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

Urban passenger transport energy saving and emission reduction potential: A case study for Tianjin, China

Greening passenger transport: a review

Greenhouse gas emissions from Thailand’s transport sector: Trends and mitigation options

Asia is one of the continents that is the most affected by the impacts of climate change. Asian countries need to take climate actions and mitigate emissions from the urban passenger transport sector. Despite some progress in improving urban mobility in Asian cities, greenhouse gas emissions from the transport sector continue to rise. Policy makers who are responsible for managing mobilities must play a major role in decarbonizing the transport sector. In this context, this paper reviews the efforts of selected Asian countries and cities towards reducing greenhouse gas emissions from the urban transport sector. It will analyze their pledges in the Nationally Determined Contributions submitted to the United Nations Framework Convention on Climate Change and will review their relevant transport sector strategies, policies, and practices. It will also look at trends in transport sector emissions and air pollution in different cities, including the short-term impacts of COVID-19. Lastly, it reviews governance issues and the roles that institutions should play to implement polices to decarbonize transport. Based on this analysis, this paper offers policy suggestions to accelerate actions, enhance cross-sectoral coordination, and move towards carbon neutrality in the transport sector in Asia.

Energy-related activities are a major contributor of greenhouse gas (GHG) emissions. A growing body of knowledge clearly depicts the links between human activities and climate change. Over the last century the burning of fossil fuels such as coal and oil and other human activities has released carbon dioxide (CO2) emissions and other heat-trapping GHG emissions into the atmosphere and thus increased the concentration of atmospheric CO2 emissions. The main human activities that emit CO2 emissions are (1) the combustion of fossil fuels to generate electricity, accounting for about 37% of total U.S. CO2 emissions and 31% of total U.S. GHG emissions in 2013, (2) the combustion of fossil fuels such as gasoline and diesel to transport people and goods, accounting for about 31% of total U.S. CO2 emissions and 26% of total U.S. GHG emissions in 2013, and (3) industrial processes such as the production and consumption of minerals and chemicals, accounting for about 15% of total U.S. CO2 emissions and 12% of total ...

The process of internationalization and innovation (IPI) in the urban road passenger transport (URPT) sector is driven by the need to provide cities with efficient and sustainable mobility solutions. The objective of this study is to understand the perceptions of URPT employees in relation to PII, based on a comprehensive case study. By exploring how these two concepts interrelate and influence each other, the study seeks to provide valuable information that can help improve strategic planning and policy formulation in the urban transport sector. The research, based on semi-structured interviews with 20 employees, reveals significant gaps in internal communication, with only about half of the participants aware of ongoing national and international projects. Information was often limited to those directly involved, indicating a need for improved dissemination strategies. Despite these communication issues, employees positively view the company’s presence at international events and recognize the importance of involvement in European organizations, particularly for knowledge acquisition and networking. Challenges identified include inadequate internal communication and insufficient investment in international projects. However, there was strong agreement on the value of internationalization and innovation process (IIP) for both professional development and organizational growth. To enhance the company’s international presence and return on investment (ROI), the study recommends better coordination, improved information sharing, and strategic planning. These findings emphasize the critical role of effective communication and active participation in international initiatives for the sustainable growth of the organization.

Regional disparity of urban passenger transport associated GHG (greenhouse gas) emissions in China: A review

Inter-city passenger transport in larger urban agglomeration area: emissions and health impacts

Executive Summary: The California Climate Action Registry, which was initially established in 2000 and began operation in Fall 2002, is a voluntary registry for recording annual greenhouse gas (GHG) emissions. The purpose of the Registry is to assist California businesses and organizations in their efforts to inventory and document emissions in order to establish a baseline and to document early actions to increase energy efficiency and decrease GHG emissions. The State of California has committed to use its ''best efforts'' to ensure that entities that establish GHG emissions baselines and register their emissions will receive ''appropriate consideration under any future international, federal, or state regulatory scheme relating to greenhouse gas emissions.'' Reporting of GHG emissions involves documentation of both ''direct'' emissions from sources that are under the entity's control and indirect emissions controlled by others. Electricity generated by an off-site power source is consider ed to be an indirect GHG emission and is required to be included in the entity's report. Registry participants include businesses, non-profit organizations, municipalities, state agencies, and other entities. Participants are required to register the GHG emissions of all operations in California, and are encouraged to report nationwide. For the first three years of participation, the Registry only requires the reporting of carbon dioxide (CO2) emissions, although participants are encouraged to report the remaining five Kyoto Protocol GHGs (CH4, N2O, HFCs, PFCs, and SF6). After three years, reporting of all six Kyoto GHG emissions is required. The enabling legislation for the Registry (SB 527) requires total GHG emissions to be registered and requires reporting of ''industry-specific metrics'' once such metrics have been adopted by the Registry. The Ernest Orlando Lawrence Berkeley National Laboratory (Berkeley Lab) was asked to provide technical assistance to the California Energy Commission (Energy Commission) related to the Registry in three areas: (1) assessing the availability and usefulness of industry-specific metrics, (2) evaluating various methods for establishing baselines for calculating GHG emissions reductions related to specific actions taken by Registry participants, and (3) establishing methods for calculating electricity CO2 emission factors. The third area of research was completed in 2002 and is documented in Estimating Carbon Dioxide Emissions Factors for the California Electric Power Sector (Marnay et al., 2002). This report documents our findings related to the first areas of research. For the first area of research, the overall objective was to evaluate the metrics, such as emissions per economic unit or emissions per unit of production that can be used to report GHG emissions trends for potential Registry participants. This research began with an effort to identify methodologies, benchmarking programs, inventories, protocols, and registries that u se industry-specific metrics to track trends in energy use or GHG emissions in order to determine what types of metrics have already been developed. The next step in developing industry-specific metrics was to assess the availability of data needed to determine metric development priorities. Berkeley Lab also determined the relative importance of different potential Registry participant categories in order to asses s the availability of sectoral or industry-specific metrics and then identified industry-specific metrics in use around the world. While a plethora of metrics was identified, no one metric that adequately tracks trends in GHG emissions while maintaining confidentiality of data was identified. As a result of this review, Berkeley Lab recommends the development of a GHG intensity index as a new metric for reporting and tracking GHG emissions trends.Such an index could provide an industry-specific metric for reporting and tracking GHG emissions trends to accurately reflect year to year changes while protecting proprietary data. This GHG intensity index changes while protecting proprietary data. This GHG intensity index would provide Registry participants with a means for demonstrating improvements in their energy and GHG emissions per unit of production without divulging specific values. For the second research area, Berkeley Lab evaluated various methods used to calculate baselines for documentation of energy consumption or GHG emissions reductions, noting those that use industry-specific metrics. Accounting for actions to reduce GHGs can be done on a project-by-project basis or on an entity basis. Establishing project-related baselines for mitigation efforts has been widely discussed in the context of two of the so-called ''flexible mechanisms'' of the Kyoto Protocol to the United Nations Framework Convention on Climate Change (Kyoto Protocol) Joint Implementation (JI) and the Clean Development Mechanism (CDM).

