Transportation In China Research Articles

Low-carbon development in China's transportation sector: Multidimensional characteristics and policy implications

Although low-carbon development of transportation sector is crucial for global deep decarbonization, the multidimensional characteristics (e.g., inequality, complex network and efficiency-related drivers) carbon intensity (CI) in the sector at sub-national level is still lacking in-depth evaluation for an emerging economy in particular. Here, using social network analysis, inequality decomposition and production-theoretical decomposition analysis with a focus on regional heterogeneity, the study comprehensively investigated the complex network, inequality and novel drivers related to efficiency and technological change of CI for transportation sectors across 30 provinces in China over 1997–2019. We found that first, the strict spatial correlation structure of CI in the transportation sector was gradually broken and the inter-provincial correlation were enhanced. Second, the inequality of CI declined where gasoline, diesel oil, kerosene and raw coal were the main contributors. Third, the potential carbon factor mainly promoted the reduction of CI while the impact of potential energy intensity exhibited an "inverted U″ trend over the period. Forth, the group technical change effects of energy usage and CO2 emission first promoted the decline of CI and then inhibited it. The study highlights the importance of the multidimensional characteristics in the transportation sector when formulating CI-related policies according to the local conditions.

The impact of new energy transportation means on China's food import

The significance of new energy transportation in China's transportation sector is growing, accompanied by its increasing impact on the economy. Food production and importation play a crucial role in ensuring food security in China, with a specific emphasis on the importance of food import. Transportation is a key factor influencing food import, and China's current new energy transportation means may affect the efficiency of food transportation due to factors such as limited range, lower payload capacity, etc. These uncertainties pose potential risks to China's national security. This study aims to investigate the influence of new energy transportation on food import. The findings indicate that when the proportion of new energy transportation in total transportation is relatively low, its impact on food import is minimal. However, as the proportion increases significantly, it leads to a substantial decline in food import. These findings offer valuable insights for policymakers, emphasizing the need for cautious consideration when employing new energy transportation means for food transport.

An empirical study on the measurement and influencing factors of carbon emission efficiency in China's transportation industry

<p>The severe climate problem has forced the Chinese government to put forward the goal of "carbon peak" and "carbon neutrality", and the transportation industry is a key area of carbon emission reduction. Based on this background, this paper introduces the BCC model and the Malmquist-Luenberger index model to measure the carbon emission efficiency of China's provincial transportation industry from the static and dynamic perspectives from 2014 to 2020. At the same time, the Tobit model is used to estimate the influencing factors of carbon emission efficiency. The results show that: (1) The overall transportation carbon emission efficiency level is low. The comprehensive efficiency of 30 provinces is at [0.6634,0.7154], which needs to be improved urgently. (2) The carbon emission efficiency of transportation is in a growing trend, and the ML index is 1.142, which is significantly higher than 1.0. In addition, the mean value of technical efficiency is 1.015, and the mean value of technological progress efficiency is 1.125. The two factors jointly affect comprehensive efficiency. (3) The carbon emission efficiency of different regions is heterogeneous. The carbon emission efficiency of East China and North China is better than that of Northeast China and South China, while the carbon emission efficiency of Northwest China and Southwest China is at the middle level in China. (4) External environmental factors, such as regional GDP, resident population and consumption level, have a significant impact on the carbon emission efficiency of transportation.</p>

Pathways to achieve low-carbon transition in the transportation sector under the constraints of carbon peak and carbon neutrality targets: A comprehensive analysis of intra- and extra-industry factors

Carbon emission mechanisms in the transportation sector are complex due to a linkage of intra- and extra-industry factors. The decomposition techniques of emission reduction factors are more inclined to analyze conventional factors and need to pay more attention to non-conventional factors. This paper proposes a new analysis framework and builds the LMDI@1 model based on the general analysis theory of index decomposition. In this direction, we calculate China's transportation carbon emissions (TCE) from 2005 to 2020 through direct and indirect sources. Within this model, extra-industry factors are linked into the system to analyze more clearly the degree of factors' contribution to TCE changes in China's regional perspective and clarify potential factors' interaction patterns. We find that factors' contribution has temporal and regional differences. Intra-industry and extra-industry factors form four closed-loop carbon reduction paths at economic development, resource allocation, industrial structure, and resource endowment levels. Therefore, the low-carbon transition policy of China's transportation sector should consider the interaction between external policies and the endogenous environment.

