Energy Consumption In Transport Sector Research Articles

Modeling, analysis and forecasting of the Jordan’s transportation sector energy consumption using artificial neural networks

Modeling, analysis and forecasting of the Jordan’s transportation sector energy consumption using artificial neural networks

Transport infrastructure and manufacturing sector: an energy perspective from India

PurposeThe purpose of this study is to dissect the transport infrastructure performance, public spending in transport infrastructure development and the manufacturing sector in determining the transport sector energy consumption.Design/methodology/approachAn analysis of transport energy consumption with the transport infrastructure performance, public spending in transport infrastructure and manufacturing sector output in India using annual data for the period 1987–2019. The study used the autoregressive distributed lag (ARDL) bounds test approach along with FMOLS, DOLS and canonical cointegration regression (CCR) methods.FindingsThe results of the ARDL bounds test provide evidence for the long- and short-run relationships among study variables. It evidenced that transport infrastructure performance reduces transport energy consumption by using FMOLS, DOLS and CCR methods. Furthermore, the inference of the positive impact of value added in the manufacturing sector on transport energy consumption validates the higher energy demand of the manufacturing sector from a mobility perspective.Practical implicationsThe estimated finding of this study is expected to be contributing to policy-making discussions on transport infrastructure and manufacturing sector development in an emerging economy like India with insights on energy consumption.Originality/valueTo the best of the authors’ knowledge, this is the first study that integrates the impact of manufacturing sector output on transport sector energy consumption along with transport infrastructure performance and public investment in the transport infrastructure.

The paradigms of transport energy consumption and technological innovation as a panacea for sustainable environment: is there any asymmetric association?

Technological innovations have a great potential to develop the transportation system as more efficient, intelligent, connected, and sustainable. Therefore, transport energy consumption fundamentally transmutes how goods and people are moved with significant effects on transport demand with related energy consumption on a sustainable environment. To this end, our research aimed at investigating the environmental performance (carbon dioxide and ecological footprint) by stochastic impact by regression through a population, affluence, and technology (STIRPAT) model, and econometric approach for estimation of transport energy consumption from 1975 to 2018 for Pakistan. Moreover, our study supports the literature by exploring the association of technological innovations, financial development, carbon damage costs, and economic growth with the environment. The linear relationships of the variables are governed by the autoregressive distributive lag (ARDL) model that interestingly explored that economic growth and energy consumption, and financial development degrade the environment and resource depletion; however, technological innovations are inclined towards cleaner technologies. For asymmetric findings, we employ the non-linear autoregressive distributive lag technique recently introduced by Shin et al. (2014). The findings validate the existence of an asymmetric relationship between transport energy consumption and environmental indicators. The policymakers' prerequisites the alternative energies apart from conventional energies in the transport sector with technological innovations in transport sector energy consumption like the electronic and hybrid vehicles for a cleaner environment.

Energy efficiency and energy rebound, intensity, and output effects in transport sector of Pakistan.

According to Jevon's paradox, energy efficiency leads to more energy consumption instead of low. So, calculating the size of energy rebound effect is need of the time to devise sustainable environmental and energy policies. This paper aims to analyze the impact of energy efficiency on energy consumption of transport sector in Pakistan by using time series data from 1980 to 2018. This incremental energy consumption channelizes through intensity and output effects. The study uses both Cobb-Douglas (C-D) and constant elasticity of substitution (CES) aggregate production functions to find the magnitudes of energy rebound effect. As the analysis of energy rebound effect is sensitive to the selection of data, model, and methodology. C-D production function deals with energy rebound effect, while CES provides extra information in the form of energy intensity and output effects along with energy rebound effect. The C-D function is estimated with linear estimation technique, while the CES function is estimated through nonlinear optimization method. The results indicate relatively low magnitudes of energy rebound effect in case of C-D function, e.g., 2% in the short run and about 36% in the long run while about 70% energy rebound, 63% energy intensity, and 7% output effect in the transport sector of Pakistan in the long run by using CES function. As anticipated, energy efficiency is less effective in terms of energy savings in transport sector due to energy rebound effect. Therefore, policy makers should incorporate energy rebound effect to achieve sustainable environmental goals along with economic growth path.

