Analysis of greenhouse gas emissions of freight transport sector in China

Due to the increasing commercial activities in China, the rapid growth of energy consumption and greenhouse gas (GHG) emissions in the freight transport sector has alarmed the Chinese central government. However, there is a lack of standard measure for evaluating GHG emissions generated from freight transport operations. To improve this situation, Chinese policy makers need to evaluate GHG emissions for energy saving and pollution reduction. This background leads us to examine the GHG emission trajectories and features of Chinese freight transport patterns in the last decade, i.e. between 2000 and 2011. In this study, we examine different regions’ freight turnover and energy consumption by various transport modes (i.e. railway, highway, waterway, aircraft, and oil pipeline) in China. Our results show that the total amount of GHG emissions caused by the Chinese freight transport sector reached 978 million tons in 2011, indicating an average annual growth of 74 million tons CO₂e for the last decade. Shandong, Anhui, and Henan are the main provinces producing GHG emissions, representing 11.7%, 10.3%, and 10% of total emissions generated from the freight transport sector in China, respectively. This study also compares the regional GHG emissions from different freight transport modes including railway, highway, waterway, air transport, and oil pipeline. Based on the findings, policy implications are provided on how to mitigate freight transport emissions among different Chinese regions.     

Introducing a transport carbon dioxide emissions vulnerability index for the Greater Dublin Area

Energy consumption and carbon dioxide emissions from the transport sector have continued to rise, adding to growing concerns about the environmental impacts caused by transport systems and related land-use patterns. The transport sector in Ireland is a significant fuel consumer, accounting for 36% (5771 kTOE3) of Ireland’s primary energy demand in 2007. The sector was responsible for 36% (17,014 kt5 CO₂) of Ireland’s energy-related CO₂ emissions, higher than any other sector. Energy use in the transport sector grew by 181% (6.3% per annum on average) between 1990 and 2007. A key characteristic that distinguishes energy use in transport is the almost total dependence on imported oil as a fuel – over 99%, EPA (2009).Given the levels and growth of energy demand in transport, there is a clear imperative for policymakers to develop and implement measures and programmes that maximise energy efficiency and renewable-energy penetration. In this paper we develop a transport carbon dioxide emissions vulnerability index, using the Census of Population of Ireland 2006 Place of Work – Census of Anonymised Records (POWCAR) Dataset. The transport carbon dioxide emissions vulnerability index will be developed for the Greater Dublin Area to represent spatially in terms of transport carbon emissions the regional differentiations in commuting distances and modal shares. The results of this research can then be used to assess the transport carbon dioxide emissions of future development plans and therefore allow greater transport sustainability to be achieved through improved design of the location and form of major new development.     

UK supply chain carbon mitigation strategies using alternative ports and multimodal freight transport operations

In the last few decades, the building evidence that CO₂e emissions lead to climate change has pointed to a need to reduce CO₂e emissions. This research uses five scenarios in the context of UK import trade to assess total CO₂e emissions and costs of import re-routing containers. The overall objective is to assess possible carbon mitigation strategies for UK supply chains by using a combination of alternative ports and revised multimodal strategies. The model adopted includes three elements: port expansion, container handling and freight transport. The alternative scenarios explore different settings modal shift and short sea shipping.     

Interplay between ethanol and electric vehicles as low carbon mobility options for passengers in the municipality of São Paulo

The Brazilian cities as well as many of the large urban centers in the world continue to expand, increasing the demand for mobility and transport, while, at the same time, the same cities are investing in greenhouse gas (GHG) mitigation to avoid climate change. Brazil's urbanization rate increased from 26% in 1940 to almost 70% in 1980. During this period, the Brazilian population tripled and the urban population multiplied by seven. In 2010, the transport sector in São Paulo accounted for 71% of the total emissions released by the energy sector. Ethanol has been considered a fuel with less greenhouse gas emissions, when compared with fossil fuels. However, ethanol production would have to double to meet the expected demand. Electric vehicles (EVs) market is expanding around the world, and is also an option to reduce the transport emissions, if powered by clean electricity. To assess whether the adoption of EVs might bring more benefits than the current ethanol, we develop prospective scenarios supported by the Long-range Energy Alternatives Planning (LEAP) simulation tool, taking a bottom-up tank-to-wheel approach to consider the CO₂ emissions of car in São Paulo. The scenario considering a substitution of 25% of gasoline-powered cars by EV in 2030 showed a reduction in energy consumption and CO₂ emissions, around 15% and 26% respectively in that year in comparison with 2015. We discuss the interplay between ethanol and EV, also considering emission coefficients from life cycle analysis conducted in Brazil, and concluded EV will have higher positive impact on climate change mitigation than ethanol.     