Pathways to net-zero emissions from China's transportation industry: Considering alternative fuels

In the context of the national ‘dual carbon’ strategy, expediting the green and low-carbon transformation has become a focal point across various industries. The challenge of reducing carbon dioxide (CO2) emissions in the transportation sector is exceptionally formidable, given its heavy reliance on energy. Swift progress within this industry unavoidably entails heightened energy consumption, consequently exacerbating CO2 emissions within the sector. This article aims to identify an attainable, comprehensive pathway towards achieving net-zero emissions within the industry. The study reveals that strict control over the growth rate of the transportation industry's total output value and significant promotion of energy intensity decline can lead to a substantial 44% reduction in CO2 emissions by 2050, equivalent to approximately 2.17 Gt and 2.15 Gt of CO2eq. Successfully achieving net-zero emissions necessitates the replacement of fossil fuels with alternative transportation fuels in the range of 3.34 EJ to 15.22 EJ, accompanied by technological advancements to drive cost reductions. Additionally, considering non-CO2 radiation forcing, each scenario requires carbon dioxide removal (CDR) ranging from 0.17 Gt to 2.67 Gt for achieving net-zero emissions. This article comprehensively examines key factors including economy, energy, and technology, conducting an in-depth investigation into the viable pathway to achieve net-zero emissions within the industry. The findings presented herein offer valuable insights into facilitating the industry's low-carbon development and supporting the attainment of the national ‘dual carbon’ goal.

Neutralizing China's transportation sector requires combined decarbonization efforts from power and hydrogen supply

Transportation is vital to meeting China's carbon neutrality target by 2060. Nevertheless, the question of how to reach it remains unclear. Here, we employ a bottom-up energy system optimization model to investigate carbon dioxide emission trends using two sets of scenarios. The first relies solely on the efforts of the transportation sector, employing the avoid-shift-improve approach. In contrast, the second set of scenarios involves collaborative collaboration from the transportation, power and hydrogen sectors. The results reveal that achieving carbon neutrality solely through the efforts of the transportation sector is a challenging task. However, integrating negative emission technologies from the power and hydrogen sectors makes it feasible for the transportation sector to achieve carbon neutrality. Our findings suggest that in order to meet the carbon neutrality target, the energy structure of the transportation sector will undergo a fundamental transformation, with a significant increase in the use of electricity and hydrogen by 2060. Meanwhile, the power and hydrogen sectors will need to rely heavily on renewable energy sources and implement carbon capture and storage technologies to achieve substantial emissions reductions and offset the residual emissions from transportation. This study puts forward a comprehensive pathway that integrates the transportation sector with the power and hydrogen supply sectors, aiming to achieve carbon neutrality by 2060.

The Transnational Origins of China's Aviation Infrastructure

AbstractThis article investigates the role of foreign technical experts in developing China's aviation infrastructure from the 1980s to the present. Focusing on a series of training and technical aid programmes, it traces the influx of critical know-how from Europe, Japan and North America during the period of reform and opening up. Through fieldwork conducted at airports in Beijing, Hong Kong and Shanghai – and expert interviews with architects, planners and engineers – the article sheds light on the instrumental role played by foreign technical experts. By establishing a leading-edge set of airport planning practices, these aviation professionals accelerated the modernization of China's transport infrastructure and its reintegration into the world economy. Moreover, by positioning China as a global leader in infrastructure development, they laid the technical foundations for Chinese foreign policy endeavours that seek to export an infrastructure-led model of economic development to Africa, Asia and the former Soviet sphere.