Energy Consumption from Transport Sector and CO₂ Emission: A Case of Kandahar City

This paper is concerned with the prospective estimation of energy consumption in the transport sector. To determine the long-term energy consumption targets for transport in Kandahar city. Later on CO2 emission is calculated based on energy consumption in transport sector of Kandahar city from year 2017 to 2020 and the amount of emission is forecasted till 2030. Upon conducting this research it is found out that transport demand has increased during the last few years due to change in population growth and GDP. As a result, traffic congestion, road accidents, parking problems and air quality are worsening. In addition to those, lack of proper transport management system, public transport infrastructure and insufficient road capacity are adding growing energy demand and environmental problems of Kandahar transport sector. In order to avoid such problems, this research is conducted to focus on the energy demand and CO2 emission only in transport sector of the Kandahar city.
 This study has focused on energy demand and emission of CO2 from passenger transport sector of Kandahar city from 2017 to 2020. If there is no policy intervention, energy demand can reach from 5.5 TJ in 2017 up to 14.8 TJ in 2030. Again gasoline passenger vehicles contributes the most in energy demand and emission. CO2 emission can reach from 381 Thousand metric tons in 2020 up to 860.9 Thousand metric tons in 2030.
 Out of all vehicle types of transportation, private cars are responsible for 26% of energy share, motorbikes consuming the most and reaching up to 35%.

Ranking EU Climate and Energy Policies

Abstract The European Union (EU) has set ambitious targets to increase the overall energy efficiency and decrease the environmental impact by introducing the ‘Green Deal.’ It is an EU plan for the transition to zero greenhouse gas emissions. The overall data analyses of GHG emissions per capita and GDP value in different EU countries show that the GDP increase in 2010–2017 has not increased GHG emissions. Therefore, the link between the GDP increase through energy resource usage increase has been eliminated. However, not all of the EU 27 member states contributed to the overall EU green policy equally. The article presents the methodology for the energy and environmental performance status analyses by evaluating nine different indicators (share of renewable energy, greenhouse gases per GDP, energy intensity, primary efficiency, industry efficiency, energy consumption in households, space heating efficiency, pollutant emissions from transport and specific energy consumption of transport sector) for EU member states. Indicators have been tested through correlation analyses. The use of multidimensional Energy and climate policy indicator has been proposed to rank the performance of different EU countries. The results show that the countries with the highest score in climate and energy indicator values are Sweden, Denmark, Latvia, Austria, Finland, Ireland, and Lithuania. The lowest obtained values are Bulgaria, Poland, Hungary, the Czech Republic, and France.

Lignocellulosic biomass and industrial bioprocesses for the production of second generation bio-ethanol, does it have a future in Algeria?

Algeria is facing two serious constraints, energy shortage and environment pollution. To overcome these two problems, renewable energies are the best sustainable alternatives. In this context, Algeria Government has established in 2011 a program for the development of renewable energies. The prospective results show a substantial contribution to supplying national energy demand as well as some significant environmental benefits, namely through major greenhouse gas savings. In fact, lignocellulosic sources as Algerian Alfa, olive pomace and cereal straw could provide up to 0.67 Mtoe which represents 4.37% of the energy consumption of transport sector in Algeria. In the same vein, introducing energy crops and dedicated cereal crop technologies allows Algeria to progressively increase its renewable energy supply. Up to 73.5 Mtoe and 57.9 Mtoe can be produced from the two cited resources respectively. That is more than the national energy consumption which reached 60.96 MToe in 2018.