Transport and climate change: Simulating the options for carbon reduction in London

Transport is a major user of carbon-based fuels, and it is increasingly being highlighted as the sector which contributes least to CO₂ emission reduction targets. This paper reports on the findings of the VIBAT London study (www.vibat.org) which considers the role of the transport sector in reducing CO₂ emissions in London.The analysis develops a transport and carbon simulation model (TC-SIM) for London. Within this, users are able to consider the implementation of a series of potential policy packages—low emission vehicles, alternative fuels, pricing regimes, public transport, walking and cycling, strategic and local urban planning, information and communication technologies, smarter choices, ecological driving and slower speeds, long distance travel substitution, freight transport and international air. They can select variable levels of application to help achieve headline CO₂ emission reduction targets. The roles of carbon rationing and oil prices are also considered. TC-SIM can be played in different user modes: as ‘free riders’, ‘techno-optimists’, ‘enviro-optimists’, ‘complacent car addicts’ and other typical travel market segments, including a ‘free role’. Game playing or scenario testing such as this helps to highlight perceived levels of homogeneity of views within certain cohorts, the development of entrenched positions and the likely success in achieving objectives.The paper develops various policy packages, scenarios and pathways aimed at reducing transport CO₂ emissions. It argues that strategic CO₂ emission reduction targets are very ambitious relative to current progress, and that we need to act more effectively across a wide range of policy mechanisms, with a ‘high intensity application’ of many of the options, to get near to achieving these targets. A critical issue here will be in communicating and gaining greater ‘ownership’ of future lifestyle choices with stakeholders and the public, and participation tools such as TC-SIM could become increasingly important in this area.     

Transport and climate change: a review

Transport accounts for 26% of global CO₂ emissions and is one of the few industrial sectors where emissions are still growing. Car use, road freight and aviation are the principal contributors to greenhouse gas emissions from the transport sector and this review focuses on approaches to reduce emissions from these three problem areas. An assessment of new technologies including alternative transport fuels to break the dependence on petroleum is presented, although it appears that technological innovation is unlikely to be the sole answer to the climate change problem. To achieve a stabilisation of greenhouse gas emissions from transport, behavioural change brought about by policy will also be required. Pressure is growing on policy makers to tackle the issue of climate change with a view to providing sustainable transport. Although, there is a tendency to focus on long-term technological solutions, short-term behavioural change is crucial if the benefits of new technology are to be fully realised.     

A carbon footprint analysis of renewable energy technology adoption in the modal substitution of high-speed rail for short-haul air travel in Australia

This study presents a carbon footprint analysis of renewable energy technology adoption in the modal substitution of high-speed rail for short-haul air travel in Australia. The carbon footprint analysis of renewable energy technology adoption in such modal substitution establishes the efficacy of various renewable energy technologies in assisting CO₂ emissions reduction on the Sydney–Melbourne city pair. Renewable energy technology efficacy, captured in the presented low-carbon pathways for high-speed transportation, provides an indication as to the CO₂ emissions reduction potential of the technologies under consideration and their impact upon the environmental performance of the air and high-speed rail modes. These low-carbon pathways displayed a reduction in annual CO₂ emissions throughout the longitudinal period ranging from moderate to significant. Furthermore, this study examines the cumulative effects of the considered renewable energy technologies upon the annual CO₂ emissions production of the high-speed transportation system. A reduction of 56%–69% in annual life cycle CO₂ emissions demonstrated the powerful mitigation potential of a combined air and high-speed rail transportation system in conjunction with renewable energy technologies adoption and a modal shift of 60%. Given this significant mitigation potential, the hybridization of the air and high-speed rail transportation systems with associated renewable energy technologies is considered. The effect of such hybridization would result in the formation of an integrated low-carbon, high-speed transportation system underpinned by the concept of “sustainable mobility” at the national level.     

