“…Once data is available, it undergoes processing from imputation, normalization, weighting and aggregation. This methodology is in line with [9] who highlight the importance of collecting and reporting additional supporting contextual data, reviewing aspects of research design for vulnerability to validity challenges, and building in longitudinal elements where feasible. Fig.…”
Section: Model Development and Methodologymentioning
This paper analyzes the impact of COVID-19 on the transportation sector and subsequent implications on the sectoral energy savings and greenhouse gas emissions in some selected cities worldwide. A model for smart transportation is proposed by considering four indicators, including transport efficiency, technology integration, traffic congestion rate, and accessibility ratio. While prior health crises, such as SARS, impacted the transportation sector, the COVID-19 pandemic is unprecedented, resulting in exceptional impacts on this sector. Canadian Civil Aviation activities dropped by 71%, compared to business as usual, whereas military aviation activities declined by 27%. As of the end of June 2020, cities with higher than 50% mobility index include Brussels, Singapore, Stockholm, Lyon, Paris, Moscow, and Hong Kong with the highest mobility index of 76%. American cities have the lowest mobility indexes as of the end of June with mobility indexes lower than 20%. It is expected and reasonable to assume that the public’s response to COVID-19 will exceed that of SARS. While Britons and Canadians are the biggest supporters of keeping the economy and businesses shut until COVID-19 is fully contained, the Chinese, Russians, Indians, and Italians find it vital to restart the economy regardless. Results show that the majority of the world is in a state of mental distress and will face nervousness and anxiety issues post-COVID-19. This sentiment is strongest in India, Japan, China, the U.K., Brazil and Canada, ranging between 68% and 78%. The trucking industry is the main contributor to the greenhouse gas (GHG) emissions of the Canadian transportation sector, accounting for more than 62% of the total emissions in 2019. Given the impact of COVID-19, forecasted GHG emissions of the Canadian transportation sector for 2020is evaluated to be 93 megatonnes of carbon dioxide equivalents.
“…Once data is available, it undergoes processing from imputation, normalization, weighting and aggregation. This methodology is in line with [9] who highlight the importance of collecting and reporting additional supporting contextual data, reviewing aspects of research design for vulnerability to validity challenges, and building in longitudinal elements where feasible. Fig.…”
Section: Model Development and Methodologymentioning
This paper analyzes the impact of COVID-19 on the transportation sector and subsequent implications on the sectoral energy savings and greenhouse gas emissions in some selected cities worldwide. A model for smart transportation is proposed by considering four indicators, including transport efficiency, technology integration, traffic congestion rate, and accessibility ratio. While prior health crises, such as SARS, impacted the transportation sector, the COVID-19 pandemic is unprecedented, resulting in exceptional impacts on this sector. Canadian Civil Aviation activities dropped by 71%, compared to business as usual, whereas military aviation activities declined by 27%. As of the end of June 2020, cities with higher than 50% mobility index include Brussels, Singapore, Stockholm, Lyon, Paris, Moscow, and Hong Kong with the highest mobility index of 76%. American cities have the lowest mobility indexes as of the end of June with mobility indexes lower than 20%. It is expected and reasonable to assume that the public’s response to COVID-19 will exceed that of SARS. While Britons and Canadians are the biggest supporters of keeping the economy and businesses shut until COVID-19 is fully contained, the Chinese, Russians, Indians, and Italians find it vital to restart the economy regardless. Results show that the majority of the world is in a state of mental distress and will face nervousness and anxiety issues post-COVID-19. This sentiment is strongest in India, Japan, China, the U.K., Brazil and Canada, ranging between 68% and 78%. The trucking industry is the main contributor to the greenhouse gas (GHG) emissions of the Canadian transportation sector, accounting for more than 62% of the total emissions in 2019. Given the impact of COVID-19, forecasted GHG emissions of the Canadian transportation sector for 2020is evaluated to be 93 megatonnes of carbon dioxide equivalents.
“…Michael Fell and colleagues (this volume [37] ) suggest that the pandemic represents not only an existential threat to society, but also a threat to the practice of research, given that it calls into question the internal and external validity of our findings in the academy. This includes both the validly of research done before the pandemic (given that society may never be the same after) and the future robustness of any research conducted during the pandemic (a situation of extreme anxiety and stress far removed from “normal” life, potentially making findings less stable over time).…”
Section: Insights For Research Practice and Methodologymentioning
The global Covid-19 pandemic has rapidly overwhelmed our societies, shocked the global economy and overburdened struggling health care systems and other social institutions around the world. While such impacts of Covid-19 are becoming clearer, the implications of the disease for energy and climate policy are more prosaic. This Special Section seeks to offer more clarity on the emerging connections between Covid-19 and energy supply and demand, energy governance, future low-carbon transitions, social justice, and even the practice of research methodology. It features articles that ask, and answer: What are the known and anticipated impacts of Covid-19 on energy demand and climate change? How has the disease shaped institutional responses and varying energy policy frameworks, especially in Africa? How will the disease impact ongoing social practices, innovations and sustainability transitions, including not only renewable energy but also mobility? How might the disease, and social responses to it, exacerbate underlying patterns of energy poverty, energy vulnerability, and energy injustice? Lastly, what challenges and insights does the pandemic offer for the
practice
of research, and for future research methodology? We find that without careful guidance and consideration, the brave new age wrought by Covid-19 could very well collapse in on itself with bloated stimulus packages that counter sustainability goals, misaligned incentives that exacerbate climate change, the entrenchment of unsustainable practices, and acute and troubling consequences for vulnerable groups.
“…The authors in [99] argue that conducting social research in the energy domain ought to give special consideration to the internal and external validity of their work conducted during the pandemic period. They set out the principles that researchers can consider giving themselves and other research users greater confidence that the findings and recommendations will still be applicable in the years to come.…”
The COVID-19 pandemic and the associated lockdown can be regarded as a forced social experiment, the results of which show how to use energy under specific conditions. During this period, there was a reduction in electricity consumption at the level of the power system, but a different specificity distinguishes the group of household users. The article aims at presenting and analysing the identified issues concerning residential electricity users based on the experience from the COVID-19 pandemic lockdown. Data from energy meters from almost 7000 flats in Warsaw’s housing estates during the lockdown in 2020 and the analogous period before the pandemic were used. The analysis showed that, on average, residential users staying practically the whole day in their flats increased their energy consumption, but without increasing their average daily peak power, smoothing the profile in the morning hours to the level reaching the peak power that had occurred in the analogous period before the lockdown. The peak power of the sections feeding the different numbers of dwellings also remained practically unchanged during the lockdown compared to the pre-pandemic period. The pressure to work and educate remotely should contribute to an increase in the digital competence of society, which may result in an increased interest in new forms of activity and cooperation based on demand-side response and prosumption mechanisms, with digital settlements for energy exchange and services.
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