Transport Infrastructure, Energy Use, Emissions, Tourism, and Economic Growth: A Multivariate Analysis

This paper provides empirical proof on the causal relationships between transport infrastructure development, transport sector energy consumption, transport sector CO2 emissions, tourism, and economic growth in the Philippines. The causal relationships were explored with respect to timing (i.e. lagged or no lag relationship), direction (i.e. unidirectional or bidirectional), and period (i.e. short-run effect vs. long run effect) by employing unit root, Johansen co-integration, and vector autoregressive (VAR) model tests. The results showed the existence of unidirectional short-run lagged causality running from transport infrastructure development, international tourism spending, transport sector energy consumption, transport sector CO2 emissions, economic growth, to international tourism revenue. There also exist bidirectional short-run lagged causality between transport sector energy consumption and international tourism revenue and bidirectional short-run lagged causality between transport sector CO2 emissions and international tourism revenue. No long-run relationships were detected among the variables. Recommendations for intervention include government subsidies, tax incentives, regulations, and transport-sector infrastructure development.

Energy consumption assessment due to the mobility of inhabitants and multiannual prospective on the horizon 2030–2050 in one Belgium city

In the context of sustainable development, the environmental aspects of urban areas are taken into account by correlating them with their energy consumption. The purpose of this research is to collect and analyze the energy consumption data due to the transport in Belgium, and more precisely in the Liege province. But, also to make forecasts of these same consumptions to the horizon 2030–2050. The methodology chosen allow to model and improve the energy consumption for city-wide transports and to forecast the evolution of city energy consumption to simulate the effects of certain urban development strategies. We focus here on the city of Liege which we will compare the different data of energy consumption with those of other cities. The analysis of the impacts of mobility on energy consumption and greenhouse gas was based on seven scenarios established through several surveys and researches. The results showed that the daily mobility of inhabitants has a significant effect on CO2 emission and energy consumption. It is necessary to act in the long term by encouraging public transport such as vehicles with low energy consumption. The energy consumption in transportation sector can decrease up-to 19%, by reducing between 10% and 20%, of displacement by private car, and an increase up to 60%, both combined displacement by bike (for the distances small than 12 km), and walking (distances small than 1 km).

Energy consumption in the transportation sectors in China and the United States: A longitudinal comparative study

Using Tapio elastic analysis, the differences and similarities of the energy consumption in the transportation sectors in China and the United States were compared. The results showed that the energy consumption of the transportation sectors in the two countries in 2000–2015 had a weak decoupling overall from economic growth in the long term. The decoupling indicator (0.61) in China was about ten times that (0.069) of the United States. Namely, the dependence of China’s transportation sector on energy consumption was far larger than that of the United States. Furthermore, using a logarithmic mean Divisia index (LMDI) model, the factors influencing the energy consumption in transportation sectors in China and the United States were analyzed from five perspectives. Based on this model, the reason why the two countries show decoupling difference was explained. Relevant policies implications for energy conservation and emission reduction in the transportation sector were discussed.

Accounting for non‐economic factors in demand for transportation fuels: a comparative study of South Korea and Indonesia

AbstractThis paper demonstrates the importance of capturing the influence of non‐economic factors such as changes in economic structure and life style in estimating energy demand functions for transportation fuels. Using annual time series data for South Korea and Indonesia from 1971 to 2016 in an Unrestricted Error Correction Model, the paper estimates the energy demand functions for transportation fuels as well as the growth of the underlying demand trend (which captured the effects of non‐economic factors). The estimated elasticities are in the range of 1.103 to 1.82 for long‐run income elasticity and −0.024 to 0.009 for price elasticity in the long‐run. However, the estimated coefficient of the linear trend variable ranged from −0.36 to 0.009. The overall result suggests that demand for transportation fuels are more elastic to changes in real income than real prices in the long run. The relative magnitude and sign on the coefficient of the trend variables (both linear and stochastic) suggest that South Korea is more efficient in transport sector energy consumption than Indonesia, on the other hand, Non‐technical exogenous factors (such as motorisation and traffic congestion) tend to outweigh energy efficiency improvements in Indonesia.

Is energy consumption in the transport sector hampering both economic growth and the reduction of CO2 emissions? A disaggregated energy consumption analysis

• The paper analysis the interactions between transport sector energy consumption, by source, growth and CO 2 emissions. • A panel for 15 OECD countries with annual data from 1995 to 2014 was used. • The short- and long-run effects were analysed by using a ARDL approach with DK-FE estimator. • Economic growth is boosted by the transports fossil fuels consumption, on contrary to renewables. • Investment in rail infrastructure has hampered the fossil fuels use.