Towards a theory of decoupling: degrees of decoupling in the EU and the case of road traffic in Finland between 1970 and 2001

Traditionally, the transport literature reflects the view that traffic volumes, road traffic volumes in particular, are coupled with Gross Domestic Product (GDP). Recently published literature also argues that the carbon dioxide (CO₂) emissions from transport, passenger cars in particular, have not shown any decoupling from transport volumes for some years. This article presents a theoretical framework for decoupling, defining the difference between decoupling, coupling and negative decoupling. These are further broken down to weak, strong and expansive/recessive degrees of decoupling, laying emphasis on the absolute increase or decrease of the variables. The result section presents data of the development of the relationships between GDP, traffic volumes and CO₂ emissions from transport in the EU15 countries between 1970 and 2001, including the special case of Finnish road traffic. The aggregate EU15 data show a change from expansive negative decoupling to expansive coupling regarding passenger transport, and from weak decoupling to expansive negative decoupling regarding freight transport. Weak decoupling of transport CO₂ emissions from GDP could also be observed. Weak decoupling of all the three aspects (freight, passenger and CO₂) could be seen in the UK, Sweden and Finland in the 1990s. In Finland, the statistics show weak decoupling of GDP from road traffic volume and strong decoupling of road traffic volume and CO₂ emissions from road traffic between 1990 and 2001. Four hypothetical explanations of the Finnish phenomenon are put forward in this article: policy towards sustainable mobility, green urban lifestyle, increasing income differences, and statistical misinterpretation. Each explanation is backed up with some quantitative evidence in observable trends in Finland during the 1990s.     

Assessment of transport emissions impact and the associated social cost for Chengdu,China

Chengdu, the capital city of Sichuan province, is the fourth biggest city in China with over 15 million residents and 3.4 million vehicles. In Chengdu, transport and other mobile sources accounted for over 27% of the city's PM_2.5 emissions (CDEPB, 2016), posing negative impacts on public health, local environment, and the climate. This study estimated impacts from transport-related emissions (CO₂, CH₄, N₂O, PM₁₀, PM_2.5, NO_X, SO_X, CO, and HC) and evaluated the associated social cost for Chengdu from 2005 to 2013. The study also assessed the city's transport performance in terms of its eco-efficiency with the socioeconomic and environmental concerns. The activity-based methodology was adopted to produce the emission inventories, while utilizing meta-analysis and localizing the emission social cost factors based on Chengdu's economic and demographic reality to support social cost assessment. The study marks the first attempt in literature to evaluate Chengdu's transport emission social cost. The following were observed in the study: (i) in 2013, the social cost of all transport emissions in Chengdu was around US$3 billion, with the lowest estimate of US$449 million and the highest estimate of US$4.7 billion; (ii) trucks, private cars, and motorcycles were the major contributors, while NO_X, PM_2.5, and CO were the key pollutants to public health; (iii) if GHGs (CO₂, CH₄, and N₂O) were excluded, the upper range of social cost of transport air pollutants would be from US$2.4 billion to US$4.1 billion, or 1.6%–2.8% of the Chengdu's GDP.     

A freight transport optimization model for integrated network,service, and policy design

This paper presents a freight transport optimization model that simultaneously incorporates multimodal infrastructure, hub-based service network structures, and the various design objectives of multiple actors. The model has been calibrated and validated using real-life data from the case study of hinterland container transport of the Netherlands, where CO₂ pricing, terminal network configuration, and hub-service networks are chosen as the design measures. Policy packages combining multiple types of policies show better network performance as compared with the optimal performance resulting from a single policy type. This illustrates the value of incorporating multiple types of policies simultaneously in freight transport optimization.     

Carbon dioxide emissions and inland container transport in Taiwan

The aim of this study is to estimate the carbon dioxide (CO₂) emissions from inland container transport during the time period of 1998-2008 and predicts the trend of these emissions. The analyses show that the CO₂ emission from inland container transport in 1992 reached 1.03 million tonnes, and the figure drastically increased by 89.3% to 1.95 million tonnes in 2008. Using a multiple regression model, gross domestic product (GDP) and oil price are found to be the key drivers for CO₂ emission. The CO₂ mitigation strategies are discussed in the policy suggestions given that Taiwan is warming at twice global average rate.     

Apportioning aviation CO2 emissions to regional administrations for monitoring and target setting

Delivering reductions in greenhouse gas emissions from the aviation sector requires support and action from all tiers of government. There has been considerable focus on the policies that can be implemented at international and national levels; however, sub-national bodies can also play an important and influential role. In order to identify what this role may be, it is important for sub-national governments to have an understanding of the size of their potential emissions responsibility. At present there is no widely accepted methodology for the apportionment of either international or domestic aviation emissions to sub-national levels. This paper assesses a number of existing consumer- and producer-based CO₂ apportionment regimes that could be used to allocate the emissions from aviation to regional and other sub-national levels. This is followed by the presentation of a new hybrid consumer–producer apportionment regime applicable to aviation. This new approach is designed to provide an emissions baseline for a region that reflects its share of responsibility for the UK’s aviation emissions as both a producer of emissions and consumer of the services provided by aviation.     

