip emissions for private car travel were 8-fold that of public transport. Binary logistic regression modeling was employed to examine factors that were related to the choice between private car and public transport, and the results indicated that car ownership and gender were the most important factors in explaining the preference of car driving. Age and per capita monthly income were negatively correlated with car driving. In addition, there were also negative impacts associated to the built environment factors of access to the closest metro stations and the number of bus stops near the residence on car driving. This study is vital to formulate more effective transportation policy measures in the future development for a sustainable low-carbon city.

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Energy demand and greenhouse gas emissions of urban passenger transport in the Internet era: A case study of Beijing

Cited by 82 publications

References 32 publications

A Race Between Economic Growth and Carbon Emissions: How Will the CO2 Emission Reach the Peak in Transportation Industry?

A Race Between Economic Growth and Carbon Emissions: How Will the CO2 Emission Reach the Peak in Transportation Industry?

Long-Term Forecast of Energy and Fuels Demand Towards a Sustainable Road Transport Sector in Ecuador (2016–2035): A LEAP Model Application

What Influences the Choice Between Private Car and Public Transport for Shopping Trips? Impact of Socio-economic and Built Environment Factors

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