Unveiling drivers of sustainability in Chinese transport: an approach based on principal component analysis and neural networks

ABSTRACT The paper analyzes the sustainability of the Chinese transportation sector by examining the relationship between energy consumption (and CO2 emissions), transportation modes, and macroeconomic variables. Principal Component Analysis (PCA) and Neural Networks (NN) are combined using monthly data from January 1999 to December 2017. Our goal is to propose a model that links China's transportation footprint to major macroeconomic factors while simultaneously controlling each mode of transportation. Inflation and credit policies exert relatively weak effects on the explained variable. In contrast, trade and fixed asset investments, as well as monetary and fiscal policies, show a positive and significant impact. The use of waterways and airways plays an imperative role in sustainable development compared to the use of roads.

Trade-Offs between Direct Emission Reduction and Intersectoral Additional Emissions: Evidence from the Electrification Transition in China's Transport Sector.

Electrifying the transport sector is crucial for reducing CO2 emissions and achieving Paris Agreement targets. This largely depends on rapid decarbonization in power plants; however, we often overlook the trade-offs between reduced transportation emissions and additional energy-supply sector emissions induced by electrification. Here, we developed a framework for China's transport sector, including analyzing driving factors of historical CO2 emissions, collecting energy-related parameters of numerous vehicles based on the field- investigation, and assessing the energy-environment impacts of electrification policies with national heterogeneity. We find holistic electrification in China's transport sector will cause substantial cumulative CO2 emission reduction (2025-2075), equivalent to 19.8-42% of global annual emissions, but with a 2.2-16.1 GtCO2 net increase considering the additional emissions in energy-supply sectors. It also leads to a 5.1- to 6.7-fold increase in electricity demand, and the resulting CO2 emissions far surpass the emission reduction achieved. Only under 2 and 1.5 °C scenarios, forcing further decarbonization in the energy supply sectors, will the holistic electrification of transportation have a robust mitigation effect, -2.5 to -7.0 Gt and -6.4 to -11.3 Gt net-negative emissions, respectively. Therefore, we conclude that electrifying the transport sector cannot be a one-size-fits-all policy, requiring synergistically decarbonization efforts in the energy-supply sectors.

Economic growth and carbon emissions analysis based on tapio-ekc coupled integration and scenario simulation: a case study of china's transportation industry

Economic growth and carbon emissions analysis based on tapio-ekc coupled integration and scenario simulation: a case study of china's transportation industry

Testing the impact of renewable energy and oil price on carbon emission intensity in China's transportation sector.

As the largest carbon emitter in the world, with its transportation sector contributing the largest shares of its emission, the need for a low-carbon transition economy has become a policy agenda for China because in order to reach carbon neutrality by 2050, lowering the intensity of carbon emissions in the transportation sector will be crucial. In this regard, we used the "bootstrap autoregressive distributed lag model" to explore the impact of clean energy and oil prices on the intensity of carbon emissions in China's transportation sector. The study found that an increase in oil prices decreases the intensity of carbon emissions in the short and long run. Similarly, an increase in the level of renewable energy and economic complexity declines the intensity of carbon emissions in the transportation sector. On the contrary, the research demonstrates that non-renewable energy contributes positively to carbon emission intensity. Therefore, the authorities must promote green technology to neutralize the transportation system's detrimental effects on China's environmental quality. The implications for successfully promoting carbon emission intensity mitigation in the transportation sector are examined in the conclusion.

Auditing state-owned enterprise through predictive analytics and function transformation

PurposeOne of the best ways to assist China is through infrastructure investment. China might become more resilient to natural calamities by pouring more money into its transport network. Analyzing the relationship between China's degree of planned expansion and the country's current network of transport hubs can help with city development estimates. A wide range of factors were taken into consideration while evaluating China's dominance and the caliber of its transportation infrastructure. Using a geographical autocorrelation model and a coupling coordination model, the dynamic link between China's adaptability and the caliber of its transportation infrastructure is examined.Design/methodology/approachChina's northwest is underdeveloped in comparison to the southeast, which has a high level of resilience and development of its transportation infrastructure. The relationship between the levels of resilience upheld by China's transport infrastructure is suggested to be coordinated.FindingsThe authors find a positive geographical autocorrelation between the degree of coupling coordination and the degree of agglomeration, despite the fact that the distance between cities increases with time. They now believe that there is a connection between an area's population density and the degree of interspousal cooperation within. The consequence is an improvement in both national security and economic prosperity. The facilities for disaster management and transportation in China have received several proposals for improvement.Practical implicationsThe authors' Practical Implications suggests that scale inefficiency is a major contributor to the relatively poor efficiency of China's primary inland river ports. Different types of inland river ports may have vastly different water system efficiencies. Input and output congestion at China's important interior river ports has reached 51%, making it very clear that massive amounts of valuable port resources are being wasted.Originality/valueMany variables, such as climate and human error, affect the total amount of goods that can be moved via inner river ports. Ports situated either higher up or lower down the same canal may perform better or worse, respectively, depending on the circumstances.