Flying into the future: A scenario-based analysis of carbon emissions from China's civil aviation

Aviation emissions will significantly affect climate change with the continued growth of the air transport. This study decomposes the drivers influencing China's civil aviation carbon emissions change in the period from 1985 to 2015. Emission trends are predicted using a Monte Carlo simulation. The results show a peak and reduction in the period between 2016 and 2030. Results also show that air transportation revenue growth is associated with increasing historical carbon emissions, while rising industry energy intensity significantly hampers carbon emissions reduction. The carbon intensity (CI) reduction goals were achieved in the different scenarios before 2020, but the carbon emissions peak target before 2030 can only be achieved under the technological breakthrough scenario (TBS). The reduction of air transport growth rate and promotion of new energy technologies are two essential strategies to reduce carbon emissions in the foreseeing future.     

The transport geography of logistics and freight distribution

Goods movement and freight distribution are widely underrepresented in regional science and geographical research. This is surprising since a large body of traditional spatial theory has been developed with respect to transportation costs or to trade areas: those aspects that were originally closely connected with the exchange of goods. Growing attention is being paid in geography to related subjects, such as the emergence of global production networks, to structural changes in retail or to the commodification of modern consumption. To a certain extent, these processes depend upon the efficient transfer of information, finance and physical goods. Yet, with a few exceptions, the freight sector appears to be neglected in contemporary research. This paper provides an overview of the emerging transport geography of logistics and freight distribution. It challenges the traditional perspective where transportation is considered as a derived demand with the idea that logistical requirements underline transportation as a component of an integrated demand. The paper provides an analysis of the evolution of logistics as it pertains to the core dimensions of transport geography (flows, nodes/locations and networks). The concept of logistical friction is also introduced to illustrate the inclusion of the multidimensional notion of impedance in integrated freight transport demand.     

Responsive relationship between energy-related carbon dioxide emissions from the transportation sector and economic growth in Beijing—Based on decoupling theory

Decoupling theory is effective to analyze the interdependence between variables and has been applied in environmental economics. However, most of the previous literature focus on “decoupling” and “recoupling” analysis, while rarely consider their driving factors. This study aims to explore the relationship between transportation CO₂ emissions and economic growth in Beijing from 1995 to 2014 by an extended Tapio elastic analysis, considering the contribution from industrial emission reduction, industrial energy saving, industrial operating efficiency, and industrial development. The entire decoupling state between transportation CO₂ emissions and economic growth changed with time. From 1995 to 2005, the decoupling relationship between transportation CO₂ emissions and economic growth exhibits a fluctuation among expansive negative decoupling, weak decoupling, and expansive coupling. Since decoupling elasticity values among industrial energy saving, industrial operating efficiency and industrial development were variably large and neutralized with each other, interaction of these decoupling elasticities may explain the fluctuation of the entire decoupling effect during this period. During the period from 2006 to 2008, the negative impact of industrial energy-saving elasticity overtook the positive one from industrial operating efficiency elasticity, which leads to worsening in the decoupling state between transportation CO₂ emissions and economic growth. The decoupling state was improved from expansive negative decoupling to weak decoupling after 2008, which can be attributed to policy-oriented practices supporting energy conservation.     

Travel and tourism competitiveness index: The impact of air transportation,railways transportation,travel and transport services on international inbound and outbound tourism

The objective of the study is to examine the impact of air transportation, railways transportation, travel and transport services on international inbound and outbound tourism in a panel of 19 tourists - oriented countries, over a period of 1990–2014. By applying principal component analysis, the study constructs travel and tourism competitiveness index for inbound and outbound tourism. The main constructs of inbound tourism index include international tourists' arrival, tourism receipts, receipts of passengers' transports items and travel items while the constructs of the outbound index include international tourists' departure, tourism expenditures, and expenditures for passengers transport and travel items. The result of panel Fully Modified OLS (FMOLS) regression shows that the presence of air transportation, railways transportation, and trade openness positively affect inbound tourism index, while travel and transport services negatively affect tourism competitiveness index. The causality results confirm the bidirectional relationship between inbound tourism, air transportation, railways passengers carried, trade openness and travel and transport services, while there is a unidirectional causality running from inbound index to railway goods transported, from air transport freight to trade factor, and from travel services to air transport freight. Outbound tourism index confirmed the bidirectional causality relationship with air transportation, railways transportation, and travel and transport services, while the causality running from outbound index to trade factor, from air transport passenger carried to travel services, and from railway goods transported to trade and transport services, which support the unidirectional causality relationship between them. The variance decomposition results show that air transportation freight is the contributor that largely influences inbound-outbound tourism, while railways passengers carried and trade openness has the least share to influence inbound and outbound tourism index for the next 10-year period. The impulse response function indicates that air transportation, railways transportation, trade openness and travel services will positively impact on inbound truism while travel and transport services will positively affect outbound tourism for the next 10-year period. The study concludes with the importance of transportation sector that deem desirable to promote tourism worldwide. The concentration of different modes of transportation including air transportation, railways transportation, and travel and transport system would helpful to advance international tourism.     