An Analysis of Pro-Environmental Attributes towards Adolescents in Penang Using Extended Theory of Planned Behaviour

The energy consumption in transportation sector was mostly created by the individual likeness to use private motor vehicle. High dependency on private motor vehicles has contributed not only to the traffic problem but also accounted to carbon emission. This study aims to investigate the psychological factors that influencing the adolescents’ intention to be more pro-environmental. This study found that the behavioural intention was significantly influenced by the adolescents’ awareness towards consequences, attitude towards environment and public transport, the sentiment of moral obligation to change, and the perceived possibilities or difficulty to practice environmental friendly travel behaviour.

Direct energy rebound effect for road passenger transport in China: A dynamic panel quantile regression approach

The transport sector appears a main energy consumer in China and plays a significant role in energy conservation. Improving energy efficiency proves an effective way to reduce energy consumption in transport sector, whereas its effectiveness may be affected by the rebound effect. This paper proposes a dynamic panel quantile regression model to estimate the direct energy rebound effect for road passenger transport in the whole country, eastern, central and western China, respectively, based on the data of 30 provinces from 2003 to 2012. The empirical results reveal that, first of all, the direct rebound effect does exist for road passenger transport and on the whole country, the short-term and long-term direct rebound effects are 25.53% and 26.56% on average, respectively. Second, the direct rebound effect for road passenger transport in central and eastern China tends to decrease, increase and then decrease again, whereas that in western China decreases and then increases, with the increasing passenger kilometers. Finally, when implementing energy efficiency policy in road passenger transport sector, the effectiveness of energy conservation in western China proves much better than that in central China overall, while the effectiveness in central China is relatively better than that in eastern China.

Energy Efficiency and CO2 Emissions of the Transportation System of Kazakhstan: A Case of Almaty

Energy saving in the transport sector in the framework of the annual growth of energy consumption, the degree of negative impact on the environment and the amount of harmful emissions are becoming increasingly important. The article considers the world tendencies of energy consumption in transportation sector and emphasizes its dependency from oil. Also article describes the dynamics of energy use and CO₂ emissions from transport of city Almaty. In conclusion authors identify a number of problems in the transport sector, which hinder the implementation of energy efficiency measures and measures to reduce CO₂ emissions.

Evaluating Energy and Exergy Efficiencies in Transportation Sector of Iran

Considering the increasing energy demands, energy has gained an important role in planning and policies of many countries. This study presented the status of overall energy consumption in the transportation sector of Iran. According to most of the recently issued statistics, the annual transportation energy consumption of Iran is more than 296×106 barrels of oil equivalent, which is about 25% of Iran’s total annual energy consumption. So, it is logical to analyze energy consumption in transportation sector for the purpose of better planning. Statistics of energy consumption in Iran’s transportation sector was presented for a period of 24 years (1988 to 2011) in this paper. Different transportation sub-sectors (highways, airways, railways, and waterways) and different energy forms were considered separately in the presented statistics. Using these data, energy and exergy efficiencies of the transportation sector were derived. Analyzing the efficiency values in the mentioned 24 year period resulted in concluding some considerable points, which could be used in Iran’s transportation principle policies in the future.

Economic growth, energy consumption and CO2 emissions in OECD (Organization for Economic Co-operation and Development)'s transport sector: A fully modified bi-directional relationship approach

This paper explores the bi-directional long-run relationship between energy consumption in the road transport sector with CO2 emissions and economic growth in OECD countries. Using time series data from 1960 to 2008 and employing the Fully Modified Ordinary Least Squares cointegration approach, the paper shows positive significant long-run bi-directional relationship between CO2 emissions and economic growth, road sector energy consumption and economic growth and CO2 emissions and road sector energy consumption in all the OECD countries. To examine the response of each of the variables to shocks in the value of other variables, the generalized impulse response approach is employed. The response of CO2 emissions to economic growth is initially positive in most cases but it is relatively shorter when compared to its initial response to the road transport sector energy consumption. Moreover, in most cases, the response of carbon emissions to the road transport sector energy consumption lasts longer than its response to economic growth. This implies that most of the CO2 emissions from transport come from energy consumption, thus long-run policies related to the efficient use of energy and shifting to biofuel, renewable and nuclear energy can bring major benefits in mitigating GHG (Greenhouse Gas) emissions.