The development of urban land passenger transport in Kyiv from its inception to the present is studied. The key stages of the evolution of the transport system in Kyiv, from the horse-drawn railway to the introduction of electric trams, buses and electric buses, are considered. The impact of socio-economic and technological changes on the development of transport, in particular urban passenger transport, as well as the current challenges facing urban transport are analyzed. Attention is paid to the Kyiv City Development Strategy until 2025, in particular to the Transport and Urban Mobility sector. The development of land-based urban transport in Kyiv has gone through several important stages of modernization and development over the years, starting with the horse-drawn railway and ending with the implementation of environmental solutions today and in the future. The current development plan focuses on environmental and technological innovations that improve the quality of life of city residents and meet the challenges of urbanization. Taking into account historical experience and current trends, the future development of surface transportation in Kyiv will focus on the introduction of the latest technologies, including autonomous and electric vehicles, which will help improve the environmental situation and quality of life of the residents of the modern city. In the future, the development of surface transportation in Kyiv will be closely linked to the integration of modern technologies, such as intelligent and automatic traffic management systems, electric and autonomous vehicles. In particular, the development of public and passenger transport is envisaged, taking into account its environmental friendliness, safety, accessibility for people with disabilities and other low-mobility groups, and ensuring a high-quality and competitive transport offer.

Research on energy saving potential and countermeasures in China’s transport sector

The urban transport sector has become one of the major contributors to global CO2 emissions. This paper investigates the driving forces of changes in CO2 emissions from the passenger transport sectors in different cities, which is helpful for formulating effective carbon-reduction policies and strategies. The logarithmic mean Divisia index (LMDI) method is used to decompose the CO2 emissions changes into five driving determinants: Urbanization level, motorization level, mode structure, energy intensity, and energy mix. First, the urban transport CO2 emissions between 1960 and 2001 from 46 global cities are calculated. Then, the multiplicative decomposition results for megacities (London, New York, Paris, and Tokyo) are compared with those of other cities. Moreover, additive decomposition analyses of the 4 megacities are conducted to explore the driving forces of changes in CO2 emissions from the passenger transport sectors in these megacities between 1960 and 2001. Based on the decomposition results, some effective carbon-reduction strategies can be formulated for developing cities experiencing rapid urbanization and motorization. The main suggestions are as follows: (i) Rational land use, such as transit-oriented development, is a feasible way to control the trip distance per capita; (ii) fuel economy policies and standards formulated when there are oil crisis are effective ways to suppress the increase of CO2 emissions, and these changes should not be abandoned when oil prices fall; and (iii) cities with high population densities should focus on the development of public and non-motorized transport.

Co-benefits of reducing CO2 and air pollutant emissions in the urban transport sector: A case of Guangzhou

Well-to-wheel greenhouse gas emissions of electric versus combustion vehicles from 2018 to 2030 in the US

Urban passenger transportation, as a pivotal element of the transportation system, accounts for over 40% of total carbon emissions from road transport. Consequently, mitigating carbon emissions in this sector is a crucial strategy for attaining carbon peak targets. This study centers on Lanzhou, a representative transportation hub city in China, and develops a dynamic model based on the Passenger Urban Transportation Carbon Emission System (PCES) framework to simulate emissions under three categories of interventions: Demand, Management, and Technology (DMT). The investigation analyzes the temporal trends and underlying mechanisms influencing these emissions. Results reveal that total carbon emissions from passenger transportation in Lanzhou are projected to rise until 2030, with a marked deceleration in growth rate anticipated after 2028. The carbon reduction efficacy among different interventions varies significantly, with fuel vehicle restrictions and management policies demonstrating the greatest effectiveness in conserving energy and reducing emissions. Nevertheless, continuous technological innovation and strategic policy guidance remain indispensable, especially to enhance public transportation usage and reduce overall energy consumption. Furthermore, the integration of multiple strategies accelerates progress toward achieving the 'carbon peak' objective within the passenger transportation sector. Simulation outcomes from the combined DMT scenario exhibit superior explanatory power regarding carbon reduction effects within the PCES framework compared to individual measures. Moreover, this research substantiates the utility of the PCES framework in steering the low-carbon development pathway of urban passenger transportation.