Reducing carbon emissions: Can high-speed railway contribute?

High-speed railway (HSR) is expected to be a breakthrough in reducing carbon emissions from China's transport network. This study employs the staggered difference-in-differences (DID) method to investigate whether and to what extent HSR has reduced carbon emissions by collecting city-level data involving 283 Chinese cities during 2003–2019. The results reveal that HSR can decrease carbon emissions by an average of 2.3 percent. The validity of this conclusion is supported by a series of robustness tests and endogeneity analyses. Further, the heterogeneity analyses evidence that the carbon emission reduction effects are mainly concentrated in northern cities, central and western regions, and large-scale cities, while no reduction effect is observed in other types of cities, and even an increase in carbon emissions is observed. Finally, this study concludes that HSR has negative spatial spillover effects on carbon emissions, and these effects have a distance boundary that they are mainly concentrated in the surrounding cities. These findings contribute to a deeper understanding of the environmental effect of HSR and can serve as a reference for reducing carbon emissions.

The impact of population characteristics on transportation CO2 emissions-does population aging important?

Reducing transportation CO2 emissions and addressing population characteristic changes are two major challenges facing China, involving various requirements for sustainable economic development. Due to the interdependence of population characteristics and transportation, human activities have become a significant cause of the increase in greenhouse gas levels. Previous studies mainly focused on evaluating the relationship between one-dimensional or multi-dimensional demographic factors and CO2 emissions, while few studies have reported on the effect of multi-dimensional demographic factors on CO2 emissions in transportation. Analyzing the relationship between transportation CO2 emissions is the foundation and key to understanding and reducing overall CO2 emissions. Therefore, this paper used the STIRPAT model and panel data from 2000 to 2019 to investigate the effect of population characteristics on CO2 emissions of China's transportation sector, and further analyzed the effect mechanism and emission effect of population aging on transportation CO2 emissions. The results show that (1) population aging and population quality restrained CO2 emissions from transportation, but the negative effects of population aging were indirectly caused by economic growth and transportation demand. And with the aggravation of population aging, the influence on transport CO2 emissions changed and presented a U-shape. (2) Population living standard on transportation CO2 emissions exhibited an urban-rural difference, and urban living standard was predominant in transportation CO2 emissions. Additionally, population growth is under a weakly positive effect on transportation CO2 emissions. (3) At the regional level, the effect of population aging on transportation CO2 emissions showed regional differences. In the eastern region, the CO2 emission coefficient of transportation was 0.0378, but not significant. In central and western regions, the influence coefficient of transportation was 0.6539 and 0.2760, respectively. These findings indicated that policy makers should make relevant recommendations from the perspective of coordinating population policy and energy conservation and emission reduction policy in transportation.

Emission reduction mode of China's provincial transportation sector: Based on “Energy+” carbon efficiency evaluation

Because the transportation sector relies heavily on fossil energy, especially petroleum, this sector has become one of the most challenging regarding a reduction of carbon emissions. However, because of the variability of regional development, the emission reduction pathways in the transportation sector vary from region to region. This study develops two sets of methods that consider only the energy factor and multiple other factors including energy (energy +), to evaluate and analyse the carbon reduction performance of China's provincial transportation sector, identify the provincial patterns of reducing carbon emissions and propose targeted pathways. The results show that there are obvious differences in energy-based and energy + -based carbon efficiency values across provinces, indicating that energy is an important element of carbon emission reduction in China's transportation sector, but factors such as the economic development level and structure and level of transportation infrastructure also have an important impact on carbon emission reduction. Both the “energy+“-based carbon efficiency and shadow price in the developed eastern provinces are higher than that of the central, western and north-eastern provinces. Considering the regional carbon shadow price and carbon efficiency, we found four different carbon peaking patterns for China's provincial transportation sector.