Assessment of climate change mitigation potential of the Macedonian transport sector

As forecasted by the International Energy Agency Energy Technology Perspectives baseline scenario, the largest increment in LDV (light-duty vehicles) stock, travel demand and transport sector energy consumption will take place in the developing world. In the developing countries where the import of used vehicles is allowed, a considerable portion of the LDV stock increment will be realized with used vehicles.In this paper, the analytical framework for assessment of climate change mitigation potential of transport sector in developing countries is adapted in order to incorporate the expected vehicle fleet increase with used vehicles. The evaluation of appropriate mitigation strategies is performed using the GHG Costing Model (GACMO), which compares each mitigation option with the BAU (business-as-usual) option and determines its environmental effectiveness (t CO2 reduced) and economic effectiveness (US$/t CO2 reduced).The adapted analytical framework is applied on the case of transport sector of Macedonia, evaluating appropriate options inline with five mitigation strategies: improvement of vehicle fleet, introduction of low carbon fuels, improvement of travel behaviour, advancement of vehicle equipment and improvement of driver behaviour. The resulting marginal cost curve for the year 2020 indicates a total achievable reduction of 22% with respect to BAU GHG transport sector emissions, with bulk of it at relatively high specific costs of around 90 US$/t CO2.

Potential of greenhouse gas emission reduction in Thai road transport by ethanol bus technology

Over decades, Thailand energy consumption has been concentrated in three main sectors, namely manufacturing, power and transportation. Energy consumption in transportation sector has also been dominated by road transport due to limited coverage by rail and water transportation. Hence, road transport has been a major contributor for greenhouse gas emission in Thailand over recent years. Along with global warming concern throughout the world, Thailand has taken various adaptation and mitigation measures, especially the strong policy push to use carbon–neutral biofuel in transportation sector due to Thailand competitive advantage in agriculture sector. National Renewable Energy Plan (2008–2022) has set challenging targets of 9 and 4.5 million liters/day of ethanol and biodiesel consumption by 2022, respectively. Various blends of ethanol in gasoline (10%, 20% and 85%) and biodiesel in diesel (up to 5%) have been commercially available. However, since current consumption of diesel is twice as much of gasoline, ethanol blend in gasoline would widen the imbalance consumption of gasoline and diesel. The present study however offers an insight into a possibility to use ethanol as diesel substitute. A case study of ethanol bus technology was investigated by recourse to energy demand modeling. Necessary data, such as a number of vehicles (NVs) for various vehicle types, vehicle kilometer of travel (VKT) and fuel economy (FE) were collected, with reasonable assumptions made for those unavailable data, to construct predicative energy demand model. Scenario analysis on ethanol bus introduction was conducted to assess reduction of fossil fuel and greenhouse gas emission by increasing the use of ethanol to achieve ethanol consumption target in 2022. Successful demonstration of ethanol bus operation in Thailand will be briefly mentioned to give confidence for larger project implementation in the future.

Decomposition analysis of energy consumption in Chinese transportation sector

The purpose of this paper is to identify the relations between transportation energy consumption and its impacted factors. We first analyze the current status of transportation energy consumption in China. Then, the logarithmic mean Divisia index (LMDI) technique is used to find the nature of the factors those influence the changes in transportation energy consumption. We find that: (1) In 2006, the transportation energy consumption increased by 7.63 times against that in 1980. (2) Up to 2006, the oil consumed by transportation accounted for 49.6% of that in the whole country, which almost equaled to the net oil import. (3) In the light of the increasing energy consumption intensity, the energy-utilization effectiveness of transportation sector has been declining gradually. (4) The transportation activity effect is the most important contributor to increase energy consumption in the transportation sector and the energy intensity effect plays the dominant role in decreasing energy consumption.