Transportation carbon dioxide emissions by built environment and family lifecycle: Case study of the Osaka metropolitan area

Waygood, E. Owen D.; Sun, Yilin; Susilo, Yusak O.

doi:10.1016/j.trd.2014.06.001

Cited by 29 publications

(21 citation statements)

References 44 publications

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“…Results related to local travel emphasize a strong geographical trend of increased car use and emission levels farther away from the city center and in car-oriented areas, which is in line with previous research conducted in the Nordic countries and elsewhere (e.g., [7,70,71]). Of multiple urban form variables tested in models, distance to the main city center was the strongest predictor of emissions and remained significant after controlling for sociodemographic variables and attitudes, which supports the results by Naess [7].…”

Section: Discussionsupporting

confidence: 89%

Flights Dominate Travel Emissions of Young Urbanites

2019

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Transport is a key sector in reducing greenhouse gas (GHG) emissions. A consensus prevails on a causal relationship between distance to the city center and emissions from private transport, which has led to an emphasis on density in urban planning. However, several studies have reported a reverse association between the level of urbanity and emissions from long-distance leisure travel. Studies have also suggested that pro-environmental attitudes and climate change concerns are unrelated or positively related to emissions from long-distance travel. The goals of this case study were to find out the structure, levels, distribution, and predictors of GHG emissions from the local, domestic, and international travel of young adults of the Reykjavik Capital Region. A life cycle assessment (LCA) approach was utilized to calculate emissions, and the materials were collected with a map-based online survey. International leisure travel dominated the overall GHG emissions from personal travel regardless of residential location, modality style, or income level. A highly unequal distribution of emissions was found. A higher climate change awareness was found to predict higher GHG emissions from trips abroad. Emissions from leisure travel abroad were the highest in the city center, which was related to cosmopolitan attitudes among downtown dwellers.

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Section: Discussionsupporting

confidence: 89%

Flights Dominate Travel Emissions of Young Urbanites

2019

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“…In contrast with other research [1,11,13,25,33], we calculated the CO 2 Eq emissions per unit area and per VMT in each county and per mile by facility type. The estimated results showed that the high-ZEV ownership scenarios could reduce the CO 2 Eq emissions per VMT (shown in Table 5) among all counties and the gaps in CO 2 Eq emissions per mile among six road types (shown in Figure 8).…”

Section: Discussionmentioning

confidence: 99%

“…We divided the households into two groups: Households without ZEVs and with ZEVs, and modeled the following four steps (i.e., trip generation, trip distribution, mode choice, and time-of-day split) of the travel demand forecasting model separately for the two groups. The origin-destination [25] trip tables obtained as a result after the last step (time-of-day split) for households with ZEVs and without ZEVs were combined for the highway and transit assignment steps. This revised MSTM model output the assigned ZEV and non-ZEV volume, VMTs, and vehicle hours traveled (VHTs) for every link of the network, which were then used as inputs into the MEM for calculating CO 2 Eq emissions estimates.…”

Section: Demand Forecasting Modelmentioning

confidence: 99%

Evaluating the Efficacy of Zero-Emission Vehicle Deployment Strategies: The Maryland Case

2019

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This study aimed to develop a model to estimate the impacts of zero-emission vehicle (ZEV) adoption on CO2 emissions and to evaluate efficacy of ZEV deployment strategies in achieving greenhouse gas (GHG) emission reduction goals. We proposed a modeling scheme to represent ZEVs in four-step trip-based travel demand models. We then tested six ZEV scenarios that were a cross-combination of three ZEV ownership levels and two ZEV operating cost levels. The proposed modeling scheme and scenarios were implemented on the Maryland Statewide Transportation Model (MSTM) to analyze the impacts of different ZEV ownership and cost combinations on travel patterns and on CO2 emissions. The main findings were the following: (1) A high-ZEV ownership scenario (43.14% of households with ZEVs) could achieve about a 16% reduction in statewide carbon dioxide equivalent (CO2Eq) emissions from 2015 base year levels; and (2) CO2Eq emissions at a future year baseline (2030) (the Constrained Long-Range Plan) level dropped by approximately 11% in low-ZEV ownership scenarios, 17% in medium-ZEV ownership scenarios, and 32% in high-ZEV ownership scenarios. The high-ZEV ownership results also indicated a more balanced distribution of emissions per unit area or per vehicle mile traveled among different counties.

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“…Limited studies on the urban transport energy consumption in Japan have been reported so far. Waygood et al, evaluated CO 2 emissions in the transport sector in Osaka city considering the modal share [41]. Since Yang et al pointed out the difficulty of applying the empirical studies in one country to another in this topic [26], the focus on Japanese cities would assist in the exploration of new spatial scope.…”

Section: Introductionmentioning

confidence: 99%

Chronological Transition of Relationship between Intracity Lifecycle Transport Energy Efficiency and Population Density

2020

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Interests in evaluating lifecycle energy use in urban transport have been growing as a research topic. Various studies have evaluated the relationship between the intracity transport energy use and population density and commonly identified its negative correlation. However, a diachronic transition in an individual city has yet to be fully analyzed. As such, this study employed transport energy intensity widely used for evaluating transport energy efficiency and obtained the transport energy intensity for each transportation means including walk, bicycle, automobile (conventional vehicles, electric vehicles, hybrid vehicles, and fuel cell vehicles), bus and electric train by considering the lifecycle energy consumption. Then, the intracity lifecycle transport energy intensity of 38 cities in Japan in 1987–2015 was computed, assuming that the cause of diachronic transition of intracity transport energy efficiency is the modal shifting and electricity mix change. As a result, the greater level of population density was associated with the lower intracity transport energy intensity in Japanese cities. The negative slope of its regression line increased over time since the intracity lifecycle transport energy intensity in cities with low population density continuously increased without any significant change of population density. Finally, this study discussed the strategic implications particularly in regional areas to improve the intracity lifecycle transport energy efficiency.

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Transportation carbon dioxide emissions by built environment and family lifecycle: Case study of the Osaka metropolitan area

Cited by 29 publications

References 44 publications

Flights Dominate Travel Emissions of Young Urbanites

Flights Dominate Travel Emissions of Young Urbanites

Evaluating the Efficacy of Zero-Emission Vehicle Deployment Strategies: The Maryland Case

Chronological Transition of Relationship between Intracity Lifecycle Transport Energy Efficiency and Population Density

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