Examining threshold effects of built environment elements on travel-related carbon-dioxide emissions

Wu, Xiaolan; Tao, Tao; Cao, Xinyu; Fan, Yingling; Ramaswami, A.

doi:10.1016/j.trd.2019.08.018

Cited by 112 publications

(79 citation statements)

References 34 publications

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“…More research is needed to better understand interactions among numerous VKT-impacting policies 131 . Other studies point to the complexity of impacts, which can vary strongly by type of neighborhood 119,122,132 and can be non-linear-in some cases only being effective in VKT reductions once certain thresholds are reached 133,123 .…”

Section: The Complementary Benefits Of Travel Reductionmentioning

confidence: 99%

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

181

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hile present transport systems provide numerous benefits, the negative societal impacts are enormous. In particular, the global transportation sector is responsible for almost one-quarter of greenhouse gas (GHG) emissions (mostly CO 2), with about 72% thereof from road transport 1. Despite decades of progress for alternative and low-carbon fuels and technologies, most developed countries remain locked-in to the dominance of privately owned, fossil fuel-powered vehicles 2,3. Transport emissions are expected to grow further in scenarios produced by the International Energy Agency (IEA), even if currently announced policies are implemented (Fig. 1) 4-6. This Perspective summarizes available evidence for which policy mixes can be highly effective in reducing GHG emissions within road transport in the long-term while pointing out directions for further policy and research development. Clearly the transportation sector needs to carry its weight in meeting deep decarbonization goals. Compared to 2019, both the 1.5 °C and 2.0 °C Paris Agreement scenarios require global GHG reductions of about 30-40% by 2030, 60-80% by 2050 and likely close to 100% (or zero net emissions) thereafter 5,7. GHG mitigation ambitions are higher in Organisation for Economic Cooperation and Development (OECD) countries because they are the source of most historical emissions and are thought to have more flexibility for large-scale investment in low-carbon technologies 8. Because expected mitigation costs are lower in road transport than in aviation or shipping 9-11 , we start with the assumption that road transport should at least proportionally fulfil the ambition of the total mitigation targets noted above. That said, emissions from aviation and shipping are growing more quickly and require additional GHG mitigation policies 2. We focus on national and regional policymaking. Cities are important in the transition towards more sustainable transport, but their scope for governmental climate change action tends to be smaller than on the national level 12. While we identify insights with global relevance, most of the available literature analyses developed countries, mainly in Europe and North Americapointing to a clear research need to better understand climate policy design for developing countries. Further, our analysis focuses more on passenger travel which is responsible for most GHG emissions in transport, though we call for more attention to road freight.

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Section: The Complementary Benefits Of Travel Reductionmentioning

confidence: 99%

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

181

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“…Only one recent study (Ding et al, 2019) has applied this approach. At the same time, a growing number of studies have shown that the effect of a variable on travel behavior may differ for different ranges of this variable (e.g., Rasouli and Timmermans, 2014a,b;Ding et al, 2018Ding et al, , 2019Wu et al, 2019). Therefore, more refined, data mining of smart card data may be a more promising way of examining the relationship between features of the built environment and station-to-station ridership.…”

Section: Station-to-station Level Studiesmentioning

confidence: 99%

Examining the relationship between built environment and metro ridership at station-to-station level

Gan

Yang

Feng

et al. 2020

Transportation Research Part D: Transport and Environment

125

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DOI to the publisher's website.• The final author version and the galley proof are versions of the publication after peer review.• The final published version features the final layout of the paper including the volume, issue and page numbers. Link to publication General rightsCopyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights.• Users may download and print one copy of any publication from the public portal for the purpose of private study or research. • You may not further distribute the material or use it for any profit-making activity or commercial gain • You may freely distribute the URL identifying the publication in the public portal.If the publication is distributed under the terms of Article 25fa of the Dutch Copyright Act, indicated by the "Taverne" license above, please follow below link for the End User Agreement:

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“…For the student of sustainability and urban consumption as a minimum this translates into a recognition that we should expect a variety of outcomes. This is also reflected in recent research on threshold and other non-linear effects of the built environment (Ding, Cao, & Naess, 2018;Wu, Tao, Cao, Fan, & Ramaswami, 2019).…”

Section: Compact Livingmentioning

confidence: 84%

Urban Advantage? Sustainability Trade-Offs Across and Within the Intra-Urban Space

Lerpold

Sjöberg

Tang

2021

Sustainable Consumption and Production, Volume I

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Abstract“Sustainable cities” as a singular concept may very well be a utopian vision impossible to realise in a broader sense. In this chapter, we review the literature on urban sustainability highlighting the complexities and trade-offs between and within the 3 Es—ecology, economy and equality. In particular, we focus here on the intra-urban dimensions of density, mobility, the built environment and housing, lifestyle trends and gentrification along with social sustainability issues of crime, homelessness and community. While gains from increased size and density can be had, there are also many outcomes that depend on urban morphology and the consequences of spatial sorting. Positive outcomes generated by density and efficiency may be offset by, for instance, less sustainable construction materials or increased income inequality. In particular, rebound effects are often overlooked. Hence, it often becomes an empirical issue whether the potential for sustainability gains materialise. Furthermore, as assessed from a more holistic 3 Es’ view, where social sustainability is as important as environmental sustainability, the potential of a “sustainable city” may be a victim of trade-offs that are difficult to resolve.

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Examining threshold effects of built environment elements on travel-related carbon-dioxide emissions

Cited by 112 publications

References 34 publications

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Examining the relationship between built environment and metro ridership at station-to-station level

Urban Advantage? Sustainability Trade-Offs Across and Within the Intra-Urban Space

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