Carbon peak forecast and low carbon policy choice of transportation industry in China: scenario prediction based on STIRPAT model.

As the second largest CO2 emission department, transportation industry's carbon peak and carbon reduction are very important for China to smoothly achieve carbon peak by 2030 and carbon neutrality by 2060. This paper analyzes the influencing factors from the perspectives of population, economy, technology and transportation equipment structure, subdivides 20 scenarios to predict the carbon emissions of the transportation industry of the whole China and various regions based on scenario analysis method, explores the carbon peak path, and puts forward corresponding policy recommendations. The study found that (1) from the overall trend of carbon emissions, the total carbon emissions of China's transportation industry showed an overall upward trend from 2010 to 2019 while the growth rate of carbon emissions showed a downward trend. (2) From the perspective of influencing factors, population size, urbanization rate, economic scale, traffic development, traffic carbon intensity, and highway mileage have positive effect on the growth rate of China's transportation CO2 emissions. The increase in the proportion of energy structure and railway cargo turnover has the negative effect on carbon emissions in the transportation industry. (3) From the prediction results at the national level, technological breakthroughs have a limited effect on carbon emission reduction in China's transportation industry, while structural equipment optimization has the most significant effect on its emission reduction. When technological breakthroughs and equipment structure optimization are carried out simultaneously, the carbon emission reduction effect is the best. The carbon peak of China's transportation industry would achieve as early as 2030, with a peak range of 70,355.54-84,136.17 million tons. (4) From the perspective of prediction results at the regional level, the provinces with rapid population growth and per capita GDP growth, the provinces with rapid population growth and per capita GDP growth, and the provinces with low population growth and per capita GDP growth should control their average annual growth rate of carbon emissions of the transportation industry to 1.13%, 0.72% and 0.58% respectively in 2019-2030, in order to ensure the achievements of the carbon peak target.

Spatial Heterogeneity and Scale Effects of Transportation Carbon Emission-Influencing Factors-An Empirical Analysis Based on 286 Cities in China.

In order to scientifically evaluate the characteristics and impact outcomes of transportation carbon emissions, this paper uses the panel statistics of 286 cities to measure transportation carbon emissions and analyze their spatial correlation characteristics. Afterwards, primarily based on the current research, a system of indicators for the impact factors of transportation carbon emissions was established. After that, ordinary least squares regression, geographically weighted regression, and multiscale geographically weighted regression models were used to evaluate and analyze the data, and the outcomes of the multiscale geographically weighted regression model were selected to analyze the spatial heterogeneity of the elements influencing transportation carbon emissions. The effects exhibit that: (1) The spatial characteristics of China's transportation carbon emissions demonstrate that emissions are high in the east, low in the west, high in the north, and low in the south, with high-value areas concentrated in the central cities of Beijing-Tianjin-Hebei, the Yangtze River Delta, the Guangdong-Hong Kong-Macao region, and the Chengdu-Chongqing regions, and the low values concentrated in the Western Sichuan region, Yunnan, Guizhou, Qinghai, and Gansu. (2) The spatial heterogeneity of transportation carbon emissions is on the rise, but the patten of local agglomeration is obvious, showing a clear high-high clustering, and the spatial distribution of high-high agglomeration and low-low agglomeration is positively correlated, with high-high agglomeration concentrated in the eastern region and low-low agglomeration concentrated in the western region. (3) The effects of three variables-namely, GDP per capita, vehicle ownership, and road mileage-have a predominantly positive effect on transportation carbon emissions within the study area, while another three variables-namely, constant term, population density, and number of people employed in transportation industry-have different mechanisms of influence in different regions. Constant term, vehicle ownership, and road mileage have greater impacts on transportation carbon emissions.