铁路货运高质量发展策略研究

2021年,全路货运系统深入推进运输结构调整,大力实施以货补客,深化货运组织改革,高站位完成重点物资保供任务,高质量完成多式联运发展目标,货运服务质量和信息化水平进一步提升,货运安全管理进一步强化,货运安全局面持续稳定。2022年,全路货运系统要抢抓机遇、担当作为,深入开展货运安全专项整治、强化货运专业管理基础、扩大“公转铁”工作成效、加快集装箱多式联运发展、促进专业物流稳步增量、服务“一带一路”建设,在全面深化基础管理、持续推进运输结构调整、优化“一带一路”铁路运输组织、持续深化货运组织改革、强化队伍建设和监督检查上取得新成效,奋力推动铁路货运高质量发展。     

Hinterland operations of sea ports do matter: Dry port usage effects on transportation costs and CO2 emissions

Decreasing carbon dioxide (CO₂) emissions is one of the most important tasks for the society in the 21st century. One possibility to decrease emissions originating from transportation is to utilize more rails instead of relying simply on road transportation. In the dry port concept an inland intermodal terminal is connected to a sea port using railways. This study analyzes impacts of dry ports in a Finnish context. We compare two different configurations: In the first one shippers drive directly to a sea port, while in the second one they use dry ports. The systems are evaluated by using discrete-event simulation. In the systems we are interested in two issues: (1) Level of CO₂ emissions, and (2) Costs to transport the goods in different configurations. We use different scenarios for future energy prices and estimate both the costs and CO₂ emission development in these scenarios. We also compare the results to a situation, where emissions are minimized instead of costs. Implications on larger scale are also discussed, for example in the Baltic Sea and North Sea area, where strict sulfur emission restrictions are seen to harm sea transport and increase concentration on small number of sea ports.     

Transitions to low carbon transport futures: strategic conversations from London and Delhi

Climate change is a global problem and across the world there are major difficulties being experienced in reducing carbon dioxide (CO₂) emissions. The transport sector in particular is finding it difficult to reduce CO₂ emissions. This paper reports on two studies carried out by the authors in London (UK) and Delhi (India). It considers the common objectives for transport CO₂ reduction, but the very different contexts and baselines, potentials for change, and some possible synergies.Different packages of measures are selected and scenarios developed for each context which are consistent with contraction and convergence objectives. CO₂ reduction potentials are modelled and quantified by package and scenario. London is considering deep reductions on current transport CO₂ emission levels; Delhi is seeking to break the huge projected rise in transport CO₂ emissions.The scale of policy intervention required to achieve these goals is huge and there is certainly little public discussion of the magnitude of the changes required. The paper argues for a ‘strategic conversation’ at the city level, using scenario analysis, to discuss the priorities for intervention in delivering low carbon transport futures. A greater focus is required in developing participatory approaches to decision making, alongside network investments, urban planning, low emission vehicles and wider initiatives. Aspirations towards equitable target emissions may assist in setting sufficiently demanding targets. Only then is a wider awareness and ownership of potential carbon efficient transport futures likely to take place.     

Dynamic linkages between tourism transportation expenditures,carbon dioxide emission,energy consumption and growth factors: evidence from the transition economies

Tourism transport profoundly affects economic growth, energy consumption and carbon dioxide emissions. This study is an attempt to examine the impact of international tourism transportation expenditures, energy demand, foreign direct investment inflows, trade openness and urban population on carbon dioxide emission and per capita income for the panel of 11 transition Economies, over the period of 1995–2013. The results show that per capita income escalates the carbon dioxide emission (CO₂), which deteriorates the natural environment. International tourism receipts and international tourism expenditures for travel items are associated with the intensifying CO₂ emission and per capita income in the region. The study confirmed the energy-led emissions, FDI-led emissions, FDI-led growth, income-led emissions, income-led energy demand, trade-led growth and trade-led energy demand. The causality results further substantiate the the tourism-led growth and FDI hypothesis in the region. Finally, the variance decomposition analysis confirmed the following results, that is, (i) per capita income is the contributor that least influences CO₂ emissions, (ii) urban population influences per capita income and (iii) international tourism transportation expenditures will influence CO₂ emissions and per capita income for the next 10-year period.