Transportation in a Climate-Constrained World

Schäfer, Andreas; Heywood, John B.; Jacoby, Henry D.; Waitz, Ian A.

doi:10.7551/mitpress/7985.001.0001

Cited by 140 publications

(153 citation statements)

References 0 publications

Supporting

Mentioning

140

Contrasting

Unclassified

Order By: Relevance

“…Lee et al (2001) estimate that if historical trends continue to persist into the future, energy intensities of new aircraft will be reduced 30-50% between 2000 and 2025 and that these levels will represent the fleet average by 2050. These significant reductions will require the widespread adoption of state-of-the-art aircraft technologies such as more efficient propulsion systems, advanced lightweight materials, and improved aerodynamics (e.g., winglets, increased wingspans), and potentially the adoption of even more advanced technologies-e.g., laminar flow control, unducted fan open-rotor engines, and improved air traffic control systems (IEA, 2008;Lee et al, 2001;Schäfer et al, 2009). Table 2 shows that total transport sector-wide energy intensity is reduced 45% between 1990 and 2050, and the average carbon intensity of all transportation fuels is about 2% lower than in 1990.…”

Section: Reference Scenariomentioning

confidence: 94%

Achieving deep reductions in US transport greenhouse gas emissions: Scenario analysis and policy implications

2009

View full text Add to dashboard Cite

Section: Reference Scenariomentioning

confidence: 94%

Achieving deep reductions in US transport greenhouse gas emissions: Scenario analysis and policy implications

2009

View full text Add to dashboard Cite

“…Infrastructure investments can enable renewable energy use so that the misalignment across space and time is compensated for: grid extensions allow large scale transfers of electricity from generation sites to load sites. In the transport sector, substitution possibilities can also be mostly understood in terms of technology and infrastructure (Schäfer et al, 2009). However, consumer preferences are also important to determine the elasticity between carbon-intensive and low-carbon modes in the case of transportation, since mode choice also involves important trade-offs in terms of security, privacy, comfort and health as well as being driven by habituation to a single mode.…”

Section: Introductionmentioning

confidence: 99%

Avoiding carbon lock-in: Policy options for advancing structural change

2015

View full text Add to dashboard Cite

An obstacle for the transformation to a low-carbon economy is the carbon lock-in: fossil fuel-based ("dirty") technologies dominate the market although their carbon-free ("clean") alternatives are dynamically more efficient. We study the interaction of learning-by-doing spillovers with the substitution elasticity between a clean and a dirty sector to evaluate the robustness of policies averting the carbon lock-in. We find that the substitution possibilities between the two sectors have an ambivalent effect: although a high substitution elasticity requires less aggressive mitigation policies than a low one, it creates a greater welfare loss through the lock-in in the absence of regulation. The socially optimal policy response consists of a permanent carbon tax as well as a learning subsidy for clean technologies. We thus indicate that the policy implications of (Acemoglu, D., Aghion, P., Bursztyn, L., Hemous, D., 2012. The Environment and Directed Technical Change. American Economic Review 120 (1): 131-166), calling for merely temporary interventions based on the mechanism of directed technical change in the same setting, are limited in scope. Our results also highlight that infrastructure provision is crucial to facilitate the low-carbon transformation.

show abstract

“…Au contraire, l'avion et le TGV se développent parce qu'ils répondent à une élasticité vitesse/PIB que nous avons dans le scénario tendanciel évalué à 0,33 pour les voyageurs. Ce choix n'est pas anodin, il anticipe un mécanisme de saturation progressive des gains de vitesse [5]. Schäfer lui-même montre que pour que la mobilité continue à progresser selon les tendances passées (élasticité de valeur 1), il faudrait que dans quelques décennies la vitesse moyenne de déplacement quotidienne dépasse les 600 km/h.…”

Section: Architecture D'ensemble De Tiltunclassified

“…Comme nous l'avons déjà indiqué, Pégase parvient « seulement » à diviser par deux les émis-sions (Sperling, et al 2009, entre autres, arrivent à des résul-tats semblables) [5].…”

Section: Les éMissions De Co 2 Comparées Des Différents Scénariosunclassified

“…Dans une perspective de modélisation, le couplage se traduit par une élasticité qui nous indique comment le trafic évolue quand le PIB varie. Pour les voyageurs, cette élasticité a été, dans les décennies passées, proche de la valeur 1, ce qui donne un parfait couplage entre croissance économique et mobilité [5,6]. La relation est encore plus nette pour les marchandises où l'élasticité entre les trafics (en tonnes-kilomètres) et le PIB a par exemple été supérieure à la valeur 1 au sein de l'Union Européenne [7].…”

Section: Introductionunclassified

See 1 more Smart Citation