The carbon neutrality feasibility of worldwide and in China's transportation sector by E-car and renewable energy sources before 2060

Fuel cars are the major contributor with 41 % released emissions, which is about 7.3 billion metric tons (BMt) of CO2 produced in 2020 by the international transportation sector. The most significant polluted regions are U.S.A with 0.731BMt, China with 0.545BMt, and Europe with 0.437BMt of CO2 emissions annually. The four provinces of China named Guangdong, Shandong, Jiangsu, and Henan releases considerable CO2 emissions due to the enormous number of F-cars. This paper discusses the reason of banning F-car, fossil fuel and introduce of E-car and renewable energy as fuel for mitigation of carbon emission in transport sector. Chinese government set the goal and promotion policies for manufacturing companies and consumers for E-car promotion such as tax exemption, innovation technologies for high-range cars, financial support, charging pile construction, free parking, and fewer traffic restriction, etc., are assisting to encourage buyer and help to achieve the target of CO2 reduction by 2060. Consequently, the Li-ion and SSBs batteries are more efficient to use in E-cars and eco-friendly than other battery types. The bottom-up accounting framework analysis reflects the results of all national quick response policies and indicated the mitigation of CO2 emissions from global were decreased from 2.6BMt to 0.006BMt 2010 to 2060, and use of non-renewable energy sources decline from 55 % to 4 % while use of renewable energy sources rises from 42 % to 93 % from 2030 to 2060 due to launching E-cars and devised policies. This research helps to understand the prospects of policies and changes in energy sources to meet the target of CO2 mitigation from transportation sector globally and in China.

МЕЖДУНАРОДНАЯ ТОРГОВЛЯ СЕЛЬСКОХОЗЯЙСТВЕННОЙ ПРОДУКЦИЕЙ КИТАЯ НА ФОНЕ ГЛОБАЛЬНОЙ НЕСТАБИЛЬНОСТИ

The problems and prospects of development of international trade in agricultural products of China at the present stage in the conditions of global instability are revealed. Today, countries have to face sudden crises. Military conflicts, sanctions wars caused by anthropogenic factors, or natural disasters or epidemics caused by natural factors are possible. The article reflects the current conditions for the development of China's international food trade, formed as a result of the aggravation of the geopolitical situation in the world, the incompleteness of the processes associated with the COVID 19 epidemic, the existence of threats to break the country's established integration ties with Western partners. The dynamics of the international trade turnover of agricultural products of China for 2021-2022 has been revealed. The geographical structure and size of both exports and imports of agricultural products from China by continent are analyzed. A SWOT analysis of China's foreign economic relations was carried out, external threats and opportunities for the development of international trade in Chinese agricultural products were identified, as well as an assessment of global threats, the main of which is macroeconomic instability. Shortcomings in the development of international trade in Chinese agricultural products are highlighted, including a relatively low level of self-sufficiency in some important agricultural products of the Chinese population (soybeans, sugar and dairy products); the high cost of agricultural production in China and the relatively low quality of agricultural products, the narrowness of the range of export products. The ways of further development of international trade in agricultural products of China are revealed. The solution to this problem is possible on the basis of digitalization of international food trade, improvement of China's transport and logistics infrastructure, which provides more opportunities for expanding agricultural trade and cooperation between China and countries along the Silk Road. At the present stage, in the context of the escalation of tough economic sanctions by Western countries against the Russian economy, the development of the Sino-Russian bilateral food trade is of particular relevance.

Study on the synergistic effect of air pollution prevention and carbon emission reduction in the context of "dual carbon": Evidence from China's transport sector

The transportation sector has significantly contributed to greenhouse gas and air pollutant emissions. Based on the Kaya constant equation and the LMDI decomposition model, A synergistic reduction effect model of transportation tailpipe Environmental negative externalities emissions is constructed to adopt the inter-provincial panel data of China from 2005 to 2019. The synergistic reduction emission impact and indirect drivers between air pollution and carbon emission are analyzed. The results show that the drivers of the synergistic impact are mainly energy efficiency and industrial structure. Significant synergistic emission reduction effects exist in eastern China, western China, medium-sized transportation markets, and less developed tourism regions. Further, increasing environmental regulation can improve the synergistic reduction impact of the transportation sector's air pollutants and carbon emissions. This paper provides theoretical support for winning the battle of pollution prevention and control and achieving the "dual carbon" goal in the new era.